Connect brake, steering, and throttle
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Source path: content/lms/car-control-fundamentals/03-steering-weight-transfer/03-connecting-inputs.md
Course: Car Control Fundamentals
Module: Steering & Weight Transfer
Estimated duration: 55 minutes
Skill target
This lesson is about the handoff between the three big cornering inputs. You already know that braking slows the car, steering changes direction, and throttle accelerates the car. The intermediate skill is making those inputs behave like one continuous request instead of three separate commands. You are not just braking, then turning, then accelerating. You are using brake pressure to prepare the front tires, steering to ask for rotation, and throttle to move the load rearward for exit traction at the moment the car can accept it.
The practical rule is simple: as one input rises, the previous input must be coming down in a way that keeps the tires loaded but not overloaded. Brake pressure falls as steering demand rises. Steering unwinds as throttle rises. If you keep adding requests without giving one back, the tire that had margin becomes the tire that is out of margin. If you remove one request too abruptly, the car loses the load that was helping it respond. The whole corner is a sequence of managed load transfers.
This is not a replacement for the sibling lessons in this module. Put both hands to work covers how you physically steer. Balance the car by feeling weight transfer and Feel where the car's weight moves teach the sensation of load migration. Balance the car with steering rate isolates the wheel input itself. Here, the focus is the connection: when your brake foot, hands, and throttle foot should overlap, separate, and trade responsibility.
Principle: one car, one load-transfer story
Every control you touch changes where the car is loaded. A firm brake application moves load forward and gives the front tires more authority for turn-in, but if the application or release is too abrupt it can overload the fronts or make the rear too light. Steering adds lateral demand to those same front tires. Throttle moves load rearward, which helps rear traction on exit, but it also takes load away from the front, so full throttle too early can make the car push wide before it is pointed.
That is why the connection matters more than the individual peak. A strong brake application by itself can be good. A clean steering input by itself can be good. A disciplined throttle squeeze by itself can be good. The corner improves when each one arrives at the moment the car has space for it. If the car is still heavily loaded forward and you add a big steering request, the front tires may saturate and the rear may get nervous. If you release all the brake before the car has accepted steering, the nose can rise and the front can wash. If you add throttle before the steering is unwound enough, rear-drive cars can overwhelm the rear and front-drive or all-wheel-drive cars can drive the front wide.
The intermediate goal is not softness for its own sake. It is rate control. You can hit the brake pedal quickly and firmly when the car is straight and grip is available. You can add throttle decisively when the car is straight enough and loaded enough. The skill is shaping the transition between those decisive moments. Fast drivers are not slow with the controls. They are precise about when the car can tolerate speed in the input.
The corner as a connected sequence
Think of a normal corner in five connected phases. First, you arrive at the braking zone on throttle and set the car straight enough to brake effectively. Second, you build brake pressure quickly enough to reach near the tire's stopping potential, then stabilize it rather than stabbing at the pedal. Third, as entry speed comes down and the turn-in point arrives, you begin releasing brake pressure while adding steering. Fourth, near the middle of the corner, you finish the rotation and begin the first useful throttle. Fifth, as the car opens its hands toward exit and your steering angle comes out, you increase throttle toward full.
The handoff is the lesson. Brake pressure is not simply on or off. Steering is not a switch. Throttle is not a reward you collect after the apex. The three controls form a chain. If one link has a gap, the car coasts or floats. If two links overlap too aggressively, the car slides or activates ABS or traction control. Your job is to make the chain tight without making it violent.
The most useful mental model is an exchange. When you ask more from the steering wheel, you owe the front tires a little less brake pressure. When you ask more from the throttle, you owe the car a little less steering angle. At no point are you trying to prove that you can do everything at once. You are trying to keep the car inside the grip it has at that moment.
Brake-to-steering handoff
Start with the straight-line part because that is where the car can tolerate the highest brake pressure. An intermediate driver should be working toward a quick rise to near-maximum brake pressure, then a controlled modulation that keeps the tires near the edge without leaning on heavy ABS. In data, the cleaner version looks like a sharp initial rise, a controlled plateau, and, if the corner needs rotation, a taper as steering begins. In the seat, it feels like the car takes a set instead of pitching twice.
The braking phase is not successful merely because you slowed down enough. It is successful when you arrive at turn-in with the right entry speed and the right nose attitude. Too little brake pressure wastes the straight and makes the braking zone long. Too much brake pressure too late forces you to keep braking hard while asking for steering, which is where the tire budget gets crowded. Heavy ABS is a clue that you asked too much or waited too long. Light ABS chatter can be a safety net in an ABS car, but if you are riding it deeply and often, you are no longer shaping the handoff.
