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Max Verstappen's secret driving style (2/2) - F1 analysis by Peter Windsor
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- เผยแพร่เมื่อ 27 มิ.ย. 2023
- In Part Two of our ground-breaking analysis of the "short' corners created by most of the great F1 drivers, Peter Windsor looks at the way Max Verstappen creates his unique transition zone (in which he rotates the car and prepares it for a diagonal exit). Peter also talks in detail about the degree of mid-corner patience Max requires; about the relevance of short corners to the friction circle - and about the five key advantages of "short" corners.
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You should really team up with a good 3D visualizer to get your excellent points across. It would help immensely for more people to understand your explanation.
Mr. Windsor, we deserve a Max interview, conducted by you. Your technical analysis is legendary and it's certain that Max will thoroughly enjoy a brainstorming session with you. As will everyone who is a motorsport / F1 purist.
Would love to see that!
❤
Best idea I have heard in a long time
MAX will love it, I am sure
Will be legendary...
its not just the short corners - he carriers more speed out of corners. the shapes he draws are even. you have to look at the onboard. I have the luxury of being a motox champ as a kid, so i understand drawing the V shape, thats what motox riders do. And, i spent a good five years in the sim world when it first started. Setups is what sim racing is all about. Theres two types of setup. the alonso understeery where you can feel the tyre. And the absolutely bonkers knife edge setups that people like max use. These knife edge setups, you have to put tiny inputs in, the tyre does the work for you, you just draw the shapes and the tyre goes there. You watch max onboard he hardly moves his hands. its all slow and small inputs. Because the setups are crazy bonkers knife edge setups. The benefit of these setups is, when the tyre goes off, it turns into a sloppy alonso undeersteery setup. So its like a two for one deal. I cant drive the knife edge - its hard to keep it on a straight line on a straight. but the sim kids who grew up with it, they use the knife edge, and draw constant shapes in corners - and it creates a massive amount of extra pace on corner exit. go watch the comparison of Max at lemans in sim racing, he gains a car length on corner exit. thats his strength. it comes from the setup, and the shapes he draws being constant carrying speed leaning on the tyre evenly so it doesnt over stress. its amazing what he does. other drives can do it - he just does it from corner one to pit entry. better than anyone else.
Nice insight
@@marielou1982 I bet if U asked max. He's so honest, he would admit he's not actually better than everyone else. He's just better at being consistent. That's how he is better. I noticed his trait first time on his killer Sim racing Bathurst qualifying lap. He lent on the tyre in turn 2 using a constant sweeper line....just like he did in the wet driving around Bottas in Brazil. He draws constant loaded lines that are even so the pace doesn't wash off. He just carries speed. It's totally a gokart thing and he is better at it than anyone
thanks for that insight mate, can you just explain a bit more on what you mean by 'drawing shapes in the corners'? like how do you mean that im trying to imagine from the drivers perspective and steering wheel inputs. thanks!
@@JS-ll8nk okay. A v shape, you turn the wheel, the car turns in , U turn the wheel more the car will stall speed, rotate is at the max here, gradually feed the power and wheel back on corner exit. That's the standard way, U can hit standard or late apexes, but there's at least two or three adjustments during a corner. An in, a mid, and an out. 3 separate parts. With the knife edge setups, there's one wheel turn ...that's it. U get one go at it, and it has to cover all three parts of a corner. So there's no adjusting. One move. And all four tyres are meant to be even during that one curve drawn (from above) the tyres load up and down as the car rotates. It essentially removes the middle stall bit. So from the wheel , it's traditional turn , turn a tiny bit more, aim for exit. That's how most people drive. But Sim kids... From wheel, knife edge, it's turn and hang on as youre rotating, even the entry into the next straight has to be calculated in that one tiny hand move. Max's hands barely move around the wheel it's all super slow inputs. Decisive. Like how a robot would turn a wheel, one turn and somehow you're going in a straight line again.
Good stuff. Additionally it is clear his dad trained him to understand things your average 12 year old karting driver wasn't getting from his father the ad exec. People don't put enough emphasis on that fact.
