In the sim, T5 has been the most difficult for me, especially since it's the old scan. IRL, T4 is the most challenging. The fear factor is no joke.

That's an interesting idea. My current sidewalls are really soft; softer than my last ones which were already soft. It was quite and adjustment for me.

@@LastTenth If we think about the axis of tyre types Volume->HP->UHP->UUHP->race slicks we have certain tendencies from left to right: - Dry grip increases - Life span shortens - Tyres can take more heat - Sidewalls get stiffer But there are still differencies. Michelin favors relatively soft sidewall (after all they patented the original X-Radial) while Bridgestone prefers torsionally very stiff tyre tube. The angle of sidewall plies are quite radial in Michelin while Bstone apparently uses more diagonal angles, like a leftover from cross-ply tyres. There are pros and cons in both. Stiff sidewall usually means short reaction time due to lateral stiffness, but also more noise, vibrations and hardness. Soft sidewall is more comfortable, reacts slower and gives a bit more room for the contact patch to comply with the road given you have got the steel belts correct. Michelin is the tyre that takes the longest to wear out. Note that vertical stiffness is not the same as lateral stiffness although they correlate most often. And another factor is the damping of the stiffness, especially lateral. Nobody likes a wobbly tyre. I have had PS2, PSS, S02A, Conti SC2 and Eagle F1 As6 in my 911. All excellent tyres, except the SC2 which was rubbish. Gripwise I can not tell which has had the most grip but I can tell that I loved those Bstone Potenza S02A for the superior feel, accuracy and predictability. The sidewalls were really stiff. They really pumped up my confidence. Coming from a winter snow country Ive learned trail braking naturally. Otherwise you tend to understeer to the snow bank and you will be punished by digging the car out from the bank.

Thanks for the support man!

I'm afraid your logic is wrong. As I've mentioned, more load on a tire does not equate to a heavier car, just like how a plane isn't any lighter because of lift. A F1 car's weight is around 798kg plus fuel. No amount of downforce is going to change that.

Not sure what this has to do with this video, maybe you're confusing this video with another. Regardless, I haven't looked into it but I remember reading it was something on the lines of safety. Ground effects produced a lot of downforce, but it had a really narrow operating window. If you exceed that window, from too much roll, road irregularities , or damage etc, it would be like and aerodynamic off switch and you loose a lot of grip which will send your car careening off track, presumably at a very, very high speed. Add to that the lower safety back then, it was considered too dangerous.

Well first of all, wings add downforce, they don't make cars heavier. They increase the normal force on the tires. As for sports cars, the reason, imo, are a few. Over the years they've had bigger and bigger engines, which need bigger brakes, safety, electronics, wiring, and everything else, making them heavier. Also crash test standards are probably a lot higher which would make for a larger and heavier car. Then there's the marketing. Nobody wants to pay quarter mil for a car with 13" rims, so they have to stuff big wheels and big tires and fit big brakes on them. Here's a simple fact: when people convert street cars to race cars, nobody adds weight to it, they're gutted every single time. If you look at F1, and others, there are minimum weight requirements which is for safety i believe. Without it, they would just make the cars lighter and lighter.

I don't know which track that is, but unless it's some written track rule, I'm going to go out on a limb and say that's unlikely.

@@LastTenth yeah it’s in the regs. Unless we misunderstand each other, I think you’ll find it’s also the rule in F1. If all four wheels are over the white line the lap time is deleted.

​@@CurboroughSprinter Then based on what you're saying (I presume "over" meaning 'beyond', not 'on top'), the track limit is the outside edge of the white line, not the white line itself. That's why I said in the video a white line is, at best, imprecise.

@@LastTenthwell I’d say a white line is more precise than the edge of the asphalt, which may wiggle about depending on how well they made the track. The point is, at 2:14 and 2:19 the car goes all four wheels over the white line so exceeds track limits and the lap would be deleted in real life in most UK racing.

@@CurboroughSprinter If the edge of the asphalt is the track limit, then a white line is irrelevant no matter how straight it is. This is why I said, in your case, the track limit is the outside edge of the white line, not the white line itself.

Actually the suspension is not a factor in how much total weight transfer occurs. May be this can help: kzbin.info/www/bejne/nWe4iKybYrinmbc.

I'm not sure what you mean by better. Torque and Power are interelated. An amount of torque at some engine speed will always result in some fixed amount of power.

