Know when the engine is not the project

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Course: Engineer the torque path from engine to pavement

Module: Protect output with durability discipline

Estimated duration: 55 minutes

The point of this lesson is not that engines do not matter. They matter. The point is that, at the track, the engine is often the wrong project for the driver to start working on. When the car feels slow, the tempting answer is to hunt for power. The disciplined answer is to separate three different questions before you spend money, change parts, or blame the motor.

First, are you keeping the power the engine builder already gave you? Carroll Smith frames the track-side engine job very narrowly: once the engine has been built, your basic task is to avoid losing output through poor installation, poor inlet air, poor fuel supply, wrong exhaust or inlet choices, ignition problems, cooling drag, lubrication problems, or abuse. That is a durability and systems-control job more than a horsepower-creation job.

Second, are you using the available power correctly? Van Valkenburgh points out that knowing the horsepower curve by itself does not make the car faster. The curve becomes useful when you relate it to gearing, thrust, shift rpm, acceleration tests, and the driver’s feel for response after throttle application or a fast shift. A driver can be down on acceleration because the engine is unhealthy, but also because the driver is in the wrong gear, shifting at the wrong rpm, hesitating on throttle, lifting after early application, or asking the engine to recover from a slow corner below its useful range.

Third, is the engine even where the time is? Smith warns against trusting subjective impressions or even whole-lap times when developing a car. You need corner and straight times so you know where the gain or loss is happening. McBeath describes the same testing discipline in aerodynamic work: controlled configuration changes, repeated laps, averages, sector information, and periodic returns to baseline when conditions are changing. The lesson carries straight over to engine complaints. If the car feels weak on exit but the segment loss is actually from braking too long, coasting, or delaying throttle, you do not have an engine project. You have a driver-process project.

For an intermediate driver, the skill is learning to protect output before chasing output. You treat the engine as a highly stressed component with a defined operating envelope. You learn what information belongs to the builder, what information belongs to the driver, and what information belongs to the data. You stop using one vague sentence, the car is slow, as permission to disturb everything.

The governing rule is simple: do not tune the engine at the track until you have proved that the engine is the limiting system. Track time is expensive, but so is confusion. If you change the car before you know whether the loss is engine health, driver input, gearing, setup, tires, weather, or traffic, you have not started solving the problem. You have started mixing the evidence.

The first discipline is role discipline. Smith’s position is blunt: building the racing engine belongs to the engine builder, and track tuning is mostly a waste of time except for mixture strength and throttle response. That does not make the driver passive. It makes the driver responsible for the right work. Your track-side job is to preserve the engine’s intended conditions: enough cool inlet air, enough fuel, the intended exhaust and inlet systems, a working ignition system, and cooling and lubrication systems that do not rob power or abuse the engine. You are not proving your mechanical seriousness by touching every adjustment. You are proving it by knowing which adjustments are yours.

The second discipline is operating discipline. Van Valkenburgh emphasizes that most production engines will live a long time if they have oil and water and are kept below damaging rpm, while racing pushes rpm toward the power peak and raises component stress sharply. He gives the practical conclusion: it pays to have an accurate tachometer and keep rpm only as high as necessary to win. That sentence should change how you think about power. The highest rpm you can reach is not automatically the smartest rpm to use. If an extra few hundred rpm gives you no meaningful acceleration advantage but shortens engine life, you have converted durability into noise.

This is where intermediate drivers often make the wrong bargain. They feel that using every last rpm proves commitment. Sometimes it proves only that they have not connected lap time to engine life. The useful question is not, can it rev there? The useful question is, does revving there make the car faster enough to justify the stress? If the answer is unknown, you need the engine curve, gearing information, and acceleration or segment evidence before you keep leaning on it.

The third discipline is evidence discipline. Smith gives several testing rules that should become your default operating mode. Do not make more than one change at a time in related areas. Do not evaluate on cold or worn-out tires. Do not evaluate chassis performance before good throttle response is established. Do not trust subjective judgment or even lap time alone. Take corner and straight times, find where you are gaining or losing, and then work out why. Although Smith is discussing chassis development, the method is exactly what saves you from false engine projects.

A false engine project often begins with a true sensation. The car may genuinely feel lazy. The mistake is jumping from lazy sensation to engine conclusion. A hesitant throttle trace can feel like weak torque because the car never gets a clean request for torque. An early throttle application followed by a lift can feel like poor exit power because the driver interrupts acceleration. Coasting can make the straight feel short and the engine feel flat because the car arrived at the straight late. Data for Drivers points you toward these channels: throttle trace, brake pressure trace, steering, rpm, gear, segment times, rolling best, theoretical best, g-sum, GPS line, total steer angle, and throttle histogram. The point is not to stare at squiggly lines for their own sake. The point is to ask why the feeling exists.

