The draw is closed. Please check the community posts (ruclips.net/user/LastTenthcommunity) to see if you're a winner! If you have not entered, you can still comment what you could improve the most and I can respond to it. It also helps me understand what videos I could make for you!
Great overview! I'm really working on my braking, still need to learn how much to apply, when to coast etc. Getting better but could definitely use the course!
Thanks for your comment. I just did a coaching session with a driver working on his braking. It will be a new series of videos where I coach almost solely using telemetry. I'm not sure when I'll put that video out but if you enjoy any of my other vids, feel free to subscribe/notification so you don't miss the video!
Love your videos man, keep it up! I really enjoy how technical you get, it really helps my understanding. Right now I’m trying to learn trail braking, and I also really need to focus on consistency. I can set fast single laps, but not consistently over the course of a race.
Thanks Forrest! There are two things that helped me with consistency in race. The biggest one was that I stopped trying to set fastest laps. Try driving just shy of trying to set a new pb and see if that helps. The other was having accurate markers and visual references for every corner - that's on my to-do list of videos. Hopefully it can help you when I put it out!
I've been sim racing for 10 years, never even thought about light hands on straight line braking. Great advice! I always have trouble with very tight corners especially hairpins, tracks like COTA and Motegi are the worst for me.
@@LastTenth i think i'm okay on entry but i feel like I'm not getting enough rotation at apex. I'm guessing my trail braking technique needs some work.
It's hard to say without looking at the data or watching you drive, but have you tried lingering on the brake a fraction of a second longer. Are there any difficulties that stop you from doing that?
Tuesday I was working on my vision and trying to keep up with you. Friday I was working on my trail braking to introduce rotation, as well as trying to keep up with you. Sunday I was sick of trying to keep up with you.
Your videos have really resonated for me, thanks for all you do. The biggest single difference symptom comparing my laps to faster team mates in the same car comes down to minimum speed in slow and medium speed corners. I need to figure out why I'm often a handful of mph slower and how to fix that. I can get within a percent or two in lap time of properly fast team mates and pro reference laps but figuring out how to find those last little bits of time is proving a tough challenge.
Looks like we have the same problem Mark! I find that when I lose time, it's often mid corner, right at the min speed, where my speed trace is more "v" shaped versus a more "u" shape that pros seem to have. What's worked for me is intentionally letting off the brake just a fraction of a second earlier. It seems to allow me to roll that extra few km/h through the apex. I'm still working on doing that more regularly.
@@LastTenth That's an actionable tip -- will give it a whirl, thanks! FWIW, I've also been looking at line comparing me to faster people -- not so much for where to put the car as for where they are getting the most turning done. Inverse corner radius (a.k.a. curvature) seems like a good metric for this. My thesis was that the symptoms might come from not using as much rotation as faster people; particularly in the right places. Of course how to deliberately generate and controls that...well still working that problem ;)
Another metric you can use is yaw rate. Both yaw rate and inverse radius should peak at min speed, so if it's ways off, it's something to look into. As for getting that rotation, it depends on which phase of the corner requires more rotation, but from the driver perspective, it's really just load transfer. Setup-wise, it could be brake bias, diff settings, dampers, rake, aero, among others...
Yes, I see what you mean. Although I don't trust yaw rate as much for line analysis this way because it may vary with the amount of slip you have going (ask the drift crowd ;)). Looking at recent data, the pattern in curvature seems to be I have a little less in the middle part of corner entry and my peak curvature seems higher (so corresponds to the slower min speed) later in the mid corner.
They're really describing different things. The curvature tells you how much your turning the path of the car - and it sounds like you're saying you need to get more turning done earlier. The yaw rate describes rotation which tells you how quickly you are turning the orientation of the car. As you can see one is time dependent and the other is not. Rotation can help you change the curvature of the path - all else equal, more rotation increases the car's acceleration's directional rate of change, relative to the ground at a given moment, which result in higher future curvature. For the same amount of slip angle, more yaw rate will increase the curvature of the path. Also for a given curvature (or corner radius), a higher speed will naturally require more yaw rate to, say, maintain neutral steer. Curvature is really just the result.
Trail braking! Whenever I have a good corner I can feel the advantage, but sometimes if my car is in the sweet spot for the setup it feels like I lose all my cornering speed. Like trail braking is slowing my car too much. Mentally I think “I must brake later in order to keep a trail brake going” and then usually end up in a bad spot.
