Make brake pressure earn deceleration
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Source path: content/lms/data-interpretation-ii-advanced/04-multi-channel-correlation/01-brake-pressure-to-decg.md
Course: Read the data your hands can't feel
Module: Connect inputs to outputs across every phase
Estimated duration: 60 minutes
Principle
Brake pressure is not the goal. Deceleration is the goal. The brake-pressure trace is only useful when it tells you how effectively your foot made the car slow down, how cleanly you released that slowing force, and whether the release let the car turn and return to throttle at the right time.
That is the core move in this lesson: do not grade a brake zone by peak pressure alone. Grade it by the relationship between brake pressure, speed, longitudinal g, steering, throttle, gear, rpm, and section time. A high pressure number that does not create matching deceleration is not hero braking. A long brake trace that continues after the car has already slowed enough is not control. A pretty trace that delays full throttle is still costing lap time. Your job is to make every pound of pedal effort produce useful speed reduction, useful platform attitude, or useful corner-entry rotation. If it does not do one of those jobs, it is noise.
For this module, you are not learning braking technique in isolation. You are learning multi-channel correlation. You are asking whether the car answered your foot. That means you put brake pressure next to GPS speed and longitudinal acceleration first, then you bring in throttle, steering, rpm, gear, segment time, GPS line, g-sum, and video when the first three channels raise a question. The data process is simple on purpose: start with the main channels, look for incongruencies, use other channels to check, ask why, compare where you can, calibrate the trace back to what you felt in the car, imagine what the better version should look like, and set one objective for the next session.
The mechanism
The brake pedal asks the tires for longitudinal force. If the car is mostly straight, that request can be large because the tire is not also carrying much cornering load. That is the world of threshold braking: you build braking force near the tire limit and keep it useful while speed comes off. As the car begins to turn, the tire must share its capacity between slowing and cornering. The more steering you ask for, the more brake you must release. If you keep too much pressure while adding too much steering, you can exceed the tire limit at one end of the car. The result may feel like understeer, oversteer, or a setup problem, but the first suspect is often the driver asking the tire for more combined work than it can do.
This is why the pressure-to-deceleration relationship changes during the brake zone. Early in a heavy straight-line stop, a strong initial application should produce a strong speed-loss rate and a strong longitudinal-g response. Near turn-in, you are no longer trying to win a peak-pressure contest. You are trading longitudinal load away so the front tires can accept steering and the car can enter the corner. A good trace therefore has a hard initial application where the car can use it, then a controlled release that matches the steering and corner-entry job. The data-language version is simple: pressure should explain deceleration early, and release should explain why the car can rotate and return to throttle later.
That last clause matters. Brake pressure that continues too long may still show some deceleration, but it may be the wrong deceleration. If the car is already slow enough and you are dragging pressure into a place where you should be opening the wheel or going to throttle, the brake trace is no longer earning lap time. It is delaying the next phase. The Data for Drivers process calls out exactly the questions you need here: initial application, trail, long tail, inconsistent pressure, light and long versus hard and short, plus throttle hesitation and blend of throttle and brake causing delay in getting to full throttle.
Put the right channels on the screen
Start each brake-zone audit with speed, brake pressure, and longitudinal g. If you have front brake pressure and rear brake pressure, use the channel that is available and reliable; the core question is still whether pressure produced useful deceleration. If you have pedal position rather than pressure, the method is the same but your confidence is slightly different because pedal position is a driver input proxy rather than hydraulic pressure itself. Add throttle because coasting, lazy release, hesitant application, and early throttle followed by a lift can all hide inside what looks like a brake problem. Add steering because trail braking changes the acceptable amount of pressure. Add rpm and gear because the downshift sequence can explain odd shapes in speed or decel. Add segment or section time because the fastest lap is not always the lap that teaches the most. Add video when the traces look hesitant, inconsistent, or traffic-influenced.
You are looking for the story, not a single number. In a useful overlay, you can point to brake onset, initial pressure rise, pressure peak, deceleration rise, the main pressure hold, the beginning of release, the tail if there is one, minimum speed, throttle reapplication, and the point where the driver reaches full throttle. If those events line up logically, the brake zone is probably coherent. If they do not, you have a lesson to take back to the car.
A coherent heavy brake zone usually starts with a clear transition from throttle to brake. The pressure trace rises decisively enough to make speed come off. Longitudinal g rises with it. The driver avoids pumping, double-squeezing, or dithering unless the car or track condition demands it. As turn-in approaches, the brake release begins and the trace tapers rather than falling off in a panic or dragging forever. The throttle trace then shows a committed return, not a delayed, hesitant, partial application caused by leftover brake pressure or uncertainty.
