| buster | 01-21-2004 01:46 AM |
I still hate you......................ok, really, your my hero. Driving the balls off your sports car......at the Ring.......schooling others.........ok, I hate you again.
| johnfelstead | 01-21-2004 09:29 AM |
You forgot the Japanese Joe, i am driving a Japanese car on Japanese tyres and filming with a Japanese camera. :D What else? The Italians provided the steering wheel, road wheels, helmet and gloves. :lol: ;):D
Not sure on the Porsche spec, that tends not to matter so much unless you are on the long uphill climb from bergwerk, it's a circuit that very much rewards the drivers ability and knowledge and is less important what car you drive, unless you have something rediculously quick or slow.
Not sure on the Porsche spec, that tends not to matter so much unless you are on the long uphill climb from bergwerk, it's a circuit that very much rewards the drivers ability and knowledge and is less important what car you drive, unless you have something rediculously quick or slow.
| AcquaCow | 01-21-2004 10:40 AM |
You, [johnfelstead], are the man!
...you couldn't, by any chance, adopt me...could you?
...you couldn't, by any chance, adopt me...could you?
| johnfelstead | 01-21-2004 11:42 AM |
With a name like AcquaCow you have no chance. :D:lol: But thanks for the compliment. :)
| AcquaCow | 01-21-2004 12:00 PM |
[QUOTE][i]Originally posted by johnfelstead[/i]
[B] With a name like AcquaCow you have no chance. :D:lol: But thanks for the compliment. :) [/B][/QUOTE]
=( *sniff*
I've already got one GC8 about paid off, looking to purchase another and do a V5 conversion...all of that before I even found this thread, but I must say I am more inspired after reading through it.
All the vids are downloaded, I'll probably mirror, but need to set aside a day to watch them all =P
[B] With a name like AcquaCow you have no chance. :D:lol: But thanks for the compliment. :) [/B][/QUOTE]
=( *sniff*
I've already got one GC8 about paid off, looking to purchase another and do a V5 conversion...all of that before I even found this thread, but I must say I am more inspired after reading through it.
All the vids are downloaded, I'll probably mirror, but need to set aside a day to watch them all =P
| johnfelstead | 02-03-2004 02:28 PM |
Slippery when wet
Hi guys,
i was at Oulton Park race circuit in cheshire this Saturday, the morning was spent setting up an STi4 TypeRA tarmac rally car and then in the afternoon i took my car out for a few sessions. 52 litres and 87 miles worth. :lol:
I have a couple of videos from the day, one playing with a full race Ferrari 360 that competes in the British Ferrari challenge, the other is with a 330BHP Escort Cosworth. I hope to have some others up soon, i just need to do a bit of editing on those first.
Hope you find them fun.
[URL=http://208.184.121.11/i-club/OultonCatchFerrari1.wmv]Catching Ferrari 360[/URL]
[URL=http://208.184.121.11/i-club/OultonCatchEscortCossie.wmv]Catching Escort Cosworth[/URL]
Thanks again to Casey for hosting these.
i was at Oulton Park race circuit in cheshire this Saturday, the morning was spent setting up an STi4 TypeRA tarmac rally car and then in the afternoon i took my car out for a few sessions. 52 litres and 87 miles worth. :lol:
I have a couple of videos from the day, one playing with a full race Ferrari 360 that competes in the British Ferrari challenge, the other is with a 330BHP Escort Cosworth. I hope to have some others up soon, i just need to do a bit of editing on those first.
Hope you find them fun.
[URL=http://208.184.121.11/i-club/OultonCatchFerrari1.wmv]Catching Ferrari 360[/URL]
[URL=http://208.184.121.11/i-club/OultonCatchEscortCossie.wmv]Catching Escort Cosworth[/URL]
Thanks again to Casey for hosting these.
| DILLIGAF Racing | 02-03-2004 02:57 PM |
[QUOTE][i]Originally posted by johnfelstead[/i]
[B] Hi guys,
i was at Oulton Park race circuit in cheshire this Saturday, the morning was spent setting up an STi4 TypeRA tarmac rally car and then in the afternoon i took my car out for a few sessions. 52 litres and 87 miles worth. :lol:
I have a couple of videos from the day, one playing with a full race Ferrari 360 that competes in the British Ferrari challenge, the other is with a 330BHP Escort Cosworth. I hope to have some others up soon, i just need to do a bit of editing on those first.
Hope you find them fun.
[URL=http://208.184.121.11/i-club/OultonCatchFerrari1.wmv]Catching Ferrari 360[/URL]
[URL=http://208.184.121.11/i-club/OultonCatchEscortCossie.wmv]Catching Escort Cosworth[/URL]
Thanks again to Casey for hosting these. [/B][/QUOTE]
In the rain doesn't count
;) Just kidding, great videos, yet again.
[B] Hi guys,
i was at Oulton Park race circuit in cheshire this Saturday, the morning was spent setting up an STi4 TypeRA tarmac rally car and then in the afternoon i took my car out for a few sessions. 52 litres and 87 miles worth. :lol:
I have a couple of videos from the day, one playing with a full race Ferrari 360 that competes in the British Ferrari challenge, the other is with a 330BHP Escort Cosworth. I hope to have some others up soon, i just need to do a bit of editing on those first.
Hope you find them fun.