Raw talent alone doesn't let anyone drive a "pointy" car with compliant front end the way Max can. Braking to a rotation zone and then using the very precise point to point steering inputs he uses serves to yaw the car at the proper rate and put the car on the proper vectors at the proper time. I would bet a deal of money that Max has from an early age understood more clearly what he wanted to do and more importantly, the WHY of it, than every kid his own age he's ever raced against.
Next level explanation, from someone with encyclopedic knowledge of the subject. Thanks Peter, you make F1 even more enjoyable with your insights. Greatly appreciated.
I think that Jackie Stewart said once something like this: 'Making a corner in a car is like riding a horse, you pull the reins and let the horse do the rest.' That's the most efficient and smoothest way to make it trough the corner. Unspectacular and effortless...
Thank you Peter. I love these explanatory videos
After a Peter Windsor video like this I feel like doing some short corners in my Toyota Auris. It sounds so easy for me being in touch with my feelings the way I am.
Loving the analyses, not so much the graphic effects ;)
I’ve seen very different opinions from Peter’s regarding both Max and Lewis’s style from other drivers, drivers coaches and former teammates that say they are late brakers. Lewis himself even said it recently. Peter finally clarified the ‘early’ point here so that it makes sense. He’s not really braking easier or earlier per se. He’s still a hard and late braker, he only gets on it ‘early’ to settle the car, but isn’t getting much braking done at that point. After the early and easy application of brakes he’s getting on then as hard as anyone. So calling him an early braker isn’t really correct and it’s just more confusing.
Also, In an interview after Canada Horner was telling Jensen how Max is very aggressive, just like Fernando, at getting heat into the tires. Jensen, being a former FA teammate, nodded in agreement. This is contrary to Peters description of max, like Lewis, as having a subtle and light touch and that he says it’s very different to Alonso’s style.
His hypothesis is full of holes and can't be simulated 😂
I would agree and also there's actually not many places to drive short corners. You need long corners eg in hungary, bahrain, Netherlands. I dont believe any of this applies to max's recent Canada win for example
I think that to simplify this whole process from the 2 videos we need to clarify and simplify a few points.
This is one of the few times I have heard of comentary talking about using early gentle application of the brakes to balance and settle the vehicle and weight the tires to create maximum grip. In addition this will preheat the brakes before maximum braking occurs.
The transition zone as talked about is the quick rotation of the car to the ideal exit angle.
The apex is actually after the geometric apex during the exit angle of the corner.
So very wide and late into corner tighter turn in(rotation of car), early sellection of exit angle to create late apex and maximum throttle
The slow part of the corner is exceptionally short, exceleration out of corner much longer
Another Max-Lewis-Charles analysis! Love it! Thank you Peter.
It would be interesting to know what Alonso does to be so good.
@@parthosarathimaxotek
Alonso is like the T-1000, he just adapts.
@@parthosarathimaxotek Peter must have a under-40 filter for those analysis, it is a pity Alonso is not mentioned here. Anyway, the "padre" is back, giving these three amazing drivers a run for their money
Peter - I love watching F1 and definitely appreciate the information you provide in terms of what a skilled driver does to maximize operation of the car, lengthen the straights and shorten the corners.
Thank you
Really great explanation, Sir. Thank you so much for taking the time and making the effort to share this with us all.
This was great, Peter. Thank you so much for this in-depth and patient explanation of the workings of this star driver's cornering technique. Much appreciated, sir. I really appreciate all your analysis videos and live streams. Looking forward to the Austrian GP.
Ive been learning from peter so much, using it in F1 23, this stuff really works. ive noticed way less lock ups, and easier pulls through the turn and excellerate through the turn shaving seconds. These are real tips for anyone to implement.
I love F1 videos talking about the art and science of driving
My idea is that he isn’t thinking much about it, it’s his nature, and he got it by talent and loads, loads of driving.
I would agree and also there's actually not many places to drive short corners. You need long corners eg in hungary, bahrain, Netherlands. I dont believe any of this applies to max's recent Canada win for example
When you get the upper echelons of any sport there is “very little” thinking in the moment. So, I agree. I doubt he is thinking - just feeling - with intuition and experience.
