Read tire wear and damage as data
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Course: Engineer tire and brake grip that lasts
Module: Design the tire operating window
Estimated duration: 50 minutes
Your tires are the only parts of the car that write a report after every session. The report is not neat, and it is not automatically correct. It is written in wear depth, flat spots, vibration, pressure loss, one-sided handling changes, heat history, and the difference between what the stopwatch says and what the driver says. Your job is to read that report without turning it into folklore.
This lesson is about treating wear and damage as evidence. It is not a replacement for pressure tuning, tire temperature work, or tire selection. Those are neighboring lessons in this module. Here you are learning a narrower skill: after the car comes in, or while you are still driving it, what can the tire tell you about what happened, what is changing, and what you should do next?
The central principle is simple: tire marks are data only when you preserve context. A worn shoulder, a flat-spotted patch, or a tire that looks good everywhere except one small area does not mean much by itself. It becomes useful when you connect it to the session, the driver input, the lap history, the pressure state, the heat state, the corner where the event happened, and the handling symptom. Without that context, tire inspection becomes guessing. With context, it becomes one of the best low-cost engineering tools a club racer or HPDE driver has.
The corpus gives you three important anchors. First, on-track tire testing depends on control. Haney describes tire testing as careful planning with known control tires, short runs, pressure and temperature checks, lap and segment times, and driver comments. The reason is that lap time alone is not absolute when ambient conditions and driver variation are moving around. Second, Van Valkenburgh warns that average tread depth can miss the failure that matters. A tire can look as if it has plenty of tread and still be ruined in one small spot because of a brake lockup or sideways slide. Third, the HRE tire model material in Smith frames slip as a major heat-input mechanism, with contact-patch heating tied to pressure, load, camber, slip, speed, tread thickness, and rubber behavior. That gives you the mechanism behind the report: tire wear and tire damage are not random decoration. They are the physical record of load, slip, heat, pressure support, and driver use.
Start with the inspection mindset. You are not looking for one magic mark. You are building a chain of evidence. The chain begins before the session: cold pressures, known tire age, known mileage, whether the tire was scrubbed or brand new, whether it sat loaded in storage, whether it had a known previous lockup, and what the track and weather were doing. During the session you listen for vibration, feel for steering shake, notice one-direction oversteer or understeer, and remember any big lockup, spin, curb strike, or long slide. After the session you inspect the tire quickly while the evidence is fresh, then record what you found before memory starts improving the story.
Intermediate drivers often want tire inspection to give direct instructions: add camber, change pressure, soften the bar, brake later, throw the tire away. Sometimes it can point that way, but you should resist the jump. The first useful question is not what change should I make? The first question is what event produced this evidence? A flat spot after a big brake lockup is not a setup problem. A slow degradation toward one-sided oversteer can be a pressure-loss problem. A grossly uneven wear pattern over the life of the tread can justify adjustments by insight or careful development steps. A single hot, abused corner after a slide may tell you more about one driver input than about the car.
Use four buckets when you read the tire. The first bucket is uniform wear: what is happening around the whole circumference and across the whole tread. The second is localized damage: flat spots, cords in one patch, chunking, cuts, or a place where the tire clearly had one violent event. The third is dynamic symptoms: vibration, pull, progressive loss of grip, or one-direction balance change while the car is moving. The fourth is test context: lap time, segment time, pressure, temperature, mileage, ambient conditions, track condition, and driver comments. None of the buckets is enough alone. Together they let you separate wear-out from damage, damage from setup, and setup from driver event.
Uniform wear is the easiest to measure and one of the easiest to overread. A tread-depth gauge is better than a glance because it lets you compare numbers and make predictions. Visual inspection can be good enough for an experienced person, but the gauge gives you a way to track wear rate and remaining margin rather than rely on whether the tire looks tired. Still, Van Valkenburgh is careful about what this means: tread-depth measurement mainly tells average wear around the circumference. It can miss the tire that is about to fail because all the damage is in one small part of the tire.