The usable sequence is: establish baseline, separate driver process from vehicle behavior, confirm the engine’s operating conditions, then decide whether engine work is justified. Baseline means same car, known fuel state, warmed systems, reasonable tires, and repeatable driver inputs. Smith advises letting the driver settle in before changes, getting tires hot, establishing baseline lap and segment times, bedding pads, setting brake ratio, and making necessary gear changes before deeper tuning. For this lesson, the important principle is order. A driver who is still settling in can manufacture symptoms that look mechanical. Cold tires can create slow exits that feel like poor power. Wrong gear choice can make an engine feel sick when it is simply being used outside its best range.

You should think of the engine as one member of a chain. The chain starts with the driver’s request, passes through throttle position, rpm, gear, fuel, spark, air, oil, cooling, and drivetrain load, and shows up as acceleration. If the car does not accelerate the way you expect, work backward through that chain. Did you ask for power cleanly? Were you in the right gear? Was the rpm in the useful part of the curve? Did the trace show a lift? Was there coasting before throttle? Was the engine temperature stable? Was oil pressure stable? Was fuel supply adequate? Was the ignition clean? Did the car repeat the symptom on multiple laps, or did it appear only when you changed your line or got traffic?

The skill is not a single diagnostic trick. It is a habit of not letting one sensation overrule the rest of the evidence.

Start with the driver-process check. Look at your throttle trace first because it is the cleanest record of what you actually asked the engine to do. You are looking for coasting, hesitation, early throttle followed by lift, and lifts in fast corners. If the throttle trace is not clean, do not call the engine weak yet. The engine cannot produce continuous acceleration from an interrupted request. Your first correction is to make the throttle request earlier only when you can keep it, or later if early throttle creates a lift. A later throttle that stays committed is often a better test than an earlier throttle that makes you back out.

Next look at rpm and gear. Van Valkenburgh notes that horsepower-curve knowledge can be turned into gear-by-gear thrust or acceleration information and used to locate optimum shift rpm. That matters because a driver can create two different fake engine problems with shift behavior. The first is short-shifting into a range where the engine is below useful torque and then blaming the motor for a lazy exit. The second is over-revving past the useful point because the driver likes the sound or wants to avoid one shift, then carrying extra stress without acceleration benefit. The engine curve, gear ratios, and acceleration evidence tell you whether the shift point is helping or hurting.

Then look at segment location. Smith’s warning about whole-lap judgment is critical. If your lap is slower, you need to know whether the loss occurs on the straight, at corner entry, at mid-corner, or at exit. If you lose the same amount down the longest straight despite similar exit speed, rpm, gear, and throttle, engine output becomes more plausible as a cause. If you lose the time before the straight begins, the engine may be innocent. If your exit speed is down because you over-slowed, pinched the line, delayed throttle, or had to lift after an early throttle request, you have a driving or setup issue that merely shows up on the straight.

Then inspect the support systems. Smith’s basic track-side engine responsibility is making sure the builder’s power is not lost in the chassis. That means cool inlet air rather than heat-soaked air, enough fuel rather than starvation, the exhaust and inlet systems the engine was built around, ignition that works, cooling that protects the engine without wasting output, and lubrication that keeps the engine alive. Van Valkenburgh adds the maintenance information you should get from the builder: ignition timing, advance curve, cam timing and lift, valve gap, spark plug heat range and gap, internal clearances, bolt torques, oil type, oil system layout, and the dyno curve for that particular engine. You do not need to memorize all of that during a session, but you do need it available as the engine’s passport. Without it, you are guessing at the limits of a component that is too expensive to guess with.

Now apply change discipline. If you suspect mixture or throttle response, that may be legitimate track-side work under Smith’s narrow exception. But it still must be tested like any other change. One change, repeatable laps, same driver process, useful segment comparisons, and a return to baseline if conditions move. McBeath’s aerodynamic testing example reinforces this: five-lap runs, only the configuration change under test, averages, discarded abnormal outliers, and attention to changing baseline from conditions such as tire deterioration. You can simplify the numbers for a club day, but you should not abandon the logic.