Yet another great video thanks! I would say the area I need the move improvement is the feet to hands coordination and operating them independently. I tend to let off the brakes too fast when trying to trail and I just can’t seem to find a way to practice that properly. I feel like… I don’t feel the car so I lose time every time by not trail braking and braking too early. Would love to see more videos on that topic!
@@LastTenth That's pretty much what I can narrow down to. I own the Heusinkveld Sprints pedals and I have it calibrated well on Windows when I check the their software. I just tend to release it too quickly from what I've seen, I see the brake bar red (I primarily race in ACC) and I'm just not that consistent with the release as far as being smooth on it. Thanks for the reply!
Great promotion! I have noticed in my last few races that while I can brake late and trail brake well, I am not transitioning from decel to accel soon enough.
@@LastTenth that could be part of it. I've tried long and light braking as well. I think I'm just hesitant about getting on the power and coasting too much. It's less of an issue in the low powered cars.
Braking in the 911 cup car. Over my first season in the car (and last, I had to take a break last season) I lost nearly 1k IR because of errors braking, locking up and running wide.
If you haven't seen this video, perhaps it can help. ruclips.net/video/UK2sl0Po-1I/видео.html Technique wise, there's not much aside from putting time into purposefully practicing threshold braking. Start with low speed brake zones and concentrate on achieving the highest brake pressure you can w/o locking the tires, and ignore your entry speeds. Also, make sure you take track conditions into account.
@@LastTenth when following closely behind others my mind seems to be too worried about when they're going to brake and I think this makes me miss my brake markers if I'm paying too much attention or I brake way too early.
@@MaYh3MM I think braking too early is fine, you can always vary the brake pressure to manage that physical gap between the cars. You can also move the car slightly over to one side so that a) you have may get slightly better visibility b) have a better escape route if you find yourself heading into the lead cards bumper. These are some things that's worked for me.
I overbrake into slow and medium speed corners. Loosing time on corner entry to apex. This is almost always where I see me loosing time to faster drivers.
@@braun987 One thing that helps me is I use the delta to get an idea of whether I'm decelerating too quickly or not enough in a brake zone. Perhaps you could use the delta as a yard stick to practice decelerating marginally less in a brake zone?
@@LastTenth execution! :) I usually have a feeling that i break too early, often proven by vrs telemetry, but when I try to delay it I usually end up being slower.
@@GrzesiekTylenda When you brake later, are you getting the same deceleration as the reference lap? Maybe you can show me your data? You can reach me on my discord server - discord.gg/FbCsWMbAv4
Corner entry speeds, and well, naturally braking. On some tracks I can nail it, while others I am very inconsistent. And I can't push, my race speed is the fastest what I can do without taking myself out. It's not uncommon to have my avg race lap times be faster than my quali lap...
Then that likely means that marker is at the right place for your level in the car you're driving for the given track conditions. The fact that your quali laps are slower than your race pace suggests you're over driving. In a race, where are you losing time to faster drivers?
@@LastTenth Corner exits seems to be where I lose time the most. Could be that I've picked up bad habits along the way and my initial brake pressure is too light.
