A very nice breakdown on some basic driving elements and techniques. It is awesome to see that fellow gear heads such as yourself are showing initiative and educating others in this way. If only half of gamers were as considerate and as unselfish the world of gaming would be a far better place. Keep it up EB well done!

The 101 videos are the best man, thanks for this!

This was a great series. Really learned alot. In my few years in Iracing (I've had a lot more time these past 6 months to really devote to learning) I have the same problem with corner entry and late braking. When I'm just turning out laps, I'm doing okay, but the harder I push, the more I get back into the bad habit of over braking. I'm working to get over it, but it's hard.

Great vids!!! 95% on point for real world facts. I was sad when the playlist started over... that meant that I had found the end!

@BlackFireZ28

9 жыл бұрын

Or the other vids just are not on the playlist...

Thanks Empty Box. These are the videos I look forward to most from you. A lot of us iracers need the tutoring. Please some detailed setup productions?

I sometimes have my moments when my car seems to work with me, i can't explain it but sometimes you just get in that flow and you hit every apex perfectly at decent speeds

You're not kidding. I watched this series and my best lap time on Nordshcleife in the RedBull x2010 dropped from 5:31.064 down to 4:47.875. I was on my second lap, and even nicked the barrier twice. ...but then company came and I had to let them play too. In the morning, when I'm fresh and usually get my best times, I'm sure it'll drop even more. 👽👽👽 I especially found the 'Field of View' and 'Force Feedback' the most helpfull. I'm sure I will re-watch most episodes in the series, learn by repitition right? I'd really like to thank you again Sir. Certainly an essential watch for ANY sim driver. Please keep up the great work. ⭐⭐⭐⭐ where are Ep. 5 & 6?

Excellent video as always. Everything was explained well and itwas easy to follow. Keep up the great work!

Unfortunately "smooth is fast" doesn't always apply to racing sims, at least not from my leagur experience over all the years ... :/

@levejhak

10 жыл бұрын

definitely apply to iRacing

Seriously one of the best guides to racing for beginers and pro's alike. Every Sim Racer should watch these, Old and New. Great tips presented very well. I would add a couple of things that I did not hear mentioned that may help some drivers. 1, Smoothness of control inputs its one of the things that makes Lewis Hamilton as good as he is. If you attack your controls steer in too quick instantly or on full brakes even with ABS and throttle control. All these I found to help me slowly decrease my laptimes. One other thing I would add is "Talk yourself round the Circuit" prepare in your mind what you need to do before you get there. These vids should have far more views than what they have and I will be recomending them to all I know.

Awesome video explanation! Also, having adjustable shocks and struts in your real car will do wonders to help you with this. I know that people with Hobby cars aren't very high in number, but when I put it all adjustable shocks and struts in my 92 Mustang my understanding of suspension increased and benefited in a huge way. Being able to adjust it full soft and go driving around a few corners, then go full hard and go around a few corners, then have fun with it and find a good balance rear and front has changed my understanding of it all. You can do it in the sims but being able to feel the difference is a big benefit.

Love this series of "tutorial" videos, lots to be learned!

rolling through the esses at vir is probably 1 of the best examples you could of used in any car really. Also probably included a massive pucker factor. If i remember right Neils did a video discussing (and killer drifting) the same topic back before he released the NSX. But you have a much greater audience so this will get through to more people.

I know it's probably too much work, but how about a more in-depth study of weight transfer in a single curve? With brake point, steering, throttle percentages and such. And describing what tire is in most effect in the process. IMO it would help some of the less experienced people like me, though it's much more production work than live commentary.

I like how i feel like i'm really learning alot in these kind of videos, and then i try to apply it and i still suck lol.. Practice is essential i suppose, as much as i want to improve by theory. Again, great video dude! I used to think racing games were boring until i popped Forza 1 back in a while back and noticed how intricate it seemed, i was right!

Well worth the wait. Thanks very much, keep 101 coming!

great video, I would also suggest watching "the racing line" with Randy Pobst , while his series is short the visual real life view of this very telling and has helped me in sim racing too.

I posted this comment in another one of Empy Box' videos but here is part of it again: If you really want to know about vehicle dynamics and weight transfer under braking, power and cornering I recommend you watch Keith Code's: A Twist Of The Wrist (can be found here on youtube, don't mind the very shitty acting). Eventhough it's about racing motorcycles, some of the dynamics apply to cars as well as to motorcycles. He breaks everything down into the fine details and why a motorcycle does what it does under different circumstances and how you can avoid it. It gives you an insight into how your frame/chassis, suspension and tyres cope with the stresses they're subjected to and how you can compensate for it. His book and film really helped me understand the finer details of motorcycle riding and I don't know why I went so long without watching it. VERY VERY educational.

