Look, if I was a science hobbyist and belonged to a forum called quantum-physicists.org it's quite feasible that a Nobel nominate could try and explain something to me and then go "oh never mind - you just don't understand" because she'd probably be right. However, on something as utterly basic & standard as good car control - there's a well established and recognised "best practice" on how things should be done and, it's all over the internet. It's not alchemy or witchcraft - just basic common sense stuff. So, in such a case, it's completely incorrect to infer that someone doesn't understand you when actually, what's being said by you does not conform to commonly referable and verifiable information at hand.
First off, you don't need to be a racing driver to be a good driver. I have met dozens of characters who, by virtue of daddy's money, got into motor-racing (and many of them are undeniably fast) but lacked the complete set of skills that sets true motorsport winners apart. I have had the great fortune to be instructed by both career professional advanced driving instructors and some of the fastest racers in this country. So, I have a great frame of reference. When it comes to outright speed, opinions do vary - especially with regard to what's the best cornering line - but when it comes to outright car control: the technique and message is almost inseparably consistent. Good instructors, instructing a public advanced course, will teach students how to drive as safely as possible on the road and how to maximise car control in order to mitigate risk. This is an entirely different theme to that of a trackday instruction session.
The trackday session will include advanced techniques such as trail-braking, heel-n-toe and, for the very best learners, left foot braking in order to optimise a car's speed at every point on the circuit. For classic car racing additional emphasis is placed on double de-clutching + heel-n-toe downshifts because of the nature of older gearboxes (yes, even older constant-mesh ones) and mechanical limited slip differentials. On modern cars with advanced, high-speed synchromeshing, double de-clutching is superfluous.
The one thing that doesn't change is the instruction of the technique around the use of the car's controls for either advanced on-road driving or track work. There are always exceptions to any hard-n-fast rule - short-shifting in a long sweeper comes to mind as an example - but for 98% of the time, established on-road best practice is the same as that on track when it comes to the correct use of manual controls in a car. Changing down a gear mid-corner, coasting clutch-in in neutral to mitigate understeer and so on are all terribly wrong driving techniques. Don't take my word for it though, there are some terrific websites out there for you to research.
OK, try re-reading some stuff then 