Good engine discipline also requires language discipline. Bentley’s driver-development guidance is aimed at chassis feedback, but it is directly useful here. A driver who is poor at developing a car often lacks sensitivity to what the car is doing or cannot communicate the sensation well. Bentley also warns that the driver’s job is to report what is felt, not to jump straight into doing the engineer’s job. Translate that to engine complaints. Do not come in and say the car needs timing or the engine needs a cam unless you actually have that responsibility and evidence. Come in with a report: where the symptom happens, what rpm and gear, whether throttle was steady or changing, whether temperatures and pressures were normal, whether it repeated, and what changed compared with baseline.

A useful engine report sounds like this in substance: on the exit of the slow corner, in third gear from about the lower part of the useful range, I applied throttle once and held it, but acceleration was weaker than the prior session on three clean laps. The throttle trace does not show a lift, exit speed was similar, water temperature was higher, and the straight-line segment lost time all the way to the brake zone. That report gives the engineer or builder a starting point. A poor report sounds like this in substance: the motor is junk. The second report expresses frustration, not information.

Intermediate drivers should also learn the difference between engine power and engine response. Power is the output the engine can make. Response is what happens when you request it, especially at lower rpm or during a fast shift. Van Valkenburgh specifically mentions acceleration tests as a way to evaluate elapsed time and subjective feel for response after sudden throttle applications, especially at low rpm or during a fast shift. That means a car can feel wrong not because peak power is missing, but because the response to the driver’s request is not crisp in the situation being tested. A response problem matters, but it should be named correctly. If the car hesitates when you go to throttle from low rpm, that is not the same problem as a car that pulls cleanly but is down on speed at the end of a straight.

This distinction changes how you practice. For response, your test must include the actual condition: low-rpm throttle application, transition from brake release to throttle, or the shift event. For peak power, the test is more likely a clean straight segment with similar exit speed, same gear, full throttle, and stable conditions. Mixing those two tests creates confusion. You may chase fuel or ignition for a driver timing issue, or chase shift technique for a real supply problem.

The durability side is just as important. Van Valkenburgh is clear that racing engines are highly stressed and that failures are often tied to ignorance of proper use and maintenance. The engine builder should provide maintenance information unless the engine is a one-use-and-return item. That turns durability into a driver responsibility. You protect the motor by knowing its oil type, safe rpm behavior, temperature expectations, plug requirements, timing assumptions, and rebuild or inspection schedule. You also protect it by not using the track as an improvised dyno when the dyno is the right place to find the limit. Van Valkenburgh notes that finding the absolute limit costs broken engines and is better done on the dyno than on the track.

This is the deeper meaning of know when the engine is not the project. It is not humility for humility’s sake. It is cost control, safety control, and learning control. If the engine is healthy and you keep changing it because your driving process is inconsistent, you spend money and lose clarity. If the engine is unhealthy and you dismiss the evidence as driver error, you risk turning a small problem into a failure. The disciplined driver is neither afraid of engine truth nor eager to invent it.

Use a four-gate decision before you touch an engine-related setting at an event.

Gate one is repeatability. Did the symptom happen more than once under similar conditions? If it happened on one lap with traffic, a missed apex, a different gear, or a sloppy throttle trace, it is not yet an engine project. Repeatability is not perfection; it is enough similarity that a comparison means something.

Gate two is driver-command clarity. Was the throttle request clean? Was there coasting? Was there a hesitation? Was there an early application that forced a lift? Were you in the intended gear? Did the rpm make sense for the engine’s curve? If these are not clean, your assignment is to clean them up before escalating the complaint.

Gate three is support-system health. Were temperatures and pressures normal? Was the fuel load or fuel pickup condition plausible? Was the ignition clean? Did the car have the inlet, exhaust, cooling, and lubrication conditions expected by the builder? If a support system is wrong, the project may not be the engine internals; it may be preserving the engine’s intended environment.

Gate four is segment evidence. Where is the loss? A straight-line loss after equal exit conditions points more toward output. A loss created before throttle, during brake release, at apex speed, or through a lift points away from the engine. Sector times, straight times, GPS line, throttle, brake pressure, gear, rpm, and g-sum are all ways to separate cause from where the symptom is noticed.

If the issue passes all four gates, engine work may be justified. If it fails any gate, you have found the next project, and it is not the engine.

Worked example one: the slow-corner exit that feels like weak power.

You come off a slow corner onto an important straight. The car feels flat, and the other driver in your group seems to walk away. The first instinct is to want more motor. Work the gates.

Repeatability: you compare three laps. On one lap you had traffic. On two laps you had clean exits. Keep only the clean laps.

