New feature on ClubRegistration
06-05-2014, 05:29 PM
#46
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LOL must be a coincidence...
07-10-2014, 05:35 PM
#47
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07-11-2014, 06:42 AM
#48
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hi dave
as always ,great article.also it is sortof timely. in ross bentley's newsletter he recently discussed the importance of "the basics"
may i ask a question about the downshift. lets say you are going into turn 1 at the glen and you are going from 5 to 3. it can get rushed . some suggest going right to 3 but that may be dangerous . a buddy of mine tells me that he goes from 5 >4>3 and blips twice but keeps the clutch in at 4 . so you maintain your cadence but it is a touch faster . does that make sense ?
thanks
as always ,great article.also it is sortof timely. in ross bentley's newsletter he recently discussed the importance of "the basics"
may i ask a question about the downshift. lets say you are going into turn 1 at the glen and you are going from 5 to 3. it can get rushed . some suggest going right to 3 but that may be dangerous . a buddy of mine tells me that he goes from 5 >4>3 and blips twice but keeps the clutch in at 4 . so you maintain your cadence but it is a touch faster . does that make sense ?
thanks
07-11-2014, 09:02 AM
#49
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It does make sense. Personally, I never skip gears. It helps me always remember what gear I am in, in case something happens and I need to stop downshifting. Also, skipping gears (IMO) is risky. if your foot slips off the clutch (maybe in wet weatherdue to water on your shoes?), or if you don't brake enough, you risk serious rear wheel lock up, not to mention beating the crap out of the drivetrain. So I always rown down through the gears, even at a track like COTA, where you are going all the way down to 2nd for a number of corners in many cars.
PS: tell me again who you are? I know we have met, but I have a hard time keeping up with user names
PS: tell me again who you are? I know we have met, but I have a hard time keeping up with user names
07-11-2014, 10:28 AM
#50
For reference, it is a stock E36 M3. YMMV.
What I've figured out on the street is the key to a quick shift is to put a bit of pressure on the shift **** just before pushing in the clutch. If this is done, the shift is very quick as it pops out of the gate when the clutch goes in and quickly and easily goes into the next gate. If one pushes in the clutch, and then pulls the shift **** out of the gate it will take a moment for the synchros to do their thing before you can shove the **** into the next gate. In my car this is very repeatable.
I've yet to do this consistently on the track as I've had other priorities, but it's on my list of stuff to work on. Also hear you on waiting, I've often told myself going into one of these downshifting braking zones to "wait for it...wait for it" and it is much less dramatic at the end. Besides, it's not like going into a corner in too high of a gear is going to do anything but ruin that lap for a new personal best.
I've also had experience trying to get fancy by skipping a gear going into TWS T15 clockwise and pulling the **** out of 5th only to get lost and losing my confidence of where third is and going into T15 with no power because I'm in neutral. I'd much rather do it in 4th instead of 3rd if I can't get my act together in time.
-Mike
07-11-2014, 11:06 AM
#51
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I skip and always find the gate (i.e. run an H rather than guess where the last gear will be, but I don't slide it into that gear) of the previous gear when doing so.
Clutch comes out when doing so and this millisecond of time also allows a double clutch into the final gear on older trannys...they like that.
Clutch comes out when doing so and this millisecond of time also allows a double clutch into the final gear on older trannys...they like that.
07-11-2014, 09:21 PM
#52
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Always a good read, Dave - thanks.
Peter Argetsinger was after me to finish my downshifts a bit earlier than the end of my braking but it has been a challenge to implement.
Peter Argetsinger was after me to finish my downshifts a bit earlier than the end of my braking but it has been a challenge to implement.
09-04-2014, 11:18 AM
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09-04-2014, 12:21 PM
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hi dave . your new article is packed with great ideas .
do you happen to have access to any data graphs generated by your client using this technique . they would be great to see .
thank you
do you happen to have access to any data graphs generated by your client using this technique . they would be great to see .
thank you
09-04-2014, 02:48 PM
#57
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Sorry, I am not permitted to post the data...
Well...hmm...the 10a brake zone ends up leveling out and going slightly uphill, so I guess I would approach it slightly differently, but IMO you could do it this way, yes.
12-12-2014, 06:00 PM
#59
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12-12-2014, 07:26 PM
#60
Gee, I wonder why you have been thinking about this lately? 
I'm still really surprised how much very little perturbations in suspension reduce it's ability to grip. VR is referring to *very* small bumps here.
In my own experience it took a lot of working up the nerve to wait until after the bumps in T1 CCW at TWS to get on the brakes. Once I did, after a lot of "not yet"s, the increase in braking effectiveness and chassis stability was very surprising. The braking effectiveness increased so much I had to redo my muscle memory.
-Mike
I'm still really surprised how much very little perturbations in suspension reduce it's ability to grip. VR is referring to *very* small bumps here.
In my own experience it took a lot of working up the nerve to wait until after the bumps in T1 CCW at TWS to get on the brakes. Once I did, after a lot of "not yet"s, the increase in braking effectiveness and chassis stability was very surprising. The braking effectiveness increased so much I had to redo my muscle memory.
-Mike