Excellent tutorial series! Living in Canada, I have the "luxury" of driving on snow or ice every winter. I made a point of taking each of our kids out in fresh snow when they were first learning to drive so that they could experience the limit of grip in a deserted parking lot. The transition between braking and turning grip is really dramatic when the steering wheel is cranked but you've locked up the brakes in a slide. It's counter-intuitive to let up on the brakes when you're sliding into a corner, but it can be learned...and it's the ONLY way the car's turning grip will get you through the corner. Better to experience that white-knuckle feeling in a parking lot than on a road. Thanks again for the series.
Love your content, I only use your advice for sim racing after I had a nasty car accident, but it still translates so well and makes me want to get on the track for real again. Thanks for doing gods work
I should have watched this yesterday. Went karting and had many rear grip issues. But now, after having driven like a complete amateur, I understand your explanation very well
I have to say the videos on this channel have helped my simracing tremendously! I was playing F1 2015 on Medium dificulty, I found it fair enough. Today I played a 50% distance race, hard difficulty and I could have lapped almost the entire field were it not for a spin with two laps to go. Circuit de Cataluña, qualy was 1:23.9s (-0.7s from the actual Rosberg pole - could have been faster, had to overtake Verstappen at turn 4) and fastest lap was 1:25.6s I suppose. I did a few Hamiltons in the process (fastest lap on the last lap before pit stop). Bottom line: because of Scott's teaching I'm now able to drive more consistently. Racing line is a bit on the lousy side, though! But practice is key and does wonders! Thank you so much, +Driver61!
wow. this is amazing. watched this when i first wanted to get better and it all sounded so new. watching it now a few years later it all starts to come together. thanks for the upload
I have been using Forza motorsport to understand these concepts. Yeah I know its not really a great sim racer but the onboard telemetry is fantastic for understanding your teachings. Thank you!
This was awesome! Thank you, I really learned a lot from this video. so many of these topics each on their own, are things I basically already knew or had a fairly accurate understanding of how the technical theory worked anyways, but a then theress few essential details you mentioned that make me realize i never saw the relationship between in the passt. And suddenly all the missing bits and pieces fall in place
Thanks for the help. I watched all your driver videos and I was able to win my first two kart races I ever entered. The information was extremely helpful.
These videos are extremely helpful I’ve probably picked up a good 2.5 secs a lap from watching these videos now I just gotta get my trail braking technique down think that will get me the little over a second I need to be at the top of my region
Informative, interesting, clear presentation to help me relate race car driving to water skiing! You can blame Netflix for my intrusion into your world. I am almost 60 years old, I haven't driven for almost 20 years due to medical reasons, I'm retired and mobility-impaired from arthritis. I binged on the Netflix series and I feel eight years old again. My family owned, operated and drove at a stock car speedway when I was young and I was required to if not participate, attend. When I got older I worked the gate, refused to work the concessions and was put up in the timekeeping booth. I loathed it. It was loud, smelly and dirty. Ironically, I did race snowmobiles during my teen years and hung out with boys that liked to drive fast boats. I had a non-traditional career in aviation for 25 years and have been a farm wife in training for the past 26 years. I am also a physics geek. I do have a question. Why are there no women F1 drivers or pit crew members?
Obvious reasons... For some reason... Women are slower..... Who knows the reason why?? Not me .... But there is one i know of, but can't remember her name... She is much slower than males in F1 as she used to be a test driver for maybe McLaren or Mercedes... One of the big teams i think... Maybe Williams....?? So yeah.... I don't know... Maybe you know?? Why are women slower than males?
Dude you are so awesome making these videos. I do solos right now, and I'm working my way through an hpde program to get my comp license. This is the most informative info I've seen. Nobody goes so in depth and so concise and clear like you. Thanks so much for these videos.
Great explanation, I like the differentiation between what a pro driver does vs what amateurs would do. Thanks for explaining it in a instructive way. Great series, keep it up!
Thanks for watching! Check out the rest of the Driver's Uni series including how to trail brake (bit.ly/2PypIMK) Find out your driver level by taking our scorecard test: bit.ly/2LmYNBA
Soooo grateful for ALL your videos. Keep them coming please. Cannot wait to the start of next season to put some of the advice into practice. Thank you!
