Recover flow before the next braking zone
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Course: Racecraft II — Champion Mindset
Module: Enter and sustain flow states
Estimated duration: 45 minutes
Purpose
This lesson is about the short stretch of track after your rhythm gets interrupted and before the next braking zone asks for a real decision. The interruption might be obvious: a missed shift, traffic in the mirror, a small slide, a late point-by in HPDE traffic, a fumbled downshift, a car ahead doing something unexpected, or your own entry mistake at the previous corner. It might also be quiet: you notice your concentration fading, you start driving casually, or you catch yourself replaying what just happened instead of driving what is coming next.
Your job is not to become emotionless. Your job is to keep one interruption from becoming a sequence. One bad corner is usually survivable. A bad corner followed by a rushed braking point, a late visual pickup, too much steering, a rough brake release, and then a throttle mistake is how you turn a small loss into a lap-sized problem. The skill is to recover your operating state before the next braking zone, because the next braking zone is where the car will ask you to combine speed sensing, traction sensing, vision, brake pressure, steering rate, and line choice all at once.
For an intermediate driver, this is the difference between knowing the correct line and being able to return to it after the lap stops feeling perfect. Flow is not a mood you hope returns on its own. It is a state you can rebuild by improving the quality of the information coming in, directing attention toward the next useful task, relaxing enough to let programmed skills operate, and making the first input after the interruption smooth enough that the tires and the car can answer honestly.
The principle: make the next zone normal
The recovery rule is simple: after an interruption, your first goal is not to win back the time. Your first goal is to make the next braking zone normal. Normal means your eyes are up, you know where the car is, you have a plan for the entry, and your first brake, steering, or throttle input is shaped the way you practiced it. If you can make the next braking zone normal, you have contained the interruption. If you rush that zone, you usually compound it.
This matters because corner entry is one of the hardest parts of performance driving. Accelerating out of a corner still requires care, but setting speed for the entry asks you to judge speed, available grip, car attitude, braking distance, downshift timing, turn-in timing, and release timing before the car has fully told you whether your choice was right. When you are already distracted, that entry demand becomes a trap. The answer is not to drive slowly forever. The answer is to reset quickly enough that the next brake application and release are deliberate again.
Think of recovery as a six-part loop. First, recognize the interruption as early as possible. Second, soften your body and clear the extra thought. Third, put your eyes where the car needs to go next. Fourth, choose a realistic entry plan for the next corner. Fifth, execute one clean sequence of inputs. Sixth, leave the analysis for the straight, the cooldown lap, or the debrief unless the car still needs immediate control.
That loop is not separate from car control. It is what lets your car control show up under pressure. Your braking, steering, shifting, throttle, and line habits are being programmed every time you practice them. Under interruption, you do not have time to invent better technique. You fall back on what has been grooved into your brain. That is why recovery begins with returning to the conditions that let the programmed skill run: useful sensory input, relaxed enough hands and feet, and attention pointed at the next desired outcome.
Why interruptions damage flow
Flow depends on integration. You are seeing, feeling, hearing, deciding, and acting without each piece becoming a separate conversation in your head. The bonded material frames high performance as access to your skills in a preferred state of mind, with quality sensory input as a critical ingredient. When the input quality drops, the output quality drops. If your vision narrows, your hands get busy. If your body tightens, your pedals get abrupt. If your attention sticks to the mistake, your next reference point arrives late. If you start arguing with yourself about what just happened, the car keeps moving while your mind is still behind it.
The recovery target is therefore not just calm. Calm by itself can be passive. You need active, useful attention. You are not trying to empty your mind. You are trying to feed it the right information again: where the next braking marker is, how much speed the car is carrying, whether the car is straight enough to brake hard, where the traffic is, how the tire contact feels, and what single action needs to happen next.
