Mid-engined Lotus track spin! What, why, how?
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- Опубликовано: 23 авг 2024
- #midengine #spin #lotus
Should you use kerbs or not? If you do, the corner arc is greater so you can carry more speed through the corner. But the kerb will often upset the car, and in the wet kerbs can be slippery. So, should you use them or not? It all depends on the kerb, your car, and you. Here's an analysis of me deciding whether to use the kerbs or not...and the answer in this case was 'not'
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I spun my mid engine manual car on the road during slippery conditions and hit a pole. I need to learn how to not spin it. Thanks for the tips
Haha, nice work. You sure need quick hands in a Lotus Elise/Exige (or pretty much any mid engined car) to keep it under control (kind of) when the back lets go. Your summary is right. Too hot turning in to left hander and then you decided to press on with entry to the right hander despite being off line, hence a 2nd too sharp weight transfer, clipping kerb and there you go. Well done on smashing down on brakes to keep it off the wall most importantly.
I find that rear tyres are critical to keeping a Lotus happy on track. If they're not the right tyre and also relatively fresh (not heat cycled out), then they hang on well. Otherwise they're very unpredictable. There's a video on my channel somewhere of the back snapping sideways for no reason I can see at all, thanks to AD08R tyres that were past their prime!
Like your work, keep it up!
Great vid - I love to watch spins and ooops videos (if safe and no damage of course). I also post up spins I have witnessed or participated in - although without and tutorials. ;) thx for posting and keep safe out there!
28 years driving mid engine, I still spin out if pushing too hard. Though I will state it is not snap oversteer, that's a internet myth. Driver error. But it's fun AF.
Excellent video again Robert, and excellent display of driver awareness and skill.
I don't have either your experience or aptitude in this area by a large margin, I do have some experience with icy conditions, just not sure how well they translate since the ice slows everything down a bit.
The correction after T1 was exceptional.
In my experience on snow for instance, waiting to see feedback from the vehicle of the steering correction is often too late.
Often it would be a quick dose of opposite lock without the car seemingly doing anything at all, then back to a more neutral steering angle to meet the back-end.
But with the grip of the tarmac, who knows where the car would end up.
All in all, great job and great save.
Hi Robby - very good and interesting points you make there. I don't think very low grip surfaces such as ice require the same technique as higher-grip surfaces. Things happen at a lower car speed, and often the rotation of the skid is slower too. I do feel you need to wait for any car to at least stop rotating before you apply a correction...otherwise the 'correction' simply adds to the problem. An interesting subject, thanks.
@@L2SFBC
I agree it is quite different. However the correction did look like it had some similarities I have encountered.
Here is a vid of a rally car on snow, he does what I tried to describe around the 30 second mark. Steering inputs without waiting for the car to react fully before going back to neutral positions. ruclips.net/video/iLiy4gp4TyY/видео.html
I do realize these driving styles aren't translatable, but it is indeed an interesting topic.
ah yes I see your point - I don't suggest waiting for the car to come back to neutral, that's far too late. But the correction cannot be before the car stops rotating. The driver is feeling tiny changes before the camera even picks them up...been there on dirt and even on track.
Great filming and editing to clearly show the issue. I would have believed you had you said you did this intentionally to illustrate the point. ;-) It did look like some ripple on the first curb upset the car, the correction from which compromised the line too much to negotiate the second curb without a lot of difficulty. Thanks for the instructive AND candid video.
hah no it was NOT intentional!!! but, I hope others can learn from my error. There will be more, including my biggest ever mistake which I've taken a few years to come to terms with and actually document.
DK in his old video demonstrate that for MR and RR car, the driver need to catch it immediately unlike in FR car.
Looks like the Lotus have little margin for error... But that is to be expected of a small light mid engine car ;)
Yes!
If you are going to go off-road, you of all people should know to drop your tyre pressures! :)
How you kept it off the armco is a miracle. Locking the brakes should have washed off rotational motion of the vehicle, so was that why you locked the wheels up at that point?
if you lose control of a car, you should ALWAYS lock the brakes as that way the car tends to continue in the original direction which is often safest. Not locking the brakes tends to lead to the car spearing off in some random direction. More here : ruclips.net/video/kQ5leWLp65I/видео.html it wasn't a miracle I kept it out of the barriers...it was training and knowledge, something I strive to achieve on this channel. Same deal for oversteer recovery and everything else. "Luck" is bred by knowledge and training in my view. That was only the second time I've ever spun any car on track (well, racing aside) and it's more knowledge/practice than talent. But, motorsport seems to rely on "she'll be right" attitudes as we say here in Australia. I challenge that - learn, understand, apply!
@@L2SFBC Absobloodylutely.
Locking the breaks makes you continue in the direction you are going, it is a last resorts to have some control of where you are heading when you are spinning and have lost control.
Hey can you do a video on the “pull pal” or sand anchors in general.
I've found them not to work
@@L2SFBC I’m just putting together my truck for some small beach adventures out here on Long Island so I’m glad you told me before I get one
Have a look at my beach/sand recovery videos. I have done quite a few. In my view, all you need is 4 traction ramps, a shovel, and a tyre pressure gauge. An interesting comment on a trackday video btw :-)
You tried to cheat to the apex on t1, which you came in to shallow compromising your line into T1, then you added more lock to get it to bite thus initiating understeer, you then added more brake to adjust and caused an oversteer moment. If you had just admitted defeat at that point and didn't try to hit the apex of T2 you would have been slow, but you wouldn't have spun. Since you had already caused a polar moment after T1, you had already unsettled the car and had basically no chance of catching it with how aggressively you turned into T2.
Next time try braking deeper into a T1, and only add steering in one fluid motion, try not to take bites at the corner. In short wheelbase cars like the Elise, these 'bites' cause small upsets to the cars balance thus making it more likely to induce oversteer at the limit. Mix that with the polar moment of inertia of these little guys, they are very hard to catch once they start to go. The Kerbs basically had nothing to do with your spin, they just amplified an already compromised line and technique.
Thanks...read that twice and don't agree. I felt the car unsettle as I hit the kerb. Every other lap was fine. In some cars I can get away with a bit of kerb but not that time.