Thanks you so much for this video and for the accurate and well-explained information. I used to do a lot of kart racing when I was younger and I am now restarting my "carrer" as a sim driver. The video helps me to better understand the theory behind the things that I was only applying "naturally" so far. @Driver61, could you perhaps add a few words on tyre degradation (which is discussed a lot in formula 1 lately)? Where do you save tyres most effectively - is in on the braking or turning, or equally through the corner?
Scott: "You won't just fall off a cliff with your grip and go spinning! It'll be Gradual!" Everyone else nods in agreement at Scott, then Glares angrily at Iracing! )LOL, J/K! 😜
I'm addicted to your videos they are fantastic. I have never done a track day but use them to help with sim racing and they are great, thank you. I have to ask though - and apologies if you have been asked this a million times - but are you related to Nigel?!
Hi Scott, Thank you so much for this content, it's really invaluable⭐. A quick question about building up to the limit of grip. Say you're braking 100% at 100m reaching 80kph at your turn in point and want to increment to 82kph on the next lap. Should you be braking at less brake pressure at the same 100m mark? Or should you be moving your braking point forward still keeping to 100% pressure? Should you be testing braking points and turn in speed on the same lap? Sorry for all the questions, I'm thinking and typing.
Thanks for the tutorial. I'm a complete lay person so I have couple of questions and a comment: 1) You say increasing contact patch increases grip, but how does this scale with the reduction in load that occurs if you're spreading the same downwards force over a wider contact patch? 2) Grip circle: Do tyres have equal longitudinal and latitudinal grip? I presume this would be affected by the shape of the contact patch and/or tread pattern if present? Comment: Can you consider using a different colour than your green pen? I can't see it on the board very clearly! Thanks again!
increasing tire width does not always increase grip. it depends on a few variables, how much downforce or weight you have loading on the tires. that include mechanical grip from your suspension setup, tract width, weight transfer...etc. that is also assuming you have the right tires. there is an optimum width and beyond that you are just making things difficult for yourself.
So, this is really old, and I'm not totally qualified to answer either question, but I'll give it a shot based on what I know. In your first question, I assume you're referring to the fact that frictional force equals the material's coefficient of friction times the normal force, right? Well, frankly, I've always had the same question and never received a satisfactory answer. But based on some things I've pieced together, and memories of introductory physics: a tire's coefficient of friction actually decreases somewhat with load. Presumably, that is a function of pressure, rather than absolute load, and if that is correct, then a larger contact patch would help maintain the highest coefficient of friction in the material, thereby improving grip. Additionally, a wider tire would mitigate the effects of deformation caused by bumps and other irregularities on the track surface. Finally, some of the perceived grip improvements from wider tires might be a failure to account for variables: Performance tires with softer rubber tend to be wider to allow better temperature management and slower wear. Regarding the second question, no, tires do not have equal grip in all directions- or at least cars don't have equal peak brake/acceleration & lateral forces. For one thing, the difference between wheel base and track width means faster lateral weight transfer.
Scout one again, huge fan from America love your videos thank you. Would you ever be interested in doing videos on Karting? Or in driving videos also explain the Karting side of things? Because it always pays to be smooth but in karts sometime you have to have somewhat aggressive inputs? Did you kart when you were younger?? Thank you so much for your time
It take many, many years?? But I want it now!! haha!! Isn't there an app or plug-in? Maybe it's my setup. I'm only 5 months into my "sim-racing career".. guess I got a ways to go.
The traction circle is a bit confusing since if the axes values are linear the sum of the lateral and longitudinal grip will always be >= 100%, but I suppose the axes can be scaled such that the sum at the perimeter is always 100%
Should not the dot move forward on braking and backwards on acceleration? Likewise shift to the left when turning right and vice versa. That seems more natural to me
Not if you think of the forces involved. Braking is similar to pushing on the hood of the car (trying to make it go backwards), turning left is similar to pushing on the right side of the car to make it slide to the left etc. However, what you *feel* inside the car is that *you* move forward when braking and right when turning left. This is due to inertia, basically Newtons first law of motion.
I wonder if it might be a good idea to practice with your car on a short oval to familiarize yourself with the car's grip level in each phase of the corner without the complexity of a road course, where every corner is different.
