转：驾驶技术之二--Nitro Driving Techniques

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文章译自STEPHEN BESS发表于www.rcnitro.com的《Nitro Driving Techniques 》
编译工作：michael
注：文章为参照原文节选编译，如有谬误敬请指正－－
　　有没有尝试过自己觉得已经是跑出了一个很好的成绩，但是当看到成绩单的时候才发现自己被头车甩下了超过15″？到底那个家伙是如何跑出这么快的速度的？！99%的人会认为是装备上或者是设置上的区别——TQ用的是更快的机器，是更好的车，有完美的设置。但是，真相应该是他是个好的驾驶者！你要是看到象Brian Kinwald, Richard Saxton等高手开普通的车，你可能会气都喘不过来。比较好的技术相对比较好的装备更容易带来胜利。
　　那你应该怎么样磨练自己的技术，让你的车在赛道上发挥极限？让我们开始吧！我会比较偏重油动方面。请看下去，然后练习去吧！
　　×设定×
　　当然，我承认想控制一辆设定乱七八糟的车不是件容易的事情，但是高圈速不要求“完美”的设定；我建议首先以你的车的厂方建议设定为开始，如用户指南中建议的避震油度数、CAMBER和TOE_IN/OUT角度，跟随它们，因为这些重要的数据是厂家经过大量的测试之后提供的作为大部分场地都能使用的设定，至于其他的设定选择你还是应该咨询你能接触到的高手，参考他的做法，这样，你就可以开始了——设定的活已经干完了，轮到最重要的部分：你的驾驶技巧了！
　　×驾驶×
　　总的来说快速的意思就是能够无碰撞地持续的最高速圈，持续就是可以一圈又一圈地完成而不碰撞，碰撞消耗你大量的时间，你的整体速度不可能高。4个30″的圈加2个有碰撞的40″的圈，实际上是要比6个33″的圈慢的这个事实不是很容易意识到的。高手知道自己用能力限度的85%持续跑是一定会比用最大限度跑（而且带有碰撞）更快的。
　　×起跑策略×
　　能够干净利索地起跑需要技术和运气，最好的车手也不能控制其他的9位车手，兜点路可以让你在起跑的时候少点麻烦。。。
假如是利曼式的油车起步，车辆会沿直路放在外线一起起步，你的pit工作人员会把车沿直路方向或指向首弯的顶点摆放，这样你可以避免在猛加油门提速的时候被迫转向而滑出去，但有时候大会会指定车辆必须以45°角摆放，假若如此你就必须小心自己的油门以保持自己对车的控制。
　　规定中要求是车辆必须放置在地上指定小格内，pit人员举起双手5″以上才可以开始比赛，你的机器就必须在这5″里面保证不过热不死火，为了保证你的机器起步的时候还能跑，让你的pit人员把车举起来让你可以轰油保证机器不积油，快速的用1/2的油门持续运作10″，然后把车放在地上开始等待起步，这样的话可以排掉机器机闸里的余油。否则，当你要加速起步的时候，这些余油会被逼进燃烧室，你就要冒机器过于富油而死火的危险，这和驾驶技术无关。。。当然，你要起步好还要把油针设好，否则你就根本不再需要担忧自己的驾驶技术了。。。
　　×死亡之弯×
　　成功的起步当然是值得骄傲的，但是随之而来的就是令一个难关：首个弯角——好像很简单是吧？！可是它并不是那么时常能够完成的。你应该是按照自己起步的位置定好策略：如果你是前半集团的，良好的油门控制和伴随旁边的车的能力是需要的；当你在后半部起步的话就要很小心的接近——可惜，那是没有本本可抄的。审度形势，特别是那些在你旁边起步的人，粗略估计起步的形势：他们是闭上眼一窝蜂的往弯里涌进去还是属于有分寸有计划线路的人物？只有你自己才能回答自己了，这些认知有助你去确定自己的策略。只不过别指望在首弯前就能超越5辆车,原因是他们在初赛都比你快,大部分的原因是:他们比你开得好.
下赛道前用多点时间去调整你的车,高速度就有更多的保证
　　一次撞击所消耗的时间和对你的拖延是你没有办法估计的,最容易达到高圈速的办法是不要撞; 好的起步是很重要的,如果你是首发的,当然能够避免首弯的麻烦,否则,你就要乖乖的呆在那堆车的后面安全的走,绕开首弯上那炒成一堆的车.
