| burnera | 03-04-2006 03:32 AM |
how do you handle a corner like this?
�
�
feel free to MSpaint over it
scenario: coming out of another corner accelerating, where the blue box is (car) is say... 70mph.
[IMG]http://img113.imageshack.us/img113/1197/tighteningcorner4zh.jpg[/IMG]
i can never seem to get the braking points right, which then kills off apexing/accelerating out properly.
scenario: coming out of another corner accelerating, where the blue box is (car) is say... 70mph.
[IMG]http://img113.imageshack.us/img113/1197/tighteningcorner4zh.jpg[/IMG]
i can never seem to get the braking points right, which then kills off apexing/accelerating out properly.
| RBelcher00 | 03-04-2006 04:43 AM |
I did it in paint. But I don't know how to post it. =(
| STi-JDM | 03-04-2006 04:47 AM |
^^^ use photobucket... ;)
| mtnbikeracer | 03-04-2006 04:55 AM |
usually at very high rates of speed
| Fred | 03-04-2006 08:38 AM |
I'd have to say countersteering at full throttle from turn-in through track-out. :)
| Fred | 03-04-2006 08:39 AM |
PS - you might want to mention road camber/ elevation changes/ smoothness/ whatever else is going on there.
| Scooby South | 03-04-2006 09:14 AM |
[QUOTE=Fred]PS - you might want to mention road camber/ elevation changes/ smoothness/ whatever else is going on there.[/QUOTE]
^^^ Good point...
Bill
^^^ Good point...
Bill
| StuBeck | 03-04-2006 09:22 AM |
If its flat, and the next straight is long, brake on the outside of the turn and then turn in early. If the next straight is short, cut the entry in so you are braking in a straight line and then enter the corner.
There should be a fair amount of coverage of corners like this if you do a google search, its pretty striaght forward, but it depends on what the rest of the course is more.
There should be a fair amount of coverage of corners like this if you do a google search, its pretty striaght forward, but it depends on what the rest of the course is more.
| AngryBlueRS | 03-04-2006 10:12 AM |
[QUOTE=Fred]PS - you might want to mention road camber/ elevation changes/ smoothness/ whatever else is going on there.[/QUOTE]
As well as what the next turn looks like and how far away it is. The above kind of depends on whether you need to be on the left or right at exit, or if it does not matter because its a long straight.
Also, I assume the surface is tarmac? ;)
As well as what the next turn looks like and how far away it is. The above kind of depends on whether you need to be on the left or right at exit, or if it does not matter because its a long straight.
Also, I assume the surface is tarmac? ;)
| WRX_orlando | 03-04-2006 10:37 AM |
It does depend on the track after the turn. If its a straight after I would imagine combining it into a single turn rather than double apexing. and a good rule of thumb is the fastest way through a corner is the largest (widest) circular arc you can draw inside the track. not exactly, but something like this:
[IMG]http://i40.photobucket.com/albums/e229/orlando_wrx/tighteningcorner4zh1.jpg[/IMG]
[IMG]http://i40.photobucket.com/albums/e229/orlando_wrx/tighteningcorner4zh1.jpg[/IMG]
| Storm | 03-04-2006 02:46 PM |
Is that turn 1 at Summit Pt.?
| buddha511 | 03-04-2006 04:08 PM |
[QUOTE=Storm]Is that turn 1 at Summit Pt.?[/QUOTE]
I dont think thats "the loop" but I may be mistaken.
I love driving that track though.
I dont think thats "the loop" but I may be mistaken.
I love driving that track though.
| ghschirtz | 03-04-2006 05:51 PM |
It looks a little like Turn 8/9 on the big track at Willow Springs CA, and the line suggested by WRX-Orlando is about what is used. The turn is tricky as not only is there a decreasing radius as 8 moves into 9 but there is slight banking (toward the inside of the turn) that goes away as you exit 9, so being a little judicious is good. The temptation is to try to carry too much speed onto the straight. My entry speed was about 110, and lifting was enough to take speed down and load the front to move into the turn, set the car and hold about 100, then lift a little again to tighten the turn and clip the apex for exit from 9, showing about 90 and flat on the go pedal for the straight at or a little before 9's apex. The nominal radii for 8 and 9 are such that I computed lateral acceleration of about .85g for those speeds. This was done on Goodyear F1's, 215x45x17's. The car was wiggling around quite a bit and I used ALL the road plus an inch or two a couple of times on the exit from 9. Great fun. Great track but very hard on the driver's side front tire-needed to dial in some more negative camber.