Marvelous series, thank you. I just ask about the traction circle, wouldn't be more accurate if the shape was drawn as a diamond like ("") because of linear relationship between lateral and longitudinal forces act on tire? How one can illustrate 50% lateral and 50% longitudinal forces on the circle?
The part where you mention that the contact patch (i.e wider tires) increases tire grip is incorrect. Friction doesn't depend on surface area. However, wider tires allow the usage of a softer rubber, which in turn provides better grip. It may be a little bit pedantic, sorry.
Hi. You are only half right. You are talking about Newtonian friction law. But in reality the tire and the road surface blends on the contact level due to both surface roughness . Therefore you will get a higher blending or "biting" area with bigger contact patch.
Hi! Is it correct to use a traction circle? Why not using a traction rhombus. My motivation is if there is 100% of traction during breaking, then releasing breaking to 60% we should get 40% of steering, not 60-70%.
So if I want to make perfect use of the traction circle, can I just bind acceleration and brake to the vertical axis of my left analog stick and move the stick in a semicircle along the boundary? lol
I feel there's a video about scrubbing tires more or less rotating in terms of this grip circle. I mean that a harder accellaration on exit will both turn the car faster but scrub the tires and so decrease its life, while a gentler accelaration from apex will still turn the car but preserve the tire life. Is this right? If so, my questions are, which is faster over one lap and which over the whole race? On iracing I've found that the F3 rotates smoothly, but the tires must be considered toward the last 5 laps. When I observe faster drivers, it seems they're comfortable rotating and scrubbing more, unless that's just more obvious in observation, but they seem able to maintain much faster pace and throughout to the end.
No not necessarily. The apex is the point where you are at the inside of the corner and that happens at different points for different types of corners. See his videos on the racing line. For a hairpin corner followed by a long straight it is faster to run a bit deep to make the corner even sharper at the start so that you can rotate the car quickly and thus get back on the power more quickly. Imagine that you run a bit deep into the corner, turn on a dime and then you can just accelerate in a straight line basically, this will give you a higher exit speed at the cost of some entry speed, but you will more than make up for it on the following straight.
Surface area has no impact on friction, it is commonly misunderstood, basic physics explains this. Tires are wider in racing due to the material they are made out of, they need to be wider for the sidewall to support the weight of the car
at the beginning of the manoeuvre shouldn't the constant speed correspond to a point towards the positive side of the drive axis? If the driver is at the centre of the graph then there is no drive force and no lateral force i.e. the vehicle is stationary. So you cannot be at the centre of the graph if you are coming with a constant speed. isn't it?
Okay I believe I can’t get any faster with a controller. I just can’t be that smoothness at corner entry. Accelerating & Braking is easy but turning with a stick I’m just not that good.
That´s me in Project Cars 2 (my main sim game) lol. Some communities still host races and I´m getting beaten by many wheel players by a long shot. Yes Project Cars 2 is somewhat controller friendly (more than Assetto Corsa which I like as well) but you still have to be very smooth and precise
I’m sorry but the formula for friction force is independent of surface area therefore contact patch area is almost irrelevant. I say almost because what it actually does the contact patch (a large one at least) is gives you a change to have close to optimal friction force between those two ever changing areas (tyre an road)
I've been comparing Vbox videos between different drivers and cars to see which corners I'm worst at. One thing I noticed is that for the same mid corner speed different drivers and cars will be pulling different Gs. Would it be fair to say that the corner is better executed by the driver pulling the combination of highest speed with lower lateral G? Or is that too simplistic?
Here you have my app to assetto corsa to show slip of each wheel: github.com/kdpanetpl/KontrolaTrakcjiDownload (it's in polish but it's very easy to use - just run it, and assetto in window mode ;) ).
Not to be nitpicky but in the grip circle, if braking + turning grip is 100% the the line from 100% brake to 100% turning should be a straight line. Same for all four sides. Thus it should be a diamond!
cdrseabee Not really, because first the available lateral grip is not the same as the available longitudinal grip, and secondly the sum of available lateral and longitudinal grip while trail-braking is a little bigger than the available lateral grip by itself, so the maximum grip on the top half of the “circle“ while trail-braking would be between the secant of your diamond and the arc of the usual representation of a circle.
