Predict the other driver's next move early
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Course: See sooner and decide faster at speed
Module: Read the first signal, not the final surprise
Estimated duration: 55 minutes
Skill goal
This lesson teaches you to turn early traffic cues into a usable prediction before you place the car. The skill is not mind reading. It is the disciplined habit of seeing another driver's likely next position, deciding whether that future position helps or blocks you, and choosing your own placement before the track gets crowded. At intermediate pace, the problem is usually not that you have no clue. The problem is that you notice the clue too late, after you have already committed to a line, a braking release, or a pass attempt.
The rule is simple: predict intent before you place the car. Do not wait for the other driver to complete the move. Read path, speed, attention, overlap, and visibility early enough that your own car is never trapped by a surprise. You still drive your car. You still hit your marks. But you treat traffic as a moving part of the circuit, not as a separate drama happening in front of you.
This sits between two related skills in this module. Spot the clue before the event is about noticing the first visible signal. Change your read before the plan fails is about updating once the situation proves your first read wrong. Here, the focus is the middle step: taking a cue you have already seen and converting it into a practical prediction about where the other car will be next.
Principle: traffic is a changing track layout
A useful mental reset is to stop treating other cars as interruptions. Treat them as part of the track. The racing surface is still the asphalt, but the usable track is constantly being redrawn by the position, speed, and attention of the cars around you. A car ahead that stays on the racing line changes your line choices. A car that moves tight to defend changes the available inside. A car that is about to be passed by someone else changes the timing window for you. A car that cannot see you is not an opponent you can negotiate with; it is a moving wall with a likely path.
This mindset keeps you from getting emotionally small in traffic. If you frame the other car as a personal obstacle, you tend to stare at it, hurry at it, or fight it. If you frame it as a moving track feature, you ask a better question: what will the track look like when I arrive? That question points your eyes farther ahead and gives your hands and pedals more time.
The prediction is only useful if it comes before placement. A late read might still help you avoid contact, but it will not help you drive cleanly. If you notice the other driver's turn-in only after you have buried your car low inside and out of sight, you have already made the situation hard. If you notice the slower car only after the first passing car has drawn all of that driver's attention, you are now the hidden second car. If you notice that the car ahead is fixated on you only after you copy its missed turn-in, you have borrowed someone else's mistake.
Your job is to make a small prediction early enough that you still have choices. The other car will probably hold the line. The other car will probably tighten entry to defend. The other car will probably drift wide because it is watching mirrors. The other car probably only sees the car ahead of me. The other car is too far ahead for me to complete this without losing momentum. The other car is close enough that I can be seen if I present properly. These are not grand strategic thoughts. They are short, practical reads that arrive before the braking zone, before turn-in, or before you commit to a side.
Mechanism: why early prediction buys speed and safety
Traffic prediction matters because a car at speed cannot change everything at once. If you are at or near the tires' limit, every new demand has a cost. Too much steering for the braking or throttle you are asking from the tires can put one end of the car past the limit. If you are trail braking, the brake release and steering build are tied together. If you are unwinding the wheel, the throttle build is tied to that unwind. A surprise traffic move forces you to add a new steering, brake, or throttle demand at the worst possible moment.
When you read early, the adjustment can be small. You can choose a slightly different approach, delay or advance your release, preserve momentum, or decide that the pass is not worth forcing now. When you read late, the adjustment becomes large. You snap off a pedal, add steering while still asking for brake force, pinch the car below its natural radius, or overslow and then ask too much throttle on exit. The traffic mistake becomes a vehicle-dynamics mistake.
There is another mechanism: vision. If there is even one car ahead, you often cannot see as far as you could in clean practice. In early-lap traffic, side-by-side cars hide references, compress the field, and make the normal routine harder to pick up. The drivers who stay on line often keep a speed advantage over cars locked side by side through corners. That means a smart traffic prediction is sometimes a decision not to race the moment. Giving up a half chance now can protect the speed needed for a better chance later.
Early prediction also changes how other drivers perceive you. A decisive car that is placed where it can be seen sends a clearer message than a car hidden low, late, and uncertain. This does not mean bullying traffic. It means that if you intend to take a piece of track, your car should arrive in a visible, understandable place soon enough that the other driver can account for you. If you are invisible, your prediction should be conservative. You do not get credit for being technically alongside if the other driver cannot see you.