George
George
| rst4me | 03-04-2006 05:55 PM |
look at it and cry because I suck!!
| ghschirtz | 03-04-2006 06:20 PM |
Hey, amigo, give it time and work into it. Unless there is honor or blood on the table, there is no reason to do anything but enjoy yourself, improve your skills and drive home at day's end with a perfectly intact Sub. I was embarassed because a buddy had a BMW 318 with a lot less power...and he was way too close to my laptimes. I realize now where I was losing time, but I sure felt goat-like that day, even if I had a wonderful time. I cannot be unhappy on a race track.
The nicest people I have met since relocating to CA have been the racers and shooters-I started shooting handguns competitively (very informal matches). Sane, open, excited about what they are doing, a great time compared to alot of other people I have met. Everyone has a story, some ideas and questions about your car, comments about theirs...like this website except in real time and in your face. I always feel like I have talked my head off after a track day or pistol match. Very nice feeling as I don't tend to talk all that much.
Best,
George
The nicest people I have met since relocating to CA have been the racers and shooters-I started shooting handguns competitively (very informal matches). Sane, open, excited about what they are doing, a great time compared to alot of other people I have met. Everyone has a story, some ideas and questions about your car, comments about theirs...like this website except in real time and in your face. I always feel like I have talked my head off after a track day or pistol match. Very nice feeling as I don't tend to talk all that much.
Best,
George
| ScubaruImpreza05 | 03-04-2006 06:52 PM |
I want more threads like this. I dream of actually racing on a nice course, dumb broke @$$ college student I am.
I'm no pro, but from corners around town that are like this, I go into them hot, downshift (depending on size of corner, degrees corner is, etc.) hammer brakes into corner at the end of the first straight, off brakes when I reach turn in point, and just hammer gas through corner into next straight.
Pretty much what orlando and Schirtz say.
I envy you schirtz.... Let me borrow your car and track pass for a day ;)
I'm no pro, but from corners around town that are like this, I go into them hot, downshift (depending on size of corner, degrees corner is, etc.) hammer brakes into corner at the end of the first straight, off brakes when I reach turn in point, and just hammer gas through corner into next straight.
Pretty much what orlando and Schirtz say.
I envy you schirtz.... Let me borrow your car and track pass for a day ;)
| ghschirtz | 03-04-2006 07:23 PM |
Hi Scubaru,
May I suggest you get a book or two on driving? I have read The Unfair Advantage by Mark Donohue about 6 times. It is a wonderful history, and he discusses technique, and particularly the ideas and theory of how load transfer is the key to getting the most out a car. In braking, most of the time you want to still be braking as you turn in, for this loads the front end for more grip. Downshifting, I try to heel-and-toe smoothly as I am turning in to the gear I will need for the turn. Coming off a long straight in 4th or 5th into a hairpin, brake, lighten up as you turn-in, go directly to 2nd and off you go, is what I mean. Another Donohue trick, not mentioned at the Bondurant racing school where I went in 1996. They certainly stressed the load transfer issue, and being smooth (though at first it seems chaotic, as you get better you get smoother) and the like. Carroll Smith's books are rated well, there are a bunch of others. Alan Johnson's Driving in Competition was another one I learned a lot from, but it is likely out of print. You see, I started taking Road + Track in September 1964...I am sort of old.
When I could not race, I satisfied my dream with books and stunts when no one was looking. You can practice stuff every day. I heel/toe, double-clutch on downshifts (makes it easier on the synchros-a weak point in the Sub gearbox), get the right gear for the corner or conditions without touching intermediate gears, trail brake, in my daily driving. Snow filled parking lots at Middlebury College in VT offered ample opportunities to slide around with my Ford Capri 2 liter when I was less old. The snowfall in Dallas in 1.03 was one of the happiest days I have had, running the Sub all over the place in lurid attitudes.
Don't give up hope, there is joy to be had if not on racetracks, just [B]be safe and work into it[/B]. It is difficult to go fast safely, and now that I can go to tracks (lack of a spouse does open some doors, but I don't recommend it) I am learning still. When you stop learning, you start to die. That is a general statement, friend.
Let me know if you come west. Who knows what trouble might come to hand?