Nice explanations. Only negative comment is that your diagrams are way too small. Lots of people will watch these videos on mobile devices and your little graphs are too small to be useful. Otherwise great work.
9:20 *you are wrong,* if you push them gently, they will beat the shit out of you. i recommend you do not attempt to push them at all, you must first consider the philosophical and metaphysical ramifications of the attempted 'push'. then realize the truth; that there is no 'push'. it is not the corner that is bending, it is yourself.
What about tyre pressure? How does that effect grip (less pressure vs more pressure)? What is the optimum pressure as a percentage? How does it effect the contact patch (in terms of area/grip available and wear/longevity) and subsequent speed? Also perhaps a video on optimum tyre compound, pressure combinations vs surface, temp and weather. Thanks.
I am simracer and this is best educational material on TH-cam. Thank you so much for the effort.
How the hell are you not more well known? This is incredibly well explained.
Hi Tom, thanks very much! The TH-cam channel is quite new. If you can, please help me out and share it! Cheers, Scott.
I mean he did test f1 cars
Agreed! Why would anyone give this series a thumbs down - ?
Not that many people want to put in the time to study for getting good.
If this guy had the sponsors like Mick Schumacher , or a Rich daddy like MAZEPIN , dude would most probably have been a F1 driver .
Excellent tutorial series! Living in Canada, I have the "luxury" of driving on snow or ice every winter. I made a point of taking each of our kids out in fresh snow when they were first learning to drive so that they could experience the limit of grip in a deserted parking lot. The transition between braking and turning grip is really dramatic when the steering wheel is cranked but you've locked up the brakes in a slide. It's counter-intuitive to let up on the brakes when you're sliding into a corner, but it can be learned...and it's the ONLY way the car's turning grip will get you through the corner. Better to experience that white-knuckle feeling in a parking lot than on a road. Thanks again for the series.
Love your content, I only use your advice for sim racing after I had a nasty car accident, but it still translates so well and makes me want to get on the track for real again. Thanks for doing gods work
As an actual professional racing driver i have to say, you have a very good way of explaining things and are very accurate with the concepts you teach
I should have watched this yesterday. Went karting and had many rear grip issues. But now, after having driven like a complete amateur, I understand your explanation very well
I have to say the videos on this channel have helped my simracing tremendously! I was playing F1 2015 on Medium dificulty, I found it fair enough. Today I played a 50% distance race, hard difficulty and I could have lapped almost the entire field were it not for a spin with two laps to go. Circuit de Cataluña, qualy was 1:23.9s (-0.7s from the actual Rosberg pole - could have been faster, had to overtake Verstappen at turn 4) and fastest lap was 1:25.6s I suppose. I did a few Hamiltons in the process (fastest lap on the last lap before pit stop). Bottom line: because of Scott's teaching I'm now able to drive more consistently. Racing line is a bit on the lousy side, though! But practice is key and does wonders! Thank you so much, +Driver61!
The Grip Circle is such a helpful way to show the blending of braking, turning, and accelerating while using all the grip available. Thank you, Scott!
wow. this is amazing. watched this when i first wanted to get better and it all sounded so new. watching it now a few years later it all starts to come together. thanks for the upload
I have been using Forza motorsport to understand these concepts. Yeah I know its not really a great sim racer but the onboard telemetry is fantastic for understanding your teachings. Thank you!
This was awesome! Thank you, I really learned a lot from this video. so many of these topics each on their own, are things I basically already knew or had a fairly accurate understanding of how the technical theory worked anyways, but a then theress few essential details you mentioned that make me realize i never saw the relationship between in the passt. And suddenly all the missing bits and pieces fall in place
Thanks for the help. I watched all your driver videos and I was able to win my first two kart races I ever entered. The information was extremely helpful.
These videos are extremely helpful I’ve probably picked up a good 2.5 secs a lap from watching these videos now I just gotta get my trail braking technique down think that will get me the little over a second I need to be at the top of my region
This video should be updated for the new ACC 1.9. Love your vids very informative. Thank you
The traction circle made it so clear!
Informative, interesting, clear presentation to help me relate race car driving to water skiing!