Driver-command clarity: the throttle trace shows that on both clean laps you picked up throttle early, then lifted because the car drifted wider than you expected. You did not feel that lift as a major event in the cockpit, because it was small and brief. But the trace shows the engine was asked for power, then interrupted. Data for Drivers specifically tells you to look for early application leading to lift, hesitant application, and coasting. This is exactly that pattern.

Support-system health: temperatures and pressures look normal. No evidence yet that the engine is being denied fuel, spark, cooling, or lubrication.

Segment evidence: the time loss begins at corner exit and continues onto the straight, but the exit speed is already compromised by the lift. That means the straight loss is downstream of the corner process.

The correction is not to buy power. The correction is to make a throttle plan you can keep. You may apply throttle a touch later, but with one clean commitment. You may open your hands more before asking for more throttle. You may choose a gear that places the engine in a better response range if the data and curve support it. After that, retest. If the car still loses straight time from equal exit speed, same gear, same rpm, and clean throttle, then the engine question becomes more serious. Until then, the engine is not the project.

Worked example two: the long straight where the engine may actually be the project.

Now take a different case. You exit the same corner cleanly, same line, same gear, similar exit speed, and the throttle trace is full and steady. On several laps, your rpm rise is slower than earlier in the day, and the straight segment is down all the way to the brake zone. There is no lift, no traffic, no missed shift, and no obvious driver-command difference. Water temperature is higher than before, and the car has been sitting in a hot paddock between sessions.

This time you still do not start with internal engine tuning. You start with Smith’s preservation list. Is the engine getting the coolest available inlet air, or is it heat-soaked? Is the fuel supply adequate? Is the ignition working? Is the cooling system protecting the engine without excessive loss? Is the lubrication system stable? Are you using the exhaust and inlet systems the builder intended? You also check the builder information Van Valkenburgh says you should have: timing assumptions, plug range and gap, oil requirements, and the dyno curve.

If the support condition explains the loss, your project is restoring the engine’s intended environment. That might mean cooling management, ducting, fuel delivery diagnosis, ignition repair, or ending the session before a small problem becomes an expensive one. If the support condition does not explain the loss, the evidence package is now strong enough to call the builder or engineer with specifics. The engine might be the project, but you earned that conclusion by eliminating the false ones.

Worked example three: the shift-point trap.

You feel the car stop pulling near the end of a gear, so you hold it longer because shifting feels like giving up. The lap does not improve, and the engine sees more rpm. Van Valkenburgh’s guidance on horsepower curves and gear-by-gear thrust is the antidote. The optimum shift rpm is not a personality test. It is where the next gear will accelerate the car better than the current gear. Depending on the engine curve and ratios, shifting earlier can be faster and kinder to the engine.

To test it, you choose one straight and compare two clean approaches across several laps. On one run set, you shift at your usual high rpm. On the other, you shift at the candidate rpm from the curve or prior analysis. You compare straight segment time, speed at the next brake marker, and rpm recovery after the shift. If the earlier shift is equal or faster and reduces stress, you have found free durability. If the later shift is faster by enough to matter, you now know why you are using that rpm instead of merely hoping. Either way, the decision belongs to evidence, not sound.

The main sub-skills are sensory accuracy, data questioning, mechanical boundary awareness, and communication.

Sensory accuracy is the ability to feel the difference between no power, delayed power, interrupted power, wrong-gear bog, tire-limited exit, and driver hesitation. Bentley argues that sensitivity to what the car is doing can be developed through focused sensory input. For this lesson, that means you deliberately compare what you felt with what the trace says. Did you feel full throttle when the trace shows a lift? Did you feel the engine bog when rpm shows you were below the useful range? Did you feel a power loss when the segment loss began before throttle? Each comparison calibrates your senses.

Data questioning is the habit captured in Data for Drivers: look for incongruencies, dig for details, use other channels, ask why, compare when possible, calibrate to your driving, imagine the ideal, and set objectives for the next session. You are not trying to become a professional data engineer overnight. You are trying to avoid the one-channel conclusion. If the throttle trace, rpm trace, gear, segment time, and driver feel all point in the same direction, confidence rises. If they conflict, the conflict is the lesson.

Mechanical boundary awareness is knowing what information and limits define your engine. Van Valkenburgh lists the builder information that matters because a racing engine is not just a black box. Timing, cam data, valve gap, plug choice, clearances, torques, oil, oil system layout, and dyno curve all affect how the engine should be used and maintained. You do not need to perform every operation yourself. You do need to know enough to avoid abusing the engine through ignorance.