Great question! It's not easy because of the power steering. Without it, the steering effort would reach peak just before the tires reach optimal slip angle. But if everything is numb, you'll have to rely on other techniques. One such technique is the 'grip test' - it's something I teach to students pretty early on and it takes an amount of intentional practice to internalize it. I'm not sure it's something I can explain in a few sentences. I might try to put a video together some point in the future, but in the meantime, you may find some information on this and other topics on my discord. Just go to discord.lasttenth.com.

@@LastTenth Thanks! Can't wait for the video!

It's the low(er) engine speed of using a high(er) gear that consumes less fuel, not the gear itself. That said, fuel saving isn't solely about using less fuel, it's about using less fuel when it is least fuel efficient - a matter of energy conversion and power per fuel, as far as engine speed is concerned.

@@LastTenth exactly this was the explanation that my brain required thanks.

Yes it does. The video covers weight distribution and aero balance.

Hey welcome back! Top 800 is quite an achievement! People think that smooth and slow throttle is the best technique, but that's not true - it can easily lead to initial understeer which will make the driver slow down the throttle even more. Throttle application needs to be applied in 2 stages, fast and then slow. The principles behind it are quite lengthy so I won't go into it here. BTW, if you have discord, come check out my server (go to discord.lasttenth.com). You may find some answers to questions that you hadn't thought to ask!

@@LastTenth thank you for your quick reply! I will definitely be checking out the discord. Do you think you’ll make a short video in the future about the 2 stage application?

@@LastTenth I’m also struggling to understand that 2 step process. Would you happen to know where I could find more information about it? I don’t believe I’ve seen it in your discord.

@@tea7923 I plan to make a video of it, it's just a matter of when I get around to it - I have a list of like 50 topics. I've not known others that talk about it in this way, but almost all fast drivers I've seen will do this. Most people don't really know why they do certain things or what's really happening when they do it.

😂 Well I try to keep things fairly simple and limited to the topic at hand. Otherwise it will be a 60 min video.

@@LastTenth Honestly being tongue in cheek. It was very informative. keep up the good work!

Thanks! I would say firstly a slow corner may require more deceleration, meaning you will have longer threshold braking and that may change how you want to optimize your brake bias as per the video. Slower corners will have smaller turn radii and more rotation, your brake bias will also influence that.

Neat info, thanks! I don't do other sims much so it's educational to hear how other sims differ.

@@LastTenththanks for reading. It's fun to share these interests with others

It's a lot more forgiving now, but doesn't stop those walls from getting used though...

you may, depending on how the slope affects your rake, and how that rake change affects your aero.

The rear will have more grip with less brake, but it doesn't mean it has more grip for turning. Can't say for sure what's making you spin without seeing it or the data, but if you overwhelm the fronts with braking, and start releasing the brake in a turn, your fronts' ability to turn will start improving which can cause a spin. Try to not 'overbrake' the car. There are setup considerations as well.

@LastTenth I've started to figure it out. It was both a setup and over braking/ driving issue. Pushing the car too hard in to corners. I've always driven by feel so going to a sim with virtually no feel has been a learning curve lol.

@@jtmalet in a sim you're going to have to learn new skills to get feedback from the car. These techniques are a large part of my coaching and they're not exclusive to sim - real world drivers also use them. IMO, these techniques are far superior to 'feel' (g-forces) which is why when implemented in real world driving, a driver can improve tremendously!

Thanks! You gotta think about tire grip having 2 components, each favoring it's own conditions; one likes a sticky surface, the other likes a rough surface. Different tires will favor these 2 ways of gripping differently. As you can imagine, a new track is very rough but not as sticky, and a used track is sticky but not as rough.

Glad you found it helpful!

Thanks! It's probably cuz I started real-world (long before) I got into sim. But I spend much more time in sim since, because it's just so much easier to access, for me and everyone else too!

@@LastTenth and it's cheaper when you crush into a wall 😅

@@sirsiriussowhyIt's cheaper even if you don't crash it into a wall. 🤣

I play on desk as well, maybe try making sure your pedals, wheel and chair are placed in the same position every time That way muscle memory will build easier since the actual leg movement is the same between sessions

Proper seating position is very important. It's the first thing I evaluate with a new student in sim or real-world. IRL, poor seating position is also considered a safety issue. I sometimes have new students that use a desk and chair. At some point I'll put up a video on this but as far as pedals go, you need to be seated low enough so you are pushing away from the pedals, and not down on to them. In the latter, you have nothing to push against from. It goes without saying that make sure your chair doesn't move while you're in the sim.

