Uploaded July 2026 | Updated September 2026, 1 week ago
The Doctor got crossed up in the BMW V12 LMR at the Goodwood Festival of Speed this weekend. Kept it out of the hay bales though!
And before you make any car vs motorcycle jokes... that second corner was dusty AF. You try keeping a vintage Le Mans prototype with no traction control pointed straight through there.
#cars #goodwood #goodwoodfos #bmw #v12 #lemans #motogp #vintage #vintagecars #racing #motorsport #whoops #cartok #carculture
The Doctor got crossed up in the BMW V12 LMR at the Goodwood Festival of Speed this weekend. Kept it out of the hay bales though!
And before you make any car vs motorcycle jokes... that second corner was dusty AF. You try keeping a vintage Le Mans prototype with no traction control pointed straight through there.
#cars #goodwood #goodwoodfos #bmw #v12 #lemans #motogp #vintage #vintagecars #racing #motorsport #whoops #cartok #carculture


![Sennas magic track technique SHOULDNT work
The mystery of how F1 legend Ayrton Senna drove like he did endures to this day, 32 years after his tragic death. And today, we’re putting his most debated technique to the test in the only car that makes sense: a 1991 Acura NSX.
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Senna’s legacy as one of the greatest Formula 1 racers of all time is undeniable: Three world championships, 65 pole positions, 41 Grand Prix wins. That he did it in an era where F1 cars were still these raw, barely controllable machines with traditional stick-shift transmissions is even more incredible. And so is the fact that he used a special technique that most pro drivers would tell you shouldn’t work. But for Senna, it did.
When you’re driving through a corner, logic says you want to be smooth on the throttle to avoid upsetting the balance of the car. We made a whole video on that very principle. But Senna didn’t do that; instead, he’d stab wildly, almost chaotically, at the gas pedal right at the moment where doing so should send the car spinning off track. You can see this in action in endless archival footage of his F1 races, and most famously, a hot lap around Suzuka in a 1991 NSX, where the pedal cam showed his loafer-clad feet dancing away.
Plenty of smart people have analyzed this technique over the years, landing on a few different theories. One, Senna’s abrupt inputs were intended to test tire grip in a way few people can perceive. Two, he somehow found a counterintuitive way to fight understeer that few others could manage. And three, it was his special method for maintaining a higher speed through a corner if he braked too early.
How did he figure it out? One popular idea is that it was a holdover from his early days in go-karts, which have a much more binary “on/off” throttle that requires this kind of footwork. But let’s be real: a driver like Senna didn’t get where he did by nursing a bad habit. We think the real answer is that he was able to make those kinds of inputs, read how the car was responding, and make adjustments in the blink of an eye, faster than anyone else before or since. A human traction control system, if you will.
Sadly, he’s not around today to give us the answers we seek. That’s why we decided to put Nik in a 1991 NSX (and made him wear socks and loafers) on track to see if he can even come close to replicating Senna’s mastery of driving and car control. We’ll be honest: we didn’t expect this to work. But as you’ll see, there’s something special going on here.
Huge thanks to Chuckwalla Valley Raceway for hosting us, and Honda for once again letting us pull a museum piece out of the American Honda Collection Hall to thrash for one incredible day.
Produced by → https://www.instagram.com/joeyrassool/
Hosted by → https://www.instagram.com/nikromanoracing/
Hosted by → https://www.instagram.com/kylecheromcha/
Previous episode → https://www.youtube.com/watch?v=iRg0tMDSX6E
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0:00 Sennas big mystery
1:08 Theory 1: Testing grip
6:31 Theory 2: Finding balance
12:23 Theory 3: Maintain speed
18:22 Does it work? Sennas magic track technique SHOULDNT work](https://i.ytimg.com/vi/r5t71oVPeqw/mqdefault.jpg)
![The Philosophy of Clean: Master Car Detailer Finds Calm in Chaos
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Did you expect a lesson on inner peace from one of the most talented car detailers of our generation today? No? Well, take a seat.
“Being dirty is disorganized to me. Things are not in flow. And if I can clean that and take the chaos away and bring calm, then my life is great.”