@@LowerLaptimePeter isn’t literally talking about the corners being long or short… he’s talking about a style of driving. “Short corner” style of driving can be applied to almost any corner, and in fact a quick short hairpin is where a “short corner” style should have the most upside
@@cjsawinski yeah that's not true. You cant short corner a hairpin
@@LowerLaptime yes you can lol… short cornering a hairpin is just getting the car rotated quicker than the “normal” driving method. Same principles and physics apply. The two different driving styles might look very similar on paper or TV.
Either you did t watch both video’s, or the “theory” of the driving style is going straight over your head
Only Max doesnt think about this stuff, it's 100% instinctual developed by starting carting at as early an age as possible, trained by an F1 driver, and probably over a million laps on the sims from when he was a little kid and still doing 12 hr session in his spare time today
Exactly, it's part of his nature. Just to quote Maverick from Top Gun: “You don't have time to think up there. You think, you're dead.”
or another way to put it is unconscious competence ... a sign of extensive experience and learning.
also in 1991, Max's mom raced in Formula K Karting World Championship and finished 26. In the process, she beat Giancarlo Fisichella.
I would agree and also there's actually not many places to drive short corners. You need long corners eg in hungary, bahrain, Netherlands. I dont believe any of this applies to max's recent Canada win for example
Of course he thinks about it, he always describes driving styles very specifically. This is his job
Peter, I appreciate your crystal clear explanation of the "transition zone," and why it is faster and creates a bigger sweet spot compared to late-braking, geometric apex cornering. Thank you! Jay Jacobowitz
Brilliant analysis of the intangibles that make a generational driver like Max stand out in a field of arguably really good to great racing drivers. Makes total sense and makes it understandable for the viewer. thank you!
In short, it’s the difference between what feels fast in the car, and what is fast on the stop watch.
And it’s a lot more than just shortening corners, as shortening corners depends on the ratio between max sideways grip and potential optimal acceleration.
It’s impressive that Peter can see this in an F1 car as it’s difficult to spot, and much easier in for example MotoGP.
To do this you must master rotation and manipulation, which is the difference between being a reactive and a proactive driver.
Peter says a lot of good things about driving technique, but must not fall in the trap of becoming stereotypical, as his analysis of Senna hints at (Sennas throttle blipping is about having a flat car, and Peter should understand that a master of that magnitude doesn’t do things like that because they are wrong. Peter should rather search for why it is right.)
If we look at Loeb and Ogier (and Röhrl), they have a lot of tools in their toolbox, not only shortening corners.
Peter by far the most interesting pundit, and have a very good eye for this.
I would agree and also there's actually not many places to drive short corners. You need long corners eg in hungary, bahrain, Netherlands. I dont believe any of this applies to max's recent Canada win for example
Excellent driver technique analysis Peter,Iook forward to more video’s explaining different driving techniques.
For years i watch F1.I've seen a lot of races and lots of so called experts,but how Pete talk about F1 is (for me) the way you should talk about F1.He make it easy for me to understand.
I don't quite understand the early apex part.
I can see how breaking to a zone, settling down the car with load balancing with tapping brake pedal may help.
But from what it the general consensus it's late apex that gives you more settled platform, as you usually brake in V shape (or squaring the corners), as in you do the braking, you do turn in, you accelerate. It's also considered the more effortless and mistake free option.
As in you do your braking in a straight line, then do your rotation and wait for the car to settle before accelerating.
From my lacking understanding everything about early apex screams effort and perfection, with more tire use and mistake prone.
You basically have to do everything way faster than squared or late apex, all at the same time and you have one go at it.
No you are right. I ve analyzed Max racing line vs his teammates and i can tell you that he s the one who will turn in later, specially at a corner following a long straight (turn 1 in austria is the best example i can give). The turn in early compared to Checo in the video was more about avoiding dirty air than anything else to be honest. One of the reason he brakes slightly ealy too is because he ll just lose the rear if he brakes late (putting too much stress on the rear or just locking the front aswell).The ''early apex'' possibly just means ''false apex'' where you just create an imaginary apex that you hit and where you step on the throttle before ''hitting'' the conventional apex wich could explain driver that get on the gas earlier like Max.
