Keep intensity from narrowing your scan
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Course: See sooner and decide faster at speed
Module: Keep attention functional when intensity rises
Estimated duration: 55 minutes
Purpose
This lesson teaches a pressure skill, not a personality trait. You are not trying to become calmer in some general way. You are learning to keep useful sensory input coming in when the pace, the lap, the car ahead, or the mistake behind you makes your intensity rise. In this lesson, scan means the full stream of information you drive from: what your eyes pick up, what your body feels through the seat and belts, what your hands feel through the wheel, what your feet feel through the pedals, what you hear from the engine and tires, and what the car's pitch, roll, vibration, and g-load tell you. Bentley's mental-skills material makes the central point plain: performance depends on the state that lets you access your skills, and better sensory input improves skill execution. Your job under pressure is to keep that input quality high.
The problem is that pressure often tempts you to add effort in the wrong place. You squeeze the wheel harder, stare at the marker longer, rush the turn-in, listen less, feel less, and then mistake that extra effort for commitment. The bonded corpus does not support a lesson about being passive. It supports the opposite: you stay committed to speed, but you stop throwing extra effort at the wrong task. Bentley's pressure section says that doing the wrong thing with more effort rarely produces a good performance, and that the better drivers use less effort when competition becomes more intense. This is the rule for this lesson: raise the intensity of your purpose, lower the intensity of your interference, and keep the scan open.
Why this matters at the intermediate level
As a novice, you often need more structure: braking point, turn-in, apex, exit, and traffic rules. As an intermediate driver, the pattern changes. You can already complete laps at speed, so the mistakes are less obvious from the outside. The lap goes wrong because one part of the scan collapses. You know the line, but the car ahead pulls your eyes down. You know the entry speed, but the lap time pressure makes your brake release abrupt. You know to use the whole track, but under intensity you pinch the exit because your attention stayed at the apex instead of moving to the track-out. You know a slide needs a correction, but the surprise makes you keep correcting after the first useful correction has already happened.
That is why this lesson sits in the mental-game module rather than the cornering module. The driving actions are physical, but the failure starts in attention. Bentley argues that the old argument over whether driving is mental or physical is not useful because the body acts through the brain. For this lesson, that means your steering, braking, throttle release, correction, and track use are all downstream of what your attention is feeding the brain in the moment. If the input gets narrow, the output gets clumsy. If the input stays rich, the same physical skill has a better chance to appear.
The principle: pressure should sharpen selection, not shrink perception
Under pressure, you do need selection. You cannot consciously process every detail of the car and track at once. But selection is not the same as narrowing. A useful pressure state selects the next driving cue while still accepting background information. A harmful pressure state locks onto one cue and shuts the rest out. The difference is visible in the car. Useful pressure produces decisive but smooth input. Harmful pressure produces a rushed hand, a late eye, a brake release that arrives all at once, or a throttle pedal that becomes a wish instead of a measurement.
Bentley's cornering material gives a mechanical clue: the less unnecessary steering you use, the faster you can be, and you can slow your steering inputs without slowing the car's corner speed. That sentence belongs to cornering technique, but it is also a pressure diagnostic. When intensity narrows the scan, the hand usually speeds up before the car needs it. You turn because the brain wants the corner to be solved now. When the scan stays open, the hand can wait for better information. You still turn the car. You just stop using the steering wheel to express anxiety.
The mechanism: quality input before quality output
The bonded material gives you a simple model. First, performance quality depends on quality input. Second, better speed sensing and traction sensing come from taking in more sensory input from vision, kinesthetic feel, and hearing. Third, relaxation and breathing are not soft extras; they are ways to keep the mental state available for skill. Fourth, practice programs the response you will get under load.
Put those together and the mechanism is this: pressure raises the cost of each cue, so you must protect the channels that tell you what the car and corner actually need. Vision tells you where the road opens, where the edge is, and whether you are using the track you paid for. Kinesthetic feel tells you whether the car is loaded, rotating, sliding, pitching, rolling, or settling. Hearing tells you whether the engine, tire, and surface are changing. Breath and effort level tell you whether your body is becoming a filter that blocks those signals. The scan is not a sightseeing habit. It is the driver-information system.
When pressure narrows the scan, the channels disappear one by one. The eyes become a stare. The body stops feeling the tire and only feels urgency. The ears disappear under inner noise. The hands add steering because the next piece of visual information has not arrived. The brake comes off in a chunk because the driver wants to be done braking. The throttle goes down because the exit should be there, not because the exit is actually ready. You can be very intense and still be late to the truth.