You can blame Netflix for my intrusion into your world. I am almost 60 years old, I haven't driven for almost 20 years due to medical reasons, I'm retired and mobility-impaired from arthritis. I binged on the Netflix series and I feel eight years old again. My family owned, operated and drove at a stock car speedway when I was young and I was required to if not participate, attend. When I got older I worked the gate, refused to work the concessions and was put up in the timekeeping booth.
I loathed it. It was loud, smelly and dirty. Ironically, I did race snowmobiles during my teen years and hung out with boys that liked to drive fast boats. I had a non-traditional career in aviation for 25 years and have been a farm wife in training for the past 26 years. I am also a physics geek.
I do have a question. Why are there no women F1 drivers or pit crew members?
Obvious reasons... For some reason... Women are slower..... Who knows the reason why?? Not me .... But there is one i know of, but can't remember her name... She is much slower than males in F1 as she used to be a test driver for maybe McLaren or Mercedes... One of the big teams i think... Maybe Williams....??
So yeah.... I don't know... Maybe you know?? Why are women slower than males?
Dude you are so awesome making these videos. I do solos right now, and I'm working my way through an hpde program to get my comp license. This is the most informative info I've seen. Nobody goes so in depth and so concise and clear like you. Thanks so much for these videos.
I don't race or anything but this is vastly interesting! Thank you!
Hi Kevin, thanks very much. I'm glad you enjoyed the tutorial.
Great explanation, I like the differentiation between what a pro driver does vs what amateurs would do. Thanks for explaining it in a instructive way. Great series, keep it up!
Thanks for watching! Check out the rest of the Driver's Uni series including how to trail brake (bit.ly/2PypIMK)
Find out your driver level by taking our scorecard test: bit.ly/2LmYNBA
Just brilliant videos, thank you! Really learning so much.
Learnt this lesson the very hard way. Hopfully the lesson will stick.
Soooo grateful for ALL your videos. Keep them coming please. Cannot wait to the start of next season to put some of the advice into practice. Thank you!
another excellent tutorial. Even though I do only simracing your videos helped me a lot to understand and to improve. thx a lot scott
It hurts the first time, but it gets better and better.
Thanks you so much for this video and for the accurate and well-explained information. I used to do a lot of kart racing when I was younger and I am now restarting my "carrer" as a sim driver. The video helps me to better understand the theory behind the things that I was only applying "naturally" so far. @Driver61, could you perhaps add a few words on tyre degradation (which is discussed a lot in formula 1 lately)? Where do you save tyres most effectively - is in on the braking or turning, or equally through the corner?
Very nice explanation
Scott: "You won't just fall off a cliff with your grip and go spinning! It'll be Gradual!" Everyone else nods in agreement at Scott, then Glares angrily at Iracing! )LOL, J/K! 😜
I'm addicted to your videos they are fantastic. I have never done a track day but use them to help with sim racing and they are great, thank you. I have to ask though - and apologies if you have been asked this a million times - but are you related to Nigel?!
No he's not. Here's his story driver61.com/our-story/
Hi Scott, Thank you so much for this content, it's really invaluable⭐.
A quick question about building up to the limit of grip. Say you're braking 100% at 100m reaching 80kph at your turn in point and want to increment to 82kph on the next lap. Should you be braking at less brake pressure at the same 100m mark? Or should you be moving your braking point forward still keeping to 100% pressure? Should you be testing braking points and turn in speed on the same lap?
Sorry for all the questions, I'm thinking and typing.
Thanks for the tutorial. I'm a complete lay person so I have couple of questions and a comment:
1) You say increasing contact patch increases grip, but how does this scale with the reduction in load that occurs if you're spreading the same downwards force over a wider contact patch?
2) Grip circle: Do tyres have equal longitudinal and latitudinal grip? I presume this would be affected by the shape of the contact patch and/or tread pattern if present?
Comment: Can you consider using a different colour than your green pen? I can't see it on the board very clearly!
Thanks again!
Increasing contact patch(increasing tire width) always means better grip.
increasing tire width does not always increase grip. it depends on a few variables, how much downforce or weight you have loading on the tires. that include mechanical grip from your suspension setup, tract width, weight transfer...etc. that is also assuming you have the right tires. there is an optimum width and beyond that you are just making things difficult for yourself.
