Anyone want to see how a GT3 Cup is REALLY meant to be driven?
11-20-2008, 04:24 PM
#31
Hey, I have the same G-box!!! I can't quite get the same g's but my car weighs 3200 lbs and I can drive it home.
http://vimeo.com/1961380
http://vimeo.com/1961380
11-20-2008, 06:10 PM
#32
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you can always do all your braking, (leavinig it in gear acts as kind of an ABS for the rears too) and then one blip to the desired gear before a turn. Ive tried it both ways at laguna in to the corkscrew and didnt see much of a difference. There is nothing keeping you from having to blip and go directly to the final gear selection, although for me, it helps me find the right gear slot to go through the gears, as my transmission is very cumbersome to work with in the 928.
mk
mk
I'd rather row down through the gears than to need to perform some MASSIVE rev blip at the end of a braking zone because my car is in 6th gear at 1000 RPM and I need to downshift into 2rd at 5500 RPM. Much easier to make small blips as you go down through the gears while keeping even braking pressure IMO.
11-20-2008, 06:48 PM
#33
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To those who say that it's "too busy" in a braking zone or perform multiple downshifts, I always offer up this video of my dad. 6th to 3rd while disengaging and re-engaging the clutch between each shift in less than 3 seconds. In my opinion, it's easier to keep constant brake pressure while making 3 small blips than it is to heel-toe and try to make a huge RPM blip at the very end of the braking zone when going from 6th to 3rd.
Excellent example at 1:55 and at 2:30:
http://www.youtube.com/watch?v=hr_ByuzFCuY
I also think there's an advantage to being in a gear with some torque when you're racing closely so that you always have the option of going to throttle to avoid contact, etc. I don't like being stuck at 2000 RPM in 6th gear near the end of the braking zone when I hit a slick spot left by a "never needs an oil change" older Porsche and end up heading into the corner sideways.
11-20-2008, 10:22 PM
#34
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11-20-2008, 10:22 PM
#35
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I'd rather row down through the gears than to need to perform some MASSIVE rev blip at the end of a braking zone because my car is in 6th gear at 1000 RPM and I need to downshift into 2rd at 5500 RPM. Much easier to make small blips as you go down through the gears while keeping even braking pressure IMO.
11-20-2008, 10:25 PM
#36
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11-21-2008, 01:07 AM
#38
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Grand-Am car runs a bit different through the kink than say an IMSA Cup car. The IMSA Cup is easily flat through the kink. The Grand-Am car can be flat, but a throttle breathe is alot easier. Especially on a practice day when it was pretty cool out (assuming this was the october test.) Also, there's not much time to gain in the kink taking it flat compared to a light breathe. Tenth or two tops.
11-21-2008, 02:28 AM
#39
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Sure, you can...in fact, you SHOULD always leave it in gear. If the shift lever isn't moving, the clutch shouldn't be disengaged IMO. What I said is that leaving it in 6th gear all the way until you need to choose 2nd forces you to perform a HUGE rev blip right around turn-in in order to get the revs matched between such a large jump in gear ratio. I think you are much better off spacing multiple smaller blips and downshifts throughout the braking zone.
Are you truly shifting gears and re-engaging the clutch between each downshift or are you riding the clutch pedal all the way through each move of the shifter lever?
To those who say that it's "too busy" in a braking zone or perform multiple downshifts, I always offer up this video of my dad. 6th to 3rd while disengaging and re-engaging the clutch between each shift in less than 3 seconds. In my opinion, it's easier to keep constant brake pressure while making 3 small blips than it is to heel-toe and try to make a huge RPM blip at the very end of the braking zone when going from 6th to 3rd.
Excellent example at 1:55 and at 2:30:
http://www.youtube.com/watch?v=hr_ByuzFCuY
I also think there's an advantage to being in a gear with some torque when you're racing closely so that you always have the option of going to throttle to avoid contact, etc. I don't like being stuck at 2000 RPM in 6th gear near the end of the braking zone when I hit a slick spot left by a "never needs an oil change" older Porsche and end up heading into the corner sideways.
Are you truly shifting gears and re-engaging the clutch between each downshift or are you riding the clutch pedal all the way through each move of the shifter lever?
To those who say that it's "too busy" in a braking zone or perform multiple downshifts, I always offer up this video of my dad. 6th to 3rd while disengaging and re-engaging the clutch between each shift in less than 3 seconds. In my opinion, it's easier to keep constant brake pressure while making 3 small blips than it is to heel-toe and try to make a huge RPM blip at the very end of the braking zone when going from 6th to 3rd.
Excellent example at 1:55 and at 2:30:
http://www.youtube.com/watch?v=hr_ByuzFCuY
I also think there's an advantage to being in a gear with some torque when you're racing closely so that you always have the option of going to throttle to avoid contact, etc. I don't like being stuck at 2000 RPM in 6th gear near the end of the braking zone when I hit a slick spot left by a "never needs an oil change" older Porsche and end up heading into the corner sideways.
I absolutely agree. Assuming you're properly heel-toeing, rowing through the gears shouldn't even be an issue. If you feel the need to go from 6-to-3 all at once, it's simply because your 6-5-4-3 is not smooth/efficient enough. Plain and simple.
Granted, there will always be exceptions. Yes, occasionally, given the right type of corner, it may be quicker to go from 4-to-2. But it's a rarity, methinks.
11-21-2008, 03:32 AM
#40
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http://www.youtube.com/watch?v=qtmIu...eature=related
http://www.youtube.com/watch?v=IDwCS...eature=related
By the way he did not ride hard any curbing either as he believed in the ultimate balance of the car, which would get upset as you aggressively ride the curbs. Who can argue with the Professor
Bottom line is, you have it or not....
Last edited by DJF1; 11-21-2008 at 03:56 AM.
11-21-2008, 08:48 AM
#41
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Keep in mind that damper technology has improved quite a bit in the last 20 years. He may have a different attitude about newer cars.
11-21-2008, 09:51 AM
#42
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I have and he is "little" busy usually...
Although as Danny pointed out, the best example of looking slow but being fast, the professor always was like that. He looked like he was cruising an a cool down lap or something but the stop watch was telling a different story.
Although as Danny pointed out, the best example of looking slow but being fast, the professor always was like that. He looked like he was cruising an a cool down lap or something but the stop watch was telling a different story.
11-21-2008, 09:57 AM
#43
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Nice video of your dad at VIR, Bryan. I see why so many of you Bimmer drivers want to carry your braking all the way to the apex. In many corners, he turns in fast and early and balances the car all the way into the apex. It looks pretty fast in a front engined car. Don't try that in an air-cooled 911!
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2016 Ford Transit Connect Titanium LWB
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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.
11-21-2008, 10:07 AM
#44
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I absolutely agree. Assuming you're properly heel-toeing, rowing through the gears shouldn't even be an issue. If you feel the need to go from 6-to-3 all at once, it's simply because your 6-5-4-3 is not smooth/efficient enough. Plain and simple.
Granted, there will always be exceptions. Yes, occasionally, given the right type of corner, it may be quicker to go from 4-to-2. But it's a rarity, methinks.
Granted, there will always be exceptions. Yes, occasionally, given the right type of corner, it may be quicker to go from 4-to-2. But it's a rarity, methinks.
11-21-2008, 10:22 AM
#45
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Nice video of your dad at VIR, Bryan. I see why so many of you Bimmer drivers want to carry your braking all the way to the apex. In many corners, he turns in fast and early and balances the car all the way into the apex. It looks pretty fast in a front engined car. Don't try that in an air-cooled 911!