[URL=http://208.184.121.11/i-club/OultonCatchFerrari1.wmv]Catching Ferrari 360[/URL]
[URL=http://208.184.121.11/i-club/OultonCatchEscortCossie.wmv]Catching Escort Cosworth[/URL]
Thanks again to Casey for hosting these. [/B][/QUOTE]
In the rain doesn't count
;) Just kidding, great videos, yet again.
| Craig W | 02-03-2004 03:06 PM |
And that Lotus 7. Man, that is hardcore automotive addiction to be driving a car like that in that downpour!
| DILLIGAF Racing | 02-03-2004 03:16 PM |
Nothing like getting a point-by, and then they floor it. :rolleyes:
| Arnie | 02-03-2004 03:30 PM |
The Ferrari was definitely moving along pretty well considering the downpour. It was exciting to see, after sitting on his butt through the corners that he finally bows down and concedes defeat to the all mighty Felstead. Muahhaha! :devil: But he definitely pulled away handily on the straights. And what a sound, you could hear him clearly over your motor. Yikes. :eek:
| AcquaCow | 02-03-2004 03:31 PM |
3:00-3:30 in the Escort video...I could drive that over and over and...
| Arnie | 02-03-2004 04:00 PM |
John, which wheels/tires combo were you running?
| johnfelstead | 02-03-2004 05:17 PM |
I was on my road setup. Speedline Turini 8x18 with 225/35x18 Bridgestone SO2 Pole Position. I didnt make any changes to the car at all, that was how i drive it every day on the road.
| Arnie | 02-03-2004 06:24 PM |
What happened to the T1-S's? Thought you were running those on the Turini's? Or did you find a secret cache of S02's?
| johnfelstead | 02-03-2004 06:41 PM |
i wore the Toyos out in Catalunya :o
I also discovered Bridgestone still make the SO2 PP in this size, it's probably a manufacturer specific request. Awesome find, nothing comes close to SO2's in the wet. :D
I also discovered Bridgestone still make the SO2 PP in this size, it's probably a manufacturer specific request. Awesome find, nothing comes close to SO2's in the wet. :D
| makofoto | 02-04-2004 02:07 AM |
Have you ever tried Toyo RA-1's ... Toyo just changed the Wear factor from 40 to 100 ... and they swear they didn't change the compound ... I found this out from a fellow today who received four new RA-1's ... two with the 40 wear factor and two with 100 ... he called Toyo up to see if he was going to have two different sets of traction ... and they insisted NO. He had a 600 hp Nissan 300 ZX ... and was trying to find a streetable tire that would let him get the power down ... :devil:
Toyo said they just found that the tire was wearing better then they originally thought ...
Toyo said they just found that the tire was wearing better then they originally thought ...
| Arnie | 02-04-2004 12:36 PM |
that is a great find John. You should probably stock up! Who knows when that supply will dry up.
What are you running on the MIM wheels? I remember you mentioning you wanted to try out some R-compounds for your dry track work.
What are you running on the MIM wheels? I remember you mentioning you wanted to try out some R-compounds for your dry track work.
| az ej20 fan | 02-04-2004 03:10 PM |
JOHN...need...completed....video of 'Ring!!
HELP...motorsports withdrawal!!!!!
:lol:
HELP...motorsports withdrawal!!!!!
:lol:
| MattDell | 02-04-2004 03:11 PM |
[QUOTE][i]Originally posted by johnfelstead [/i]
[B]Here is a clip of me unwinding after a hard days spectating on this years WRC Rally Catalunya.
Every Christmas we have a Bond movie on TV, so the music is a bit festive for us here in the UK. ;) Hope you find it fun. :D
[URL=http://www.btinternet.com/~john.felstead/scoobynet/CatalunyaDonut.mov]Unwinding in Catalunya[/URL] [/B][/QUOTE]
How is your car able to do that? :eek:
Sheer power?
Uber-differentials?
Talented driver? ;)
But, seriously.. the only other car that I know that can do that is driven by Petter Solberg. :confused:
-Matt
[B]Here is a clip of me unwinding after a hard days spectating on this years WRC Rally Catalunya.
Every Christmas we have a Bond movie on TV, so the music is a bit festive for us here in the UK. ;) Hope you find it fun. :D
[URL=http://www.btinternet.com/~john.felstead/scoobynet/CatalunyaDonut.mov]Unwinding in Catalunya[/URL] [/B][/QUOTE]
How is your car able to do that? :eek:
Sheer power?
Uber-differentials?
Talented driver? ;)
But, seriously.. the only other car that I know that can do that is driven by Petter Solberg. :confused:
-Matt
| meebs | 02-04-2004 11:08 PM |
Good stuff. As cool as the internal shots are, it really is a shame you can't hire a camera crew for some external shots. I would love that. :)
| johnfelstead | 02-05-2004 10:31 PM |
[QUOTE][i]Originally posted by Cobreth [/i]
[B]How is your car able to do that? :eek:
Sheer power?
Uber-differentials?
Talented driver? ;)
But, seriously.. the only other car that I know that can do that is driven by Petter Solberg. :confused:
-Matt [/B][/QUOTE]
I'll take that as a compliment. :D
My car has the same basic transmition system as the USDM STi, but with manual only centre diff control. Power is nothing extraordinary, the engine is a genuine 305BHP/Lbft.
The reason i can do that is to do with the fact i can handbrake it to start the initial weight transfer, then once that is going i was basically keeping the rear wheels spinning, and with the centre diff fully open it drives very much like a RWD car, which is why i can do donuts with the front wheel stationary. The hardest bit is actually coming out of the donut in the intended direction, that takes more judgement than anything as you have to change the steering quite significantly and the throttle about half a rotation before you want to exit, then blend the power as you exit to make it a smooth transition.
I can do donuts where the car rotates around the centre of the chassis rather than the front wheel by locking up the centre diff. That gets you very dissy as the rotation speeds can be enormous. :eek:
I wish i could afford to do that meebs. :)
[B]How is your car able to do that? :eek:
Sheer power?
Uber-differentials?
Talented driver? ;)
But, seriously.. the only other car that I know that can do that is driven by Petter Solberg. :confused:
-Matt [/B][/QUOTE]
I'll take that as a compliment. :D
My car has the same basic transmition system as the USDM STi, but with manual only centre diff control. Power is nothing extraordinary, the engine is a genuine 305BHP/Lbft.