On this episode of Carisma, step inside the mind of Larry Kosilla, founder and owner of the renowned car care company AMMO NYC. Larry is the the definition of a successful entrepreneur: detailer to the rich and famous, inventor of his own line of cleaning products, and YouTube host with millions of subscribers. But hes still happiest in his shop, headphones on, detailing the crap out of a car.
Larry was always obsessed two things since childhood: cars, and keeping things tidy. But it wasn’t until he quit an unsatisfying career on Wall Street as a natural gas commodities trader in his early 20s that he realized detailing cars was more than a fun side hustle. It was his religion, his source of inner peace.
“I want to take things that are chaotic and bring it back to calmness, back to order. And its not about how dirty it is, its about the act of going through that ritual. And I realized over time thats really what I was seeking.”
It doesn’t matter if it’s a $4M Aston Martin Valkyrie, or a VW Golf filled with mold, or a ’79 Triumph Spitfire someone found in the woods. If it’s dirty, he will clean it, because he needs to. He doesnt call it art—it’s solving an existential puzzle.
“The closest thing to artwork or the closest thing to beauty in terms of the system of detailing is figuring out that Rubiks cube, because its all this mess. You take what [the client] wants, you take what the car can give you and then you have to figure out how to achieve those two things with the method. And its different for every single car.”
All of Larry’s successes—from opening up his first car wash in upstate New York, to hosting /DRIVE CLEAN on this very channel 14 years ago, to launching the AMMO NYC brand and the #1 car care channel on YouTube—are the result of him chasing the feeling he gets just finishing a car and handing the keys back to the delighted owner.
“It’s sort of like when youre vacuuming floor in your house and youre like, ah, ok, order is here again. That’s what I feel when it leaves. And I get that rush. I just did all this crazy work that hell never notice or shell never notice. And then when it goes away, I know I put everything I possibly can in that. I get that high and then I go, whens the, wheres the next one?”
And so is his 1991 Porsche 911 Carrera 4. Buying the 964 was a turning point in his life, where he finally felt what he calls the “right fit.” He put the same fanatical level of attention into turning it into *his* 964—RZ RS Pro suspension, 3.6 to 3.8L upgrade with new pistons and cylinders, a full rotisserie restoration when his mechanic uncovered hidden rust, new Bentley Beluga Black paint (“the deepest, richest black”), and more.
The car also represents his approach to business in running AMMO NYC as a small, independent, highly impactful place in car culture. It’s not the biggest outfit. It’s not the fanciest. It’s just his.
“Every little thing that we did was so thoughtful and so strategic on what we wanted, what I wanted and what I was using it for. And we arent trying to be bigger, were trying to be better. This car is just a huge metaphor of like, what can be done If you focus, you love something enough, you can get something like that.”
Subscribe to the AMMO NYC channel here → https://www.youtube.com/@AMMO-NYC
Produced, shot, and edited by → https://www.instagram.com/tomgorelik/
Previous episode → https://www.youtube.com/watch?v=Lh9GjXvCZD8
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WORK WITH US → youtube@thedrive.com The Philosophy of Clean: Master Car Detailer Finds Calm in Chaos](https://i.ytimg.com/vi/s4Dq9qAcSAM/mqdefault.jpg)


![Why Google Maps sucks now
Youve probably noticed that GPS navigation and turn-by-turn directions are getting worse. Turns out the reason why this is happening is simple—but the fix is very much not.
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Starting in the late 1990s, satellite navigation for drivers was a relatively simple system. Your car or GPS device pinged satellites to determine your location, and the software calculated the most optimal way to your destination based purely on the map. So the route was usually the same, and logically followed major roads.
Everything began to change in the late 2000s, when realtime traffic data was introduced. GPS nav wasnt operating in a vacuum anymore. Now, the system is able to see how many other cars are on a route, calculate the extra time that traffic will add, and suggest alternative routes that might be less direct or logical but will take less time overall.
Problem is, as turn-by-turn directions reached mass adoption, this ran headlong into whats known as Brace’s Paradox, a mathematical model that shows that any flowing system gets slower when too many paths are presented within it.
Basically, as map app algorithms send millions of drivers down alternate routes every day, theyre spreading traffic out into secondary streets, which forces them to calculate even crazier alternate routes to stay one step ahead, which makes congestion even less predictable. Its a vicious cycle.