That distinction matters at the track. Suppose a driver comes in after a session and all four tires still show reasonable depth. If you only read the average, you may send the car back out. If the driver had a big brake lockup at the end of the straight, the average depth is almost irrelevant. The important evidence is the one flat patch. The tire can wear through to cord in that patch while looking healthy everywhere else. That is why the post-session walkaround must include rotating the tire or moving the car enough to inspect the full circumference. A tire is not safe just because the visible part looks good.
Flat spots are the classic example of tire damage becoming driver data. Van Valkenburgh ties the common cause to brake lockup or a sideways slide. The driver may know it happened immediately because a front lockup can be felt through the steering wheel, especially with greater front brake bias and with the simple fact that a sliding tire has less traction. If the driver did not identify it when it happened, the next high-speed straight often gives another clue: vibration through the steering wheel, assuming the car was previously in balance. Then, on the next lap or once back in the paddock, the missing rubber may be visible in one recognizable place.
Your practical rule is this: any new vibration after a lockup, slide, or spin is tire evidence until proven otherwise. Do not explain it away as normal roughness. A vibration that appears immediately after a braking error deserves a conservative inspection. If you are in an HPDE session, bring the car in. If you are in a race, you still need to decide whether the vibration is stable, whether the tire is likely to reach cord in one spot, and whether continuing is worth the risk. The lesson here is not bravado. The lesson is that a localized tire event can create a localized tire failure, and average tread depth will not protect you from that.
Slow leaks are a different kind of tire report because they may not announce themselves as damage you can see at first. Van Valkenburgh describes a slow leak during a race as misleading because the first signal is usually gradual deterioration in cornering, often a definite oversteer or understeer only to one side. The diagnosis then depends on how the car behaves on the straight. If hard acceleration makes the car pull toward the side where it was oversteering, that side likely has a soft rear tire. If hard braking makes the car pull away from the side where it was understeering, that side likely has a soft front tire.
For a track-day driver, that is a high-value safety skill. A normal balance problem tends to repeat as a corner-entry, midcorner, or exit trait. A soft tire often becomes asymmetric and progressive. The car may feel mostly normal one way and wrong the other way. It may start as a small balance change and grow every lap. When the tire is soft enough, acceleration and braking on the straight give you an extra clue because the loaded or driven axle is no longer supported evenly. The correct response is not to keep tuning your line around it. The correct response is to pit, measure, and inspect.
Storage flat spots belong in the same lesson because they are also tire evidence, but the event happened before you reached the track. Lopez points out that storing the car on the race tires intended for the next event can create a flat spot on the contact-patch side. The practical instruction is simple: do not store the car on the good race rubber between events if you can avoid it. Use junk tires, stands, or another storage method that does not leave the race tire loaded in one position. Some drivers even remove race rubber between sessions. Whether you go that far depends on the tire, the event, and the cost-benefit for your program, but the data-reading point is sharper: not every vibration or flat area was created by the last session. Your baseline matters.
Heat history is another form of tire data, but it must be handled carefully. Lopez states that a brand-new race tire is at its best early, once brought up to temperature, then falls back to a slightly lower level for the rest of its life. He also explains that repeated heat-up and cool-down is hard to measure definitively in practical terms, with the general feeling from high-level teams being that the tire usually wears out before heat cycling alone becomes the limiting factor. That means you should not use heat-cycle talk as a vague explanation for every loss of grip. If the tire is older, slower, or less sharp, yes, heat history may be part of the picture. But you still need to inspect wear, damage, pressure behavior, and session context before blaming an abstract heat-cycle count.
This is where the neighboring lessons connect. Pressure and temperature are variables under your control once the tire is on the car. Van Valkenburgh puts it plainly in the context of running tires: temperatures and pressures are the controllable variables at that point, and they should be watched. But this lesson is not about choosing the pressure target. It is about reading what the tire did after you made a pressure choice, after you drove the session, and after the tire lived through its heat and load cycle. If pressure was wrong, the tire may report it through wear and grip behavior. If pressure was right but the driver locked a wheel, the tire may report a driver event instead.