Do not confuse coherent with identical everywhere. A slow corner after a long straight may legitimately show a hard initial pressure and a substantial deceleration event. A fast bend may need a lighter brake or a throttle lift rather than a large stop. West Bend in the supplied data note is a case where the brake could be lighter and the note specifically says that takes experience at that track. Downhill is treated differently again: the point is to minimize the throttle lift and avoid a throttle-brake blend that delays full throttle. The skill is not to create one universal brake shape. The skill is to make the shape match the corner, then prove it with the car response.
Anatomy of one brake event
Break one brake zone into five pieces.
The first piece is the trigger. This is where your foot leaves throttle and begins braking. In data, the trigger should be clean enough that you can locate it without arguing with yourself. If the throttle trace eases out lazily, then pressure begins softly, then the car coasts before meaningful deceleration, you do not have a brake-pressure problem yet. You have a transition problem. The car spent distance neither accelerating nor braking hard. That can be the difference between a confident, short brake zone and a hesitant lap.
The second piece is the load. This is the initial pressure rise. In a heavy braking zone, the data-supported target is a hard initial application, but hard does not mean blind. You are loading the tire to the useful braking limit, not stabbing past the usable range and asking the car to sort it out. If pressure rises and longitudinal g rises with it, your foot is doing useful work. If pressure rises but deceleration does not, or if pressure oscillates while speed loss remains weak, you need to ask why before deciding the fix. It could be technique, brake bias, surface, tire condition, traffic, sensor quality, or simply that you are not at the part of the corner where that much pressure belongs.
The third piece is the hold or modulation. This is where the driver keeps useful braking force in the car without freezing the foot. The supplied driving material points to learning to modulate and to being right at the threshold braking limit. In data, that means the pressure and longitudinal-g traces should have a believable relationship. You are not searching for a perfectly flat textbook plateau. You are asking whether the pressure you held made the car slow at the rate the corner required. If pressure keeps climbing but speed reduction is no better, the extra pressure is not earning anything. If pressure fades while you are still too fast, you gave away braking capacity too early.
The fourth piece is release. Release is not the absence of braking skill. Release is where much of the corner entry is built. As you reach the point where you begin turning, the Bentley trail-braking principle is to ease off the brakes as you turn the steering wheel, and to ease off more as steering increases. In data, that means the pressure tail must make sense next to steering, speed, and throttle. A trace that drops instantly before turn-in may leave the front unloaded and make the entry vague. A trace that stays too long may overload the front tires, delay rotation, or keep you off throttle. The right release is the one that lets the car accept steering while still carrying the entry speed the corner can use.
The fifth piece is exit consequence. The brake event is not over when pressure reaches zero. It is over when you can see what it did to minimum speed, steering, throttle reapplication, full-throttle timing, and section time. The Data for Drivers examples explicitly connect brake shape with throttle delay and with minimizing throttle lift in fast corners. If your pressure trace looks assertive but the throttle trace afterward is hesitant, your braking did not finish the job. If the car is slow at minimum speed and still late to full throttle, the brake zone probably over-slowed or unsettled the entry. If minimum speed is a little higher but throttle gets delayed because you entered with too much speed or too much residual brake, that is not a win either. The car has to leave the brake zone ready for the next phase.
Sub-skill: separate braking force from braking distance
Intermediate drivers often say they braked later or harder as if those are automatically better. Data makes that claim earn proof. A light and long brake zone can feel calm, but it may waste distance. A hard and short brake zone can be fast, but only if the pressure creates useful deceleration and the release is timed well enough to make the corner. The process note asks you to compare light and long versus hard and short because the shape tells you what kind of distance you are spending.
When you audit a lap, do not start by praising the highest peak. Place a cursor at brake onset and another at release. Look at how much distance or time the brake event consumed. Then look at how speed changed during that interval. If the car lost the required speed in a shorter, cleaner event and returned to throttle sooner without adding correction, that pressure earned its keep. If the pressure trace is spread across the entire approach because you were unsure, you may have been buying comfort with distance. If the trace is short but followed by a panic release, extra steering, or delayed throttle, you bought a number instead of a corner.
This is also where comparing laps beats staring at a single fastest lap. The supplied data lesson warns that looking only at fastest lap can miss important information. A red lap may brake better into one corner while a blue lap exits better somewhere else. Your job is to identify which pieces belong together. The lesson is not simply which lap was faster. The lesson is what the brake-pressure shape did to speed loss and what the release did to the rest of the corner.
