driving tips
07-02-2007, 03:56 PM
#32
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Neutral Balance: Zero excelleration, Zero Brake. The tires can give traction to 3 areas. Braking, Acceleration or Cornering. If you're not acceleration or braking, then you have the maximum cornering ability of the tires. This includes the engine braking that occurs on a throttle lift.
I hesitate to say put the clutch on the floor, since you may need the throttle once things start going bad, but this would put the balance at neutral.
From there less throttle will increase the cars ability to turn, at the cost of oversteer. More will give the rear tires more grip, but the car will start to go straighter.
Amazon.com "Going Faster"
I hesitate to say put the clutch on the floor, since you may need the throttle once things start going bad, but this would put the balance at neutral.
From there less throttle will increase the cars ability to turn, at the cost of oversteer. More will give the rear tires more grip, but the car will start to go straighter.
Amazon.com "Going Faster"
07-02-2007, 04:05 PM
#33
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Originally Posted by __redruM,Jul 2 2007, 04:56 PM
I hesitate to say put the clutch on the floor, since you may need the throttle once things start going bad, but this would put the balance at neutral.
Remember that drag is always trying to slow the car. Putting the clutch in will move weight to the front of the car and off the back, exactly what you don't want in an oversteer situation.
To be neutral, you want to be on maintenance throttle.
07-02-2007, 04:08 PM
#34
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Originally Posted by 4bang6,Jul 1 2007, 08:50 PM
no amount of advice could really do you any good, it's once you feel like one machine with the car that you can anticipate the reactions of your inputs with confidence and balance speed with skill to rotate the car thru a corner and be pointed straight on the exit. practice, practice, practice. it will become second nature and you won't think about what to do and just react with the proper input on brake or throttle.
there's no way around it, you probably will spin out if you put hard enough, you can start pushing your limit and know where you at safely at the track, autocross or you can be an idoit to do it on street.
07-02-2007, 04:15 PM
#35
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Originally Posted by J's_Racer,Jul 2 2007, 03:04 PM
whats neautral balance?
netural balance is when you go in the corner and it just go where you pointed, as oppose you have a understeer(think most of the AWD, nose heavy fwd), you point to the right and it shoot straight off the course. the vise versa to RWD.
if you think we have it bad iwth the s, try drive a older rear engine(not mid engine, REAR engine) with out porsche traction nanny. if you go too fast into the corner and overcook the turn, most of the time you will lift the throttle and bam lift throttle snap, and with the weight of the motor behind the axle the front isn't getting much grip if you happen to mess up the mommentum
07-02-2007, 08:09 PM
#36
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Ok guys what do you think this guy did wrong in this video..
begin discussion!
http://www.youtube.com/watch?v=99BE5mRHMN8...related&search=
begin discussion!
http://www.youtube.com/watch?v=99BE5mRHMN8...related&search=
07-02-2007, 09:17 PM
#37
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Originally Posted by Fongu,Jul 2 2007, 08:33 AM
This is probably the sanest and safest answer for new or inexperienced drivers. If you don't know the limits of the car, don't have the driving feel to know when you're close to the limit and approaching a new corner, just go slow. Do the same corner over and over, increasing the speed slowly until you reach your limit and then explore to find the car's limit. This applies to experienced drivers on the track also. It's just that experienceced drivers have more "experience" so they can get up to the limit and learn the corner a lot faster. It's all about preperation and knowing beforehand what's going to happen before it happens. To be able to correct you have stay close the limit. If you're an idiot and don't know better and go really hot in, nothing is going to save you. Even rally drivers (probably the craziest kind of driver) have navigators giving them route instructions a few seconds before coming on a turn for the first time.
There are a few basic things about car dynamics you have to know, but that incombination with the particular situation and when you realize you crossed the limit and have to correct, gives you many ways to recover. You need to make the reactions instinct, because if you have to think about it, it's too late. This boils down to getting the theory and then practicing it until it becomes automatic. So ignoring performance and racing, the three basic things to remember when mananging tire grip.
1) Always be smooth with your inputs, i.e. throttle, brake and steering. At the limit, small shifts in balance can lead to big differences in control. Jerk the wheel, stamp the brake, suddenly lift off or stamp the gas is a quick way to loose control of the car. Smooth doesn't mean slow, think of it as the difference between a punch and a shove.
2) Weight transfer control is important. The tire with more weight on it has more grip. When you brake or lift off the throttle, weight is transfered to the front wheels giving more grip giving oversteer. Adding throttle puts more weight on the rear tires giving understeer.
3) A tire gets more grip with more load up to a point where it suddenly loses grip and slides when over loaded. This means, too much throttle , spin the drive wheels and loose grip. So for RWD, big time oversteer, FWD big time understeer. Too much steering at a certain speed, big time understeer. Typically when this happens you want to dial back to regain grip. This particularly applies to steering, where you straighten out the steering wheel, regain grip and try again. This looks like sawing on the wheel when you see this in road racing. Too much throttle is a little bit more managable and turns into drifiting for RWD.
Those are the basic tools to recover. You can reason out what should be done in any particular situation.
There are a few basic things about car dynamics you have to know, but that incombination with the particular situation and when you realize you crossed the limit and have to correct, gives you many ways to recover. You need to make the reactions instinct, because if you have to think about it, it's too late. This boils down to getting the theory and then practicing it until it becomes automatic. So ignoring performance and racing, the three basic things to remember when mananging tire grip.
1) Always be smooth with your inputs, i.e. throttle, brake and steering. At the limit, small shifts in balance can lead to big differences in control. Jerk the wheel, stamp the brake, suddenly lift off or stamp the gas is a quick way to loose control of the car. Smooth doesn't mean slow, think of it as the difference between a punch and a shove.
2) Weight transfer control is important. The tire with more weight on it has more grip. When you brake or lift off the throttle, weight is transfered to the front wheels giving more grip giving oversteer. Adding throttle puts more weight on the rear tires giving understeer.
3) A tire gets more grip with more load up to a point where it suddenly loses grip and slides when over loaded. This means, too much throttle , spin the drive wheels and loose grip. So for RWD, big time oversteer, FWD big time understeer. Too much steering at a certain speed, big time understeer. Typically when this happens you want to dial back to regain grip. This particularly applies to steering, where you straighten out the steering wheel, regain grip and try again. This looks like sawing on the wheel when you see this in road racing. Too much throttle is a little bit more managable and turns into drifiting for RWD.
Those are the basic tools to recover. You can reason out what should be done in any particular situation.
07-03-2007, 12:57 AM
#39
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Originally Posted by HiRpmVTEC,Jul 3 2007, 05:09 AM
Ok guys what do you think this guy did wrong in this video..
begin discussion!
http://www.youtube.com/watch?v=99BE5mRHMN8...related&search=
begin discussion!
http://www.youtube.com/watch?v=99BE5mRHMN8...related&search=
You didn't even get on the gas again...
07-03-2007, 02:38 AM
#40
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In the youtube video, he didn't heel-toe enough and thus had too much engine braking on releasing the clutch. Since he wasn't going straight, he lost the rear end.
Good job on not going into a counterslide, but locking the brakes and sliding straight on instead of into the barriers, this could have been nasty - 3rd gear = nearly 90mph...
-Marin
Good job on not going into a counterslide, but locking the brakes and sliding straight on instead of into the barriers, this could have been nasty - 3rd gear = nearly 90mph...
-Marin