Gerry H wrote:
Maybe I'd be better off sorting the dump valve rather than learning a questionable technique?
I would say yes purely for the instance you may need to lift off quick. I know what you mean about the shut-off, it can be quite violent. I wouldn't want to put you off something you are already familiar with and adept at but I still wonder what you'd do in an emergency brake situation, most people have the reaction to brake and dip the clutch. If you just braked and ended up stalling, not a problem, but if, in the moment you pressed both pedals (in your case brake & gas) then you ain't gonna slow down real quick.
Surprising Andy thinks that LFB is of no real benefit, I agree with him but thought he was a big advocate of it.
Gerry H wrote:
Maybe I'd be better off sorting the dump valve rather than learning a questionable technique?
I would say yes purely for the instance you may need to lift off quick. I know what you mean about the shut-off, it can be quite violent. I wouldn't want to put you off something you are already familiar with and adept at but I still wonder what you'd do in an emergency brake situation, most people have the reaction to brake and dip the clutch. If you just braked and ended up stalling, not a problem, but if, in the moment you pressed both pedals (in your case brake & gas) then you ain't gonna slow down real quick.
Surprising Andy thinks that LFB is of no real benefit, I agree with him but thought he was a big advocate of it.
Maxx
I appreciate what you're saying, the footwell is a little cluttered with three pedals to play with particularly in an emergency. I'll have another go at sorting the d/v, maybe put it to atmosphere. I tried removing it but that didn't help at all.
I'm not 100% on Andy's view on LFB. He does touch on it in the video so maybe I ought to watch it again
Great thread, let me be another one to thank Maxx for this.
It's got me thinking back to when I raced bikes. Situation is much the same, except the consequences of losing the front are more severe! Two differences spring to mind though. One is that the steering angle is steepened through hard braking making it turn in sharper for a given steering input. The other is that a racebike (and even most bog stock sportsbikes) will brake to the max consistently, lap after lap, unlike most of the cars we drive.
Even with aftermarket brakes on an Impreza I find it hard to brake to the max, consistently over a few laps. I think it's a weight thing. On a 110kg 250 racebike, with just two fingers on the lever you can take it consistently to the point where the tyre squirms slightly. Precise and controlled. Switching to a 160kg 600cc bike, straight away there's a feeling of massive weight transfer, the back wheel lifts and it feels scary in comparison. More difficult to be precise. Now, the 1200kg Impreza feels like one step further in the same direction - well, not scary any more, but difficult to take precisely to the braking limit.
Wish I had a dedicated track car with less weight!
I guess the alternative, mechanically-sympathetic answer is to decide on a certain sub-maximal braking force and rate that as a '10'. A force that the car will sustain for all laps of the session. Then, focus on building to 10 and releasing again smoothly. Problem is that I usually find myself tempted to go looking beyond '10', especially when chasing Gerry and others with more bhp.
interesting points Andy. I think you are right with the braking effort side of things but I suppose that does vary depending on your brake set up. Mine was fine at maximum for about a dozen consecutive hot laps at Snet and 3 back to back at the ring. (although I never really push the braking that hard or late there )
I think Maxx mentioned earlier that with the weight transfer effect you can get a higher braking effect so the 10 could become a 13 (if the pads/discs/fluid etc could stand it) whilst still bearing in mind the effect on the stability of the car.
Ultimately, most of us are trying our best to wrestle shopping cars around race tracks so there will always be some degree of compromise in the ultimate set-up but the principles remain valid.
btw - it must be wild standing a race bike on its nose like that :devil:
Just wanted to do a quick post to say I've not forgotten you guys just been really busy. I have a few days off now before the 24hr race so maybe get something done in the next day or so.
Sorry guys, didn't get time to post anything new and am just about to set off for the Ring. If anyone from here goes i'll be racing in car 264, the Brunswick Motorsport Alfa 147 JTD.
Well things not going so well, Turbo blew 2/3rds of the way round the GP circuit, before i even got to the Nordschleife. We have replaced but not in time for any morning running. We are (hopefully) back out between 7 & 11 tonight.
As i've nothing to do for a while I chopped and uploaded the in-car video of the Tubo blow. No sound unfortunately, maybe i'll edit it when i get back and dub the "Hamlet" tune over it.
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