Braking, Braking...Damned Braking!!
#16
Three Wheelin'
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There's a big difference between slamming on the brakes, and squeezing them. If you have the book "Going Faster," it gives a very good explanation. By squeezing them, you are allowing the weight to transfer before applying full force. If you slam on the brakes, you can lock up the fronts (and yes it is quite possible - I've done it). The pressure should take a fraction of a second to build (I want to think the book says about 0.7 seconds, but that seems like a long time), rather than being instantaneous.
I would guess that your foot is "calibrated" to your pedal, and you apply proper brake force on your own car, but for cars with highly boosted brakes, it probably is more like slamming on them.
I would guess that your foot is "calibrated" to your pedal, and you apply proper brake force on your own car, but for cars with highly boosted brakes, it probably is more like slamming on them.
#18
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Patrick, here's a comparison for 4 different drivers - same track, same corner. This is a g-force trace.
The red and blue (me and Dave) are track cars with pretty stiff springs, and we get pretty tall slopes. The black and green are both street cars, one's a turbo and one's a GT3.
Andrei (black) has a propensity to "stab" the brakes, as opposed to "squeeze" the brakes. See how his trace is different?
I'd say that Dave (blue) has the nicest brake release - aka trail braking into the corner.
Mark (green) lets off on the brake pressure, and then gives another little stab towards the end of the braking zone, and that's why his curve has that little "shelf". And, on Mark's trace, do you see how the slope is pretty gentle at the very beginning? That's where he's lifted off the throttle and is coasting before applying the brakes.
The red and blue (me and Dave) are track cars with pretty stiff springs, and we get pretty tall slopes. The black and green are both street cars, one's a turbo and one's a GT3.
Andrei (black) has a propensity to "stab" the brakes, as opposed to "squeeze" the brakes. See how his trace is different?
I'd say that Dave (blue) has the nicest brake release - aka trail braking into the corner.
Mark (green) lets off on the brake pressure, and then gives another little stab towards the end of the braking zone, and that's why his curve has that little "shelf". And, on Mark's trace, do you see how the slope is pretty gentle at the very beginning? That's where he's lifted off the throttle and is coasting before applying the brakes.
-td
#19
Three Wheelin'
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I would disagree. You have a steeper slope than the novice driver in your comparison.
My comment was meant to reinforce the fact that 67King made in that a full force apply to the pedal can have the ability to lock the front brakes before weight is fully transferred (shouldn't be possible if the brake system is proportioned properly but that's a different discussion). With ABS the driver apply rate is completely eliminated from the equation. The correct brake apply in a modern ABS car is as hard and as fast as you can move your leg. A bad habit if you ask me because if you learn on that and hop into a car without the driver is going to have a very difficult time slowing the car. That's why the confusion from the OP. The instructors are trying to teach the proper technique and not allow the drivers to use the ABS as a crutch to mask improper braking.
My comment was meant to reinforce the fact that 67King made in that a full force apply to the pedal can have the ability to lock the front brakes before weight is fully transferred (shouldn't be possible if the brake system is proportioned properly but that's a different discussion). With ABS the driver apply rate is completely eliminated from the equation. The correct brake apply in a modern ABS car is as hard and as fast as you can move your leg. A bad habit if you ask me because if you learn on that and hop into a car without the driver is going to have a very difficult time slowing the car. That's why the confusion from the OP. The instructors are trying to teach the proper technique and not allow the drivers to use the ABS as a crutch to mask improper braking.
#20
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While time is a nice way to analyze individual performance, distance is the only way to compare more than one trace.
Also, distance does not change (the event happens at the same place on the plot) as it does with time.
Also, distance does not change (the event happens at the same place on the plot) as it does with time.
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#21
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And you might like to see this one - on my new car, I log actual brake pressure.
Same corner as above, I'm the black trace and a novice driver is the green trace.
See how my "squeeze" on is much more rapid (taller slope), and after holding peak pressure I try to release gradually? Max, on the other had, applies some braking pressure, and as he goes deeper into the corner thinks, "oh crap - I'd better brake a little harder!"