As you approach turn-in, release the brake for a reason. You are not dumping it because the braking zone is over. You are trading brake force for steering force. If the car needs more front grip and rotation, you may carry a small amount of brake into the entry. That keeps load forward and can help the front bite. But the carried brake must be tapering. If it stays high while steering angle climbs, the front tires are being asked to slow the car and turn it hard at the same time, and the rear may be light enough to move before you intended it.
A good release has a shape. It does not feel like stepping off a curb. The nose does not pop up just as you turn. The steering wheel gains weight and the car rotates into the corner without a second correction. If the car feels numb at turn-in, you may have released too early or too abruptly. If the rear feels nervous or the ABS chatters while the wheel is already turned, you may have carried too much brake too deep or released at the wrong rate.
Steering-to-throttle handoff
Throttle begins when it can help the next part of the corner, not when you get impatient. The first throttle after braking is usually a balancing input, not an immediate full-power command. Its job is to stop the car from continuing to fall forward and to begin moving load rearward in a controlled way. As the car points toward exit, that rearward load transfer becomes useful acceleration.
The critical pairing is throttle versus steering angle. More throttle moves load rearward and can improve rear traction, especially in rear-wheel drive, but it also unloads the front. If you still need a lot of steering angle, that front unloading can create understeer. So the throttle comes in as the steering comes out. The more you unwind, the more throttle the car can use. Full throttle belongs where the car is straight enough and loaded enough to accept it.
Intermediate drivers often lose time by treating throttle as binary. They wait too long with a coasting gap, then stab the pedal when they see exit. Or they pick it up early but too abruptly, causing a push, rear slip, or traction-control intervention. The cleaner version is graduated and continuous. The pedal moves in a ramp that matches the car's ability to accept power. In a lower-powered car that builds power slowly, you may be able to start that ramp earlier. In a high-torque turbo car, the same foot movement may be too much, so the ramp must be gentler or the gear choice must be less aggressive.
A smooth downshift blip is part of the same skill. If the engine is at the right rpm when you go back to power, the car does not get a driveline jolt at the exact moment you are trying to settle it. That does not mean this lesson is about heel-and-toe technique in detail. It means the transition from braking to throttle must not surprise the car through the driveline.
Sub-skill: pressure shape
Pressure shape is the ability to separate how quickly you reach brake force from how cleanly you release it. Many drivers hear that they should be smooth and turn that into a lazy initial brake application. That is not the intermediate target. When the car is straight and grip is available, you can get to meaningful pressure quickly. The smoothness belongs in the modulation and release. The data trace should not look like random stabs. It should show intention: build, hold or modulate, then taper.
This sub-skill matters because the brake pedal is the first thing that writes the corner's load story. If the car never gets enough forward load, the front may not be ready when you steer. If the car gets too much forward load too violently, the rear becomes too light and the car may rotate faster than your hands and eyes are prepared to catch. The best intermediate brake input is assertive enough to shorten the zone and controlled enough to leave you options at turn-in.
Sub-skill: release discipline
Release discipline is the ability to reduce brake pressure at the same rate the corner is accepting steering. This is where many otherwise quick drivers are rough. They brake well in a straight line, then release abruptly because they are mentally done with braking. The car answers by lifting the nose and reducing front grip right when they need the front tires to begin turning.
To practice release discipline, listen to the steering wheel and the front tires. If the wheel gets light as you turn, you likely released too much too soon. If the front pushes immediately, you may have taken away the load it needed. If the rear steps out just as you begin steering, you may have either released in a way that snapped load through the chassis or carried too much deceleration while asking for lateral grip. The fix is not always slower entry. Often it is a cleaner taper.
Sub-skill: first throttle
First throttle is the first deliberate pickup after the entry phase. It should answer the question of what the car needs now. If the car is rotated and you are beginning to unwind, first throttle can start the exit drive. If the car is still waiting to rotate, first throttle may be too early because it moves load rearward and reduces front authority. If the car is loose on entry, a small, measured throttle in a front-drive or all-wheel-drive car can help pull the car straighter, but the same instinct in a rear-drive car can worsen oversteer.
A useful first throttle is often smaller than your ego wants and earlier than your fear wants. Too much too soon causes a correction. Too little for too long creates a dead coast. The target is the first pedal movement that steadies the car and begins the exit without forcing you to unwind for survival rather than speed.
