Race Car Cornering Techniques Free
On a race track the most difficult skill to master is cornering technique. Before trying to put a car on the absolute limit, it’s important to figure out the racing line around the circuit, and the ideal line to take through each corner for the fastest speed. Lateral Force The lateral deflection taking place in the tyres gives rise to an elastic force. This force, called cornering force or lateral force is perpendicular to the direction the wheel is pointing and happens in the center of the tyre contact patch. The relation between lateral force and slip angle is reciprocal: The lateral force can be. Cornering while in the central standing position – Once you’re comfortable with seated cornering you should try cornering while in the central standing position. This is a fantastic technique to use on bush trails when a lot of standing is required.
Dirt Track Chassis Set-up At The Rear For CorneringDirt Track Chassis Set-up At The Rear For CorneringDirt track race cars can be very difficult to set up. Depending on thecondition of the track and your driving style, there can be two verydifferent approaches to your chassis tuning.As long as the tires have near '1 to 1 traction' with the ground, you shouldset up your race car like an asphalt car (see the page). However, if you have to applyopposite lock steering (turning the steering wheel to the right) and youdrive the car throughout the corner balancing it with the throttle, thenyou should use the tuning tips on this page.CORNER WEIGHTSWhen the rear tires are sliding or spinning, the single largest factoraffecting the bite (grip) is the load on each tire.
In this condition thetire with the most weight (load) gets the most bite. Or you could thinkof this as the tire with the least weight gets the least amount of bite.A standard transmission clutch is a good similarity to this truism. Try this test athome and you will see how this works. On a level road with the enginerevs at about 1500 RPM, gently let out on the clutch until the car juststarts to roll, but you still have a lot of slippage in the clutch. Now,without changing the clutch load, press the throttle to the floor.
Race Car Cornering Techniques 2017
Youwill notice that as the engine's RPM increases, the car really does notaccelerate any faster. However, if you change the clutch load, the carwill accelerate very differently. This is exactly the same physics as thesliding (or spinning) rear tires. Or in other words, If the tires arespinning and you spin them faster the car seldom will go any faster.So, if you have 'backed it into the corner' and are driving through theturn with the throttle, then the loading on each rear tire will have alarge effect on how the race car handles. Increasing the load on theright rear tire will tend to make this tire push forward harder and theback end will come on around as you apply the throttle. Increasing theload on the left rear tire will make that tire push forward harder andtighten up the rear end of the race car.Items such as spring rates, spring locations, Panhard bar (or J bar), allaffect the weight on the tires when your race car is the turns.
This iswhere a program like is a big advantage because you can experiment withchanging these items in the computer and see how they affect the weighttransfer.Some of these changes only affect the weight transfer a small amount.Other changes, however, make a large change in the amount of weight thattransfers from the inside tire to the outside tire. Again, the simplestway to know how much weight is on each tire during a corner is with acomputer program.Keep in mind that these causes and effects are true as long as the tiresare sliding. Remember, racing can be dangerous. Always use your bestjudgment and the best tools!Copyright © AutoWare 1998 2009.
I don't mind admitting that I'm totally obsessed with the upcoming boxing match between Floyd Mayweather and Conor MacGregor. Not just because of the alternately shambolic and horrifying publicity tour or the hilarious stupidity of the mainstream press as its members attempt to comprehend something that is utterly beyond their normal worldview. Somehow this country has managed to create an entire generation of young men that has never so much as had a shoving match with another man, and they are completely undone by all the macho posturing that's happening prior to the fight. It's as foreign to them as the microbial life on the surface of Mars.All that aside, however, there's something utterly fascinating about the idea of two completely different fighting disciplines meeting under controlled conditions. As a teenager I sparred in a few martial arts and although I'm no Chuck Norris I can tell you that it is easy to become lost in the theory and practice of fighting. Who would win between a Muay Thai fighter and a top-notch Kenpo practitioner? Are all the leg-based takedowns you see in Ultimate Fighting really unstoppable or is it just the best way to work in that system?
They say you should never let a wrestler get you on the ground but how much of that is based on the common gentlemen's agreement that you won't bite him or put your thumbs in his eyes?Come August, we will at least know whether a middle-aged boxer can out-punch a grappler in the prime of his strength. Meanwhile, I had my own punch-up this past weekend at Mid-Ohio–not in the pitlane, thankfully, because I'm running out of places I'm allowed to race, but out on the track.
Fastest Cornering Car
And the central character in this scrap was my 2.4-liter Frankenmotor Neon, a car described by R&T's own Sam Smith as 'a cheap boxing glove loaded with lead shot.' My Neon is currently a very odd creature. It's got more torque than the two-liter Neons that run in the Improved Touring classes, but because I'm running it in a different category I'm also burdened with three hundred pounds more weight. The upshot is that it's actually a bit slower than it would have been if I'd left it stock–but it's far more entertaining to drive. We were just as different as Mayweather and MacGregor.Nominally speaking, my primary in-class rivals for the final race were a BMW M3 (which finished ahead of me) and a Mustang (which finished behind) but the real story was an out-of-class race I kept having with a Spec Miata that happened to qualify just ahead of me at the beginning of the weekend. We were just as different as Mayweather and MacGregor.
He was almost four hundred pounds lighter and capable of easily shading me in all but the fastest two turns at Mid-Ohio thanks to a major advantage in wheelbase, tire-width-to-weight-ratio, and suspension design.Against those admirable attributes I had just two advantages. The first was that I could motor him by about a car and a half down Mid-Ohio's back straight. The second was. Ambient temperature.You see, there's a sweet science to racing a front-wheel-drive car, particularly one with a Torsen front differential, and it's as different from driving a Miata as MMA is from boxing.
In that Miata, or in any traditional RWD race car, you drive every corner according to the general curriculum that has been taught everywhere from Bonduran.