@anthcesana

8 жыл бұрын

i have that book from when i rode a while back. might have to pull it back out again now that I've fallen into sim racing :)

I've learned so much with your videos, thank you so much :D What about an in-depth video (like this one) on slip angles?

Thank you, a brilliant series. I have learnt a lot and already reaping the benefits. A question, once i feel that I have achieved enough in the Mazda, would the Skip Barber be a good second car?

EmptyBox, just a suggestion, it would be awesome if you did more stuff filming your pedal and steering inputs, so like a pedal cam.

great video. Even though I know that, I don't think about it very often. To see your videos let me think about that and realise I make sooo many mistakes - and I driving many many years simracing (that helped me to get my driver licence in a record time :P).

At 13:52 you suggested that a car with no suspension has no weight transfer. This is not true in the way many people think. I recommend checking out "Weight transfer" on wikipedia. The key thing is that what we usually call weight transfer is actually the load transfer, and real weight transfer is just the tiny change in the position of the center of mass relative to the tires contact patch due to the rotated position of the car. It is true that a car with no suspension does not rotate, so there is no weight transfer, but the load transfers are always there. This is how I like to put it: load transfer happens because the car WANTS to rotate, weight transfer happens when it is ALREADY rotated.

Tip though, in one of your latest videos you were dragging the throttle in the Super at Irwindale. All you're doing with that is A: Holding the weight to the rear, off of the bump stops, messing up the camber geometry and limiting grip to the front wheels. B: Keeping the weight up high raising the roll centre and the roll the the RF over travel. And C: Forcing the car's turning radius way up by sending power to the spool. On an Oval the weight transfer should be relatively uniform. If you find yourself dragging the throttle to try and control weight... You need to make a major adjustment. Having said that, even after racing and winning road races in real life, I tried the throttle control method (which I VERY seldom use in real life) on iRacing. Mazda cup at summit point. The car is closer to a square wheel base so it twitches based on the weight like crazy. The fixed setup is hard to control, and it actually DID help me a lot. Some corners it wasn't needed but some I noticed a difference. Usually though, I'll just control the weight with brake input

I always had trouble with Club corner at Silverstone in the 1965 F1 cars; getting off the brakes slightly too fast and ending up with my back-end in the embankment.

Update on my situation cause I dunno. I've now mastered throttle control. Can go full throttle like before but I'm doing it right, so it's not tire scrubbing full throttle. Also found out that a very light brake tap while cornering hard in fast corners, with the right setup (Lots of toe in, little camber, at least 63% brake pressure at the front, 50/50 static weight distribution) allows me to inch just a little more grip in the front tires, and if I do it at corner entry, I can essentially "trail brake" but without the slowing down part, and getting on the gas again, if the setup is right, steers the car in with neutral steering. Empty, I have a small challenge for you. Find a track without very high speeds, preferably Akina Downhill in rFactor, then take a street car without a very powerful engine and keep tweaking the setup until you can drive the track with no brakes. Drift at the entry of the hairpins to slow down, steer in slower for the fast corners. When you get a smooth, fast line at the hairpins and you can stop the drift at the apex, and you get no understeer in the fast corners, it should be good. You said you suck at getting off the brakes, now you will find out how much you need to shift the weight back to get neutral handling, and can then start braking again with the newfound knowledge in mind. You'll know if you're doing it wrong when you get understeer or oversteer mid corner when you're driving without the brakes, but you can correct the mid corner oversteer or understeer with the brakes. The reason for the instability when you get off the brakes is that you unbalance the car as you take off braking power.

Great video btw.! I would love more of these in-depth videos focused on gameplay rather than tuning and stuff, which already seem to be uploaded alot on youtube. Those are still interesting aswell though, don't get me wrong

Nicely explained Matt. Hats off to you good sir :)

Something that I would like to add is that I noticed how braking affects your cornering so I started to put 10% more braking into the back wheels so that I can actually brake and turn at the same time without driving off road 24/7 This is also what people say about good racers tuning their cars to be easier and faster to drive and average/bad racers using easy cars etc. Learning to tune is extremely important. You don't need to be an expert either, just experiment with different cars and see the results that you get and keep fine tuning until it drives the way you want it to. Also just releasing the throttle is enough sometimes, learning when to just simply be lax to control the car better also helps.

