The algorithm finally had me stumble upon your content, and I've now watched several of your vids. I don't understand how you only have 5K subs. Your vids are clear and concise, and I learn exactly what the titles say I'm going to. YT feels really broken sometimes. Subbed and liked. Just keep pushing Nikki!
Top quality content. And, I appreciate that it is not 20 mins long. Ha. Love the inclusion of the exercise at the end. Practice tips are really helpful. Understanding the theory is great, but learning how to apply it is where the rubber meets the road.
Your explanations are always great! You are helping me be faster and faster and I can just thank you because it´s like a teacher giving me homework to try and get better.
Yeah, but then again leaving some space still costs me less time than going too far outside and crashing. It needs skill to consistently hit a corner exactly like you want to.
Yes, what you're referring to is an intentional margin of safety - that is knowingly leaving a specific amount of space from the track limit, which I recommend to all the drivers I work with, but as little as possible. A LARGE majority of people unknowingly leave space, and even when they know, they leave too much and more than they need to. To minimize the margin of safety is usually a matter of precision and consistency, it can be trained within a week or two if a driver puts the effort into it.
Excellent as always. A subject to touch on here could be curbs. Personally I'm fine with using the full track as long as that does no mean going onto more or less bumpy curbs. I know I have to, but generally I find it hard to get a grip (haha) on whether the curb bouncing is actually faster or not (smooth curbs are of course no problem). It seems a bit random and it is often risky. Also the setup and car make come into play when doing GT3 cars and similar.
Thanks! Yes as you said, a lot of things come into play. Using a curb is really trading less grip with a larger turn radius. Without detailed tire models and track specs, the only way to know if it's faster is to try it out. Just keep in mind if you do try using a curb, you need to change everything, brake point, turn in, entry speed, apex, etc. It's no different than if there's a bump on the racing line; do you change the line?
Yes, everything changes, it was more of an observation from my side. It is for sure a lot of trying :-). The curbs are really tricky business for me. Probably as much a mind thing as a real thing. I deeply dislike the car 'bouncing' that goes with it as it feels so out of control, even when it is not really (mostly). An example of curbs I dislike are the two chicanes at Zolder in ACC (Kleine and Villeneuve). To do good times one has to go over them them but small differences/mistakes in speed or line (going on a sausage) can really ruin things. When it goes good one sort of 'fly' over them and when it goes bad it can be very bouncy. In general being consistent when curbs are involved is just hard for me. In ACC, curbs are probably the main reason I do much better in rain races (compared to similarly unskilled drivers) than in the sun. As with everything it is a matter of practice and try to suck up every piece of valuable knowledge people like you are so kind to share.@@LastTenth
@@peterbrorsson5714 Using harsh curbs takes a loot of precision to be consistent. The aliens do it really well. Can you tell us more about your comment regarding you using curbs in the rain in ACC?
This is a great guide! Do you have any videos or tips on how to have different race pace and qualy pace? It's hard to explain but I can't tell the difference between my race and qualy driving, and normally they end up being about the same speed
I don't but that's a really good topic to cover. I actually took quite a while to learn how to mentally make that switch. I'll add it to my list to do - thanks for the idea!!
I'm not sure I understand what you mean by free telemetry, but does this help? How to copy a 7k rated driver [Telemetry HOW-TO Basics] czcams.com/video/6C0iDianTiI/video.html
I love your videos. Being a scientist (though not a physict) I find your physics-based explanations and analyses very clear and convincing. I subscribed, I have already recommended one of your videos on iRacing forums, and probably will do more. I was wondering whether as a physicist, you could explain why a car that put one tire on the grass usually spins in the opposite direction? Like the car at 6:04 in this video, or Russell spinning into Bottas in Imola, or me in sim far too many timed?
Thanks for the sub and sharing my vid Paweł! Only having looked at your reference in the video, the reason is because when one tire goes onto a loose/slippery surface, it's ability to generate any (longitudinal or lateral) force greatly diminishes. That outside rear tire suddenly lost it's ability to generate sufficient (centripetal) forces to keep the rear axle moving with the same turning radius, thus the rear will start to move in a more tangential trajectory (larger radius), than before, while the front continues to move with the same (smaller) turning radius as before. The result is the car spinning 'into' the corner.
@@LastTenth Thank you. It wasn't clear to me why in such cases the car almost always spins away from grass, if you lose grip it should go either way depending on which way the car is trying to turn at the moment, and whether the front or rear tire lost grip. I guess the explanation is that these incidents most often occur on the corner exit, and even if elsewhere, the driver is instinctively trying to steer away from grass. Plus it is probably easier to put the rear than the front tire on the grass, in some cars just because the rear track is wider. Or, the rear is more likely to lose grip if it is additionally loaded by power application. At least that's what I am thinking now.