Academic studies have shown that dynamic navigation works best when its used by between 30-60% of drivers in a given area. Above 60%, it starts to get oversaturated and both traffic and directions get worse.
So the real fix is for less people to use GPS navigation on a daily basis. But I wouldnt count on that.
Produced by → https://www.instagram.com/rassoolracing/
Hosted by → https://www.instagram.com/kylecheromcha/
Previous episode → https://www.youtube.com/watch?v=26-4oARwfF4
The Drive is an automotive news site for enthusiasts. We write stories you actually want to read. → https://www.thedrive.com/
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0:00 The dark side of sat nav
0:44 How GPS works
1:59 Whats changed
5:08 The point of collapse
6:25 Whats the fix? Why Google Maps sucks now](https://i.ytimg.com/vi/uZZo2-uSAXo/mqdefault.jpg)
![The REAL reason new cars have massive screens instead of buttons
We’re gonna tell some truths today. You know how every new car has a big old screen (or three) inside? Well, that’s not about building you a better car—it’s really just a flashy trick to save automakers money and charge you more. And we’re pretty sick of it.
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Whether you want one or not, screens in new cars are inescapable in 2025. A massive touchscreen is the focal point of a car’s interior, housing critical controls like the audio system, HVAC, headlights, drive modes, and even glovebox releases. And now there’s usually a second screen right in front of you in place of the gauge cluster, or a third screen for the front seat passenger to play with. Some cars even have pillar-to-pillar screens spanning the entire dashboard. Meanwhile, buttons have become a critically endangered species.
Why? It wasn’t always like this, and no one really asked for it, but here we are. And the truth is that while the effort to put screens in cars started out like most technological advances—car companies want to offer the latest and greatest stuff so you’ll shell out tens of thousands of dollars—the way screens have taken over comes down to one thing. Money.
Automakers had been dreaming about putting screens in cars since the 1970s, but it was a swirl of surprising factors in manufacturing, society, and the global economy over the last 25 years that got us to where we are today. From the opening up of GPS for civilian use in the 1990s, to the introduction of backup cameras and the plummeting cost of manufacturing LCD screens in the 2000s, to the relentless cost cutting prompted by the Great Recession, to the rise of smartphones and Tesla and the Chinese market in the 2010s, to the 2020 pandemic and massive investments made in EVs, to the recent surge of subscription-based features… that is how we went from the BMW 7 Series having a single 6.5-inch screen on the dash in 2001 to a 31-inch TV fold down from the roof in 2025.
Screens started out as bit of flash that indicated a car was on the cutting edge of tech. But the real secret is that over that time, they became a cheaper way to design a car’s interior than filling it with a swath of buttons and analog gauges. Buttons are surprisingly expensive for automakers to build at scale, when you consider the cost of materials, the mechanisms, the wiring, and the need to accommodate a huge range of features and functions across different trims, models, and markets.
As prices for literally everything rose—especially since 2020—companies leaned harder and harder on them to save money and differentiate their products. Stuffing a car full of software is an easy way to make it seem like you’re getting more value, because a car can do more than ever now, and routing all that complexity through a screen makes it cheaper to produce.
And when screen fatigue sets in, as happens with all new technology, what can you do? Add a second screen, or a third, or just make the entire dashboard a screen. It looks like progress, but it’s actually just giving you more touch points to spend your money on features and subscriptions and data connections that are necessary to actually get the promised benefits of big screens.
Produced by → https://www.instagram.com/joeyrassool/
Hosted by → https://www.instagram.com/kylecheromcha/
Previous episode → https://www.youtube.com/watch?v=DRBDlBvWS14
The Drive is the chronicle of car culture. We write stories you actually want to read. → https://www.thedrive.com/
FOLLOW US!
Instagram → https://www.instagram.com/thedrive/
Facebook → https://www.facebook.com/thedrive
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WORK WITH US → youtube@thedrive.com
0:00 Intro
1:09 The root of all screens
4:11 How screens got cheaper in the 2000s
5:57 Enter Tesla and smartphones in the 2010s
8:38 Screen fatigue and subscriptions
12:38 The backlash
14:16 The return of buttons? The REAL reason new cars have massive screens instead of buttons](https://i.ytimg.com/vi/v0_UpIgmjZk/mqdefault.jpg)