There is also a trap in negative focus. If you tell yourself not to miss the brake point, not to overdrive the entry, not to look at the car that just surprised you, you have still filled the mind with the thing you do not want. The better reset is positive and action-shaped. You move attention toward the marker, the brake squeeze, the release, the apex path, the exit, or the mirror check that actually solves the next problem.
This is why the first few seconds after an interruption are so important. You are choosing the next mental program. One program says replay the mistake. One says get even with the lap. One says blame the car. One says drive the next zone clean. The last one is the only program that gives the tires a fair chance.
The one-error rule
The most useful mental rule here is that the first error is information. The second error is often your reaction to the first. A small off-line exit tells you something about speed, line, grip, or timing. A missed shift tells you something about hand and foot coordination or mechanical sympathy. A traffic surprise tells you something about awareness and mirrors. None of those has to ruin the next braking zone. The danger is failing to recognize the first error quickly enough, then making several mistakes in quick succession.
You cannot always avoid the first error. You can train yourself to recognize it earlier. Recognition is not self-criticism. It is a neutral flag in your own mind: the rhythm changed. Once you notice that, you stop treating the lap as if it is still perfect. You update the plan. Maybe you brake from the normal marker because the straight-line speed is unchanged. Maybe you brake a little earlier because the car is offset, your shift was late, or traffic changed your approach. Maybe you take a simpler entry and give up a few feet of ideal line to keep the car balanced. The point is not heroics. The point is containment.
The reset sequence
Catch it early. The moment you know something disturbed the lap, name the category in plain driving terms. Too much entry speed. Late eyes. Missed shift. Traffic. Mirror. Slide. Attention fade. Do not build a story around it. A category is useful because it tells you what kind of reset you need. A story is dangerous because it steals time from the next marker.
Soften the driver. Interruption often shows up as excess effort. Your hands grip harder. Your shoulders rise. Your right foot gets binary. Your left foot or braking foot stabs instead of squeezing. Your steering becomes a correction instead of an arc. Use the short space available to let one breath out, release jaw and shoulder tension, and reduce hand pressure enough that you can feel the wheel again. The goal is not comfort for its own sake. Relaxation lets you use less effort and lets the programmed skill operate instead of being strangled by tension.
Put the eyes forward. If the car is under control, the fastest recovery is usually visual. Look where you want to go. That does not mean stare at the apex and ignore the car. It means you reattach your vision to the path you intend to drive. The next braking marker, turn-in reference, apex region, track-out, and traffic picture matter more than the mistake behind you. Your hands and feet tend to follow the information your eyes collect.
Choose the next entry plan. This is the decision step many drivers skip. They go from surprise directly to input. Instead, ask what kind of next braking zone you have. Is the car straight and settled? Is your speed normal, low, or higher than expected? Are you offset from the ideal side of the track? Did traffic move you into a compromised line? Is the next corner one where entry speed matters more than exit, or is it a corner where a clean exit is worth protecting? The corpus supports adapting to each track and recognizing that different corners require different treatment. Your reset should respect the corner, not just your frustration.
Execute one clean input chain. In the next zone, do not try to prove that the interruption did not matter. Use the technique you already know. Brake at the traction limit if the situation supports it, then ease off the brakes as steering is added. The more steering you ask for, the more brake you must release. If you are exiting, unwind steering as throttle is added. When the tires are already asked to do braking, turning, or acceleration, extra demand in another direction can exceed the limit and create understeer or oversteer. Recovery is not a license to stack inputs. It is a reason to be more disciplined with how they overlap.
Review later. Once the car is through the next meaningful demand, you can decide whether the interruption is worth a note. During practice, if you keep repeating the same error or your attention keeps fading, the correct answer may be to stop the run, clear your head, and restart with better concentration. During a race or an HPDE session where you cannot simply stop on track, that means backing the intensity down, finishing the lap under control, and pitting if the fade continues. The important point is that repeated error is not something to ignore and hope through.