　　×直路×
　　那是跑道里最容易的了对不？可说来奇怪，对于某些车手来说直路却是最麻烦不过的事情，因为他们对高速度的渴望实在是太厉害了，结果就是在直路尾速度太快了。。。在加油进入直路的时候记得要保持均匀而且柔和，让车在你的控制之中，赛员们常常用一扣到底的油门来迎接他们的直路，结果是经常被迫处于不能控制的“甩动”状态下完成他的直路，如果你是开电车的STOCK赛，你是能够在这状态里面改出来，但是油车往往是动力过剩的，结果这种情况往往越演越烈。最大的挑战往往就是直路尽头的弯，在那里你必须要慢下来。你需要从弯顶开始沿着弯道逐渐进入直路，平稳地持续地加油直到你达到极速或者到达下个弯的刹车点，这样就可以顺利的进入下一个弯了。对于大部分的赛员来说，直路末弯角是最大的挑战了，你可能要进行从整条赛道最快速的部分转入可能是最慢部分的工作，但首先要做的就是确定怎么样转你的弯，这是你在直路上必须先作准备的，不要随便在正转弯的时候刹车，而是在直路上选定那里是你的刹车点，松开刹车后再打方向进入弯道，这样你可以用最高的速度过弯因为你的四条轮胎都能够最大限度循轨迹而行使，弯中刹车会破坏你的车的平衡和带来你不想见到的侧滑。
　　×弯道咯×
　　最简单，成也弯道败也弯道，谁要是最关心自己的最高速度谁就会在弯道被超车，当你准备好怎么进攻弯道的时候，最重要的就是如何取得更紧凑的线路了。到底我们试过多少次在直道势如破竹然后一头撞到弯底上才醒悟？你买来的车上有样东西叫“刹车”，经常用用不怕吃亏。迟刹车不如早刹车，你可以避免成为跑道上的固定路障，同时可以在合理的速度下更好地完成你的弯道；如果你的车不能和其他人的车一样快的完成弯道，留心他们的线路，很有可能是他们采用比你更合理的线路。
　　×完美之弯道×
　　留心弯道的样子，不管是急速的还是比较平缓的弯，你的目的就是取得最直的线路，与其跑得象画多边型，不如让弯道完成得更平缓而且尽可能的擦着弯顶通过，关键是你要避免急转和突然动作影响你的速度，纯粹以距离计算线路当然越贴弯边行使路程就越短好像就越好，但实际上是你要从外线进入弯道，平滑的进入通过弯深或者弯顶，然后平滑的加油出弯并再次移回外线；这才是最快最直的过弯线路。
　　直路狂人的线路
　　完美的弯道线路
　　×超越策略×
　　你不是独自在跑道上跑的，所以不是一定能够使用最好的路线去通过每一个弯角，比赛过程中经常需要选择是避让还是超越，当然最好的超越机会往往就在弯角，也是最激动人心的部分，直路很容易能够保持速度，好的车手会发展他们的弯道技术，让自己进入前列，以下是一些经验丰富的专业高手在各种比赛中的超越策略。
　　×迟刹车×
　　在善用刹车的情况下，是比较容易做出超越的。迟刹车可以让你超越你的对手，可是别忘记有成功的和失败的迟刹车动作之分，成功的动作意思是你比对手要成功地更狠更迟的刹车，在刹车区你就已经可以基本完成超越；但是太迟或者太猛的刹车不是把你扔到弯外围就是使你的车轮锁死并失去控制。
　　×由内至外（后移弯深）的超越×
　　你是A车，如果跟B车跑的同一路线的话是不可能超越的，你必须为了超越而修改你在弯中的线路：譬如前面的车进弯是使用由外线冲进内线通过弯顶的话，你就要钻进B车和弯角之间的狭窄通道中，因为他的线路允许比你更高的弯道车速，你必要地会使用比他稍慢的速度，刹车并且让车头指向弯顶，比前车更快地通过弯顶，当然地，这时候你已经占据了他的行车线，B车将被迫刹车避免碰撞或者尝试从外围反超越你——你理所当然地进入了“内弯超越”的理想状态，从内弯以最大能力加速往外线冲，帮助你保持最高的速度之余，也完成了保护自己不被反超的任务。
　　×从外至内（前移弯深）的超越×
　　许多经验丰富的赛员（B车）在被紧逼的时候会采取保护性的行使线路，保护线路其实不是最快的，实际上是前车为了达到阻止其他车辆占据他的内线而采取的更靠近弯的线路，当B车行使在防御线路上的时候，争取至少和它在进弯前取得和他平排甚至比它更前方的外线位置，如果他是用中线或者内线过弯的话，他必须要往外线出弯以保持尽可能快的速度，你（A车）就能插进他的内线，当然你需要使用刹车减掉速度去获得比B车更贴弯的出弯动作，这样，你就成功取得了内线，如果你的运气还行，你会获得进下个弯更好的线路，那样，你就能成功超越了。 注：不知道大家注意到没有，能够准确判断刹车和避免碰撞是很重要的，文明的驾驶是获得活动最大乐趣的前提。
　　×强行超越×
　　很象由内至外的超越，强行超越要求你在进弯的时候已经占据了内线，当然强行超越和撞击之间其实只差一线，这种带着强烈侵略味道的开法需要很仔细的操纵。当你（A车）进弯，守在内线，在可以操纵的范围内尽可能地迟刹车。这样你就可以在内线和你要超越的车并排地行使。B车理所当然地为调整线路而往外跑，你就要跟随它往外线推出去来保护你的外线，如果你是首先到达外线的，你就已经成功地对你对手企图反超越的必经线路“关门”了，他只能很无奈的刹车留在你后面或者撞你——所以，你一定要估计一下你的对手是否那种连避免撞击都不会的家伙，如果他是的话，“关门”的动作就可免则免吧。进行超越前要好好考虑一下，因为你要占取的外线假如已经被对手占据的话，你最好别冒着背上“手法粗糙”的名声硬干，应该退回后面等待下次的机会。应该肯定你的后轮已经是在对方的前轮前面才进入外线，应该避免你的车和别人的车接触。 ×早有预谋×：能提早对将要面对的弯道和障碍物做出准备是好的策略，当改变首个弯的线路会让你能够更快地通过后面的几个弯的时候你就需要变动自己的路线了，例如：一个180度的左弯后跟着是一个90度的右弯，建议用提前弯深或者是由外至内的跑法，因为这样就可以让车能够以更好的姿态进入下个弯角；由于具体场地的分别，你需要分别的对待，但是至少如果你能在开始动作前就已经有所准备和策划，圈速当然地会更快。