Wonderful explanation. Cant wait to digest ALL of your channel.
Thank you Peter, I'm learning so much watching your videos! 👍💖
Thank you Peter
The best analysis as always... I qlso appreciate your acknowledgment of Prost
Really love your channel. Great explanation again and start to realise what a legend we are seeing in Max
Alan Prost was so smooth that it looked like he was driving slowly. I remember seeing him at Tarzan corner in Zandvoort.
Amazing analysis Peter. My understanding has leaped! I’ll have to listen to this often! Marks thanks! 👌🏻🏁
In 1980 I took the Skip Barber intro to racing course at Lime Rock. The school was big on the friction circle and trail braking. I loved being in the car, but ( being 30 ) that was the beginning and end of my track driving but not the sport of course. At the time Road and Track ( perhaps Car and Driver?) did articles on the friction circle. Ronnie Peterson was noted as driving beyond the mathematical limits of braking and turning ( most likely because the instrumentation couldn't keep up with his skills. I continue to ride fast motorcycles but that's a different ballgame. What might be similar in my experience is skiing fast. I race in "beer Leagues" and the occasional Masters event. In skiing YOU are your own suspension. The transition is widely accepted as the most important "moment" of each turn. That's when you are pressuring both skis equally. For top racers this occurs within the distance of a ski length -- with all the forces ( and more variables that an asphalt racetrack by far) one ski length is very impressive. You literally race to the next outside ski. But for a split second you better be stable. Patience is another skill taught to high level skiers. Waiting for the ski to hook up rather than being overly aggressive and forcing the issue. I taught skiing for years and patiences was obviously much more difficult than it would seem. Very few skiers master it. Don't know if all this is what made Patrick Tambay successful in ski racing and f1 ( also should mention Teo Fabi) but one suspects there's something to it. Any way -- my 2 cents. Great 2 part series Peter.
Yep. ... long-time skier here also .... I agree with your analysis; skiing and racing cars are very similar!
Absolutely love comparison videos! Great composition sir!
These are really interesting Peter, great stuff! Keep it up!!
Loved your video. Perfect explanation. Max is better than the simulator on positioning his car😉
Great detailed vid. Makes you appreciate the drivers even more.
Like him or not, Max (& others as you rightfully mention) are SO good!
Thank you for this detailed analysis and I like the emphasis with the font on the screen 👍👍
Again an very nice analysis and an indepth view how everything works form a driver perspective. (I see a lot of similarities in motorcycle riding. I do plenty of street riding and around corners always looking for the exit of corners. It was taught in the course I had to follow for my license. Always aim for a straight line if you have i.e. 3 connecting corners. Breaking early in to the corner to load up the front suspension, keep trailing in to the corner/tipping it in for lean angle to turn the bike, half way in the corner no brakes and easy on the power again to get the bike up until in a "straight" line to full throttle and repeat for the next corner. The max lean of the bike in the "apex" of the corner for a very short time.)
I have barely a glimmer of actual understanding of what you are describing. But your persistent explanations are fascinating, and most helpful to this F1 newby,
It makes me appreciate the very sublime nature of Max’s mastery.
Thank you for continuing to press on with this topic!
Great explanation, kudos Peter!
These are the things we love about you Peter…keep sharing this info…
I wait for your videos which keeps one interested in learning the skills and things one does..... The longer the video you know you are in for more knowledge.... Thanks a lot
Thanks for the helpful additional information about short corners! Does Rob Wilson advocate this approach in his driving sessions in the Vauxhall? Do you and Rob discuss this technique? Thanks again for all the great videos!! 🏁
I really think it’s about feel, the feel he get in his steering and his feet on the brakes and acceleration. The car is allowed to do what it need to do and max sensitive inputs
I am really baffled why this channel has not more followers and more likes.., for what it’s worth thank you for taking the time and efforts to make these video’s. 🙏
Great informational video. Editing reminded me a bit to school presentations back in the day but I guess that's taste.
