raymondu999 wrote:Yes, you'd have to go on the power MUCH later - but then at that point the traction is big enough and you don't really have to wait before going full throttle
doesn't this point contradicts the point you make about trail braking? wouldn't it be better to be progressive on the throttle? and full throttle at full lock doesnt give you good acceleration. If the car has most of the turning done at the apex it leave less turning and more power down as you exit the corner even with a slightly lower speed it can make up the time at the exit. the reason is that apex speed assuming pure lateral requires the square of velocity of force while throttle application is almost linear. if car 1 corners 150km/h while car 2 corners at 135km/h with 10% difference in velocity car 2 will be able to put down 19% more torque and hence acceleration at the exit. the point is that the car is better to have a progressive throttle from the apex of the corner.
raymondu999 wrote:I don't follow. Why would you need to brake earlier?
if the extend the phase of trail braking *too much trail braking* you would need to brake earlier like as in you turn as you brake from the very start of braking. by reducing the phase of trail braking (overlap) you yield later braking and in the apex you should have no braking and maximum yaw
Rob Wilson wants drivers to speed up transition not killing transition
raymondu999 wrote:I'm not sure I understand what you're saying here - are you saying that this driving style suits it when the car is tail happy?
what is true is that tail happy cars are faster because engine power are around 540kw while brakes can hit 2000kw, it requires less traction in the rear to keep it from spinning up too much than the front,this balance also giving better turning ability *ie same total downforce same mass, cars are judged on how well it can turn* afterall there is no such a thing as understeer, it is just oversteer and the more oversteer you have the better the car is. if you put on more rear wings and less front to give driver the confidence to push that is called building the car to suit the driver.
raymondu999 wrote:Yes we are agreed on that, definitely. But the question is not whether or not you're at the limit of both. It's how much you compromise in each for the other. Try driving a circuit in all straight lines, just driving apex to apex - where you will get a hell of a yaw moment - but you won't get anywhere racy fast. There has to be a balance somewhere.
in any corner there is a yaw amount that you would need to do. the slower you go the faster you can do it but since the traction circle is smaller at lower speeds thats is not always the case. the limit is where the shortest time that maximum slip angle can be applied, like the response of the car. if you go too fast the car will have this input lag from the moment you put on the steering wheel lock. The limit it the fastest velocity you can go with least or no input lag. If there is no input lag then they can always go for a faster steering setup. im not really sure but i think this is a really interesting topic