Are you on (full) throttle later than faster drivers, or have lower min speed, or both? If you want you can hit me up on my discord server and I can help you out. just go to discord.LastTenth.racing
@@LastTenth I am checking for example motec on a given turn in Watkins Glenn on ACC with alien times (same setup), braking at the same point and very similar trail brake but they can carry 3/4 km/h extra, if I do it I’m facing the wrong way or understeering out… on a full lap they achieve 1.42.6 and I’m stuck at 1.43.9 (I loose a bit of momentum every turn). I believe its due to their finer weight and rotation control, its like they rotate the car more, and load it better and they can extract so much more grip from the tires… generally I’ve seen that cornering speed is a common problem for people starting or not very fast (I started last November). The learning curve goes like learning a corner speed safe to not die, realise you can let go the brake earlier and accelerate earlier, then there is a great barrier to go any faster (the car is not trail braking enough and with a stable weight it can only, let’s say have 100% of the available grip), any faster and the car becomes uncontrollable, but it’s still far from the real limit. Took me 1 coaching and the coach was really good, immediately identified my problem. More trail braking, the weight loads the front tires way more, and pressed to the tarmac they actually grip for let’s say 120% keeping the car in there, at the expense of the back tires, that start to drift and rotate a bit (but unloaded so they’re actually helping the rotation to a certain extent) then my transition is a bit fragmented (I feather the brake and there is a bit of gap between that and the acceleration) and that weight loss in front means I can’t carry any more speed. So I need to be more fluid I believe and carry that controlled rotation a bit further, on the edge, and go on the throttle smoothly not upsetting the car and transfer the rotation from the braking to the acceleration… So hard to achieve 😂 then it goes the other way around, acceleration transfers weight to the back and back tires gain grip over and beyond their unloaded limit. I don’t know if it makes sense but it costs 3 to 4 km/h and in some technical turns even 8-10 km/h… anyway it was fantastic to free myself from the barrier of having a turn split in braking/turning/accelerating to a complete fluid action in which braking interlaces with turning and becomes acceleration aiming at a fluid gradual transition. That would be interesting to see in a video and I think many people don’t even realise that it makes so much difference…
It does seem like trail braking is a technique that many are struggling with. I'll have to think about how to put a video together. I can't remember who said this, but someone said that the primary job of a driver is to manage the load on the 4 tires. So yes, load transfer is a very critical element of a driver's skill and it's great that you developing this skill. As for why aliens seem to have more grip, this may help you: ruclips.net/video/g6UWye-StcU/видео.html Here is something else that may help you. It's not uncommon that a driver creates an artificial grip ceiling, and the more novice a driver, the lower the ceiling. One such ceiling is this: fast and repeated load transfers reduce grip. Whenever the load on a tire changes, it actually has less grip than if the tire had average but consistent load. That's the reason why softer springs offer more mechanical grip - it lessens the load variance on the tire. So if you can slow down the load transfer, and avoid transferring load back and forth, you can increase your grip ceiling.
@@LastTenth thanks! Really useful info and concept, now on every turn I’ll just focus in making it as smooth as possible, much better than just trying to do braking points and turn in points 😂 driving with a challenge to aim to! Great content your channel by the way, it helped me quite a lot in my road from very slow, knowing nothing about racing, to decent 😂 Thanks
Hey Jonathan. This will be a video topic at some point, but the key is to keep in mind the relationship between speed, distance, and time. Remember, the faster you go the more distance there is during a given time. For example, if you are 0.2s behind the car in front going down a straight at 200km/h, you'll be 11m behind the front that car. If you hold it at 0.2s when you both decelerate in the brake zone, say, to 60 km/h, you will only be ~3m behind the front of that car, meaning you will have punted him by more than a whole meter. When you follow a car, speed matters, so try to take an alternate line, or brake earlier.
I suppose you've already seen this video ruclips.net/video/xQLBBaf-3uc/видео.html as you already know the importance of maximizing radius. What you brought up is a tricky topic to address as it involves line theory. I'll have to think about how I can make a video for it. Thanks Mark!
2k is a pretty good level for new comers! Maybe I can help you identify your problems. If you'd like, just reach out to me on discord. discord.gg/FbCsWMbAv4
How to adapt to sim racing for real-world racers that rely on feel. Also it's a bit sidetracked and nothing to do w physics - for future episodes maybe talk about the psychology/mental aspect of winning races...
Thanks for the suggestion Marcus! What's worked for me when I made that transition is the use visual references. I've found that using markers is essential for me in the sim, and the more detailed I am with the markers, the more consistent I become. And when I bring that back into the real world, I've found that I'm better able to find time in corners because I have a refence point from which I am making changes.
Give this a try - don't try to brake at the perfect moment. Brake just before the perfect moment, and modulate your brake pressure to reach the desired speed you want.
I've find that many try to extract the last tenth out of braking, but that's really one of the last places to find time - they often end up compromising the exit which is much more valuable. I may be jumping to conclusions, but since you said you've done this for about a year, I would say your exit, throttle, and line is likely the long hanging fruit for you.
@@LastTenth yeah i get what u mean! I compare it with vrs and notice i take corners with lower speed and still be around the same time/ later on throttle. I need to dare myself to go faster hahaah
I have trouble knowing the limit of my breaking ( am i over the limit or not?) The code is not working any more as it seams? Do you have a new code for us?