The working rule
Use this rule in the car: intensity goes into the question, not into the muscles. The question is: what does the car need next? Your muscles then execute the smallest useful answer. If the entry is approaching, the answer may be a calmer brake release and a later, more patient turn. If the car is sliding, the answer may be one correction and then a pause long enough to read whether the car accepted it. If you are following a faster driver, the answer may be to observe where that driver brakes and how the corner is taken, then debrief whether your own approach should change. The point is not to become detached. The point is to convert pressure into awareness-building questions.
This lesson deliberately does not duplicate the sibling lessons on judging, self-talk, surprise, or expectation. Those lessons cover how to stop evaluating yourself, how to aim words at attention, how to return after an event, and how to drive the cue instead of the imagined result. Here the task is narrower: keep the perceptual input wide enough that the next cue can be seen, felt, and acted on.
Technique: the four-channel pressure scan
Use a four-channel scan whenever the pace or pressure rises. The channels are breath and effort, eyes, body feel, and driving question. You do not run this as a long checklist. You train it until it becomes a short reset that fits into the space before a corner, after an error, while following traffic, or during the first half of a slide.
Channel one is breath and effort. Bentley's inner-speed list includes programming breathing and practicing relaxation. That does not mean you take a spa breath at corner entry. It means you use breathing as a switch that keeps your body from drowning out the car. Before the next demanding cue, let the exhale soften your hands, jaw, shoulders, and chest. If you cannot soften the hands, start there anyway. The wheel is where pressure often announces itself. A death grip makes small information harder to feel and encourages larger steering corrections than the car asked for.
Channel two is eyes. The inner-speed list says what you see influences where you go, and the cornering material says every unused inch of track costs speed. Under pressure, the eye channel must include both direction and space. You look where the car will need to go, but you also keep enough edge awareness to know whether you are using the racetrack. If your eyes only see the apex, you may arrive there and have no plan for exit. If your eyes only see the car ahead, you may copy its error. If your eyes only see the braking marker, you may miss what the car is doing during release. Good pressure vision sees the next placement and the usable surface around it.
Channel three is body feel. Bentley names balance, feel, touch, g-forces, vibrations, pitch, and roll as part of kinesthetic input. This is where the intermediate driver starts to separate a memorized lap from a driven lap. Memorized laps ask: did I hit the marker? Driven laps ask: what speed and traction do I have right now? In a corner entry, the body channel tells you whether the car is still loaded on the nose, whether rotation has begun, whether you released the brake too quickly, or whether the tire is asking for less steering. On exit, it tells you whether throttle is loading the rear in a way the car can accept. In a slide, it tells you whether the correction has taken effect.
Channel four is the driving question. Inner Speed Secrets includes positive, awareness-building questions, and the Going Faster chunk gives the same practical shape through Bryan Herta's prompt about whether something different is needed with the car or the approach to the corner. A good pressure question is short, answerable, and aimed at action. Use questions like: what is the next useful input, where is the exit space, what is the car telling me, what is the smallest correction that works, what changes next lap? Avoid questions that are really judgments in disguise, such as why am I slow, why did I mess that up, or why is that driver in my way. Those questions shrink the scan because they pull attention backward or inward.
Sub-skill one: separating intensity from muscular effort
The first sub-skill is learning the difference between intensity and tension. Intensity is commitment to the next cue. Tension is extra body effort that reduces feel. Bentley's pressure passage points toward relaxation under competition, and the cornering passage points toward slower steering inputs without slower corner speeds. Put those together and you get a practical standard: you should be able to drive hard while the wheel input gets calmer, not busier.
To practice this, pick one section of track where pressure normally makes you rush. On the out lap or a lower-pressure session, notice how lightly you can hold the wheel while still being precise. Then keep that hand pressure while the pace rises. The goal is not loose hands. The goal is hands that can hear. If you can no longer feel small front-end changes through the wheel, you are probably adding noise. If your shoulders rise when you see traffic or a lap-time opportunity, that is not more commitment. It is interference.
Sub-skill two: keeping speed sensing alive
Bentley's speed-sensing instruction is not abstract. He tells drivers to practice taking in more sensory input from vision, body feel, and hearing. Speed sensing under pressure means you do not reduce speed awareness to a braking marker or a number in your head. The marker matters, but it is only one input. Surface grip, wind, tire state, traffic, line, and how quickly the visual field is moving all shape what speed the car can accept.
