Score the risk before you send it

Generated from content/lms/racecraft-ii-champion-mindset/03-championship-pressure/03-championship-risk-calculus.md; edit the source file, not this page.

Source path: content/lms/racecraft-ii-champion-mindset/03-championship-pressure/03-championship-risk-calculus.md

Course: Racecraft II — Champion Mindset

Module: Perform under championship pressure

Estimated duration: 45 minutes

This lesson is about making the move only after you have scored the risk. Not after you have talked yourself into it. Not after the other driver has made you angry. Not because the race is late and the opportunity looks dramatic. You score the risk before you send it because the championship driver is not the one who feels no pressure. The championship driver is the one who keeps the decision process working while pressure is trying to narrow it.

The core principle is simple: every high-pressure racing decision must pass through objective, reward, risk, and execution. What are you actually trying to accomplish right now? What does this action gain if it works? What does it cost if it fails? Can you execute it cleanly with the grip, space, attention, and trust available in this exact situation? If the answer is unclear, you do not have a move yet. You have an urge.

This is not a lesson about being passive. It is a lesson about being assertive without becoming aggressive. The bonded material is very direct on this distinction: racing places you in a continual fight-or-flight environment, and that is part of why the sport is compelling, but the risk has to be managed inside the decision process. The risk is not only to your own result or your own car. Other drivers are part of the equation. That makes risk calculus different from taking a speculative shot in a ball sport. In a race car, your poor decision can become someone else's impact, repair bill, injury risk, or lost weekend.

For an intermediate driver, the trap is usually not ignorance. You already know how to identify a braking zone, recognize a passing opportunity, feel a car move at the limit, and read a driver ahead at least some of the time. The trap is that pressure changes the way those skills get used. You can know the right decision in a calm debrief and still make the wrong one at the turn-in cone because the objective changed without you noticing. You wanted a clean finish at the start of the race. Then you got held up. Then the car behind appeared. Then you saw one half-opening. Suddenly your brain is no longer solving the original problem. It is solving the emotional problem of not wanting to feel trapped.

That is why the first sub-skill is naming the objective. Before a quality decision, you need a primary objective for the activity, and that objective can change with the situation. In qualifying, the objective may be a clean lap. In the first stint of a race, it may be protecting tires while staying attached to the group. In the final two laps, it may be converting one position. In a championship scenario, it may be finishing ahead of one specific competitor, not winning the corner. If you do not name the objective, every possible reward looks bigger than it is because there is no standard to compare it against.

The second sub-skill is recognizing when the objective has changed. This is where many drivers lose the plot. A change in objective is not automatically bad. If rain arrives, if a caution changes fuel range, if the car ahead starts fading, if a competitor around you shows poor wheel-to-wheel judgment, the correct plan may change. But the risk score must change with it. You cannot keep the same appetite for risk after the objective has shifted unless you have deliberately decided that the reward still justifies it.

Think of the race as a chain of compromises. The ideal line changes with rubber, oil, competitor position, tire condition, handling balance, and strategy. The winner is often the driver who chooses the best compromises most often. That is a different mental model from hunting for heroic moments. A heroic moment may win a corner. A good compromise may win the race. Under championship pressure, the move that looks brave from the outside can be poor racecraft if it spends too much risk for too little strategic reward.

The third sub-skill is separating pace risk from consequence risk. Pace risk is the normal risk of driving near the limit. You brake at the traction limit, release as you add steering, use the tire's cornering capacity, unwind steering, and add throttle. That is racing. Consequence risk is what happens if the car does not accept the demand you are about to make. Are you alongside another driver? Are you in a corner entry where setting speed is already like arriving at a limit with less certainty than corner exit? Are you combining braking, steering, and close-quarters positioning? Are you using track width that leaves no margin if the other driver moves? Same speed, same corner, different consequence.

This matters because not all risk feels risky. A late-braking dive can feel decisive because it gives your brain one urgent job: survive the braking zone. But that narrow focus is part of the danger. If you spend too much attention on braking itself, you may stop thinking about the entry, the other car, the release, and what the car must do after the brake pedal starts coming back. The goal is not simply to brake late. The goal is to brake late enough, correctly enough, with enough attention left to complete the corner and leave the other driver racing room.