Some cars will have indicators for abs activation or wheel lock, that will tell you you're over the limit. Also watch for the cars behaviour, FFB, and audio cues under heavy braking. There is lots of signal there to let you know that you are near/above limit. Can you try the code again, it should be fixed. Thanks for letting me know!
![Use Slip Angles to Corner Faster [TIRES EXPLAINED]](http://i.ytimg.com/vi/3WaO4wPgZiA/mqdefault.jpg)
![Use Slip Angles to Corner Faster [TIRES EXPLAINED]](/img/tr.png)
![Following a Car Closely [HOW TO]](http://i.ytimg.com/vi/EZVU0p7C4fw/mqdefault.jpg)
The draw is closed. Please check the community posts (ruclips.net/user/LastTenthcommunity) to see if you're a winner!
If you have not entered, you can still comment what you could improve the most and I can respond to it. It also helps me understand what videos I could make for you!
Great overview! I'm really working on my braking, still need to learn how much to apply, when to coast etc. Getting better but could definitely use the course!
Thanks for your comment. I just did a coaching session with a driver working on his braking. It will be a new series of videos where I coach almost solely using telemetry. I'm not sure when I'll put that video out but if you enjoy any of my other vids, feel free to subscribe/notification so you don't miss the video!
Love your videos man, keep it up! I really enjoy how technical you get, it really helps my understanding. Right now I’m trying to learn trail braking, and I also really need to focus on consistency. I can set fast single laps, but not consistently over the course of a race.
Thanks Forrest!
There are two things that helped me with consistency in race. The biggest one was that I stopped trying to set fastest laps. Try driving just shy of trying to set a new pb and see if that helps. The other was having accurate markers and visual references for every corner - that's on my to-do list of videos. Hopefully it can help you when I put it out!
I've been sim racing for 10 years, never even thought about light hands on straight line braking. Great advice!
I always have trouble with very tight corners especially hairpins, tracks like COTA and Motegi are the worst for me.
What kind of trouble do you have with hairpins?
@@LastTenth i think i'm okay on entry but i feel like I'm not getting enough rotation at apex. I'm guessing my trail braking technique needs some work.
It's hard to say without looking at the data or watching you drive, but have you tried lingering on the brake a fraction of a second longer. Are there any difficulties that stop you from doing that?
Tuesday I was working on my vision and trying to keep up with you. Friday I was working on my trail braking to introduce rotation, as well as trying to keep up with you. Sunday I was sick of trying to keep up with you.
LoL. I think on Tuesday and Friday you had a huge hardware disadvantage. Ironically, it was on Sunday that you didn't have any disadvantage!
You can say what you want about me, my driving and my hair, but don't you dare talk smack about The Batmobile!
why you gotta bring your hair into it...?
Your videos have really resonated for me, thanks for all you do. The biggest single difference symptom comparing my laps to faster team mates in the same car comes down to minimum speed in slow and medium speed corners. I need to figure out why I'm often a handful of mph slower and how to fix that. I can get within a percent or two in lap time of properly fast team mates and pro reference laps but figuring out how to find those last little bits of time is proving a tough challenge.
Looks like we have the same problem Mark! I find that when I lose time, it's often mid corner, right at the min speed, where my speed trace is more "v" shaped versus a more "u" shape that pros seem to have.
What's worked for me is intentionally letting off the brake just a fraction of a second earlier. It seems to allow me to roll that extra few km/h through the apex. I'm still working on doing that more regularly.
@@LastTenth That's an actionable tip -- will give it a whirl, thanks! FWIW, I've also been looking at line comparing me to faster people -- not so much for where to put the car as for where they are getting the most turning done. Inverse corner radius (a.k.a. curvature) seems like a good metric for this. My thesis was that the symptoms might come from not using as much rotation as faster people; particularly in the right places. Of course how to deliberately generate and controls that...well still working that problem ;)
Another metric you can use is yaw rate. Both yaw rate and inverse radius should peak at min speed, so if it's ways off, it's something to look into. As for getting that rotation, it depends on which phase of the corner requires more rotation, but from the driver perspective, it's really just load transfer. Setup-wise, it could be brake bias, diff settings, dampers, rake, aero, among others...