The pressure error is to make a contract with a past lap. You decide before the corner that you are going to brake at the same place, carry the same entry, or turn at the same point because the lap needs to be better. That can work when conditions match. It fails when the scan is too narrow to notice that the car is not giving you the same information. Keeping speed sensing alive means you let the marker start the process, then you keep reading. If the car still has too much speed for the rotation you want, your answer is not panic steering. It is a better speed adjustment, a better release, or a later commitment to throttle.
Sub-skill three: keeping traction sensing alive
Traction sensing is the partner to speed sensing. Bentley names traction sensing directly and ties it to sensory input. In pressure moments, traction sensing often gets replaced by hope. You hope the front will take the steering. You hope the rear will accept the throttle. You hope the slide is done. The car does not care about the hope. It reports through load, vibration, sound, rotation, and response.
Train yourself to ask: did the car accept that input? If you added steering, did the front actually bite or did it wash? If you released the brake, did the car settle or did the balance snap? If you corrected a tail-out slide, did rotation slow or are you adding a second correction only because the first one scared you? The Going Faster slide chunk is valuable here because it points to correction followed by a pause as a cue. That pause is a scan skill. It prevents the driver from turning one necessary correction into a chain of unnecessary ones.
Sub-skill four: moving the eyes before moving the hands
The corpus ties vision to where the car goes and track use to speed. That gives you a simple pressure order: eyes first, hands second. If the hands move before the eyes have updated, you are probably driving the expectation rather than the cue. This is especially common at turn-in and after a surprise. You see the corner coming, feel pressure, and the hand wants to solve the entire corner in one early input. That early input can make you miss the full width of track on exit and can force more steering later.
Use the eyes to buy time. Look to the piece of track the car will use next, then turn only as much as that information supports. This does not mean delayed reactions. It means the reaction is fed by fresh information. On a familiar track, the danger is that your memory becomes louder than your eyes. Bentley reminds drivers that every track has its own personality and that success depends partly on how well you know and adapt to each track. Adaptation requires current input. If you are still driving last session's picture while grip or traffic has changed, your scan has narrowed even if your eyes are open.
Sub-skill five: using all the track without staring at the edge
Bentley is blunt that unused track costs speed. Under pressure, drivers often give track away in two opposite ways. Some stare at the edge and scare themselves into early throttle delay or extra steering. Others stare at the apex or car ahead and never see the exit width until it is too late. The skill is edge awareness, not edge fixation.
On entry, know how much space you have to set up the corner. At the apex, know whether the car is positioned to release steering. On exit, know whether the outside tire is reaching the usable edge. You are not trying to hang a tire over the edge by force. You are using track width as feedback. If you consistently finish a corner with several feet unused and the car stable, the scan or plan is probably too conservative. If you run out of track because you added throttle before the car could accept it, the scan skipped the traction question.
Sub-skill six: converting pressure into debrief, not drama
Bentley's testing and practice material pushes drivers to watch quicker cars, debrief with an engineer, mechanic, or themselves, and make notes. That is a pressure-management skill because it changes the meaning of intensity. Instead of treating pressure as a verdict, you treat it as data collection. A faster driver ahead is not only a threat. It is information. A missed entry is not only frustration. It is a question about speed, line, brake release, or attention.
The right debrief question is specific. Ask what can be changed to go faster, but do not answer with a vague command like be braver. Ask what cue disappeared. Did you stop hearing the tire? Did you stop feeling the brake release? Did your eyes pause at the apex? Did you quit using the exit edge? Did your hand speed up? That debrief turns the next session into training rather than emotional repair.
Where narrowing shows up first
Narrowing usually appears first in one of four places: entry, correction, traffic, or post-error recovery. Entry is the hardest because, as Bentley's entry-phase discussion suggests, setting the speed for a turn is a more difficult problem than simply squeezing throttle while exiting. Under pressure, entry invites a rushed decision: brake too late without reading speed, release too quickly, turn too sharply, or commit to the apex before the car is ready.
Correction is the second place. A slide compresses time, and the driver's survival instinct can keep correcting after the first correction. The Going Faster slide material supports a cleaner pattern: correct, then use the pause to know what comes next. That pause is not a delay born from fear. It is the moment where the scan reopens.