The reason i can do that is to do with the fact i can handbrake it to start the initial weight transfer, then once that is going i was basically keeping the rear wheels spinning, and with the centre diff fully open it drives very much like a RWD car, which is why i can do donuts with the front wheel stationary. The hardest bit is actually coming out of the donut in the intended direction, that takes more judgement than anything as you have to change the steering quite significantly and the throttle about half a rotation before you want to exit, then blend the power as you exit to make it a smooth transition.
I can do donuts where the car rotates around the centre of the chassis rather than the front wheel by locking up the centre diff. That gets you very dissy as the rotation speeds can be enormous. :eek:
I wish i could afford to do that meebs. :)
| Arnie | 02-05-2004 11:16 PM |
John, is there a difference between your front diff and the Suretrac diff that all the current STi's have? I've been watching this thread where people are commenting on the USDM STi's tendency to tuck in a bit when letting off the throttle mid turn. These are at speeds that wouldn't induce the usual lift throttle oversteer. They describe it as if the inside wheel sort of grabs and the car tucks in. does your car do this, or does it have pretty smooth transitions mid corner with different throttle inputs?
Here's the thread: [url]http://forums.nasioc.com/forums/showthread.php?s=&threadid=486922[/url]
Here's the thread: [url]http://forums.nasioc.com/forums/showthread.php?s=&threadid=486922[/url]
| johnfelstead | 02-05-2004 11:34 PM |
Mine has a plated front diff, so doesnt act in the same way as the suretrack, the suretrack is not a good diff for serious track work where you will be kerb hoping and would be poor on very bumpy surfaces as it acts like an open diff as soon as a wheel leaves the ground.
The centre diff is esentially identical to the centre USDM diff though, so in donuts the two cars will respond in the same way if you keep the rear wheels spinning.
The centre diff is esentially identical to the centre USDM diff though, so in donuts the two cars will respond in the same way if you keep the rear wheels spinning.
| johnfelstead | 02-06-2004 12:02 AM |
It's also very dificult to take onboard what people say about the handling of the car and accept that as what is really happening. There are so many inputs that alter the way the car reacts and quite often people arnt aware of what effects their inputs are having. It's much easier to sit with someone and look at what they are doing than try and grasp what they mean via a BBS. Handling and driving is one of those subjects that is hard to put into words sometimes.
Just for a bit of fun here is a good example of what i mean. Have a look at the video and tell me what i am doing to make the car react the way it is. It's 100% deliberate ;)
[URL=http://www.johnfelstead.co.uk/videos/Oultonquiz.wmv]Onboard quiz[/URL]
Just for a bit of fun here is a good example of what i mean. Have a look at the video and tell me what i am doing to make the car react the way it is. It's 100% deliberate ;)
[URL=http://www.johnfelstead.co.uk/videos/Oultonquiz.wmv]Onboard quiz[/URL]
| exhacker | 02-06-2004 12:33 AM |
[QUOTE][i]Originally posted by johnfelstead [/i]
[B]Just for a bit of fun here is a good example of what i mean. Have a look at the video and tell me what i am doing to make the car react the way it is. It's 100% deliberate ;)[/B][/QUOTE]
Looks like your turn-in is very sharp, under heavy throttle... which in the wet, is making you oversteer. The counter-steer mid-corner is needed since the power has shifted to the back, and straightens the car... once the car straightens, you're back to AWD, and only slight steering inputs are needed to go on down the track.
[B]Just for a bit of fun here is a good example of what i mean. Have a look at the video and tell me what i am doing to make the car react the way it is. It's 100% deliberate ;)[/B][/QUOTE]
Looks like your turn-in is very sharp, under heavy throttle... which in the wet, is making you oversteer. The counter-steer mid-corner is needed since the power has shifted to the back, and straightens the car... once the car straightens, you're back to AWD, and only slight steering inputs are needed to go on down the track.
| AcquaCow | 02-06-2004 12:33 AM |
looks like you downshifted, slowed, turned in, kicked the clutch and counter-steered while powering out of the turn...
but I'm totally wrong =)
but I'm totally wrong =)
| johnfelstead | 02-06-2004 08:10 AM |
Sorry guys, not correct yet. The exit phase is dialing in oposite lock and modulating the power to keep the car in a slide whilst the front traction builds as the corner straightens, but what am i doing on corner entry, and why?
If by kick the clutch you mean dumping the clutch out under power? Thats something you should never do and can get you in serious trouble. :o
If by kick the clutch you mean dumping the clutch out under power? Thats something you should never do and can get you in serious trouble. :o
| AcquaCow | 02-06-2004 09:06 AM |
I keep forgetting that your steering rack is geared different than what I'm used to...That turn in is a lot tighter than it would be on my car...I watched the vid while I was half asleep with no sound...going to try with sound this time...
It actually doesn't look like you turned in hard at all though...only countersteered once you started rotating...
When you downshift and brake...and all that weight shifts foward, can you use your front diff to rotate the car and pull the back end around?
It actually doesn't look like you turned in hard at all though...only countersteered once you started rotating...
When you downshift and brake...and all that weight shifts foward, can you use your front diff to rotate the car and pull the back end around?
| johnfelstead | 02-06-2004 09:36 AM |
[QUOTE][i]Originally posted by AcquaCow [/i]
[B]It actually doesn't look like you turned in hard at all though...only countersteered once you started rotating...[/B][/QUOTE]
Correct
[QUOTE][i]Originally posted by AcquaCow [/i]
[B]When you downshift and brake...and all that weight shifts foward, can you use your front diff to rotate the car and pull the back end around? [/B][/QUOTE]
No.
You have picked up on some of whats going on, but dont have the entry phase yet.
[B]It actually doesn't look like you turned in hard at all though...only countersteered once you started rotating...[/B][/QUOTE]
Correct
[QUOTE][i]Originally posted by AcquaCow [/i]
[B]When you downshift and brake...and all that weight shifts foward, can you use your front diff to rotate the car and pull the back end around? [/B][/QUOTE]
No.