Best,
George :cool:
May I suggest you get a book or two on driving? I have read The Unfair Advantage by Mark Donohue about 6 times. It is a wonderful history, and he discusses technique, and particularly the ideas and theory of how load transfer is the key to getting the most out a car. In braking, most of the time you want to still be braking as you turn in, for this loads the front end for more grip. Downshifting, I try to heel-and-toe smoothly as I am turning in to the gear I will need for the turn. Coming off a long straight in 4th or 5th into a hairpin, brake, lighten up as you turn-in, go directly to 2nd and off you go, is what I mean. Another Donohue trick, not mentioned at the Bondurant racing school where I went in 1996. They certainly stressed the load transfer issue, and being smooth (though at first it seems chaotic, as you get better you get smoother) and the like. Carroll Smith's books are rated well, there are a bunch of others. Alan Johnson's Driving in Competition was another one I learned a lot from, but it is likely out of print. You see, I started taking Road + Track in September 1964...I am sort of old.
When I could not race, I satisfied my dream with books and stunts when no one was looking. You can practice stuff every day. I heel/toe, double-clutch on downshifts (makes it easier on the synchros-a weak point in the Sub gearbox), get the right gear for the corner or conditions without touching intermediate gears, trail brake, in my daily driving. Snow filled parking lots at Middlebury College in VT offered ample opportunities to slide around with my Ford Capri 2 liter when I was less old. The snowfall in Dallas in 1.03 was one of the happiest days I have had, running the Sub all over the place in lurid attitudes.
Don't give up hope, there is joy to be had if not on racetracks, just [B]be safe and work into it[/B]. It is difficult to go fast safely, and now that I can go to tracks (lack of a spouse does open some doors, but I don't recommend it) I am learning still. When you stop learning, you start to die. That is a general statement, friend.
Let me know if you come west. Who knows what trouble might come to hand?
Best,
George :cool:
| Physics Junkie | 03-04-2006 07:25 PM |
Looks like turn 1 at streets of willow...
| ScubaruImpreza05 | 03-04-2006 07:38 PM |
[QUOTE=ghschirtz]Hi Scubaru,
May I suggest you get a book or two on driving? I have read The Unfair Advantage by Mark Donohue about 6 times. It is a wonderful history, and he discusses technique, and particularly the ideas and theory of how load transfer is the key to getting the most out a car. In braking, most of the time you want to still be braking as you turn in, for this loads the front end for more grip. Downshifting, I try to heel-and-toe smoothly as I am turning in to the gear I will need for the turn. Coming off a long straight in 4th or 5th into a hairpin, brake, lighten up as you turn-in, go directly to 2nd and off you go, is what I mean. Another Donohue trick, not mentioned at the Bondurant racing school where I went in 1996. They certainly stressed the load transfer issue, and being smooth (though at first it seems chaotic, as you get better you get smoother) and the like. Carroll Smith's books are rated well, there are a bunch of others. Alan Johnson's Driving in Competition was another one I learned a lot from, but it is likely out of print. You see, I started taking Road + Track in September 1964...I am sort of old.
When I could not race, I satisfied my dream with books and stunts when no one was looking. You can practice stuff every day. I heel/toe, double-clutch on downshifts (makes it easier on the synchros-a weak point in the Sub gearbox), get the right gear for the corner or conditions without touching intermediate gears, trail brake, in my daily driving. Snow filled parking lots at Middlebury College in VT offered ample opportunities to slide around with my Ford Capri 2 liter when I was less old. The snowfall in Dallas in 1.03 was one of the happiest days I have had, running the Sub all over the place in lurid attitudes.
Don't give up hope, there is joy to be had if not on racetracks, just [B]be safe and work into it[/B]. It is difficult to go fast safely, and now that I can go to tracks (lack of a spouse does open some doors, but I don't recommend it) I am learning still. When you stop learning, you start to die. That is a general statement, friend.
Let me know if you come west. Who knows what trouble might come to hand?
Best,
George :cool:[/QUOTE]
Haha, thanks man. I never though to read about books on that stuff. Library time!
I live in PA where snow is not to common, but not to hard to find either. Trust me, the local Weis parking lot is my learning ground during snow. Nothing like wide 2nd gear spirals to put a smile on ones face. (and your passenger's too ;) )
I could have made my car AutoX already, I had the job for it, but I chose to save and pay for college instead. I decided that investing in education(Nuclear Med tech) would allow for a much better payrate, therefore I can buy a house and get a nice job, pay those things off fast or with ease, and dump extra into the fun car, etc...