Sub-skill: first-error recognition
You recover faster when you learn the felt signature of the first error. A late visual pickup feels like the corner is arriving faster than the picture. A missed shift feels like your attention snaps to the lever or pedals instead of the track. A small oversteer event may leave your hands and shoulders tense after the car is already straight. A traffic surprise may leave you looking in the mirror too long. An over-entry may feel like you are asking for steering before the car has finished accepting brake release.
Do not wait until the lap time confirms the mistake. The lap time is late feedback. The car gives you earlier feedback through vision, pressure, sound, balance, and workload. The bonded material stresses sensory input from vision, kinesthetic feel, g-forces, vibrations, pitch, roll, and hearing. Use that. Your first-error recognition improves when you treat those sensations as information instead of as drama.
A practical cue is to notice when your workload spikes. If the same corner suddenly needs twice as much steering correction, twice as much self-talk, or a rushed glance at the mirrors, you are no longer in the same state. That is the moment to reset. You are not admitting defeat. You are preventing a chain.
Sub-skill: visual reset
The visual reset is the fastest way to stop the mind from living in the past. After an interruption, your eyes often want to do one of three unhelpful things. They look backward at the cause. They stare near the hood because speed feels high. Or they lock onto the edge of the track, the car ahead, or the place you do not want to go. None of those builds the next corner.
The correction is to rebuild the forward sequence. Find the next reference that matters. If you are approaching a brake zone, pick up the brake marker or the point where you begin judging brake pressure. If you are already braking, move to turn-in and the intended path. If you are at turn-in, move to the apex region and exit. If traffic is the interruption, add the mirror and peripheral picture, then bring vision back to the driving path.
This is not mechanical staring. It is an attention sweep. You are collecting enough information to make the next input clean. The key is that the eyes lead the reset. The body and hands become calmer when the path is visible again.
Sub-skill: breathing and effort control
Breathing is useful here because it is available in the car and does not require extra equipment. You do not need a long meditation. You need one useful exhale in the space you have. Letting breath out helps release unnecessary effort. That matters because high effort tends to turn precise controls into blunt controls.
The corpus repeatedly points toward relaxation, breathing, using less effort, and letting programmed skill happen. In a car, that does not mean being loose or lazy. It means removing effort that is not helping. You still brake decisively. You still steer accurately. You still shift with intention. But you stop squeezing the wheel as if grip comes from your hands, and you stop attacking the pedals as if urgency creates traction.
A good breath reset has a driving result. After it, the wheel feels alive again, the brake pedal is easier to modulate, and the car's pitch or roll is easier to sense. If the breath makes you calmer but your eyes stay late, the reset is incomplete. Pair breath with vision.
Sub-skill: one-task language
In the few seconds before a braking zone, you do not have room for a long coaching lecture. Use one-task language. The task might be eyes up, smooth brake, release with steering, look through, check mirror, or finish the exit. Use whatever phrase points attention toward the desired action. Avoid language built around the thing you are trying not to repeat.
This matters because mental content shapes performance. If you keep feeding the mind the error, the mind keeps rehearsing the error. If you feed it the next useful action, you give your automatic skill a path to run. The goal is not to suppress thought by force. The goal is to replace unhelpful thought with a task that the car can use.
Intermediate drivers often make the reset too complicated. They try to diagnose the whole lap before the next corner. Save that for the debrief. In the car, before the next braking zone, you need the next action, not the whole explanation.
Sub-skill: choosing the safe compromise
Sometimes the interruption changes the geometry of the next corner. You are not on the normal side of the track. The car ahead slowed early. You missed a shift and arrived with different speed. You put two wheels over a curb and the car is still settling. When that happens, the fastest recovery is often a compromise that preserves control and exit rather than a desperate attempt to force the ideal line.
The bonded material supports adapting to track personality and corner differences, and it also warns that too much steering for the amount of braking or acceleration can exceed the tire limit. Put those together: if your approach is compromised, do not ask the tires to erase the compromise all at once. Use more straight-line braking if the situation calls for it. Turn in when the car can accept the steering. If you must give up a little entry speed to make the exit clean, do it. A clean reset is usually faster than a second mistake.
