Make every eye jump answer a question
Generated from
content/lms/mental-game-ii-perceptual-science/02-train-racing-speed-gaze/02-jump-your-eyes-ahead-with-purpose.md; edit the source file, not this page.
Source path: content/lms/mental-game-ii-perceptual-science/02-train-racing-speed-gaze/02-jump-your-eyes-ahead-with-purpose.md
Course: See sooner and decide faster at speed
Module: Put your eyes where the future arrives
Estimated duration: 48 minutes
The skill in this lesson is not simply looking farther ahead. You already know you should keep your eyes up. The harder intermediate skill is giving every eye movement a job. Your eyes should not wander down the road as a vague habit. They should jump ahead to collect an answer you need soon enough to use it.
Think of a lap as a chain of questions. Before braking, you ask whether anything ahead will change the plan: traffic, flags, debris, a car stopped near the line, surface change, or a pass that needs to be planned before you arrive. At the braking point, you ask where turn-in begins and what line will connect that point to the apex. Once the car has begun turning and you know it is on line, you ask where the track-out point is and how much road you will have. At the apex, you ask what comes after track-out and how you will approach the next corner. This is the difference between eyes that are up and eyes that are useful.
The mechanism is simple, but it matters. Driving fast gives you a shrinking time budget. If you wait until the car is at a point before you start deciding what that point means, you spend the most loaded part of the corner processing. That is when the tires are already being asked to brake, turn, or accelerate near their limit. A late eye movement usually becomes a late hand or pedal correction. A purposeful eye jump moves the decision earlier. You see, process, choose, and then arrive with the car already aimed at the answer.
This is why vision cannot be separated from technique. Braking, steering, throttle release, trail-brake release, line choice, and passing decisions are all physical actions, but they are ordered by what your mind has already selected. Bentley makes the broader point that driving is both mental and physical because the body does not act independently of the brain. In this lesson, treat eye jumps as the bridge between the mental plan and the physical input. The car goes where your current question has placed your attention.
The rule is: jump your eyes ahead only when the jump answers the next useful question. If the jump does not answer a question, it is sightseeing. If you stay on the current point after you already have its answer, it is fixation. If you jump so far ahead that you stop knowing where the car is right now, it is escape. The useful pattern is answer, release, jump, verify.
Answer means you identify the fact you needed. Release means you stop staring at the old target once it has done its job. Jump means you move to the next decision point before the car needs the input. Verify means you keep enough awareness of the car and line to know whether the earlier answer is still valid.
At intermediate pace, your biggest gains often come from removing unplanned gaps in that pattern. You may brake at the same marker each lap, but one lap your eyes are still on the brake marker while the car is ready to turn. You may know the apex, but you keep staring at it until the car is almost there, so track-out arrives as a surprise. You may look through the corner, but without a specific question, so you see the scenery and miss the surface detail, curb, slower car, or change in available road that should have shaped your input. The fix is not louder self-talk. The fix is sharper questions.
The core questions are tied to corner phases.
On approach, the question is: what will change my plan before I reach the brake zone? This is where you scan through the corner and beyond it. You are not just admiring the track. You are looking for flags, traffic, debris, a slower car, a spinning or stalled car, a surface change, or anything else that changes your line or timing. Lowum emphasizes looking and thinking ahead of the car so you have more time to see, process, think rationally, and execute calmly. That is the purpose of this first jump.
At braking, the question is: where must the car be pointed when I release enough brake to turn? Your gaze should move through the turn-in point toward the apex because braking is not an isolated event. It is the setup for entry. If your eyes are late here, your hands often become abrupt because the corner has arrived before the plan has. If your eyes move with a question, you are not merely looking at the apex. You are asking whether the braking, release, and steering rate will place the car on the intended path.
At turn-in, the question is: is the car actually entering on the line I planned? This is where many drivers misunderstand looking ahead. You do not abandon present awareness. You confirm the car is on line, then release the apex as a fixation target and jump toward track-out. Lowum gives that sequence clearly: once you initiate turn-in and know the car is on line, look past the apex to track-out. The timing matters. Too early, and you may miss that the car is not actually headed where you thought. Too late, and you stare at the apex until the exit is already being decided.
At apex, the question is: how much exit road do I have, and what does the next section require? If track-out is open and the next straight or corner has no hazard, your eyes can go far down the track and your throttle decision can be made calmly. If the exit is crowded, dirty, narrowed by a car, or leading into a compromised next corner, the answer changes. The best eye jump is the one that gives your hands and feet enough time to adapt without a panic correction.