The mechanism behind this reporting is slip and heat. Smith's HRE discussion presents contact-patch heating as a way to explain performance trends with slip, pressure, load, camber, tread thickness, and rubber characteristics. It also points to slip and re-grip as a primary mode of heat input. For the driver, you do not need to run equations in the paddock. You need the mental model: every time the tire is asked to produce force, the tread rubber deforms, slides in small ways, regains grip, and generates heat. When the tire is used in its working range, that process is productive. When the tire is dragged, locked, slid, underinflated, overheated, or abused in one spot, the same mechanism writes uglier evidence into the tread.
Slip angle also matters because tire force does not appear at zero deformation. The tire develops lateral force through deformation and slip. Smith notes that maximum aligning torque for race tires is in the 1 to 3 degree slip-angle range, with passenger tires higher. At higher side force, aligning torque reduces and lateral deformation dominates. For inspection, the key lesson is that the tire can be working hard before it is visibly sliding across the track. You may not hear drama, and you may still be generating substantial heat and wear. That is why a tire can show a pattern over a session even when the driver never remembers a spectacular moment.
Do not confuse comfort with peak grip, either. Van Valkenburgh notes that a controlled transient maneuver could show how sharp breakaway is, but in the final analysis the car is controlled by a human driver and what is comfortable can matter more than the highest coefficient-of-friction trait. When you read wear and damage, include driver confidence as a data point. A tire or setup that produces a narrow, abrupt breakaway may not be the best teaching or racing choice for the person driving, even if a lab-style number looks impressive. If the tire's report says it is operating on a knife edge, and the driver report says the same thing, treat that as meaningful.
A good tire-reading process starts before the session. Write down the tire set, corner positions, cold pressures, estimated mileage, known prior damage, and whether the tires were new, scrubbed, or already through sessions. If the tire was stored loaded on the car, note that. If the tire had a known previous lockup or vibration, note that. If the track is getting hotter, colder, greener, rubbered-in, wet, or rougher, note that too. Haney's tire-test discussion is valuable here because it emphasizes that ambient conditions and driver variation prevent lap times from being absolute. Your inspection log is how you stop yourself from comparing a cool morning run to a hot afternoon run as if the tire alone changed.
During the session, collect driver data while you drive. You are not writing notes at apex, but you can tag events in your memory. Did you lock the left front into Turn 1? Did you slide the rear in a long exit drift? Did the car begin turning worse only to the right? Did the steering wheel start shaking after one braking zone? Did the car feel good for three laps and then fall away? Did a curb impact or off-track excursion happen? When you come in, tell that story before the tire cools and before your ego edits it. Tire inspection works best when driver honesty is part of the instrument package.
After the session, begin with safety. Walk around the car before you talk lap times. Look for obvious cuts, cords, chunking, sidewall marks, beads that look disturbed, hardware damage, and anything that suggests the car should not go back out. Then inspect each tire around its circumference, not just the part facing you. Use a tread-depth gauge where the tire has measurable tread. Record inside, middle, and outside depths if the tire design makes that meaningful, but remember that this is still an average view unless you rotate the tire through its full circumference. Local damage beats average depth in urgency.
Next, connect inspection to symptoms. If there is vibration, look for the flat spot first. If there was one-sided oversteer that worsened, check rear pressures and inspect the likely side. If there was one-sided understeer, check the front tire on the side suggested by braking behavior. If the tire looks grossly uneven over its life, do not guess from one session; compare your log, pressure targets, temperature notes, and driving pattern. If the tire looks evenly worn but grip is falling, consider total mileage, heat history, and whether the tire was new and at its early peak before settling to a lower level.