Yes, I see what you mean. Although I don't trust yaw rate as much for line analysis this way because it may vary with the amount of slip you have going (ask the drift crowd ;)). Looking at recent data, the pattern in curvature seems to be I have a little less in the middle part of corner entry and my peak curvature seems higher (so corresponds to the slower min speed) later in the mid corner.
They're really describing different things. The curvature tells you how much your turning the path of the car - and it sounds like you're saying you need to get more turning done earlier. The yaw rate describes rotation which tells you how quickly you are turning the orientation of the car. As you can see one is time dependent and the other is not. Rotation can help you change the curvature of the path - all else equal, more rotation increases the car's acceleration's directional rate of change, relative to the ground at a given moment, which result in higher future curvature. For the same amount of slip angle, more yaw rate will increase the curvature of the path. Also for a given curvature (or corner radius), a higher speed will naturally require more yaw rate to, say, maintain neutral steer. Curvature is really just the result.
I could improve underbraking and let the car better rotate. Also when to change a car during a race if weeded.
I will make a video on trail braking. Thanks Tobias!
Trail braking! Whenever I have a good corner I can feel the advantage, but sometimes if my car is in the sweet spot for the setup it feels like I lose all my cornering speed. Like trail braking is slowing my car too much. Mentally I think “I must brake later in order to keep a trail brake going” and then usually end up in a bad spot.
Are you saying when you trail brake, your delta increases?
I guess on trail braking as well as driving lines 🤙🏻
I have like 800 irating think i will learn everything i need to know from this course
Yet another great video thanks!
I would say the area I need the move improvement is the feet to hands coordination and operating them independently.
I tend to let off the brakes too fast when trying to trail and I just can’t seem to find a way to practice that properly.
I feel like… I don’t feel the car so I lose time every time by not trail braking and braking too early.
Would love to see more videos on that topic!
Are you having trouble with brake release?
@@LastTenth That's pretty much what I can narrow down to. I own the Heusinkveld Sprints pedals and I have it calibrated well on Windows when I check the their software.
I just tend to release it too quickly from what I've seen, I see the brake bar red (I primarily race in ACC) and I'm just not that consistent with the release as far as being smooth on it.
Thanks for the reply!
shoot me a message on my discord. I think I can help you with that. discord.gg/FbCsWMbAv4
i definitely need to improve on my braking and vision
What kind of problems are you having with braking?
And have you checked out this video on vision? ruclips.net/video/SfkJ8NZOGb8/видео.html
Getting more comfortable with traffic and not driving in my mirrors.
Great promotion! I have noticed in my last few races that while I can brake late and trail brake well, I am not transitioning from decel to accel soon enough.
Is your throttle later than faster drivers? It could be you are braking a bit too late?
@@LastTenth that could be part of it. I've tried long and light braking as well. I think I'm just hesitant about getting on the power and coasting too much. It's less of an issue in the low powered cars.
I take it you’ve compared your telemetry with a faster driver? The trace should give a pretty good indication of what’s early/late.
Love you. I’m a big fan. Thanks for the tips
You are so welcome!
Braking in the 911 cup car. Over my first season in the car (and last, I had to take a break last season) I lost nearly 1k IR because of errors braking, locking up and running wide.
That 911 is impossible for me to drive. The bmw m8 is where it’s at
If you haven't seen this video, perhaps it can help. ruclips.net/video/UK2sl0Po-1I/видео.html
Technique wise, there's not much aside from putting time into purposefully practicing threshold braking. Start with low speed brake zones and concentrate on achieving the highest brake pressure you can w/o locking the tires, and ignore your entry speeds. Also, make sure you take track conditions into account.
@@LastTenth thank you 🙏🏼
@Andrew Richardson Did you receive any notifications? Please check the community Posts asap. Thanks!
Driving line consistency especially when following other drivers.
Do you have a sense for what's causing the inconsistency? Are you having trouble seeing the road when following closely?
@@LastTenth when following closely behind others my mind seems to be too worried about when they're going to brake and I think this makes me miss my brake markers if I'm paying too much attention or I brake way too early.
@@MaYh3MM I think braking too early is fine, you can always vary the brake pressure to manage that physical gap between the cars. You can also move the car slightly over to one side so that a) you have may get slightly better visibility b) have a better escape route if you find yourself heading into the lead cards bumper. These are some things that's worked for me.
I need race craft, and specifically how to set up a pass.
