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#iracing #simracing
Just think about what slamming each brake on a bicycle does. You wanna stop quicker? - Use the front. You wanna slip and rotate faster? - Use the rear.
I ride MTB, genuinely now that it’s been put into those words. I understand it thoroughly, I don’t know how I’ve never thought of this comparison tbh my existence revolves around bikes 😂
as someone who plays video games, I can confirm this information is very accurate
As someone who is a video game, I concur.
I think it was one of your videos that lit the bias bulb for me. I always drove with it heavily front ward, thinking it was giving me more rotation, until saw the video that I believe you did, that showed me I had it the wrong way round, so cheers for that 👍
Thanks man, I appreciate it when folks take a moment to stop and let me know!
GT Doing it in the opposite direction does my head in.
I like a generally understeery car and adjust the bias back to grt more rotation during the trail. Its a tad unstable on trail brake but easy to handle and super fast
And you aim for late apex’s, right?
@@DrR1pper depends on the corner but usually yeah. I try to carry a lot of speed into the corner and carry it mid corner without sacrificing the exit.
@@DanielOliverRacing the need for making a late apex comes from the fact the car is understeery. A more oversteery car allows you to hit the geometric apex.
You’re having to trail brake harder to force the car to behave more like an oversteery setup but it will never be as quick as having the oversteery setup to begin with which then doesn’t require hard trail braking (which means more of the tyres grip is available for cornering force generation which leads to higher speed carrying potential as well as greater peak yaw rate potential), brings your true apex point (the point of tightest radius in your corner which is also you minimum speed point) to the geometric apex of the turn (instead of currently somewhere in the middle of the track when late apexing) and allows you to start to truly accelerate the car out of the car from the apex of the corner (which is geometric apex for the oversteery car) instead of the late apex point (that is after the apex point of the understeery cars line).
@@DanielOliverRacingI used to drive like you do now and it is the work around to an inherently inferior car setup but it has a lower limit than if starting with the oversteery setup to begin with. Think of it this way, the less combined braking and cornering is needed, the more the tyres grip is free to be dedicated to just cornering and thus the greater the cornering speed potential becomes.
The oversteery setup allows you to achieve the desired rotation rate needed without as much braking force.
@@DrR1pper what do you guys do to achieve an oversteery setup? It seems like I'd like it
I gained a full second at monza in ACC simply by learning to adjust my tc/BB on the fly mid lap
I taught a teammate to move bias rearward when coming to the infield section for our iRacing 24h Nurburgring and it gained him something like 4s/lap once he got used to both settings. There's a reason F1 drivers have it accessible on the wheel.
I change it for certain corners on occasion
My dude, we need a comprehensive bible of racing.
Bro write a book and put all this information in.
I'm tired of learning all these little bits everywhere... but then again if it were in a book I probably wouldn't read it!
Adjusting bias to the front when losing the rear on turn-in sounds so counter-intuitive to me though. I'd think that adjusting towards the front would make you lose the rear even quicker (less brake pressure on rear tires -> rear end of the car wants to overtake the front more -> sBinalla). Can someone explain?
If you haven’t found the answer yet: it’s due to the transfer of weight plus the downforce of the car. The brakes in a GT car and any racing car for the most part, are ridiculously effective. The brakes are still working together to stop the car, but with a brake bias closer to the front, it forces the car down onto the front tires giving more grip through a corner. More grip=more understeer usually.
I may be dumb, put putting BB to the back would reduce braking power?
Since mass is transferred to the front, giving rear tires less grip, so less theoretical brake power transfers to the ground
If you also change up your trail braking profile you can get the same rotation with better brake performance to brake even later.
What is trail braking profile?
@@briandrielsma7719 Let's say you start braking at 100 metres and stop exactly at the apex. You can brake hard and quickly drop brake pressure close to the apex, reduce the pressure linearly or reduce the pressure quickly. It all changes how the weight is distributed while turning in. You can then optimize braking performance by using the best brake balance for braking by adjusting how quickly and in what fashion you release the brakes.
