First sentence, if anyone could break it down for me that would be great."I think that Lewis by one circle of the fastest driver in the world today, though in recent times, as the older, shows that he is able to connect a lot of those rounds into a whole. Kimi is definitely the fastest race car driver in the world today."
Ahh ok now i get the "once circle" thing.. one lap basically. Thanks for clearing it up, gotta learn the Wilson-vocabulary it seemsbcoxa wrote:I took it to mean that lewis is the quickest over one lap, and as he goes on is starting to be able to build that into more laps. Kimi is already there and the quickest over a race distance.
Well, in low speed corners there's not so much downforce to play into things, so there might be a sense in what he says, but in mid- and definitely high speed corners the car aero attitude plays much bigger role. Exhaust blowing (not as important now as it was last year) certainly disturbs things.raymondu999 wrote:Whether or not this translates to an F1 car I think is a bit of a dodgy business - F1 cars have downforce, and obviously the wider line would mean you have more downforce, and grip, to play with - so relative to the road car - the F1 car takes the wider corners much quicker - relatively speaking. Reason being, you're taking a wider corner at increased grip (downforce) while in a road car you're taking a wider corner at decreased grip (lift). I hope I'm not sounding convoluted here. So in theory - it might not be as beneficial in an F1 car.
Any takers?
Yep, possibly.timbo wrote:Well, in low speed corners there's not so much downforce to play into things, so there might be a sense in what he says, but in mid- and definitely high speed corners the car aero attitude plays much bigger role. Exhaust blowing (not as important now as it was last year) certainly disturbs things.
But if you want to spot differences between drivers you have to look at low speed corners, anyway.
Anonymous wrote:However, to keep the dialogue moving, there you go:
Summary: the late apex is precisely the way to "shorten the corner", as you call it. I think Mr. Wilson is saying precisely this. Notice how he talks of "smooth-firm". I couldn't agree more.
Notice three things:
In first place, there is no way to have four tyres flat, except in a few positions around the track (and that depends on the kind of curve that is BEHIND you). That's a certainty.
In second place, no optimal trajectory is symmetrical: most cars decelerate MUCH faster than they accelerate.
That's the reason why late apex is not critical unless you have serious engine power. It's also the reason why rookies can do fairly well with a regular apex trajectory. That's also the reason why most racing cars are heavier in the back.
In third place, there is a huge difference between the way you should take a curve in a circuit with curve transitions and in a circuit which has not curve transitions. I despair of transmitting the knowledge here.
In a slow corner, even in an F1 car, straightening the wheel quicker will help your traction available for longitudinal acceleration more than the downforce of 3Kmh(arbitrary number) more apex speed.raymondu999 wrote:I just had a sort of eureka moment. This "shorten the corner" business - what if it's true in road cars? A road car generates lift as it goes along - and the slower you're going, the less lift you'll have. Effectively, you have more "downforce" (ie less lift) and thus more grip at lower speeds - and this shortening of corners would mean that you're actually able to rotate the car with more grip in that slower speed - leading Mr. Wilson to say that on average it is quicker to shorten the corner, because the extra speed carried on a wide line isn't enough to make up for the better traction of a V-shaped corner.
Whether or not this translates to an F1 car I think is a bit of a dodgy business - F1 cars have downforce, and obviously the wider line would mean you have more downforce, and grip, to play with - so relative to the road car - the F1 car takes the wider corners much quicker - relatively speaking. Reason being, you're taking a wider corner at increased grip (downforce) while in a road car you're taking a wider corner at decreased grip (lift). I hope I'm not sounding convoluted here. So in theory - it might not be as beneficial in an F1 car.
Any takers?
Pierce89 wrote:In a slow corner, even in an F1 car, straightening the wheel quicker will help your traction available for longitudinal acceleration more than the extra downforce of 3Kmh(arbitrary number) more apex speed.raymondu999 wrote:I just had a sort of eureka moment. This "shorten the corner" business - what if it's true in road cars? A road car generates lift as it goes along - and the slower you're going, the less lift you'll have. Effectively, you have more "downforce" (ie less lift) and thus more grip at lower speeds - and this shortening of corners would mean that you're actually able to rotate the car with more grip in that slower speed - leading Mr. Wilson to say that on average it is quicker to shorten the corner, because the extra speed carried on a wide line isn't enough to make up for the better traction of a V-shaped corner.
Whether or not this translates to an F1 car I think is a bit of a dodgy business - F1 cars have downforce, and obviously the wider line would mean you have more downforce, and grip, to play with - so relative to the road car - the F1 car takes the wider corners much quicker - relatively speaking. Reason being, you're taking a wider corner at increased grip (downforce) while in a road car you're taking a wider corner at decreased grip (lift). I hope I'm not sounding convoluted here. So in theory - it might not be as beneficial in an F1 car.
Any takers?