　　×加速和刹车×
　　就象Saxton说的一样：流畅就快。
　　×油门之舞×
　　把下面的字尽可能快地读出来：wah wah wah wah wah！如果你的油门的声音也是这样子的话，你就是浪费油而且无可置疑的慢！你控制油门的手指应该不是一个只有“开”和“关”状态的，不要这样对待它。斗油绝对是破坏车辆重心平衡的杀手，浪费油、电还有损耗你的器材，下次开车记得注意听自己发动机：你是否没必要的在乱点油门？聪明地使用油门和刹车是取得更好的圈速、更长的行使时间和让设施更耐用的必然之选；如果你已经后悔被wah wah wah的油门教坏了，很简单，练习流畅的使用你的油门，我保证你的圈速会更快，两次加油的时间肯定更长，这是越野和平路车通用的法则；乱点油门会破坏车辆咬地的能力，流畅的控制会让你获得最好的咬地。
　　×调整刹车×
　　油车竞赛里面，错误的使用刹车是低圈速的很大原因之一，不单止是你要正确地使用刹车，你还要把你的刹车适当的调整好，太大的刹车会锁死轮胎而造成失控，很多只能刹后轮的车（纯后驱、前单四驱）更是限制了它们刹车的能力（有谁试过用手刹刹车的人就知道了），一旦刹车的力度稍大就会失控，就算是4WD的车虽然有更大的刹车效能，但是没有设好刹车一样会难以控制：锁死的四轮会让车无法转向；把刹车调到没有锁死四轮的情况下所能达到的最大刹车效能，你可以在赛道的直路上测试你的调整至理想。当然这样的设置在弯道上刹车可能还会发生锁死，但是一般来说，我们假设刹车都是在直路上发生的。
　　×跳跃×
　　遥控越野模型车上其中最令人兴奋的事情之一就是跳跃，熟练掌握跳跃技巧可以达致漂亮的四轮着地，否则就是经常的发生难看的“啃”地镜头了。难看的跳跃来自难看的驾驶技巧，很多驾驶者不明白其实简单的油门和刹车变化就可以控制车子在空中的姿势，旋转的轮胎带有能量，当车在空中的时候，改变车轮的转速就会有不同的效果出现，空中点刹车，车头会垂下来，加油车头就会抬起来，如果你的车在空中已经是平的了，那就简单得保持现有油门就行了——车的触地动作会很漂亮。好的接近状态是成功跳跃的第一步，接近跳台的时候放开油门，这样有助悬挂稳定下来准备跳跃，加着油上跳台也是可以的；当然，由于赛道的不同，你是可以跑多几圈来确定你的跳跃，尽量以直线的姿态接近跳台，大部分的跳跃车会向前向上飞，那就是说你要有足够的向前的动能让车到达着陆区，但是太大的速度又会把车不知道扔那里去了。。。标准的动作是当到达跳台的时候，加油在跳台上行使然后当车起飞的时候保持油门，这个动作会对避震预先加压，让它在离开跳台的时候真正的产生“推离”的效果，当车在半空的时候，敲刹车可以让车头垂下来，加油可以让车头升起来。
　　×到最后冲刺了×
　　是好的驾驶技术而不是什么能买到的好东西让你能够用更快的速度行使，当然这取决于你是否去进行更多的练习，只有更多的经验才能让你熟练掌握这些技巧，你会比那些只会想着拿到所谓的梦幻设置或者高级补品的人快，钱是不能用来代替好的驾驶技巧的，所以，练习去吧！免费的。（完）
　　
　　［英文原文］看一下这个有助于你看车架和遥控设备的英文说明书哟
　　Driving Tech 101
　　BY STEPHEN BESS
　　Have you ever run what you thought was a great race, only to look at the time sheet afterward and discover that you were more than 15 seconds behind the leader? What could that driver possibly have been doing to get around the track so quickly? Ninety-nine percent of the time, a driver will blame slower laps on his equipment or setup: the TQ has a faster engine, or a better car, or the “perfect” setup. But the truth is that he's probably a better driver! Put average equipment into the hands of racers such as Brian Kinwald, Richard Saxton, or any top-level pro, and you'll be blown away. Good driving beats great equipment every day without exception.
　　So how can you hone your skills and push your RC car or truck to its limits? Let's go over the most important aspects of driving RC cars and trucks; I'll emphasize nitro-powered models. Read on, and then go out and practice.