Sub-skill: unwind pairing
Unwind pairing is the habit of increasing throttle in step with decreasing steering angle. You should be able to describe your exit as a trade: a little less wheel, a little more throttle. If the wheel is still asking for a lot of cornering, the throttle should still be patient. If the car is opening toward the exit curb and your hands are coming back, the throttle can become more aggressive.
This is where exit speed comes from. A driver who waits until the car is perfectly straight may leave time on the table. A driver who goes full throttle while still carrying large steering angle may force understeer, wheelspin, or a lift. The fast version lives between those mistakes. You are feeding the car exactly as much power as the current steering angle and tire load can accept.
Sub-skill: drivetrain translation
The same principle applies to all drivetrains, but the consequences are different. In front-wheel drive, throttle asks the front tires to pull and steer at the same time. Weight transfer is a major tool for countering inherent understeer, so careful trail braking and throttle timing become central. If you go to power too early, you may remove the forward load you needed and ask the front tires to do too much. If you lift or trail brake too abruptly, you can provoke lift-off style rotation. The better version uses entry weight transfer to help the car turn, then adds throttle once the nose has accepted the line.
In rear-wheel drive, throttle is a rear-tire management tool. Acceleration moves load rearward, which can help the driven tires, but torque can still exceed grip. The intermediate driver learns to add enough throttle to use rear grip without breaking it loose unless the small slip is intentional and controlled. Gear choice becomes part of the input connection. A lower gear may put the engine in a better power band, but if the torque hit breaks traction mid-exit, a taller gear or a more deliberate pedal ramp may be faster.
In all-wheel drive, power can sometimes help pull the car out of entry oversteer or stabilize the car in a way that feels confidence-building. That does not remove the need for smooth transitions. AWD can tempt you to use throttle as an escape from rough entry inputs. The better habit is still to avoid creating the problem with a bad handoff, then use the drivetrain's strengths once the car is pointed.
Sub-skill: condition adjustment
The handoff changes when grip changes. Cold tires, worn tires, poor conditions, brake fade, and fuel or tire conservation goals all reduce the margin available for abrupt transitions. If tires are cold or worn, trail braking less aggressively may be the right choice because peak grip is lower. If the brake pedal is getting longer, the same marker and pressure shape may no longer produce the same entry speed. If the session goal is endurance or preserving tires, a slightly gentler throttle ramp can save rubber with less lap-time loss than a slide-and-catch exit.
Condition adjustment is not an excuse to become vague. It is still a connected sequence. You simply lower the slope of the inputs. The brake build may be a touch less violent. The release may start a fraction earlier. The throttle pickup may be smaller and more patient. The success cue is the same: the car accepts the handoff without surprise.
Calibration cues in the car
When the inputs are connected well, the car feels like it takes one set for the corner. Under braking, the nose loads. At turn-in, the steering gains a useful weight rather than going vague or grabbing. As you release the brake, the car rotates without needing a sudden extra steering input. At first throttle, the car steadies and begins to open toward exit. As you unwind, the throttle can rise without forcing you to lift again.
Your hands should not be busy correcting your feet. If every throttle pickup requires a steering correction, the throttle is arriving too early, too fast, or in the wrong gear. If every turn-in requires adding more steering after the first input, the brake release or entry speed is likely wrong. If you feel a dead coast between brake release and throttle pickup, you have created a gap in the load story.
The car should also feel repeatable. Intermediate drivers are consistent enough to notice when something changes. If the same corner suddenly needs more brake, more steering, or a softer throttle, do not ignore it. The pedal may be getting longer, the tires may be falling off, or your marker may have moved because you are carrying more speed. Connection is not a fixed recipe. It is a repeatable method you adjust based on what the car is telling you.
Calibration cues in data
Data makes the handoff visible. A clean braking trace has a quick rise, a plateau or controlled modulation, and a taper if you are trailing pressure into the corner. A rough trace has stabs, late panic pressure, or a cliff-like release that explains why the car would not turn. ABS traces or driver notes about heavy ABS help separate a strong brake zone from an overdone one.
Throttle traces should show a purposeful ramp after pickup. The exact slope depends on power, tire, gear, and drivetrain, but the important feature is that the throttle does not look like a panic switch. If throttle rises and then drops again before exit, you probably asked for more power than the steering angle or tire load could support. If throttle stays at zero long after brake release and steering has stabilized, you may be coasting through a gap.