This is especially important before heavy braking zones. If you arrive mentally late, your hands may try to turn before your foot has finished asking for braking. That stacks load on the front tires and can make the car understeer. Or you may release the brake abruptly because you feel behind, unloading the front and missing rotation. A reset plan gives you timing again.
Sub-skill: rebuilding smoothness without slowing the whole lap
Smoothness is not softness. It is correct rate. The corpus emphasizes smooth, consistent braking, easing throttle, arcing steering into and out of turns, and keeping the car balanced. That is exactly what you need after an interruption. You are not trying to nurse the car through every corner. You are trying to return to progressive, readable inputs.
The distinction matters. Some drivers recover from a scare by over-slowing the next three corners. That may be safe, but it is not the racecraft version of flow recovery. Other drivers recover by forcing speed back in immediately. That is usually how one error becomes several. The better middle is to make the next input shape normal even if the speed choice is slightly conservative. Once the input shape is back, speed can come with it.
A good reset brake application still has pressure. A good reset steering input still turns the car. A good reset throttle application still drives off the corner. What changes is that each input has a beginning, a rate, and a release rather than a stab.
Sub-skill: awareness after traffic interruption
Traffic is a common flow breaker because it divides attention. You need to know where other cars are, but you cannot drive the next braking zone from the mirror. The bonded material's mirror guidance is blunt: check often enough that you know what is around you. That is prevention as much as recovery. If you already know the faster car is closing, it is less likely to shock you out of flow at turn-in.
When traffic does interrupt you, do the reset in order. Take the mirror or peripheral information you need, make the traffic decision, then return your eyes to the path. Do not keep rechecking the mirror all the way into the brake release unless the situation demands it. If you are in HPDE traffic, the cleanest recovery may be to give the pass on a straight, reset your eyes, and make the next braking zone ordinary. If you are in a race, the same idea applies with racecraft consequences: know where the car is, then drive your own entry with enough margin for the actual overlap and line.
The mistake is letting traffic keep ownership of your attention after the decision has already been made. Awareness should widen your picture, not pull your vision backward.
Worked example: missed shift before a heavy braking zone
You are on a straight that leads to a significant braking zone. You rush the upshift or downshift and it does not go cleanly. The time loss is already there. The next danger is that you attack the next shift, stare at the lever, miss your brake marker, and arrive at the entry with both hands and mind late.
The recovery starts with accepting the category: shift interruption. You return your eyes to the track, check the mirror picture if the speed difference may affect traffic, and decide whether your speed into the braking zone is normal or changed. If the car is still at normal approach speed, you do not need a panic brake. If your speed is lower, you may need to avoid braking too early and creating a traffic issue behind. If your attention is late, you may choose a slightly earlier, cleaner brake application to rebuild margin.
Then the next input must be clean. The shifting chunk emphasizes finesse because the time saved by banging a shift is small compared with the time lost by missing one. That logic applies to the recovery too. Do not punish the gearbox for your frustration. Make the next control movement gently and deliberately, then drive the brake release and turn-in like normal. The success criterion is not that the straight was saved. It is that the corner entry did not inherit the missed shift.
Worked example: too much entry speed after a distraction
You exit a previous corner poorly and spend too long thinking about it. By the time you look up, the next braking zone is closer than expected. This is the classic interruption chain beginning: late eyes create late braking, late braking creates rushed release, rushed release creates too much steering on a loaded tire, and then the car understeers or rotates in a way you call a handling problem.
The recovery is to choose control before pride. Look where you want the car to go. If you need more straight-line braking, use it while the car is straight enough to accept it. If your normal line is gone, choose the line that lets you finish the corner under control rather than trying to bend the car back to a perfect reference with excess steering. The corpus support here is clear in principle: too much steering for the amount of braking or acceleration can exceed the traction limit, and even a bad situation still requires looking where you want to go and continuing to regain control.
