Schmacher steering and throttle control video.
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Joined: Nov 2003
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From: VA
Here it is, I have it on my desktop along w/ the MS video: http://www.jackals-forge.com/TMP/senna_nsx.avi
Very choppy throttle, I never even knew drivers drove like this until this and the MS video. I remember in a F1 segment last year they said MS likes a long gas pedal and Barichello likes a short one, almost an on/off switch.
Very choppy throttle, I never even knew drivers drove like this until this and the MS video. I remember in a F1 segment last year they said MS likes a long gas pedal and Barichello likes a short one, almost an on/off switch.
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From: Wrightwood, CA
Tapping on the throttle was apparently one of Senna's trademarks, according to those who have either worked with him (engineer) or have been in the same car with him. I forget who the rally driver was, but in 1985 or 1986 Senna tested a rally car. The regular driver couldn't get over how Ayrton's foot never stopped tapping the throttle.
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From: Indy
I recall an article in Road and Track a few years back that compared the data from a lap by Steve Millen to a lap by one of their writers. I remember Millen being much smoother on the throttle and brake and having much smaller dips in throttle. You could easily see his advantage.
Max
Max
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From: saratoga, ca
Interesting video. If you really look betwen the lines, you can see what is really happening. (its not that obvious at first glance) he is going through a turn (the first turn where he is sawing at the wheel and modulating the throttle)where some lift more than others, (ie , Herbert) but there is some level of throttle throughout the turn. (i can think of one turn that comes to mind, and its turn 9 at laguna seca, where everyone lifts, and some even tap brake, but you can use this schumacher stlye here too and lift slightly earlier and apply gradual throttle through out the turn, going faster through it and out of it. )
However, notice both drivers approach to the turn where braking is needed. (the second turn) BOTH are on the throttle to the same point, and actually, it looks like schumacher goes a fraction deeper. (so this is a main point. you need to go very deep on braking turns, and KNOW your turn in speed to get the most max corning speed and exit speed. ) its easier for the slower car to do this, as he was on the throttle earlier due to his slower exit speed of the main corner discussed here, and then still only went as deep as schumacher. its no question why Schumacher was 1.5 seconds a lap faster if any other momentum turns on this track were present.
good stuff!!
MK
However, notice both drivers approach to the turn where braking is needed. (the second turn) BOTH are on the throttle to the same point, and actually, it looks like schumacher goes a fraction deeper. (so this is a main point. you need to go very deep on braking turns, and KNOW your turn in speed to get the most max corning speed and exit speed. ) its easier for the slower car to do this, as he was on the throttle earlier due to his slower exit speed of the main corner discussed here, and then still only went as deep as schumacher. its no question why Schumacher was 1.5 seconds a lap faster if any other momentum turns on this track were present.
good stuff!!
MK
Originally Posted by RedlineMan
Anders -
Great post, and thanks a bunch.
I too would be interested in a full version, because the data presented seems to prove what I have always felt in my gut - that the secret to being fast is carrying more speed - obviously - but the secret to doing THAT is to decrease the aggressiveness of your braking and corner entry so that you can more easily find and manage the limit of adhesion.
You have only 100% of concentration available, so you reduce the spikes on entry, reduce the anxiety, and then are able to apportion off more concentration to speed and balance. He had high entry speed, but much ealier and more gradual deceleration. Then he was much earlier on the throttle and faster through the turn as evidenced by the segment time. The fact that he was also sawing much more on the wheel suggests he was at a MUCH higher cornering limit than Herbert. Schumacher's graphs clearly show this working for him.
And Larry is right. You won't need that Big Shovel to wade through all the scheissen on THIS list!
Great post, and thanks a bunch.
I too would be interested in a full version, because the data presented seems to prove what I have always felt in my gut - that the secret to being fast is carrying more speed - obviously - but the secret to doing THAT is to decrease the aggressiveness of your braking and corner entry so that you can more easily find and manage the limit of adhesion.
You have only 100% of concentration available, so you reduce the spikes on entry, reduce the anxiety, and then are able to apportion off more concentration to speed and balance. He had high entry speed, but much ealier and more gradual deceleration. Then he was much earlier on the throttle and faster through the turn as evidenced by the segment time. The fact that he was also sawing much more on the wheel suggests he was at a MUCH higher cornering limit than Herbert. Schumacher's graphs clearly show this working for him.
And Larry is right. You won't need that Big Shovel to wade through all the scheissen on THIS list!