This lesson sits beside other gaze lessons, but it is narrower. The sibling lessons cover seeing the current point without getting trapped there, releasing the present point, building a three-part search pattern, widening awareness, and reading inputs as evidence of your eyes. Here, the emphasis is purpose. You are learning to turn each eye jump into a question that changes what you do with the car.
Sub-skill one is naming the next answer before you move your eyes. Do this with short question labels. Use approach check, turn-in answer, apex answer, exit answer, and next-corner answer. The labels should be brief enough to think at speed. You are not giving a speech in your helmet. You are cueing the mind to collect one useful piece of information.
For example, approaching a corner, approach check means you scan through the corner for anything that changes the plan. Turn-in answer means you locate the place where your steering input begins and connect it to the braking release. Apex answer means you identify the point or zone the car must pass near. Exit answer means you identify available road and throttle permission. Next-corner answer means you start preparing the next sequence before the current exit consumes all your attention.
Sub-skill two is separating looking from deciding. Many drivers look at a point and assume they have made a decision. They have not. A useful eye jump ends with a decision. The decision can be small: stay with the normal line, delay throttle, use less curb, release brake more slowly, leave margin for a slower car, or prepare a pass later rather than forcing it now. If nothing in your driving could change from what you just saw, either the question was too vague or you already had the answer.
Sub-skill three is releasing the old target. Once the old point has answered its question, it becomes background. This does not mean you stop sensing the car. It means you stop spending central attention on a point whose useful work is finished. Bentley describes how awareness of exact car placement near the apex can let the driver unconsciously correct the path toward the ideal image of the line. That is the balance you want: detailed awareness without visual imprisonment.
Sub-skill four is verifying with feel. The eyes ask the question, but the car answers through the body. If your eyes jump to track-out and your hands immediately add steering, that tells you the earlier turn-in or apex answer was wrong or late. If your eyes jump to the next corner and you have to lift abruptly because the exit did not open as expected, your exit answer was incomplete. If you repeatedly miss the apex after moving your eyes early, you are jumping before you have verified the car is on line. The solution is not to stare longer by default. The solution is to time the verification better.
Sub-skill five is connecting vision to the tire budget. At the limit, the car cannot accept unlimited braking, steering, and throttle at the same time. Bentley explains that too much steering angle for the amount of braking or acceleration can exceed the traction limit at one end of the car. This makes purposeful gaze more than a mental-game exercise. If your eyes are late, you tend to stack inputs late. You turn more while still braking too much, or you add throttle while still holding more steering than the tires can accept. Earlier answers let you blend inputs instead of surprising the tire.
Sub-skill six is making the question specific to the car. A production car with mass spread farther from the center reacts more slowly to initial turn-in than a car with mass closer to the center. Bentley uses moment of inertia to explain why a higher-inertia car needs a slightly earlier, more progressive turn-in. That changes the gaze question. In the slower-responding car, you cannot wait until the exact same visual moment and then snap the wheel. You need the turn-in answer earlier and the steering rate question must include patience. Your eyes should be far enough ahead to let the car rotate progressively rather than forcing it to catch up.
Sub-skill seven is reading the track, not just the racing line. Knowing the track means knowing more than which way the next corner goes. Bentley lists surface type, bumps, curbs, radius, camber, elevation, hillcrests, and straight length as things to read. Your eye jumps should ask about those details. Is the surface at turn-in different from the surface at apex? Is the corner tightening? Is the road falling away? Is there a curb that can help or one that will upset the car? Is the straight long enough that exit speed must dominate the compromise? A question that only asks where is the apex is often too small.
This is also where self-coaching belongs. Bentley recommends continually asking positive self-coaching questions to raise awareness. That is exactly what this skill trains. The question should be useful, answerable, and pointed toward improvement. Instead of telling yourself not to mess up the corner, ask whether you can enter a particular corner slightly faster, whether the car is closer to the apex than last lap, or whether the exit road opened earlier. The best question pulls your attention toward a controllable detail.
A useful eye question has four qualities. First, it is timed early enough that the answer can change the input. Second, it is local enough that you can answer it from the cockpit. Third, it is tied to a driving action. Fourth, it leaves you calmer, not busier. If a question creates panic, it is probably too late or too broad. If it creates no action, it is probably too vague.
