Gearchange - gimme some tips people. Pabst, you there?

I'm preparing for the arrival of my RS Shifter in 2.5 weeks, I've converted an old T2 pedal set to a clutch to use alongside my NASCAR Pro pedals. I've always been a left foot braker, but I find I get more immersed using the clutch on gearchange and heel-toeing (well, more like side-of-foot-toe). I'm slower, but I enjoy the experience more. Any tips on downchange would be welcome. Here's a starter question - once I move from a sequential shift to direct selection, should I still change down thru the gears? For example when entering the inner loop at Watkins Glen, should I go from 4th to 2nd or 4, 3, 2? Thanks very much in advance. Mark, Reading, UK

well if you have a shifter the POINT is that you can do 4-2 straight, so screw the 3rd. -- The first ever pinball ezboard !! http://pub7.ezboard.com/bpinball "Mark" <[email hidden]> a �crit dans le message de news: [email hidden]... > I'm preparing for the arrival of my RS Shifter in 2.5 weeks, I've > converted an old T2 pedal set to a clutch to use alongside my NASCAR > Pro pedals. > > I've always been a left foot braker, but I find I get more immersed > using the clutch on gearchange and heel-toeing (well, more like > side-of-foot-toe). I'm slower, but I enjoy the experience more. > > Any tips on downchange would be welcome. Here's a starter question - > once I move from a sequential shift to direct selection, should I > still change down thru the gears? For example when entering the inner > loop at Watkins Glen, should I go from 4th to 2nd or 4, 3, 2? > > Thanks very much in advance. > > Mark, > Reading, UK

This is probably wrong, but I feel that the car slows quicker if I downshift through the gears. I would think staying in 4th until safe to pull second would lessen the effect of engine braking, and lengthen the distance required to slow enough to get into the inner loop. Again, I may be wrong here. "Mark" <[email hidden]> wrote in message news:[email hidden]...

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> I'm preparing for the arrival of my RS Shifter in 2.5 weeks, I've > converted an old T2 pedal set to a clutch to use alongside my NASCAR > Pro pedals. > > I've always been a left foot braker, but I find I get more immersed > using the clutch on gearchange and heel-toeing (well, more like > side-of-foot-toe). I'm slower, but I enjoy the experience more. > > Any tips on downchange would be welcome. Here's a starter question - > once I move from a sequential shift to direct selection, should I > still change down thru the gears? For example when entering the inner > loop at Watkins Glen, should I go from 4th to 2nd or 4, 3, 2? > > Thanks very much in advance. > > Mark, > Reading, UK

You have to go through the box, so; - clutch - back to third while at the mean time matching the revs heel and toeing - declutch - clutch - back to second, again heel and toeing. - declutch Make sure that you heel and toe, otherwise the rear end becomes very unstable, you'll rely far too much on engine braking which in real life is also bad for the gear box (besides the fact that it can through you into a spin). "Mark" <[email hidden]> wrote in message news:[email hidden]...

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> I'm preparing for the arrival of my RS Shifter in 2.5 weeks, I've > converted an old T2 pedal set to a clutch to use alongside my NASCAR > Pro pedals. > > I've always been a left foot braker, but I find I get more immersed > using the clutch on gearchange and heel-toeing (well, more like > side-of-foot-toe). I'm slower, but I enjoy the experience more. > > Any tips on downchange would be welcome. Here's a starter question - > once I move from a sequential shift to direct selection, should I > still change down thru the gears? For example when entering the inner > loop at Watkins Glen, should I go from 4th to 2nd or 4, 3, 2? > > Thanks very much in advance. > > Mark, > Reading, UK

It is my understanding that in 1967 they use a sequentail shifter and thus you would not be allowed to shift from 4th to 2nd, so since you could not do it in 1967, you an strickly forbidden to do so now! Hahahahahahahah, do what ever gets you the best time! :-) SLG [email hidden] (Mark) wrote:

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>I'm preparing for the arrival of my RS Shifter in 2.5 weeks, I've >converted an old T2 pedal set to a clutch to use alongside my NASCAR >Pro pedals. > >I've always been a left foot braker, but I find I get more immersed >using the clutch on gearchange and heel-toeing (well, more like >side-of-foot-toe). I'm slower, but I enjoy the experience more. > >Any tips on downchange would be welcome. Here's a starter question - >once I move from a sequential shift to direct selection, should I >still change down thru the gears? For example when entering the inner >loop at Watkins Glen, should I go from 4th to 2nd or 4, 3, 2? > >Thanks very much in advance. > >Mark, >Reading, UK

