A number of the myths on accelerate (I.e. back to throttle) early may have overlooked the real importance is to get to WOT early, even if that requires a little more patience mid-corner.
In addition, if one overslow during corner entry, one can often be back on throttle sooner, but that may not make up for the time already lost.
The real question to ask, IMHO, is how to get steering angle open as early as possible for corner exit.
Couldn’t you say ‘It depends…’ for some of these? I can certainly say in my situation that more seat time has not necessarily made me better. I hired a coach for that. :)
My thoughts on driving line based on reading a lot of sim racing data on various tracks, in different cars, and by many fast drivers: for the vast majority of the corners, there is indeed a single line that allows the fastest time. In addition, that fast line is surprisingly consistent across cars of different power, grip, and drivetrain layout.
What is not consistent is how driver PERCEIVE the line that they intended to drive. Take two extreme examples: if car A has so much grip that it corners on rails, driver A will steer along the "ideal" line and the car follows, but if car B is lively and loose, driver B will have to turn-in early, throw the car towards an earlier apex, yet with finely coordinated brake release, the car will slip and rotate and END UP on the ideal line as a result.
A very similar myth occurs regarding braking point. I have heard driver talk like they brake 50 feet later than I do. But when I look at data, we brake at the same spot. The difference, again, is how driver PERCEIVE where they brake - some think of the point they get off throttle, some think of the point they begin apply brake pressure, a few think of the point they reach maximum brake pressure.
5. Softening the front anti-roll bar/springs will reduce understeer; softening the rear anti-roll bar/spring will reduce oversteer.
My initial thought is this is not a myth. However, the more I think about this, the more I realize this is not a simple question. There is an engineering answer, and there is a driver coach answer.
From engineering stand point, softening anti-roll bar/spring will shift more grip towards that end of the car. The "why" is not easy to explain well - I was once called out for giving a plausible but wrong explanation. In any case, a relevant follow up engineering question is how does anti-roll bar adjustment affect the total grip once the car reaches steady cornering state. At worst, fixing car balance this way could undesirably rob mid-corner speed.
From driver coach stand point, the first thing to pinpoint is whether that understeer/oversteer is chassis characteristics or driver induced. Because if it is the latter, fix the driver, not the car!
I really like approaching something like this from various perspectives (engineering and driver). The reason I listed this is because softening the front does NOT always generate more front grip and reduce understeer. It's possible for the car to roll too much, and there could be too much camber change that actually reduces front grip; also, more roll often reduces aero grip (because a splitter or bottom of the car was generating downforce and is now less flat in relation to the track surface). Sure, softening the front helps more often than it doesn't, but there are times when stiffening the front will reduce understeer. The less-than-obvious stuff is what makes this sport so much fun!
Ross Ross Ross, I love that you are relentless at encouraging us to think and ask why? For me sometimes the "most important" corner question is which one holds the most potential at this stage in my development (or certain conditions). Myth busters not, a while ago I checked a driver out to solo. When I asked why they stayed tight coming out of 10, they replied "that's what my instructor taught me". I found the instructor and asked why they were teaching staying tight exiting 10. They said "that's what my instructor taught me". Hmmm, I almost asked why are you guys not asking why :).......Hmmm, my theory, or perhaps a myth in the making, 100 years ago when certain cars had a terrible time with snap oversteer, maybe staying tight exiting 10 turn gave you a better chance of surviving turn 11???
A number of the myths on accelerate (I.e. back to throttle) early may have overlooked the real importance is to get to WOT early, even if that requires a little more patience mid-corner.
In addition, if one overslow during corner entry, one can often be back on throttle sooner, but that may not make up for the time already lost.
The real question to ask, IMHO, is how to get steering angle open as early as possible for corner exit.
Now in my 70’s I have had to re-evaluate most of the “Myths” you’ve listed. I now have just 2….
1). On any given day & lap, the quickest driver does everything based on training/experience/conditions it takes to record the lowest lap time.
2). Reading ‘Driving lessons’ always helps me to evaluate what I believe to be true, and often can either validate, or challenge my beliefs!
Keep it up Ross!
Mostly left foot braker, rarely quickest driver, trying to be a better coach-Jim
Couldn’t you say ‘It depends…’ for some of these? I can certainly say in my situation that more seat time has not necessarily made me better. I hired a coach for that. :)
My thoughts on driving line based on reading a lot of sim racing data on various tracks, in different cars, and by many fast drivers: for the vast majority of the corners, there is indeed a single line that allows the fastest time. In addition, that fast line is surprisingly consistent across cars of different power, grip, and drivetrain layout.