Once the car is pointed, rejoin the normal technique. Ease off the brake as steering is added. Let the front tires work within the available grip. Do not add throttle as a reaction to being late if steering is still high. Unwind first, then accelerate. The lap may already contain a loss. The win is that the loss stays in one section rather than becoming a spin, an off, or three more bad corners.
Worked example: mirror surprise on a straight
You come onto a straight, glance up, and find a faster car closer than expected. For a moment your attention goes fully backward. This is a flow interruption even if the car is perfectly stable. The next braking zone is now at risk because your eyes, plan, and rhythm have moved to the mirror.
The first fix is prevention: check mirrors often enough that you maintain a continuous picture of nearby cars. If the surprise still happens, take the needed information quickly. Is the car closing fast? Is there a passing zone? Is the next corner likely to be shared? In an HPDE setting, make the appropriate point-by or spacing decision according to the event rules. In a race setting, identify whether the car is alongside, overlapping, or only closing. Then return your vision to the next braking zone.
Your reset phrase should point forward. Brake marker. Own entry. Smooth release. The goal is not to ignore the other car. The goal is to stop the other car from making you late to your own controls. You can be aware of traffic and still drive the next zone with normal technique.
Calibration cues
You know the reset is working first by feel. The wheel feels lighter in your hands because you are no longer using grip strength as a substitute for information. Your brake foot can squeeze and release rather than stab. Your eyes find the next reference earlier. Your body tension drops enough that you can feel pitch, roll, vibration, and g-load again. The car feels less surprising because you are giving it cleaner requests.
You also know by the shape of the next corner. A contained interruption shows up as one compromised moment followed by a normal entry or a deliberately conservative entry. An uncontained interruption shows up as a chain: missed marker, abrupt brake, late release, extra steering, poor track-out, and then another mental replay on the next straight. If an instructor were watching, the useful comment would not just be that you made a mistake. It would be that you either contained it or carried it forward.
If you use data or video, keep the review simple. Look for whether the corner after the interruption returned to your normal pattern. Did the brake and steering sequence look like your normal laps, or did everything become late and abrupt? Did the lap lose time in one place, or did the loss spread across the next several corners? The bonded material in this packet does not provide a detailed telemetry workflow for this lesson, so use data only as confirmation of the same principle: quality input, smooth programmed output, and early recognition of chains.
Common mistakes
The replay loop is the most common. You keep watching the previous mistake in your head. The car is already approaching the next zone, but your attention is behind it. Good looks like noticing the mistake once, naming the category, and moving your eyes to the next reference.
The payback input is next. You try to earn back the time immediately with a later brake point or a more aggressive turn-in. The tire does not care why you asked for too much combined load. Good looks like a normal input shape, even if you choose a slightly safer speed.
The frozen eyes error happens when you stare at the edge, the car ahead, the mirror, or the place you do not want to go. Good looks like looking where you want the car to travel and building the next visual sequence.
The false car-diagnosis error happens when an overloaded input makes the car understeer or oversteer, and you immediately decide the setup is wrong. The bonded material warns that technique can ask one end of the car for more than the tire can provide. Good looks like first asking whether your brake, throttle, and steering combination created the response.
The casual fade is quieter. You are not scared or rushed. You simply stop paying attention, repeat an error, and continue circulating. The practice guidance in the corpus is to stop, clear your head, regain concentration and motivation, and go again. On track that may mean reducing intensity and pitting rather than forcing more laps with poor attention.
The mirror trap happens when awareness becomes fixation. Good looks like enough mirror checking to know the surrounding cars, followed by a return to the forward driving task.
Drill: next-braking-zone reset progression
Run this drill at your next HPDE day, test day, or practice session when traffic and conditions make it appropriate. Do not perform it by intentionally making dangerous mistakes. The interruption is simulated by a cue, or it is captured when a real small interruption happens.