Being 20, full time student and bust broke sucks haha :lol: , but I still have my fun... [B]safely[/B]
May I suggest you get a book or two on driving? I have read The Unfair Advantage by Mark Donohue about 6 times. It is a wonderful history, and he discusses technique, and particularly the ideas and theory of how load transfer is the key to getting the most out a car. In braking, most of the time you want to still be braking as you turn in, for this loads the front end for more grip. Downshifting, I try to heel-and-toe smoothly as I am turning in to the gear I will need for the turn. Coming off a long straight in 4th or 5th into a hairpin, brake, lighten up as you turn-in, go directly to 2nd and off you go, is what I mean. Another Donohue trick, not mentioned at the Bondurant racing school where I went in 1996. They certainly stressed the load transfer issue, and being smooth (though at first it seems chaotic, as you get better you get smoother) and the like. Carroll Smith's books are rated well, there are a bunch of others. Alan Johnson's Driving in Competition was another one I learned a lot from, but it is likely out of print. You see, I started taking Road + Track in September 1964...I am sort of old.
When I could not race, I satisfied my dream with books and stunts when no one was looking. You can practice stuff every day. I heel/toe, double-clutch on downshifts (makes it easier on the synchros-a weak point in the Sub gearbox), get the right gear for the corner or conditions without touching intermediate gears, trail brake, in my daily driving. Snow filled parking lots at Middlebury College in VT offered ample opportunities to slide around with my Ford Capri 2 liter when I was less old. The snowfall in Dallas in 1.03 was one of the happiest days I have had, running the Sub all over the place in lurid attitudes.
Don't give up hope, there is joy to be had if not on racetracks, just [B]be safe and work into it[/B]. It is difficult to go fast safely, and now that I can go to tracks (lack of a spouse does open some doors, but I don't recommend it) I am learning still. When you stop learning, you start to die. That is a general statement, friend.
Let me know if you come west. Who knows what trouble might come to hand?
Best,
George :cool:[/QUOTE]
Haha, thanks man. I never though to read about books on that stuff. Library time!
I live in PA where snow is not to common, but not to hard to find either. Trust me, the local Weis parking lot is my learning ground during snow. Nothing like wide 2nd gear spirals to put a smile on ones face. (and your passenger's too ;) )
I could have made my car AutoX already, I had the job for it, but I chose to save and pay for college instead. I decided that investing in education(Nuclear Med tech) would allow for a much better payrate, therefore I can buy a house and get a nice job, pay those things off fast or with ease, and dump extra into the fun car, etc...
Being 20, full time student and bust broke sucks haha :lol: , but I still have my fun... [B]safely[/B]
| RallyCSX | 03-04-2006 08:01 PM |
Two words...
Trail Brake :D
Trail Brake :D
| StuBeck | 03-04-2006 09:26 PM |
Just do autocross for fun now. I did it in an 89 Corolla. You don't need a fast car to still have fun, its about pushing yourself which makes it fun, not the competition who throws money at their car more then you do.
| jmolaver | 03-04-2006 09:46 PM |
I think I'd double apex that corner (kinda reminds me of Oak Tree @ VIR)...
come in fast to the first curve trail braking in, ignore the "conventional line" for that turn, and get yourself lined up for the second turn to late apex it and carry as much speed as possible for straight..
I was going to draw it in paint, but I've been using photoshop for so long now that paint just made me annoyed and i gave up :lol:
come in fast to the first curve trail braking in, ignore the "conventional line" for that turn, and get yourself lined up for the second turn to late apex it and carry as much speed as possible for straight..
I was going to draw it in paint, but I've been using photoshop for so long now that paint just made me annoyed and i gave up :lol:
| burnera | 03-05-2006 12:25 AM |
thanks for the replies guys!
its a fictional corner, but i've seen it pop up in auto-X's and a few tracks. I totally forgot what side of the road you should end up on at the end of it.
its a fictional corner, but i've seen it pop up in auto-X's and a few tracks. I totally forgot what side of the road you should end up on at the end of it.
| kwak | 03-05-2006 12:36 AM |
[QUOTE=jmolaver]I think I'd double apex that corner (kinda reminds me of Oak Tree @ VIR)...
come in fast to the first curve trail braking in, ignore the "conventional line" for that turn, and get yourself lined up for the second turn to late apex it and carry as much speed as possible for straight..[/QUOTE]I have to agree. This is a slow corner so carrying speed through the corner with a large arc is not the fast way. Making the previous straight as long as possible, get the car slowed down and turned, and make the next straight as long as possible.