So, this is really old, and I'm not totally qualified to answer either question, but I'll give it a shot based on what I know.
In your first question, I assume you're referring to the fact that frictional force equals the material's coefficient of friction times the normal force, right? Well, frankly, I've always had the same question and never received a satisfactory answer. But based on some things I've pieced together, and memories of introductory physics: a tire's coefficient of friction actually decreases somewhat with load. Presumably, that is a function of pressure, rather than absolute load, and if that is correct, then a larger contact patch would help maintain the highest coefficient of friction in the material, thereby improving grip. Additionally, a wider tire would mitigate the effects of deformation caused by bumps and other irregularities on the track surface. Finally, some of the perceived grip improvements from wider tires might be a failure to account for variables: Performance tires with softer rubber tend to be wider to allow better temperature management and slower wear.
Regarding the second question, no, tires do not have equal grip in all directions- or at least cars don't have equal peak brake/acceleration & lateral forces. For one thing, the difference between wheel base and track width means faster lateral weight transfer.
Thank you for these videos!
Well explained Good Sir!!
What does 61 mean?
Scout one again, huge fan from America love your videos thank you. Would you ever be interested in doing videos on Karting? Or in driving videos also explain the Karting side of things? Because it always pays to be smooth but in karts sometime you have to have somewhat aggressive inputs? Did you kart when you were younger?? Thank you so much for your time
It take many, many years?? But I want it now!! haha!! Isn't there an app or plug-in? Maybe it's my setup. I'm only 5 months into my "sim-racing career".. guess I got a ways to go.
The traction circle is a bit confusing since if the axes values are linear the sum of the lateral and longitudinal grip will always be >= 100%, but I suppose the axes can be scaled such that the sum at the perimeter is always 100%
Should not the dot move forward on braking and backwards on acceleration? Likewise shift to the left when turning right and vice versa. That seems more natural to me
Not if you think of the forces involved. Braking is similar to pushing on the hood of the car (trying to make it go backwards), turning left is similar to pushing on the right side of the car to make it slide to the left etc.
However, what you *feel* inside the car is that *you* move forward when braking and right when turning left. This is due to inertia, basically Newtons first law of motion.
Thanks for sharing man :) great stuff
Can you make a video on track day preparation for novices?
Hi, we have some videos coming up!
Driver61 scott pls do a video on how to manage tyres pls
I wonder if it might be a good idea to practice with your car on a short oval to familiarize yourself with the car's grip level in each phase of the corner without the complexity of a road course, where every corner is different.
Marvelous series, thank you.
I just ask about the traction circle, wouldn't be more accurate if the shape was drawn as a diamond like ("") because of linear relationship between lateral and longitudinal forces act on tire? How one can illustrate 50% lateral and 50% longitudinal forces on the circle?
Does using 100% of available grip wear out the tires more than using less grip? Or do you see more tire wear when going over 100%
The part where you mention that the contact patch (i.e wider tires) increases tire grip is incorrect.
Friction doesn't depend on surface area. However, wider tires allow the usage of a softer rubber, which in turn provides better grip.
It may be a little bit pedantic, sorry.
Hi. You are only half right. You are talking about Newtonian friction law. But in reality the tire and the road surface blends on the contact level due to both surface roughness . Therefore you will get a higher blending or "biting" area with bigger contact patch.
Hi!
Is it correct to use a traction circle? Why not using a traction rhombus. My motivation is if there is 100% of traction during breaking, then releasing breaking to 60% we should get 40% of steering, not 60-70%.
So if I want to make perfect use of the traction circle, can I just bind acceleration and brake to the vertical axis of my left analog stick and move the stick in a semicircle along the boundary? lol
I feel there's a video about scrubbing tires more or less rotating in terms of this grip circle. I mean that a harder accellaration on exit will both turn the car faster but scrub the tires and so decrease its life, while a gentler accelaration from apex will still turn the car but preserve the tire life. Is this right? If so, my questions are, which is faster over one lap and which over the whole race?
On iracing I've found that the F3 rotates smoothly, but the tires must be considered toward the last 5 laps. When I observe faster drivers, it seems they're comfortable rotating and scrubbing more, unless that's just more obvious in observation, but they seem able to maintain much faster pace and throughout to the end.