Build the habit in slow layers. On your next session, do not try to install a complete pro-level vision system in every corner at full pace. Pick one corner and one question. For two laps, ask only whether you can identify track-out before apex. Then add whether you can verify the car is on line before releasing the apex. Then add whether the next corner needs preparation before exit. The point is to create an orderly chain, not to overload your attention.
Calibration cue one is calm hands. When your eye jumps are purposeful and early, your steering inputs usually become slower without making the car slower. Bentley notes that you should slow steering inputs without slowing corner entry, midcorner, and exit speeds, and that less steering wheel movement is faster. Purposeful gaze supports that because the hands are not rescuing late decisions. They are carrying out decisions that were made earlier.
Calibration cue two is less surprise at track-out. A driver with late eyes often arrives at exit still asking where the road went. A driver with purposeful eye jumps already knows whether the exit is available. The felt signature is that throttle application becomes less hopeful. You are not adding power and waiting to see whether the car will fit. You saw the answer earlier and are feeding throttle into a known amount of road.
Calibration cue three is cleaner correction size. You will still make corrections. The goal is not a dead steering wheel or a frozen body. The goal is smaller, earlier, more informed corrections. If the car is drifting wide at midcorner, you notice sooner because your track-out question has already been asked. If the car is under-rotating in a high-inertia production car, you feel it before the apex is gone because your turn-in answer included the car response time.
Calibration cue four is better debrief notes. Bentley recommends debriefing after each session and making notes about the car and your driving, then asking what can be done to go faster. For this lesson, your debrief should record which question failed. Do not write only missed Turn 4. Write late exit answer in Turn 4, stared at apex, added steering at track-out. That note gives you a next-session task. A vague note gives you frustration.
Calibration cue five is lap-time shape, not only lap-time total. If the eye question improves exit preparation, you may see better speed onto the straight even if entry speed is unchanged. If it improves approach scanning, you may lose less time when traffic appears because you planned earlier. If it improves braking-to-turn-in connection, the data may show smoother release and less midcorner minimum-speed penalty. The point is to connect the outcome to the phase question.
Failure mode one is the landmark stare. You choose a brake marker, turn-in point, apex cone, curb end, or track-out patch and keep your eyes there after it has already answered its question. It feels safe because the target is familiar. It costs time because the next decision arrives late. The recovery is to use a release cue. As soon as the car is committed and the answer is known, say next answer internally and move the eyes.
Failure mode two is the decorative scan. Your eyes move, but they do not collect a decision. This often happens when a driver has been told to look farther ahead but has not been taught what to look for. The eyes float down the track while the hands still react late. The recovery is to make each scan binary or specific. Is track-out open? Is the apex reachable? Is there traffic that changes the line? Is the surface clean? A question with a usable answer beats a wide, unfocused look.
Failure mode three is the premature escape. You jump to the exit before you know whether the car is actually on the intended entry line. It feels advanced because the eyes are far ahead. It costs control because the present car position drifts outside the plan. The recovery is answer, then release. Verify entry first, then jump. The sequence matters as much as the distance.
Failure mode four is the panic question. You ask the right question too late. Where is track-out? Where is the apex? Where is the next car? By the time you ask, the car already needs an input. The late question creates abrupt steering, brake release, or throttle changes. The recovery is moving the question one phase earlier. Ask about track-out at turn-in, not at track-out. Ask about the next corner at apex, not after exit.
Failure mode five is the wrong question for the corner. Some corners reward exit speed. Some demand patience because of camber, radius, bumps, or surface. Some are compromised by traffic. If you ask only how fast can I enter, you may damage the exit. Bentley describes a priority progression: line, acceleration phase, corner-entry speed, then midcorner speed. Your eye questions should respect that priority. If your line and exit are not stable, do not make every gaze question about carrying more entry speed.
Failure mode six is copying another driver without understanding the reason. Bentley advises watching successful drivers and asking why the car or driver is doing what it is doing, while also warning that what works for someone else may not work for you or your car. In gaze terms, do not copy only the visible line. Ask what question that driver seems to be answering. Are they turning earlier because the car responds slowly? Are they using a different apex because of exit priority? Are they avoiding a bump? Observation becomes useful when it becomes a question, not when it becomes imitation.
Worked example: the braking-point-to-apex chain.
You are approaching a familiar right-hander at an HPDE pace where braking is real but not desperate. Your old habit is to stare at the brake marker until you reach it, brake, then look for the apex. That feels orderly, but it makes the corner arrive in pieces. The purposeful-eye version starts before the brake marker. On approach, you scan through the corner for plan changers. Is there a flag? Is there a slower car near the apex or exit? Is the line clean? If the answer is no change, your eyes move to the turn-in-to-apex relationship.