　　• SETUP.
　　OK; I admit it isn't easy to drive an out-of-whack car. Fast laps, however, do not require a “perfect” setup. Start with your car's or truck's stock setup. If its instructions specify settings for shock oil, camber and toe-in/out, then follow them; manufacturers include this vital information because they have thoroughly tested the vehicles and found that a particular setup works well on most tracks. The other option is to ask a fast, experienced racer at your track for his setup. Duplicate it on your car, and you'll be ready to go. Now that you've dialed in your car, it's time for the most important part: dialing in your driving skills!
   
　　Take a little extra time to set up your car before you hit the track, and you'll be guaranteed to get around it fast.
　　• DRIVING.
　　Putting together a fast race means being able to string together the fastest laps without crashing. Being consistent means being able to drive the same line lap after lap without crashing. Crashing eats up chunks of time—and causes frustration—and this results in driving too hard to catch up. It's difficult sometimes to realize that four 30-second laps with two crashes, resulting in 40-second laps, will actually take longer than six 33-second laps. The best drivers know that driving consistently at 85 percent of their abilities will result in a faster race overall than driving at 100 percent and crashing several times.
　　• STARTING LINE-STRATEGY.
　　Getting off the starting line cleanly generally takes a little skill mixed with a lot of luck. Even the best drivers can't control the other nine drivers in a race, but using your noodle a little can improve your chances of getting through the first corner in good shape.
　　Nitro vehicles are supposed to be started Le Mans-style: the cars are lined up along the outside edge of a straightaway and start together. Your pit person should line the car up facing directly down the straightaway or pointing toward the apex of the first corner, if you're close to it. This is to avoid having to turn your car while it's accelerating hard at the start to avoid spinning. The track marshals sometimes insist on lining up the cars at a 45-degree angle, in which case you must exercise caution with the throttle to maintain control of your car.
