Thanks for your comments Nick.
blindsidefive0 wrote:
Oval - Great line. It looks like there is a little bit on the table at exit, you could probably go right back to full throttle as soon as you get the car turned in (try at your own risk)
We've been working on this line all season. After looking at data and watching the Gorilla for a few years, it appears that the entry is the key to NASCAR. Left foot braking, however WHERE to use it and how much is what I'm working on now. Data shows that the car has more grip to give on entry to mid-corner...it's more an issue of how big my balls are and how much I want the rear end to rotate when using the brakes there...too much and your sphinctor begins to pucker at 100mph. Obviously an early return to throttle is preferrable and this will determine how much the steering wheel will be worked in T2.
T3 - Again, this is the right line. At entry you might be able to roll just a tad more speed (1-2mph at most) into the turn and still go WOT at the same point
I agree that the turn-in can be taken a bit faster. I've just begun to use that inside line so it's a work in progress. My typical entry speed using the Miata line is about 41mph. I think turn-in for this new line has to be slightly slower due to the tighter radius...but track-out has a larger radius and wheelspin isn't really an issue going up the hill when using the inside line and heading out towards the typical track-out spot. I need to work on a reference point for turn-in so I can repeat this line.
T6 - Is it faster to leave it in 3rd and bang the rev-limiter? This could probably go either way - in Woodle's Lemons car I left it in 3rd, but Kleeman went to 4th. Now I actually prefer the downshift from 4-3 as it adds some rear bias to the braking to help the entry into the bowl. On exit, I'm surprised I didn't see you using more of the new pavement given your comments to Nick.
It is faster to leave it in third than to deal with 2 extra shifts, especially during a race. The issue that I have with T6 is that I brake too early...always. So when I'm done with my braking, there is a 15-25 foot section of track where I'm coasting, waiting for my turn-in point (I like a straighter braking line going into the corner than most). So one of the things I'll be working on at the next practice day is waiting to brake later for T6 so that as soon as I'm done slowing the car I'm turning in. Most of the time, people turn-in early there so that extra off-camber pavement at track-out needs to be used. I didn't use it on that lap because I didn't need it, but I usually use some of it during a race because I'm usually looking in my mirror when entering that corner and miss my turn-in mark.
T9 - I usually don't like to power down the hill as it means I probably overslowed the car. I actually like what Andre's doing in his video through here - it almost feels like one decreasing radius corner where you bleed of speed for T10 entry the entire way down.
T9 is my achilles heel at NHMS. I'm slow through that corner and following cars catch me here. I take the school line, get caught on corner entry and it doesn't work in a race situation. However if a wider entry is used (allowing for a larger radius and earlier power application) a car can sneak in on the inside and I lose a position. On this particular lap, I got back to the throttle WAY before I usually do and the car stuck around the corner. It surprised the hell out of me but I went with it and was rewarded. I picked up a half second there compared to my usual lap. My buddies that kill me in that corner tell me to trail brake into the corner. I've tried it but it doesn't feel good with my car's setup. I'm typically modulating the throttle all the way around, however data shows that on this video lap I was way faster than usual.
T10 - looks like you got all of it (I'm assuming you were floored from the apex).
I didn't use enough pavement at track-out. That little section that has been added on the edge of the track really helps with a fast time through T10.
North chicane - exit was good, but we get back to the debate on entry. It looks like the car is on the hairy edge trying to slow down and get the car turned-in properly. I think most miatas choose to go around the curb at turn-in, even though it tightens the turn...and maybe this is the fastest way through there (definitely don't want to go wide over the entry curb in a race or you could open the door for the guy behind you to make an aggressive move). I forget exactly what I was doing in the Lemons car here, but it's definitely faster in the BMW to run over all of the curb to alleviate this issue with turn in, and it opens up the rest of the turn.
Lots of guys run over the curb before turn-in and I should probably do the same. The thought is that as the car comes down off the curbing and the RF spring compresses, THAT'S the time to begin to turn in. The result is more front bite and a larger radius to the corner. Easier said than done with cars in front and behind. It's tough to see through cars ahead when coming into that corner, so it's hard to precisely place the car in my opinion. The pavement drops off to the grass there so if you drop a wheel you're going for a ride through that grass towards NASCAR T4. I've been working this season on a quick car rotation at turn-in using a steering wheel flick, which gets the car turned abruptly and allows an earlier throttle application (Type 1 corner: get a good run onto the longest straightaway thing).
Thanks for your comments. One other guy has been looking at data with me but we don't do it enough. But we've seen that it can be very helpful if used in moderation. Your comments have got me thinking about trying some new things on Friday during the practice day. You should come join us if you've got the time. $150 for the day...typically 8-9 sessions with the morning sessions being mostly empty. PM me if you want to come and I'll let you know where we'll be paddocked...5-6 Miatas and we all run in a big pack during practice days.
First of all I would like to congratulate Bob C for taking down my track record in SSU. Nice driving Bob.