(All spelling errors are intentional and are there to show new and improved ways of spelling old words. Grammatical errors are due to too many English classes/teachers)

I think in a some real-world transmissions it is necessary/helpful to move down through all the gears, in terms of reducing the risk of breaking something. Could also make it a little easier to acquire accuracy matching rpms and also possibly allow for greater deceleration where engine braking is important. In N4 and NR2002, I find that I need some engine braking to help slow the car, so I'd probably still be going through all the gears. I don't have a clutch or shifter, though, and so am curious what others may say about this. Gerald [email hidden] (Mark) wrote in message news:<[email hidden]>...

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> I'm preparing for the arrival of my RS Shifter in 2.5 weeks, I've > converted an old T2 pedal set to a clutch to use alongside my NASCAR > Pro pedals. > > I've always been a left foot braker, but I find I get more immersed > using the clutch on gearchange and heel-toeing (well, more like > side-of-foot-toe). I'm slower, but I enjoy the experience more. > > Any tips on downchange would be welcome. Here's a starter question - > once I move from a sequential shift to direct selection, should I > still change down thru the gears? For example when entering the inner > loop at Watkins Glen, should I go from 4th to 2nd or 4, 3, 2? > > Thanks very much in advance. > > Mark, > Reading, UK

Steve Garrotto wrote: > > It is my understanding that in 1967 they use a sequentail shifter and > thus you would not be allowed to shift from 4th to 2nd, so since you > could not do it in 1967, you an strickly forbidden to do so now! > Hahahahahahahah, do what ever gets you the best time! :-) Could you quote your source please?

Thanks for the opinions guys. I've actually got the shifter now, but the only way I could lay my hands on one (we're not made of money) was to agree that it was my birthday present from my wife - and that's not until April 15 - so it sits boxed up under the spare bed. I'm jazzed about setting it up which is why I ask a question where the only real "try it and see what suits you best" :-) Anyways I'd still be interested in knowing what real WC drivers do. Mark, Reading, UK

> Anyways I'd still be interested in knowing what real WC drivers do. > they would slap her and use it

"Mark Davison" <[email hidden]> wrote in message news:<a7t82a$bh2$[email hidden]>... > Thanks for the opinions guys. I've actually got the shifter now, but the > only way I could lay my hands on one (we're not made of money) was to agree > that it was my birthday present from my wife - and that's not until April > 15 - so it sits boxed up under the spare bed. Oh, man, that's just CRUEL AND UNUSUAL. My wife and I have a system something like this... but usually she lets me go ahead and have whatever it is I am whining about. Also, I am technically not supposed to get ANYTHING ELSE for my birthday until I am about 47 years old. > Anyways I'd still be interested in knowing what real WC drivers do. I actually have no idea if they go sequentially or not. I do know they tend to not use the clutch at all, the Jerico tranny doesn't seem to mind. Happy Birthday, Gerald

"Mark" <[email hidden]> schreef in bericht news:[email hidden]... > once I move from a sequential shift to direct selection, should I > still change down thru the gears? Whatever you prefer. Most drivers went through the gears but I remember Jim Clark didn't when braking for Tarzan corner at Zandvoort. He went from top gear to first or second in one shift. Oh, and they often didn't use the clutch when shifting <g> Bye, Leo

"Leo Landman" > Whatever you prefer. Most drivers went through the gears but I remember Jim > Clark didn't when braking for Tarzan corner at Zandvoort. He went from top > gear to first or second in one shift. > Oh, and they often didn't use the clutch when shifting <g> > > Bye, > Leo Or you could use the method that Phil Hill did when he drove the Chapparall 2J....Put it in Drive and forget shifting... :) dave henrie

