Yellow GT3 MSR Today
02-28-2008, 10:02 AM
#61
Three Wheelin'
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Rassel, if you are reacting to the back end coming out it's already too late. BTW, at what point do you consider being out of control when the back end starts coming around? Remember, you audience has DE skill sets and it takes place at a DE.
G.
G.
02-28-2008, 10:03 AM
#62
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Chris, it's even faster when you straighten the wheel sooner than G did & drive across the infield all the way past the apex of 12.
02-28-2008, 10:05 AM
#63
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02-28-2008, 10:10 AM
#64
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02-28-2008, 10:10 AM
#65
Burning Brakes
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Damn thats why you guys are so much faster then me out there. I will have to try in a few weeks when we are down there.
Raptor, George you guys going down? The entry list seems a little light this year...
Raptor, George you guys going down? The entry list seems a little light this year...
02-28-2008, 10:15 AM
#66
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Well Chris, maybe if I had three cup cars in the family, I might......
Seriously, I've been so busy with work that I haven't had a minute for the car. It's just been siting in the garage. I keep telling myself that I'm going to spend all weekend on it but then something always pops up. Not enough time to get ready for TWS. Hell, I haven't even renewed my license yet.
G.
Seriously, I've been so busy with work that I haven't had a minute for the car. It's just been siting in the garage. I keep telling myself that I'm going to spend all weekend on it but then something always pops up. Not enough time to get ready for TWS. Hell, I haven't even renewed my license yet.
G.
02-28-2008, 10:18 AM
#68
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02-28-2008, 12:30 PM
#69
Two feet in, drastically moves the WD forward. Not applicable in all situations.
02-28-2008, 01:19 PM
#70
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George, it has everything to do with skill level. A very few drivers can have the car at 90° and be able to save it. Some can catch the car if they can feel it coming soon enough, and others will spin whenever the tail steps out. The point at which each type should go "both feet in" is drastically different.
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Larry Herman
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Larry Herman
2016 Ford Transit Connect Titanium LWB
2018 Tesla Model 3 - Electricity can be fun!
Retired Club Racer & National PCA Instructor
Past Flames:
1994 RS America Club Racer
2004 GT3 Track Car
1984 911 Carrera Club Racer
1974 914/4 2.0 Track Car
CLICK HERE to see some of my ancient racing videos.
Last edited by Larry Herman; 02-28-2008 at 01:34 PM.
02-28-2008, 01:30 PM
#71
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BTW, weight distribution is irrelevant when you are spinning. Now if you think you can control the car while it's spinning, you've got more talent than I can ever hope to have.
Would you call this skill or luck? I'm siding with mostly luck.....
http://p993.net/george/SlideWithJohn.wmv
G.
02-28-2008, 01:42 PM
#73
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George, it has everything to do with skill level. A very few drivers can have the car at 90° and be able to save it. Some can catch the car if they can feel it coming soon enough, and others will spin whenever the tail steps out. The point at which each type goes "both feet in" is drastically different.
Both feet in applies when you are driving off under control. The last thing you want to do in a 911 when the back-end comes around in a corner is hit the brake. While it may work in a front engine car that understeers, it won't work in a 911 with all the weight out back. Hitting the brakes in a corner can turn a slide into a violent spin.
You are supposed put both feet in to drive off safely if you drop a tire(s) off the track or if you know you will not make a turn. Wait to slow down enough to re-enter the track safely. What makes a good driver? A good driver goes off facing forward, not backwards.
You are supposed put both feet in to drive off safely if you drop a tire(s) off the track or if you know you will not make a turn. Wait to slow down enough to re-enter the track safely. What makes a good driver? A good driver goes off facing forward, not backwards.
G.
02-28-2008, 01:54 PM
#75
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I always thought of it this way...
If the tires are no longer getting the traction I had intended them to have, and the car is no longer pointed in the direction I wanted it to be, I've technically lost control. ("intended them to have" varies by driver skill, so the point of losing control could be different for each person). But once that point is reached for a given driver, the objective is to simply stop the car - on the track, off the track, it doesn't matter; just stop the damn car as quickly as possible. Every other variable is secondary or beyond your imagined skill level.
Given that the priority is to stop... tires that are locked up (or at full ABS) have more traction and stopping power than tires that are rolling. So the fastest way to stop an out of control car is to dis-engage the transmission and fully apply the brake until it comes to a stop. Why does this seem more straightforward to me than the debate makes it out to be?
If the tires are no longer getting the traction I had intended them to have, and the car is no longer pointed in the direction I wanted it to be, I've technically lost control. ("intended them to have" varies by driver skill, so the point of losing control could be different for each person). But once that point is reached for a given driver, the objective is to simply stop the car - on the track, off the track, it doesn't matter; just stop the damn car as quickly as possible. Every other variable is secondary or beyond your imagined skill level.
Given that the priority is to stop... tires that are locked up (or at full ABS) have more traction and stopping power than tires that are rolling. So the fastest way to stop an out of control car is to dis-engage the transmission and fully apply the brake until it comes to a stop. Why does this seem more straightforward to me than the debate makes it out to be?