First Time at the Glen - Comments Welcome!
10-22-2012, 05:58 PM
#16
King of Cool
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Nice going there Frank and you've gotten good advice already.
One sort of odd thing that i noticed from your video when listening...
It seems you press in clutch just a tad too early when upshifting.
You can hear the refs jump up a bit before they go down which happens when/if you press the clutch too early.
One sort of odd thing that i noticed from your video when listening...
It seems you press in clutch just a tad too early when upshifting.
You can hear the refs jump up a bit before they go down which happens when/if you press the clutch too early.
10-22-2012, 06:33 PM
#17
Cruisin'
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I have a bunch of in-car video from ITC Caymans at the Glen, and I might even have a little with data with a pro driver behind the wheel. If you're interested in seeing any of it, let me know, and I'll post it
10-22-2012, 06:58 PM
#18
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in a 'street' car with no cup grade aero be very careful in turn 3 when you'll start trying to do entire esses section flat out, do not try to repeat what that 9 cup video above shows going relatively early into turn 3 'wrapping' left side on full throttle as your car will start sliding to the right there and you should not try to lift there when it does it,so, it requires a lof of finesse to feel that edge and feel how much slide to allow. try to wrap corner 2 a bit longer first staying to right side well until white/red stripes end and then try to reduce a distance into turn 3 but very gradually to the level of your personal comfort of how close you want to allow a wall on the right side to your car. upshift into 5th when you`re next to that wall.
also, be smart, see what speed you do there and what your chances are to walk out of there if you will make a mistake to meet with that wall.
also note in that video how driver prefers not to have left side wheels on any concrete in any turns except last one, i ended up driving same exact way. any car with big wing and proper front splitter would be able to do considerably better there, but if you have almost none or no aero at all - adjust all transitions to 'fast in' very gradually with N1 priority to be safe.
also, be smart, see what speed you do there and what your chances are to walk out of there if you will make a mistake to meet with that wall.
also note in that video how driver prefers not to have left side wheels on any concrete in any turns except last one, i ended up driving same exact way. any car with big wing and proper front splitter would be able to do considerably better there, but if you have almost none or no aero at all - adjust all transitions to 'fast in' very gradually with N1 priority to be safe.
10-22-2012, 07:06 PM
#19
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^^THIS^^
__________________
-Peter Krause
www.peterkrause.net
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
-Peter Krause
www.peterkrause.net
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
10-22-2012, 07:51 PM
#20
Gary
10-23-2012, 09:08 AM
#23
Rennlist Member
Paul, I am sorry, but I don't agree with this. T1 to the bus stop is very much about car balance. An early soft entry can be very stable, much more than a late hard wheel at the top of T3. As far as curbing if you don't hear the gators on the inside of T1 then you missed the apex by a bit. It happens when your pushing entry.
it all requires quite a bit of practice naturally, nothing to argue about there. as well as properly executed T1 is required as well, all i was was talking about to Frank was to be careful on top of the hill there if he decides to copy that cup car line from posted video.
Last edited by utkinpol; 10-23-2012 at 09:32 AM.
10-23-2012, 03:55 PM
#24
Rennlist Member
Paul,
One of my biggest concerns on these forums is the amount of advice that is tossed out there given by drivers that have far less experience than you would expect. ( I have no idea how many years or hundreds of laps you have run at WG). I think the intentions are all good, but at times the advice leads off in the wrong direction. I have seen countless examples of late entry from the suspension improperly loaded at the top of T3 that leads to flashing lights up the catch fence line. Parts are scattered a good 200 yds up the back straight. The Glen is much like VIR and Summit Point. The track has a rhythm to the esses and you must pay attention to the car balance first and worry less about the track position. Early/gentle turn in on T3 is typically fast and provides the largest radius as you loose camber at the top. Trouble follows when you fight to hard to stay right and do not allow the suspension to be neutral before turning back left. The tail wag you are experiencing can also be from the cross wind that hits there at times or just bad balancing of the car. Cup car or not, the line is still pretty much the same. Faster cars are just faster with higher grip, but a smaller window for error. BTW, I base my understanding of the Glen on driving/racing there over the past 12 years so I am sure there is better advice out there from some of the more seasoned racers. Peter may have some better explanation since he deals with this daily while teaching the uphill at VIR.
One of my biggest concerns on these forums is the amount of advice that is tossed out there given by drivers that have far less experience than you would expect. ( I have no idea how many years or hundreds of laps you have run at WG). I think the intentions are all good, but at times the advice leads off in the wrong direction. I have seen countless examples of late entry from the suspension improperly loaded at the top of T3 that leads to flashing lights up the catch fence line. Parts are scattered a good 200 yds up the back straight. The Glen is much like VIR and Summit Point. The track has a rhythm to the esses and you must pay attention to the car balance first and worry less about the track position. Early/gentle turn in on T3 is typically fast and provides the largest radius as you loose camber at the top. Trouble follows when you fight to hard to stay right and do not allow the suspension to be neutral before turning back left. The tail wag you are experiencing can also be from the cross wind that hits there at times or just bad balancing of the car. Cup car or not, the line is still pretty much the same. Faster cars are just faster with higher grip, but a smaller window for error. BTW, I base my understanding of the Glen on driving/racing there over the past 12 years so I am sure there is better advice out there from some of the more seasoned racers. Peter may have some better explanation since he deals with this daily while teaching the uphill at VIR.