At the braking point, your question is not simply did I brake at the marker. It is whether the car is being slowed and aimed so turn-in can start on time. Your eyes move through turn-in toward the apex. As you release brake and begin steering, you verify the car is on the planned entry path. Once it is, you release the apex from central attention and jump to track-out. At apex, you are already asking how much exit road is available and what happens next.
The important part is the chain of answers. You did not look up because looking up is virtuous. You looked up to answer whether the plan was clear. You did not look to the apex because apexes are important. You looked there to connect braking release and steering. You did not look to track-out as a style point. You looked there to decide throttle permission and steering unwind. The car should feel less rushed even at the same speed because the decisions are arriving before the inputs.
Worked example: the production car that will not tuck into the apex.
You are driving a heavier production-based car, and in one medium-speed corner it consistently misses the apex unless you over-slow. The tempting explanation is that the car has a handling problem. The chunk on moment of inertia gives you another question to ask. If the car has a higher moment of inertia, it takes longer to respond to initial turn-in. The useful gaze question becomes: have I identified the turn-in answer early enough to steer progressively, or am I waiting too long and then asking the front tires to do too much at once?
On the next session, you keep the same basic line goal, but you move the decision earlier. You do not snap the car at the apex. You look through turn-in to apex sooner, begin the turn-in slightly earlier, and make the steering input more progressive. Then you verify whether the car is actually tucking toward the apex without the extra over-slowing. If it does, the improvement came from a better question and timing, not from muscling the wheel.
This example also shows why eye jumps are car-specific. In a quicker-responding car, the same visual timing might work. In the production car, the answer has to arrive earlier because the car takes longer to change direction. Your eyes are not just finding geometry. They are giving the specific car time to respond.
Worked example: a Trans-Am style trail-braking lesson.
Bentley describes needing to improve trail braking in a Trans-Am car because it was the only way to go fast in that type of car. The eye question in that situation is not just where is the apex. It is how do I release brake as steering builds so the tire stays near its useful limit without asking too much from the front or rear. On approach, you identify the braking point and the corner shape. At turn-in, your eyes have to be far enough ahead that your brake release is not a panic event. The more steering you add, the more brake you release. By the time you are off the brake, the car should be using cornering grip rather than being shocked by overlapping demands.
If your eyes are late, trail braking becomes a hand-and-foot scramble. You brake, realize the apex is arriving, turn abruptly, hold too much brake, and the car either refuses to rotate or becomes unstable. If your eyes are purposeful, the apex and track-out answers shape the release. You know how much rotation you need, so the release rate has a reason.
Worked example: planning a pass before you arrive.
Lowum points out that executing a pass is easier when you have seen the other car, studied tendencies, planned where and how to pass, and adjusted pace, instead of arriving on the bumper and then trying to solve it. This is a perfect example of an eye jump answering a question before the car demands action.
On approach to traffic, the question is not simply can I catch this car. It is where will this driver place the car, where will I have legal and safe room, and what pace adjustment makes the pass calm rather than improvised? Your eyes must gather information over more than one corner if possible. Does the car ahead brake early? Do they pinch exit? Are they inconsistent near apex? The answer may be that this corner is not the pass. That is still a useful answer. A purposeful eye jump can prevent a bad commitment as much as it can create a good opportunity.
The same rule applies in HPDE with point-bys and passing zones. The early question gives you time to be predictable. The late question produces crowding, abrupt closing speed, and frustration. The better driver is not the one whose eyes merely see the bumper sooner. It is the one whose eyes ask what plan will keep both cars calm and placed.
The practice method is a three-session progression.
Session one is the single-corner question drill. Pick one corner where you already know the basic line and where traffic is usually manageable. For six laps, use only one question: can I identify track-out before I reach apex? Do not change your pace to prove anything. Keep the same entry speed. The success criterion is that, on at least four of six laps, you can report immediately after the corner whether track-out was open, partially compromised, or required patience before you got there. If you cannot report that, you were not actually answering the question.
Session two adds the release cue. In the same corner, use the sequence apex answer, release, exit answer. For eight laps, your job is to verify the car is on line at turn-in, then move your eyes to track-out before apex. The success criterion is smaller steering correction after apex without reducing entry speed. If you miss the apex repeatedly, you jumped too soon. If you still add a large steering correction at exit, you jumped too late or failed to convert the track-out answer into throttle and unwind timing.