The fourth sub-skill is choosing your intensity level on purpose. Bentley's R-2 pace is useful here. R-2 is just slightly off maximum attack: braking a touch earlier, shifting a little sooner, rotating the car more smoothly, and staying away from the ragged edge. You might use it to create a baseline, read car changes, save tires, save fuel, or preserve mental and physical energy. In a championship-pressure context, R-2 is not surrender. It is a tool. If the reward for a move is small and the consequence of a mistake is large, R-2 may be the championship pace for that moment. If the situation requires full attack, then you choose that too, but you choose it with your eyes open.

The fifth sub-skill is reading trust. Before a race, you should think about where you start, who starts around you, and what those drivers are like to race with. Can you trust them wheel to wheel? Do they start fast and fade? Are they predictable? That pre-race analysis is part of risk scoring, not trivia. If you know the driver ahead usually protects the inside early but gives room on exit, your risk score changes. If the driver ahead has already made two abrupt moves under braking, your risk score changes. If a driver behind is faster but impatient, your objective may become letting them spend their risk somewhere that does not involve your front corner.

The sixth sub-skill is sensory quality. Risk scoring is only as good as the inputs you feed it. You need visual, kinesthetic, and auditory information: where the other car is, how the tires are loading, whether the brake release is smooth, whether the opponent's car is settled, whether your own attention is expanding or tunneling. Information alone will not make you better. Your strategy for using that information determines the result. A championship-risk decision is not a debate in your head. It is a trained filter that uses good sensory input quickly.

The technique is a four-question gate. Use it until it becomes automatic.

Question one: What is my objective right now? Be specific. Pass this car this lap is not the same as pressure this car into using tires. Finish ahead of my championship rival is not the same as win this restart. Learn whether this setup change helped is not the same as set a hero lap. A decision cannot be quality unless the objective is defined.

Question two: What is the reward? Name the actual gain. One position. Track position before a long straight. Clear air. Avoiding time loss behind a fading car. Keeping tires alive. Protecting fuel range. Preserving enough mental bandwidth for the closing laps. The reward must be real and connected to the objective. If the only reward is relief from frustration, it scores poorly.

Question three: What is the downside if this fails? Include more than your ego. Count contact risk, lost positions, flat-spotted tires, overheated tires, lost confidence from a messy error, reduced trust from other drivers, and damage to your championship plan. Count the fact that an entry-phase mistake is hard because entry speed and brake release set the platform for everything after it. Count the fact that combining too much steering with too much braking or acceleration can exceed the tire's capacity and produce understeer or oversteer that is really technique, not car setup.

Question four: Can I execute it with margin? This is the decisive question. Margin does not mean slow. Margin means the required inputs fit the available grip and attention. Can you brake at the needed rate without locking? Can you release the brake as steering builds? Can you leave room? Can you still make the apex or the compromise line without asking the front or rear tires for more than they can give? Can you use all the available track on exit without surprising the other driver? If the answer is no, the move is not ready.

A useful shorthand is O-R-R-E: objective, reward, risk, execution. Say it in your head as four beats. Objective. Reward. Risk. Execution. At first, it will feel too slow for a race car. That is normal. You are not trying to write an essay at turn-in. You are programming a decision. The more you rehearse it in practice, debriefs, and imagery, the more it becomes a fast recognition pattern.

Here is how it sounds in the car. Objective: stay attached and finish ahead of the points rival. Reward: one position if the inside opens. Risk: opponent is unpredictable under braking and the entry is already grip-limited. Execution: I would have to brake at the limit, release perfectly, and trust a driver I do not trust. Decision: do not send it. Pressure them, preserve overlap only if they make the mistake, and look for a lower-consequence exit.

Here is the opposite. Objective: get clear because the car ahead is costing lap time and the championship rival is closing. Reward: clean air and control of pace. Risk: the driver ahead is predictable, the braking zone is straight, and you have shown your nose once already. Execution: your brake point is repeatable, the car is stable, and you can leave room. Decision: commit assertively. Brake correctly, not desperately. Get alongside early enough that the other driver understands the situation, then finish the corner with room.

The difference between those two examples is not courage. It is scorekeeping.

