Telemetry – you suck at racing

Telemetry – you suck at racing
always since I started track drive, some 6 years ago, I ’ ve watched video recording of people driving Thunderhill. It ’ s the closest track to me, and besides my favorite ( the West side is actually my favorite, but the East side is near the circus tent of the number ). In the begin, I was just trying to learn the track. Later, I wanted to see how my lap times stacked up against other drivers. nowadays, I chiefly watch to analyze driving proficiency .
When watching videos at Thunderhill, I like to focus on Turns 1-3. Each turn exposes particular driving errors and the entire sequence from the column to the apex of T4 is under 40 seconds .
The television I have for you today features Cliff, a coach with Audi Club. His YouTube groove features a video from 6 years ago with HoD A and S stickers, so it looks like he got start lead driving around the lapp time as me, or possibly earlier. Cliff is driving a 2015 Golf R with a shitload of upgrades. The Golf R has 292 horsepower stock, and the degree 1 tune upgrades this to over 350 horsepower. The car besides features Ohlins suspension, StopTech brakes, and 200TW arctic. The cable car is by rights built for traverse duty. The description of the video recording says it ’ s his fastest lick of the weekend. The video doesn ’ thymine feature of speech a lick timer on filmdom, but from the video timestamps I estimate 2:13.9. Seems like he should be able to go faster. So let ’ s dive in and see if we can figure out why .
Watch the video and then follow along below.

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Some of the things I like about this video recording are the picture timbre and overlays. It ’ s excessively badly the television camera international relations and security network ’ t mounted inside the car, because it would be bang-up to get an mind of what the driver is doing. Given that most overlays don ’ triiodothyronine prove steering data, it ’ south useful to watch the driver ’ s hands to see if he ’ mho fighting understeer or oversteer. I besides like watching shifting technique. Oh well, not today .
One of the most utilitarian tools for analyzing drivers is a rush trace. Ideally, your data acquisition system updates at 10 Hz or better. Phone-based apps like Harry ’ s Lap Timer or Track Addict typically record at lone 1 Hz unless they are provided with an external antenna. Since I don ’ t have data for the lap in the video recording, I made my own by recording the travel rapidly of the cable car in 1 second intervals using the video timestamps. This provides a low-resolution speed trace ( blue sky ) very exchangeable to what you would see from a earphone app. I ’ ve besides drawn a theoretical accelerate trace based on my own resource, which I ’ ll discus below .
Telemetry – you suck at racing

Turn 1

In the first few seconds, you can see a major trouble. The speed trace has a very round top. The car is coasting into the brake partition. I don ’ thyroxine actually subscribe to the phrase “ you should always be on strangle or brakes ” because people who hear that think it means 100 % accelerator or 100 % brakes. And there are besides instances when coast is actually appropriate. But 2 hale seconds of coasting on the chief straight is not one of those times. The amount of meter lost is only a couple tenths, so it ’ s not that big a bargain in terms of lap times. But it is a big deal in terms of technique. One should drive the car all the way to the brake partition .
The future thing to note is the deceleration. It ’ s not very exorbitant. A car with 200 TW tires can decelerate at 1.0g. From observing the G-meter, the car never gets conclude. It spends most of the time at less than 0.5g. Technique-wise, I besides brake more lightly in high gear speed corners. My mentality is that I ’ thousand trying to set the corner amphetamine at a specific respect preferably mash the pedal. But the brake here is just besides timid. Looking ahead at early corners, he appears to constantly brake lightly. The cable car and tires are adequate to of much more .
The final thing I want to point out is the location of the apex. This is the black arrow. The slowest function of a corner should be before the apex, not after. He ’ mho coast through the corner trying to hold speed. In the overuse phrase “ in slow, out fast ”, the in slow happens before the apex and the out fast starts occurring a little before the apex. here, the decelerate is even after the apex.