7:23 OMG, I knew what he was going to say when he was talking about braking when I never even thought about it the way he was explaining it! I myself have learned well about the technique of braking BEFORE you get to the corner then letting off from years of playing games like NFS, the EA NASCAR games, and Gran Turismo. I didn't really think about weight distribution though. I thought about how the cars didn't want to turn while braking, so I realized that braking at the last minute before entering a corner wouldn't get me anywhere, and then I started braking beforehand, which helped out quite a bit. After that I started coupling that with that one technique where you turn in the opposite direction of the corner, then jerk the wheel sharply towards the corner in order to push the back end out (I forgot what that is called unfortunately), and I started cornering like a boss :).

@archofficial1922

10 жыл бұрын

That's called a feint drift, or scandinavian flick. It is indeed useful on very high speed corners to get the car to point inwards and understeer past the corner, and on hairpins to get the car to turn in, but you should not do a feint if doing the feint would cost you more speed than you would gain. Worse than that, it might result in understeer after the feint.

thank god i saw this video thx for tutorial now i dont have to drink beer after every race :D

Almost to 200 videos, nice!

As a n00b to iRacing and getting completely confused as to why the MX5 seems to want to spin on every corner, I thank you!

@eforsblom

10 жыл бұрын

Which one? Can't remember which one was looser, but the one with the softer suspension really suffers from "not enough power to save from excess bodyroll". So if it's that one, you probably throw it around a little bit too much.

@matthewcoleman8267

10 жыл бұрын

eforsblom The Cup version (with the 6 gears). The Roadster is so much easier to control and I can complete any number of laps in the 5 gears Roadster but the cup version just seemed so much more tail happy.

@pyro1324

9 жыл бұрын

Matthew Coleman I would guess that the cup version has more power and less weight, so you need to make smoother inputs on the throttle and brake.

My problem with throttle control is not cornering tighter, it's cornering faster. Although, with a combination of less throttle at apex, knowing the car very well and a 90 degree right hander that I'm good at + my braking ability, I can save 0.5 seconds there compared to everyone else, if you count the straight in. Brake control is good, lines are good, steering is perfect, speeds are good but my throttle control could be better. I'm pretty sure if I can move away from 25, 50, 75 and 100% up to 5, 10, 15 etc. I should be able to be about 10 seconds faster.

indy is terrifying in multiclass racing

I've always outbraked everyone, and never have understeer when I don't want it (Understeer while speed drifting/trail braking fast corners is good) if my car is setup well and I know how to drive it + the course. I never went really in depth into braking, brake zones, how long to brake, how hard etc. I just kept changing my braking till I got the car to do what I want, and that is turn in fast, and get on the throttle as soon as I turn in. It'd be a bit different in some reeeaalllyy high power cars, but an 86 with under 300hp and killer brakes? Yes, you can indeed go full on Initial D 5'th stage and get on the throttle before you even hit the apex, with no idling of any kind. If you do it wrong, you'll just understeer INTO the corner and hit the guardrail, or spin out violently because there is no weight on your rear tires, they literally have no actual contact with the ground if you're going downhill and brake incorrectly. What's the point of this rambling? Well, stop thinking about how long you brake, start thinking about how soon you can get on the throttle. If you can brake before turn in and be on the throttle before turn in and keep slowly accelerating through the corner (On fast corners) then good for you, you're gonna be able to A) Pass anyone who brakes it normally and B) Be able to 4 wheel drift the corner, starting from turn in to apex, then essentially take the rest of the corner like a straight.

But how is it on the newer race cars? I've driven a Ferrari 458 Challenge on a track for a couple of turns. ABS on and almost always full breaking and then smooth release the brake pedal and back on the throttle. Is it because of the hard suspension, the slicks or the ABS? But on the go karts it's definetly like you said. Very helpful tutorial!

@TacticalCardboard

10 жыл бұрын

What do you mean how is it on the newer race cars? The weight still transfers, no matter how stiff of a car you have. The modern cars however with superior tires with much better chassis and suspension have less transfer going on, but it's still there. You can be more aggressive with your inputs and get away with it because it is a much better car, but like you said, smooth release of the brake and back on the power. Weight transfer really only has an affect in the corners, during braking you want to brake as hard as you can to slow down fastest, so that is why you stand on the pedal.

Impressive commentary. Not what you thought you'd ever be doing, back when you were rendering that first one on Arica Harbor, eh? ;)

@TacticalCardboard

10 жыл бұрын

Aint that the truth.