What is not consistent is how driver PERCEIVE the line that they intended to drive. Take two extreme examples: if car A has so much grip that it corners on rails, driver A will steer along the "ideal" line and the car follows, but if car B is lively and loose, driver B will have to turn-in early, throw the car towards an earlier apex, yet with finely coordinated brake release, the car will slip and rotate and END UP on the ideal line as a result.
A very similar myth occurs regarding braking point. I have heard driver talk like they brake 50 feet later than I do. But when I look at data, we brake at the same spot. The difference, again, is how driver PERCEIVE where they brake - some think of the point they get off throttle, some think of the point they begin apply brake pressure, a few think of the point they reach maximum brake pressure.
5. Softening the front anti-roll bar/springs will reduce understeer; softening the rear anti-roll bar/spring will reduce oversteer.
My initial thought is this is not a myth. However, the more I think about this, the more I realize this is not a simple question. There is an engineering answer, and there is a driver coach answer.
From engineering stand point, softening anti-roll bar/spring will shift more grip towards that end of the car. The "why" is not easy to explain well - I was once called out for giving a plausible but wrong explanation. In any case, a relevant follow up engineering question is how does anti-roll bar adjustment affect the total grip once the car reaches steady cornering state. At worst, fixing car balance this way could undesirably rob mid-corner speed.
From driver coach stand point, the first thing to pinpoint is whether that understeer/oversteer is chassis characteristics or driver induced. Because if it is the latter, fix the driver, not the car!
I really like approaching something like this from various perspectives (engineering and driver). The reason I listed this is because softening the front does NOT always generate more front grip and reduce understeer. It's possible for the car to roll too much, and there could be too much camber change that actually reduces front grip; also, more roll often reduces aero grip (because a splitter or bottom of the car was generating downforce and is now less flat in relation to the track surface). Sure, softening the front helps more often than it doesn't, but there are times when stiffening the front will reduce understeer. The less-than-obvious stuff is what makes this sport so much fun!
Beginners should not be taught to trail brake into corners. FALSE
Late apexes are safer. SOMETIMES
There’s a racing line and there’s a school line. FALSE
The school line is safer. FALSE
Softening the front anti-roll bar/springs will reduce understeer; softening the rear anti-roll bar/spring will reduce oversteer. MOSTLY
The overtaking driver should be responsible for making a clean/safe pass. MOSTLY
Never coast. FALSE
In slow, out fast is always the fastest. FALSE
Late braking is the key to improving lap times FALSE
The most important corner is the one leading onto the longest straightaway. MOSTLY
Smooth is fast. MOSTLY
The driver who begins accelerating first will be the fastest. SOMETIMES
More seat time will make you faster. MOSTLY
Visualizing will help you go faster. TRUE
A new set of tires is the key to going fast. SURE HELPS
A fast driver can teach you a lot. TRUE
Heel and toe downshifting is not important. UNLESS YOU HAVE A CLUTCH PEDAL
Left-foot braking is the key to being really fast. FALSE
There is only one line around a track. FALSE
All your braking should be done in a straight line before the corner. ONLY IN THE FAST ONES
The best drivers never lose their focus. FALSE
The best drivers were born with more talent than everyone else. PROBABLY
Friends don’t let friends early apex. FALSE
Winners are ultra-competitive by nature. MOSTLY
The sooner you start accelerating, the faster you’ll be. MOSTLY
Always brake as hard as possible. FALSE
You should always be on throttle by the apex. FALSE
Did I pass?
You pass! In my opinion...
All of them can be false as I see it.
Ross Ross Ross, I love that you are relentless at encouraging us to think and ask why? For me sometimes the "most important" corner question is which one holds the most potential at this stage in my development (or certain conditions). Myth busters not, a while ago I checked a driver out to solo. When I asked why they stayed tight coming out of 10, they replied "that's what my instructor taught me". I found the instructor and asked why they were teaching staying tight exiting 10. They said "that's what my instructor taught me". Hmmm, I almost asked why are you guys not asking why :).......Hmmm, my theory, or perhaps a myth in the making, 100 years ago when certain cars had a terrible time with snap oversteer, maybe staying tight exiting 10 turn gave you a better chance of surviving turn 11???
What track?
Sebring
#3 It depends - on who is running the school. They may be the same.
I feel both exposed and validated.