rec.autos.simulators

And fractal generators:

http://www.racesimcentral.net/

--
Don Scurlock
Vancouver,B.C.

GPLRank     -15.39
MonsterRank  90.86

Come see how you rank, at the GPLRank site
http://www.racesimcentral.net/

A damped sine wave is oscillatory and stable, at least until
it damps so low that you can ignore the oscillations.

Rafe Mc

On Mon, 10 Dec 2001 01:28:55 +0100, "Jens H. Kruuse"

Eldred, having read all the other posts they all made good sense. What
worked for me though was to get the spring rates matched with the
weight balance of the car, as discussed by Ricardo Nunnini on his
website. The Lotus has 38% of the weight on the front wheels, 62% on
the rear. You set the car up with 38% total spring rate on the front,
62% on the rear. for example, 55 on the front, 90 on the rear gives
pretty much the right ratio.

If I ever drive GPL without the right spring rates for the car, I find
it oscillates all over the place. When they are set as above, it sits
into the corner nicely and feels nice and fast.

That said, it will still oscillate slightly, just it's much easier to
balance and more manageable. Having read Maxx's post (eventually!),
I'll try that to see how I go. Good luck!

Rafe Mc

It's not so much an overall margin for error it's more leaving quite
a bit of margin for error in one place (i.e. corner entry) which in
turn leads you to actually TAKE the corner in a different (not so
efective manner.

In fact, you are probably driving through the corner with little
margin for error, so you are not averse to driving close to
the limit, It's simply WHERE you do it.

Maxx

You CAN still go very quickly without this and there are many -ve rank
right-foot brakers, although I'm nots ure there are any/many hotlap
replays from them.

 Maxx

Perfect sense and is exactly the point I was making. You ARE braking
just as well as them, just that you enter the corner slower, hence
need to brake earlier.

It means you don't have to worry about improving your braking
technique, JUST get used to entering corners quicker :-)

Maxx

It's actually VERY, VERY difficult to force yourself to stay on the
brakes right up to the initial point of turn-in.

If, as an instructor, I told a student to DO this, he probably
wouldn't be able to, certainly it would take lots of time and it
would probably be very "false".

As you mention elsewhere, we would use cones to denote where the
drivers should brake/tuen-in/clip and exit.

What we'd do is to sneakilly MOVE the braking cone further and further
up the track so, the driver is braking later and later (also we'd ask
some drivers, who we thought were ready, to brake a couple of
cars length later).

They knew they had to turn in at the turn-in cone, they also, by
now (usually the 5th day) had a feel for speed and grip so in a
desperate attempt to slow down enough to make the turn they
would hold onto the brake for longer and longer until they
would actually be easing off at the point of turn-in.

Thats the way I'd suggest you try and do it, you need to use
a corner were there is a very good indictaion of your normal
braking point.

It is tough though, you also NEED some amount of gas on
as you turn in (assuming >70mph corner) [generalisation].

TURN-IN  is in-fact perhaps the most important aspect of
the whole cornering process. It dictates your line through the
whole corner AND the amount of speed you carry through
and out of it.

Maxx

Eldred
--
Dale Earnhardt, Sr. R.I.P. 1951-2001
Homepage - http://www.umich.edu/~epickett
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I noticed the same thing with mine.  And I really do think it's a matter of
"trusting" the car, it just doesn't seem like you're going to make the
corner at speed X so you continue to slow to X-10 or something to be sure
you're going to get through okay.  One thing that's really helped me with
this is the video someone posted a link to here a while back of the guy's
feet while he was driving Kyalami or Zandy or somewhere.  I don't think he
was ever 100% brake - 0% gas, and I believe in most of the turns he was
somewhere between 70-30 and 30-70 in different parts of the turn, definitely
steering the car with his feet.  I found the easiest place to work on this
was Silverstone, and it increased my comfort level in the turns a great
deal.  Nothing magic, but a very helpful starting point for me.

http://www.sim-replays.de/

        Follow the link to the "video" section. I, too, found it very helpful.
I tend to like Wilke's setups as well.

Michael Lowery

Aren't you effectively "adjusting" the rear brake bias by using the
throttle?  You set a rear bias in the chassis setup, then reduce the
amount of rear braking effort in a race  by progressively applying
throttle under braking, in effect moving the brake bias forward.  Quite a
balancing act, but it makes sense to me (I couldn't do it myself though!)

cheers
John

Eldred
--
Dale Earnhardt, Sr. R.I.P. 1951-2001
Homepage - http://www.umich.edu/~epickett
GPLRank - under construction...

Never argue with an idiot.  He brings you down to his level, then beats you
with experience...
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Eldred
--
Dale Earnhardt, Sr. R.I.P. 1951-2001
Homepage - http://www.umich.edu/~epickett
GPLRank - under construction...

Never argue with an idiot.  He brings you down to his level, then beats you
with experience...
Remove SPAM-OFF to reply.