After seeing Ep. 8 I thought this episode would clarify some statements, but sadly it fell into the same traps due to oversimplification of the subject... To preface my comment, I am no automotive engineer, but as a passionate racing fan and part time sim racer I have looked closely into the workings of tyres and suspensions and how they interact. First, the term you seem to look for in both videos is load - weight doesn't change, no matter how dynamic a thing is, but load (on a tyre) changes from one moment to the next. As for you Miata example, 50:50 is preferable not because there would be less COG-movement, as one other commenter suggested (in fact it has no effect on it), but because the distribution isn't skewed to one side from the start. It seems you suggest more weight is always better - a common misconception, as although the absolute traction limit of the tyre increases with load, there are diminishing returns from a relative point of view. Tyre load sensitivity is the key word here. To explain: a semi puts enormous load on its tyres, which therefore are capable of putting out great lateral forces, right? So why does an Elise, which puts much less load on its tyres, smoke the semi round any corner? Because in relative terms the tyres are less effective. I will not go into details about peak slip angle change, as we're deep enough into the rabbit hole anyway... In terms of managing load, you put too much emphasis on the driver, which peaks in your wish to do away with suspension... This is just wrong on so many levels and plain misinformation in a video intended to help newcomers into the complicated world of "car physics", I can't let that go uncommented. Yes, a good driver will do his/her best to smooth the transistion, but load transfer happens regardless of suspension or suspension setup, and springs have nothing to do with that. Springs only job (simplified) is to keep the car above the tarmac and (as you said yourself) the tyres connected to the road. That's it. If you have problems with weight transfer, you look to the dampers (and in case of cornering also to the ARBs) for help. These parts also do NOT stop or subtract transfer in any way - the only effect is on how FAST the transfer happens until the car is settled in a steady state again. Also note that the nose drooping or body roll is not representative of weight transfer - an overstiff damper or ARB lets the affected side droop very slowly, while the load has already shifted... I'm not sure anyone will read this, months after the video was uploaded... Sadly, most information and perceptions about the inner workings of cars (on the internet, TV or sometimes even from your local tuner/mechanic) are either too simplified and/or just plain wrong, but gets regurgitated nonetheless... If anyone read to this point and seriously wants to know more about the subject, buy "Race Car Dynamics" by the Milliken brothers or one or both of the "to Win" by Caroll Smith - they are great books written by people who first hand engineered on racing cars...

@bintang7560

10 жыл бұрын

I read it, thanks. Has inspired me to research this topic more thoroughly as I find it very interesting.

I was wondering, do you have any suggestions on Wheel Rotation settings for Sim Racing? I figure they vary from car to car and track to track, but what should I use as a basis for changing it?

@TacticalCardboard

9 жыл бұрын

Depends on the game, for the newer titles set it to max and the game will override it to the proper settings.

Great vid

Can you do a video on proper wheel setup, I'm struggling to dial in my degrees of rotation, I changed my global profiler rotation to 900, the car seems more drivable then previous but now feels slower to catch in a slide, Love the videos, keep the. Coming

@americanpride9733

4 жыл бұрын

K Arnold Keep it at 900°

Hey mr box. why i dont see you on R2P? you keep racing rfactor? i mean, i thing its the best place to do it.. i will love someday race with you xD

We want another Sim Racing 101 video! pretty please :-)

this is so handy :) very useful have you ever came across automatic drivers or even tried auto on iracing. or any sim ?

@TacticalCardboard

10 жыл бұрын

Not for a looooooooooooooooooooooooooooooong while.

@dannytorquay87

10 жыл бұрын

Empty Box ahh fair enough.. just wanted to no if people ever used automatic lol

Understanding weight transfer is why I am not bad in the Gen 6. But some cars like the MX5, I have NO idea what is going on with the car.

@TacticalCardboard

10 жыл бұрын

It's a small little car that isn't particularly light and isn't particularly stiffly sprung, though way stiffer than the road car version and by racing standards, a rather high CG. With the short wheel base in particular it's going to be more nimble, but much less stable.

Why did you delete ep 5 ad 6? What did you say about project cars and assetto corsa?

@pyro1324

9 жыл бұрын

Johnny Parker I would guess that he said stuff that got fixed. So his videos probably got irrelevant.

