This can not be called a school, "dummies" and "blondes" are not their profile. Instructors believe that people with a fairly high driver level come here. In any case, able to drive a car, including four-wheel drive, even in slides. Our group is perhaps the exception, as it consists of dealers and journalists.
FIRST DAY - WHAT TO VISIT …
Twenty people are divided into ten crews, two in each. Ten cars are divided into two groups of five. Both are attached to the "leader", who work as "guides" showing the way.
We start by working out the "twisted" tracks, on which the speed cannot be raised above 40 km / h. Our car, like others, is "launched" into the carousel, without explaining anything.
I will use my own knowledge and skills, and try to improve. After all, not every day manages to sit behind the wheel of an all-wheel drive Lancer, and even on a specially prepared track.
My colleague in the cabin - a Dutch dealer, confidently rides on ice, but in the "road" style - relies more on the steering wheel and works roughly with gas. For him, slipping is an extreme situation. Apparently, because he twists the steering wheel too much at the exit of the turn, because of which the car begins to shy from side to side. But none of the instructors comes up to us, therefore I take the liberty of suggesting what needs to be done to avoid over-running.
You approach the arc of the bend, aiming at its top, and for a short time you dump the gas. At the same time you turn the steering wheel with a short jerk, trying to reduce the turning radius. Now you need to catch the moment when the back will float to the side, fend off the drift with the wheel and add gas. The machine begins to lick the turn curve sideways. For courage it is better to go almost sideways, in a deep drift. But in this case, the route’s travel time also increases, and it’s more difficult to keep the car sliding - it tries to turn around backwards. And for a ride on time, an “attack” angle of 30–45 degrees is more suitable.
When exiting a bend, do not release the gas, and carefully straighten the trajectory with the wheel. Now in the same way we shift the car in the opposite direction. The main thing is not to overdo it, to act smoothly and accurately.
After a while, we go to the track with more running turns. The skill of a Dutchman who is following my advice is growing before our eyes. In the afternoon, we are advised to use the built-in system for monitoring the passage time of the route. The Dutchman continues to “grow”, improving time after circle - 2.56, 2.34, 2.28.
My turn. I select the transmission in such a way as to avoid excess power on the wheels - it is known that the most effective acceleration in any conditions is with 15 percent slippage. Of course, you can rely on an external parapet - but this technique is more suitable for single-drive cars. And the likelihood of crushing the sidewall is much greater.
For the passage of arcs, I choose clean trajectories - the ice held up by snow or ice crumb holds worse. It is not possible to effectively brake it with ABS - the bulk fractions under the wheels are shifted, significantly reducing the braking efficiency. The scoreboard sequentially displays three identical results - 2.18, 2.18, 2.18. My neighbor is literally in shock, but not from the fact that I am going faster, but from such repeatability of results.
Later, an instructor sits down to us, rides a circle in the back seat, watching my actions. It tells me that the arcs must go along the inner edge - the clutch is better there, besides, there is always a margin for the “tail” if the car blows out. Then it passes the entire track behind the wheel - it’s only a couple of seconds faster than me.
That got me started. Sports excitement awakens - because now I know how to go. I'm starting! I “prescribe” all arcs neatly, I stay inside. In the morning feeling that I'm going to a record. There is very little left to the finish line; I am already starting to dream that I will “beat” the time of the instructor. And suddenly the car slides off the trajectory, slides out and … freezes in a snowdrift. In my opinion, the speed exceeded just a couple of km / h. The moral is simple - do not try to overtake yourself, do not exceed one iota of your own limiter. It seemed that I knew it well.
In the evening I understand - prescribing ice turns on Lancer is akin to folding a song. The end of the previous verse becomes the beginning of the next. The exit from one turn is already the beginning of the entrance to the next. And when you merge with the car, it begins to seem that she herself knows where, how and how much to turn. The main thing is to learn not to disturb her!
SECOND DAY - … REVIVE
The second time I sat down firmly in a snowdrift already on the track. Drifting at a speed of 40 or 60 km / h and even 80 is one thing. Stolnik is quite another thing - chills on the back, the hairstyle lifts the cap above your head, as if in respect. But this time I was not mistaken in speed. The mistake turned out to be different - I digress from the "road" for just a second. I know that one needs to gaze steadily on the trajectory, especially when the uncertainty ahead lies between high snowdrifts, and even on ice. But I really wanted to see with one eye what speed is. Now I know - 110 km / h. The price of the acquired “knowledge” is the loss of a trajectory and a flight to a snowdrift. Fortunately, the car’s protective kit in soft snow virtually eliminates the possibility of damage. However, after the "snow parking", as my colleagues and I immediately christened a "stop" of this kind, we have to clear all the inlets from the snow that has accumulated. Almost everything flew out on this highway.
But at the end of the day on the final track - not a single flight. Apparently, it is not in vain that they say: experience is the son of mistakes … My time was the fastest, and even with a repeat - 11.58 and 11.59. The best time for colleagues is 12.04. Although the first round I went for 12.56. During the second and third races, he played for a whole minute at home - due to the fact that the ice had cleared. After all, the first time I got to “open” the track. Then I had to ride on ice covered with snow, and under such conditions the spikes clung poorly to the ice. And after passing a dozen cars, the track cleared of snow, and the grip improved significantly. Just like at the stage of this rally, where riders avoid starting first.