Session one is a recognition session. Pick three corners with clear braking zones and enough straight before them to reset safely. For the first 10 to 15 minutes, after the corner before each chosen braking zone, say the category of your current state in your own mind: normal, traffic, late eyes, rough exit, shift, or attention fade. Then take one breath out, move vision to the next reference, and drive the next braking zone normally. Success is 12 clean recognitions with no rush to fix anything. You are training early detection, not speed.
Session two is an execution session. Use the same three zones. On six to nine laps, deliberately call a reset on the straight even if nothing went wrong. The sequence is breath, eyes, plan, clean input. The brake application should feel deliberate. The release should match steering. The car should not receive a panic correction because you were busy performing the drill. Success is that the reset becomes boring and the next zone feels ordinary.
Session three is a containment session. Now use the drill only after real small interruptions: a missed shift, a traffic check, a rough exit, a slide, or a moment of late attention. Your goal is to contain at least five interruptions during the session. A contained interruption means the next braking zone has a clear visual target, a realistic entry plan, and no second error caused by rushing. If the same error repeats three times or attention continues to fade, pit, clear your head, and restart later.
After the session, write down three things: what interrupted you most often, which reset cue worked best, and whether the next braking zone was normal, conservative, or still messy. This turns the mental skill into practice programming instead of a vague hope that you will stay focused next time.
When to stop instead of recover on the fly
There is a limit to in-car recovery. If you have a single missed shift, a small slide, or a traffic surprise, the reset loop is appropriate. If you keep repeating the same mistake, your concentration is fading, or you are becoming casual, the corpus guidance is to stop, clear your head, recover concentration and motivation, and go again. In HPDE or testing, that usually means pit in safely. In a race, it may mean backing down enough to bring the car home until you can rebuild attention.
Do not confuse persistence with quality practice. Practice programs the brain. If you practice panic recovery, rushed eyes, and repeated rough inputs, you are programming those too. A short reset in the car is for interruptions you can contain. A pit reset is for attention states that are no longer producing quality driving.
Cross-references
This lesson connects directly to sustaining flow when pressure mounts. Pressure is one source of interruption, and the same tools apply: useful sensory input, relaxed effort, focus on the desired action, and smooth control programming. It also connects to framing racing as a challenge you can handle. A challenge frame helps because the interruption becomes a solvable driving task instead of a threat to your identity as a driver.
It also links to corner-entry technique. The mental reset is only valuable if the next physical technique is sound. If you do not already have a usable threshold-brake, trail-release, and steering-unwind pattern, the reset has nothing stable to return to. Finally, it links to practice and testing. You should not wait for a race to discover whether you can recover attention. Program the reset during lower-stakes sessions so it is available when the next braking zone matters.
The takeaway
Recovering flow is not magic, and it is not pretending the interruption did not happen. It is a trained return to quality input and clean output. Recognize the first error. Clear the extra effort. Put your eyes where the car needs to go. Choose the next entry honestly. Execute one smooth chain of controls. Then review later.
If you can do that, the lap may still contain a mistake, but it will not become a mistake collection. That is the real skill: not perfect rhythm, but recoverable rhythm.
Worked example: missed shift before a heavy braking zone
A missed shift is already a loss, but it does not have to own the next corner. The reset is to put your eyes back on the track, check the traffic picture if the speed difference matters, decide whether the approach speed is normal or changed, and make the next shift and brake input with finesse instead of frustration. Success is a normal or deliberately conservative entry, not a heroic attempt to erase the straightaway loss.
Worked example: too much entry speed after a distraction
When late attention makes the next braking zone arrive too quickly, the recovery is to look where you want the car to go, use straight-line braking while the car can accept it, and avoid stacking excess steering on top of excess brake or throttle demand. If the ideal line is gone, choose the line that keeps the car balanced and lets the corner finish under control. The win is containing the loss to one section.
Worked example: mirror surprise on a straight
A faster car appearing in the mirror can pull attention backward just before the next braking zone. Use the mirror information quickly, make the traffic decision, then return vision to the forward path. Good awareness means knowing where the other car is without letting it make you late to your own brake marker, release timing, and turn-in.