Some technical issues so far, 50-50 weight distribution is better because the center of mass of a car does not move a lot, but it's still too much at the edge of traction. Also the weight shift messes with the damper settings and it all cascades away from there. As for the dragster analogy, nice visual but completely wrong. It can have 99-1 weight distribution and it will still wheelie (mostly due to torque and grip). The acceleration in a corner also messes with the dampers which makes the car lose grip. A better demo of the weight shift is strong vs soft suspensions.

@dvirus2000

10 жыл бұрын

Dávid Kertész has a point also :)

@dvirus2000

10 жыл бұрын

And another thing, the transfer is more obvious in trail braking.

May be you could make a video on suspension types to plzzzzz

@MrRoufles

10 жыл бұрын

more like suspension setups.. everyone stops at the springs and antiroll bars but what about dampers?

What application is that on your lower left side of the screen? I've seen it on most of your videos.

@TacticalCardboard

9 жыл бұрын

This is the default iRacing display, in AC someone created their own take stylized after it which I use - has everything you need in a nice and small package with no fluff!

@kratoz_858

9 жыл бұрын

Do you have the link?

@TacticalCardboard

9 жыл бұрын

Kristian Maynes For the AC display? It's on the support forums, it's called MiniInfo iRacing style or something.

what you said on 7:40 isin;t that trail braking?

@dancariaz

10 жыл бұрын

no. Trail braking is a technique where you brake beyond the entrance of a turn, most times braking until the apex. In some corners trail braking is faster because you can maintain higher speeds while you're brake drifting.

Hey Empty Box, you should do a race with your fans on a sim... It would be a lot of fun.

@TacticalCardboard

10 жыл бұрын

I've hosted several races in iRacing, hosted a session just last night.

@XBElement

10 жыл бұрын

Oh, guess I should pay more attention.

@JetlinerX

10 жыл бұрын

Empty Box Token And you MAYBE hosting another soon... not that I am saying anything, but that MIGHT be happening soon... MAYBE.

You should do more GSC 2013

Well done air

What are the downside of making suspension stiffer?

@TacticalCardboard

10 жыл бұрын

You lose "compliance", that is the ability for the tires to keep contact with the ground over bumps. It will tend to skate more easily.

@levejhak

10 жыл бұрын

less mechanical grip

@TacticalCardboard

10 жыл бұрын

ArchOfficial as in rather than absorb the bumps and keep contact, the car will more easily just go right over the top. Pourposing if you've ever heard that term in a racing sense. It "hops" from bump to bump, which is why mechanical grip is usually considered better with softer suspension. It's not so much an issue in smooth corners, but rather bumpy areas.

wow. I was completely off. I thought it was just the car. I see now. So lets say in the middle of the corner i'm loose only using brakes, I might need to add some acceleration/gas to that. That's gonna help me a lot. Unless i'm wrong again.

@TacticalCardboard

9 жыл бұрын

No, you are right. but.... you can also use less brakes. :p Running at Bristol (never raced there in iRacing) in the National car this week, I found myself struggling. I was dragging brakes into the corner to get the car to turn in the middle to shoot off the corner. I was dreadfully slow. Solution? brake harder, but get off of them faster and roll the corner. Suddenly I went from holding off people to being one of the fastest cars on track. :)

@PayneFaust

9 жыл бұрын

Okay. This series helps a lot! Do more! Please!

The ground effect cars of the early 1980's F1 didn't have any suspension!

@HawkOfGP

10 жыл бұрын

Sort of true, but the weight transferring still happens regardless of suspension. The tipping down under braking etc. only sort of exacerbates the effect.

@TacticalCardboard

10 жыл бұрын

Did they actually race that way? I know it was at least tested, there is a video of Williams testing the year they removed the skirts and IIRC Alan Jones was lucky enough to test their car with no suspension. Seemed like a fairly.... jarring ride. lol

@WilliamLevesqueineX

10 жыл бұрын

Empty Box They had to make compromises, but they tried to run as stiff as possible to make the best use of the ground effect. When they tried no suspension, it was too rough to drive and was killer on the driver, it was also much too tricky with the curbs. They even tried no wings, only skirts. The problem is that when they would clip a kerb or get slight air time, they'd lose ALL downforce instantly, not good, lol... So yeah, ground effect = compromises, compromises, compromises.

@opmike343

10 жыл бұрын

They had suspension. There were tests done without suspension, but I'm not aware of any car taking to the starting grid without ANY suspension whatsoever. You have to have some kind of compliance on today's racing circuits, they're not billiard tables.