You have picked up on some of whats going on, but dont have the entry phase yet.
| PaulC | 02-06-2004 03:18 PM |
I think I can tell what you *didn't* do.. which leaves less options. Kinda like taking a multiple choice test you're not prepared for. :)
You didn't turn in under (much) power, and it didn't look like you setup a pendulum turn.. so I'll surmise you either trail braked to start rotation or your car is setup like mine to be loose on corner entry.
You didn't turn in under (much) power, and it didn't look like you setup a pendulum turn.. so I'll surmise you either trail braked to start rotation or your car is setup like mine to be loose on corner entry.
| johnfelstead | 02-06-2004 03:48 PM |
Give that man a cigar. :D:lol:
That particular corner is very slippy and has a slight negative bank to it, which forces the front end wide causing understeer. The further in to the corner the more the negative angle of the banking takes effect. So the car doesnt want to turn in.
To overcome this i was trailbraking into the turn, this loads up the front tyres giving more front end grip and takes weight away from the rears, making the rear grip less. As soon as you start to get a weight transfer at the rear i come off the brakes and then blend the throttle in to continue the rear rotation. Doing this the front has to do very little steering, its all done from the rear, so you suffer no understeer, can be hard on the power very quickly and catch everything else up because they couldnt get the power down, any front end bite.
Lots going in in that one corner. :D
That particular corner is very slippy and has a slight negative bank to it, which forces the front end wide causing understeer. The further in to the corner the more the negative angle of the banking takes effect. So the car doesnt want to turn in.
To overcome this i was trailbraking into the turn, this loads up the front tyres giving more front end grip and takes weight away from the rears, making the rear grip less. As soon as you start to get a weight transfer at the rear i come off the brakes and then blend the throttle in to continue the rear rotation. Doing this the front has to do very little steering, its all done from the rear, so you suffer no understeer, can be hard on the power very quickly and catch everything else up because they couldnt get the power down, any front end bite.
Lots going in in that one corner. :D
| exhacker | 02-06-2004 06:52 PM |
John, i was thinking of a question today, while talking with my buddy about your donut a few pages back.
Let me interject first that i've been considering getting the Cusco Tarmac Gear for a while, and found this thread and started following it in my quest for comparison information. The only main difference between the centre diff in your car, and the Cusco Tarmac Gear, that I can tell, is your ability to progressively lock (DCCD or similar), while the Cusco is always OPEN.
With your centre diff un-locked/open, you can put the car into situations where either the fronts, rears, or both have traction in a turn, based on the slipping of the wheels, right? And, since you have 64% (roughly) to the rear, the selection of the centre diff would be biased 2:1 (roughly) towards the rear diff, assuming any wheels are slipping.... I'm getting to my question here...
[b]With the centre diff unlocked, are you able to handbrake a sharp[/b] (autocross-tight turn, or perhaps sweeping gravel, although gravel would be interesting in an open-centre car) [b]turn... and get all power to the FRONT wheels?[/b] Or does it just bog down totally once you hit the handbrake, finding the rear driveshaft to be the path of least resistance? I realize that skill, training, experience, suspension settings, tires, position of the moon and stars all plays a part, but I'm just curious for the rally-geek in all of us.
Let me interject first that i've been considering getting the Cusco Tarmac Gear for a while, and found this thread and started following it in my quest for comparison information. The only main difference between the centre diff in your car, and the Cusco Tarmac Gear, that I can tell, is your ability to progressively lock (DCCD or similar), while the Cusco is always OPEN.
With your centre diff un-locked/open, you can put the car into situations where either the fronts, rears, or both have traction in a turn, based on the slipping of the wheels, right? And, since you have 64% (roughly) to the rear, the selection of the centre diff would be biased 2:1 (roughly) towards the rear diff, assuming any wheels are slipping.... I'm getting to my question here...
[b]With the centre diff unlocked, are you able to handbrake a sharp[/b] (autocross-tight turn, or perhaps sweeping gravel, although gravel would be interesting in an open-centre car) [b]turn... and get all power to the FRONT wheels?[/b] Or does it just bog down totally once you hit the handbrake, finding the rear driveshaft to be the path of least resistance? I realize that skill, training, experience, suspension settings, tires, position of the moon and stars all plays a part, but I'm just curious for the rally-geek in all of us.
| AcquaCow | 02-06-2004 07:11 PM |
Ahh...I just read up on trail braking. I've been scared to touch the brakes on slippery corners (seen lots of subies go ass-end backwards off a turn that way + lift throttle oversteer).
I suppose I'll play with this... My car is neutral in the corners as long as I'm on the throttle...but then i've been doing all of my braking pre-turn.
Hmm....I suppose as long as I don't upset the car too suddenly....
I suppose I'll play with this... My car is neutral in the corners as long as I'm on the throttle...but then i've been doing all of my braking pre-turn.
Hmm....I suppose as long as I don't upset the car too suddenly....
| afpdl | 02-06-2004 07:14 PM |
[QUOTE][i]Originally posted by exhacker[/i]
[B]
[b]With the centre diff unlocked, are you able to handbrake a sharp[/b] (autocross-tight turn, or perhaps sweeping gravel, although gravel would be interesting in an open-centre car) [b]turn... and get all power to the FRONT wheels? [/B][/QUOTE]
I can say on a usdm sti with dccd I can pull the handbrake and stay on the gas with no bogging. All it does is brake the rears fronts keep getting power. I dont think there are many differences between my dccd and Johns except for mine has a auto switch.
Oh and it doesnt matter what you have the dccd set in when the ebrake light comes on it automatically switches to full open.