Sub-skill: find pressure that does not earn deceleration
Wasted pressure is any brake input that does not create a useful car response. It can show up several ways.
The cleanest sign is mismatch. Pressure rises but longitudinal g does not rise with it, or longitudinal g falls while pressure remains in the trace. That does not automatically prove bad driving, but it proves the need for more investigation. Bring in speed, steering, throttle, video, and if available front versus rear pressure. You may discover the car is already turning and the tire cannot accept the combined request. You may discover the driver is dragging brake during a throttle transition. You may see traffic in the video. You may find a sensor or channel problem. The process is to check other channels before inventing a story.
Another sign is the second squeeze. The first pressure application begins, the driver releases or softens, then pressure rises again before turn-in. Sometimes the car required it. Often it means the driver did not trust the first brake event, rolled into the zone too lightly, then had to add pressure late. That shape usually costs because the late add happens closer to the corner, where the tire also needs to turn. The correction is not simply brake later. The correction is to make the initial application do more of the work while the car is straighter, then release with discipline.
A third sign is the long tail. The brake trace trails away slowly after the car is already near entry speed. Trail braking is real and useful, but a long tail is not automatically skilled trail braking. The useful version helps the car enter. The wasteful version delays throttle, keeps the car loaded after the work is done, and creates a vague overlap between phases. The Data for Drivers brake-process note specifically calls out trail and long tail because they look similar unless you correlate them with steering, throttle, and speed.
Sub-skill: make release answer steering
This lesson sits next to a sibling lesson about measuring the car's answer to your hands. The overlap is intentional. Brake release cannot be judged without steering.
If you add steering while holding too much brake, you are increasing the combined demand on the tire. Bentley's driving-limit material is direct about the trade: too much steering angle for the amount of braking or acceleration, or the reverse, can exceed the traction limit and trick you into blaming the car. In data, the warning sign is not just pressure. It is pressure plus steering plus the car's answer. If steering angle increases, pressure remains high, and speed or lateral response does not look clean, you have to consider that the driver overloaded the front or rear tires with the combination.
The correct release usually feels less dramatic than the error. You begin with enough pressure to slow the car, then you taper as steering comes in. The car should accept the turn rather than needing a big extra steering input. The release should create room for the next phase, not postpone it. If the throttle trace later hesitates, or if the driver reaches throttle and lifts again, go back to the release. The problem may have begun before the throttle pedal ever moved.
Sub-skill: decide whether the corner wanted less brake or better brake
The West Bend note is a useful example because it does not say the driver needs more courage everywhere. It says the brake for West Bend could be lighter, and that experience at the track matters. That is a different diagnosis from late, weak braking into a slow corner. In a fast corner, too much braking or too much lift may reduce speed below what the car and track could accept. The lesson is to identify the kind of corner before prescribing the change.
For a heavy slow-corner brake zone, a weak initial hit followed by a long brake event may mean you need a cleaner, stronger initial application. For a fast corner, a large pressure spike may be the wrong tool. For a corner like Downhill in the supplied data note, the focus may be minimizing throttle lift and avoiding a blend that delays full throttle. The same driver can need more decisive braking in one place and less braking in another. Data keeps those diagnoses separate.
A useful question after each event is: what did this corner need the brake to do. It might need a large speed reduction. It might need a short brush to settle the car. It might need a release shape that helps rotation. It might need no brake at all, only a smaller or cleaner throttle lift. Once you name the job, the trace becomes easier to judge.
Worked example: West Bend, lighter brake without guessing
The supplied Data for Drivers example says the brake for West Bend could be lighter and notes that this takes experience at the track. That is exactly the kind of data conclusion that should become a careful next-session objective, not a paddock dare.
Start with the overlay. Put GPS speed, front brake pressure, longitudinal g, throttle position, and steering if available on the same distance view. Find the West Bend event. Mark where throttle starts to reduce, where brake pressure begins, where pressure peaks, where the release begins, where the car reaches minimum speed, and where throttle comes back. Now ask whether pressure earned the speed reduction. If the car slowed more than the corner needed, the speed trace will show a low minimum and the throttle trace may show a delay afterward. If brake pressure hangs on while the driver is trying to get back to power, the tail is costing exit. If pressure is inconsistent, with a small add or hesitation, the issue may be confidence or traffic rather than the target amount of braking.