Common mistakes
The replay loop keeps your mind on the last mistake. The payback input tries to regain time by overloading the next tire demand. Frozen eyes stare at the hazard or track edge instead of the intended path. False car diagnosis blames setup before checking whether your input combination exceeded the tire limit. Casual fade repeats errors without resetting concentration. The mirror trap turns awareness into fixation. Good recovery names the category, moves attention forward, and returns to one clean input chain.
Drill: next-braking-zone reset progression
Use three clear braking zones. In the first session, identify your state before each selected zone and perform breath, eyes, plan, clean input for 12 recognitions. In the second session, call six to nine deliberate resets even when nothing went wrong so the sequence becomes automatic. In the third session, use the reset only after real small interruptions and count five contained recoveries. If the same error repeats or attention keeps fading, pit and restart rather than programming poor laps.
When to pit instead of recover on the fly
Use the in-car reset for a contained interruption such as a missed shift, traffic surprise, small slide, or late visual pickup. Pit or back down when errors repeat, concentration fades, or casual driving appears. Practice programs the brain, so laps spent repeating poor attention and rough inputs are not neutral mileage. They train the wrong response.
Author Review
No quiz questions are attached to this lesson.
Sources
| # | Document | Chunk | Pages | Score | Collection |
|---|---|---|---|---|---|
| 1 | Inner Speed Secrets - Ross Bentley | 42cd9797-25c1-9bbb-d1f4-7aa50b893094 | 189 | 1 | uio_books_raw_v1 |
| 2 | Inner Speed Secrets - Ross Bentley | faf47214-2619-0395-43b8-f1f6523e5a80 | 32 | 1 | uio_books_raw_v1 |
| 3 | Inner Speed Secrets - Ross Bentley | 1f89d950-4532-a2f9-3f06-33a6a39f92d6 | 24 | 1 | uio_books_raw_v1 |
| 4 | Ultimate Speed Secrets - Ross Bentley | 13d5ad27-440c-a690-f470-907b60dcfb22 | 476 | 1 | uio_books_raw_v1 |
| 5 | Speed Secrets Professional Race Driving Techniques Ross Bentley | 3aa22935-d523-f6c2-00af-f6db3831cbe9 | 64 | 1 | uio_books_raw_v1 |
| 6 | Speed Secrets Professional Race Driving Techniques Ross Bentley | c683397b-cf87-d01d-0ae3-57d58cf12cc5 | 64 | 1 | uio_books_raw_v1 |
| 7 | Speed Secrets Professional Race Driving Techniques Ross Bentley | e338e3eb-a802-27e9-a0e2-e808fa5d5783 | 44 | 1 | uio_books_raw_v1 |
| 8 | Ultimate Speed Secrets - Ross Bentley | 8a59dd5c-bd92-7571-3b97-879bd28ffbf5 | 109 | 1 | uio_books_raw_v1 |
| 9 | Ultimate Speed Secrets - Ross Bentley | 536ffcb0-b4fd-90e0-b1a6-b29d29b9de0f | 217 | 1 | uio_books_raw_v1 |
| 10 | Ultimate Speed Secrets - Ross Bentley | f351b8a9-9447-6a83-63f0-c517627d92c6 | 35 | 1 | uio_books_raw_v1 |
| 11 | Ultimate Speed Secrets - Ross Bentley | 47f6de8d-9d56-5b6d-547a-f1e7bb92faaf | 152 | 1 | uio_books_raw_v1 |
| 12 | Speed Secrets Professional Race Driving Techniques Ross Bentley | 8b546b81-602a-e872-facb-d67640333134 | 6 | 1 | uio_books_raw_v1 |
| 13 | Ultimate Speed Secrets - Ross Bentley | 4400491c-451f-86fc-590c-1fa83983aef9 | 12 | 1 | uio_books_raw_v1 |