Veloce Raptor

Mike, look at some of the TraqMate TWS data I gave you when you bought my car. You'll see the same profile into T3, 10, 13, etc.

Quinlan

When I look at Peter's first graphs, it looks as though the max brake pressure was reached after about 1/3 second, as he said, and then the release took about 1 full second. I realize that every turn is different, but assuming you aren't trail braking extensively into the corner, would a 1 second release be about right to settle the car? Turn 1 at WGI is a turn I have in mind.

Veloce Raptor

Yes. I coach braking as divided into a four part cadence . T1 at the Glen is perfect for this

electron mike

T19 at COTA as well? I have been doing this into T19 and found the car much happier through there with a slower brake release.

Veloce Raptor

Everywhere.

IMO the thing that fools folks regarding 19 is that is is MUCH faster than everyone thinks, and requires using much more apex curbing than most do. As a result, most folks brake way too late and way too hard there...

ProCoach

It's a function of how much speed needs to be dropped more than trail braking. Here, the car is going from 135 mph to 50 mph.

Quinlan

Thanks VR and Peter.
I am continually confused by this concept (not hard to do....).
Your example shows the driver arriving at the braking point at 135. He brakes to 50 and is able to negotiate the corner at that speed.
Would the typical mistake be that the brake trace is reversed from what you have in your example above - i.e. the driver might start braking at the same point, but he would increase pressure too slowly, get to full brake pressure and then get off the brakes suddenly as soon as the car got to 50 (or less)? So this driver (me, for example) would come into the turn at 135, start braking at the same time as the good driver, but wouldn't be able to negotiate the corner at 50 because the car was unsettled by having too much weight still over the front tires?

Veloce Raptor

Yes, or, just as commonly, driver does a double spike brake while executing a heel toe downshift

electron mike

Thanks guys, your help is appreciated!

TXE36

That's actually a really good idea. I need to move past just using the data for video overlays. Admittedly I haven't spent much time getting a feel for the squiggley lines and operating that part of the SW. I've got quite a bit of data on myself now as well, so if this "too soft" braking theory is valid, it ought to show up like a sore thumb.

I should have some time this weekend to look into it.

-Mike

ProCoach

Two videos you might find interesting and informative. This was done for Traqmate but the principals and measures are the same for all systems.

Overview: "Finding time with data" http://store.traqmate.com/category-s/353.htm

Benchmarking: "What does good data look like and how do I compare myself against optimal performance benchmarks? http://store.traqmate.com/category-s/355.htm

They're a little lengthy, but worthwhile...

TXE36

Forecast all weekend is heavy rain and thunderstorms and I'll be at home - perfect timing!

Thanks!

-Mike

ProCoach

Thank Glenn Stephens at Traqmate (with an email).

He released these as free training a few years after we did them, but the goals are the same now as they've ever been.

Have fun!

DTMiller

Peter, thank you for posting those links. I am 100% sure that the first 30 minutes of the Finding Time video will help me push through a plateau -- I've got a couple >70 mph corners where my data is very un "U" like and now I know what to focus on.

ProCoach

24:30 to 26:10 in that video.