Dirty deeds

In a rush of turbo boost the distance between the Group N Impreza STi I’m driving and the tightening gravel left-hander is rapidly shrinking. It’s a tricky corner, with a narrow, winding approach denying the luxury of braking in a straight line.

Despite the technical nature of the entry I’m feeling confident, having built my skills slowly through the day, so I give the throttle an extra twitch before brushing the brake to get the nose tucked in. Too late I notice the mud, the Subie’s steering wheel responding by going light in my hands as grip vanishes.

You can guess what happens next: the rear slides wide, out of control, and only a combination of instinctive opposite lock, a jump off all pedals and (most crucially) the tyres gripping up again on the cleaner surface beyond the mud, sees me through. From the outside, I’m told it looked fluid and intentional... Only my instructor Steve Mackenzie and I know the truth. So it goes at Rallyschool.

I’m attending a Full Day course put on by the folks at www.rallyschool.com.au. You may have seen its Mazda2 running up front in the Australian Rally Championship this year, with young gun Brendan Reeves and co-driving sister Rhiannon Smyth at its helm.

Rallyschool Director, Mick Ryan, is a man who has combined a lasting passion for rallying competition with a shrewd business brain. Ryan has expanded the school’s offerings in recent years, with courses available in New South Wales, Victoria, Queensland, South Australia and Western Australia, the latter currently being managed by motoring.com.au’s Renaultsport Megane Targa Team and ARC co-driver, Bill Hayes.

In addition to the full day program, half day tuition is also available. For those keen on a simpler taste, eight and 16-lap sessions are also available.

Arriving to the sight of four real-deal, roll-caged rally cars, knowing that they will be mine to play with, is enough to increase the octane rating of my blood a couple of points. There are three STi-fettled Imprezas along with a lone Mitsubishi Evolution, and as they are methodically warmed-up by our Head Instructor for the day Ross Allan corals the group of 12 students.

Allan refers to a well-worn whiteboard, complete with a picture or two to demonstrate what happens should confidence overtake ability. It has the desired effect.

After introducing us to our six fearless leaders for the day, Allan delivers an outline of the course and establishes a baseline.

“It’s the middle pedal that makes you faster,” he smiles, continuing to explain how a hard initial brake application in a straight line will best set you up for the corner ahead, and allow a faster exit speed.

The circuit racing adage ‘Slow in, fast out’ is appropriate here, too.

The straight-line braking principle is also relevant to on-road driving, allowing the tyres to maximise their contact with the road and limit any potential loss of grip created by asking the rubber to steer as well.

Tying into that is the vision concept. Through the twists and turns of our specially laid-out ‘stage’, this means looking as far ahead as you can to anticipate the car’s positioning, looking for the grippiest line. On-road, looking as far ahead as possible allows you to scan for obstacles and plan ahead. Simply, it makes you a safer driver.

My first session is behind the wheel of the Lancer Evo. It’s ostensibly a sighting run, a chance to get a feel for the power of the car (not much more than a road-going version, thanks to a restrictor, but a heap more torque) and for Gavin Mosher, my instructor for this session, to ascertain if I am going to be hazardous to his health.

Back in the bunker, we discuss the three aspects of a corner (entry, apex, exit) and introduce the idea of weight transfer.

“Basically a nice, firm braking application will set the weight to the front of the car, pushing the front tyres into the surface and giving more grip to turn,” he explains.

“It’s important to get these all-wheel drive cars settled early, so you can get the power on nice and early and maximise traction on exit.”

For this session my ‘stage’ (one of four configurations we will drive on the day) features a straight which sees us find the upper reaches of third gear before demanding maximum braking and a down-change to second gear to negotiate a 100 degree left-hander. After what I feel are a couple of solid, late, stable brake applications, Allan asks me to dig that bit deeper, and maximise that transfer of weight by introducing some trail-braking (essentially turning-in while still on the brakes).

My mind, so focused on vision and slotting second gear, overloads momentarily and I end up skidding straight ahead, all four wheels locked.

Undeterred, Allan gets me to try again. A nice, firm brake, a smooth application of steering lock, and suddenly the car is dancing. The rear pivots wide, the nose tucks in, and Allan shouts “Throttle! Throttle!” as I try to aim the Impreza’s nose somewhere towards the exit.

For a fleeting moment my eyes are opened to the possibilities this course and these cars can provide. On the next pass I prove it was as much fluke as any skill on my part; the same intent turns into understeer as my feet and hands tangle together. Back to earth, then.

It’s this internal struggle between capability and desire that I battle with through the remainder of the day. It’s at once frustrating, and thoroughly addictive.

“The key is to look for that polished surface,” explains Allan.

“We call it the ‘swept line’, where others have basically cleaned the surface of loose gravel. Go off that line and you lose time.”

In practice, the swept line is a very narrow band of grip. Stray off-line and you might as well be driving on oil-slicked glass, for all the traction it offers. I see now why drivers in the World Rally Championship place such an emphasis on qualifying; the quickest can choose their road position, effectively having other cars sweep the surface clean for them.

Throughout the afternoon the course is constantly changed, with ‘obstacles’ including witches hats taken out by other participants adding to the challenge.

“Treat them as if they were potentially damaging obstacles,” says Mackenzie. “Out on the stages you’ve always got to be prepared, and this is no different.”

This is ably demonstrated by Mackenzie by way of a ‘hot lap’. The car is on its toes, relishing at being piloted by someone with actual talent. It’s a spectacular few minutes, Mackenzie at least a gear higher than the attendees, as a daunting double apex right-hander is dismissed in a sea of gravel.

Where I was jerky and reactive, he is serene and steady, ‘telling’ the car where to go rather than waiting for it to dictate. Sure, there’s experience and confidence there, but also a raw talent that demonstrates why he’s driving and I’m merely writing about it.

On reflection, I’ve actually taken more from the gravel to apply to my everyday driving than I thought possible. The lessons on vision, in particular, have made me a safer driver, giving me more time to react when a potentially sticky situation is presented.

I go away also with a better understanding of how to control a vehicle when met with a sudden obstacle -- whether it’s an object on the road or an oil slick.

While the rallyschool.com.au day provides as much fun as you can have behind the wheel, it’s these underlying lessons that will stay with me for the rest of my driving life.

Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site...

Don't forget to register to comment on this article.