It's really not that complicated! I like to find my set up for a car, then I'll do some laps on a track like Spa and use a few different Brake Bias settings to see what feels most comfortable for various types of corners!!
Being able to change the Brake Bias also helps a ton with cars where the balance of the car changes massively as you burn off fuel! The Porsche 992 GT3 for example! It's also vital with the McLaren 720 Evo!
In the AMG it can make the car extremely stable or extremely loose! It's a great car to test it out as it's easy to go a click too far in one director and loose the rear end on corner entry
Is it just me not having the right page or the merc doesn't show brake bias adjustment on the dash?
i know what it is the problem is i don’t know how to use it. not in a sense of acually changing the brake bias percentage but i do not know when to add more from or rear and what it does
What's the effect of brake bias on the tyres? Specifically GT7
Put it to the front and you save the rears visa versa.
It should be that more away from 50% leads to more tyre wear because it means you’re threshold braking more which puts more energy into a specific tyre vs more evenly spreading that energy across all the tyres (like what Max Verstappen does by being a long trail braker and why he is the best at tyre deg. But driving his style requires a diffferent technique to what the vast majority of drivers do which requires an understeery car instead of what Max needs which is an oversteery one).
I find being able to cycle my TC gives me more pace, bias i play with during testing/practice and get right for the track. I dont find much advantage of changing it much through races.
Can this be applied to the Nissan GTR LM Nismo?
remember guys, the more dangerous you drive, the more faster you get😂
Huh… I play GT and I almost always adjust to the front. It works fine for me, but maybe it’s just something about my driving style.
If it works for you, then that's the right answer - nothing else matters
Unless you’re in the top split you should really just be focused on your driving. Until that level you don’t really know what you’re doing u just think you do by adjusting things and running inconsistent laps
I wouldn't say top split. Brake bias really should become relevant once you're consistent with the car, especially in endurance racing. As your fuel load decreases, your center of gravity shifts and after a long stint, I've found that the lighter rear can cause the rear to loosen up.
Other than that. It should only be set to your comfort level with the car for shorter races
@@nickowen7406yeah maybe top split was a stretch. I just see too many people get caught up tweaking all the cars settings but whole time they can’t even go a whole race without going off track. The baseline setups are more than enough to be competitive in the top split, the driver matters more than the setup
@@nickowen7406who even drives endurance and doesn't know how to use break bias ? Most regular people just drive sprint races .
Maybe i need to assist this instead of diff slip on forza. Or do them together
Just use both brakes
In games, I felt brake linearity is also a noteworthy thing to play around with, but maybe that's just me.
Great to the point Danny. What are rhe negatives of having the brake bias too far forwards?
Cheers, man
Too much front bias = understeer when braking and front tyres lock easier
Too much rear bias = nervous car under braking and rear tyres lock easier
Too far in either direction makes it harder to hit your best times
@@dannyleeracing cheers again. I think I prefer a more forward brake bias especially in the Porsche Cup Car. Over the course of a whole race, would you say moving the bias gradually back to maintain stability and enough braking when the front tyres are wearing?
@@PhilDiasPJDI’d say the opposite, for me anyway. I always start with bias more rearward and tune it forwards as tyres degrade. Having it far back is much more risky, if you lock the rears, you’re much more likely to spin, especially if you aren’t use to it. Front locking isn’t ideal but you’re not spinning with locked fronts but there is a risk of competitor collision.
So basically, more rear brake power is equals to more oversteer, but more front brake power equals to more understeer...
when using a standard progressive spring, you also have to remember how much force to use to put the brake paddle in a certain position, so the way argument doesnt seem to be valid. the load cell only improves a more realistic brake feel
Danny when’s the clubsport dd review coming?
A full review will still be a little while yet as Fullforce isn't actually implemented into anything yet! Can only do a 'first impressions ' at best, really - which I am in progress with
Thanks man. I get ya. Thats why I’m waiting to pull the trigger also.
Gran Turismo is not a simulator, it is a simcade game
Gt7 doesn't work for shit