Comments by "Gort" (@gort8203) on "Driver61" channel.

  1.  Spyder Steve  That's true, of course, but don't you think everyone watching this video knows that? So what Martin Bundle should say is "get your heaviest braking done before you have to turn into a corner, and then trail off on the brake pressure as you add steering lock". But instead he gives the impression that braking should cease completely before turn in. Trail braking may not be appropriate for all corners of a track, but if F1 drivers didn't trail brake Valteri Bottas wouldn't be locking up his inside front wheel so frequently.
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  2. Thank you! While I was stunned while watching this video and thought I was losing my mind. I'm kind of astounded by the inaccurate info as well as the fact that so few seem to notice it.
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  3. Apparently Martin Bundle never does. Whenever he talks the TV viewers through a lap around an F1 circuit he always says: "Get your braking done in a straight line."
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  4. Thank you! While I was stunned while watching this video and thought I was losing my mind. I'm kind of astounded by the inaccurate info as well as the fact that so few seem to notice it.
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  5. Thank you! While I was stunned while watching this video and thought I was losing my mind. I'm kind of astounded by the inaccurate info as well as the fact that so few seem to notice it.
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  6. Bring back less aero, harder tires, and track limits if you want better racing. Remove the curbs, at least those on the outside of the curve.
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  7.  @bobbybobman3073  A G-Suit would not help with transverse G, which in any case would not make the driver black out the way vertical G can.
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  8.  @saltycanadian6190  No, 4G is 1G x 4, not 1G x 16. 11 transverse Gs will not make you pass out the way 11 vertical Gs would.
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  9. But racing was better in the old days . . .
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  10. All but solid axles are types of independent suspensions. Who wrote this script?
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  11. How does the car get the coolant to below its freezing point with radiators running in air that is above that freezing point?
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  12. Of course there is weight transfer to the rear, but there is still weight on the front so those tires can still do work, not just not as much as the rears. Especially if your car is designed to maximize the AWD and weight is biased accordingly.
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  13.  @SlyNine  Just 0.001 percent? Seriously? You seem unaware of all the very powerful cars that have AWD because they can't put all their power down through just the rear tires.
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  14. We need track limits enforced by grass and gravel. Eliminate the curbs, at least on the outside.
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  15.  @BilletBenny  Can I ask you to clarify for me? Clearly lack of suspension does not eliminate load transfer, but does it necessarily follow that where springs and ARBs are present they have no ability to increase or decrease total load transfer? For example, does not increasing the roll stiffness of an axle reduce net mechanical grip because it increases the load carried by the outside wheel at the expense of the inside wheel? In an extreme example, back in the day Porsche 911 race cars often put on enough roll stiffness to lift the inside front wheel clear of the pavement, meaning 100% the load was transferred to the outside tire, no? Wouldn't the corollary be that an axle with minimal roll stiffness would transfer less load off the inside tire than one with maximum roll stiffness? Thanks.
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  16.  @BilletBenny  Thanks for the reply. I think you have added an additional complication by talking about cross corner distribution, and I’m trying to stick to pure lateral transfer across a single axle. I know that springs can’t change the total magnitude of the load on that axle, only the distribution, but the real load on each wheel does change, right? In my 911 example, you have a stiff chassis with minimal rear roll stiffness and strong front roll stiffness. The chassis rolls enough to lift the inside front wheel off the pavement while the rears are well planted. There is zero real load on the inside front tire. Are you saying there is still “total” load on that tire, but no “normal load”? If so I do not understand the distinction and I want to be sure this is not just a terminology thing. Thanks.
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  17.  @BilletBenny  Okay thanks, I think we are saying the same thing.
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  18. I'm now glad I've never been to a racing school, because I would be pissed off to waste my money being taught to not trail brake. Most enthusiasts already know the theory behind trail braking, and I would expect to get to learn and practice it. In fact, I think racing schools should set the cars up to reward trail braking and punish ineffective use of all the grip. It does remain a mystery to me why Martin Brundle is always saying F1 drivers do their braking in straight line before turning the wheel. I mean if you watch the in-cockpit camera you can see the drivers are often trail braking, yet Brundle says they are not.
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