　　Proper starting protocol requires that all vehicles be placed on the grid and that the pit person raises his hands 5 seconds before the start. Your engine must, therefore, be well tuned to idle for 5 seconds and should not load up or stall before the start. To ensure that your engine keeps running at the start, let your pit person hold the car in the air so you can “clean out” the engine. Do this by giving it bursts of about 1/2 throttle about 10 seconds before you put your car on the grid. These throttle bursts help to clean out any residual fuel that has built up in the crankcase while the engine was idling. If you don't do this, all that fuel will be forced up into the combustion chamber when you try to accelerate away from your starting position, and you'll risk flooding and a flameout. This has nothing to do with driving, of course, but the fuel mixture must be set properly if you're to get through the start, or you won't have to worry about your driving technique.
　　• THE DEADLY FIRST TURN.
　　Assuming that everything is in order for a successful start, your next hurdle is the first turn—sounds simple, but it doesn't always work out that way. Your strategy should be influenced by your starting position. If you're at the front half of the pack, a healthy dose of throttle and some elbow rubbing may be called for, while a more cautious approach may be necessary if you're lined up in the rear. There is, however, no rubber-stamp technique. Size up your competition, especially those near you, to assess how rough the start may be. Are the guys around you likely to × it into the first turn and to go too deep, or do they generally go smoothly enough to run the proper line? Only you can answer this, and such knowledge will help you determine your strategy. Just don't expect to make up five positions before the first turn. There's a reason five other people qualified faster than you: in most cases, they drive better.


　　A crash takes up valuable seconds and slows you down more than you know. The easiest way to get around the track fast is to keep the vehicle on all fours!
　　A good start is very important. If you get off the line first, you avoid that terrible first turn. Or, play it safe and stay at the back of the pack, and drive around that first-turn pile-up.
　　• STRAIGHTAWAYS.
　　They're the easiest part of the track, right? Oddly enough, the straight causes the most problems for some racers because they get too excited about going fast, and they simply go too fast to turn at the end.
　　Accelerate onto the straightaway smoothly and under control. Racers often just clamp the throttle going into the straight, and this often results in an uncontrolled on-power “wiggle” for its entire length. You might be able to get away with that type of driving in the stock electric class, but nitro-powered vehicles are generally over-powered, so the penalty for this type of driving is much more severe.

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　　The biggest challenge on most tracks is usually the end of the straight, where you have to slow down. Starting at the apex of the turn that leads to the straight, gently ease into the throttle, then gradually squeeze the throttle until you reach maximum speed or a braking point; and that brings me to my next point.
　　For most racers, turning at the end of the straight is often the biggest challenge. You transition from the track's fastest section to what might be the slowest. Proper cornering techniques are vital in the next section, but you first must set up for proper cornering, and that's part of your straightaway strategy. The cardinal rule when setting up for the corner at the end of a straight is to brake when you're running straight; don't brake while you corner. Decide where on the straight you want to begin to brake, then let off the brakes when you start to turn the wheels to corner. This will allow you to corner faster because all four wheels will provide the maximum traction. Braking while you corner can upset the car's balance and create unwanted oversteer.

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　　• TURNING.
　　Simply put, races are won and lost in the turns. Racers who are most concerned with top speed are the ones you'll pass in the turns, as long as you know how to attack a turn properly. The tighter the track, the more important turning skills are. How many times have you barreled down a straight full speed and crashed head-on in the turn at the end? Your car has brakes; use them! It's always better to brake too early than too late; you'll avoid the pile-ups this way, and you'll be better set up for the turn itself if you travel at a reasonable speed. If your car doesn't make it through the turns as quickly as the other guys', watch their lines; chances are, they're taking better ones than you are.
　　• THE PERFECT CORNER.
　　 Look at the turn itself; regardless whether it's sharp or gradual, your goal is to take the straightest line. Rather than making a hard and abrupt turn, try to run in a smooth arc that nearly touches the turn's apex. In race lingo, taking the fast line through a turn is called “straightening out” the turn. The key is to avoid sharp and sudden moves that scrub off speed. There may be obstacles and other elements that make the “perfect” line less desirable, but generally, you want to roll into the corner from the outermost line, turn in smoothly to the inside or “apex” of the corner, then gradually accelerate out of the corner, drifting out again to the wide line; that's the fastest and straightest line through the corner.