Great analysis 👍🏻 and I love the new style /layout of your video. Well doen 👏🏼 Do you see any similarities between Max his driving style compared to his father Jos? Would be great to do a video on that one. Thanks again, I really enjoy your insight knowledge sharing.
Very nice and well explained material. But on the visual side, a little bit of "death by powerpoint" vibes with all the text effects.
Peter, great series. It could only be better with some drawings comparing lines. If I understand correctly, Max, on single apex corners, is using a more V-shaped line with a tighter radius.
Brilliant analysis!
Beautiful insight as always mr. Windsor
Brilliant stuff Peter !!
Great video! I have autocrossed for 43 years now and teach schools etc. This is similar to autocross corners/short corners .... much could be said further on this topic ... trail braking (to keep, control or obtain front grip/turn-in etc.) and looking ahead to the exit of the corner even before getting into the corner, "feeling" what the car is doing and how to transfer weight around using throttle, brakes, steering wheel etc. Looking forward to more videos on driving styles etc.!
We know how important steering, braking and throttling are in cornering. What percentage do braking and steering have on the balance of the car?
Nigel Mansell and Schumacher also had the short corner style. Lewis Max Charles Micheal and Nigel all had many years of Karting before car racing. I think this extra speed comes years of practice in Karting, learning whats fastest and developing car control.
Really love the analysis you do of the driving styles. It'd be good to have some exagerated diagramatic cartoons of how the lines & vehicle dynamics compare. I think I get it, but not how the short corner increases the length of the previous straigt as you're braking and turning in early.
The terminology completely confuses me. Logic dictates that if you turn the car earlier the corner arc is actually longer. Late braking, slowing the car a little more and turning in later makes a shorter corner. When I looked up the definition of a short corner it agreed with me.
That is a lot compliment for 'The Arrogant'. The true unique driving style he has can be observed if he's in a slower car. You get 'Torpedo 2'
When he was in a slower car, he obtained 2 P4 (one on merit, battling with the Ferrari for the whole race) in his rookie season (out-classing Sainz in terms of race-craft despite being much less experienced), he finished 3rd at his first ever single seater season with Van AMersfoort (a team that had never won any race before he came in that category), won 10 races (and arguably would've won the championship wasn't for terrible reliability), dominated karting where he faced guys like Leclerc, Ocon,...
So glad I found this channel.
Mr. Windsor, in light of this analysis, I think a lot of us would be very interested if you were to conduct more analysis for the main categories of driving styles of the current grid.
Main ones that I can think of (I watch pretty much onboards from every driver since 2018, but that would be the extend of my expertise :) ):
(Relatively) manipulative styles:
- Rotation-focused, early(ier)-braking: VER
- Rotation-focused, late(er)-braking: HAM, LEC
- Very short corners (very manipulative, lots of rotation and curb usage when possible): NOR
- Long/geometrical corners: OCO
- Late-braking but geometrical corners: RUS
(Relatively) reactionary styles:
- Long(er) apex: SAI
- Late(er) braking and short(er) apex: ALO
- Late-braking (and react to whatever comes after): STR
Hi Peter, thx again. Everything you've been describing, the awareness of 4 or 5 interdepent and interacting factors used to be summed up in one phrase 'he drives by the seat of his pants'
Well done Peter. Thank you.
Peter I love your comments you really know what you're talking about thank you for the information it's a pleasure of hearing urinalysis of great drivers
As always, amazing video and thank you Peter.
I have listened to your input regarding braking and cornering. Although what Max (et al) can do can't be replicated in Sim racing, one lesson I have learnt is not to prioritise late braking over most other aspects. By braking a little bit earlier I've been able to carry more speed and get the car rotated better. So thanks for that, and all the other info you go into.