@@pawelkusmierek109 No problem! Track width is a factor but imo it's mostly because any slip angle will cause the rear to be further 'out'. When a car looses grip, front or rear, it will always move towards the 'outside', because it generates less centripetal force and so the turning radius has to increase. I think dipping a tire on the outside of the track can happen on entry or exit. it really depends on the driver among other things.
@@LastTenth Sure, I meant that if you dip say the rear right then it loses traction and the car spins to the left. I was wondering why I usually do not see the someone put only on the front tire on the grass and then understeer to the right. Thanks for pointing out a reason why the rear would be further out.
Circle of radius of 129m. The car doing it at 128km/h. Means it has centripetal acceleration of... 12G?! What kind of spaceship grade porsche are you driving? Or is my math wrong?
Great video. Very well done! One minor question: I always have wondered how important it is to track out to the edge of the track while driving the car on the edge of adhesion? In other words, you're not driving out there onto the rumble strips because "that's the line everyone else is taking", you're driving out there because you need that last bit of track to complete the corner without spinning or flying off the track. It's a fine edge to dance with the tires at the very edge of adhesion. True or false? Thanks! 🙂
Thanks Mitch! You've raised a very important point, one that is coincidentally a topic of the upcoming feature video I am working on. Without giving too much away, the answer to your question is: True, and it's *very important*. Needing to track out to the edge of the track, because the grip of the car will not allow you to do otherwise, is at the core of minimizing lap times. I would go so far to say that even if the limit of adhesion does not take you to the track limits, it is beneficial to do so (in most cases). Sure the speed will be low (and that's a different problem with a different solution altogether), but driving out to the edge will create familiarity so that when the car needs to go to the edge, the driver is fully comfortable and well practiced. It also works the car less hard when exiting under grip limit to the track edge, instead of exiting at grip limit and not to track edge; the latter will use more tire and elevate the risk of making a mistake. Why drive at 10/10 instead of 9/10 if the result is the same speed? Some will argue that if the car doesn't need to track out fully, it will indicate that speed is too low, and that's true. But you can track out fully and still find out if the speed is too low with certain techniques that I coach all the drivers I work with.
@@LastTenth Thank you for another excellent explanation. (you really have a knack for this) I'm a long time autocrosser so we don't ever get to really learn a track. (only 3 runs per day). In autocross, looking ahead and judging how much speed you can carry, and how much braking is required for each corner is much more difficult, but this answers a question I've been wondering about for a long time. Thank you again and I look forward to the next video. 🙂
@@mitchlewis535 Hey thanks! I actually started with autox too! The caveat of my answer is, what I said typically applies to "plain vanilla" corners, and in autox, that's rarely the case. Autox is typically filled with compound corners and high grip variance - far from plain vanilla. But the same fundamentals apply - to know the optimal line though a compound corner, a driver must know how to figure that out for a plain vanilla corner.
I'm not familiar with Hallett. Yeah, there will always be fringe cases, especially when it is a complex, but for the most part the line should be as straight as possible, whilst using as much room as available for acceleration.
when you think about it, that is exactly how aliens get those insane laptimes, they put it right at the last millimeter before exceeding track limits, in every corner, on every lap. i think i need to slow down to become faster, pushing to hard and making those costly mistakes doesnt help with muscle memory and hand-eye coordination.
I agree. It's always very easy to overdrive. I often set the best laps when I'm not trying that hard - laps I couldn't repeat no matter how hard I tried...
![Does RIDE HEIGHT really change GRIP? [NOT QUITE WHAT YOU THINK]](http://i.ytimg.com/vi/2skBjAam-wA/mqdefault.jpg)
![Does RIDE HEIGHT really change GRIP? [NOT QUITE WHAT YOU THINK]](/img/tr.png)
![How to Stop Getting Wrecked - [VORTEX of DANGER]](/img/n.gif)
Best discussion of lines/speeds around a corner I've ever seen.
Thanks Lew!
The algorithm finally had me stumble upon your content, and I've now watched several of your vids. I don't understand how you only have 5K subs. Your vids are clear and concise, and I learn exactly what the titles say I'm going to. YT feels really broken sometimes. Subbed and liked. Just keep pushing Nikki!
Yes I've been making daily sacrifices to the YTalgo and it's working. Thanks for finding me!
I had the exact same thought.
This video doesn’t miss a single apex! Ha. Well done.
Top quality content. And, I appreciate that it is not 20 mins long. Ha. Love the inclusion of the exercise at the end. Practice tips are really helpful. Understanding the theory is great, but learning how to apply it is where the rubber meets the road.