Traffic is the third place. A quicker car ahead can become a moving tunnel. You watch its bumper instead of the corner. Bentley's practice advice supports using a quicker car as a learning target by observing braking and cornering, then debriefing. Observation is not fixation. You watch enough to learn, then return to your own cues.
Post-error recovery is the fourth place. A mistake can pull attention into judgment, but this module has sibling lessons for that. Here, the specific scan task is to restore input. Breathe, release excess effort, move the eyes to the next usable track, feel the car, and ask the next driving question. You do not need to feel pleased about the error. You need to be perceptually available for the next cue.
Calibration cues: how improvement feels
A better pressure scan feels quieter without feeling slower. Your hands move later only because the eyes and body are giving better information, not because you are hesitating. The steering wheel feels more like a sensor and less like a handle you are pulling against. You notice engine and tire sound again. You can feel pitch and roll during the brake release instead of remembering the corner only as a blur. You use more of the track on exit because your eyes got there before the car did. You can describe what the car did in the debrief instead of only describing what you wanted.
You may also notice that your best laps feel less heroic. That fits the bonded material. Great performances are not always produced by more visible effort. If the lap is cleaner, the inputs are calmer, and you still carry speed, you are moving in the right direction. If you are trying harder and every correction is bigger, the intensity may be going into the muscles instead of the scan.
If you use video or data, keep the evidence tied to the sources. Look for steering that becomes less abrupt, because the cornering chunk supports slower and smaller steering as a speed-positive direction. Look for whether you actually use the exit track, because the track-use chunk supports that as a speed cue. Look for whether a slide or error produces one correction followed by readable recovery rather than a series of panic inputs, because the Going Faster slide chunk supports the correction-pause pattern. Do not let data become another form of judgment. Use it to ask better awareness questions.
Common failure modes
The first failure mode is effort inflation. You feel pressure and add grip strength, jaw tension, and steering speed. The car may still make the corner, but you lose feel and usually add correction later. The fix is to treat hand pressure as a warning light. When it rises, exhale and let the wheel become information again.
The second failure mode is marker fixation. You pick one braking point, apex, car, or lap-time target and let it crowd out the rest of the scan. The fix is not to abandon markers. The fix is to make the marker the beginning of the scan, not the end of it. After the marker, read speed, load, release, rotation, and exit space.
The third failure mode is apex obsession. You make the apex the whole corner. This often costs exit track and exit speed. The fix is to connect apex to track-out in your eyes before you ask the hands for final commitment. The bonded track-use chunk gives you the performance reason: unused track is speed left behind.
The fourth failure mode is correction stacking. The rear moves, you correct, then you keep adding because the surprise has not left your body. The fix is correction, pause, read. If the car accepted the first correction, unwind the extra effort. If it did not, make the next smallest useful correction.
The fifth failure mode is debrief vagueness. You come in and say you need to be smoother, braver, or more focused. Those may be true, but they are not yet useful. The fix is to identify which input channel collapsed: eyes, feel, hearing, breath, effort, or question. Then practice that channel in the next session.
How to practice without an instructor in the right seat
Use a session goal that is small enough to survive pressure. Do not decide to fix your whole mental game. Pick one pressure corner or one pressure situation. For the first three laps, drive it with special attention to breath and hand pressure. For the next three laps, add eyes to exit space. For the next three laps, add body feel during brake release or throttle application. After the session, write down which channel disappeared first and what the car did when it disappeared. That record matters because Bentley's practice material emphasizes debriefing and notes, and because practice programs what you will later do automatically.
The success standard is not immediate lap time. The standard is whether you can keep gathering information while intensity is present. Over time, that should support better speed, better track use, fewer abrupt inputs, and more consistent execution. The lap time follows from the quality of the lap, not from forcing the lap to prove something.
Cross-references
Use the sibling lesson on judging when the problem is post-error self-evaluation. Use the sibling lesson on self-talk when you need a short phrase to aim attention. Use the sibling lesson on returning after surprise when the scan collapsed after an unexpected event. Use the sibling lesson on driving the cue instead of the expectation when you notice that memory of the corner is overpowering current input. This lesson is the bridge among them: it gives you the perceptual channels you are trying to protect under pressure.
Worked example: corner entry when the entry feels blindfolded
The corpus gives a strong situation for this lesson: the corner entry. Bentley's entry-phase discussion treats the entry as more demanding than the exit because the driver must determine and set the car's speed before the turn. That is exactly where intensity can narrow the scan. Imagine you are approaching a familiar medium-speed corner with a good lap in progress. The lap feels important, so your attention starts to compress around the braking marker. You hit the marker, but your eyes stay too low. You release the brake because that is what you did last lap, not because the car is ready. The front accepts some steering, then begins to ask for more track or less input. If you are narrow, you answer with more steering. If you are scanning, you feel that the car needs speed adjustment or release timing, not panic hands.