Thanks Peter, you re a legend!
just a repost from the previous video as I dont think Peter addresses any of these concerns:
Highly anticipated video!! especially for the long time fans seeing that there has been almost a decade of confusion and even mysticism surrounding this "school of thought"... however, although this might be a serious attempt at achieving some clarity, this concept still seems somewhat amorphous, to me at least.
one of the slight confusions that I suspect most people (as well as myself) might have with this "short" corner philosophy is perhaps how it seems to be at odds with what one would actually label as a "short" corner. The fundamental premise of extending the straights seems to not go hand in hand with this early faux apex, as that seems to require an early turn-in. However, when people think of the anatomy of a corner we tend to acknowledge that it starts with the first application of the brakes and/or the turn-in point (which ever happens first). at best, this seems confusing and at worst totally incoherent (unless Peter has a different idea of what constitutes a corner; where it starts and ends), as I think most people will probably agree that the further back you push the turn-in and/ or braking point, the shorter the straights and the longer you are technically "in the corner".
I guess you can say its merely a matter of semantics however if you engage with the argument as it is presented, you often run into other weird issues like this where things might not follow as Peter suggests that it does.
another such issue is that this early faux apex often times doesn't set you up for this diagonal/v shaped line on exit of the corner (that Peter rightly says contributes to an earlier exit) especially in the instances where we don't travel along a larger radius throughout the corner (aka using up more of the track) something that is more synonymous with what Peter identify as a long corner... even though it actually bodes well for higher average speed throughout and after the corner. I would like to see Peter explain and demonstrate why he prioritizes travelling on a shallower arc which often requires more grip (if you recall the traction circle) to travel the same speed as that taken on a wider arch. I figure he might say something about travelling a shorter distance overall but he still has to demonstrate that that actually translates to smaller lap times.
Also, while we are on the early false apex thing (final point I promise😅), I'm not sure what is meant when Peter justifies its significance by saying it (i.e. point of maximum rotation) cant happen at the apex because that is too late in relation to the exit. to which I suspect that most if not all drivers would agree that since the "textbook" understanding has the apex as the point at which rotation should end, suggests that majority of the rotation should happen prior to this point, not exactly ground breaking analysis... I guess the obvious point that is being made is that the rotation should end before the "geometrical" apex however at that point it seems Peter is saying you can have your cake and eat it too... in brief, it seems like the idea is that you can have the upsides of a highspeed early and gradual turn-in stretched over a larger (a la low load transfer aka flat car) distance AND also have the upsides of a late apex/v-shaped line where you get a perfectly squared off diagonal line on exit without over working the tires but none of the downsides of having to travel on a traditionally wider/longer line. well I guess that's the magic, huh? Its almost like a geometric racing line that identifies as a v-shaped squared off line.
with that said, I regularly try to revisit this idea with the hope that I might uncover that one thing that puts the puzzle pieces together and clears things up, enriching my appreciation of driving however I also want to make the point that Its easy to get into armchair philosophizing without a strong demonstration of our ideas, something that I sometimes get the feeling that Peter is prone to do... not that its necessarily a bad thing, its just that you have to acknowledge the limitations of this mode of analysis (especially in the cases when Peter refuses to use footage or denigrates telemetry as if he is able to see driver inputs that arent picked up by ultra precise sensors). either way I still hold out on the possibility that he clears up these type of questions in pt.2 or atleast make things more internally clearer/consistent.
Your words flashing across the screen detract from your spoken words rather than enhancing them in my opinion. Your spoken communication is clear enough. Keep up the good work.
That "Moment" is what my Uncle used to call "The Polar moment of inertia"....
Thanks for another very informative video. I’ve to admit - not a big fan of the new graphics and the constant use of them.
Hi Peter, Brilliant informative video, I remember seeing a photo of Sterling Moss ( it was probably on here ) and I was astonished to see him going through a corner holding the steering wheel with just his thumb and index finger! what corner? Eau Rouge.
It's funny. Even though I don't really understand much of it, I find it very interesting to listen to.
brilliant stuff...
Is there any F1 driver that has managed to change their fundamental driving style from later braker to more of a short corner style? It seems like it’s something that isn’t easy to do.