Then decide the action category. There are only a few. Keep running and monitor. Rotate or reposition if your rules, tire design, and safety judgment allow it. Adjust pressure or setup in a controlled way. Change the driving technique that caused the evidence. Retire the tire. Or stop and investigate a non-tire fault. Van Valkenburgh explicitly warns that abnormal handling can also come from broken or bent suspension components that will not be cured by a tire change. That warning belongs in your process. Tires are excellent reporters, but they are not the only parts that can create a handling symptom.
Worked example 1: the front-lockup flat spot.
You are driving an intermediate HPDE session. On lap four, you brake too late for a heavy braking zone and the front tires lock briefly before turn-in. The car still turns, and you finish the lap. On the next straight, the steering wheel has a new vibration. The car was smooth before the lockup. That sequence is enough to make a working diagnosis: you likely flat-spotted a front tire. The source evidence is strong because Van Valkenburgh links lockup and sideways sliding to localized flat spots, notes that front bias makes the driver likely to feel a flat spot at the steering wheel, and says the next high-speed straight can reveal it as vibration if the car was in balance beforehand.
The right response is to stop treating the session as normal. In an HPDE environment, pit in. In the paddock, inspect the full circumference of both front tires. Do not accept the visible top of the tire as the whole story. Roll the car or jack safely if needed. If you find a flat patch, decide based on severity, cord exposure, vibration, event rules, and your instructor or tech guidance. If you do not find an obvious flat spot but the vibration is real, continue the inspection. Check for thrown wheel weight, wheel damage, debris, or suspension issues. The lesson is not that every vibration is a flat spot. The lesson is that the chain of lockup, immediate new vibration, and localized tire wear is too coherent to ignore.
What good looks like in this example is honesty and fast evidence gathering. You identify the braking error, you connect it to the new symptom, and you inspect the whole tire. What bad looks like is finishing the whole session because the lap timer still works, then glancing at one visible part of the tread and calling it fine. The cost of the bad version is not just lap time. The cost can be wearing through to cord in one small area while the rest of the tire still appears to have usable tread.
Worked example 2: the slow leak that pretends to be balance.
You are in a longer session or race stint. The car begins to oversteer in left-hand corners, but not with the same character in right-handers. At first it feels like you are just overdriving exits. A lap later it is worse. On the next straight, under hard acceleration, the car pulls toward the side associated with the oversteer. That is the pattern Van Valkenburgh gives for a likely soft rear tire on that side. The tire is not reporting through a visible flat patch yet. It is reporting through a progressive, asymmetric handling change and a straight-line acceleration pull.
The correct read is to treat the condition as a tire-pressure problem until checked. Pit, measure pressures, and inspect the tire for puncture, bead issue, valve issue, or damage. Do not keep adjusting your corner-entry technique around a worsening asymmetry. Do not tell yourself it is just the track getting greasy if the symptom is side-specific. Ambient and surface changes can happen during a day, but a one-sided deterioration that grows lap by lap is different evidence from a general loss of grip on all corners.
What good looks like here is using the straight as a diagnostic aid. You notice the cornering symptom, then you ask the car a controlled question under acceleration or braking where the source text supports the inference. What bad looks like is chasing setup from the seat while the tire loses support. That is how a slow leak becomes a bigger failure.
Worked example 3: the tire that looks worn out but is really undocumented.
You buy a used set or pull an old set from storage. The tread looks acceptable. On track the tire is vague, then noisy, then inconsistent. After the session you see wear that is uneven but not tied to one dramatic event. This is where the test-control lesson matters. Haney's tire-testing discussion explains why teams use control tires and repeat runs: lap times move with ambient conditions and driver variation. Van Valkenburgh also notes that over longer testing, tire wear itself can affect performance and can indicate something about the tire over the life of the tread.