The next-session objective should be narrow. You are not going out to be braver everywhere. You are going to make West Bend slightly lighter while preserving the same safety margin, the same visual references, and a clean release. The success criterion is not just a lower pressure peak. The success criterion is that speed through the segment improves or stays appropriate, throttle return is no later, steering does not require extra correction, and the lap does not show a downstream penalty. If the lighter brake creates hesitation or a later lift, the car did not accept the change yet. Go back one step.
Worked example: Downhill, brake and throttle overlap as a delay
The same data note calls out minimizing throttle lift for Downhill and asks whether a blend of throttle and brake is causing a delay in getting to full throttle. This is a different brake-pressure lesson. The problem may not be that the driver failed to brake hard enough. The problem may be that the driver mixed phases in a way that postponed commitment.
In the overlay, look first at throttle. Does the driver lift sharply and return, or does the throttle trace drift down and then hesitate. Then look at brake pressure. Is there a brush of brake while the throttle is still unresolved, or a small pressure tail that keeps the driver from committing back to power. Then look at speed and longitudinal g. Did the car actually need meaningful speed reduction, or did the brake input mainly reflect uncertainty. Finally, check video for traffic, spray, or another reason the driver was cautious.
The correction is not to ban every lift or brush. The correction is to make the input decisive and useful. If Downhill needs a lift, lift with purpose and return with purpose. If it needs a light brake, make the brake input earn a clear speed or platform effect, then release it so the throttle can come back. The data goal is a cleaner relationship: less wandering throttle, less unexplained pressure, and no avoidable delay to full throttle.
Worked example: a 110 mph approach to a 35 mph corner
Lopez's braking chapter gives the kind of scenario where pressure really does have a large job: a racecar approaching a 35 mph corner at 110 mph. In that situation, the driver must remove a great deal of speed before entry. A soft, uncertain, light-and-long event will spend too much distance. But the answer is still not peak pressure for its own sake. The answer is a pressure shape that gets to the useful braking limit, keeps the car slowing while it can use the force, and relaxes enough pedal effort as the corner entry demands it.
The data version is straightforward. In the early straight part, pressure and longitudinal g should build together. Speed should fall at a rate that matches the stop. If the driver reaches a large pressure but the speed trace does not respond, you investigate. If pressure is too soft early and then rises late, the driver moved the hardest braking closer to the turning phase, which makes the corner harder. If pressure drops too abruptly before the car has slowed, the driver may arrive too fast and need extra steering or a second brake input. If pressure tails too long, minimum speed and throttle timing may suffer.
The useful trace is not a shape drawn for beauty. It is a record of priorities: slow the car while it is straight, release as the steering job grows, and arrive at the corner with a car that can turn.
Calibration cues in the car
The data should eventually change what you feel. When pressure earns deceleration, the pedal event feels purposeful. You do not spend a long uncertain moment between throttle and brake. The car slows when you ask it to slow. In a heavy zone, the beginning of the stop feels assertive rather than tentative. Near turn-in, the release feels like giving the front tires room to accept steering, not like falling off the brake because you ran out of nerve. When you go back to throttle, the pedal application feels connected to the release that came before it.
The car's feedback should be simple enough to describe after the session. Did it take the initial brake well. Did it need a second squeeze. Did it rotate when pressure came off. Did it push when you held pressure and steering together. Did you feel yourself coasting because you were not ready to brake or turn. Did the throttle come back cleanly, or were you still negotiating with the car. Write those notes before you open the data. Then use the traces to calibrate your memory.
Calibration cues in data
In data, improvement usually appears as better alignment, not just bigger numbers. Brake onset becomes easier to identify. The initial pressure rise is more decisive in zones that need real braking. Longitudinal g responds more clearly to pressure. Pressure is less inconsistent lap to lap. The release has a reason when compared with steering. The tail is shorter where the car does not need trail braking, or better shaped where it does. Throttle comes back with less hesitation. Segment times improve because the whole corner improved, not because one peak number got larger.
Use comparison carefully. Compare laps from the same session first, because conditions and traffic matter. Compare one corner at a time. If possible, compare your best segment against another lap where the whole lap was not fastest. The supplied data example notes that if the driver had put pieces of the red and blue laps together, important speed would have been found. That is the point of correlation: extract the better behavior, not just crown one lap.
Failure modes and recoveries
The first failure mode is pressure worship. You see a higher peak and decide it is better. Recovery: add speed and longitudinal g to the same view. If the extra pressure did not create a better speed-loss rate, a better release, or a better exit, it did not earn the lap.