Thanks Jochem. I'm definitely going to make a video on passing!
I overbrake into slow and medium speed corners. Loosing time on corner entry to apex. This is almost always where I see me loosing time to faster drivers.
Are you generally braking too hard or too early? or both?
@@LastTenth not too early. Perhaps too hard. Not releasing as early as I could
@@braun987 One thing that helps me is I use the delta to get an idea of whether I'm decelerating too quickly or not enough in a brake zone. Perhaps you could use the delta as a yard stick to practice decelerating marginally less in a brake zone?
breaking is probably biggest area for improvement for me ;p
Thanks Grzesiek. What problems are you having?
@@LastTenth execution! :) I usually have a feeling that i break too early, often proven by vrs telemetry, but when I try to delay it I usually end up being slower.
@@GrzesiekTylenda When you brake later, are you getting the same deceleration as the reference lap? Maybe you can show me your data? You can reach me on my discord server - discord.gg/FbCsWMbAv4
I definitely need to improve my vision (looking further ahead) and I often turn into a corner too early.
Hey Wint, have you checked out this video? ruclips.net/video/SfkJ8NZOGb8/видео.html
I have trouble trail breaking and carrying speed through a corner.
What happens when you trail brake?
Corner entry speeds, and well, naturally braking. On some tracks I can nail it, while others I am very inconsistent. And I can't push, my race speed is the fastest what I can do without taking myself out. It's not uncommon to have my avg race lap times be faster than my quali lap...
Hey Janne. Are you using markers when you drive?
@@LastTenth Yes, but pushing them a bit further after finding my race pace almost always leads to missing the apex and small off-road excursion.
Then that likely means that marker is at the right place for your level in the car you're driving for the given track conditions. The fact that your quali laps are slower than your race pace suggests you're over driving.
In a race, where are you losing time to faster drivers?
@@LastTenth Corner exits seems to be where I lose time the most. Could be that I've picked up bad habits along the way and my initial brake pressure is too light.
Are you on (full) throttle later than faster drivers, or have lower min speed, or both?
If you want you can hit me up on my discord server and I can help you out. just go to discord.LastTenth.racing
Just leaving a comment bc the lessons worth it! a lot!
I love your videos, I personally believe I need to get better in cornering speed, sometimes I’m not fluid
What is generally wrong with your cornering speed?
@@LastTenth I am checking for example motec on a given turn in Watkins Glenn on ACC with alien times (same setup), braking at the same point and very similar trail brake but they can carry 3/4 km/h extra, if I do it I’m facing the wrong way or understeering out… on a full lap they achieve 1.42.6 and I’m stuck at 1.43.9 (I loose a bit of momentum every turn). I believe its due to their finer weight and rotation control, its like they rotate the car more, and load it better and they can extract so much more grip from the tires… generally I’ve seen that cornering speed is a common problem for people starting or not very fast (I started last November). The learning curve goes like learning a corner speed safe to not die, realise you can let go the brake earlier and accelerate earlier, then there is a great barrier to go any faster (the car is not trail braking enough and with a stable weight it can only, let’s say have 100% of the available grip), any faster and the car becomes uncontrollable, but it’s still far from the real limit.
Took me 1 coaching and the coach was really good, immediately identified my problem. More trail braking, the weight loads the front tires way more, and pressed to the tarmac they actually grip for let’s say 120% keeping the car in there, at the expense of the back tires, that start to drift and rotate a bit (but unloaded so they’re actually helping the rotation to a certain extent) then my transition is a bit fragmented (I feather the brake and there is a bit of gap between that and the acceleration) and that weight loss in front means I can’t carry any more speed. So I need to be more fluid I believe and carry that controlled rotation a bit further, on the edge, and go on the throttle smoothly not upsetting the car and transfer the rotation from the braking to the acceleration… So hard to achieve 😂 then it goes the other way around, acceleration transfers weight to the back and back tires gain grip over and beyond their unloaded limit. I don’t know if it makes sense but it costs 3 to 4 km/h and in some technical turns even 8-10 km/h… anyway it was fantastic to free myself from the barrier of having a turn split in braking/turning/accelerating to a complete fluid action in which braking interlaces with turning and becomes acceleration aiming at a fluid gradual transition. That would be interesting to see in a video and I think many people don’t even realise that it makes so much difference…
It does seem like trail braking is a technique that many are struggling with. I'll have to think about how to put a video together.