Turn 2

Like T1, there international relations and security network ’ thyroxine enough commitment to the brake pedal in clock or pressure. But the overall shape is pretty dear. I see a lot of drivers mash their brake pedal and over-slow the car. not therefore here. He ’ randomness using the brakes to set his amphetamine, and then he drives through at the accelerate he set. Good .
unfortunately, the mid-corner speed of T2 on 200TW tires is not 61-63 miles per hour. Looking back at some of my data, I drive a couple miles per hour faster in the decant rain or when joking about on 185/60/14 Douglas Xtra-Trac II tires ( $ 38 Walmart tires with a 420 treadwear rat ). On a dry track with 200 TW tires, I ’ thousand around 72 miles per hour. Why is he driving so far under the limit ? probably because he doesn ’ t like the feel or phone of sliding tires. Tires are supposed to slide a little on racetrack. That ’ second where the optimum grip is. Driving a skid car can be uncomfortable if you ’ re not used to it. The way to get used to it is to do it .
While T2 is a carousel with a ceaseless radius, it is about never the shell that one should drive a changeless radius. On a long corner like T2, you should use the first base half for braking and the second half for accelerating. You may be slightly slower on the direction out of the corner, but you gain a set more by using the first half as partially of your brake partition. Since there ’ s such a short-change straight from T2 to T3, it ’ s better to take this as a duplicate vertex preferably than single .

Turn 3 and Turn 4

T3 is catchy because it ’ s off camber. There are a lot lines through the corner, particularly when racing bicycle to wheel. Although Cliff ’ s overall clasp level international relations and security network ’ thyroxine where it should be, the human body of the amphetamine graph is just finely .
T4 is a typical 90, so the minimum speed should be before the vertex. hera, like in T1, the minimal rush is actually after the vertex. If you ’ ve got a car with 350 horsepower, you should use a drive line that optimizes the exponent of the vehicle. That means getting the brake and turning done early so you can throttle on a directly line. This is doubly true for FWD cars .

Rant on

It ’ s not very Cliff ’ s fault that he under-drives his tires. The einsteinium in the HPDE system is wholly break. If you haven ’ thyroxine read “ Optimum Drive ”, by Paul Gerrard, I highly recommend you do. He talks about how backwards the HPDE system is. I won ’ thymine repeat that hera. Go get his book. Paul besides says that if we want to solve a problem, we need to get to its root. The problem international relations and security network ’ t that Cliff coasts into brake zones or drives at 0.8g. The trouble is that he ’ s not comfortable driving a slither car. Fix that problem, and all the symptoms go aside .
What ’ s the first moral we normally teach new students ? The racing telephone line. As if that fucking matters. The trace is a resultant role of optimizing clasp. Teach drivers to feel bag and the race line will follow. The reverse international relations and security network ’ t true. Fuck the fucking race line. I ’ five hundred much rather take students drive in the middle of the track. There ’ s less find they go off chase and roll or hit something .
When drivers get comfortable just under the limit they reach a operation tableland that ’ s hard to break through. And the better they get, the hard it will be to unlearn late. Stability dominance, muggy tires, and 500 horsepower monsters all conspire against acquiring actual skill. But the students show up in Hellcats and Vipers, and I ’ thousand not getting in the right seat of one of those things without nannies.

If you truly want to get better at driving, you have to have the right environment. Thunderhill in a 500 horsepower giant is not the right environment. The consequences of crashing at 130 miles per hour are precisely besides bang-up. There ’ sulfur a reason that the Kenny Roberts school is on dirt and why the Skip Barber school uses all season tires. Learning car control is safest when tires are slippery and speeds are low. Simulators are cheaper and safer still .

Rant off

On the early hand, not everyone needs to be a driving ace. Lots of people enjoy listening to music. Fewer people play music. even fewer compose. If person is having a big time driving around a track at 6 tenths, do they very need to turn it up to 8 or 10 ? As a coach, my # 1 priority is safety. The # 2 precedence is to make sure the student is having a great time. For novices that credibly means teaching them the racing agate line and “ advanced techniques ” like heel-toe shift. As students graduate to intermediate and advanced, they need level-appropriate education. And equitable like with music or anything else, the lessons become less harbor and more influence. Drivers who didn ’ thyroxine start with a foundation of car restraint will take longer to reach whatever charge they are trying to attain because they will have to unlearn a bunch of bad habits along the way. Who cares ? It ’ randomness precisely time, and last I checked, time on track is a batch of fun .


personally, I ’ m truly conflicted about driving education. I securely believe that car control is the only thing that matters, and if I ran a drive school, it would be largely drills on a skid embroider or simulator. however, I besides believe that arsenic long as drivers are safe, they should do whatever optimizes their fun. If I ran an HPDE constitution, we ’ vitamin d do burnouts, drifts, jumps, and of course, the rush line .

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Category : Car Brakes