The second failure mode is comfort braking. The trace is light and long, and the driver feels safe because nothing dramatic happens. Recovery: compare brake duration, distance, speed loss, and throttle return with a better lap. If the long event simply spends distance, choose one braking zone and practice a cleaner initial application while keeping the release conservative.
The third failure mode is the late add. The driver enters the zone too softly, realizes the car is still fast, and adds pressure near turn-in. Recovery: move useful braking earlier in the event, while the car is straighter, then protect the release. Do not solve a late add by charging into the corner faster with the same weak initial brake.
The fourth failure mode is the false trail. The pressure tail is long, but it is not helping entry. It is just fear left in the pedal. Recovery: compare the tail to steering and throttle. If the car is already at entry speed and the tail delays throttle or adds understeer, set a release objective. If the tail helps the car rotate and does not delay power, keep it.
The fifth failure mode is throttle-brake blur. The driver blends out of throttle lazily, brushes brake, hesitates, and only later gets back to full throttle. Recovery: use the Downhill-style analysis. Decide whether the corner needs a lift, a brake, or neither, then make the chosen input clean enough that the data shows a definite phase rather than indecision.
The sixth failure mode is blaming the car first. Understeer or oversteer at entry may come from setup, but the data may also show too much steering for the amount of braking, too much braking for the steering, or a release that overloaded the tires. Recovery: before changing the car, inspect pressure, steering, longitudinal g, and speed together. If the driver asked too much from the tire, fix the request first.
Drill: brake-to-deceleration audit, three-session progression
Do this drill at your next event with two corners only: one real braking zone and one faster corner where you usually lift or brush the brake. Do not audit the whole lap at once.
Session one is capture. Drive normally at a repeatable pace. Your goal is not to set a lap time. Your goal is to produce honest data. After the session, open speed, brake pressure or pedal, longitudinal g, throttle, and steering if available. For each selected corner, mark brake onset, pressure peak, decel peak, release start, release end, minimum speed, throttle return, and full throttle. Write one sentence for each corner: what job did the brake need to do, and did the trace show that job.
Session two is one change. Pick only one target. In the heavy brake zone, the target might be a cleaner initial application with the same release point. In the fast corner, the target might be a lighter brake or cleaner lift with no delay back to throttle. Drive enough laps to repeat the attempt, but do not keep escalating. Afterward, compare the same markers. Success is a trace that better matches the intended job and does not create a new penalty in throttle, steering, or segment time.
Session three is consolidation. Repeat the better version without chasing a new change. Look for lap-to-lap consistency. The success criterion is not a perfect trace. It is that you can predict what the data will show because you know what you did with your foot, and the car's speed and longitudinal-g response confirm it. If you cannot predict the trace, the drill is not finished. You are still learning what your braking feels like.
Common mistakes
Mistake one: judging the brake zone by the brake channel alone. Good looks like pressure, speed, longitudinal g, throttle, and steering telling the same story.
Mistake two: treating every corner like a maximum braking contest. Good looks like matching the brake job to the corner. A heavy stop needs a different trace from West Bend or Downhill.
Mistake three: calling any taper trail braking. Good looks like a release that supports steering and entry speed. A tail that delays throttle is just leftover brake.
Mistake four: ignoring throttle after release. Good looks like a brake event that sets up a committed return to power. If brake pressure causes delay in getting to full throttle, the brake zone is still part of the problem.
Mistake five: analyzing only the fastest lap. Good looks like comparing laps and extracting the best pieces. One lap may have the better brake release while another has the better exit.
Mistake six: skipping video when the trace looks hesitant. Good looks like checking whether traffic, visibility, or a mistake outside the channel explains the inconsistency before you prescribe a technique change.
Cross-references
Use the sibling lesson about the car's answer to your hands when the brake trace only makes sense after steering is added. That is where you judge whether the release let the car turn or overloaded the tire. Use the sibling lesson about throttle rate when the brake event looks fine until you notice delayed or hesitant throttle. Brake-pressure analysis ends only when the next input proves the car was ready for it.
The simplest review question after this lesson is this: did the pressure make the car slow, turn, or return to throttle better. If the answer is no, make the next brake input earn its place.
Worked example: West Bend, lighter brake without guessing
The supplied data note says the brake for West Bend could be lighter and that the judgment takes experience at that track. Treat that as a controlled hypothesis. Put GPS speed, brake pressure, longitudinal g, throttle, and steering on the same distance view. Mark the brake start, pressure peak, release start, release end, minimum speed, and throttle return. If the car is over-slowed and throttle comes back late, the pressure did not earn the corner. If a lighter brake preserves control, avoids extra steering, and returns to throttle no later, it was useful. If it creates hesitation or a later lift, the change was not ready.
