@@lowerlaptime Not a question but I wonder why they didn't put the talk button where the PC button is for easy thumb access ? Has anyone ever complained about the ergonomics of the wheel or the fact that it's too crowded ? Also , I'm curious on how much this steering wheel cost ? Thanks Martin
@@lowerlaptime I've watched it all over again and since I'm not a professional far from it , I now find my quote about the talk vs PC button dumb . I understand a lot more about what your thoughts are and the changes you would make . This is a really great video tutorial Martin and sorry if I didn't catch it all at once !
Hi Kayla I hope you're well! There's no way you watched the video yet :D haha. But this is a valid question. I think it's 2 fold. 1 - a case of "its always been layed out like this and no on has ever had a problem before" and 2 - too hard/cbf basket. A shame .. my design is helpful
Adding to what you said about differential Entry diff affects purely deceleration more locking = more understeer( braking stability on when you start to laterally load the car / in a straightline) and vice versa There is also a preload entry diff present at all times which can be setup before race but not via steering wheel. Mid diff affects both acceleration and deceleration, more locking = more understeer on deceleration and more oversteer on throttle and vice versa ( this is active at peak steering angles towards the tail end of braking and start of getting on throttle until you are stable and full throttle on to next gears the car automatically detects it, basis multiple sensors) Highspeed affects only heavy throttle applications where you are fully or high% on throttle, and more locking causes more oversteer and vice versa ( since forcing the inside wheel to rotate as quickly causes some more wheelspin when the car is laterally loaded) In some rare cases higher locking can cause understeer too on throttle but they are specific to grip how laterally loaded the car is , and if its a really smooth throttle application. About bmig, The setting on the bmig button dictates how much(%) up or down the bmig goes from the base BB value and there is also a brake bias ramping point (pressure post which the bmig is active)which can be set which acts like a threshold which when crossed will dictate how linearly or otherwise the brake balance ramps up vis a vis brake pressure/% and the bmig value.( so a ramping point set at 50bar pressure will for example ramp up bb much quicker at a given setting , than a 30bar presssure ramping point for example) In most cases given the tyre wear on rears , a lower base bb ( but still high enough to not negatively affect rears) is set with a positive bmig value for heavy braking zones so as to not unload and lock the inside front when trailing but still have the stopping power. Speaking about this basis my extensive experience of driving the amg w12/13 ( built in partnership with iracing and merc f1 team) in iracing where almost all of the settings on the wheel can be used minus some engine modes. Its truly remarkable how much control a driver can have and how different scenarios and driving styles help use the given tools )
hey thanks for your comment. I have a question - im not sure that a locked diff on entry induces understeer but a locked diff on high speed causes more oversteer - this doesnt really stack up so i'd be keen to hear why these would be different, and where you sourced this from. At the end of the day, the diff is the diff, but its controlled based on various inputs.
@lowerlaptime the amg w12 manual by iracing also states the same. But i am also saying it basis my experience of driving the w12/w13 on iracing. Entry diff as i say only affects deceleration, and when there is no power input, so when there is no power input, and the inside wheel is locked closer to outside wheel's speed, it doesnt turn as easily resisting rotation. Thus causing understeer on more locking and oversteer on less by allowing wheel speed differences once car is laterally loaded. This is the reason most cars have limited slip differentials so there is easier rotation on corner entry because it allows the wheel to have different speeds but still maintain traction. High speed diff on the other hand affects full throttle/ high throttle % applications, so it affects only acceleration. And it makes sense because 1, f1 cars have a really high power output . So when the inside wheel is locked up at higher throttle to turn as quickly or just relatively closer speed as the outside wheel, and there are direction changes and lateral loading it results in wheel spin on the inside rear generally due to the higher power output and locking causing in oversteer,( think suzuka s’s or cota s’s, a locked hspd really helps here if one can induce some controlled oversteer) As i said earlier too In some cases higher hspd locking can cause understeer too on throttle but they are specific to grip how laterally loaded the car is , and if its a really smooth throttle application . Again these understeer oversteer terms are spoken in a relative basis when on the wheel the settings are set from lowest to highest. And the most case scenarios which occur given f1. The f1 has an e diff , so theyre able to have different settings come into foray at different stages on a corner. And thus able to distinguish between entry diff and have it effect only heavy deceleration or no throttle applications until you are in late trailing braking stage with higher steering angle where mid diff kicks in, and stays even for early throttle applications until the steering wheel is straightened more or less and you have constant high throttle application ,which is when the hspd diff kicks in. The f1 diff has a different torque graph for how it applies braking and drive torque. th-cam.com/video/3ofu9LeaNZk/w-d-xo.htmlsi=4JCERSnTnuIXSNXN this lap is an example where i have alot of rotation due to higher hspd diff on throttle in the s’s in iracing on the official merc car. its pretty challenging to go so quick here.
this is a pretty fundamental concept that a "driver coach" should understand. locked diff would mean the car doesn't turn as well. both at high and low speed
@@lowerlaptime I really did not, other issues you replaced an entire multi function switch with pit lane speed. how's that supposed to work? you made an entire video on how 4 time world champion was not aware of "taking a tight line"? i know these videos are probably intended as rage bait but marketing yourself as a driver coach to people when i see no display of a correct understanding of driving or the mechanical aspects is a bit deceptive.