Monaco Rascasse cornering analysis by Peter Windsor…yes! yes!
100% sure you can simulate 5 deg track temperature difference.
Heck. You can simulate 0,01deg of camber if you like.
It's maths. It WILL SIMULATE.
Plot the G-G circle, plot the tire sensitivity to load and camber and that's is. You know EXCATLY where the tire is in or out of the G-G area.
Absolutely 💯
I think he says all this just to backup his hypothesis 😂
i`ve no idea what you`re saying is true but it sounds more than convincing. Thank you for trying to explain it to us.
Hi Peter, austria is coming. turn 2 or 3 just after the drs en turning to the other drs for the long strait must be attacked with a short corner approach. What do you predict for this?
Thank you!
Informative analysis. I have just one question. What use is the simulator that cannot support short cornering driving style to Max?
your editor should stop playing around with all the different text-options ;)
Really interesting but would have benefited from more diagrammatic explanation in the way that the Driver 61 channel does. Even I, who races a lot and has been trained by Mark Hales and other, and think I understand what you’re talking about, became more unsure the longer you spoke. More diagrams/sketches and less of the PowerPoint effects, please.
Great analysis as always. Would like to hear your perspective on why Leclerc has been frustrated with wet/hybrid conditions recently. It's he lost the feel of the car in the transition zone, or if he changed the approach in such situations?
Thanks!
Good analysing PETE
Peter, what are your thoughts on Jackie Stewart at Monaco in terms of the cornering you’ve described?
Michael did this too. I used to really enjoy his top down footage
Master of the early turn in brake to apex
Almost like he was 2 steps ahead of the corner. I used to love watching him chasing Mika
I think that to simplify this whole process from the 2 videos we need to clarify and simplify a few points.
This is one of the few times I have heard of comentary talking about using early gentle application of the brakes to balance and settle the vehicle and weight the tires to create maximum grip. In addition this will preheat the brakes before maximum braking occurs.
The transition zone as talked about is the quick rotation of the car to the ideal exit angle.
The apex is actually after the geometric apex during the exit angle of the corner.
So very wide and late into corner tighter turn in(rotation of car), early sellection of exit angle to create late apex and maximum throttle
The slow part of the corner is exceptionally short, exceleration out of corner much longer
Great video, Peter. Just one small criticism. The edits are a bit over-the-top. Too much movement and flashy animations in the text, it really distracts from the rest.
Fascinating, Peter. Thank you. Is there an analogy here with air-to-air combat? Time was when all people looked at as a performance metric was turn radius: what was the minimum-radius circle a fighter could perform? Now, doctrine looks at two parameters. One is the speed at which the aircraft can perform the tightest circle, but the other is the speed at which the aircraft achieves its maximum rate of turn: that is the degrees per second of heading change the aircraft achieves. The latter is usually slower than the former, but sometimes rate of turn is more important than radius.. Is Max putting the car into a position where it is rate of turn that gives him the edge? I don't accept as you suggest that this is something that is incapable of mathematical modelling, but I do know that my maths are not nearly good enough....
Still not sure I understand. Any chance of a video showing footage of cars using the classical v short corner technique?
its kind of talking about f1 career styles Hamilton from when he started in f1 to the way drives now is way different. he really use to make the car look like a whip and his side loads use to kill tyre's it lost him a championship with mclaren but you look at the way he's taken his style from ultimate pole machine speed 10 laps a set of tires to now he get 25 laps and do almost the same qauli lap but he deferentially lost the whip.. i remember early in his f1 day the commentator saying he was get 1g of force over the hole field and im pretty sure that was the one he blew the tyre on 3 last lap at Malaysia.
-lost the whip- 😂
Love that. No more whipping
I agree to a certain extent. Jensen used to take points off which, imo, probably cost Mac another championship before the hybrid era.
I think it was around the 2012 season in the mp4-27(a fast but fragile car) that he started to cool it with the whips 👍
Am curious. Do you think Piastri is a short corner style driver? Great videos, by the way!
