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Oucch! This is not one of the techniques. T16 too much sideways.
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Thursday, 14-Sep-2006 13:49
Drifting
I was introduced by one of my instructors on this technique. Tg Azizan of Proton Berhad or Bang Jan a.k.a. as Sifu introduced to me the technique years back, in 1999 when I was in the 1st batch of Proton Precision Driving Team. We have only 3 drivers back in 1999 - 2001 (Faidzil Alang - This year's MME Champion/Satria GTi Champion, Norhisham - Familiar face in Satria GTi Race, MME and Malaysian Super Series Races and yours truly). Tg Azizan can easily drift the Lotus Elise using some many techniques while he was actually explaining to me in the Elise; and with the smile on his face. My fidu is now recovering after the operation and InsyaAllah I'll be going be in my classsroom (Elise is my classroom) again and ready for my next syallabus.

Tg Azizan introduced me with Mr. Gavan Kershaw, the sideways champion in UK and he is currently the Vehicle Principle Dynamics Engineer at Lotus UK. Gavan brought me in the Lotus Elise on Sepang track and he did drift at all ( I mean ALL) turns at Sepang. It started from Turn 1 until turn 15 and he did it so easily and smooooooooth and faaaaaassssssssst! He was doing around 140-160 at some turns and they way he modulated the throttle and the techniques he was holding the steering were perfect. No jerking and I can still remember very vividly the way he did the scandinavian flick at turn 15 (at Sepang) before doing the 4 wheel drift. Right after my laps with Gavan, Datuk Mokhzani Mahathir requested gavan to show him the tricks in Datuk's Lotus 340R.

I personally think it's a pretty difficult technique to master. This is my personal view - Most people can drfit but not many people drift properly and I'm still learning this black art of driving. Why not we just learn the techniques together using some of the officially-known techniques"by the drifters.
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Heel Toe Shifting (Double Clutching)

Heel toe shifting is a race shifting technique that allows drivers to downshift quickly while applying the brakes. Proper heal toe shifting keeps the engine, transmission, and wheel speed matched up so there is no jolt through the driveline while downshifting. When drifting, heel toe downshifting allows drivers to downshift in order to increase engine rpm, while braking to transfer weight forward and off the rear wheels.


1. Before entering a turn, do your initial braking to transfer your vehicle’s weight forward. Double clutch / heel toe downshift (see next step). Turn your wheels into the corner. Carry enough momentum into the corner to induce oversteer.


2. Clutch in, bring your vehicle into neutral, and release clutch. While on the brakes, slide your right heel over to the gas pedal and rev up (blip) the engine to match transmission and engine speed. Without matching revs on downshift, the engine speed will cause a jolt through the driveline, upsetting rear traction uncontrollably.


3. After matching revs, clutch in, and downshift your vehicle. Double clutching is optional, but reduces wear on your transmission. Use e-brake if momentum and downshift do not create enough oversteer.


4. Release the clutch, get off the brakes, and press the accelerator. Accelerate enough to keep tires spinning to continue oversteer. Add steering input (countersteering) to keep your vehicle from pivoting or spinning out

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Power Over Drift

1. Enter a turn at any speed. The powerover drift is based on horsepower so it does not necessarily need much speed or rotational force to perform.

2. Turn your wheels sharply into the turn, and get on the throttle enough to cause your wheels to lose traction. The cornering force of the vehicle combined with the excessive throttle will cause your vehicle to oversteer.

3. When you feel the vehicle’s rear end kicking out, immediately countersteer the wheels to face straight with the road. Your vehicle will pull in the direction of the front wheels, as long as the wheels are still moving. Keep on the throttle. If you press the brakes or let off the throttle because your vehicle is in an extremely oversteered condition, you will spin out or leave the road.

4. When you wish to straighten out your car, after completing the drift, let off the throttle smoothly and straighten out the wheels as your vehicle kicks in line behind the front tires

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Swaying Drift (using Scandinavian flick)

1. Enter a turn at medium to high speed to perform this drift.

2. Turn your wheels away from the turn.

3. Hold in the release button on your E-Brake / hand brake and pull up your brake sharply, then quickly release (e-brake is held up for only about 1 second). If using a RWD car, clutch in while pulling your E-Brake.

4. When you feel the vehicle’s rear end kicking out, immediately countersteer the wheels to face straight with the road. Your vehicle will pull in the direction of the front wheels, as long as the wheels are still moving. Keep on the throttle.

5. Your vehicle will now be sliding sideways in an angle away from the turn you wish to make.

6. When you want to turn your vehicle back into the direction of the turn you wish to make, let off the throttle quickly and completely. By letting off the throttle quickly, your vehicle will snap back in the opposite direction. Once your vehicle is at its desired angle, get on the throttle again to maintain the drift.