That second bump is going into the left hander - just a gentle brake.
Same corner as above, I'm the black trace and a novice driver is the green trace.
See how my "squeeze" on is much more rapid (taller slope), and after holding peak pressure I try to release gradually? Max, on the other had, applies some braking pressure, and as he goes deeper into the corner thinks, "oh crap - I'd better brake a little harder!"
That second bump is going into the left hander - just a gentle brake.
#22
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Patrick, here's a comparison for 4 different drivers - same track, same corner. This is a g-force trace.
The red and blue (me and Dave) are track cars with pretty stiff springs, and we get pretty tall slopes. The black and green are both street cars, one's a turbo and one's a GT3.
Andrei (black) has a propensity to "stab" the brakes, as opposed to "squeeze" the brakes. See how his trace is different?
I'd say that Dave (blue) has the nicest brake release - aka trail braking into the corner.
Mark (green) lets off on the brake pressure, and then gives another little stab towards the end of the braking zone, and that's why his curve has that little "shelf". And, on Mark's trace, do you see how the slope is pretty gentle at the very beginning? That's where he's lifted off the throttle and is coasting before applying the brakes.
The red and blue (me and Dave) are track cars with pretty stiff springs, and we get pretty tall slopes. The black and green are both street cars, one's a turbo and one's a GT3.
Andrei (black) has a propensity to "stab" the brakes, as opposed to "squeeze" the brakes. See how his trace is different?
I'd say that Dave (blue) has the nicest brake release - aka trail braking into the corner.
Mark (green) lets off on the brake pressure, and then gives another little stab towards the end of the braking zone, and that's why his curve has that little "shelf". And, on Mark's trace, do you see how the slope is pretty gentle at the very beginning? That's where he's lifted off the throttle and is coasting before applying the brakes.
#23
Burning Brakes
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I think it depends so much on the car, upcoming corner, and tires that you can't use absolutes in the discussion (do this, make it look like that, etc).
Not to mention, I wouldn't take any advice from anyone while you're demoing cars -- no matter who it is. Their job there isn't to make you faster, it's to make you safely enjoy the car and experience (which has no relation to going fast).
My 2cents. :-)
-mike
Not to mention, I wouldn't take any advice from anyone while you're demoing cars -- no matter who it is. Their job there isn't to make you faster, it's to make you safely enjoy the car and experience (which has no relation to going fast).
My 2cents. :-)
-mike
#24
Mr. Excitement
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I would disagree. You have a steeper slope than the novice driver in your comparison.
My comment was meant to reinforce the fact that 67King made in that a full force apply to the pedal can have the ability to lock the front brakes before weight is fully transferred (shouldn't be possible if the brake system is proportioned properly but that's a different discussion). With ABS the driver apply rate is completely eliminated from the equation. The correct brake apply in a modern ABS car is as hard and as fast as you can move your leg. A bad habit if you ask me because if you learn on that and hop into a car without the driver is going to have a very difficult time slowing the car. That's why the confusion from the OP. The instructors are trying to teach the proper technique and not allow the drivers to use the ABS as a crutch to mask improper braking.
My comment was meant to reinforce the fact that 67King made in that a full force apply to the pedal can have the ability to lock the front brakes before weight is fully transferred (shouldn't be possible if the brake system is proportioned properly but that's a different discussion). With ABS the driver apply rate is completely eliminated from the equation. The correct brake apply in a modern ABS car is as hard and as fast as you can move your leg. A bad habit if you ask me because if you learn on that and hop into a car without the driver is going to have a very difficult time slowing the car. That's why the confusion from the OP. The instructors are trying to teach the proper technique and not allow the drivers to use the ABS as a crutch to mask improper braking.
Good Thread!
#25
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Can you recreate this graph with both Gs and speed "vs time"? I find that trail braking and "squeezing" can be better interpreted using a time scale rather than distance scale. IMO distance view can skew the data analysis a bit. Also, graph shows blue braking later and much less (.5 G less), and carrying much less speed. It almost looks like there was slower traffic.