Thanks for saying that! I personally have trouble starting videos that are over 10mins long, so I try to keep min within 5-10 mins whenever I can!
Short. Super clear. Math backed. Incredibly useful. Great video.
Those are my goals! Thanks!
great advice to PRACTICE exact lines at slower speed.
Thanks. That goes for any practice too. I talk about it in this video: czcams.com/video/pFch6d_5J2o/video.html
The tip to keep a large radius if you miss the apex is great. I will remember that
It's one that took me a while to figure out. The key is to keep the car at max grip usage - forcing the car into the apex doesn't do that.
Your explanations are always great! You are helping me be faster and faster and I can just thank you because it´s like a teacher giving me homework to try and get better.
Hah! Funny enough when I instruct IRL, I give homework too!
Excellent explanation. I knew I was loosing time but didn't realize it was that much. I'll practice this and hopefully qualy will improve.
Thanks! Let us know if it was helpful!
Yeah, but then again leaving some space still costs me less time than going too far outside and crashing. It needs skill to consistently hit a corner exactly like you want to.
Yes, what you're referring to is an intentional margin of safety - that is knowingly leaving a specific amount of space from the track limit, which I recommend to all the drivers I work with, but as little as possible. A LARGE majority of people unknowingly leave space, and even when they know, they leave too much and more than they need to. To minimize the margin of safety is usually a matter of precision and consistency, it can be trained within a week or two if a driver puts the effort into it.
Excellent as always. A subject to touch on here could be curbs. Personally I'm fine with using the full track as long as that does no mean going onto more or less bumpy curbs. I know I have to, but generally I find it hard to get a grip (haha) on whether the curb bouncing is actually faster or not (smooth curbs are of course no problem). It seems a bit random and it is often risky. Also the setup and car make come into play when doing GT3 cars and similar.
Thanks! Yes as you said, a lot of things come into play. Using a curb is really trading less grip with a larger turn radius. Without detailed tire models and track specs, the only way to know if it's faster is to try it out. Just keep in mind if you do try using a curb, you need to change everything, brake point, turn in, entry speed, apex, etc. It's no different than if there's a bump on the racing line; do you change the line?
Yes, everything changes, it was more of an observation from my side. It is for sure a lot of trying :-).
The curbs are really tricky business for me. Probably as much a mind thing as a real thing. I deeply dislike the car 'bouncing' that goes with it as it feels so out of control, even when it is not really (mostly). An example of curbs I dislike are the two chicanes at Zolder in ACC (Kleine and Villeneuve). To do good times one has to go over them them but small differences/mistakes in speed or line (going on a sausage) can really ruin things. When it goes good one sort of 'fly' over them and when it goes bad it can be very bouncy. In general being consistent when curbs are involved is just hard for me. In ACC, curbs are probably the main reason I do much better in rain races (compared to similarly unskilled drivers) than in the sun.
As with everything it is a matter of practice and try to suck up every piece of valuable knowledge people like you are so kind to share.@@LastTenth
@@peterbrorsson5714 Using harsh curbs takes a loot of precision to be consistent. The aliens do it really well. Can you tell us more about your comment regarding you using curbs in the rain in ACC?
Excellent video with great content as always 👍
Thanks Volker! It's good to see you here!!
Amazing vids. So useful!
Thanks!
Just the video I was looking for!!
This is a great guide! Do you have any videos or tips on how to have different race pace and qualy pace? It's hard to explain but I can't tell the difference between my race and qualy driving, and normally they end up being about the same speed
I don't but that's a really good topic to cover. I actually took quite a while to learn how to mentally make that switch. I'll add it to my list to do - thanks for the idea!!
Great video as always, thanks!
Love this video man!
Excellent.
Very helpful, thanks! You have a video on getting insight from free telemetry?
I'm not sure I understand what you mean by free telemetry, but does this help?
How to copy a 7k rated driver [Telemetry HOW-TO Basics] czcams.com/video/6C0iDianTiI/video.html
I love your videos. Being a scientist (though not a physict) I find your physics-based explanations and analyses very clear and convincing. I subscribed, I have already recommended one of your videos on iRacing forums, and probably will do more.
I was wondering whether as a physicist, you could explain why a car that put one tire on the grass usually spins in the opposite direction? Like the car at 6:04 in this video, or Russell spinning into Bottas in Imola, or me in sim far too many timed?
Thanks for the sub and sharing my vid Paweł! Only having looked at your reference in the video, the reason is because when one tire goes onto a loose/slippery surface, it's ability to generate any (longitudinal or lateral) force greatly diminishes. That outside rear tire suddenly lost it's ability to generate sufficient (centripetal) forces to keep the rear axle moving with the same turning radius, thus the rear will start to move in a more tangential trajectory (larger radius), than before, while the front continues to move with the same (smaller) turning radius as before. The result is the car spinning 'into' the corner.