When you are scoring risk, remember that the entry phase deserves special respect. Corner exit is still demanding, but the entry phase is where you determine and set the car's speed for the turn. The bonded material compares exit throttle control to walking a tightrope and entry speed setting to jumping onto one blindfolded. That matters for racecraft. A pass attempt that requires you to arrive inside, brake later than usual, rotate the car while beside another car, and still make the line is stacking several difficult jobs into the least forgiving part of the corner. Sometimes that stack is acceptable. Often it is not.

This is why late braking needs a quality distinction. There is a poor version where you leave braking so late that all your attention goes into survival. There is a useful light-braker step where you carry a little more speed by braking at the same point with slightly lighter pressure. And there is the goal: braking later than before while keeping the original threshold rate, gaining a small amount by staying fast longer and a larger amount by carrying speed into the corner, without consuming all your concentration. In risk terms, the late, correct braker has execution margin. The desperate late braker has only hope.

Track width also belongs in the risk score. Using the available track is a speed principle. Leaving unused track costs speed. But in traffic, using all the track must be matched to the other driver's position and the racing room you owe. The solo-lap principle does not disappear, but the compromise changes. If you cannot use the exit you need without squeezing someone who has earned space, then your execution score is lower. A move that only works if the other driver vanishes is not a racing move. It is a wish.

The mental side is just as practical as the car-control side. Under pressure, doing the wrong thing with more effort rarely improves performance. The more intense the competition, the more important it becomes to relax and use less effort. That does not mean driving lazily. It means avoiding the muscular, breath-held, tunnel-vision version of effort that makes inputs abrupt and decisions narrow. A relaxed driver can still be fully committed. In fact, relaxation is often what allows commitment to be clean.

Pressure also exposes motivation. If your reason for taking the risk is external, such as proving something to someone else, the bonded material warns that the brain may not want to be doing the task and may trigger the wrong fight-or-flight decision. For this lesson, translate that into a cockpit check: if you are about to send a move mainly because you want to erase embarrassment, impress the paddock, punish a block, or prove bravery, your risk score is contaminated. Reset to the objective.

A clean risk score should feel calm, even when the move is aggressive. You may be braking hard. You may be side by side. You may be asking the tire for everything it can give. But the decision itself has a quiet quality. You know why you are doing it. You know what the gain is. You know what you are willing and unwilling to do. You have enough car control and attention to execute. That is assertive.

An unclean risk score feels loud. Your eyes narrow. You talk yourself into the gap after it is already shrinking. Your hands get fast. You brake late because late is the only tool left. You notice the other car too late. You arrive at the apex still solving the entry. You get surprised by understeer or oversteer that came from asking one end of the car to do too much. That is aggressive.

One of the most important calibration cues is attention width. A good move leaves you aware of the braking point, the other car, your release, your rotation, the exit, and the next decision. A poor move collapses awareness into a single object: the bumper ahead, the inside curb, the brake pedal, or the fear of losing the position. If your attention collapses, score that as a warning even if the move technically works. A decision that only works when luck fills in the missing awareness is not repeatable racecraft.

Another cue is input smoothness. The material repeatedly connects smoothness with speed and with preserving the tire's usable limit. When the risk score is right, your inputs may be large, but they are organized. Brake pressure builds and releases with purpose. Steering and brake release trade load instead of fighting each other. Throttle returns as steering unwinds. When the risk score is wrong, the car often tells you through abrupt corrections: brake lock, a second steering input, a hesitant throttle pick-up, a late unwind, or an exit that uses less track than planned because you had to save the car.

Telemetry can reveal the same thing. You would expect a well-scored attack to show a decisive but controlled brake trace, a clean release into steering, a stable minimum speed appropriate to the corner, and a throttle trace that resumes without a long uncertainty gap. A badly scored move often shows a panic spike, a lockup or release-and-reapply pattern, excessive minimum-speed loss after the heroic entry, or delayed throttle because the car was not ready for exit. The lap-time signature may be worse even if the pass succeeded, because the move consumed the exit or overheated the tires.

The instructor's language is also a cue. If your instructor or coach keeps saying you are trying too hard, braking yourself into survival mode, forcing the issue, or making the car do two jobs at once, they are probably seeing a broken execution score. If they say you backed out of a move that was not yours, pressured the driver into the next mistake, or made the pass look uneventful, that is often championship risk calculus working properly.

There is also a lap-to-lap cue: repeatability. Good risk calculus improves repeatability because it reduces emotional variance. You can run R-2 when R-2 serves the objective, then attack when the score changes. You are not randomly brave in one corner and timid in the next. You are selecting the compromise that fits the present objective.