@WilliamLevesqueineX

10 жыл бұрын

opmike343 Yeah, forgot to mention they never raced that way indeed. As I said, it was just too rough and impractical, even if it worked well when it was smooth (which wasn't often the case, especially back in the days)

'smooth is fast' i know this is generally true, but how do you explain drivers like Lewis Hamilton and Ayrton Senna, some of the fastest in the business and they throw the car round

@opmike343

10 жыл бұрын

"Smooth" is all relative. Of F1 drivers, those guys may be rougher in their inputs than others, but they're still not driving the things like a shifter kart. Watch some of the onboards where you can see the telemetry and watch things like Hamilton's throttle inputs coming out of a corner. Still a quick, smooth progressive motion as the cars will just spin up the tires if you get your foot too deep in it too quickly. It's kind of like when a driver complains of their car "having no grip." Assuming it wasn't a total setup or mechanical failure or the Pirellis haven't fallen over the "cliff," their "no grip car" will still have more downforce and mechanical grip than just about any other class of race car on the planet, but they're speaking in relative terms of what type of setup they're looking for and what they find more ideal. Driving styles differ to be sure, but people new to sim racing (or any kind of racing really) would do well to learn the basics before they branch out and start to develop their own signature style. The "ragged edge" isn't where you begin to learn learn how to hustle a car around a circuit quickly, especially when one isn't at all familiar with it. And even once they do learn, their "style" won't be a night and day difference from other people who have pace. It's variance across a portion of the spectrum, not an entirely new section of the spectrum. At the end of the day, there's certain fundamentals of physics to consider when it comes to how a vehicle interacts with it's environment and drivers simply have to be aware of this truth and drive within these bounds.

@LucasCanDrum

10 жыл бұрын

Cool, I have nothing more to add really, thanks

Technically, your understanding of the car's physics is off. Let me explain (this is not a rant, I am just hoping that my explanation below would help to better understand what actually happens to the car). The weight transfer depends only on CAR'S ACCELERATION VECTOR (here by acceleration vector I understand the Newtonian meaning of it, i.e. braking is accelerating in the direction opposite to your velocity, cornering is accelerating in the direction towards the center of the curve). By pressing gas pedal while braking you only affect the brake balance. Now, why is it that gas pedal helps? Because during cornering you want the tires to provide the most acceleration towards the center. If you lift the gas, you'll be engine braking with your drive wheels, this overloads the tires and you spin off, by pressing the gas lightly you neutralize the effect, thus letting the tires do their job. If you try to press gas pedal during braking, you shift the brake balance forward (on a rear wheel drive car), making the front wheels to do more of the barking than the rear, this is counterproductive, as usually the brake balance is set up to include the engine braking effects on drive wheels. Therefore, while braking, you should not press the gas pedal at all. The optimal cornering technique (aka late braking) is to brake to the limit of the tires before the corner, then, while you are entering the corner, you let off the brakes slowly, splitting the forces between cornering and braking action to the limit of the tires, once you reached the desired speed and steady steering wheel position, you apply gas lightly to stop the car engine braking. To put it simply, you can't shift the weight of a car by pressing different pedals, you only shift the weight by affecting car's acceleration. If you go through a corner at a maximum possible speed, your tires are doing the most they can, if you press more on the gas pedal, you won't shift weight to the back (in hopes of achieving understeer at the front and more grip at the back), you will spin the drive tires and lose control as a result. Cheers.

@TacticalCardboard

8 жыл бұрын

+Evgeny Savelev You just said exactly what I've said only in a needlessly complex manner for the scope of driving. As for braking with trailing throttle, go look for some of Schumacher's onboards. There really is no such thing as an optimal brake bias, many drivers prefer a higher amount of rear bias to enable them to drive the car in a different fashion. Hitting the throttle harder won't always result in wheelspin as well, especially if a car isn't perfectly balanced, which is the case more often than not in application. This isn't even to mention the odd cases like a rear engine / rear heavy car where you will often induce understeer before wheelspin.

@safechameleon7656

5 жыл бұрын

Was about to say that's exactly what eb said just with a word of the day calender thrown in lol

9:15 - 10:30 this should be shown in Ep1 :)

i think you shouldve said some things about drifting, you didnt seem like you knew much about it and tended to loose control when the car lost grip.

@TacticalCardboard

6 жыл бұрын

You don't drift race cars while racing. Racing tires aren't meant for that.

what is this sim?

@FISHGOMOO4321

9 жыл бұрын

iracing

Isn't this vid basically a repeat of "Brakes are (not) for stopping?"

If you, in your own words, are a "slow and crappy driver", what does that make the rest of us? ;)