Worked example: Downhill and the throttle-brake delay
For Downhill, the supplied note focuses on minimizing throttle lift and asks whether a blend of throttle and brake is delaying full throttle. Analyze throttle first, then brake pressure. A small brake trace may be acceptable if it clearly settles the car and releases cleanly. It is not acceptable if it turns into an unresolved overlap where throttle drifts down, brake appears without a clear job, and full throttle is postponed. The target is a decisive phase: either a clean lift, a clean light brake, or a clean commitment back to power, verified by speed, longitudinal g, and throttle timing.
Worked example: heavy braking from 110 mph toward a 35 mph corner
Lopez's braking material gives the heavy-stop situation of a racecar approaching a 35 mph corner at 110 mph. In that case, the early brake event has a large speed-reduction job. The trace should show pressure building while the car is straight and longitudinal g answering that pressure. The release then matters as much as the peak because the tire must begin accepting steering. A late add of pressure near turn-in means the early stop did not do enough work. A long tail after the car has slowed enough may delay the next phase. The useful trace slows early, releases with the steering job, and leaves the car ready to turn.
Drill: brake-to-deceleration audit
Choose two corners for the next event: one true braking zone and one faster corner where you normally lift or brush the brake. In session one, drive repeatably and capture honest data. Afterward, mark brake onset, peak pressure, peak decel, release, minimum speed, throttle return, and full throttle. In session two, change only one thing: cleaner initial pressure in the heavy zone or a lighter, cleaner input in the fast corner. In session three, repeat the better version and check consistency. The success criterion is that pressure, speed, longitudinal g, steering, and throttle tell the same story, and you can predict that story from what you felt in the car.
Common mistakes
The common errors are peak-pressure worship, light-and-long comfort braking, the late add near turn-in, the false trail that only delays throttle, throttle-brake blur in fast corners, and blaming setup before checking combined driver inputs. Good looks like pressure that creates useful deceleration early, release that matches steering, and throttle that returns without hesitation. The brake trace is not graded alone. It must earn speed loss, corner entry, or the next throttle application.
Author Review
No quiz questions are attached to this lesson.
Sources
| # | Document | Chunk | Pages | Score | Collection |
|---|---|---|---|---|---|
| 1 | Data-for-Drivers-PRINT | 45ae5ff1-23c9-fc57-4bfa-5ae8023b6962 | 9 | 1 | uio_books_raw_v1 |
| 2 | Data-for-Drivers-PRINT | c279a711-b54f-10d6-886c-8fc067176272 | 9 | 1 | uio_books_raw_v1 |
| 3 | Data for Drivers | cabda699642b26311b0a7ef998da2c71 | 15 | 1 | uio_books_raw_v1 |
| 4 | Data-for-Drivers-PRINT | bbb02386-778f-20ec-ad16-b9c016921743 | 16 | 1 | uio_books_raw_v1 |
| 5 | Analysis Techniques for Racecar Data Acquisition | 7500ea75-aa7b-b200-8b21-aa0a2ca9482c | 6 | 1 | uio_books_raw_v1 |
| 6 | Ultimate Speed Secrets - Ross Bentley | 8a59dd5c-bd92-7571-3b97-879bd28ffbf5 | 109 | 1 | uio_books_raw_v1 |
| 7 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 48f35aa1-4ac5-36e6-bb23-a7a69bd8fc7f | 98 | 1 | uio_books_raw_v1 |
| 8 | Going Faster Mastering the Art of Race Driving - Carl Lopez | b2c44205-8e7a-2622-d998-a8b843b3229a | 92 | 1 | uio_books_raw_v1 |
| 9 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 915e3934-2e52-4c3f-9d6c-3d96e7adf2d9 | 51 | 1 | uio_books_raw_v1 |
| 10 | Data-for-Drivers-PRINT | c493f39d-9ba1-5829-3168-d38e471cc061 | 9 | 1 | uio_books_raw_v1 |
| 11 | Going Faster Mastering the Art of Race Driving - Carl Lopez | b25a5abe-55f5-bfe9-c7d7-d89151314400 | 47 | 1 | uio_books_raw_v1 |
| 12 | Ultimate Speed Secrets - Ross Bentley | 47f6de8d-9d56-5b6d-547a-f1e7bb92faaf | 152 | 1 | uio_books_raw_v1 |