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That's interesting. From almost 25 years ago, I've always known it as Mo(e)sport. Mo(s)sport wasn't something I've heard until I returning to Canada. I always thought Mosport was short for Motorsport.

I just had to figure it out. A quick google yielded this: canadiantiremotorsportpark.com/pages/history#:~:text=In%201958%2C%20the%20British%20Empire,to%20the%20new%20business%20enterprise.

That's so kind! Thanks for subbing!

I've never been to Driveteq nor know anyone who instructs there, so I can't comment on them nor their instructors. This may be an unpopular opinion, but over the years I've learnt that there is a camp of instructors that teach things exactly as they were taught, without ever questioning if it's in fact true, or the reason behind it being taught. Back in the day, it was all about smooth is fast, late apex, slow in fast out, do all your braking in a straight line - I was taught all those things and all of which I (now) disagree with, when the goal is the fastest lap. I suspect all those ideas were intended for safety, as I see how they would allow a novice driver to be more safe. I do want to be clear that I'm not encouraging anyone to go start jerking the wheel around, nor saying instructors shouldn't impose limitations and restrictions on the driver because of various reasons. An instructor's first priority is safety, then education. Pace is sometimes not a consideration at some events or for some instructors. That said, there is some truth to "If you have to make corrections you lose time". At the same time, if you don't have to make any corrections, then you are almost certainly not at the limit of the car. There's a lot to unpack here. While smooth IS fast because of how tires work, drivers cannot be perfectly smooth, if they are to maintain being at the limit of a car, through the entirety of the corner. The fastest drivers will be able to 'ride' that limit of grip, with the smallest, but likely frequent, corrections. I should also be clear than in this context, when I say corrections, I am referring to adjustments, rather than counter steer.

@@LastTenth They are for sure firstly their to make sure you have a a safe time and leave with your car. Absolutely agree and I will never argue with that. And ya, it's ok if unpopular, it really seems like there is that crowed of older gentlemen who will stick to their methods. Either way, thanks for the response and this track tutorial, it's going to be an immense help for me next time I go. But I will still listen to the instructors for the safety and also because I'd rather just do that than have to deal with another frustrating time of being talked down to on my driving style : p again, thanks for the response, cheers.

Most certainly! Thanks for the interest. I'm working on a view videos right now, I'll put something together right after.

@@LastTenth Thanks so much!

It's not an easy mistake to fix. Instead of trying to completely fix it, focus on improving it (initially). Try to make the dips shallower, and shorter. Also, try under-braking the car to get used to how it feels, and then slowly add heavier braking.

Yes it can be in select cases, if drive torque is too 'peaky'.

Thanks! 😃 Which one did you see?

We both got a warning and moved on. I spoke to the driver after and he said he's fronts have been starting to give up leading to that moment.

They're obvious enough it seems 😆

Thanks for the warm welcome! I have 2 videos in the works and ready very soon; a little different that previous videos, but they were kinda done spur of the moment.

That's an interesting idea. May be I can do a video on how I self analyze my laps.

And when should a driver finish trail braking...? What about when there's no braking involved, or the corner requires coasting?

Thanks for sharing! Has this helped you change your routine?

I've been in single class 60 minute races with 30-40 car grids where I podiumed without racing anyone (compromise my line) the entire race, outside of the race start. In single class races, I would say racing happens a very small fraction of the time. Regardless, the point isn't so much about running the "perfect line", it's more about applying these principles to minimize lap times

@@LastTenth thanks that makes sense!

Currently I exclusively coach in iRacing and ACC.

I teach my students a technique I call grip test.The jist of it is to apply a stimulus to the car and see how it responds. Based on the response, you will know if you are under or above the car's grip 'limit'. Being such a fundamental skill, it's one of the things we work on quite early on. I'll try to make a video on it in the future. It makes more sense when explained with some theory and practice.

@@LastTenthэто будет наверно самым полезным в мире обучающим видео о сим рейсинг.

Thanks! Which organizer are you going with?

@@LastTenth infinite- this coming Monday

Oh Darren's group. Great group! Have a smooth day!

@@LastTenth having done my track day on Monday (half day dry, half day in rain), your comments about following the new (black) pave really helped)

@@keithrichards-io5db That's awesome. I'm glad the video made your track day better! I have a video on rain as well, if you haven't seen it.

Thanks so much! I could try in the future. I'm not sure I know Bogie well enough at this point to do it. Plus, I'd need to do a track walk to recon and gather pictures etc.

yeah I often find myself 'under' braking when I'm on public roads. Weird...

Yeah all those years of just doing it from a very young age, to the point they just instinctively know how to do it (correctly), sometimes without really knowing what they are doing.

Hmm... I guess Verstappen just isn't elite enough... ruclips.net/video/Mz7xA77rP3c/видео.htmlsi=Ziffq4y4ia3W0QFq And neither is Hamilton and/or Russell... www.mercedesamgf1.com/news/formula-one-brake-systems-explained "Drivers ramp up the braking as the weekend goes on, using practice to really find the limit. They'll start off conservatively, before pushing deeper and deeper into the corner until they find the right marker to begin applying the brake pedal."

This was a bit of an experiment, and different that the other videos you see. This was a blackvue dash cam, with a gopro mounted on the helmet's chin.

In the sim, they still have the old laser scan, with grass and everything.

I can see why it easy to mix this up. Yes WHEEL torque is what's important when thinking about acceleration. When power is higher, there is going to be some gear ratio that will allow the powertrain to produce more wheel torque, at some given speed, even if engine torque is lower.

That's a great question. I've heard various explanations. I haven't thought enough about it tbh, but what I've read is i) it's because of rubber's viscoelastic properties, ii) and because tires are round and when you add load, it gets harder and harder to fully deform to a flat ground.

Great question. For one, a longer wheel base will result in larger turning radii for a given steering angle. Said another way, it requires more steering to maneuver a corner than a short(er) wheelbased car.

Hey thanks for Checking in on me! I've just been super busy. I may have a teaser on what I've been working on. I'll post something on the channel. As for the videos, it's just increasingly difficult to find time. I think if I can find an editor to help me, I can do a better job of getting videos posted...

I don't remember which are the free ones, but Road America and Rovals are good choices for that.

You're racing in Varac? Very cool!! I have a friend who does/did it. I'm actually there tomorrow.

LoL thanks! But that wasn't me. It was a friend and fellow instructor who was willing to share the footage. But you're right about even you not being able to see it, which goes to show how snappy the car gets when we cross the dry line. BTW, I actually started this hobby in a subaru during the McRae era! 😀