The skill must be practiced before the race. Mental programming matters because putting a lap together at the limit requires a clear program, a trigger, and trust. Before the race, analyze the grid, the drivers around you, their habits, and the likely early-race situations. That pre-analysis gives your brain a program to trigger when pressure arrives. Without it, the cockpit becomes the first place you try to solve the problem, and that is too late.

Use imagery as part of the work. If you cannot run the decision in your mind, you should not expect to run it cleanly at speed. Picture the start. Picture the competitor who defends early. Picture the safe non-move. Picture the assertive move that you will take only if the car ahead leaves the door open early enough. Picture backing out without shame because the objective is larger than the corner. This is not daydreaming. It is programming the decision so it can happen quickly.

Use awareness-building questions in debrief. Do not ask only whether the move worked. Ask what the objective was, whether it changed, what reward you saw, what risk you accepted, and whether the execution had margin. Ask what sensory information was strong and what was missing. Ask whether you were relaxed enough to use less effort or whether pressure made you force the car. This keeps the lesson tied to performance instead of outcome.

Now put the skill into a usable scoring model. Before the session, create three risk bands.

Green risk means the action fits the objective, the reward is meaningful, the consequence is manageable, and execution margin is present. You commit. Not halfway. You commit with clean inputs and respect for the other driver.

Yellow risk means one element is uncertain. Maybe the reward is real but the other driver's predictability is questionable. Maybe the move is possible but you are not sure you can finish the exit cleanly. Maybe the objective is unclear because the race situation changed. Yellow does not automatically mean no. It means gather one more input or choose a lower-consequence form of pressure: show the nose earlier, force a mirror check, prioritize exit, or wait for the other driver to overdrive.

Red risk means the move depends on denial. You need the other driver to leave room they have not indicated they will leave. You need the tires to accept combined braking and steering beyond what they accepted last lap. You need yourself to brake perfectly even though your attention is already narrowed. You need the corner to give you track that is not there. Red means do not send it. Adjust the objective, run R-2 if needed, and create the next decision.

Intermediate drivers often resist this because red feels like surrender. It is not. Red is simply a score. You are free to attack the next corner, the next lap, or the next phase if the score changes. The discipline is refusing to let one emotional moment spend the whole race.

There are several common failure modes.

The first is the objective swap. You begin with a strategic objective and unconsciously replace it with an emotional one. The symptom is a move that makes sense only if the goal is to relieve frustration. The correction is to name the objective before the session and repeat it during yellow flags, straights, and any moment of reset.

The second is reward inflation. You treat a one-corner gain as if it is a race-winning gain. This often happens when you have been stuck behind a car for several laps. The correction is to name the concrete reward. If the reward is only one position but the consequence is contact, tire damage, or losing a championship rival, the score changes.

The third is consequence blindness. You evaluate only whether the car can physically fit, not what happens if the other driver reacts, the tires complain, or the exit disappears. The correction is to include the other driver and the exit in the risk score. A gap at entry is not enough. You need a corner.

The fourth is late-brake identity. You start believing the brave version of yourself is the driver who always brakes later. The bonded material gives a better target: late and correct, with attention left for entry. The correction is to judge the pass by the whole corner and the next straight, not the latest brake application.

The fifth is false car diagnosis. You ask too much from the tires with combined braking, steering, or throttle, then call the result understeer or oversteer as if the setup betrayed you. The correction is to check whether your input mix exceeded the available traction before blaming the car.

The sixth is pressure effort. You respond to pressure by adding physical and mental strain. Your grip tightens, breathing stops, steering becomes fast, and every decision feels urgent. The correction is deliberate relaxation: breathe, lower effort, widen vision, and return to the objective. The competitive intensity can stay high. The useless tension has to go.

The seventh is trust amnesia. You forget what you already know about the drivers around you. A driver who has been unpredictable does not become trustworthy because you want a pass. The correction is pre-race and in-race driver profiling. Trust is part of the score.

The eighth is practice mismatch. You practice at a reduced emotional intensity, then expect race-day risk decisions to appear at full pressure. The bonded material warns that if you practice below the intensity you need, that is how you will perform. The correction is to practice the decision filter in lower-stakes settings until the filter still operates when the session gets competitive.