The instruction is to rebuild the missing context before making big conclusions. How many sessions are on the set? Was it stored loaded on the car? Was it originally new and past its early peak? Has it been through repeated heat-up and cool-down? Was the track hotter today? Did the driver change technique? Were pressures checked before going out, as Lopez recommends? Without those answers, the wear is still evidence, but it is weak evidence. You can still decide to retire the set for safety or consistency. What you should not do is make a confident setup diagnosis from an undocumented tire history.
Sub-skill 1: separate average wear from local damage.
Average wear answers the question of remaining tread life and broad usage. Local damage answers the question of whether one event compromised the tire. Use the tread-depth gauge for average wear where applicable. Use full-circumference inspection for local damage. A car can be sent out on a bad tire if you measure only the easy part. Your routine should therefore include both: numbers and eyes, gauge and rotation, general pattern and single-event evidence.
Sub-skill 2: read symmetry.
Symmetry tells you whether the problem is probably global or corner-specific. All four tires feeling greasy after the same number of laps may point toward general heat, wear, or pressure behavior. One tire producing one-direction balance change points toward a corner-specific issue, especially a pressure loss. One flat spot points toward a localized event. Grossly uneven wear over a tread life points toward development work, setup, or repeated technique. Symmetry is not proof, but it sorts the problem before you start changing parts.
Sub-skill 3: connect the driver event to the tire mark.
The tire does not know your intentions. It records what happened. If you locked a wheel, slid sideways, spun, ran wide, or abused a curb, record that before inspection. If the tire shows damage consistent with that event, the first correction is often driving discipline, not setup. If the same damage appears without a remembered event, be more suspicious: perhaps you missed a lockup, perhaps the tire had prior damage, perhaps there is a mechanical problem, or perhaps the evidence points somewhere else.
Sub-skill 4: protect the baseline.
Haney's account of tire testing is really a lesson in baseline thinking. Control tires help teams compare new tire performance when conditions and driver behavior are changing. Your HPDE version is simpler: use a written log, repeatable pressure checks, consistent inspection points, and honest driver notes. If you make three changes between sessions and then discover odd wear, you have made the tire harder to read. If you change one thing and inspect carefully, the tire's report becomes more useful.
Sub-skill 5: know when the tire is not the cause.
A tire symptom can be caused by a tire, but not always. Van Valkenburgh explicitly cautions that abnormal handling can result from broken or bent suspension components. Wheels also require frequent inspection for fatigue cracks under racing stress. If the tire evidence does not match the symptom, or if there was a hard impact, do not keep forcing the tire explanation. Inspect wheels, suspension, alignment-relevant parts, and anything else the event could have damaged. The mature move is not to make the tire guilty. The mature move is to follow evidence.
Calibration cues: how you know you are improving.
The first cue is speed of diagnosis. Early in your development, you come in, see something ugly, and do not know whether it matters. Later, you can say: this is average wear, this is localized damage, this vibration began after a lockup, this one-sided balance change needs a pressure check, this old set lacks enough history for a confident setup conclusion. You are not guessing faster. You are sorting evidence faster.
The second cue is cleaner logs. Your tire notes should start matching the session story. A lockup note should lead you to inspect for a flat spot. A worsening one-side symptom should lead you to pressure and leak checks. A tire with known storage load should make you skeptical about vibration before blaming the track. A new tire's early grip should be treated differently from an old set's declining grip. When your notes and the tire condition start explaining each other, you are learning.
The third cue is fewer repeated mistakes. If you flat-spot a tire, then keep locking the same tire in the same braking zone, you are not using the data. If you see grossly uneven wear over time and never change the process, you are not using the data. If you experience a slow leak once and then later recognize the one-sided symptom earlier, you are improving. Tire inspection should change behavior, not just fill a notebook.
The fourth cue is better restraint. Intermediate drivers often want a setup answer because setup feels sophisticated. A better driver can say: this was my brake lockup, not a camber problem; this was a likely pressure loss, not a rear-bar problem; this tire history is undocumented, so I cannot make a clean inference; this handling symptom could be suspension damage, so I will inspect beyond the tire. Restraint is part of accuracy.