The first apex may not be next to the curb. Then get out into the middle of the track at the slowest point and get the car turned. Then get on the gas as soon as you can apex the second apex (at the curb) and not go off track at the exit.
come in fast to the first curve trail braking in, ignore the "conventional line" for that turn, and get yourself lined up for the second turn to late apex it and carry as much speed as possible for straight..[/QUOTE]I have to agree. This is a slow corner so carrying speed through the corner with a large arc is not the fast way. Making the previous straight as long as possible, get the car slowed down and turned, and make the next straight as long as possible.
The first apex may not be next to the curb. Then get out into the middle of the track at the slowest point and get the car turned. Then get on the gas as soon as you can apex the second apex (at the curb) and not go off track at the exit.
| UTCiv | 03-05-2006 01:41 AM |
Maybe a little late braking and add a little parabolic line to the curve to get set up for the next straight:
[IMG]http://img158.imageshack.us/img158/2513/turn8ls.jpg[/IMG]
But like a lot of these guys have said, depending on the length of the entrance/exit straight, as well as car handling/power ratio, your apex could shift to match a more appropriate speed for entrance/exit.
[IMG]http://img158.imageshack.us/img158/2513/turn8ls.jpg[/IMG]
But like a lot of these guys have said, depending on the length of the entrance/exit straight, as well as car handling/power ratio, your apex could shift to match a more appropriate speed for entrance/exit.
| Butt Dyno | 03-05-2006 10:28 AM |
[QUOTE=Storm]Is that turn 1 at Summit Pt.?[/QUOTE]
That's what I was thinking too...
[QUOTE=WRX_orlando]It does depend on the track after the turn. If its a straight after I would imagine combining it into a single turn rather than double apexing. and a good rule of thumb is the fastest way through a corner is the largest (widest) circular arc you can draw inside the track. not exactly, but something like this:
[IMG]http://i40.photobucket.com/albums/e229/orlando_wrx/tighteningcorner4zh1.jpg[/IMG][/QUOTE]
And that looks approximately like how most people take T1 at Summit.
That's what I was thinking too...
[QUOTE=WRX_orlando]It does depend on the track after the turn. If its a straight after I would imagine combining it into a single turn rather than double apexing. and a good rule of thumb is the fastest way through a corner is the largest (widest) circular arc you can draw inside the track. not exactly, but something like this:
[IMG]http://i40.photobucket.com/albums/e229/orlando_wrx/tighteningcorner4zh1.jpg[/IMG][/QUOTE]
And that looks approximately like how most people take T1 at Summit.
| ghschirtz | 03-05-2006 02:35 PM |
Scubaru,
You made the right choice, proud of you for it. Being broke does suck big time. Shows you the worst and best of people when you go to them and tell them you can't pay your bills. I did stay out of bankruptcy court by a narrow margin and things are better now. Never go there again if I can help it. We did pay back every dollar owed and have been current since mid 05, so I don't feel bad about it now, but getting through it was a nightmare, hopefully the worst years of my life.
It sure is nice to race finally. All things have their time. All the best, my friend.
George
You made the right choice, proud of you for it. Being broke does suck big time. Shows you the worst and best of people when you go to them and tell them you can't pay your bills. I did stay out of bankruptcy court by a narrow margin and things are better now. Never go there again if I can help it. We did pay back every dollar owed and have been current since mid 05, so I don't feel bad about it now, but getting through it was a nightmare, hopefully the worst years of my life.
It sure is nice to race finally. All things have their time. All the best, my friend.
George
| GarySheehan | 03-05-2006 04:23 PM |
It depends on what you are driving, how it handles, the length of the straight preceeding the corner, and the length of the straight following the corner.
I can't see a Subaru doing very well on the line submitted by WRX orlando. None of the Subies I've ever driven have had nice neutral steady state cornering that that line would require.
Might be close for a Spec Miata, though I'd think the entrance needs to be tightened up a bit and the exit opened up so that you can accelerate out. Currently looks too constant radius.
Gary
Sheehan Motor Racing
[url]www.teamSMR.com[/url]
I can't see a Subaru doing very well on the line submitted by WRX orlando. None of the Subies I've ever driven have had nice neutral steady state cornering that that line would require.
Might be close for a Spec Miata, though I'd think the entrance needs to be tightened up a bit and the exit opened up so that you can accelerate out. Currently looks too constant radius.
Gary
Sheehan Motor Racing
[url]www.teamSMR.com[/url]
| ghschirtz | 03-05-2006 04:59 PM |
[QUOTE=GarySheehan]It depends on what you are driving, how it handles, the length of the straight preceeding the corner, and the length of the straight following the corner.