Session three adds the next-corner question. Choose a corner that leads into another meaningful section. For six to ten laps, ask the exit question by apex and the next-corner question by track-out. The success criterion is that your approach to the following corner feels less rushed and your debrief notes identify one specific preparation benefit, such as earlier mirror scan, calmer brake setup, better side placement, or earlier recognition of traffic.
Run this drill below your personal limit. The skill is not bravery. It is timing and information quality. Once the pattern is stable, increase pace gradually and see whether the questions survive. If they disappear as speed rises, the pace has exceeded your current perceptual processing. Back down slightly and rebuild.
Common mistake: asking a negative question. If the internal question is will I crash, will I miss this, or am I too fast, attention moves toward fear rather than controllable evidence. Bentley gives the contrast between a crash thought and a positive, specific thought about entering Turn 4 slightly faster. The better version is specific and measurable. Ask whether the car can enter a half step faster, whether the release can be smoother, or whether the apex distance matches the plan. Good looks like a question that points to one action.
Common mistake: asking a question with no timing. Where is the apex can be useful or useless depending on when you ask. Asked on approach, it shapes braking and turn-in. Asked at the last instant, it creates a grab at the wheel. Good looks like asking each question one phase before the answer is needed.
Common mistake: treating vision as separate from line. If you know every visual target but your line is inconsistent, the questions are not connected to action. Bentley emphasizes that knowing the track includes detailed surface, radius, camber, elevation, and straight length. Good looks like visual questions that explain the line choice: this corner tightens, this exit matters because the straight is long, this surface change affects release, this curb changes placement.
Common mistake: using far vision to ignore close evidence. Keeping eyes up does not mean pretending the car is not missing the line. Bentley's awareness example near the apex shows the value of seeing and feeling where the car is placed. Good looks like a wide enough awareness that you can look ahead while still sensing whether the car is matching the intended path.
Common mistake: chasing speed before the question is stable. Bentley's priority list warns against trying to carry blazing midcorner speed before perfecting line, acceleration phase, and entry speed. Good looks like asking questions that protect the line and exit first. Once those answers are reliable, then you can ask whether entry or midcorner speed can rise.
Common mistake: debriefing the symptom instead of the failed question. Saying I was bad in Turn 4 does not give you a practice plan. Saying I looked to track-out after apex and had to add steering gives you the next drill. Good looks like notes that name the late, missing, or wrong question.
When this principle breaks down, it usually breaks down for a good reason. Heavy traffic, a flag station, a car off line, oil, debris, or a sudden change can interrupt the normal sequence. The goal is not to force the planned gaze chain through a new reality. The goal is to ask the new highest-value question. If a flag appears, the question becomes what is required right now for safety and compliance. If a car spins, the question becomes where is the safe path and what inputs keep the car controlled. Purpose does not mean rigidity. It means your eyes serve the most important decision available.
This also applies to racing compromises. Bentley points out that a driver constantly has to monitor and adjust for rubber, oil, competitors, handling changes, tire condition, and strategy, and that the driver choosing the best compromises is most often the winner. Your eye questions should adapt to that reality. A qualifying lap, an HPDE traffic lap, a rain lap, and a race lap may all use the same corner geometry, but the next useful question may be different.
The final test is whether your eyes make you earlier, calmer, and more accurate. Earlier means the answer arrives before the input. Calmer means the input is not a rescue. More accurate means the car is placed closer to the intended line with less unnecessary steering, braking, or throttle correction. After a session, ask Bentley's central improvement question in this specific form: what eye question would have helped me go faster, safer, or calmer in the corner that cost me the most?
If you can answer that, you are no longer just looking farther ahead. You are coaching yourself at speed.
Worked example: the braking-point-to-apex chain
Approach the corner by scanning through it for plan changers before the brake point. At the brake point, move your eyes through turn-in toward the apex so braking release and steering have a shared target. Once you initiate turn-in and verify the car is on line, release the apex from central attention and move to track-out. At apex, look beyond track-out and begin preparing the next corner. The useful measure is not whether your eyes were high. It is whether each jump answered the next decision soon enough to make your input calmer.
Worked example: the production car that will not tuck into the apex
A production-based car with higher moment of inertia may take longer to respond to initial turn-in. If you wait for the same visual cue you would use in a quicker-responding car, you may end up over-slowing or adding abrupt steering to reach the apex. The eye question becomes whether you have identified turn-in early enough to make a progressive input. Begin the turn-in slightly earlier, make the steering build more gradual, and verify whether the car reaches the apex without extra speed loss.
