How To Attack Turn 2 At Laguna Seca
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- Опубликовано: 6 окт 2024
- Recently our pro coach Dion von Moltke was out at WeatherTech Raceway Laguna Seca with a client in an Audi R8 GT3 car. One of the main areas they were focusing on was turn 2. Take a look at our driver's line through it and the coaching we gave him for the proper fast line!
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Peter Krause and Ross Bentley do a one and a half hour deep dive analysis of Laguna Seca. Have you thought about doing something like this as well? I would buy it, and I'm sure a lot of other people would too.
Peter Krause and Ross Bentley teach this very line...Nice video....these guy put out a Video Track Walk of Laguna Seca, must watch if you are driving here.
They do amazing videos!! We actually have a brand new premium content channel where you can access our in-depth turn by turn track guide videos and written notes from our coaches from over 30 tracks for only $100 a year. Here is the link to our full track Laguna Seca track breakdown racers360.com/racecar-driver-education/laguna-seca-track-guide/.
I never really knew how to take this corner. I’ll give this a try on my sim tomorrow
Great video!
Interesting! I`m driving that track in the sim right now and was wondering what the best line through t2 would be. I have no choice now but to try this out ASAP! Seems similar to Sweeper at BRP 13cw, trail braking diagonally, rotation, power out.
Almost right (for rear wheel drive cars, if racecraft isn't a factor). The shape of the line through a double-apex corner is equally determined by entry speed, braking ability, cornering grip, and finally power-to-weight. Power only controls your track-out path to exit the corner (throttle-steer). Braking and cornering abilities control your corner entry, turn-in and trail-braking.
With every car really, you balance turning ability with ability to accelerate. Less turn-in cornering ability (more understeer or plow), make pointier turns. More horsepower (power-to-weight), more throttle-steer available on exit and faster to recover lost momentum. Heavier high-HP cars, like Vipers, Mustangs, and Vettes are "point & squirt" type (pointier corners).
If any double-apex is put into a CAD system, the perfect arc spline can be drawn using 4 points to lay down the shortest path (turn-in, apex-1, apex-2, and track-out). How far out your apogee is (towards the outside of the track, after apex-1) will be determined by all of the factors above. Things change quickly for front-wheel or all-wheel drive cars, or for traffic (racecraft).
The Laguna T-2 double-apex corner presents a fantastic passing opportunity. You overtake under braking on the inside, go in hot for a pointy turn. The other car attempt to retake on the inside, but you accelerate and stay right, while the other cars fights to get left for T-3. You are slightly slower through T-3, but now have the inside track and position on the more important apex.
Great advise.!!! 👍🏽
Motorcycle line- enter hard, brake/ shift/ square of deep, this loads the front and turns quicker, and opens up the exit, pin it.
Objective: Fastest cornering speed (highest average speed) measured from early entry to late exit. Thanks
that's my kinda technique too, but after trying both in GT7, it feels like not too much difference between these techniques since turn 3 is not far enough, exit speed doesn't make a big difference, the v shape technique has a slightly later exit with faster speed, but by the braking point at turn 3, two different ways kinda evens out.
I was taught and my exit speeds concur: Don't touch the first apex. You're making the turn tighter than necessary (decreasing radius) at the second more important apex which will give you better speed out.
Obviously this depends on a little bit on your specific car - for example IndyCar's do miss that first apex. But, in 95% of cars I've driven you hit that first apex because it allows you to roll more apex speed and it shouldn't influence exit speeds. The fact that hitting it influences yours leads me to question your car angle or what happens after that first apex after you hit it, sounds like something is just a little off there. Hard to say without seeing your video - a great example on why coaching needs to be personalized :).
This works for T5a at Indy too.
Does this corner change for mid or rear engined cars?
At a high level not really. Sure depending on the car, conditions, etc. small details may change. Sort of why coaching really needs to be personalized and why we do 1 on 1 video analysis coaching.
The principles are the same, but the technique is slightly different. My Miata can be nearly perfectly balanced with coil-overs. My Ultima GTR not so much. I like to instruct that we are not "race car drivers", but we are conducting a physics lab experiment. We are "contact patch managers", transferring weight, estimating grip, becoming the ultimate integrated real-time analog sensor. 😉