Sub-skill 1: drive with big eyes
The base skill is a wider visual field. You need enough attention on your own marks to drive accurately, and enough attention around the car to know how the track is changing. Intermediate drivers build this by using quick, planned glances rather than long looks away from the line. A mirror check on a straight, a flag-station glance on corner entry, and a return to the primary line can become part of the driving rhythm. The goal is not to gawk. The goal is to gather traffic information without losing the car.
Big eyes also means looking farther ahead as speed rises. At high speed, several seconds up the road is many car lengths. At a slow hairpin, far ahead may only mean looking from apex toward exit. The constant is lead time. You are trying to keep enough visual time in reserve that the other driver's next move is not already happening by the time you identify it.
In traffic, the most important discipline is to look through and past the car ahead. If you stare at the rear bumper, your world shrinks to the car immediately in front of you. That is when you copy its mistake, miss a flag, miss a faster car in the mirror, or place yourself where the next driver cannot see you. Looking through the car means you still know where it is, but your eyes are searching for the space beyond it: the turn-in area, the apex region, the exit, the next car in the stack, and the likely place where the current car will end up.
A practical cue is this: if you cannot describe the car ahead and the space beyond it, you are too locked on the car. If you can describe the car ahead, the next reference, the mirror threat, and the flag station without your hands getting busy, your scan is beginning to work.
Sub-skill 2: read path as intent
The other driver's path is the first intent cue. A car that stays on the normal line and uses the whole track is probably trying to keep momentum. A car that tightens entry may be defending or may be correcting an under-driven entry. A car that late apexes more than usual may be setting up a run on exit. A car that drives off the optimal line but remains smooth may have planned the alternate line. A car that ends up off line with abrupt corrections may simply be reacting.
Do not overcomplicate the first read. Ask where the car is choosing to spend track width. Inside early usually means defense, a compromised corner, or a setup for someone beside it. Outside with patience may mean the driver wants exit speed. A car that opens the wheel early on exit may be confident and leaving. A car that stays pinched longer may be stuck, defending, or waiting to apply throttle. Your prediction is not a biography. It is a near-term path forecast.
Line knowledge matters because traffic often forces you off the textbook lap. Advanced drivers can make alternate lines work because they adjust braking and throttle with the line. For an intermediate driver, the important lesson is not to invent a heroic off-line move without changing the supporting inputs. If your prediction says you need to alter line, you also need to alter speed, brake release, steering rate, or throttle timing. The alternate line is not just a different stripe on the pavement. It is a different grip problem.
Sub-skill 3: read attention as risk
A driver ahead can create risk in two opposite ways. They may not be watching you at all, in which case they can drive you off the track if you give them the chance. Or they may be watching you too closely, in which case they can miss their own turn-in, run wide of the apex, and invite you to copy the error if you are tucked in too tightly behind them.
You can often infer attention from stability. If the car ahead is clean, predictable, and using normal references, it may be focused forward. If it starts making late corrections, turns in oddly, or changes speed in ways that do not match the corner, it may be distracted by mirrors or by the fight. If you are pressuring a slower car and it suddenly misses the normal corner shape, do not simply follow. Look through it, choose your path, and expect its next position to be less precise than usual.
This is especially important when you are behind a slower car. The tempting mistake is to glue yourself to the bumper because closeness feels like pressure. But too close can cost momentum and vision. You lose the ability to judge the path ahead, and you may also force yourself into the same turn-in error the other driver makes. Too far back has the opposite cost: you cannot make up the distance when the opportunity opens. The skill is judging the gap that preserves both vision and momentum.
Sub-skill 4: read visibility before overlap
Passing is not just about whether your nose is somewhere near the other car. It is about whether the other driver can understand your claim on the track. To present yourself, you need to be far enough alongside and visible enough that the other driver has a real chance to know you are there. Hiding low on the inside, far from the other car and close to the inside edge, is a bad prediction. You are predicting cooperation from a driver who may not see you.
A useful traffic-intent question is: if this driver turns in now, would that be a surprise or the normal thing to do? If it would be normal, and you are placed where the driver cannot easily see you, the failure is yours to avoid. You should predict the door closing, not resent it afterward.
Visibility also changes with car spacing. Running closer laterally to the car you are passing can make you easier to see than being buried far inside. Easing off the brakes slightly to get farther alongside can turn a hidden half-attempt into a visible, understandable move. The key is that the placement must happen early enough. If you wait until turn-in to ask for recognition, the other driver may already be committed to the corner.
Sub-skill 5: read the traffic stack, not just the nearest car
The most dangerous missed prediction is often one car beyond the car you are focused on. If you and another car ahead of you are both passing a slower car, assume the slower driver may only see the first passing car. That driver can make room for the first car, then turn or drift into the space you wanted because you were not part of their mental picture.