   
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　　• PASSING STRATEGY.
　　You're not alone on the track, so taking the “perfect” line through a corner isn't always possible. Driving through traffic requires alternative cornering and passing strategies. The best passing opportunities often come in the corners, and this is where most of the action takes place. It's easy to make enough power to keep pace on the straights, but talented drivers develop their cornering skills. To move you toward the front of the pack, here are the passing strategies used by most of the seasoned professional drivers in all forms of racing.
　　• LATE BRAKING.
　　One of the easiest passes can be made under brakes. Late braking can move you past your opponent, but there's a difference between successful and unsuccessful late braking. A successful maneuver means you jump on the brakes a little harder and a little later than the car you're following; this should allow you to pass in the braking zone. But when you get on the brakes too late or too hard, you'll either go too deeply into the corner or you'll lose control and lock your wheels.
　　• THE INSIDE-OUT, OR LATE-APEX, PASS.
　　You (car A) can't pass car B while you're following the same driving line, so you must modify your approach to the corner. It's likely that the car in front of you will approach a corner from the outside line, so leading into the corner, you need to set up on the inside of the lane. Slow down a little more than the car you want to pass because his line allows a higher cornering speed. Get on the brakes and point your car toward the corner's inside apex. Get there before the other car and then you have taken his line, and he'll either have to brake to avoid a collision or pass you on the outside. This is where the outside part of the pass comes in: drift to the outside line while accelerating out of the corner. This is the line that will allow you to maintain the highest speed possible as you try to make your pass stick.
　　• THE OUTSIDE-IN, OR EARLY-APEX, PASS.
　　Many experienced racers drive a “protective” (car B) line when under threat of being passed. A protective line isn't blocking; instead, it's a tactic whereby the leader moves off the fastest line and takes a more central line. It isn't the fastest way around the track, but it makes it more difficult for other racers to take the inside line and pass you in the corner. When a racer (car B) runs a protective line, line up where he least expects it—on the outside. If he enters a corner from the middle or inside racing line, he has to run wide coming out of the corner to maintain maximum speed. You (car A) can run wide on corner entry as you would for a normal corner, but instead, you scrub off a little more speed with the brakes; this will allow you to run tight on the corner exit. This will bring you alongside your competitor, and with any luck, you'll have a better line going into the next turn that will allow you to pull off the pass.

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　　• THE BLOCK PASS.
　　Much like the inside-out pass, the block pass requires that you have the inside line when entering the corner. This is a more aggressive move that must be pulled off with finesse because there's a fine line between a block pass and a hack. As you (car A) enter the corner, set up on the inside line and brake as late as you can while still maintaining control. This will allow you to pull alongside the car you want to pass and take the inside line. The other driver (car B) will surely make adjustment for this and will run wider, hoping to retake the lead on the outside. Protect the outside line by running wide also, and if you get to the outermost line first, you'll effectively “slam the door” and take the line your competitor needs to regain the lead. He will have no choice but to get on the brakes and stay behind, or he will slam into you. You have to gauge the person you're passing. If he's the type who'll nail you because he lacks control, then it might be better to avoid this maneuver.
　　Think before you attempt this move because you can't take the outside line if the car you want to pass is already there; then it's called a “hack.” It's better to back off and try again on the next lap than to get a reputation for rough driving. Be sure your rear wheels are ahead of the other car's front wheels and take the outside line without making contact with the other car.
　　• THINK AHEAD.
　　It's a good strategy to think about the next couple of turns or obstacles in the track before you reach them. You can also use passing maneuvers as your racing line if it means you'll make it through the next few corners a little faster by changing your line through an earlier corner. For example, in a 180-degree left turn followed by a 90-degree right turn, take the 180-degree turn using an “outside-in,” or early apex, turn because it will leave you in better shape for the next turn. Tracks and obstacles differ, of course, so you must adapt a different strategy for each one. The bottom line is if you think about what's in front of your car instead of just reacting to it when you get there, lap times will certainly be quicker.
　　• ACCELERATING AND BRAKING.
　　As Saxton says, being “fluid” is the best way to drive fast laps. Smooth is fast, and choppy is not.