I can't see a Subaru doing very well on the line submitted by WRX orlando. None of the Subies I've ever driven have had nice neutral steady state cornering that that line would require.
Might be close for a Spec Miata, though I'd think the entrance needs to be tightened up a bit and the exit opened up so that you can accelerate out. Currently looks too constant radius.
Gary
Sheehan Motor Racing
[url]www.teamSMR.com[/url][/QUOTE]
Well, I have been wondering if it was me or the Sub that could not seem to hold a neat steady cornering state. My line at Willow Springs was more a jagged arc than a line, to be honest. I think I was nibbling at the edge of the car's performance, and it seemed to want to understeer, then over, then under...without me making control inputs to provoke that behavior. I have noticed in the rain where I could establish a nice power-on slide with my GMC Yukon and even my Volvo 240, the Sub is a little schizo between over- and understeer. I admit to being well down the learning curve on how to handle a Sub at speed, but your comment rings very true to me.
I speculate the lurid slip angles that make the car so good as a rally car are less useful on a road course. Sort of like a "relaxed stability" aircraft, needs attention all the time to keep on a steady course but ask it to turn and away she goes with a joyful leap.
Cheers,
George :)
I can't see a Subaru doing very well on the line submitted by WRX orlando. None of the Subies I've ever driven have had nice neutral steady state cornering that that line would require.
Might be close for a Spec Miata, though I'd think the entrance needs to be tightened up a bit and the exit opened up so that you can accelerate out. Currently looks too constant radius.
Gary
Sheehan Motor Racing
[url]www.teamSMR.com[/url][/QUOTE]
Well, I have been wondering if it was me or the Sub that could not seem to hold a neat steady cornering state. My line at Willow Springs was more a jagged arc than a line, to be honest. I think I was nibbling at the edge of the car's performance, and it seemed to want to understeer, then over, then under...without me making control inputs to provoke that behavior. I have noticed in the rain where I could establish a nice power-on slide with my GMC Yukon and even my Volvo 240, the Sub is a little schizo between over- and understeer. I admit to being well down the learning curve on how to handle a Sub at speed, but your comment rings very true to me.
I speculate the lurid slip angles that make the car so good as a rally car are less useful on a road course. Sort of like a "relaxed stability" aircraft, needs attention all the time to keep on a steady course but ask it to turn and away she goes with a joyful leap.
Cheers,
George :)
| The neck | 03-05-2006 09:35 PM |
[IMG]http://i32.photobucket.com/albums/d33/MarkCGLawrence/tighteningcorner4zh.jpg[/IMG]
| Chromer | 03-05-2006 10:11 PM |
Nice! That line probably works best if it's not paved...
| ghschirtz | 03-06-2006 07:47 PM |
Hey Neck,
Is that not the "Swedish flick", where you toss the car left, then right so that it rotates rapidly around by the time you are at the apex, on full throttle to push it the right direction? Rally driving trick used by a lot of people in rear and front drivers in the older days. It is a good way to get a car to swap ends...at my skill level...
George
Is that not the "Swedish flick", where you toss the car left, then right so that it rotates rapidly around by the time you are at the apex, on full throttle to push it the right direction? Rally driving trick used by a lot of people in rear and front drivers in the older days. It is a good way to get a car to swap ends...at my skill level...
George
| REX8 | 03-06-2006 08:56 PM |
[QUOTE=ghschirtz]Hey Neck,
Is that not the "Swedish flick", where you toss the car left, then right so that it rotates rapidly around by the time you are at the apex, on full throttle to push it the right direction? Rally driving trick used by a lot of people in rear and front drivers in the older days. It is a good way to get a car to swap ends...at my skill level...
George[/QUOTE]
Thats the Scandinavian flick...and you're right, it works great.
Is that not the "Swedish flick", where you toss the car left, then right so that it rotates rapidly around by the time you are at the apex, on full throttle to push it the right direction? Rally driving trick used by a lot of people in rear and front drivers in the older days. It is a good way to get a car to swap ends...at my skill level...
George[/QUOTE]
Thats the Scandinavian flick...and you're right, it works great.
| infantsam | 03-06-2006 09:57 PM |
Well I watched Adam Andretti do it in my car on the Patriot course at VIR while we made a video. I simultaneously watched in awe/looked away and peed my pants slightly. I think it will be some time before I try something like that. I'll have to get a lot of parking lot practice.
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