The +10 in the left might be because we generally scan or do things left to right and to get to a number most people would start on the left to get the tens digit and then get the exact number with the single digit on the right side to finish, although it really doesn't matter and you could start the other way around. I don't know how clunky the dials are, I would personally consider a two in one dial for entering numbers.
Wow - thank you - the drivers are busy. I wondered about this. This shows me why I could not be a driver at 64 years old - mapping all this in my brain and responding really quickly to events is slower than what I recall of my son when he was 17-25. He spent hours on simulations and games. I guess my questions are - 1) is all in car run by driver, or can someone change settings remotely, and what are the rules about it. Eg how much is Max driving, vs his telemetry team? 2) And would Checo have different buttons function than Max? 3) What about the pedals?
Up until now, I was under the impression that the driver had to press the Neutral button 6 times to get to Neutral from 6th gear because of F1 cars having sequential gearboxes. Thanks for clarifying that Martin.😅
Excellent breakdown and muscle memory makes things automatic once you had used it for long enough. How long in your experience does it take a driver to get familiar with a new steering wheel in a F2, Super Formula or an F1 car?
Anyone that's ever driven a semi truck or a bus should understand engine braking. It's nearly the same as a "Jake" brake. Thats that loud rattle sound a big truck makes when its coming downhill and trying to drop speed quickly. The engine is cutting off its own air supply so that it can drop RPMs quickly, so less force is needed on the physical brakes. In a F1 car the engine braking not only helps the car slow down, but it also helps charge the ERS battery faster.
OK, I like your steering wheel better than theirs cause at least they’re in order. I personally would like up and down shifts on my right hand side that battery shit I’ll be honest with you. We’re just getting way too fancy here.
@ yes, up shifts on the bottom part of the right side and and down shifts on the top both on the right side clutches on the left of course because this way I have my left hand free to move about the steering wheel and obviously steer with the right if I have to and if not mistaken, Robert Kubitza has something like this because of his hands
@@MrAlex- technically on the merc wheel now you can upshift and downshift from the same side because it is a mono paddle which is pull to upshift push for downshift(on right). so either sides can be used, for both( on left its push to upshift pull to downshift). or you can use it the standard way where right is upshift left is downshift depending on how the driver likes it configured
🤔 Hmmn... I wonder.... if you were to instead have the arrow pointing to the overtake button in the thumbnail - or the magic button on the back side of the wheel and replace the 'EXPLAINED' text with OVERTAKE for example, would it entice more people to click the video with their curiosity piqued..?
@divinasi0n oh i get it now. This was a genuine comment lol. Because the one previous I think you said something about oil! Yes this is a good idea i can try it 😉
@@lowerlaptimehaha no worries. It would just be cool to see your channel's Viewership:Value ratio rise to where it should be. (Don't look that up, I just made it up). I don't think that was me who mentioned Oil though..? 😅 As in, the commodity Crude Oil...? (Ah just realised you're referring to me saying the wheel looks like it was deep fried in oil lol... But that _was_ serious! Anyway, you've got the right idea with the thumbnail now. It is my observation that video titles & thumbnails fall into 4 distinct approaches; Intrigue is one of them. And how come you can't use a photo of a real wheel like you used within the video instead of a deep fried one? Is it copyrighted? 🤨
Thanks! So much better than the general overview and PR dribble tech talks where they don't actually explain anything about the wheels.
Exactly! 👍
Thank you Martin for this great deep dive !
No probs, enjoy - let me know if you had a question at the end
@@lowerlaptime Not a question but I wonder why they didn't put the talk button where the PC button is for easy thumb access ? Has anyone ever complained about the ergonomics of the wheel or the fact that it's too crowded ?
Also , I'm curious on how much this steering wheel cost ? Thanks Martin
@@lowerlaptime I've watched it all over again and since I'm not a professional far from it , I now find my quote about the talk vs PC button dumb . I understand a lot more about what your thoughts are and the changes you would make . This is a really great video tutorial Martin and sorry if I didn't catch it all at once !