Worked example: planning a pass before you arrive
When you come up on slower traffic, the useful eye question is where and how the pass can be prepared, not simply how quickly you can close the gap. Watch the other driver's tendencies, identify whether the pass belongs in this corner or a later passing zone, and adjust pace early enough that both cars remain predictable. A late gaze creates a late plan. An early, purposeful gaze lets you decide whether to pass, wait, or position the car for the next opportunity.
Common mistakes
The landmark stare is fixation on a brake marker, apex, or track-out point after it has already answered its question. Good looks like releasing that point and moving to the next answer. The decorative scan is moving the eyes without making a decision. Good looks like a specific question tied to an input. The premature escape is jumping to exit before verifying the car is on the intended entry line. Good looks like answer, release, jump, verify. The panic question is asking the right thing too late. Good looks like asking about the next phase before the car needs the input. The copied-driver question is imitating another line without understanding why it works. Good looks like observing the line, car attitude, and strategy, then deciding whether it fits your car and conditions.
Drill: one-corner question progression
Use one familiar corner for three sessions. In session one, run six laps asking only whether you can identify track-out before apex. Success is being able to report whether track-out was open, compromised, or required patience on at least four laps. In session two, run eight laps with the sequence apex answer, release, exit answer. Success is smaller steering correction after apex without reducing entry speed. In session three, run six to ten laps adding the next-corner question by track-out. Success is a calmer setup for the following corner and a debrief note naming the specific question that helped.
When this principle changes under pressure
Purposeful gaze is not a rigid script. Flags, traffic, debris, surface changes, and car behavior can change the highest-value question. In those moments, abandon the planned sequence and ask the question that protects control and decision quality now. Once the interruption is handled, rebuild the normal chain. The skill is not memorizing where to look. The skill is making each eye jump serve the next real decision.
Author Review
No quiz questions are attached to this lesson.
Sources
| # | Document | Chunk | Pages | Score | Collection |
|---|---|---|---|---|---|
| 1 | Anatomy of a Corner - Dave Lowum | adb68cb3-b9ff-a53a-8a09-89ede222e919 | 10 | 1 | uio_books_raw_v1 |
| 2 | Inner Speed Secrets - Ross Bentley | 3990b821-41eb-2e1e-882a-4a7242f12d79 | 134 | 1 | uio_books_raw_v1 |
| 3 | Inner Speed Secrets - Ross Bentley | eda21d60-302f-5a68-9152-a2833b724684 | 128 | 1 | uio_books_raw_v1 |
| 4 | Ultimate Speed Secrets - Ross Bentley | d64f3ac3-8ef8-0bfd-1ea5-ca5dc9d308c0 | 197 | 1 | uio_books_raw_v1 |
| 5 | Ultimate Speed Secrets - Ross Bentley | 8a59dd5c-bd92-7571-3b97-879bd28ffbf5 | 109 | 1 | uio_books_raw_v1 |
| 6 | Ultimate Speed Secrets - Ross Bentley | ee4ddb39-cb81-0fa5-5322-b5aefed1e642 | 276 | 1 | uio_books_raw_v1 |
| 7 | Ultimate Speed Secrets - Ross Bentley | c21b9aec-19ec-713b-f58f-b40fe13cc069 | 376 | 1 | uio_books_raw_v1 |
| 8 | Ultimate Speed Secrets - Ross Bentley | 3c907bf6-581f-ae9b-9b34-7f04553f617e | 398 | 1 | uio_books_raw_v1 |
| 9 | Ultimate Speed Secrets - Ross Bentley | 7f32498f-d9fd-bd02-17d6-a1aa8be21a50 | 501 | 1 | uio_books_raw_v1 |
| 10 | Ultimate Speed Secrets - Ross Bentley | 0237a5bd-e2d4-724e-bc2e-ba13db924f66 | 11 | 1 | uio_books_raw_v1 |
| 11 | Ultimate Speed Secrets - Ross Bentley | c179b4ca-b1cd-bbae-16ca-d15b1ecdfc12 | 11 | 1 | uio_books_raw_v1 |
| 12 | Ultimate Speed Secrets - Ross Bentley | 47f6de8d-9d56-5b6d-547a-f1e7bb92faaf | 152 | 1 | uio_books_raw_v1 |
| 13 | Inner Speed Secrets - Ross Bentley | 1f89d950-4532-a2f9-3f06-33a6a39f92d6 | 24 | 1 | uio_books_raw_v1 |