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It is interesting that Rosberg adjusts his brake bias 4 times and Vettel doesn't - unless his is a thumb wheel on the steering wheel?raymondu999 wrote:Rosberg vs Vettel in Singapore 2013 Quali. Rosberg always takes a more circular line, and Vettel seems to go for a later apex on most corners.
http://player.vimeo.com/video/75111724? ... lor=ff9933
I don't think it is allowed. AFAIK the brake system must be purely mechanical.Gaz. wrote:unless his is a thumb wheel on the steering wheel?
Other than the "turn 1 complex" and the hairpin their lines look similar imo, on those 2 particular corners Vettel does go for a late apex while Rosberg turns in earlier.raymondu999 wrote:Rosberg vs Vettel in Singapore 2013 Quali. Rosberg always takes a more circular line, and Vettel seems to go for a later apex on most corners.
http://player.vimeo.com/video/75111724? ... lor=ff9933
That's why I think as well. As i posted in race thread:raymondu999 wrote:I think it's a faster steering rack, and Vettel taking a later apex in the slow stuff (requiring him to have higher peak lock)
The humid esses of Turns 1-2-3 are framed by three flyovers carrying the friday rush-hour traffic of the real world, daylight fading. The sound of cylinder-cut misfires from the f1 cars on a low-grip surface rebounds off the ivy-covered concrete, the aroma of heady fuel brews hanging in the air in these early laps. sergio Perez is trying to fill the very pores of the track with tyre grip, keeping the car loaded either laterally or under braking or both, but that mcLaren is still niggly over the bumps and kerbs. Jenson button’s out in the other one, in full car-whisperer mode – ‘yes, nice and calm, it’s nothing to worry... bang... That wasn’t so bad, was it? We’re still here’ – and off they go, the flighty car soothed, going way quicker than it realises. Valtteri bottas is on a low-fuel run already and has the Williams by the scruff of the neck, fantastically late on the brakes into Turn 1, car bouncing from bump to bump like a kart. Pastor Maldonado is wilder, every bit as committed but not seeming to feel it so well, reacting to it rather than sensing. Impressive reactions though. Lewis Hamilton has got a bit of an understeer situation but is soon dancing around that, in his own Singapore groove, making the car oversteer when it wants to understeer. It’s becoming properly dark by the time Fernando Alonso begins to properly lean on the ferrari and, as ever, he’s wrong-footing the car exquisitely well, taking more speed into Turn 1 than the rear end is ever going to accept and, just as it’s about to step out of line, he releases the steering, having judged perfectly how much track space he has left to allow this. it’s robbing from his exit what he’s gained on entry, but the net result is a positive. it requires the timing and feel of a dark angel.
I assume you mean gearshift paddles and rev lights?SectorOne wrote:I´d probably prefer the gearshift, rev limiter to stay put regardless of wheel movement.
No no, gear shift indicator.raymondu999 wrote:I assume you mean gearshift paddles and rev lights?
Interesting. Why would you prefer as such? I can get the rev lights. But why paddleshift? You wouldn't be able to shift at high levels of lock.admittedly, all my roadcars have had their paddleshift at the back of the wheel rather than stationary at the column, so I've never tried the latter
Source: http://www.autosport.com/news/report.php/id/110635Alan Permane wrote:He doesn't like the front end. He doesn't like the turn in. It is not sharp enough for him. But, if you try to sharpen it up too much, you then lose the rear.
It’s humid yet windy as the world’s most inviting stretch of Tarmac opens up ahead of the driver. At the Turn 4 exit there’s a rubber line defining the outside rear wheel’s path, an arc that defines downforce: the Red Bulls can stay well inside it, already better positioned than the others in moving across to the right of the track for the uphill kink of Turn 5. The Marussias are out of it, Jules Bianchi wrestling with the consequences as the left rear gets out of that groove. He’s pressing hard, early but soon stops coming around, a rookie victim of the waiting trap of the Degners further in the lap. Pastor Maldonado has a big sideways moment before he’s even reached the apex of Turn 4, Jean-Eric Vergne is pumping away on the throttle pedal like a rally driver, the front of Kimi Raikkonen’s Lotus runs wide into the turn, the front tyres finally grip and their sudden pull on the car with all that steering lock applied then upsets the rear. The whole sequence is completed in less than a couple of seconds, and within the available space it doesn’t look like the speed and the slides could be feasible, but it’s happened regardless. Sebastian Vettel is in perfect territory here, using the Red Bull’s rear instability to get him direction change,then the exhaust blowing to rescue him from the consequences. He’s also the only one hooking his right-front wheel inside the apex kerb, this further helping to swivel the car around on its axis, getting him pointed straight and on the gas earlier than anyone else. It’s a combined triumph of vehicle dynamics and technique; no-one else is doing anything like this. Fernando Alonso, for example, is dramatic in hustling the wayward Ferrari, but its dynamics are those of a normal racing car, sliding the excess speed away pre-apex but then having to wrestle with the consequences through and out of the corner – that slide cannot be simply switched off as it is in the Red Bull.