[B]
[b]With the centre diff unlocked, are you able to handbrake a sharp[/b] (autocross-tight turn, or perhaps sweeping gravel, although gravel would be interesting in an open-centre car) [b]turn... and get all power to the FRONT wheels? [/B][/QUOTE]
I can say on a usdm sti with dccd I can pull the handbrake and stay on the gas with no bogging. All it does is brake the rears fronts keep getting power. I dont think there are many differences between my dccd and Johns except for mine has a auto switch.
Oh and it doesnt matter what you have the dccd set in when the ebrake light comes on it automatically switches to full open.
| exhacker | 02-06-2004 07:23 PM |
[QUOTE][i]Originally posted by AcquaCow [/i]
[B]Ahh...I just read up on trail braking. I've been scared to touch the brakes on slippery corners (seen lots of subies go ass-end backwards off a turn that way + lift throttle oversteer). Hmm....I suppose as long as I don't upset the car too suddenly.... [/B][/QUOTE]
The trick is to get 75% to 90% of your braking done in a straight line. Same with accelerating.
But, during the turn, you'll just use the tip of your toe on the top of the pedal (at first) to set the nose gently. It's hard to get used to using your left foot, I know, but it becomes second-nature after about 3 months of doing it at every other intersection. You can always use the cup-of-water-in-the-cupholder-filled-almost-to-the-brim, and try driving around some well-known roads. Just stick a shirt or something over the stereo ;) The trick is to learn to roll the water around in the cup, instead of bam-bam-bam against the sides... that's what your suspension is doing !! Also, getting rev-matched down to your "exit gear" will help you use engine-braking together with left foot braking to settle the car just enough to get through the turn, and then power out. "It's always best to come slow into a corner, and come [i]out[/i] of it in the right gear, with two hands on the wheel." -?
[B]Ahh...I just read up on trail braking. I've been scared to touch the brakes on slippery corners (seen lots of subies go ass-end backwards off a turn that way + lift throttle oversteer). Hmm....I suppose as long as I don't upset the car too suddenly.... [/B][/QUOTE]
The trick is to get 75% to 90% of your braking done in a straight line. Same with accelerating.
But, during the turn, you'll just use the tip of your toe on the top of the pedal (at first) to set the nose gently. It's hard to get used to using your left foot, I know, but it becomes second-nature after about 3 months of doing it at every other intersection. You can always use the cup-of-water-in-the-cupholder-filled-almost-to-the-brim, and try driving around some well-known roads. Just stick a shirt or something over the stereo ;) The trick is to learn to roll the water around in the cup, instead of bam-bam-bam against the sides... that's what your suspension is doing !! Also, getting rev-matched down to your "exit gear" will help you use engine-braking together with left foot braking to settle the car just enough to get through the turn, and then power out. "It's always best to come slow into a corner, and come [i]out[/i] of it in the right gear, with two hands on the wheel." -?
| az ej20 fan | 02-06-2004 07:34 PM |
exhacker: Someone is watching a little too much Initial D.
:)
:)
| jmh | 02-06-2004 07:38 PM |
School is in;any more tips or quiz's?Thanks for the info guys.:)
| johnfelstead | 02-06-2004 08:04 PM |
[QUOTE][i]Originally posted by exhacker [/i]
[B]
The only main difference between the centre diff in your car, and the Cusco Tarmac Gear, that I can tell, is your ability to progressively lock (DCCD or similar), while the Cusco is always OPEN.[/B][/QUOTE]
Thats correct, however if you go to this setup you are going to have to change the rear diff to a plated LSD, you will end up smoking the inner rear tyre on tight corners and getting very little traction as the VC rear diff cant cope.
[QUOTE][i]Originally posted by exhacker [/i]
[B]With your centre diff un-locked/open, you can put the car into situations where either the fronts, rears, or both have traction in a turn, based on the slipping of the wheels, right? And, since you have 64% (roughly) to the rear, the selection of the centre diff would be biased 2:1 (roughly) towards the rear diff, assuming any wheels are slipping.... I'm getting to my question here...[/B][/QUOTE]
Pretty much so, although in practice the rears are always the ones to break traction first and so you always have a rear biased handling charicteristic.
[QUOTE][i]Originally posted by exhacker [/i]
[B][b]With the centre diff unlocked, are you able to handbrake a sharp[/b] (autocross-tight turn, or perhaps sweeping gravel, although gravel would be interesting in an open-centre car) [b]turn... and get all power to the FRONT wheels?[/b] Or does it just bog down totally once you hit the handbrake, finding the rear driveshaft to be the path of least resistance? I realize that skill, training, experience, suspension settings, tires, position of the moon and stars all plays a part, but I'm just curious for the rally-geek in all of us. [/B][/QUOTE]
Handbraking is something i can do no problem, but i never do what you are suggesting, that of keeping the power in and driving the front axle against a locked rear axle. Whenever i use the handbrake i always dip the clutch just like driving a RWD car. Apart from the excess loads you are putting into the transmition, you are much better off using the balance you create with a small handbrake input that trying to use it so violently and drag the car allong making square rear tyres in the process. That isnt a method i would sugest anyone uses.
[B]
The only main difference between the centre diff in your car, and the Cusco Tarmac Gear, that I can tell, is your ability to progressively lock (DCCD or similar), while the Cusco is always OPEN.[/B][/QUOTE]
Thats correct, however if you go to this setup you are going to have to change the rear diff to a plated LSD, you will end up smoking the inner rear tyre on tight corners and getting very little traction as the VC rear diff cant cope.
[QUOTE][i]Originally posted by exhacker [/i]
[B]With your centre diff un-locked/open, you can put the car into situations where either the fronts, rears, or both have traction in a turn, based on the slipping of the wheels, right? And, since you have 64% (roughly) to the rear, the selection of the centre diff would be biased 2:1 (roughly) towards the rear diff, assuming any wheels are slipping.... I'm getting to my question here...[/B][/QUOTE]
Pretty much so, although in practice the rears are always the ones to break traction first and so you always have a rear biased handling charicteristic.