The pressure-scan version is different. Before the braking zone, you exhale enough to soften the hands. At the marker, you begin braking, but the marker does not end the scan. Your eyes move to turn-in and then through the corner to the exit space. Your body reads pitch and load during release. Your hands wait until the eyes and body agree. If the car is ready, you turn with one calm input. If it is not ready, you adjust speed or release shape before asking the front tire for more. On exit, the outside edge becomes feedback. If you left a lot of usable track while the car felt settled, you probably over-slowed or under-committed. If you ran out of track because throttle arrived before the car could accept it, you skipped the traction question. The goal is not a timid entry. The goal is an entry where intensity makes you read more accurately, not less.
Worked example: tail-out slide and the pause
A tail-out slide is a clean test of whether pressure has narrowed the scan. The slide happens quickly, and the driver often keeps adding correction because the body is still alarmed even after the first useful correction has begun to work. The Going Faster chunk gives the key sequence: make the correction, then use the pause as a cue for what comes next. For this lesson, the pause is the skill. It is the moment where the scan reopens.
Picture the rear stepping out at corner entry or early exit. A narrow scan sees only rotation and fear. The hands react, then keep reacting. The car may snap back the other way because the driver is correcting the feeling of surprise rather than the motion of the car. A wider scan still corrects quickly, but then it listens. Did the rotation slow? Did the front start to point where you need? Did the load move back across the car? Is throttle helping settle the car or feeding the slide? The driver who can read those answers has more choices. The driver who cannot read them only has more effort.
Train the phrase correction, pause, read as a physical rhythm. Correction is the input that arrests the slide. Pause is the refusal to stack unnecessary input. Read is the sensory check through hands, seat, eyes, and sound. If the car accepted the correction, unwind and resume the line. If it did not, add the next smallest useful answer. The success criterion is not that you never slide. The success criterion is that a slide does not erase your ability to feel what the car is doing after the first correction.
Worked example: following a quicker car without losing your scan
Bentley's practice advice includes watching a quicker car, noticing where it brakes and how it takes corners, and then debriefing what you learned. That is useful, but it creates a pressure trap. A faster car can turn your scan into a stare. You begin watching the other driver's bumper, brake lights, or line, and your own car becomes secondary. You may brake because the other car braked, turn because it turned, or chase a line that does not fit your speed, tire, or position.
The better version is observation with ownership. On the straight, pick one thing to observe: where the quicker car begins braking, how long it carries brake release, where it places the car at entry, or how much track it uses on exit. Then return to your own scan before your input. Ask whether that observation changes something different about your car or your approach. Maybe the answer is yes: you were leaving exit track unused, or turning in with too much steering. Maybe the answer is no: the other driver has different grip, car balance, or traffic. The pressure skill is to learn from the car ahead without letting it drive your car for you.
After the session, write one note. Avoid a vague note like follow faster drivers better. Write the usable cue: earlier eyes to track-out behind traffic, less hand speed when closing on a car, or observe brake point then read my own speed. That turns pressure into learning rather than imitation.
Common mistakes
Effort inflation is the most common mistake. You get intense and your muscles try to prove it. The wheel grip rises, shoulders climb, and steering inputs get faster. Good looks like the opposite: the lap is still committed, but the body is quiet enough to feel small changes.
Marker fixation is the second mistake. You treat the braking marker or apex as the whole job. Good looks like using the marker as a trigger to begin a richer scan: speed, load, release, rotation, and exit space.
Single-channel driving is the third mistake. You drive only from vision, or only from memory, or only from fear in the seat. Good looks like combining vision, kinesthetic feel, and hearing so the car has more than one way to report what is happening.
Correction stacking is the fourth mistake. A slide or surprise makes you keep adding input after the first correction. Good looks like correction, pause, read, then the next smallest useful action.
Exit blindness is the fifth mistake. You make the apex and forget the track-out. Good looks like seeing usable exit surface early enough that the steering can release and the car can use the track.
Debrief drama is the sixth mistake. You come in with a judgment instead of information. Good looks like asking which cue collapsed and what you will do in the next session to keep that channel open.