Common mistakes.
Mistake 1: inspecting only the visible tread. This misses localized damage. Good looks like checking the full circumference, especially after a lockup, slide, vibration, or spin.
Mistake 2: treating average tread depth as a safety guarantee. Average depth is useful, but a tire can wear to cord in one flat-spotted area while looking acceptable elsewhere. Good looks like combining depth measurement with a search for single-location damage.
Mistake 3: explaining every balance change as driving technique. Driver inputs matter, but a progressive one-sided oversteer or understeer pattern can indicate a soft tire. Good looks like using acceleration and braking behavior on the straight as supported diagnostic clues, then pitting to measure.
Mistake 4: blaming heat cycles for everything. Heat history matters, and new tires can have an early peak, but the corpus does not support using heat-cycle count as a universal explanation. Good looks like checking wear, pressure, local damage, mileage, and session conditions before blaming age or cycling.
Mistake 5: changing setup from one dirty data point. A grossly uneven wear pattern over time may justify development steps, but one session with a lockup or spin is not clean setup data. Good looks like separating driver-event damage from repeated pattern.
Mistake 6: ignoring non-tire causes. A bent suspension part or damaged wheel can create abnormal handling. Good looks like widening the inspection when the tire evidence does not explain the symptom or when the car had an impact.
Drill: the three-session tire report.
At your next event, run this drill over three sessions. The goal is not to make the tire perfect. The goal is to build a reliable evidence chain.
Before session 1, record tire set, corner positions, cold pressures, known mileage, known prior damage, storage condition, and whether the tires are new, scrubbed, or used. After session 1, inspect all four tires around the full circumference. Use a tread-depth gauge if the tire has measurable tread. Write down average wear impressions, any local marks, and any driver events. Success criterion: you can match every significant mark to either a known event, a known prior condition, or an unresolved question.
Before session 2, make only the planned pressure or driving change from your normal program. Do not make multiple tire-related changes for this drill. During the session, deliberately tag any lockup, slide, curb strike, vibration, or one-sided handling change in memory. After the session, repeat the inspection in the same order. Success criterion: your notes distinguish local damage from broad wear, and you can explain whether the tire's report changed from session 1.
Before session 3, choose one focus based on the evidence. If you saw local damage, drive the relevant braking or corner-exit zone cleaner. If you saw a pressure-related symptom, verify pressures immediately before going out and again after coming in. If the tire history is too messy, treat the session as baseline gathering rather than setup testing. Success criterion: you finish with a written decision for each tire: continue and monitor, rotate or reposition if appropriate, adjust process, retire, or inspect non-tire systems.
The drill works because it copies the useful parts of tire testing at club scale. Haney describes careful planning, control references, lap and segment times, pressures, temperatures, and driver comments. You probably do not have tire engineers swapping blind control sets in the paddock. You can still control your notes, reduce variables, and keep the driver report tied to the physical evidence.
When this principle breaks down.
There are times when wear and damage cannot tell you enough. If the corpus is thin for a specific tire construction, you should not invent a diagnosis from general rules. If the tire has unknown history, unknown storage, unknown prior lockups, or unknown heat cycles, the evidence is weaker. If the car had an impact, abnormal handling may come from suspension or wheel damage. If ambient and track conditions changed heavily, lap-time changes are not clean tire evidence by themselves. If the driver is inconsistent, the tire test becomes noisy for the same reason Haney says a test driver who gives different lap times and comments on the same control tire is not useful.
The practical answer is to lower your confidence, not to stop observing. Mark the tire, document the uncertainty, inspect more broadly, and rebuild a baseline. The tire is still talking. You just may not have enough context to translate it cleanly.
The final habit is to respect the tire's evidence before it becomes expensive. A small flat spot is a braking lesson. A new vibration is a warning. A one-sided balance change is a pressure check. Grossly uneven wear over time is a development prompt. A tire with good average tread but one damaged patch is not a good tire. Read the report early, connect it to the session honestly, and let the tire teach you what actually happened instead of what you hoped happened.