[QUOTE][i]Originally posted by exhacker [/i]
[B][b]With the centre diff unlocked, are you able to handbrake a sharp[/b] (autocross-tight turn, or perhaps sweeping gravel, although gravel would be interesting in an open-centre car) [b]turn... and get all power to the FRONT wheels?[/b] Or does it just bog down totally once you hit the handbrake, finding the rear driveshaft to be the path of least resistance? I realize that skill, training, experience, suspension settings, tires, position of the moon and stars all plays a part, but I'm just curious for the rally-geek in all of us. [/B][/QUOTE]
Handbraking is something i can do no problem, but i never do what you are suggesting, that of keeping the power in and driving the front axle against a locked rear axle. Whenever i use the handbrake i always dip the clutch just like driving a RWD car. Apart from the excess loads you are putting into the transmition, you are much better off using the balance you create with a small handbrake input that trying to use it so violently and drag the car allong making square rear tyres in the process. That isnt a method i would sugest anyone uses.
| johnfelstead | 02-06-2004 08:11 PM |
If you havnt used trail braking before, practice somewhere safe. Dont confuse this with lift off oversteer, they are two completely diferent techniques and you could end up in a smash if you arent familiar with what these techniques will do to the chassis balance. Please be careful.
I dont use Left Foot Braking for trail braking, i use my right foot and have the trail braking as part of one continuous braking manouver. I am on the throttle and brake when needed with the right foot at the same time and can transition from either instantly.
Left Foot Braking has its benefits, but its not needed to trail brake, you can do it just as well if you are only comfortable using your right foot.
I wouldnt use any % values to say what amount of braking is required where. Some corners i will be full throttle at the start of the corner well before the apex, others i will be hard on the brakes into the apex or even past the apex if this leads into a second corner that requires it. It all depends what the corner charicteristics are as to how you drive them. Most people are taught to brake in a straight line and be off the brakes then turn, for most corners this is absolutely wrong advice but its easy to teach, idiot proof to the most extent but very slow and can induce a lot of understeer.
Also, engine braking doesnt exist as far as i am concerned, you use the brakes to slow you down and the engine to push you forward. Engine braking does nothing worth talking about. Try it, back off the throttle at speed and see what happens, virtually nothing compared to the brakes.
I dont use Left Foot Braking for trail braking, i use my right foot and have the trail braking as part of one continuous braking manouver. I am on the throttle and brake when needed with the right foot at the same time and can transition from either instantly.
Left Foot Braking has its benefits, but its not needed to trail brake, you can do it just as well if you are only comfortable using your right foot.
I wouldnt use any % values to say what amount of braking is required where. Some corners i will be full throttle at the start of the corner well before the apex, others i will be hard on the brakes into the apex or even past the apex if this leads into a second corner that requires it. It all depends what the corner charicteristics are as to how you drive them. Most people are taught to brake in a straight line and be off the brakes then turn, for most corners this is absolutely wrong advice but its easy to teach, idiot proof to the most extent but very slow and can induce a lot of understeer.
Also, engine braking doesnt exist as far as i am concerned, you use the brakes to slow you down and the engine to push you forward. Engine braking does nothing worth talking about. Try it, back off the throttle at speed and see what happens, virtually nothing compared to the brakes.
| wrxinfx | 02-06-2004 08:33 PM |
School in session - indeed.
Well done John!
Casey
Well done John!
Casey
| exhacker | 02-07-2004 05:03 AM |
[QUOTE][i]Originally posted by johnfelstead [/i]
[B]I dont use Left Foot Braking for trail braking, i use my right foot and have the trail braking as part of one continuous braking manouver. I am on the throttle and brake when needed with the right foot at the same time and can transition from either instantly..... [/B][/QUOTE]
I was just trying to suggest a way to get used to the brakes on a slippery corner, as the previous post has asked about ;) Just trying to offer my meager advice. Not everyone can dance all over the pedals, and even fewer can actually balance the car at the limit of traction continuously for minutes on end. We deal with understeer and bouncy suspension, and lowly VC diffs.
Oh and thanks for answering the diff question :cool: :devil:
[B]I dont use Left Foot Braking for trail braking, i use my right foot and have the trail braking as part of one continuous braking manouver. I am on the throttle and brake when needed with the right foot at the same time and can transition from either instantly..... [/B][/QUOTE]
I was just trying to suggest a way to get used to the brakes on a slippery corner, as the previous post has asked about ;) Just trying to offer my meager advice. Not everyone can dance all over the pedals, and even fewer can actually balance the car at the limit of traction continuously for minutes on end. We deal with understeer and bouncy suspension, and lowly VC diffs.
Oh and thanks for answering the diff question :cool: :devil:
| johnfelstead | 02-10-2004 02:43 PM |
pleasure exhacker. :D and I know, it's great information. :) I wanted to let people know you dont need to LFB to trail brake, as lots of people just dont feel comfortable using LFB so might not get round to trying it if they thought it was only usable with LFB. :)
| johnfelstead | 02-10-2004 02:44 PM |
First Preview images
Hi Guys,
Another very productive weekend in London, we have the major sequences completed now bar some commentary, the remainder of the video should come together quite quickly now.
Below are some screenshots showing some of the major features, they show you the amount of detail we have programmed into the video, all is updating in real time.
To the lower left is a reverse view image, above that is a lap timer, next up is the inclination of the road, then we have corner name and finally at the top is a scrolling circuit map that shows you where on the track you are. The map is oriented so upwards is always directly ahead, so as you take a corner the map follows your path and rotates. It zooms in and out on occasion to show you where in the full lap image you are and you have a flashing diamond on the maps to reference against when it does this.