-td
-td
Same data as before, but with the MPH trace and the x-axis is time. David's car, the 911 targa is the most underpowered of the bunch - that's why he can brake later than the rest of us.
Bill, my gut feeling is that higher braking force can be achieved without engaging the ABS for two reasons: first, the friction from threshold braking provides more torsional force around the axle than a wheel that is having the braking pressure reduced completely for short amounts of time; second, the interruptions from the ABS releasing will upset the smooth transfer of weight to the front wheels, which allow them to do more braking.
However, I'm not an expert on that - and I don't even play one on TV... so we'll need others to weigh in.
#26
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^^^
Yes you can achieve higher brake pressures and improved braking without the abs application. By properly settling the chassis with the initial application the tires will be loaded properly and will not lock allowing you to outbrake the guy tahr just drives in and hammers the pedal and activates the ABS.
Yes you can achieve higher brake pressures and improved braking without the abs application. By properly settling the chassis with the initial application the tires will be loaded properly and will not lock allowing you to outbrake the guy tahr just drives in and hammers the pedal and activates the ABS.
#27
Race Car
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With the modern ABS systems on these cars you can stomp on the pedal as hard and as quickly as you want and the controller will work everything out. My guess would be that the instructors want to be very precise in not allowing their students to learn that because it is definitely a bad habit. The driver needs to apply brake pressure right at the limit of what the tire can withstand. With ABS it does it all for you. All the driver does is stand on the pedal as hard as possible.
#28
Three Wheelin'
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^^^
Yes you can achieve higher brake pressures and improved braking without the abs application. By properly settling the chassis with the initial application the tires will be loaded properly and will not lock allowing you to outbrake the guy tahr just drives in and hammers the pedal and activates the ABS.
Yes you can achieve higher brake pressures and improved braking without the abs application. By properly settling the chassis with the initial application the tires will be loaded properly and will not lock allowing you to outbrake the guy tahr just drives in and hammers the pedal and activates the ABS.
Kinda like PSM. I wish PCA would support turning it off with new students. Really impedes proper technique from what I've seen as an instructor. I'd love to have ABS on my car, but I'm glad I learned to drive without it.
Bill, my gut feeling is that higher braking force can be achieved without engaging the ABS for two reasons: first, the friction from threshold braking provides more torsional force around the axle than a wheel that is having the braking pressure reduced completely for short amounts of time; second, the interruptions from the ABS releasing will upset the smooth transfer of weight to the front wheels, which allow them to do more braking.
Steeper G trace not brake pressure. Perhaps he can slow the car better than the ABS can if as was pointed out theblack trace was under ABS. Some ABS systems are better than others. Motorsports systems over street car based systems as example.
Good Thread!
Good Thread!
Some ABS units are better than others. I agree with you on that one, but depending on the vehicle and the purpose a lot of street units are extremely good. For the Porsche track applications it is likely very well done. The motorsports units get good performance because there are less functions active (no TCS, no ESC) so the compromises are far less since the focus is so narrow. But, the motorsport units will be derived from the same hardware and software that the street units are.
#29
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And you might like to see this one - on my new car, I log actual brake pressure.
Same corner as above, I'm the black trace and a novice driver is the green trace.
See how my "squeeze" on is much more rapid (taller slope), and after holding peak pressure I try to release gradually? Max, on the other had, applies some braking pressure, and as he goes deeper into the corner thinks, "oh crap - I'd better brake a little harder!"
That second bump is going into the left hander - just a gentle brake.
Same corner as above, I'm the black trace and a novice driver is the green trace.
See how my "squeeze" on is much more rapid (taller slope), and after holding peak pressure I try to release gradually? Max, on the other had, applies some braking pressure, and as he goes deeper into the corner thinks, "oh crap - I'd better brake a little harder!"
That second bump is going into the left hander - just a gentle brake.
ps, thanks Van for the graphs. Much appreciated.
#30
Rennlist Member
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Again I disagree here as well. Assuming the 997 is generally a stock vehicle the driver is not going to beat ABS. You can build more pressure, faster, with a full stomp on the pedal than the guy that drives under ABS. A modern controller can work closer to the peak of the tire than the driver can.