Lap-time signatures can be misleading unless you connect them to corner phases. A later brake marker is useful only if the exit survives. The source material gives a simple progression example: a novice 150m braking zone becoming a 100m zone as the driver learns the car and track. That is progress when the driver still reaches the correct entry speed, turns without panic, and exits cleanly. It is not progress if the shorter zone creates heavy ABS, a missed apex, and a delayed throttle.
Instructor cues
An instructor watching this skill will often see the connection before you can name it. They may notice that you brake well but give the speed back with a coast. They may notice that you are trying to solve an early throttle push with more steering instead of delaying full throttle until the car is unwound. They may notice that your brake release is causing the front to unload, which makes you think the car lacks front grip when the real issue is the timing of the handoff.
The best debrief question is not simply where was my brake point. Ask what happened between brake release and first throttle. Ask whether the steering angle and throttle rose together or fought each other. Ask whether the car's first movement at turn-in was a clean rotation, a front push, or a rear step. Those answers tell you which link in the chain needs work.
How to recover when the connection breaks
If you turn in and the front pushes, do not automatically add more steering. More steering can ask even more from a tire that is already saturated. First, check whether you released brake too early or added throttle too soon. If you are already on throttle and the car is pushing wide, hold or slightly soften the throttle and reduce steering demand enough for the front tires to regain authority. Then rebuild the exit only when the car points.
If the rear gets light on entry, do not snap off every input. A sudden correction can move load again and make the oscillation worse. Reduce the combined demand. If the car is rear-drive, be careful with throttle because power can worsen the slide. If the car is front-drive or all-wheel-drive and the slide is small, a measured throttle can help pull the car straight, but only if your hands are prepared and the track space exists. The better long-term fix is to revisit the brake release and steering timing that created the light rear.
If you go to throttle and immediately need to lift, treat that as data. You have learned that the previous throttle ramp was too steep for that steering angle, gear, tire state, or line. The next lap, do not simply wait much longer and create a coast. Start with a smaller first throttle or pair the same throttle with a little more unwind. The goal is not later throttle. The goal is usable throttle.
What good looks like over a session
In the first session you may only be able to feel the big mistakes: brake dump, coast gap, throttle stab. By the second session, you should be able to choose one corner and describe the handoff in detail. You should know whether your release begins before, at, or after steering starts. You should know whether first throttle steadies the car or changes the line. By the third session, the timing should become repeatable enough that you can move a brake marker slightly or alter a throttle ramp without changing everything else.
Do not chase every corner at once. Pick one medium-speed corner with a meaningful brake zone and one slower corner where exit traction matters. Those two corners will expose most of the skill. The medium-speed corner teaches brake-to-steering release. The slower corner teaches steering-to-throttle patience. Once both are clean, the pattern carries into other corners with different emphasis.
The summary
Connect your inputs by treating the corner as a managed transfer of responsibility. Brake pressure prepares the entry and loads the front. Steering asks the loaded front tires to rotate the car. Throttle moves the car from rotation to exit drive as steering angle comes out. The faster you get, the less tolerance the car has for gaps and spikes between those requests. Intermediate speed comes from reducing those gaps and spikes without becoming timid.
Your next improvement is not simply brake later or throttle earlier. It is brake with a shape, release with a purpose, steer with a load under the front, and pick up throttle at the rate the exit can use. When those pieces connect, the car feels calmer, the data looks cleaner, and the lap time comes from the whole corner rather than one heroic input.
Worked example: shortening a straight-line braking zone
Use the corpus-supported progression from a 150m braking zone toward a 100m braking zone as a training example, not as a universal marker. On your first session, you brake at the conservative marker and focus on pressure shape. The car is straight, you build pressure quickly, you avoid heavy ABS, and you release with enough time to turn in without panic. The success criterion is not lap time yet. It is a clean handoff from brake to steering.
On the next session, if the corner was repeatable, move the brake point only a small amount later. Keep the same turn-in point and the same exit target. If the later brake point causes you to stay hard on the brake while turning, you moved too much or released too late. If it causes a coast because you over-slowed, you did not connect the release to the steering request. The correct version shortens the braking zone while still arriving at the same entry speed and with a front end that is ready to turn.
In data, the good attempt shows a later start, a confident pressure rise, and a release that tapers as steering comes in. In the car, it feels like one controlled set. The bad attempt shows heavy ABS, a jagged pedal trace, a cliff release, or a delayed throttle because you spent the corner recovering from the entry. This is why later braking is not the lesson by itself. The lesson is whether the later brake point still leaves a usable connection into steering and throttle.