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/1-lap1-wehrseiffen-small.jpg[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/2-lap1-biker-small.jpg[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/3-lap1-karussel-small.jpg[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/4-lap1-elise-small.jpg[/img]
On this particular lap we have produced some graphics that show you the main circuit features and in red the ideal racing line. As you drive the circuit the red hand to the right of the graphics follows where you are on track, so it's pointing you to the exact corner the footage is showing. Top right is a map of the circuit, the red diamond follows your location and scrolls round the map, so again you can reference where on the circuit you are. You also have the corner names listed in the front fender area.
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/5-lap2-hohernrain-small.jpg[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/6-lap2-bmw1-small.jpg[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/7-lap2-bmw2-small.jpg[/img]
The video also has some action sequences set to music so it should be entertaining and instructional at the same time. Let me know what you think so far.
Another very productive weekend in London, we have the major sequences completed now bar some commentary, the remainder of the video should come together quite quickly now.
Below are some screenshots showing some of the major features, they show you the amount of detail we have programmed into the video, all is updating in real time.
To the lower left is a reverse view image, above that is a lap timer, next up is the inclination of the road, then we have corner name and finally at the top is a scrolling circuit map that shows you where on the track you are. The map is oriented so upwards is always directly ahead, so as you take a corner the map follows your path and rotates. It zooms in and out on occasion to show you where in the full lap image you are and you have a flashing diamond on the maps to reference against when it does this.
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/1-lap1-wehrseiffen-small.jpg[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/2-lap1-biker-small.jpg[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/3-lap1-karussel-small.jpg[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/4-lap1-elise-small.jpg[/img]
On this particular lap we have produced some graphics that show you the main circuit features and in red the ideal racing line. As you drive the circuit the red hand to the right of the graphics follows where you are on track, so it's pointing you to the exact corner the footage is showing. Top right is a map of the circuit, the red diamond follows your location and scrolls round the map, so again you can reference where on the circuit you are. You also have the corner names listed in the front fender area.
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/5-lap2-hohernrain-small.jpg[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/6-lap2-bmw1-small.jpg[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/7-lap2-bmw2-small.jpg[/img]
The video also has some action sequences set to music so it should be entertaining and instructional at the same time. Let me know what you think so far.
| mbiker97 | 02-10-2004 03:01 PM |
Your video looks like a driving instructional video.:D
Have you finished yet? I'll be here waiting patiently.:banana:
Have you finished yet? I'll be here waiting patiently.:banana:
| Andrew Bacon | 02-10-2004 03:20 PM |
Incredible! I had no idea it was going to be this comprehensive.
| Arnie | 02-10-2004 03:27 PM |
Damn, John! That is looking great! I just wish you could have also had a camera mount at your feet. I like that about the Best Motoring DVD's. You can see the footwork. But that is nitpicking because the amount of info you have presented is phenomenal. Would be cool if you could datalog rpms and speed from the SECs unit to the video but we can see your instrument cluster so that is fine. The ideal racing line segment is very good. Great idea. I will have to get this in NTSC and PAL, for when I move back to Germany.
| driggity | 02-10-2004 03:37 PM |
Thats some great looking stuff there John. Just wondering why you decided to use the hand to indicate position and not another diamond (or something similar).
| johnfelstead | 02-10-2004 05:15 PM |
Thanks guys. I have tried to add in as much info as posible, quite a few of the things have come from suggestions earlier in this thread. There are other things i would have liked to have done, such as datalogging integration, but i didnt have that kind of equipment to hand whilst filming and if i were to integrate a dummy version it wouldnt be acurate enough to be meaningful.
We decided on the hand as it apeals to our sense of humour, it works really well when you see the finger scrolling up and pointing right at the corner. :lol: We had to program every major point of reference and then allow the editing suite to generate the effect between the points in real time to sinc everything together.
The aim is to have this completed by the end of the month ready for the new ring season, as you build new sequences it speeds up the next process because you have some markers there to use, so it's an exponential type of process, the last few sequences will be much quicker to build as a result, so it shouldnt be too long now.
We are using a large number of layers to build this, rendering this into one image takes hours of processing time, the poor machine doesnt know whats hit it. :D
Here a few pictures of the editing systems we have been using, if you are familiar with editing software you will see how many layers and effects are in use.
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/AVID2-small.JPG[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/AVID4-small.JPG[/img]
We decided on the hand as it apeals to our sense of humour, it works really well when you see the finger scrolling up and pointing right at the corner. :lol: We had to program every major point of reference and then allow the editing suite to generate the effect between the points in real time to sinc everything together.
The aim is to have this completed by the end of the month ready for the new ring season, as you build new sequences it speeds up the next process because you have some markers there to use, so it's an exponential type of process, the last few sequences will be much quicker to build as a result, so it shouldnt be too long now.
We are using a large number of layers to build this, rendering this into one image takes hours of processing time, the poor machine doesnt know whats hit it. :D
Here a few pictures of the editing systems we have been using, if you are familiar with editing software you will see how many layers and effects are in use.
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/AVID2-small.JPG[/img]
[img]http://www.johnfelstead.co.uk/OnTrackNurburgring/images/AVID4-small.JPG[/img]
| makofoto | 02-10-2004 07:07 PM |
Instant Classic ... Can't Wait! :cool:
| jmh | 02-10-2004 07:11 PM |
Looks grate John! I bet that machine feels a bit like some of those high dollar supercars when a certain sti5 RA is crawling all over thier backside to get past.;)
| johnfelstead | 02-10-2004 07:31 PM |
Thanks Mako.
I hope not jmh, i need it to be friendly for a little longer yet. :lol:
I hope not jmh, i need it to be friendly for a little longer yet. :lol:
| makofoto | 02-10-2004 10:20 PM |
So now all of those trips to the track are tax deductions ... just business expenses ... :D
| Lafora | 02-10-2004 11:57 PM |
holy **** :eek:
gonna make sure i grab a copy of this :bowdown:
gonna make sure i grab a copy of this :bowdown:
| grandpa rex | 02-11-2004 06:32 AM |
John, these images look fantastic. Please book several copies of the DVD for me.
| johnfelstead | 02-11-2004 07:39 PM |
Thanks for the feedback guys, it's very much apreciated and also a relief that you think it's looking good. :)
I am trying to get the costs down to allow me to produce this in DVD format right now, i would really like it in that if at all posible but so far its been a struggle compared to VHS. I have a few new ideas on this front to persue now so i will let you know how that works out.