Mark... Good question....but one without a simple answer. Truly, you need to become proficient using both downshifting techniques to be an all-around good race car driver. We sim drivers have the benefit of being able to race many different types of race cars, often from several "periods" in racing. The equipment differs, the transmission differs as cars become more modern in design and the technique(s) for driving them (fast) therefore must change. There is no "one right way" to downshift. That fact becomes apparent when one considers the fastest race cars in the world (F1 cars) must be shifted down completely through the gears (blazingly fast I admit)....from 7th to 1st......for a 1st-gear turn! If sequential downshifting was inherently slow....F1 race cars wouldn't have sequential shifters (electronic or not). A lot depends on the type of race car you are running, and the "situation" you are running in during a race. However, if one general rule could be made I think it would be this: "Use the brakes to slow the car as often and as much as possible. Brake pads are much less expensive than engines and gearboxes to replace!" This is a fact often heard by me in my rookie racing season from my crew chief screaming it at me in my left ear (radio ear) during practice sessions at PIR. Here's some car types (sims) and some situations I can share with you were I use both techniques. You will have to adapt what I do, to your driving style and your level of experience. 1. In GPL, I almost never "gear select"....I almost always sequentially downshift because it seems to settle the car (particularly under threshold braking) and I can use the "throttle-on" cheat in GPL to my advantage. 2. In F1-2001, there's no choice and you better be proficient at getting down through the gears or you will be killed by the online drivers who are. I use a "drumbeat" cadence to shift down through the gears.....knowing where to stop the cadence puts me in the right gear every time. Its something like: Dat....Da, Da, Dat....Dat -- Dat (that's down from 7th to 1st...with a brief pause before entering 1st gear). If I'm in 7th gear and need to go to 3rd gear for a turn.......I do a "Dat, Da, Da, Dat"....and stop - that automatically puts me in 3rd gear (each "dat" is a gear change down)....its a cadence thing...and it works for me. I have no idea what the real F1 drivers do....but I will bet you they have some kind of a "cadence" thing they do to gear select for turn entry....you almost never hear or see them miss a gear going down. 3. In NASCAR racing (N4 or N2K2) I use both techniques.....often in the same race. If I'm running solo laps....not racing anyone directly and wanting to click off fast....but easy-on-the-car-and-tires type laps, I tend to sequentially downshift. I find my lap times are consistent...and it helps me build a smooth rhythm in the car that allows me to click off lap after lap of fairly fast times....consistent and easy on the equipment. If I'm racing someone for position....I tend to gear-select downshift....for some reason I am able to concentrate more on my competitors car and position...and can get off the corners quicker using this technique. This may be something I've developed that works only for me.....but I kind of doubt it. At WG, since you specifically mention it.....I do not use 2nd gear entering the IL. I found that being under throttle at the entry to the IL was a disadvantage. I slow down...enter and motor through the entry to the IL in 3rd....then grab 2nd just before I'm ready to get back on the throttle hard to exit out of the IL. I found this allowed me to enter...and exit the IL with much more consistency and speed. You might give it a try and see if it feels good to you. I lowered my lap times almost a full second doing this technique. I learned it from George Sandman. Also at WG, I use both first gear and second gear in T1. I purposely set my gearing to allow that "option".....and almost never "gear select" downshift into T1. If I'm trying to outbrake someone into T1....on the inside, then I want the quick jump grabbing 1st gear gives me going through the turn (now with a much smaller radius since I'm the inside car)....and I can usually beat my competition off the corner with this technique (Remember, all I have to do to make this pass work is to come out of T1 on the inside of my competition's car.....even just a nose inside works....if I can match his speed down to T2...I'm in position to own that turn and the pass is complete). If running solo into the turn, I use 2nd gear....not so much because of the smoothness and rhythm....its because it keeps me from hopping my rear tires if I'm a bit to "hot" into the turn....try to grab 1st gear when you are a bit too hot into T1 at WG and you'll snap spin your car every time from wheel hop (remember when Dale Jarrett did that at last year's WG race???)! 2nd gear...gives me a little more margin of error in this regard. I don't know if this all directly answers your question....but I hope it provides some insight into the issues. Regards, Tom "Mark" <[email hidden]> wrote in message news:[email hidden]...