This is a stack problem. Your prediction has to include who sees whom. The first passing car may be obvious. You may be hidden by timing, by mirror angle, by the first car, or by your own low placement. If the slower car reacts to the first car, that reaction can block you even if your car is faster. Be prepared to lose the slot, delay the pass, or change line while you still have margin.
This is where big eyes and humility work together. Big eyes tells you there are three cars in the event, not two. Humility tells you the slower driver is not required to predict the hidden second pass perfectly. Your job is to make your car visible or to wait for a better event.
Sub-skill 6: decide when not to race the moment
On the first lap or in a dense pack, there is a strong pull to fight every piece of pavement. But cars running side by side through corners often give up speed to cars that can stay on line. If you are locked in a duel for one place while the cars ahead stay clean, they may leave for good. Knowing when not to race is part of prediction because you are forecasting the cost of the fight, not only the chance of the pass.
Ask what the next two corners will look like if you continue the side-by-side fight. Will you both be off line again? Will your exit be compromised again? Will you still be unable to see ahead? Will the cars ahead gain clean-track speed? If the answer is yes, the smart read may be to stop contesting this exact moment and preserve the larger race or session objective.
In HPDE traffic, the same logic applies in a calmer form. If you see a faster car closing in the mirror, plan the signal or placement early rather than waiting until the corner forces a rushed decision. If you are catching a slower car in an awkward place, predict the cost of arriving at the worst point and adjust earlier. Smooth traffic management starts before the two cars are forced into the same narrow decision.
Technique: the five-question traffic read
Use five questions when traffic appears. They are fast enough to run in your head, and they keep your prediction tied to visible evidence.
First, where is the other car likely to be at my turn-in, apex, and exit? Read line, speed, and whether the car is on a normal path or already defending, attacking, or correcting.
Second, what can that driver probably see? If you are behind, hidden low inside, or second in a passing train, assume you are less visible than you feel. If you are far enough alongside and close enough to be seen, the prediction changes.
Third, what is that driver paying attention to? A car that is mirror-focused may miss turn-in or run wide. A car that is not mirror-aware may close your space without malice. Both require you to avoid copying and avoid assuming cooperation.
Fourth, what will this do to my own tire demands? If the prediction requires a line change, pair it with the right brake release, steering rate, and throttle timing. If you are already near the limit, do not add a large steering correction as if the tires are idle.
Fifth, is this moment worth racing? If the move costs vision, momentum, and the next corner, wait. If the move is visible, early, and supported by your speed and line, commit decisively.
This is not meant to be a long conversation with yourself. At first, it may take a straightaway. With practice, it becomes a sequence of short labels: path, sight, attention, grip, value. Path tells you where the car will go. Sight tells you whether you are in that driver's world. Attention tells you whether the driver is stable or distracted. Grip tells you whether your car can make the adjustment cleanly. Value tells you whether the move helps the lap, the race, or the session.
Worked example 1: the hidden inside attempt
You are approaching a corner behind a car that is slightly slower into the braking zone. You move inside, but you stay very low near the inside edge. You are not far enough alongside. From your seat, the move feels alive because your front bumper is near the other car's rear quarter. From the other driver's seat, you may not exist.
The early prediction should be that the outside car will turn in. That is not a dirty move. It is the natural move for a driver who has not been clearly presented with a car alongside. If you keep diving lower, you make yourself harder to see. You also move farther away laterally from the car you need to communicate with. The likely next event is a closing door.
The correction begins before turn-in. If you have the speed and braking margin, ease the brake release enough to get farther alongside and run closer laterally so the other driver can see you. If you cannot become visible early enough, abandon the claim and preserve the car. The lesson is not that every inside move must be completed. The lesson is that overlap without visibility is not a reliable prediction.
Notice how this changes your mindset. You stop asking whether you deserve space and start asking whether the other driver can predict you. In traffic, that is the more useful question.
Worked example 2: the second car in a passing train
You are following a faster car as both of you catch a slower car. The faster car ahead moves first and becomes obvious to the slower driver. You see the gap and want to follow through. The mistake is assuming the slower driver has processed both of you as one event.
Your early prediction should be that the slower driver sees the first passing car and may not see you. The driver's next move may make perfect sense relative to the first car and still block you. They may open a lane, let the first car go, then return toward the line or turn toward the apex as you arrive. If you are treating the situation as a private tow behind the first car, you will be late.