7. Let go of the steering wheel so that your vehicle's wheels line up with the road again. Countersteer if necessary.

8. If your vehicle begins to lose speed while sliding sideways, heel-toe downshift into a gear low enough to pull your vehicle through the drift.

9. When you wish to straighten out your car, after completing the drift, let off the throttle smoothly and straighten out the wheels as your vehicle kicks in line behind the front tires.

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Long Slide Drift

1. Enter a turn at high speed to perform this drift.

2. Turn your wheels into from the turn.

3. Hold in the release button on your E-Brake and pull up your brake sharply, then quickly release (e-brake is held up for only about 1 second). If using a RWD car, clutch in while pulling your E-Brake.

4. When you feel the vehicle’s rear end kicking out, immediately countersteer the wheels to face straight with the road. Your vehicle will pull in the direction of the front wheels, as long as the wheels are still moving. Keep on the throttle.

5. If your vehicle begins to lose speed while sliding sideways, heel-toe downshift into a gear low enough to pull your vehicle through the drift.

6. When you wish to straighten out your car, after completing the drift, let off the throttle smoothly and straighten out the wheels as your vehicle kicks in line behind the front tires.

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Kansei Drift (Inertia Drift)

1. Enter a turn at high speed. The Kansei Drift should be performed at race speeds. (if you do not drift, your vehicle should experience severe understeer at this speed).

2. Turn your wheels sharply into the turn, and let off the throttle quickly. The cornering force of the vehicle combined with the loss of throttle will cause your vehicle to oversteer.

3. When your vehicle begins to lose traction, get on the throttle again quickly. This will overpower the wheels for the traction that is available, sending your vehicle into a drift.

4. When you feel the vehicle’s rear end kicking out, immediately countersteer the wheels to face straight with the road. Your vehicle will pull in the direction of the front wheels, as long as the wheels are still moving. Keep on the throttle. If you press the brakes or let off the throttle because your vehicle is in an extremely oversteered condition, you will spin out or leave the road.

5. When you wish to straighten out your car, after completing the drift, let off the throttle smoothly and straighten out the wheels as your vehicle kicks in line behind the front tires.

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Braking Drift

1. Enter a turn at a speed too high for the vehicle to handle (if you do not drift, your vehicle should experience understeer at this speed).

2. Heel-Toe Downshift to get your vehicle into a gear low enough to cause the rear tires to break traction when you accelerate (2nd gear).

3. Turn your wheels sharply into the turn. By the time you finish downshifting and turning your wheels, you should be at the apex of the turn.

4. Accelerate hard, but balance the throttle to maintain the drift.

5. When you feel the vehicle’s rear end kicking out, immediately countersteer the wheels to face straight with the road. Your vehicle will pull in the direction of the front wheels, as long as the wheels are still moving. Keep on the throttle. If you press the brakes or let off the throttle because your vehicle is in an extremely oversteered condition, you will spin out or leave the road.

6. When you wish to straighten out your car, after completing the drift, let off the throttle smoothly and straighten out the wheels as your vehicle kicks in line behind the front tires.

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Jump Drift

1. Enter a turn at medium speed.

2. Turn your wheels into the turn and stay on the throttle, but drive the inside wheels of your vehicle over a low curb.

3. When your rear wheel bounces over the curb, stay on the throttle. When your wheels return to the road, they should be spinning faster than what available traction can handle, causing your wheels to break traction. Stay on the throttle as your vehicle begins to drift.

4. When you feel the vehicle’s rear end kicking out, immediately countersteer the wheels to face straight with the road. Your vehicle will pull in the direction of the front wheels, as long as the wheels are still moving. Keep on the throttle. If you press the brakes or let off the throttle because your vehicle is in an extremely oversteered condition, you will spin out or leave the road.

5. When you wish to straighten out your car, after completing the drift, let off the throttle smoothly and straighten out the wheels as your vehicle kicks in line behind the front tires.

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Feint Drift

1. On approach to a turn, steer your vehicle away from the direction of the turn you wish to be made. The distance you begin to turn your vehicle away from the turn depends on how fast you are traveling. When you turn your vehicle away from the direction of the turn you want to make, you are loading up your suspension on one side of your vehicle, compressing the springs so that when you turn in the opposite direction, your vehicle will "bounce" back to its desired direction.

2. Once your suspension is compressed on the side of your vehicle opposite of the turn you wish to make, quickly turn back in the opposite direction. This feint motion should be done smoothly, but not necessarily quickly. Turning your wheels too quickly in opposite directions will cause your vehicle to understeer.

3. After rebounding your vehicle back into its desired direction, get on the throttle. When combined with the rotational force of the rebound, the excessive throttle will send your vehicle into a drift. FWD vehicles can use the E-Brake instead of the throttle to induce oversteer.