The sensitivity of his brain in how it connects with his car is a big difference; when others approach his limits, they usually crash. He's doing it lap after lap. Perez on a good weekend will be on it, but it wears him down to consistently get close to Max
Would have been nice to see visualisation and more images.
Stop asking peter to backup his analysis with visual data.
"It can't be simulated" remember 😂
Amazing insights into driving style, perhaps could do with a diagram or two to explain the difference between drivers.
MAXimising the friction circle.. 😎
Hi Peter, why isnt locking the rear on a corner like T1 T2 in Monza not faster in T2 exit than a normal approach like squaring the exit
So how do you shorten corners? Is it like a switchback?
PW is the Jim Clark of F1 analysts: sees what others don’t but is too modest to point out his own brilliance
@6:24 I'd argue that seeing how fast Max and other sim drivers are, you can do this to some extent. I've seen telemetry data of really fast drivers on iRacing and I see a lot of what you are talking about; this idea of making the corner shorter, taking a much more "v" line before the apex to get onto the throttle quicker.
Peter, I love love love your videos. But I’ve noticed in the last couple videos the editing of your videos is getting a bit too much with the appearing titles. Please keep the video editing at minimum. I care about what you have to say, not how good your videos are edited. Very respectfully 😊
If you hit a early apex, are you hitting more of the inside curb? Or are you looking to get the rear(of the car) to turn the car ?
P.S. great videos for F1 content 🫡
Checo taking notes watching this like
“Write that down,write that down”
Checo has nothing to write, Adrian Newey built cars for his whole career in way that doesnt favour drivers with an understeering style of driving. Red Bull is building the fastest car possible regardless of their drivers, Peres needs to adapt.
@@madalinbpopa yes exactly rb doesn’t give a flying fak about the drivers in put,they focus on the car and make the drivers adapt,the ones who are able to ride and adapt to that uncomfy bull are rewarded and the ones who cant are shown the door very quick.checo can’t do shit unless he can adapt to the cars style overnight and outperforms the guy who knows.also with this new rebranded alphatauri in 24who will ‘follow rb”in what the regs allow.meaning producing faster alphatauris like a feeder/sister team.so i expect all rb cars including the new alphatauris to have the neweys specific driving style that all drivers wether rb or rookies have to adapt to and live with.then they might see who actually suits the cars in the rookie teams and how drivers compare.
@@davidchapman3042 well if I was a driver, knowing that Newey is the one building the car I will drive should factor in my decision to sign with that team or not. But Checo didnt have any options as he was without a seat at the end of 2020 so he took the opportunity. Now he either adapts or looks for another drive, he is not in the position to tell Newey " build me a car the way I like it". And the thing is Max and Newey have a perfect chemistry, Max driving style is perfectly suited for Newey's car designs and the other way around. And yes the new Alpha Tauri's will share the same concept and it makes sense if they try to develop drivers to suit that certain direction, maybe even in the eventuality that Max leaves RB at a point.
@@madalinbpopa yes,checo this year is checos last shot to beat max. The excuses wont work and to say to the team build the car to my liking if this season he doesn’t make the cut,will mean he’s mentally distraught,the right thing for a driver in the situation would be to ask for another year as the wingman if the seats aren’t open for next season.and yes,max has worn that cars style,it’s a shame daniel also matched max and now has to make up the time he lost to max to learn that cars style again,but regardless adrian still won’t produce a car to max liking even tho they have a really good relationship,max will adapt himself cause hes already capable pf keeping up with the development of tue car and take it to limit to correlate and let the team develop it further.even expecting checo of doing p2s all the rest of the season is difficult to think about,he has to worry about fernando and the pressure of not delivering,loosing championship,all this will add up and affect his results.about rbs move on this similar concept sharing,yea this can workout in a few years where the sister team is ruthless with drivers and goes through a bunch of them untill they find drivers they can put in the main car that are able to adapt in the similar sister team car.max will have championships untill then and i think rb will with this going right will find a driver who will adapt to the car quickly and be capable of driving the top car for a 10th of max’s salary.i think this will be part of the purpose of having a reliable stream drivers for the specific liking their cars are built around.