　　• Roll on the throttle.
　　Say the following as quickly as you can: wah wah wah wah! If the noise you just made sounds like your gas vehicle on the track, you're guilty of wasting gas and going nowhere slowly. Your throttle finger is not an on/off switch, so don't treat it that way. Jamming on the gas and brakes disrupts the car's weight, wastes gas/battery power and wears out your equipment. The next time you drive, listen to the engine revs; are you blipping the throttle more than necessary? The judicious use of your throttle/brake finger is the best way to get longer run times, faster laps and longer-lasting equipment. Vary throttle application, and roll on and off the gas rather than blipping the gas constantly. Rolling smoothly on and off the gas is especially important when you drive a 1/10 off-road truck because transferring weight to the front wheels is the only way to make the truck turn. You should always drive a 1/10 nitro stadium truck as if it has too much horsepower because that's exactly what it has!
If you're guilty of the “wah wah wah wah” school of throttle control, simply roll on and off the throttle, and I guarantee your lap times will drop, and your run time between pit stops will increase. The same rule holds true with 1/8 4WD buggies and on-road cars; traction is broken with a blipped throttle, while a smooth throttle and brake application makes your car or truck stick like glue.
　　• Brake setup.
　　On gas cars, the misuse of brakes can be a major factor in decreasing lap times. Not only should you apply brakes smoothly, but you should also properly set maximum braking. A car with too much brake often slides out of control when the wheels lock up. Gas trucks have brakes only on the rear wheels; this limits their ability to stop (anyone who has ever yanked the parking brake on a car knows this), and it's easy to lose control when you apply too much brake. Touring cars, however, have 4-wheel brakes for much more braking power, but when they aren't set properly, they're just as hard to control. Too much brake on a touring car locks all the wheels—no steering!
　　Set the brakes so that they stop the vehicle as quickly as possible without locking up the wheels. Test the brakes when running straight on the racing surface; then you'll know your brakes are properly set for that racetrack—not for the parking lot. Also test the brakes when running straight. Brakes are much more likely to lock up in a corner, but we're supposed to do all our braking on the straights.
   
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　　• JUMPING.
　　Jumping an off-road RC car or truck is one of the most exciting aspects of our hobby. Mastering the proper jumping techniques will net you a beautiful 4-wheel landing; conversely, not knowing how to jump and land an RC car properly can result in a very ugly crash. In general, an RC car that jumps poorly does so because its driver has a poor jumping technique. Many racers do not realize that it's both possible and easy to correct their car or truck's attitude while it's in the air with simple throttle or brake inputs. The spinning wheels on an RC car carry energy, so as the car soars through the air, any changes in the speed of the wheels' rotation will result in a transfer of energy. Jab the brakes in midair, and the car will nose-dive. Jab the throttle, and the car will lower its tail and raise its nose. If your vehicle's chassis is level while it's airborne, simply keep the throttle where it is, and it will land perfectly.
A good approach is the first step to making a successful jump. Let off the throttle just before you reach the jump; this will help the suspension to settle before the car hits the jump. For a level flight, accelerate up the face of the jump and then lift right at the peak. Of course, jumps differ, so on a new track, allow yourself a few laps to adjust. Approach the jump as straight on as you can. Most jumps launch the car both upward and forward; this means you'll need enough forward momentum to reach the landing area but not so much that you'll pass over everything in sight. A standard launching technique is to reach the jump's base, hit the gas while going up the face and then let go of the throttle as the car takes off. This method will preload the suspension and allow it to “push off” the jump while the car is airborne. Avoid coasting up to and over a jump or mashing the throttle when the vehicle has launched, as this is a sure-fire way to make it nose-dive or back-flip. While it's in the air, adjust the nose with either the brakes or the throttle: tap the brake in midair to bring the nose level, or if the nose is too low, blip the gas to raise the nose.
　　• THE LAST CORNER.
　　At the end of the day, good driving skill gets you around the track faster than anything you can buy. There is simply no replacement for driving skills. And the tips offered here are of limited value if you don't get out and practice. Master these skills and others that come only with experience, and you'll always be faster than the person who is constantly looking for that magical setup or that one expensive option. You can't throw money at a car fast enough to overcome superior driving skills, so get out there and practice! It's free.