Worked example: FWD entry rotation without exit push
In a front-wheel-drive car, the front tires carry a heavy job. They steer, they drive, and under braking they also receive more load. That makes the brake-to-steering handoff powerful but easy to overuse. If the car naturally understeers, a small amount of carefully tapered brake into entry can help keep load on the front and make the car rotate. The mistake is either releasing all brake too early and losing the nose, or carrying too much brake and making the rear too light.
Imagine a medium-speed corner where the car usually washes wide at turn-in. Instead of simply adding more steering, you focus on release shape. You brake in the straight portion, start releasing as you turn, and let a small amount of forward load help the front tires bite. As soon as the car accepts the rotation, you continue the release and wait on strong throttle until the steering angle begins to come out. If you jump to power before the nose is pointed, you ask the front tires to pull and steer while removing the very load that helped them turn.
The good lap feels like the car rotates early enough that you can open your hands and feed throttle without dragging the front wide. The poor lap feels like a brief turn-in improvement followed by exit push, because the throttle arrived before the car was ready. The calibration cue is whether first throttle lets you unwind or forces you to add wheel.
Worked example: RWD exit torque and gear choice
In a rear-wheel-drive car, the exit handoff is often where the lap is made or lost. Acceleration moves load rearward, which helps the driven tires, but that does not mean the rear tires can accept any torque request. If the steering wheel is still turned and the gear delivers a sharp torque hit, you can exceed rear grip even though the car is loaded in the right direction.
Take a slower corner where the car can use second gear but third gear is also possible. In second gear, the engine may respond harder and give better acceleration if the rear tires can take it. If every second-gear exit produces a small slide followed by a lift, the theoretical power advantage is not being used. The connected solution might be a slower throttle ramp in second or a taller gear that lets you go to power earlier and more continuously. The correct answer is the one that allows the throttle trace to rise without a correction.
The good version is not necessarily the loudest or most dramatic. It is the exit where the rear tires accept the throttle, the wheel unwinds, and you do not have to back out before track-out. The poor version is the exit that feels fast for half a second and then costs the entire straight because you exceeded the handoff.
Common mistakes
Brake dump: You brake hard enough, then release too abruptly before or during turn-in. The car's nose comes up, front grip fades, and you add steering to compensate. Good looks like a release that tapers as steering demand rises, so the front remains useful at turn-in.
Brake hang: You keep too much brake while adding too much steering. The car may activate ABS, push, or make the rear nervous because the tires are being asked for too much combined work. Good looks like most threshold braking completed in the straight portion, with only a small and deliberate taper carried into entry when rotation needs it.
Coast gap: You finish braking, turn, and wait with no meaningful throttle while the car floats. This often feels safe, but it wastes load control and delays exit. Good looks like a small first throttle once the car is pointed enough for it to stabilize the platform and begin the exit.
Throttle stab: You wait too long, then add a large throttle input while the wheel is still turned. Front-drive and all-wheel-drive cars may push. Rear-drive cars may slip the rear. Good looks like a progressive throttle ramp paired with unwind.
Steering cover-up: You use more wheel to hide a bad brake release or early throttle. The car feels busy and the exit gets narrow. Good looks like solving the cause with pedal timing so the steering angle can decrease naturally after rotation.
Drivetrain copy-paste: You use the same throttle habit in every car. A front-drive car may need entry weight transfer to rotate before power. A rear-drive car may need torque patience or a taller gear. An all-wheel-drive car may tolerate power earlier, but still needs smooth transitions. Good looks like applying the same connection principle through the specific drivetrain's consequences.
Condition blindness: You use the same overlap on cold tires, worn tires, or fading brakes. Good looks like lowering the rate of each handoff while keeping the sequence intact.
Drill: three-session input handoff ladder
Choose two corners for the day: one medium-speed corner with a real braking zone, and one slower exit-focused corner. Do not run this drill everywhere on the track at first. You need enough repetition to feel cause and effect.
Session 1 is the baseline. For the first five laps after warm-up, keep your conservative brake markers. In the medium-speed corner, say the sequence in your head before arrival: build brake, taper brake, add steering, first throttle, unwind and feed. In the slow corner, ignore entry heroics and focus only on the throttle-versus-steering trade. Success for Session 1 is five clean repetitions with no heavy ABS, no steering correction caused by first throttle, and no long coast after brake release.