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> I'm preparing for the arrival of my RS Shifter in 2.5 weeks, I've > converted an old T2 pedal set to a clutch to use alongside my NASCAR > Pro pedals. > > I've always been a left foot braker, but I find I get more immersed > using the clutch on gearchange and heel-toeing (well, more like > side-of-foot-toe). I'm slower, but I enjoy the experience more. > > Any tips on downchange would be welcome. Here's a starter question - > once I move from a sequential shift to direct selection, should I > still change down thru the gears? For example when entering the inner > loop at Watkins Glen, should I go from 4th to 2nd or 4, 3, 2? > > Thanks very much in advance. > > Mark, > Reading, UK

On Wed, 27 Mar 2002 15:49:00 +0000, Gerry Aitken <[email hidden]> wrote: >> It is my understanding that in 1967 they use a sequentail shifter and >> thus you would not be allowed to shift from 4th to 2nd, so since you >> could not do it in 1967, you an strickly forbidden to do so now! >> Hahahahahahahah, do what ever gets you the best time! :-) > >Could you quote your source please? It's true. I know for a fact that the ZF gearbox on the Lotus 49 had to at least be downshifted in gear order. Don't know about all the cars though, some had strange variants. For example, the BRM had some pre-selection system where you first shifted up and then you stabbed the clutch and it shifted. Dunno how long they used that system, though. Well, you're not supposed to skip gears anyways. ;-)

na_biker wrote:

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> > On Wed, 27 Mar 2002 15:49:00 +0000, Gerry Aitken > <[email hidden]> wrote: > > >> It is my understanding that in 1967 they use a sequentail shifter and > >> thus you would not be allowed to shift from 4th to 2nd, so since you > >> could not do it in 1967, you an strickly forbidden to do so now! > >> Hahahahahahahah, do what ever gets you the best time! :-) > > > >Could you quote your source please? > > It's true. I know for a fact that the ZF gearbox on the Lotus 49 had > to at least be downshifted in gear order. Don't know about all the > cars though, some had strange variants. For example, the BRM had some > pre-selection system where you first shifted up and then you stabbed > the clutch and it shifted. Dunno how long they used that system, > though. > > Well, you're not supposed to skip gears anyways. ;-)

I'm not saying it's not true, I just would like to see read the source. Gerry

If I may hazard a guess (being old enough to personally have driven street cars built in the early 60's <g>) I'd say maybe that wasn't because the gearbox was sequential by design by simply because the synchronisation wasn't good enough for omitting gears? The feasibility of omitting gears may to an extent have also been speed-related. Going from 4th to 1st like Leo says may have worked at low- to low mid-range velocities for the target gear. But I'll readily admit that this is all so long ago and dim in my memory that I'm not so sure of any of the above <g> Achim "Gerry Aitken" <[email hidden]> wrote in message news:[email hidden]...

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> > > na_biker wrote: > > > > On Wed, 27 Mar 2002 15:49:00 +0000, Gerry Aitken > > <[email hidden]> wrote: > > > > >> It is my understanding that in 1967 they use a sequentail shifter and > > >> thus you would not be allowed to shift from 4th to 2nd, so since you > > >> could not do it in 1967, you an strickly forbidden to do so now! > > >> Hahahahahahahah, do what ever gets you the best time! :-) > > > > > >Could you quote your source please? > > > > It's true. I know for a fact that the ZF gearbox on the Lotus 49 had > > to at least be downshifted in gear order. Don't know about all the > > cars though, some had strange variants. For example, the BRM had some > > pre-selection system where you first shifted up and then you stabbed > > the clutch and it shifted. Dunno how long they used that system, > > though. > > > > Well, you're not supposed to skip gears anyways. ;-) > > I'm not saying it's not true, I just would like to see read the source. > > Gerry

"Tom Pabst" <[email hidden]> wrote in message news:<Dwvo8.122524$[email hidden]>... > Mark... > > Good question....but one without a simple answer. Brilliant. Thanks, Tom - a good read. Really looking forward to that shifter now... Mark

"artie beamer" <[email hidden]> wrote in message news:<SPpo8.24136$[email hidden]>... > > Anyways I'd still be interested in knowing what real WC drivers do. > > > > they would slap her and use it LOL! If anyone is at risk of a slapping in our household it's me... Mark

Tom Pabst <[email hidden]> wrote in message news:Dwvo8.122524$[email hidden]... > There is no "one right way" to downshift. That fact becomes apparent when > one considers the fastest race cars in the world (F1 cars) must be shifted > down completely through the gears (blazingly fast I admit)....from 7th to > 1st......for a 1st-gear turn! If sequential downshifting was inherently > slow....F1 race cars wouldn't have sequential shifters (electronic or not). I believe that F1s, at least a year or two ago, had a "2nd" button on the steering wheel for entry into slow corners. Not entirely sure of the reason for sequential shift mechanisms, but they simplify the actuation requirements for a semi-auto and (with early mechanical versions) eliminate the risk of the driver picking 2nd instead of 4th and breaking something... though the electronics have now taken over that function. Jonny