4. When you feel the vehicle’s rear end kicking out, immediately countersteer the wheels to face straight with the road. Your vehicle will pull in the direction of the front wheels, as long as the wheels are still moving. Keep on the throttle. If you press the brakes or let off the throttle because your vehicle is in an extremely oversteered condition, you will spin out or leave the road.

5. When you wish to straighten out your car, after completing the drift, let off the throttle smoothly and straighten out the wheels as your vehicle kicks in line behind the front tires.

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Dirt Drop Drift

1. Enter a turn at low to medium speed.

2. Turn your wheels into the turn and stay on the throttle, but drive slightly off the roadway with the side of your vehicle opposite of the turn you wish to make. (ex. if you are turning left, let your right side wheels drop into the dirt)

3. When your rear wheel goes off the roadway, the low traction surface should cause your wheels to break traction. Stay on the throttle as your vehicle returns to the roadway to continue the drift.

4. When you feel the vehicle’s rear end kicking out, immediately countersteer the wheels to face straight with the road. Your vehicle will pull in the direction of the front wheels, as long as the wheels are still moving. Keep on the throttle. If you press the brakes or let off the throttle because your vehicle is in an extremely oversteered condition, you will spin out or leave the road.

5. When you wish to straighten out your car, after completing the drift, let off the throttle smoothly and straighten out the wheels as your vehicle kicks in line behind the front tires

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Shift Lock Drift

1. Enter a turn at a speed too high for the vehicle to handle (if you do not drift, your vehicle should experience understeer at this speed).

2. Turn your wheels into the turn and quickly downshift into a lower gear (2nd gear).

3. By quickly downshifting (but not Heel-Toe Downshifting) you will put stress on the driveline, causing the vehicle to slow down and your engine rpms to increase.

4. After downshifting, quickly get on the throttle causing your wheels to break traction, sending your vehicle into a drift.

5. When you feel the vehicle’s rear end kicking out, immediately countersteer the wheels to face straight with the road. Your vehicle will pull in the direction of the front wheels, as long as the wheels are still moving. Keep on the throttle. If you press the brakes or let off the throttle because your vehicle is in an extremely oversteered condition, you will spin out or leave the road.

6. When you wish to straighten out your car, after completing the drift, let off the throttle smoothly and straighten out the wheels as your vehicle kicks in line behind the front tires

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Clutch Kick Drift

1. Enter a turn at a speed too high for the vehicle to handle (if you do not drift, your vehicle should experience understeer at this speed).

2. Turn your wheels into the turn and stay on the throttle.

3. At this speed, your vehicle should start to experience understeer. When this happens or right before this happens, clutch in, but stay on the throttle.

4. By clutching in and staying on the throttle, your engine will now rev up to high rpms. As soon as this happens, dump the clutch, causing your rear wheels to break traction.

5. When you feel the vehicle’s rear end kicking out, immediately countersteer the wheels to face straight with the road. Your vehicle will pull in the direction of the front wheels, as long as the wheels are still moving. Keep on the throttle. If you press the brakes or let off the throttle because your vehicle is in an extremely oversteered condition, you will spin out or leave the road.

6. When you wish to straighten out your car, after completing the drift, let off the throttle smoothly and straighten out the wheels as your vehicle kicks in line behind the front tires.

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E-Brake Drift

1. Enter a turn at a speed too high for the vehicle to handle (if you do not drift, your vehicle should experience understeer at this speed).

2. Heel-Toe Downshift to get your vehicle into a gear low enough to pull you through a drift (2nd gear).

3. Turn your wheels sharply into the turn. By the time you finish downshifting and turning your wheels, you should be at the apex of the turn.

4. Hold in the release button on your E-Brake and pull up your brake sharply, then quickly release (e-brake is held up for only about 1 second). If using a RWD car, clutch in while pulling your E-Brake. If using a FWD car, keep on the throttle while pulling your E-Brake.

5. When you feel the vehicle’s rear end kicking out, immediately countersteer the wheels to face straight with the road. Your vehicle will pull in the direction of the front wheels, as long as the wheels are still moving. Keep on the throttle. If you press the brakes or let off the throttle because your vehicle is in an extremely oversteered condition, you will spin out or leave the road.

6. When you wish to straighten out your car, after completing the drift, let off the throttle smoothly and straighten out the wheels as your vehicle kicks in line behind the front tires.

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Who is Gervan Kershaw?


Lotus 340R Long Term test Drive - Auto Express Car Review - 2002

Last month's evo had barely hit the shelves before Gavan Kershaw (Lotus's ace chassis development engineer) was on the phone with an answer to our tyre problems: 'Got just the tyre for you. Been testing alternatives to the A038 up here at Lotus and if it's excellent road grip you want with good wet weather performance you need Yokohama Advan Neovas. We fitted the 340R with A038's,' Kershaw continued, 'because they're the ultimate dry weather trackday tyre, thinking the car would never get used in the wet, what with no roof and so on. But that didn't account for the changeable British weather and so we've had another look at alternatives, and we've come up with these.'