Communication is reporting the symptom without pretending to be the fix. Bentley’s chassis example is the model: report what the car does, when it does it, and what it feels like, while leaving room for the engineer to choose the adjustment. With an engine, that means describing rpm, gear, throttle state, temperatures, pressures, segment effect, repeatability, and any recent changes. Good communication shortens diagnosis. Bad communication turns the paddock into guessing.

Common mistake: treating sound as speed. A motor at high rpm can sound committed while making little extra acceleration. Good looks like using shift points that come from the curve, segment evidence, and durability judgment.

Common mistake: blaming the engine for a throttle lift. A tiny lift after early throttle can erase exit speed and make the straight feel weak. Good looks like a throttle trace you can defend: deliberate pickup, no panic lift, and a request that matches available grip.

Common mistake: changing two things at once. If you alter shift point and fuel setting and tire pressure in the same session, you cannot know what helped or hurt. Good looks like one related change at a time, with baseline awareness.

Common mistake: using cold or worn tires to judge power. Poor grip can delay throttle or force lifts that masquerade as engine weakness. Good looks like waiting until tires are in a reasonable window before deciding the car has an output problem.

Common mistake: confusing response with peak power. A stumble at low rpm after a corner is not the same as weak pull at the top of a straight. Good looks like naming the condition precisely and testing that condition directly.

Common mistake: arriving without engine facts. If you do not know safe rpm, oil requirement, builder assumptions, or the dyno curve, you cannot separate normal behavior from abuse. Good looks like keeping the engine’s key build and maintenance information available and using it.

Common mistake: trusting whole-lap time. A slower lap may come from braking, coasting, line, traffic, or tires. Good looks like corner and straight segments that show where the time changed.

Common mistake: making the driver into the engineer. It is fine to learn the mechanical system. It is not fine to skip the symptom report and command a fix from weak evidence. Good looks like clear observations that let the responsible person diagnose.

Drill: three-session engine-not-the-project filter.

Do this at your next event on one corner that leads onto a meaningful straight. Choose a corner where you can drive clean laps without traffic and where you normally care about exit speed. The drill takes three sessions of focused attention, not the whole day.

Session one is the baseline session. Run six clean laps after the car and tires are reasonably warm. Do not change the car. Your goal is repeatable driver command. After the session, record the best three comparable laps. For each one, note exit speed if available, throttle pickup point, whether there was any lift, gear, rpm at throttle pickup, shift rpm, and speed or time at the next braking marker. Success criterion: you can identify whether your throttle request was clean on at least three laps. If you cannot, the next project is driver process.

Session two is the command-cleanup session. Use what you learned. If session one showed early throttle followed by lift, delay the pickup slightly or unwind steering before adding more throttle. If it showed hesitation, choose a clear pickup point and commit progressively. If it showed wrong-gear bog, test the gear that the engine curve and rpm behavior suggest, but do not change anything else. Run six laps again and compare only the laps with clean traffic. Success criterion: the throttle trace or your notes show fewer interruptions, and the straight segment improves or becomes more repeatable without any engine change.

Session three is the evidence session. Now ask whether any engine question remains. Compare the cleanest laps from sessions two and three. If exit speed, throttle, gear, and rpm are similar but straight acceleration is worse, inspect support systems and conditions. If the loss disappears when your command improves, write down the conclusion: the engine was not the project. If the loss remains with clean command and stable comparison, prepare a proper report for the builder or engineer.

The drill’s real win is not a single lap time. The win is that you have practiced refusing a lazy conclusion. You have learned to make the engine earn blame.

When this principle breaks down.

There are times when the engine is the project immediately. If oil pressure is wrong, temperature is unsafe, the engine misfires, makes abnormal noise, loses fluid, shows clear fuel starvation, or behaves in a way that risks failure, you stop treating it as a lap-time mystery. The bonded material here does not provide a complete emergency shutdown protocol, so this lesson will not invent one. The supported principle is enough: racing engines are highly stressed, failure is expensive, and proper use and maintenance matter. Protect the component first.

There are also times when you cannot answer the question at the track. You may lack data. You may lack the builder’s information. Weather, tires, traffic, or driver inconsistency may make the comparison unusable. In that case, the disciplined answer is not to guess harder. Record what you know, avoid abusive operation, and request the missing evidence. A refused conclusion is better than a false one.