Joachim Trensz <[email hidden]> wrote in message news:a7uofs$obk25$[email hidden]... > If I may hazard a guess (being old enough to personally have driven street > cars built in the early 60's <g>) I'd say maybe that wasn't because the > gearbox was > sequential by design by simply because the synchronisation wasn't good > enough for omitting gears? AFAIK, no purpose-built racing 'box has synchros. Even Le Mans cars use dog 'boxes (although the drivers do generally shift with the clutch). Jonny

On Thu, 28 Mar 2002 07:10:20 +0000, Gerry Aitken <[email hidden]> wrote: >I'm not saying it's not true, I just would like to see read the source. > Try looking for Tiff Needell's article of his Lotus 49 test drive. I only have it on my harddrive scanned, but I got it on the web from somewhere. Google-time? :) I've been trying to find the Top Gear episode where the test drive were featured on the net, but no such luck. Found a bunch of others but not that one. I remember watching it on BBC World in '97 or '98, would be great to watch it again.

> Any tips on downchange would be welcome. Here's a starter question - > once I move from a sequential shift to direct selection, should I > still change down thru the gears? For example when entering the inner > loop at Watkins Glen, should I go from 4th to 2nd or 4, 3, 2? I always use all the gears in the box when changing down in real life, and it is definitely quicker to slow down than just hitting the lowest gear at the end of the braking zone. I suppose GPL would be the same. The major problem is that you can exceed the limits of the driven wheels a lot quicker when using engine braking, and I have had my rears lock up occasionally if I get the timing wrong (you can imagine what happens next!). It is especially a problem in the wet, where just changing from 5 to 2 is usually a lot safer. Interestingly enough, new drivers are taught in their driving tests to slow to the speed they require, THEN change to a suitable gear. Maybe that is so new drivers don't have to use the clutch too much and possibly become better at controlling a car. Of course lowering speed limits and making flashing lights by the roadside is a lot better than actually teaching people to drive properly. Just ask the government. You are obviously going to be safer if you spend most of the time looking for speed cameras, watching your speedo and being distracted by big signs flashing at you when you pass, rather than actually concentrating on driving safely. Damn British government. We should rebel....

Nick <[email hidden]> wrote in message news:[email hidden]...

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> > Any tips on downchange would be welcome. Here's a starter question - > > once I move from a sequential shift to direct selection, should I > > still change down thru the gears? For example when entering the inner > > loop at Watkins Glen, should I go from 4th to 2nd or 4, 3, 2? > > I always use all the gears in the box when changing down in real life, > and it is definitely quicker to slow down than just hitting the lowest > gear at the end of the braking zone. I suppose GPL would be the same.

Why is this? If your car's brake balance is set up correctly, then the quickest way to slow down should be using the brakes. 'Rowing' down through the gearbox means that (in, say, a 5th-2nd slowdown) you get three chances to upset the car by failing to rev-match correctly (you *are* either heel'n'toeing or left-foot-braking, right?) instead of just one (although admittedly it's probably easier to screw up the rev-matching in a 5th-2nd shift). > Interestingly enough, new drivers are taught in their driving tests to > slow to the speed they require, THEN change to a suitable gear. Maybe > that is so new drivers don't have to use the clutch too much and It also means far less wear on the clutch and synchros, which are a *little* bit more expensive to replace than brake pads ;-) > possibly become better at controlling a car. Of course lowering speed > limits and making flashing lights by the roadside is a lot better than > actually teaching people to drive properly. Just ask the government. Disagree that making a single downshift is not driving 'properly'. The usual racing motto is "gears are for going, brakes are for slowing" (with the obvious road driving exception of long downgrades). I'm not going to argue strongly for one technique or the other (this discussion cropped up in Race Tech magazine a while back, and was inconclusive) but my point is that skipping gears under braking is *not* inherently a 'wrong' way to drive. There are valid reasons for *both* techniques. Jonny

