on Board Tuxman spin
Discussion
well finaly ive worked out how to edit the V-box info , here is the on board footage of my spin , looks like i turned in a bit quicker !!!!
http://s450.photobucket.com/albums/qq221/tuxmansim...
Tux
http://s450.photobucket.com/albums/qq221/tuxmansim...
Tux
I can't see why you went off there - approach seemed fine. Next time perhaps wait for passing traffic (white Porker) to go past before joining the track - you must have sh
it him up royally as, at his speed, he may not have know exactly what you were doing.
Your car has stong torque around the 120-130mph range
it him up royally as, at his speed, he may not have know exactly what you were doing.Your car has stong torque around the 120-130mph range
Well I've studied the data pretty closely and I was 4 mph quicker than the previous lap but I do wonder if the 888's had gone off a bit as we were on lap 5 , either way I think it still proves I need to work on the rear of the car a bit more .
Engine is very strong and considering its on low boost the performance is pretty amazing , also you can tell the difference between the T 28 and the GT28 turbo in the low speed corners as I'm able to run a higher gear than Shaun .
Tux
Engine is very strong and considering its on low boost the performance is pretty amazing , also you can tell the difference between the T 28 and the GT28 turbo in the low speed corners as I'm able to run a higher gear than Shaun .
Tux
Hope you don't mind me butting in here, but could maybe offer some help having spent the last 9 months studying VBox videos of mine and others driving :P
I'd be 99% sure the spin is due to your old friend mid engined weight transfer. The one thing that's different from lap 1 to lap 2 is a lack of traffic ahead, and hence your peak speed is 5mph higher down the preceding straight on lap 2. Your turn in speed is also around 5mph quicker and unfortunately corresponds with the moment you come off the brakes.
Obviously, if you're trying to push on and go faster (and indeed why wouldn't you?!), your peak speeds will increase, but just remember to try and be systamatic with your driving. Apply the same techniques on a fast lap as you did on a slower lap, so when entering the corner make sure you brake, come off the brakes to allow the car to settle and then turn in smoothly. Maintain a constant steering angle and throttle position through the corner and then gradually roll on the power as you roll off the lock. The best piece of technique advice I've ever been given was to imagine there's a peice of string connecting the accelerator and the steering wheel. You can only therefore roll on power as you roll off lock.
If you find yourself with roll oversteer again try not to panic and don't what ever you do lift off the throttle! Hard to do I know, but doing so will be a one way ticket to a spin as the rears which are already over limit now start to try and slow the car down. In any kind of slide, fix your right foot at the angle it is adding and removing none. Whilst the slide will continue a little longer, it will straighten up smoothly and without snapping which will avoid any danger of a huge tank slapper the other way.
I'll try and find some examples and post them up! Hope my ramblings makes some sense though.
ETA, in a downhill corner like that, or one that's got a nasty bump in the middle, make sure you turn in with a light throttle and not on no throttle, or on the brakes. That will ensure there's weight on the rear axle as you turn in. The long fast left hander of Swedenkreuze at the Ring requires this technique if you're really on it.
I'd be 99% sure the spin is due to your old friend mid engined weight transfer. The one thing that's different from lap 1 to lap 2 is a lack of traffic ahead, and hence your peak speed is 5mph higher down the preceding straight on lap 2. Your turn in speed is also around 5mph quicker and unfortunately corresponds with the moment you come off the brakes.
Obviously, if you're trying to push on and go faster (and indeed why wouldn't you?!), your peak speeds will increase, but just remember to try and be systamatic with your driving. Apply the same techniques on a fast lap as you did on a slower lap, so when entering the corner make sure you brake, come off the brakes to allow the car to settle and then turn in smoothly. Maintain a constant steering angle and throttle position through the corner and then gradually roll on the power as you roll off the lock. The best piece of technique advice I've ever been given was to imagine there's a peice of string connecting the accelerator and the steering wheel. You can only therefore roll on power as you roll off lock.
If you find yourself with roll oversteer again try not to panic and don't what ever you do lift off the throttle! Hard to do I know, but doing so will be a one way ticket to a spin as the rears which are already over limit now start to try and slow the car down. In any kind of slide, fix your right foot at the angle it is adding and removing none. Whilst the slide will continue a little longer, it will straighten up smoothly and without snapping which will avoid any danger of a huge tank slapper the other way.
I'll try and find some examples and post them up! Hope my ramblings makes some sense though.
ETA, in a downhill corner like that, or one that's got a nasty bump in the middle, make sure you turn in with a light throttle and not on no throttle, or on the brakes. That will ensure there's weight on the rear axle as you turn in. The long fast left hander of Swedenkreuze at the Ring requires this technique if you're really on it.
Edited by RacerMike on Tuesday 28th August 20:08
TuxMan said:
Well I've studied the data pretty closely and I was 4 mph quicker than the previous lap but I do wonder if the 888's had gone off a bit as we were on lap 5 , either way I think it still proves I need to work on the rear of the car a bit more .
Engine is very strong and considering its on low boost the performance is pretty amazing , also you can tell the difference between the T 28 and the GT28 turbo in the low speed corners as I'm able to run a higher gear than Shaun .