I am trying to get the costs down to allow me to produce this in DVD format right now, i would really like it in that if at all posible but so far its been a struggle compared to VHS. I have a few new ideas on this front to persue now so i will let you know how that works out.
| Kostamojen | 02-12-2004 01:45 AM |
Neat!
| ElTorrente | 02-12-2004 05:27 PM |
Excellent, smooth driving.
It's very obvious you have total, complete control of the car- very, very impressive! Someday I hope to be half as good as you.
It's very obvious you have total, complete control of the car- very, very impressive! Someday I hope to be half as good as you.
| johnfelstead | 02-14-2004 12:55 PM |
Still Slippery when wet
Thanks. :) Just to keep the entertainment coming here is a fun sequence from Oulton Park with me playing with the Ferrari again, plus passing everything else on track including a Radical SR3 (very quick track car). Hope you enjoy it.
[URL=http://208.184.121.11/i-club/OultonCatchEverything.wmv]Catching Everything[/URL]
Thanks again to Casey for hosting.
P.S The passenger is a brilliant driver, class winner in the Nurburgring 24hr race and winner of many race series in the most sucessful Escort Cosworth racecar built. He loves my car. :D
[URL=http://208.184.121.11/i-club/OultonCatchEverything.wmv]Catching Everything[/URL]
Thanks again to Casey for hosting.
P.S The passenger is a brilliant driver, class winner in the Nurburgring 24hr race and winner of many race series in the most sucessful Escort Cosworth racecar built. He loves my car. :D
| makofoto | 02-14-2004 01:45 PM |
First, I'd love to see you post a transcript of your conversation with your co-driver ... that would be fascinating for many of us ...
AND, why don't you solicite a bit of sponsorship from ALL of US ... and go racing ... although I don't know what series you have that you could campaign your STI in ...
You have so many "fans" that believe in your considerable talent ... I'm sure many of us would contribute and would love to "ride" along with you. You could video tape all of your events ... and make another DVD on campaigning your car.
Hey, wouldn't that make all of your racing expenses a DVD Producing business tax deduction?!
AND, why don't you solicite a bit of sponsorship from ALL of US ... and go racing ... although I don't know what series you have that you could campaign your STI in ...
You have so many "fans" that believe in your considerable talent ... I'm sure many of us would contribute and would love to "ride" along with you. You could video tape all of your events ... and make another DVD on campaigning your car.
Hey, wouldn't that make all of your racing expenses a DVD Producing business tax deduction?!
| dowroa | 02-15-2004 09:35 PM |
[QUOTE][i]Originally posted by johnfelstead[/i]
[B] Thanks. :) Just to keep the entertainment coming here is a fun sequence from Oulton Park with me playing with the Ferrari again, plus passing everything else on track including a Radical SR3 (very quick track car). Hope you enjoy it.
[URL=http://208.184.121.11/i-club/OultonCatchEverything.wmv]Catching Everything[/URL]
Thanks again to Casey for hosting.
P.S The passenger is a brilliant driver, class winner in the Nurburgring 24hr race and winner of many race series in the most sucessful Escort Cosworth racecar built. He loves my car. :D [/B][/QUOTE]
Man, I think for all of your future videos, there should be some subtitles. God knows I would love to hear what is going on. I caught *some* of the comments like "whats the difference on the rally car from this" and your suspension gemometry response... but I would love to catch the gist of the entire conversation. God knows I could learn just from that. :)
Oh, and since I have been lurking in this thread since about its inception, I just wanted to say "Thanks!". I am always checking this thread to see what that crazy brit is doing now :).
Oh an aside:
I know you have been driving on tracks for a while. I was just wondering what level of personal commitment it has cost you to do the amount of track days and runs at Nurburgring in terms of mechanical costs and just equipment to keep the car running at that level for so long :).
Thanks for all the videos, and I hope my questions weren't to base. I just want to know if it is financially feasible to ever thinking about tracking a daily driver.
Thanks!
- dow
Ps. Please make the DVD in NTSC format so I can purchase one!! :)
[B] Thanks. :) Just to keep the entertainment coming here is a fun sequence from Oulton Park with me playing with the Ferrari again, plus passing everything else on track including a Radical SR3 (very quick track car). Hope you enjoy it.
[URL=http://208.184.121.11/i-club/OultonCatchEverything.wmv]Catching Everything[/URL]
Thanks again to Casey for hosting.
P.S The passenger is a brilliant driver, class winner in the Nurburgring 24hr race and winner of many race series in the most sucessful Escort Cosworth racecar built. He loves my car. :D [/B][/QUOTE]
Man, I think for all of your future videos, there should be some subtitles. God knows I would love to hear what is going on. I caught *some* of the comments like "whats the difference on the rally car from this" and your suspension gemometry response... but I would love to catch the gist of the entire conversation. God knows I could learn just from that. :)
Oh, and since I have been lurking in this thread since about its inception, I just wanted to say "Thanks!". I am always checking this thread to see what that crazy brit is doing now :).
Oh an aside:
I know you have been driving on tracks for a while. I was just wondering what level of personal commitment it has cost you to do the amount of track days and runs at Nurburgring in terms of mechanical costs and just equipment to keep the car running at that level for so long :).
Thanks for all the videos, and I hope my questions weren't to base. I just want to know if it is financially feasible to ever thinking about tracking a daily driver.
Thanks!
- dow
Ps. Please make the DVD in NTSC format so I can purchase one!! :)
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