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#2971
Kevin, he is not trail braking at this point and he is slowing too much. I gathered from his question - "How do you recommend not over slowing at corner entry?" - that he is hunting for a safe but quicker speed at which to begin the corner. I just think it is much easier to isolate and concentrate on just 1 variable - here speed - than while braking, etc. Once he is comfortable w/ a faster entry he can start to dial in other techniques. And he will probably end up w/ an even faster entry, as you recognized.
#2972
This might sound nuts but I’ve always wanted to do a no brakes/race or session. See how fast you can go and the marshals eliminate any brake light violations. Last car in wins!
#2973
Re Cayman, if you want to know how fast you can turn in, D.E.s give you that opportunity. Instead of barreling into the corner, braking, downshifting, turning, etc. , all the while trying to gauge your speed, back off on the preceding straight and start by just holding (cruise?) what your normal corner speed is down to the apex. No problem? Next lap speed up a few mph. Repeat until you don't think you can go any faster w/o losing it. Probably a lot faster than you thought. Then adjust your brake point accordingly.
#2974
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Also, the handling dynamics of a coasting car (and it is coasting, losing speed as the wheel is turned and tire scrub saps speed) are very different from a car with it's weight on the nose and an active, driver-directed weight distribution.
Kevin, he is not trail braking at this point and he is slowing too much. I gathered from his question - "How do you recommend not over slowing at corner entry?" - that he is hunting for a safe but quicker speed at which to begin the corner. I just think it is much easier to isolate and concentrate on just 1 variable - here speed - than while braking, etc. Once he is comfortable w/ a faster entry he can start to dial in other techniques. And he will probably end up w/ an even faster entry, as you recognized.
I prefer to focus on ONE aspect of corner entry when incrementally raising entry speeds. That is, as Ross puts it, the "end-of-braking" (EoB) release, pulling your toes back, allowing your foot to follow, off that brake pedal at slightly higher speeds.
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www.gofasternow.com
"Combining the Art and Science of Driving Fast!"
Specializing in Professional, Private Driver Performance Evaluation and Optimization
Consultation Available Remotely and at VIRginia International Raceway
#2975
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This is also a time to make sure that you have great braking technique. Make sure you have a fast, high build of brake pressure and then a smooth, consistent release. If you don't have the braking technique down, it makes the turn in and corner entry much harder. The advanced materials are just being better at the basics!
#2976
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#2979
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From: All Ate Up With Motor
Originally Posted by DTMiller
Someone want to tell me how to get around oak tree. Tried about 47 different things and they all seemed to suck in different ways.
#2981
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First, look at Oak Treeless as TWO radii. One is T11, one is T12, but they are connected and BOTH must be aced to make Oak Tree work. The goal is to go through T11 as quick as it takes to stop and turn (and GO) for Oak Tree.
My detailed track notes devote four pages, single spaced, to these two turns. This is the area where most people can pick up the most time in the shortest distance (the others are T4a-T4b and T16a/T16b).
A fun study, and a corner that has won me a lot of races...
I'm looking forward to all three days at NNJR-PCA and at Carolinas Region-PCA this year with private clients.
Last edited by ProCoach; 10-26-2017 at 06:49 PM.
#2982
As with any double apex you would treat the initial entry (black portion) as a standard corner entry and the final exit (white portion) as a standard corner exit, but your goal during middle portion (grey) is to have a steady change in speed.
Also remember a double apex reverses your apexes. If you need a later 2nd apex to optimize your exit, drive an earlier 1st apex and vice versa.
Last edited by AdamBrouillard; 10-27-2017 at 08:19 AM.
#2983
T2 @ Mosport is exactly that. 2nd apex is so important (as are others) to get a good run to T3, to achieve speed without drama.
Guide a student through the first apex and the rest of the turn just falls into place.
#2984
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Agreed, it's a double apex with a decreasing radius. Here is an illustration that might help.
As with any double apex you would treat the initial entry (black portion) as a standard corner entry and the final exit (white portion) as a standard corner exit, but your goal during middle portion (grey) is to have a steady change in speed.
Also remember a double apex reverses your apexes. If you need a later 2nd apex to optimize your exit, drive an earlier 1st apex and vice versa.
As with any double apex you would treat the initial entry (black portion) as a standard corner entry and the final exit (white portion) as a standard corner exit, but your goal during middle portion (grey) is to have a steady change in speed.
Also remember a double apex reverses your apexes. If you need a later 2nd apex to optimize your exit, drive an earlier 1st apex and vice versa.
#2985
Agreed, it's a double apex with a decreasing radius. Here is an illustration that might help.
As with any double apex you would treat the initial entry (black portion) as a standard corner entry and the final exit (white portion) as a standard corner exit, but your goal during middle portion (grey) is to have a steady change in speed.
Also remember a double apex reverses your apexes. If you need a later 2nd apex to optimize your exit, drive an earlier 1st apex and vice versa.
As with any double apex you would treat the initial entry (black portion) as a standard corner entry and the final exit (white portion) as a standard corner exit, but your goal during middle portion (grey) is to have a steady change in speed.
Also remember a double apex reverses your apexes. If you need a later 2nd apex to optimize your exit, drive an earlier 1st apex and vice versa.
Wonderful advice; so simple, and easy to execute. While execution might be instinctive, these few words paint a concrete picture (give the actual recipe).
T2 @ Mosport is exactly that. 2nd apex is so important (as are others) to get a good run to T3, to achieve speed without drama.
Guide a student through the first apex and the rest of the turn just falls into place.
T2 @ Mosport is exactly that. 2nd apex is so important (as are others) to get a good run to T3, to achieve speed without drama.
Guide a student through the first apex and the rest of the turn just falls into place.
In my momentum car I was trying to carry as much speed as possible through the final turn which required an earlier apex for 12 but using the exit curbing made it so slidey that it was hard to tell if I was getting power down or not.
My lap timer basically did this through the section from entry to 11 to the South pits:
Oh, that was good! But this part sucks. This part is ok. Oh, not now. Aaaaand that generally sucked.
Or.
Oh that sucked. But this part is good! Oh, but not now. Now you suck worse. Aaaaand that generally sucked.