What's interesting is that Yokohama actually finalise the spec of the tyres with Kershaw up at Hethel, tweaking compounds and construction according to Lotus's input. Gavan admits it's all a black art to him; he's just asked to set times and give feedback to the Japanese engineers. At the last test he was amazed he was 0.3sec quicker through one corner just because the radial belt construction was slightly different on one set compared with the other.

The net result of all this testing is that Yokohama now has specific tyres for Lotus ΂- just look for the tell-tale 'LTS' stamp on the tyre wall. They're worth searching for because the Elise in all its variants tends to be that much lighter than other cars so it can wear softer compound tyres than those suited to other, heavier machines.

As to the new tyres' performance; it's a guarded thumbs-up at the moment, since I've only covered around 200 miles with them and Gavan warned me that Yokohamas need a fair bit of running-in since they seem to stay greasier for longer than other makes. I can vouch for that as I had a quick blat round the Bedford Autodrome in the wet when they were just 150 miles old and they felt horrid compared with the A038s, which could generate surprising grip in the damp if there was no standing water about. So we'll have to do a decent mileage on the Yokos before a meaningful verdict. Well, Gavan can't have all the fun...

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www.dailysportscar.com

http://www.britishgt.com/driverbio.php?countkey=49

Gavan Kershaw Racing
One team that is taking the 2004 British GT Championship very seriously is Gavan Kershaw Racing. Despite the name, this is very much a collaboration between Gavan Kershaw and Barrie Whight, and stems from their time as competitors (and rivals) in the Lotus Road Sports Series. As we will see shortly, this collaboration is much more than the traditional car-owner / team relationship.

The two team principals have very different backgrounds, both in racing and professionally.

Gavan Kershaw has been around cars from an early age, having raced in Karts from the age of eight (and winning several junior British championships in the process). At 16, he fulfilled many a young man’s dream and began an apprenticeship with Group Lotus. Over the course of the next 15 years, he spent time in every department (at least four months in each; also spending six years on an engineering HND) and obtained a very thorough grounding in engineering, before specialising in ride and handling. He is now regarded as the face of Lotus, dominating the Autocar Sideways Challenge for a number of years (for an illustration of his skill, keep an eye on him during warm-up) and being sent all over the world to demonstrate handling. Indeed, shortly after the Donington race in April, he was flown out to China on company business.

If further evidence were required of Gavan’s reputation amongst the motoring world, then look no further than this quotation from Autocar (30.03.04), in an article comparing the Lotus Elise 111R with the Ferrari 360CS: “As for the regulars, though, we’d take Gavan Kershaw over Dario Benuzzi any day of the week. Largely thanks to Gav and co., the newly re-invigorated, Toyota-powered Lotus is probably the best road-going Lotus ever, certainly the most talented Elise.” Gavan raced for two seasons in the Lotus Road Sports Series and dominated the 2003 season. He also took part in two British GT races at the end of the year.

Barrie Whight, in contrast, only began his involvement with motorsport three years ago, when he debuted in the Lotus Road Sports Series at Oulton Park. While he has gone on record as stating that he became a racing driver to impress women (a tongue-in-cheek statement stemming from a radio poll he heard on the way to his first race), Barrie is very serious indeed about his racing, his hobby rapidly becoming a passion. Barrie was a regular in the Lotus series and achieved his first race win at Donington Park in 2003, something that indicated further to his father, Paul, that he did indeed have potential as a racing driver. By this time, the link-up with Gavan had already begun, with the latter prepping Barrie’s car in the series. As 2004 loomed, plans were laid for Barrie to race his father’s Exige (as raced in the 2003 BGT) in the 2004 Cup class, and the car was taken to Norfolk for a very thorough overhaul.

During the week, Barrie works as a project manager for P D Savills in London, but this does not prevent him playing a very active part in the team. As mentioned previously, this is no ordinary partnership. When Gavan agreed to prepare the Lotus for the 2004 Cup class, he insisted that Barrie be involved in every stage of the car’s (and team’s) progress. If the car was to break down, then Barrie needed to understand why it had happened. Conversely, if the car was to run quickly and reliably, then he had to understand why that was, too. Barrie readily agreed to this.

Over the winter, the team stripped the car down to its component parts and went about the business of rebuilding it. It helps, of course, that a number of the team are also Lotus employees and know the car well: but what makes this whole project extraordinary is that every penny available goes directly on the car’s development – nobody in the team is paid a bean. This does not do their social lives any favours (the car comes first with every member of the team and most free hours are spent in the workshop), but it does mean that an incredible number of man-hours go into the build. An example of what this can result in is the fact that ten kilos were pared from the car’s weight, simply by rewiring.






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