Tux
No question the GT28's are far better even though on paper similar power (without button) in reality on track the difference is quite vast, I think too anymore than 4 laps at Spa with 888's your asking for trouble with pace of the Hulkmobile as it is a very long circuit compared to most which seemed evident with the video footage apart from the tyres running off the car handles fine...Engine is very strong and considering its on low boost the performance is pretty amazing , also you can tell the difference between the T 28 and the GT28 turbo in the low speed corners as I'm able to run a higher gear than Shaun .
Tux
TuxMan said:
...either way I think it still proves I need to work on the rear of the car a bit more.
Nothing you do with the suspension would prevent the spin you had though I'm afraid. Short of lowering the engine in the car or fitting a 2L Duratec, it's a mid engined traight you just have to drive round.Not that there's anything terrible in any way about your driving, but have you considered spending a couple of hundred on some good tuition? I honestly can't recommend it enough and I guarantee it would make a bigger difference than spending £200 on the car!
Hi RacerMike , great post thanks very much for your input , you are always welcome to comment , yes I think speed is tha main cause ... And lack of talent 
I'm still working on the car and getting used to her is fun and scary at the same .
I've had about 4 hours on instruction and plan to have alot more when I get chance , as they say practise makes perfect .
Thanks again for the input .
Tux
I'm still working on the car and getting used to her is fun and scary at the same .
I've had about 4 hours on instruction and plan to have alot more when I get chance , as they say practise makes perfect .
Thanks again for the input .
Tux
Edited by TuxMan on Tuesday 28th August 21:02
RacerMike said:
Hope you don't mind me butting in here, but could maybe offer some help having spent the last 9 months studying VBox videos of mine and others driving :P
I'd be 99% sure the spin is due to your old friend mid engined weight transfer. The one thing that's different from lap 1 to lap 2 is a lack of traffic ahead, and hence your peak speed is 5mph higher down the preceding straight on lap 2. Your turn in speed is also around 5mph quicker and unfortunately corresponds with the moment you come off the brakes.
Obviously, if you're trying to push on and go faster (and indeed why wouldn't you?!), your peak speeds will increase, but just remember to try and be systamatic with your driving. Apply the same techniques on a fast lap as you did on a slower lap, so when entering the corner make sure you brake, come off the brakes to allow the car to settle and then turn in smoothly. Maintain a constant steering angle and throttle position through the corner and then gradually roll on the power as you roll off the lock. The best piece of technique advice I've ever been given was to imagine there's a peice of string connecting the accelerator and the steering wheel. You can only therefore roll on power as you roll off lock.
If you find yourself with roll oversteer again try not to panic and don't what ever you do lift off the throttle! Hard to do I know, but doing so will be a one way ticket to a spin as the rears which are already over limit now start to try and slow the car down. In any kind of slide, fix your right foot at the angle it is adding and removing none. Whilst the slide will continue a little longer, it will straighten up smoothly and without snapping which will avoid any danger of a huge tank slapper the other way.
I'll try and find some examples and post them up! Hope my ramblings makes some sense though.
ETA, in a downhill corner like that, or one that's got a nasty bump in the middle, make sure you turn in with a light throttle and not on no throttle, or on the brakes. That will ensure there's weight on the rear axle as you turn in. The long fast left hander of Swedenkreuze at the Ring requires this technique if you're really on it.
Absolutely spot on I'd be 99% sure the spin is due to your old friend mid engined weight transfer. The one thing that's different from lap 1 to lap 2 is a lack of traffic ahead, and hence your peak speed is 5mph higher down the preceding straight on lap 2. Your turn in speed is also around 5mph quicker and unfortunately corresponds with the moment you come off the brakes.
Obviously, if you're trying to push on and go faster (and indeed why wouldn't you?!), your peak speeds will increase, but just remember to try and be systamatic with your driving. Apply the same techniques on a fast lap as you did on a slower lap, so when entering the corner make sure you brake, come off the brakes to allow the car to settle and then turn in smoothly. Maintain a constant steering angle and throttle position through the corner and then gradually roll on the power as you roll off the lock. The best piece of technique advice I've ever been given was to imagine there's a peice of string connecting the accelerator and the steering wheel. You can only therefore roll on power as you roll off lock.
If you find yourself with roll oversteer again try not to panic and don't what ever you do lift off the throttle! Hard to do I know, but doing so will be a one way ticket to a spin as the rears which are already over limit now start to try and slow the car down. In any kind of slide, fix your right foot at the angle it is adding and removing none. Whilst the slide will continue a little longer, it will straighten up smoothly and without snapping which will avoid any danger of a huge tank slapper the other way.
I'll try and find some examples and post them up! Hope my ramblings makes some sense though.
ETA, in a downhill corner like that, or one that's got a nasty bump in the middle, make sure you turn in with a light throttle and not on no throttle, or on the brakes. That will ensure there's weight on the rear axle as you turn in. The long fast left hander of Swedenkreuze at the Ring requires this technique if you're really on it.
Edited by RacerMike on Tuesday 28th August 20:08
Turning in on the brakes is a technique that is usuful on some slowing corners (obvious one is Vale at Silverstone) but not to done on entry to Pouhon at 90mph!!
Keeping your right foot still when things start to get a bit wobbly is almost impossible to do for us mere mortals! But it is the right thing to do. Best thing is to avoid the situation by remembering Rule No.1. Slow in, fast out!
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