I can't remember who said this, but someone said that the primary job of a driver is to manage the load on the 4 tires. So yes, load transfer is a very critical element of a driver's skill and it's great that you developing this skill. As for why aliens seem to have more grip, this may help you: ruclips.net/video/g6UWye-StcU/видео.html
Here is something else that may help you. It's not uncommon that a driver creates an artificial grip ceiling, and the more novice a driver, the lower the ceiling. One such ceiling is this: fast and repeated load transfers reduce grip. Whenever the load on a tire changes, it actually has less grip than if the tire had average but consistent load. That's the reason why softer springs offer more mechanical grip - it lessens the load variance on the tire. So if you can slow down the load transfer, and avoid transferring load back and forth, you can increase your grip ceiling.
@@LastTenth thanks! Really useful info and concept, now on every turn I’ll just focus in making it as smooth as possible, much better than just trying to do braking points and turn in points 😂 driving with a challenge to aim to! Great content your channel by the way, it helped me quite a lot in my road from very slow, knowing nothing about racing, to decent 😂 Thanks
I need help to better assess the distance between my car and the one in front as well as with the edge of the track
Hey Jonathan. This will be a video topic at some point, but the key is to keep in mind the relationship between speed, distance, and time. Remember, the faster you go the more distance there is during a given time.
For example, if you are 0.2s behind the car in front going down a straight at 200km/h, you'll be 11m behind the front that car. If you hold it at 0.2s when you both decelerate in the brake zone, say, to 60 km/h, you will only be ~3m behind the front of that car, meaning you will have punted him by more than a whole meter.
When you follow a car, speed matters, so try to take an alternate line, or brake earlier.
Finding the right turn in point and maximizing corner radius. This kills my exit speed.
I suppose you've already seen this video ruclips.net/video/xQLBBaf-3uc/видео.html as you already know the importance of maximizing radius. What you brought up is a tricky topic to address as it involves line theory. I'll have to think about how I can make a video for it. Thanks Mark!
@@LastTenth yes I have seen that video. Would love more on this. Early apex vs late apex, when to maximize vs sacrifice radius on exit etc…
Thanks for the code
You're welcome!
I don't even know. I recently started iracing and stuck ~2k. Seem to be 1-2 seconds off depending on which car I'm in😅
2k is a pretty good level for new comers! Maybe I can help you identify your problems. If you'd like, just reach out to me on discord. discord.gg/FbCsWMbAv4
How to adapt to sim racing for real-world racers that rely on feel. Also it's a bit sidetracked and nothing to do w physics - for future episodes maybe talk about the psychology/mental aspect of winning races...
Thanks for the suggestion Marcus!
What's worked for me when I made that transition is the use visual references. I've found that using markers is essential for me in the sim, and the more detailed I am with the markers, the more consistent I become. And when I bring that back into the real world, I've found that I'm better able to find time in corners because I have a refence point from which I am making changes.
I am driving now since around a year. Notice i lose a lot of time in hairpins. And braking at the perfect moments without locking up keeps being hard.
Give this a try - don't try to brake at the perfect moment. Brake just before the perfect moment, and modulate your brake pressure to reach the desired speed you want.
@@LastTenth yes i currently doing that, but i feel like i should he able to squeeze that last tenth ;) out ( in general more like a second a lap) lmao
I've find that many try to extract the last tenth out of braking, but that's really one of the last places to find time - they often end up compromising the exit which is much more valuable. I may be jumping to conclusions, but since you said you've done this for about a year, I would say your exit, throttle, and line is likely the long hanging fruit for you.
@@LastTenth yeah i get what u mean! I compare it with vrs and notice i take corners with lower speed and still be around the same time/ later on throttle. I need to dare myself to go faster hahaah
Have you compared if the lines are identical?
I have trouble knowing the limit of my breaking ( am i over the limit or not?)
The code is not working any more as it seams? Do you have a new code for us?
Some cars will have indicators for abs activation or wheel lock, that will tell you you're over the limit. Also watch for the cars behaviour, FFB, and audio cues under heavy braking. There is lots of signal there to let you know that you are near/above limit.
Can you try the code again, it should be fixed. Thanks for letting me know!