We all love the visceral feel of a perfectly executed downshift, the engine screaming toward redline as we blast out of a corner. But what if the fastest way around a track isn’t the most breathtaking? What if, sometimes, the winning move is to do less inside the cockpit? Let’s explore the strategy of gear-selection for a given corner, and see why it’s not about being in the lowest, best-sounding gear, but the smartest one.
Benefits of Fewer Shifts
Many times, being less busy inside the car, meaning fewer total shifts per lap, results in quicker overall pace. Especially in manual cars, perfect heel/toe technique when downshifting is hard. It takes deliberate practice and thousands of downshifts to become unconsciously competent, and even the best still screw up occasionally.
Example No. 1: At my home track in Utah, the short-and-tight East Loop configuration can be driven entirely in third gear for many cars, without any shifts. When instructing students there, I have them drive the whole track in third for a session, eliminating the burden of mastering nine shifts per lap. By doing so, we focus on braking technique, entry speeds, and learning how to exit. Then, we add the complexity of upshifts and downshifts.
Example No. 2: At Willow Springs’ Big Willow track, in a Spec Boxster, it is possible to be pretty darn quick while shifting gears only twice per lap. Seriously? Check out my YouTube Channel. You can hold fourth gear for the entire lap except for a downshift to third when entering Turn 3, followed by an upshift back to fourth at the crest of Turn 6. By shifting only twice, instead of up to eight times, which is also fast for skilled drivers, drivers can greatly reduce the risk of errant downshifts and instead focus on ideal braking technique.
Which Gear for Corner Entries?
We all have heard the adage, “Slow in, fast out.” Well, how about, “Very fast in, very fast out?” The whole corner matters, so don’t “park it” on entry just to be quick on the exit. Here are some tips for various corner types:
Fast Corners in Isolation (Straight > Corner > Straight)
When in doubt, experiment with one gear higher. Downshifting to third might feel faster, but it can over-slow the car on entry. Use sector-time data to verify. Overall sector times might improve by holding fourth gear all the way through.
Benefits of Experimenting With Higher Gear
- Eliminates one shift before entry (e.g. fifth down to fourth instead of fifth to fourth to third; or no shifting at all).
- Reduces engine-braking. The car rolls faster with better balance.
- Teaches drivers to increase entry and midcorner speeds, because they can’t rely on a low gear to pull them out of a self-induced, slow exit.
Medium-Speed Corners (Roughly 60-80 mph)
If half the field is using third gear for a corner and the other half is using fourth, which half is faster? Answer: The half using fourth! A great example is Turn 6 at Laguna Seca. I’ve raced there in Spec Boxster (fourth gear) up to a Cup Car (also fourth gear). Again, third might feel faster, but probably isn’t, unless you’re in a low-powered car. Try fourth.
Slow, Tight Corners (Roughly 40-60 mph)
Usually, second gear will help the car rotate better than third, because engine-braking preserves front-end grip while loosening the rear end. You’ll arrive at the apex with better orientation because your car will turn more obediently.
Which Gear for Corner Exits?
It might indeed be fastest to use second gear when exiting a slow corner. However, in a high-powered car with gobs of torque, exiting in second gear can be precarious, because overzealous throttle application can cause a spin and ruin a race. Ask me how I know.
Additionally, rewind to how a driver got to second gear in the first place. It required a downshift from third to second in the braking zone, and downshifting takes time while increasing risks for a missed shift or fumbled rev-matching. Remember that holding third gear eliminates two shifts:
- It prevents a downshift from third to second gear before entering.
- It prevents an upshift from second back up to third after exiting.
Ultimately, the decision boils down to risk vs. reward. If you have a car with heaps of power, and you tend to mash the throttle in second gear, you might be prone to a slide or spin when exiting. To settle things down, try third gear for smoothness and consistency.
Third Gear for Flying Race Starts?
When everyone around you starts the race in second gear, try being contrarian and choose third. With cars enveloping you like noisy hornets as the green flag waves, the risk of a botched 2-3 upshift intensifies. Third might prove frustrating for an instant, but your frown might turn upside down when you don’t have to upshift immediately when everyone else does.
What if Your Car Shifts Itself?
In automatics, technology has come a long way. Modern PDK transmissions are nearly telepathic. It’s hard to outsmart them. Older automatics, even Porsche Tiptronic — not so great. You can often do better by taking control of the paddles. The main challenges are threefold:
- Early, lazy upshifts: To remedy, make sure your car’s sportiest mode is selected. Then, if the transmission still won’t hold gears long enough, try “manual mode” and use the paddles.
- Late, forceful downshifts mid-corner: If your car waits too long and suddenly downshifts as you’re turning in, override it and take control. You want to get your downshifts done in the braking zone, before turning in. Even the glorious Porsche PDK occasionally gets too aggressive in slow corners and lurches into second gear too late.
- Disobedient downshifts: Often, automatics hold too high a gear when braking. This is easy to correct, as you can force a downshift using the paddles, even if your car remains in “automatic mode.”
Ultimately, choosing the ideal gear isn’t just about maximizing engine rpm. It is a balancing act between risk and reward. While a lower gear might feel faster, and sound thrilling, it also can unsettle the car, increase the chance of a missed shift, and lead to wheelspin on corner exit. Sometimes, the most strategic choice is to hold a higher gear, prioritizing stability and consistency. Sometimes, less is more.