A good recovery from a bad score has three steps. First, save the car and the other driver. If you are already too deep, release the fantasy of making the perfect corner and make the safest possible corner. Second, reset the objective. On the next straight or earliest low-load moment, ask what the race needs now. Third, learn without drama. In debrief, identify whether the failure was objective, reward, risk, or execution. Do not just label yourself too aggressive. Find the broken link.

When the principle appears to break down, it is usually because the score is being done too slowly or too vaguely. In a fast race situation, you cannot run a long conscious checklist. That is why you practice it. At first, use the full O-R-R-E model in debriefs and low-pressure sessions. Then shorten it to a cockpit trigger. Objective. Worth it. Room. Execute. Eventually the model becomes a feel: clear or unclear, green or yellow or red.

There is one more nuance. Sometimes a championship requires taking risk. This lesson is not saying that the lowest-risk decision is always correct. A driver who refuses every risk is not making superior decisions; they are just hiding from the sport. The question is whether the risk is paid for by the objective and supported by execution. A last-lap pass for a championship position may score green even with high consequence if the reward is decisive, the opportunity is real, and you can execute without relying on the other driver to rescue you. The same move on lap three for pride may score red.

Use this lesson with the sibling lessons in the module. Make the next clear decision is the moment-to-moment reset. Turn pressure into performance fuel is the energy-management side. This lesson sits between them: it gives pressure a scoring system so the next decision is not merely calm, but strategically correct.

The end state is not a timid driver. The end state is a driver who can say yes cleanly and no cleanly. Yes, this move serves the objective, the reward is worth it, the risk is understood, and I can execute. No, this gap is emotional, the reward is too small, the risk includes another driver, and I will create the next chance. That is championship risk calculus. It turns pressure from a command into information.

Worked example: the late-braking pass that is not worth it

You are two laps from the end, sitting behind a car that is slower from apex to exit but strong on the straight. You are frustrated because you have shown pace for several laps and the car behind is starting to close. The tempting move is an inside send into a heavy braking zone. At first glance, the reward seems obvious: one position and clear track.

Run the score. Objective: finish ahead of the championship rival while preserving the car. Reward: one position, but only if the pass finishes without compromising exit. Risk: high, because the entry phase already requires you to set speed precisely, you will be braking at or near the traction limit, and the other driver has track position. Execution: uncertain, because the move would consume most of your attention in the brake zone and force you to release the brake while adding steering beside another car.

That score is yellow trending red. The better choice may be to pressure without sending. Show the nose earlier, make the driver protect, and prioritize exit. If they over-slow, the reward improves and the execution risk drops. If they do not, you preserve tires, control, and the next opportunity. The championship move is not the one that looks most dramatic. It is the one whose risk is paid for by the objective.

Worked example: when the assertive move is correct

Now change the situation. Same phase of the race, but the driver ahead has defended predictably for three laps. They brake early when pressured, leave racing room when a car is clearly alongside, and struggle to rotate the car if they enter shallow. You have a straight braking zone, a repeatable brake marker, and enough overlap available before turn-in if you commit early.

The score changes. Objective: get clear because staying behind is costing the larger race. Reward: one position plus control of pace. Risk: still real, but lower because the other driver is predictable and the pass can be established before the corner becomes a blind hope. Execution: strong, if you brake late and correctly rather than desperately, release with steering, and leave room through the corner.

This is green. Commit. Do not creep into the move halfway and create uncertainty. Be visible early enough, brake at a rate you can control, keep attention on entry and exit, and finish the corner with room. The key is that the move is assertive, not aggressive. The risk score supports it.

Drill: three-session risk scoring progression

Use this drill at your next event. Session one is observation only. For ten minutes or one full session, do not change your driving plan to force passes. Instead, score every possible move in your head as green, yellow, or red. After the session, write down three examples and identify objective, reward, risk, and execution for each. Success criterion: you can explain why at least one tempting move was not worth taking.

Session two is pressure without commitment. Pick one car or one repeated traffic situation. Your job is to create pressure while keeping the move yellow unless it clearly turns green. Show the nose earlier, change your exit priority, or make the driver use mirrors, but do not send a red move. Success criterion: your inputs remain smooth and your debrief includes at least one moment where you deliberately waited.