Drill: three-session pressure scan ladder
Run this drill at your next event on one corner or one repeated situation. Choose a corner that matters to lap time and that reliably raises your intensity, but do not choose the most dangerous or chaotic place on the track. The drill takes three sessions.
Session one is breath and hands. For six laps, your only goal in that corner is to notice hand pressure before the braking or turn-in cue. On each approach, exhale, soften the hands, and keep the steering wheel as a sensor. Success means you can describe whether hand pressure rose and whether the steering input became calmer. Lap time is not the score.
Session two is eyes and track use. For six laps, keep the same breath and hand cue, then add early eyes to exit space. After each lap, note whether you used the available exit track or left speed on the table by pinching the car. Success means your eyes reach the exit before your hands finish the main steering input.
Session three is body feel and debrief. For six laps, add one kinesthetic cue: brake-release pitch, front-tire bite, rear rotation, throttle acceptance, or slide recovery. Pick only one. After the session, write three lines: which channel stayed open, which channel collapsed first, and what one change you will test next. Success means the debrief names a specific sensory cue rather than a mood or verdict.
Repeat the ladder on another pressure situation only after you can run the first one without the scan collapsing. Practice is programming, so do not rehearse a giant checklist you cannot run at speed. Rehearse a small reset that survives speed.
When this principle breaks down
The principle breaks down if you use it as an excuse to under-drive the car. Keeping the scan open does not mean coasting into corners, refusing to commit, or waiting for perfect certainty. The corpus supports driving at the limit, using the track, sensing speed and traction, and adapting to the circuit. The scan exists to support commitment, not replace it.
It also breaks down if you try to process everything consciously. The goal is not to narrate every vibration and sound. The goal is to keep enough input available that trained skill can operate. Bentley's inner-speed material points toward accessing skills in the preferred state and eventually driving more automatically. Your conscious reset should be brief: breathe, eyes, feel, question. Then drive.
Finally, it breaks down if the situation requires a safety response. If there is a flag, fluid, mechanical failure, or unsafe traffic behavior, the priority is safety and rules compliance. A wide scan helps you see those situations sooner, but it does not turn a compromised situation into a place to chase speed.
Author Review
No quiz questions are attached to this lesson.
Sources
| # | Document | Chunk | Pages | Score | Collection |
|---|---|---|---|---|---|
| 1 | Inner Speed Secrets - Ross Bentley | 12b38229-583d-d709-b629-b88b24921c14 | 164 | 1 | uio_books_raw_v1 |
| 2 | Ultimate Speed Secrets - Ross Bentley | 13d5ad27-440c-a690-f470-907b60dcfb22 | 476 | 1 | uio_books_raw_v1 |
| 3 | Inner Speed Secrets - Ross Bentley | 42cd9797-25c1-9bbb-d1f4-7aa50b893094 | 189 | 1 | uio_books_raw_v1 |
| 4 | Inner Speed Secrets - Ross Bentley | 1f89d950-4532-a2f9-3f06-33a6a39f92d6 | 24 | 1 | uio_books_raw_v1 |
| 5 | Ultimate Speed Secrets - Ross Bentley | c179b4ca-b1cd-bbae-16ca-d15b1ecdfc12 | 11 | 1 | uio_books_raw_v1 |
| 6 | Ultimate Speed Secrets - Ross Bentley | 536ffcb0-b4fd-90e0-b1a6-b29d29b9de0f | 217 | 1 | uio_books_raw_v1 |
| 7 | Ultimate Speed Secrets - Ross Bentley | 47f6de8d-9d56-5b6d-547a-f1e7bb92faaf | 152 | 1 | uio_books_raw_v1 |
| 8 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 42b988c1-099f-1e50-5938-5c922b3d5630 | 47 | 1 | uio_books_raw_v1 |
| 9 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 2cc8fb73-bf8b-6575-5167-9dbef050bdfe | 75 | 1 | uio_books_raw_v1 |
| 10 | Ultimate Speed Secrets - Ross Bentley | 7f32498f-d9fd-bd02-17d6-a1aa8be21a50 | 501 | 1 | uio_books_raw_v1 |
| 11 | Going Faster Mastering the Art of Race Driving - Carl Lopez | cc57a48c-dcf2-7477-8b3b-db30df3737bc | 33 | 1 | uio_books_raw_v1 |
| 12 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 132b7a24-40cb-abb1-5287-ba5b0971b786 | 120 | 1 | uio_books_raw_v1 |