The technique is to separate the two passes in your mind. Ask whether your car is independently visible. Ask whether your timing gives the slower driver a second cue. Ask where the slower car will go after reacting to the first car. If the answer is uncertain, prepare an exit: delay, choose a different line, or leave enough margin to avoid a sudden closure. You are not only reading the car in front of you. You are reading the attention of the car being passed.
This is also where patience can make you faster. A forced hidden second pass can turn into a lift, a pinch, or a contact risk. A slightly delayed pass may let you keep momentum and avoid having to make a big correction at the limit.
Worked example 3: the first-lap side-by-side trap
On the opening lap, everyone is jockeying for position and the normal practice view is gone. Even one car ahead reduces what you can see; a pack reduces it more. You are side by side with another car for a midfield position, both of you off the ideal line through one corner and still compromised into the next.
The obvious prediction is about the car beside you. The better prediction includes the cars ahead. If the leaders or the next group are able to stay on line while you and your rival remain side by side, they can build a speed advantage. The fight you are winning by half a fender may be costing both of you the group ahead.
The technique is to project two corners forward. If staying side by side means another compromised corner, ask whether the current chase is worth the larger gap. Sometimes the smart move is to stop racing the immediate piece of asphalt, tuck in, regain the line, and build a better run. That is not passivity. It is choosing the larger opportunity over the noisy one.
Worked example 4: the slower car that is watching you too much
You catch a slower car, and the driver starts reacting to your pressure. The car ahead is no longer using the same clean references. It turns in late, or turns in early, or runs wide of the apex. If you are too close and staring at the bumper, you are likely to copy the mistake. You turn when they turn, brake when they brake, and end up with their compromised corner plus your reduced vision.
The early prediction is that the car ahead may miss its own reference because its attention is divided. Your technique is to look through the car and choose your own path. Keep enough distance to see the corner, not just the car. If the driver misses the apex, you should already have a path that does not depend on following them there. If the driver runs wide, you should have predicted the opening or the hazard before the car physically arrives there.
This is why pressure alone is not a plan. You can pressure a car and still keep your eyes up. You can close a gap and still avoid bumper fixation. The better your read, the less you need panic closeness to feel in control.
Calibration cues: what improving feels and looks like
The first improvement is emotional. Traffic feels slower even though your speed has not dropped. You notice cars sooner, and fewer events feel like they appeared from nowhere. You can name where the nearest cars are, including cars that are not directly in the mirror at that instant. You begin to catch small mirror flashes, side movement, or line changes without losing your own references.
The second improvement is placement. Your passes and non-passes become more deliberate. When you choose to present, you do it early and visibly. When you choose not to, you do not hover in the worst blind spot. You stop making half-claims from places where the other driver cannot reasonably see you. You also stop following slower cars into their mistakes because you are looking through them rather than at them.
The third improvement is input quality. Surprise traffic often shows up as abrupt pedal or steering changes. Better prediction reduces those spikes. You should feel fewer emergency lifts, fewer snapped brake releases, fewer pinched steering corrections, and fewer exits where you overslowed entry then tried to recover with a hard throttle application. If you use data, look for cleaner speed traces around traffic, fewer unnecessary speed drops before compromised corners, and GPS lines that show intentional alternate placement rather than wandering reaction. Lateral G and distance traces can also show whether you are keeping the car near its useful cornering capacity when traffic moves you off the ideal line.
The fourth improvement is timing. You start recognizing when you are too close to keep momentum and vision, and when you are too far back to capitalize. You arrive at passing opportunities with a gap that lets you see, judge, and act. You also abandon more bad opportunities earlier. That may feel less aggressive at first, but the lap or race often becomes cleaner because you are no longer spending grip and attention on low-percentage moments.
Common mistakes
Mistake one is bumper fixation. You stare at the car ahead, match its errors, and lose the space beyond it. Good looks like eyes through and past the car, with the car ahead held in awareness rather than at the center of your world.
Mistake two is invisible overlap. You move inside but stay too low, too far from the other car, and not far enough alongside. Good looks like a visible presentation made early enough that the other driver can account for you. If you cannot make that presentation, good looks like waiting.
Mistake three is assuming the slower car sees the whole stack. You follow another passing car and expect the slower driver to process both of you. Good looks like treating your pass as a separate event unless your car is clearly visible on its own.
Mistake four is racing the moment at the expense of the next one. You stay side by side through multiple corners while the cars on line drive away. Good looks like judging whether the current fight helps the larger objective, then choosing line, momentum, and vision when the immediate contest is too expensive.