Session three is commitment practice. Before going out, define one green condition for an assertive pass: for example, overlap established before turn-in, predictable driver, stable braking zone, and enough exit room. If that condition appears, commit cleanly. If it does not, do not bargain with yourself. Success criterion: you either complete one clean move that met the condition or you correctly refuse every move that failed it. Both count as success.

Common mistakes

Objective swap: You start with a race objective and replace it with an emotional objective. Good looks like naming the current objective before the session and resetting it whenever the situation changes.

Reward inflation: You make one position feel more important than the race. Good looks like naming the actual gain and comparing it with the downside.

Entry-only thinking: You judge the pass by whether you can arrive inside. Good looks like judging the whole corner: braking, release, apex compromise, exit, and the next straight.

Desperation braking: You brake so late that survival consumes attention. Good looks like late, correct braking with enough attention left for corner entry.

False setup blame: You ask too much from the tires and call the result a handling problem. Good looks like checking whether your braking, steering, and throttle demands exceeded the available traction.

Trust blindness: You ignore what the other driver has already shown you. Good looks like making driver predictability part of the score.

Pressure tension: You add effort instead of quality. Good looks like lower physical strain, wider attention, and cleaner inputs even when the race intensity is high.

When to choose R-2 under pressure

R-2 is not a slow-driver excuse. It is a deliberate intensity choice. Use it when the objective rewards consistency, tire preservation, fuel range, mental clarity, or baseline reading more than maximum attack. Use it after a near-miss to rebuild decision quality without checking out of the race. Use it when the driver ahead is unpredictable and the reward for attacking is not yet worth the consequence.

The key is intention. If you choose R-2 because the score says the race needs it, you are managing the championship. If you drift into R-2 because you are afraid to make any decision, that is different. The same pace can be intelligent or avoidant depending on the objective behind it.

Author Review

No quiz questions are attached to this lesson.

Sources

#	Document	Chunk	Pages	Score	Collection
1	Inner Speed Secrets - Ross Bentley	91a1fb36-6bbe-ea83-4185-cd34cd982c1e	109	1	uio_books_raw_v1
2	Inner Speed Secrets - Ross Bentley	99f6bb64-a187-8d5d-eea4-a145add7b3f0	108	1	uio_books_raw_v1
3	Ultimate Speed Secrets - Ross Bentley	c21b9aec-19ec-713b-f58f-b40fe13cc069	376	1	uio_books_raw_v1
4	Ultimate Speed Secrets - Ross Bentley	6054ef2e-10b7-b9ee-1f7a-ab71e3b5d037	513	1	uio_books_raw_v1
5	Inner Speed Secrets - Ross Bentley	6954b5b1-ebd4-680a-d724-cba2fae5f664	54	1	uio_books_raw_v1
6	Ultimate Speed Secrets - Ross Bentley	8a59dd5c-bd92-7571-3b97-879bd28ffbf5	109	1	uio_books_raw_v1
7	Ultimate Speed Secrets - Ross Bentley	550916e0-cc49-02e6-786e-3c1f0f7d276a	498	1	uio_books_raw_v1
8	Ultimate Speed Secrets - Ross Bentley	536ffcb0-b4fd-90e0-b1a6-b29d29b9de0f	217	1	uio_books_raw_v1
9	Inner Speed Secrets - Ross Bentley	12b38229-583d-d709-b629-b88b24921c14	164	1	uio_books_raw_v1
10	Inner Speed Secrets - Ross Bentley	faf47214-2619-0395-43b8-f1f6523e5a80	32	1	uio_books_raw_v1
11	Inner Speed Secrets - Ross Bentley	42cd9797-25c1-9bbb-d1f4-7aa50b893094	189	1	uio_books_raw_v1
12	Inner Speed Secrets - Ross Bentley	1230073c-a147-2110-c1b7-63251bf601e0	49	1	uio_books_raw_v1
13	Inner Speed Secrets - Ross Bentley	1f89d950-4532-a2f9-3f06-33a6a39f92d6	24	1	uio_books_raw_v1
14	Inner Speed Secrets - Ross Bentley	a4147ea3-257f-67b9-5fef-f56d4cfb427f	134	1	uio_books_raw_v1
15	Ultimate Speed Secrets - Ross Bentley	47f6de8d-9d56-5b6d-547a-f1e7bb92faaf	152	1	uio_books_raw_v1