@@lousekoya1803 hey no worries! Its one of those videos ay!
This a banger, can’t believe you’re telling us for free 🆓
Bravo 👏
Heyy Martin. Surely drivers can change and swop buttons around according to their way. But hey it’s only a few weeks till the first race weekend! 🔥
Hi Kayla I hope you're well! There's no way you watched the video yet :D haha. But this is a valid question. I think it's 2 fold. 1 - a case of "its always been layed out like this and no on has ever had a problem before" and 2 - too hard/cbf basket. A shame .. my design is helpful
@lowerlaptime lol Im still watching the vidoe. But thx for answering the question
😊😊🤛🤛@@KaylaW-24
Adding to what you said about differential
Entry diff affects purely deceleration more locking = more understeer( braking stability on when you start to laterally load the car / in a straightline) and vice versa
There is also a preload entry diff present at all times which can be setup before race but not via steering wheel.
Mid diff affects both acceleration and deceleration, more locking = more understeer on deceleration and more oversteer on throttle and vice versa ( this is active at peak steering angles towards the tail end of braking and start of getting on throttle until you are stable and full throttle on to next gears the car automatically detects it, basis multiple sensors)
Highspeed affects only heavy throttle applications where you are fully or high% on throttle, and more locking causes more oversteer and vice versa ( since forcing the inside wheel to rotate as quickly causes some more wheelspin when the car is laterally loaded)
In some rare cases higher locking can cause understeer too on throttle but they are specific to grip how laterally loaded the car is , and if its a really smooth throttle application.
About bmig,
The setting on the bmig button dictates how much(%) up or down the bmig goes from the base BB value and there is also a brake bias ramping point (pressure post which the bmig is active)which can be set which acts like a threshold which when crossed will dictate how linearly or otherwise the brake balance ramps up vis a vis brake pressure/% and the bmig value.( so a ramping point set at 50bar pressure will for example ramp up bb much quicker at a given setting , than a 30bar presssure ramping point for example)
In most cases given the tyre wear on rears , a lower base bb ( but still high enough to not negatively affect rears) is set with a positive bmig value for heavy braking zones so as to not unload and lock the inside front when trailing but still have the stopping power.
Speaking about this basis my extensive experience of driving the amg w12/13 ( built in partnership with iracing and merc f1 team) in iracing where almost all of the settings on the wheel can be used minus some engine modes.
Its truly remarkable how much control a driver can have and how different scenarios and driving styles help use the given tools )
hey thanks for your comment. I have a question - im not sure that a locked diff on entry induces understeer but a locked diff on high speed causes more oversteer - this doesnt really stack up so i'd be keen to hear why these would be different, and where you sourced this from.
At the end of the day, the diff is the diff, but its controlled based on various inputs.
@lowerlaptime the amg w12 manual by iracing also states the same. But i am also saying it basis my experience of driving the w12/w13 on iracing.
Entry diff as i say only affects deceleration, and when there is no power input, so when there is no power input, and the inside wheel is locked closer to outside wheel's speed, it doesnt turn as easily resisting rotation. Thus causing understeer on more locking and oversteer on less by allowing wheel speed differences once car is laterally loaded. This is the reason most cars have limited slip differentials so there is easier rotation on corner entry because it allows the wheel to have different speeds but still maintain traction.
High speed diff on the other hand affects full throttle/ high throttle % applications, so it affects only acceleration. And it makes sense because 1, f1 cars have a really high power output .
So when the inside wheel is locked up at higher throttle to turn as quickly or just relatively closer speed as the outside wheel, and there are direction changes and lateral loading it results in wheel spin on the inside rear generally due to the higher power output and locking causing in oversteer,( think suzuka s’s or cota s’s, a locked hspd really helps here if one can induce some controlled oversteer)
As i said earlier too In some
cases higher hspd locking can cause understeer too on throttle but they are specific to grip how laterally loaded the car is , and if its a really smooth throttle application .
Again these understeer oversteer terms are spoken in a relative basis when on the wheel the settings are set from lowest to highest.
And the most case scenarios which occur given f1.