Mistake five is adding a traffic correction without changing the grip plan. You alter line at the last moment while still asking the tires for the same braking, steering, or throttle load. Good looks like pairing the alternate line with a matching input plan: a different brake release, a different steering build, or a different throttle timing.
Mistake six is confusing decisiveness with aggression. A decisive car is placed early, visibly, and with a line it can actually drive. An aggressive but unclear car arrives late, hidden, and dependent on the other driver rescuing the situation. Good looks boring from inside the cockpit: see early, place early, leave margin for the prediction being wrong.
Drill: the three-session traffic intent ladder
Use this drill at your next event whenever traffic is present. The drill is about prediction quality, not forcing passes. Stay within the passing and signaling structure of the session you are in.
Session one is the scan session. For the first ten minutes, do not change your driving objective except to add three planned checks: mirrors on each straight, flag station on corner entry, and eyes through the car ahead whenever you close on traffic. Each time you notice a car, give it one short label in your head: stable, defending, attacking, distracted, unaware, or hidden. Success is ten clean labels during the session with no missed braking or turn-in references caused by the scan.
Session two is the prediction session. For the middle ten minutes of the session, make a prediction before each traffic event completes. Predict where the other car will be at your next turn-in, apex, or exit. Then check the result after the event. Count at least eight predictions. Success is six or more that are directionally correct, plus the ability to name the cue that drove the prediction. A correct prediction might be that the car would hold the line, tighten entry, run wide, return after letting one car by, or fail to see a second passing car.
Session three is the placement session. Choose only one traffic event per lap to act on. Before you place the car, answer the five questions: path, sight, attention, grip, value. Then make one deliberate choice: present earlier, wait, leave more lateral visibility, preserve momentum instead of closing too tightly, or abandon a side-by-side fight that will compromise the next corner. Success is three consecutive traffic events with no surprise input, no hidden half-move, and no moment where you can honestly say you were waiting for the other driver to solve your problem.
After the drill, write down two examples. One should be a prediction you got right and the cue that told you. The other should be a prediction you got wrong and the cue you missed. This turns traffic from a blur into a learnable pattern.
Mental imagery: preplay the traffic before you meet it
You can practice this off track. In mental imagery, preplay a session in which you are aware of cars around you, catch small mirror movement, and make accurate predictions about when and where a pass will happen. The point is not fantasy perfection. The point is programming the scan and the decision sequence so it is available when the car is moving.
A useful imagery lap includes at least three traffic pictures. First, picture catching a slower car and keeping your eyes through it rather than on it. Second, picture presenting early enough that the other driver can see you, then either completing the move or backing out cleanly. Third, picture a passing train where the first car is visible and you are not; rehearse recognizing that the slower car may return to the line after the first pass.
Make the imagery specific to cues, not outcomes. See the mirror flash. See the car tighten entry. See the slower car react to the first passer. See your own hands stay quiet because the prediction came early. If the imagery always ends with you making the perfect pass, it is less useful. Include the disciplined wait. Include the moment where the better decision is not to race.
When the prediction is wrong
You will be wrong sometimes. The standard is not perfect forecasting. The standard is being early enough and margin-rich enough that a wrong prediction does not become a crisis. If the other car does something unexpected, update immediately: eyes to the path you need, release or add inputs smoothly, and choose the next safe placement rather than defending your old plan.
A wrong prediction often reveals which cue you overweighted. If you predicted cooperation because you wanted the pass, you may have ignored visibility. If you predicted a normal turn-in but the car ran wide, you may have missed that the driver was mirror-focused. If you predicted you could follow another car through, you may have ignored that the slower driver only saw the first passer. If your correction was abrupt, you may have made the read too late or entered the event too close to the limit.
Use the post-session review questions. Were you looking through the exit before the apex? Did you come off the brake too quickly when traffic changed? Did you turn the wheel too quickly or too slowly for the new line? Did you overslow and then create a throttle problem on exit? Did you hold the car in the corner too long because you were waiting on the other driver? These questions connect the mental read to the physical driving.
Cross-references
Use Spot the clue before the event to improve the first visual pickup: the mirror flash, the line change, the car that is not using normal width, the flag station, or the stack forming ahead. Use Anticipate grip from visible context when your traffic prediction forces you onto a different surface or line. Use See linked corners as one developing pattern when the traffic decision in one corner affects the next corner's exit or pass setup. Use Change your read before the plan fails when your first prediction starts to go stale.