> If your car's brake balance is set up correctly, then > the quickest way to slow down should be using the brakes. In theory, maybe. But in practice I would have to say no (partly because I don't know the theory, but I know the practice). The brakes can give X amount of braking force at maximum retardation (before the brakes lock up), but the engine will also add to that an opposing torque on the wheel, which will not develop a lock up because the engine will stall. Grabbing the clutch thus stops the engine stalling, but also removes the effect of engine braking, whereas the force from the brakes remains the same. Blipping the throttle in a rocking motion with your right foot allows you to select a lower gear and repeat the process (it is difficult to left-foot brake when there is a clutch down there too, and I don't have three legs, or a paddle-shift). The only problem arises when the opposing torque from the engine is enough to lock the driven wheels, and then you tend to lose control. Indeed this is the problem, but it is a very rare occurence, usually in reduced grip conditions. > 'Rowing' down through the gearbox means that (in, say, a 5th-2nd slowdown) > you get three chances to upset the car by failing to rev-match correctly > instead of just one. > (although admittedly it's probably easier to screw up the > rev-matching in a 5th-2nd shift). Exactly right. A 5 to 2 shift will let the revs drop extremely low in 5th (meaning reduced engine braking anyway), before shooting up towards the redline when 2nd is engaged. This has more chance of Bad Things happening than a 5-4-3-2 where the revs are kept in the midrange of the engine rev-band. > It also means far less wear on the clutch and synchros, which are a > *little* bit more expensive to replace than brake pads ;-) Yeah, but you need to replace the gearbox after doing it like a hundred million times. Sure it will shorten the life, but it's like taking a few days off the life of the universe, in exchange for a couple tenths off your laptime. > Disagree that making a single downshift is not driving 'properly'. > The usual racing motto is "gears are for going, brakes are for slowing" > (with the obvious road driving exception of long downgrades). That is a great example. The engine can produce enough opposing torque to stop the car getting away from the driver even when the brakes have long stopped working (due to overheating). That should give a clear example of how powerful engine braking is. > I'm not going to argue strongly for one technique or the other (this > discussion cropped up in Race Tech magazine a while back, and was > inconclusive) but my point is that skipping gears under braking is > *not* inherently a 'wrong' way to drive. There are valid reasons for > *both* techniques. Yeah, sure. Sorry, I started a bit of a rant about the state of British roads there. Won't happen again.. well, actually it probably will, but I will try to keep it under control :-) Nick.

"Jonny Hodgson" <[email hidden]> wrote in message news:<K6_o8.12873$[email hidden]>... > Disagree that making a single downshift is not driving 'properly'. > The usual racing motto is "gears are for going, brakes are for slowing" > (with the obvious road driving exception of long downgrades). Wasn't it Mario Andretti who said that you'd be amazed how many top drivers still think that brakes are for slowing the car? Jason

> Wasn't it Mario Andretti who said that you'd be amazed how many top > drivers still think that brakes are for slowing the car? Brakes can be used mid-corner to tuck the front of the car in to the apex, by just momentarily shifting weight forwards and loading up the front tyres. This is a very useful thing to do, and is not slowing the car down very much at all. I have even heard of some drivers who use the brakes when accelerating out of corners (in RWD, obviously) to actually stabilise the front end of the car, control how much the rear slips out, and get better traction. That is what inspired the MP4-13 McLaren CHEATING 2nd braking system in 1998 (which they got away with and still only just won the championship at the last race). So, yeah. And I hardly need mention WRC drivers using the handbrake to loosen the back end into hairpins, not to slow down. Nick.

Nick <[email hidden]> wrote in message news:[email hidden]... > traction. That is what inspired the MP4-13 McLaren CHEATING 2nd > braking system in 1998 (which they got away with and still only just > won the championship at the last race). It wasn't cheating - the rules didn't *dis*allow fiddle braking, so therefore it was allowed... Just like suction fans, sliding skirts and six wheels were all perfectly legal, once ;-) Jonny

> It wasn't cheating - the rules didn't *dis*allow fiddle braking, so > therefore it was allowed... One rule states that you can only have one distinct braking system on a car. McLaren had 2, one operating all four wheels, the other only operating the rears. And they had two pedals, just to make it obvious. Another rule states that no braking system can take the angle of the steering wheel to alter the brake balance between wheels. McLaren used the steering wheel angle to decide which rear wheel was on the inside of the turn, and this wheel was braked more to slew the car around to the inside of the track , and to act as a traction control device. This constitutes four-wheel steering, which is as illegal as it gets. These rules were in place well before 1998, but for some reason, McLaren got away with breaking both of them. Nick.