@@LastTenth Thank you. It wasn't clear to me why in such cases the car almost always spins away from grass, if you lose grip it should go either way depending on which way the car is trying to turn at the moment, and whether the front or rear tire lost grip. I guess the explanation is that these incidents most often occur on the corner exit, and even if elsewhere, the driver is instinctively trying to steer away from grass. Plus it is probably easier to put the rear than the front tire on the grass, in some cars just because the rear track is wider. Or, the rear is more likely to lose grip if it is additionally loaded by power application. At least that's what I am thinking now.
@@pawelkusmierek109 No problem! Track width is a factor but imo it's mostly because any slip angle will cause the rear to be further 'out'. When a car looses grip, front or rear, it will always move towards the 'outside', because it generates less centripetal force and so the turning radius has to increase. I think dipping a tire on the outside of the track can happen on entry or exit. it really depends on the driver among other things.
@@LastTenth Sure, I meant that if you dip say the rear right then it loses traction and the car spins to the left. I was wondering why I usually do not see the someone put only on the front tire on the grass and then understeer to the right. Thanks for pointing out a reason why the rear would be further out.
@@pawelkusmierek109 If someone puts their outside front onto the grass on the outside, the car will understeer to the outside.
Circle of radius of 129m. The car doing it at 128km/h. Means it has centripetal acceleration of... 12G?! What kind of spaceship grade porsche are you driving? Or is my math wrong?
a=v^2 / r, but the speed needs to be in meters per second. So acceleration induced by turning is just below 1G.
Great video. Very well done! One minor question: I always have wondered how important it is to track out to the edge of the track while driving the car on the edge of adhesion? In other words, you're not driving out there onto the rumble strips because "that's the line everyone else is taking", you're driving out there because you need that last bit of track to complete the corner without spinning or flying off the track. It's a fine edge to dance with the tires at the very edge of adhesion. True or false? Thanks! 🙂
Thanks Mitch! You've raised a very important point, one that is coincidentally a topic of the upcoming feature video I am working on. Without giving too much away, the answer to your question is: True, and it's *very important*. Needing to track out to the edge of the track, because the grip of the car will not allow you to do otherwise, is at the core of minimizing lap times.
I would go so far to say that even if the limit of adhesion does not take you to the track limits, it is beneficial to do so (in most cases). Sure the speed will be low (and that's a different problem with a different solution altogether), but driving out to the edge will create familiarity so that when the car needs to go to the edge, the driver is fully comfortable and well practiced. It also works the car less hard when exiting under grip limit to the track edge, instead of exiting at grip limit and not to track edge; the latter will use more tire and elevate the risk of making a mistake. Why drive at 10/10 instead of 9/10 if the result is the same speed? Some will argue that if the car doesn't need to track out fully, it will indicate that speed is too low, and that's true. But you can track out fully and still find out if the speed is too low with certain techniques that I coach all the drivers I work with.
@@LastTenth Thank you for another excellent explanation. (you really have a knack for this) I'm a long time autocrosser so we don't ever get to really learn a track. (only 3 runs per day). In autocross, looking ahead and judging how much speed you can carry, and how much braking is required for each corner is much more difficult, but this answers a question I've been wondering about for a long time. Thank you again and I look forward to the next video. 🙂
@@mitchlewis535 Hey thanks! I actually started with autox too! The caveat of my answer is, what I said typically applies to "plain vanilla" corners, and in autox, that's rarely the case. Autox is typically filled with compound corners and high grip variance - far from plain vanilla. But the same fundamentals apply - to know the optimal line though a compound corner, a driver must know how to figure that out for a plain vanilla corner.
@@LastTenth We have some corners like that frequently. We can them "turnarounds". They are tight 180-degree corners. Thanks!
And then we have corners where all the "normal" racing line rules go right out the window, such as Turns 2 and 9 at Hallett...
I'm not familiar with Hallett. Yeah, there will always be fringe cases, especially when it is a complex, but for the most part the line should be as straight as possible, whilst using as much room as available for acceleration.
Tire width = a tenth??? This explains everything…. Lol
LoL. Pls share your stories.
when you think about it, that is exactly how aliens get those insane laptimes, they put it right at the last millimeter before exceeding track limits, in every corner, on every lap. i think i need to slow down to become faster, pushing to hard and making those costly mistakes doesnt help with muscle memory and hand-eye coordination.
I agree. It's always very easy to overdrive. I often set the best laps when I'm not trying that hard - laps I couldn't repeat no matter how hard I tried...