The skill in this lesson is the bridge. Once you see the cue, do not admire it. Convert it. Where will that car be next? Can that driver see me? What are they watching? Can my tires support the line I am choosing? Is this move worth the next two corners? Answer early, place the car, and keep driving your own lap.
Worked example: the hidden inside attempt
You approach a corner behind a slightly slower car and move inside, but you stay low near the inside edge and are not far enough alongside. From your seat, the move feels alive. From the other driver's seat, you may not exist. The correct prediction is that the outside car will turn in unless you present yourself early enough to be seen. If you have margin, ease the brake release enough to get farther alongside and run closer laterally so the other driver can register you. If you cannot become visible before the other driver commits, wait. Overlap without visibility is not a reliable claim on the track.
Worked example: the second car in a passing train
When you and another car ahead are both passing a slower car, do not assume the slower driver sees both of you. The first passing car may take all of that driver's attention. Your prediction should be that the slower car may make room for the first car, then return toward the line or turn toward the apex just as you arrive. Treat your pass as a separate event. Ask whether your car is independently visible, whether your timing gives the slower driver a second cue, and where the slower car will go after reacting to the first car.
Worked example: the first-lap side-by-side trap
On the opening lap, the normal practice view disappears and even one car ahead can reduce what you see. If you are side by side through multiple corners, both cars may be giving up speed while cars on line drive away. The early read is not only whether you can stay beside the other car. It is whether continuing the fight compromises the next two corners. Sometimes the smarter prediction is that the current contest costs more than it wins, so you tuck in, regain the line, and build a better run later.
Common mistakes
The main errors are bumper fixation, invisible overlap, assuming the slower car sees the whole stack, racing the moment at the expense of the next one, adding a traffic correction without changing the grip plan, and confusing decisiveness with aggression. Good traffic reading looks calmer: eyes through the car ahead, early visible presentation, respect for who can see whom, willingness to wait when side-by-side running costs the next corner, and input changes that match the alternate line.
Drill: the three-session traffic intent ladder
Run the drill over three traffic sessions. In session one, add planned mirror, flag-station, and through-car checks, then label cars as stable, defending, attacking, distracted, unaware, or hidden. Success is ten clean labels without missing your driving marks. In session two, make at least eight predictions before traffic events complete, then check whether six or more were directionally correct and name the cue. In session three, act on one traffic event per lap using path, sight, attention, grip, and value before placement. Success is three consecutive traffic events with no surprise input and no hidden half-move.
Calibration cues
Improvement feels like more time. You notice cars sooner, fewer events surprise you, and you can describe nearby traffic without losing your own line. Your placement becomes more deliberate: early and visible when you commit, patient when you cannot be seen. Your inputs also become cleaner. Surprise traffic often creates abrupt brake, steering, or throttle changes. Better prediction shows up as fewer spikes, fewer emergency lifts, cleaner alternate lines, and fewer exits where you overslow entry and then ask too much throttle to recover.
Author Review
No quiz questions are attached to this lesson.
Sources
| # | Document | Chunk | Pages | Score | Collection |
|---|---|---|---|---|---|
| 1 | Ultimate Speed Secrets - Ross Bentley | 8ca6f100-5162-363b-6735-92cfe6104ab2 | 260 | 1 | uio_books_raw_v1 |
| 2 | Ultimate Speed Secrets - Ross Bentley | aa3f6d74-0a9a-ec30-8cdd-5253ae812ae6 | 519 | 1 | uio_books_raw_v1 |
| 3 | Ultimate Speed Secrets - Ross Bentley | 4c128d8e-5921-292c-4642-9965ac08ee2b | 268 | 1 | uio_books_raw_v1 |
| 4 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 2dc39a7e-31ad-3c20-3e4b-7830ac2d2e4b | 182 | 1 | uio_books_raw_v1 |
| 5 | High-Performance Driver Education HPDE Techniques by Skill Level | d2c603f8-cb03-c4de-2515-438794de7afa | 1 | uio_books_raw_v1 | |
| 6 | High-Performance Driver Education HPDE Techniques by Skill Level | 2fd8e9a2-7024-6777-b6be-bdaa0752c52e | 1 | uio_books_raw_v1 | |
| 7 | Ultimate Speed Secrets - Ross Bentley | 8a59dd5c-bd92-7571-3b97-879bd28ffbf5 | 109 | 1 | uio_books_raw_v1 |
| 8 | Ultimate Speed Secrets - Ross Bentley | 9dfe4bb1-4efb-9a32-6b56-86b07b7f2254 | 614 | 1 | uio_books_raw_v1 |