Slipstream - June 2003

Heel and Toe
by Mike Lapp
How many of you know how to heel and toe? How many of
you know why you need to heel and toe?
When I was a young wannabe Mark Donohue, reading Road
and Track, Car and Driver, and Car Life, I was always reading
about “heel and toe”. I tried it in the Buick and took it to heart,
actually attempting to heel and toe – literally. I didn’t know why
I should do it, just that it was something I needed to learn to do.
Although, in fact, my corner approach method always included
down shifting to help slow the car, negating the need for heel
and toe.
As a driving instructor I often find myself instructing a student
who has gotten to the point where his/her inability to heel and toe
is slowing the entry speed to a corner. Let me explain.
The typical approach to a corner that requires braking is as
follows: brake, roll back onto the throttle, and turn. If a downshift
is required, you now have something that needs to be done in
parallel with one of the other 3. Since we would want to accelerate
after the downshift to get the most from the downshift, the downshift
needs to be done at the same time as braking.
...I recommend you practice every chance you
get - in everyday driving...
If you are at say 4,000 rpm in 3rd gear when you brake, you can
downshift smoothly to 2nd and accelerate without upsetting the
car. At that speed, if you don’t downshift, you will lug the engine, so
2nd gear will put it well within its comfort zone.
If you are at 6500 rpm when you enter the braking zone and
you downshift to second during braking, the engine, which has
slowed to just over an idle during braking is now being asked to
perk up to say 4000 rpm. The rear wheels will lock briefly, upsetting
the car, and possibly causing a spin if a 911. In any case, not a
smooth experience, and not one the equipment much likes, either.
And not fast!!
After a couple of these, sensible students usually start braking
enough to prevent the drama, slowing the car sufficiently for a
comfortable downshift. Note there is no mention of the entry speed
being too high for the corner, just for the downshift. The downshift
is now controlling the entry speed!!
If during braking, you were able to blip the throttle to bring
the engine speed up so it would accept the downshift, even if it
means the engine would need to be at 4000 rpm when the clutch
comes out, you could now enter the corner at the correct speed. The
wheels won’t lock, and you can make a smooth transition from
braking to acceleration, and turn-in.
This technique requires heel and toe. For me, and many others,
the term is a misnomer as I place the left side of the ball of my right
foot on the brake and roll the foot to blip the throttle. I have size 12
feet and that works best for me. On my early 911 I needed to modify
the throttle pedal. In road tests of early 911s through the 993,
Photo by Kevin Hardison
testers always complained the cars weren’t heel and toe friendly.
However, the pedal arrangement on Boxsters and 996s accommodate
most drivers.
After you have modified (if necessary) your pedal arrangement
to facilitate the technique, do several dry runs through the gears
with the engine off until you think you have a comfortable feel for
it. For some it may literally be heel and toe. For most, the foot roll
method will work better; try them all and find what works best for
you. Then, I recommend you practice every chance you get – in
everyday driving.
We recently got this suggestion from one of our driving
instructors.
You can get a better feel for the RPM matching you will be
doing on your downshifts with this drill on a deserted highway or
backroad. As you are driving along in 5th gear at a steady speed,
downshift to 4th and rev the engine a little as you let out the clutch,
trying to maintain a constant speed. You already do this on the
upchange by letting the revs drop, now practice doing it on the
downchange by revving. Go back and forth between 4th and 5th.
When you get comfortable with that, do 4th and 3rd and then back
up (be careful not to over rev if you go to 3rd). Once you get the
hang of it you can even try 5th directly to 3rd. Having this down
will make it a lot easier when you start to add braking to the mix for
a proper heel and toe downchange.
All this being said, please prioritize the important aspects of
driving. I really don’t want to hear from you after you have run into
the back of a Ford pickup during a botched heel and toe attempt.
Once you have learned, make it a habit, as you don’t want to
have to think about whether you need to or don’t need to heel and
toe. Whether you are on a hi speed milk run up Lime Creek road or
at Texas World Speedway, you don’t want to have one more thing
to think about. The more you commit to habit, the more you can
concentrate on the matter at hand - driving.
Finally, we have several club members that can help teach the
technique or make suggestions for modifications. Some of the local
Porsche shops can be helpful, also. If you want more information,
give me a call at: 512-467-6773.
Mike Lapp “practicing” his heel and toe at the TMS Club Race.
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