The f1 has an e diff , so theyre able to have different settings come into foray at different stages on a corner. And thus able to distinguish between entry diff and have it effect only heavy deceleration or no throttle applications until you are in late trailing braking stage with higher steering angle where mid diff kicks in, and stays even for early throttle applications until the steering wheel is straightened more or less and you have constant high throttle application ,which is when the hspd diff kicks in. The f1 diff has a different torque graph for how it applies braking and drive torque.
th-cam.com/video/3ofu9LeaNZk/w-d-xo.htmlsi=4JCERSnTnuIXSNXN
this lap is an example where i have alot of rotation due to higher hspd diff on throttle in the s’s in iracing on the official merc car. its pretty challenging to go so quick here.
this is a pretty fundamental concept that a "driver coach" should understand. locked diff would mean the car doesn't turn as well. both at high and low speed
@@kieranshanks so fundamental that you said what i said. Good job
@@lowerlaptime I really did not, other issues you replaced an entire multi function switch with pit lane speed. how's that supposed to work? you made an entire video on how 4 time world champion was not aware of "taking a tight line"? i know these videos are probably intended as rage bait but marketing yourself as a driver coach to people when i see no display of a correct understanding of driving or the mechanical aspects is a bit deceptive.
The +10 in the left might be because we generally scan or do things left to right and to get to a number most people would start on the left to get the tens digit and then get the exact number with the single digit on the right side to finish, although it really doesn't matter and you could start the other way around. I don't know how clunky the dials are, I would personally consider a two in one dial for entering numbers.
Wow - thank you - the drivers are busy. I wondered about this. This shows me why I could not be a driver at 64 years old - mapping all this in my brain and responding really quickly to events is slower than what I recall of my son when he was 17-25. He spent hours on simulations and games. I guess my questions are - 1) is all in car run by driver, or can someone change settings remotely, and what are the rules about it. Eg how much is Max driving, vs his telemetry team? 2) And would Checo have different buttons function than Max? 3) What about the pedals?
Up until now, I was under the impression that the driver had to press the Neutral button 6 times to get to Neutral from 6th gear because of F1 cars having sequential gearboxes.
Thanks for clarifying that Martin.😅
lol no worries. So we started with the easy buttons and you learnt something already thats great
@@lowerlaptime woohoo!!
Excellent breakdown and muscle memory makes things automatic once you had used it for long enough. How long in your experience does it take a driver to get familiar with a new steering wheel in a F2, Super Formula or an F1 car?
Great question honestly not too long if its setup correctly and used often enough. So a poor setup ruins everything
Anyone that's ever driven a semi truck or a bus should understand engine braking. It's nearly the same as a "Jake" brake. Thats that loud rattle sound a big truck makes when its coming downhill and trying to drop speed quickly. The engine is cutting off its own air supply so that it can drop RPMs quickly, so less force is needed on the physical brakes. In a F1 car the engine braking not only helps the car slow down, but it also helps charge the ERS battery faster.
OK, I like your steering wheel better than theirs cause at least they’re in order. I personally would like up and down shifts on my right hand side that battery shit I’ll be honest with you. We’re just getting way too fancy here.
Both up and down shifts on the right?
@ yes, up shifts on the bottom part of the right side and and down shifts on the top both on the right side clutches on the left of course because this way I have my left hand free to move about the steering wheel and obviously steer with the right if I have to and if not mistaken, Robert Kubitza has something like this because of his hands
@@MrAlex- technically on the merc wheel now you can upshift and downshift from the same side because it is a mono paddle which is pull to upshift push for downshift(on right). so either sides can be used, for both( on left its push to upshift pull to downshift). or you can use it the standard way where right is upshift left is downshift depending on how the driver likes it configured
I wish they would get rid of drs all together but many people love it.
Less battery would be good..aren't batteries quite heavy?
they are heavy yes - looks like we're getting more battery in 2026 though.
@@lowerlaptime 😒
Personally I think f1 is good because you have access to loads of tools
Do sim racers have all these buttons?
i think the w12 in iracing has most - not all though
🤔 Hmmn... I wonder.... if you were to instead have the arrow pointing to the overtake button in the thumbnail - or the magic button on the back side of the wheel and replace the 'EXPLAINED' text with OVERTAKE for example, would it entice more people to click the video with their curiosity piqued..?
I was looking forward to a good comment or question from you😅
@lowerlaptime I've been on TH-cam for 19 years. I've come to learn a thing or two about the game. 🙂 take it or leave it.
@divinasi0n oh i get it now. This was a genuine comment lol. Because the one previous I think you said something about oil! Yes this is a good idea i can try it 😉
@@divinasi0n updated - hows that?
@@lowerlaptimehaha no worries. It would just be cool to see your channel's Viewership:Value ratio rise to where it should be. (Don't look that up, I just made it up).
I don't think that was me who mentioned Oil though..? 😅 As in, the commodity Crude Oil...? (Ah just realised you're referring to me saying the wheel looks like it was deep fried in oil lol... But that _was_ serious! Anyway, you've got the right idea with the thumbnail now. It is my observation that video titles & thumbnails fall into 4 distinct approaches; Intrigue is one of them.
And how come you can't use a photo of a real wheel like you used within the video instead of a deep fried one? Is it copyrighted? 🤨