Cross-reference this lesson with the durability lesson on defining power you can keep. This lesson is the diagnostic behavior that protects that idea. Cross-reference it with the lesson on questioning advertised power gains before buying parts, because the same evidence discipline that prevents bad purchases also prevents bad track-side conclusions. Cross-reference it with conservative condition changes, because one-change testing and return-to-baseline thinking are the habits that keep you from burying the truth under your own adjustments.

Your end state is a short internal script you can run every time the car feels slow: what did I ask from the throttle, what rpm and gear was I in, where did the time loss begin, are the support systems healthy, and has the symptom repeated under comparable conditions? If those answers do not point to the engine, leave the engine alone and work the real problem. If they do point to the engine, you will have a better report, a safer car, and a much better chance of fixing the right thing.

Worked example: slow-corner exit that feels like weak power

You come off a slow corner onto an important straight. The car feels flat, and the first instinct is to want more motor. The evidence filter changes the assignment. If the throttle trace shows early application followed by a lift, the engine was never given a clean request. If temperatures and pressures are normal, and the time loss begins with compromised exit speed, the project is throttle timing, line, gear choice, or steering release. Only after you can repeat the corner with similar exit speed, same gear, clean throttle, and no lift does the engine deserve blame.

Worked example: long-straight loss with clean driver command

Now the exit is clean, the gear is the same, rpm is comparable, and the throttle trace is full and steady. Across several laps the car loses straight-line segment time all the way to the brake zone. This is when you move from driver-process checks to the engine’s support environment: inlet air, fuel supply, ignition, cooling, lubrication, and the exhaust and inlet configuration the builder expected. The project still may not be internal engine tuning. It may be restoring the conditions that let the engine keep the power it already has.

Worked example: shift-point trap

A driver holds a gear because the engine sounds busy and shifting feels like surrender. Van Valkenburgh’s method points the other way: use the horsepower curve, gearing, and acceleration evidence to find the rpm where the next gear accelerates better than the current one. Compare straight-segment results from a normal high-rpm shift and a candidate earlier shift, using clean laps only. If the earlier shift is equal or faster and reduces stress, the durability gain is real. If the later shift is faster enough to matter, you now know why you are spending that rpm.

Common mistakes

The common errors are blaming the motor for a throttle lift, treating sound as speed, changing multiple related variables at once, judging output on cold or worn tires, confusing throttle response with peak power, arriving without builder data, trusting whole-lap time instead of segment evidence, and telling the engineer what to change before reporting what happened. Good work looks like clean command, stable comparison, known engine limits, one change at a time, and a report that names rpm, gear, throttle state, temperatures, pressures, repeatability, and where the time was lost.

Drill: three-session engine-not-the-project filter

Pick one corner that leads onto a meaningful straight. In session one, run six warm clean laps and record three comparable laps with throttle pickup, lift or no lift, gear, rpm, shift rpm, and straight speed or segment time. In session two, correct the clearest driver-command problem and run six more laps without changing the car. In session three, compare only clean laps. Success means you can say whether the straight problem changed when your command improved. If it did, the engine was not the project. If it did not, and support conditions look suspicious, prepare a specific engine report rather than a vague complaint.

Author Review

No quiz questions are attached to this lesson.

Sources

#	Document	Chunk	Pages	Score	Collection
1	Tune To Win Carroll Smith	be4a3a4f-b531-5fef-8556-c98ab2d17480	139	1	uio_books_raw_v1
2	Race Car Engineering Mechanics Paul Van Valkenburgh	8b3c3f74-040a-7c8b-b83d-aad0cf83ef5d	80	1	uio_books_raw_v1
3	Tune To Win Carroll Smith	ce81b94c-7b42-8fa1-7e9b-115ac71adcbe	162	1	uio_books_raw_v1
4	Race Car Engineering Mechanics Paul Van Valkenburgh	55f18e0a-8bd9-aafd-8acd-9a54106ac323	127	1	uio_books_raw_v1
5	Data for Drivers	cabda699642b26311b0a7ef998da2c71	15	1	uio_books_raw_v1
6	Ultimate Speed Secrets - Ross Bentley	32569ef6-9e67-12c5-e001-2ae0feacb49d	531	1	uio_books_raw_v1
7	Competition Car Aerodynamics 3rd Edition McBeath Simon	4adf8cb4-89c7-1b45-bd4d-9bb03634ecf3	345	1	uio_books_raw_v1
8	Race Car Engineering Mechanics Paul Van Valkenburgh	236548b2-e0a2-5149-4e86-42c0200b5c6e	169	1	uio_books_raw_v1