Session 2 is the brake-release session. In the medium-speed corner only, move the brake marker a small step later if Session 1 was clean. Your job is to keep the same turn-in point and exit target. If the later marker causes panic, go back. If the car still turns cleanly, study the release. Success is three consecutive laps where the car reaches the same entry speed, turns without a push or rear step, and lets you pick up throttle at the same or earlier point.
Session 3 is the throttle-ramp session. Leave the brake marker alone. In the slow corner, begin first throttle slightly earlier but smaller, then build only as you unwind. If you have data, look for a throttle trace that rises without a lift. If you do not have data, use the seat cue: the car should open toward exit instead of forcing your hands to catch up. Success is five laps with no throttle-induced correction and no delayed full throttle caused by an earlier mistake.
End the day by writing one sentence for each selected corner: what changed the brake release, and what changed first throttle. If you cannot name the change, repeat the drill rather than adding complexity.
When the principle changes with conditions
The connection principle does not disappear when grip drops, but the rates change. On cold or worn tires, use less aggressive trail braking because the peak grip available for combined braking and turning is lower. If the track is poor or the tires are not ready, the same brake release that worked in a later session may be too sharp in the morning. The handoff still exists; it just needs more margin.
Brake condition also changes the plan. If the pedal gets longer or the car no longer produces the same deceleration, do not defend the old marker with more panic pressure. Move the brake point, rebuild the pressure shape, and protect the release into steering. A clean earlier brake is faster and safer than a late brake that destroys the rest of the corner.
Power delivery matters too. A peaky engine that builds power slowly may allow an earlier throttle command because the tire does not receive peak torque immediately. A high-torque turbo car may need a softer ramp or a taller gear because a small pedal change can become a large tire request. The connected driver adjusts the ramp to what the tires receive, not merely to how far the pedal moved.
Author Review
No quiz questions are attached to this lesson.
Sources
| # | Document | Chunk | Pages | Score | Collection |
|---|---|---|---|---|---|
| 1 | High-Performance Driver Education HPDE Techniques by Skill Level | 68bb2cee-3000-2a1a-38b5-e146ed49a819 | 1 | uio_books_raw_v1 | |
| 2 | High-Performance Driver Education HPDE Techniques by Skill Level | da5ec1f5-06e1-8cf0-d70c-3e23082d086f | 1 | uio_books_raw_v1 | |
| 3 | High-Performance Driver Education HPDE Techniques by Skill Level | ed608187-aa18-aa3e-5fdb-443df861d9dd | 1 | uio_books_raw_v1 | |
| 4 | High-Performance Driver Education HPDE Techniques by Skill Level | 7a22ea60-89ce-b66e-cee8-107d233b4c4f | 1 | uio_books_raw_v1 | |
| 5 | High-Performance Driver Education HPDE Techniques by Skill Level | baa51d4c-5d6a-8a8a-a883-8537ba2aaae1 | 1 | uio_books_raw_v1 | |
| 6 | High-Performance Driver Education HPDE Techniques by Skill Level | 6635dc07-8cab-b70d-f9f2-3bc4181c70a6 | 1 | uio_books_raw_v1 | |
| 7 | High-Performance Driver Education HPDE Techniques by Skill Level | 813a2b7e-7aeb-8271-0662-71ff72f4aeda | 1 | uio_books_raw_v1 | |
| 8 | High-Performance Driver Education HPDE Techniques by Skill Level | dcf1c404-2fbb-d10c-285e-9c0252ef116b | 1 | uio_books_raw_v1 | |
| 9 | High-Performance Driver Education HPDE Techniques by Skill Level | e8bd05ba-0d5c-0e73-35a4-6c9b82c6fa14 | 1 | uio_books_raw_v1 | |
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| 11 | High-Performance Driver Education HPDE Techniques by Skill Level | 575c93c4-f20e-1ac3-0bdb-d5d9d31bfb76 | 1 | uio_books_raw_v1 | |
| 12 | High-Performance Driver Education HPDE Techniques by Skill Level | b0fea2e5-de58-4a84-881e-a1668460db30 | 1 | uio_books_raw_v1 | |
| 13 | High-Performance Driver Education HPDE Techniques by Skill Level | e342d42d-afe1-87bf-28b3-97255af3b936 | 1 | uio_books_raw_v1 | |
| 14 | High-Performance Driver Education HPDE Techniques by Skill Level | 37934528-782b-9421-acdc-52dc04d76a81 | 1 | uio_books_raw_v1 | |
| 15 | High-Performance Driver Education HPDE Techniques by Skill Level | 5d824ace-4423-bb99-6d89-849dfc6735f6 | 1 | uio_books_raw_v1 | |
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