Worked example: the front-lockup flat spot
You brake too late, lock a front tire, and feel a new steering vibration on the next straight. Treat that as a tire-damage signal. The supported chain is brake lockup or sideways slide, localized flat spot, steering-wheel feel, then visible missing rubber in one place. Inspect the full circumference before the car goes back out. Average tread depth is not enough because the tire can be damaged in one small area while looking usable elsewhere.
Worked example: the slow leak that pretends to be balance
A car that slowly develops one-sided oversteer or understeer is giving you pressure-loss evidence, not just balance feedback. Use the straight-line clue: under hard acceleration, a pull toward the side associated with oversteer points toward a soft rear tire on that side; under braking, a pull away from the side associated with understeer points toward a soft front tire. Pit, measure, and inspect instead of driving around a worsening asymmetry.
Common mistakes
The common errors are inspecting only the visible tread, trusting average tread depth while ignoring local damage, turning one dirty event into a setup conclusion, blaming heat cycles before checking simpler evidence, and ignoring wheel or suspension damage when the tire evidence does not match the symptom. Good practice is full-circumference inspection, pressure checks tied to symptoms, written session context, and conservative escalation when vibration or cord exposure appears.
Drill: the three-session tire report
Run three sessions with a written tire log. Before session 1, record tire identity, corner position, cold pressure, mileage, history, and storage. After each session, inspect all four tires around the full circumference and record local damage, average wear, pressures, and driver events. For session 2, change only one planned variable. For session 3, pick one evidence-based focus: cleaner braking, pressure verification, or baseline gathering. Success means each tire has a clear decision: continue, monitor, reposition if appropriate, adjust process, retire, or inspect non-tire systems.
When this principle breaks down
Wear and damage become weaker data when the tire history is unknown, the driver report is inconsistent, the track or ambient conditions changed heavily, or an impact may have bent suspension or damaged a wheel. In those cases, lower confidence and rebuild the baseline. Do not force a tire explanation when the evidence is incomplete or when a non-tire fault could create the same handling symptom.
Author Review
No quiz questions are attached to this lesson.
Sources
| # | Document | Chunk | Pages | Score | Collection |
|---|---|---|---|---|---|
| 1 | Race Car Engineering Mechanics Paul Van Valkenburgh | 497023f2-2fc5-86df-1857-e91fbf31f847 | 19 | 1 | uio_books_raw_v1 |
| 2 | Race Car Engineering Mechanics Paul Van Valkenburgh | 0ceae3f5-ae82-706d-ab13-0fba0539cf9d | 19 | 1 | uio_books_raw_v1 |
| 3 | The Racing and High-Performance Tire Paul Haney | 11880aec-933e-aa8f-4b04-34e8fbf40f0e | 168 | 1 | uio_books_raw_v1 |
| 4 | Race Car Engineering Mechanics Paul Van Valkenburgh | 5b8362aa-b3ba-e855-af47-25dda94a776f | 17 | 1 | uio_books_raw_v1 |
| 5 | Race Car Engineering Mechanics Paul Van Valkenburgh | b942ce90-c3e1-d5f4-c402-9184a8f38d51 | 17 | 1 | uio_books_raw_v1 |
| 6 | Going Faster Mastering the Art of Race Driving - Carl Lopez | 6a448808-73a5-f4c9-1bbc-f943507ce864 | 214 | 1 | uio_books_raw_v1 |
| 7 | Racing Chassis and Suspension Design Carroll Smith | acb0cc10-794d-5c1d-7e2e-e9d6785f34e2 | 18 | 1 | uio_books_raw_v1 |
| 8 | Racing Chassis and Suspension Design Carroll Smith | eae9f9ce-0394-b6ca-6779-c954881967cc | 28 | 1 | uio_books_raw_v1 |