Epic stuff
Jesus. Look at the tyre in the background. How could you have traction with that :D?
If you have a Torsen or open differential the grip does fall off a cliff.
Is maximum steering angle always at the apex?
No not necessarily. The apex is the point where you are at the inside of the corner and that happens at different points for different types of corners. See his videos on the racing line.
For a hairpin corner followed by a long straight it is faster to run a bit deep to make the corner even sharper at the start so that you can rotate the car quickly and thus get back on the power more quickly. Imagine that you run a bit deep into the corner, turn on a dime and then you can just accelerate in a straight line basically, this will give you a higher exit speed at the cost of some entry speed, but you will more than make up for it on the following straight.
Do you have anything talking about contact patch?
Surface area has no impact on friction, it is commonly misunderstood, basic physics explains this. Tires are wider in racing due to the material they are made out of, they need to be wider for the sidewall to support the weight of the car
Alas this isn’t basic physics.
at the beginning of the manoeuvre shouldn't the constant speed correspond to a point towards the positive side of the drive axis? If the driver is at the centre of the graph then there is no drive force and no lateral force i.e. the vehicle is stationary. So you cannot be at the centre of the graph if you are coming with a constant speed. isn't it?
Okay I believe I can’t get any faster with a controller. I just can’t be that smoothness at corner entry. Accelerating & Braking is easy but turning with a stick I’m just not that good.
That´s me in Project Cars 2 (my main sim game) lol. Some communities still host races and I´m getting beaten by many wheel players by a long shot. Yes Project Cars 2 is somewhat controller friendly (more than Assetto Corsa which I like as well) but you still have to be very smooth and precise
Only if this is my lecture videos. Will get A for this unit.😂
I’m sorry but the formula for friction force is independent of surface area therefore contact patch area is almost irrelevant. I say almost because what it actually does the contact patch (a large one at least) is gives you a change to have close to optimal friction force between those two ever changing areas (tyre an road)
The g force diagram is backwards. Breaking should be forwards and accelerating backwards
I've been comparing Vbox videos between different drivers and cars to see which corners I'm worst at. One thing I noticed is that for the same mid corner speed different drivers and cars will be pulling different Gs. Would it be fair to say that the corner is better executed by the driver pulling the combination of highest speed with lower lateral G? Or is that too simplistic?
BTW are you also the carbon guy? you look familiar lol
Here you have my app to assetto corsa to show slip of each wheel: github.com/kdpanetpl/KontrolaTrakcjiDownload (it's in polish but it's very easy to use - just run it, and assetto in window mode ;) ).
Not to be nitpicky but in the grip circle, if braking + turning grip is 100% the the line from 100% brake to 100% turning should be a straight line. Same for all four sides. Thus it should be a diamond!
cdrseabee Not really, because first the available lateral grip is not the same as the available longitudinal grip, and secondly the sum of available lateral and longitudinal grip while trail-braking is a little bigger than the available lateral grip by itself, so the maximum grip on the top half of the “circle“ while trail-braking would be between the secant of your diamond and the arc of the usual representation of a circle.
Is it me or do these videos break up a lot?
so you can get 130% grip if you turn and brake at the same time?
666th Liked!
The healthy oven directly dream because push simplistically heal despite a rigid chin. gleaming, big growth
Nice explanations. Only negative comment is that your diagrams are way too small. Lots of people will watch these videos on mobile devices and your little graphs are too small to be useful. Otherwise great work.
9:20 - Why would you imagine that?! You're a terrible person! xD
9:20 *you are wrong,* if you push them gently, they will beat the shit out of you.
i recommend you do not attempt to push them at all, you must first consider the philosophical and metaphysical ramifications of the attempted 'push'. then realize the truth; that there is no 'push'. it is not the corner that is bending, it is yourself.
I see. I finally get it. This is why I've been losing races.
What about tyre pressure? How does that effect grip (less pressure vs more pressure)? What is the optimum pressure as a percentage? How does it effect the contact patch (in terms of area/grip available and wear/longevity) and subsequent speed? Also perhaps a video on optimum tyre compound, pressure combinations vs surface, temp and weather. Thanks.