@@mattBLACKpunk the only thing I noticed is the distance from the wheel. I think it's too close to me.

@@LastTenth thanks, i'll try to change the position, but will be hard. I went for a gt position due to my type of seat that isn't really that low.

Karting in the rain... it's sooo much fun but it sucks so much w/o decent rain gear.

Thanks!!

I'm not sure what you mean by the drivers are set on the middle. More of the weight in the middle reduces moment of inertia, which makes it easier to rotate. I'm not sure rally car's fit that description since the engines are usually in the front, probably because of their production car requirements. I would expect formula cars to have the lowest moment of inertia, and among street cars it would probably be exotics.

@LastTenth OK, so I've noticed rally car builds that seats are moved more towards the center of the car, making the pilot and Co pilot sit at the center of the car Yes, the engine still at the front, but other components are moved to the rear such cooling components. For example, I drive a fw hatchback 400hp to the wheels as my commuter, no back seats. I've placed my spare tire right in the center of the car now that back seats are gone. Steering feels heavier now and corners very well 👌🏽 even when switching lanes, the steering is minimal.

@@lesterandino2807 That's pretty typical for any production car conversion, especially to get weight off the front of a front engine car. For example, one of the first things people do is move the battery to the back when converting to a race car. There maybe more reasons why they do it in a rally car because it's quite a bit of work to move the driver.

Thanks!!

I think you're mixing up weight distribution with load transfer (ignoring aero). One is due to a shorter moment arm (front) thereby reducing yaw moment generated, causing understeer. The other is moving load from the rear to the front, reducing increasing the yaw moment of the front, causing oversteer. They're technically different, which is why you can setup a front heavy car to not oversteer when you lift. Maybe this video can help: kzbin.info/www/bejne/oYfWnYObiZuHqpY. Also if you go to my discord server, feel free to look at what others have asked, or ask your own questions too!

​@@LastTenthWhen considering load transfer alone, does the grip always increase when a load is applied?

@@bjj-vl2utYes, with more load (normal force) a tire will be able generate more lateral/longitudinal force.

@@LastTenth If you brake a car with a weight distribution of 600kg and 400kg and the load moves forward by more than 100kg, can the actual tire grip be the same as that of a car with a 5:5 weight distribution at rest?

@@bjj-vl2ut Not exactly. The tire's normal force will be the same as a 50/50 car at rest, but weight distribution doesn't change.

Well if we are to be technical about it, a slip angle is a consequence of a tire being turned away from the direction of travel, and not a consequence of pushing it to the 'grip limit'. Also, there's no 'grip limit'. A tire generates an amount of force based on many factors, and this force can be higher or lower depending on these factors. You can change the conditions so the that force is higher or lower, but there is no ceiling and it cannot be underused.

Thanks dude! It's an Index.

Thanks! Got really busy the last few months. Hopefully I'm back on a more frequent posting 'schedule'. I'm quite looking forward to the next video.

I look forward to every video you upload!

Thanks!

@@LastTenthany chance on looking at in detail? maths and tricks

@@captainejecting I don't share the workbook, but happy to answer any questions. The best way would be to go to discord.lasttenth.com and post it in the Q&A section.

Thanks @sudikinoko! I think you've pointed out something that is really important (to me). My coaching principle is always self-analysis and self-coaching. There are certain tools and processes to figure out exactly how to go faster; they're not hard once you learn them, and that is what I impart to the drivers I've coached. Otherwise they're always going to need a coach and hand-held at every practice session or they don't know how to go faster, or they plateau - and that's not the hallmark of a good driver.

Torque comes first. No torque, no acceleration from the crank. Then, it becomes a mix of both. Maximum acceleration of the vehicle (not of the engine) with a non cvt transmission is always happening between peak torque and peak horsepower on the RPM scale. With a cvt transmission, tuning it to keep the RPM at peak power and letting the transmission doing the acceleration part is what yields the best results. Always.

@@kextrz both wrong👌🏻

yea and torque is function of combustion and leverage and combustion is function of energy in fuel asf asf its like saying hydrogene is more important than water cos water is function of hydrogene and oxygene 🤐🤷🏻‍♂️

Hi! Thanks for commenting. I went to check out your channel; your edits and transitions are so sweet!

The smaller the number is, the shorter the gearing is, the greater the torque is at the wheels, the greater the acceleration is, until it's time to upshift. The reduction in torque at the wheels after shifting to the next higher gear isn't fully compensated by the higher torque at the crank. That's the essence of it all, really. So, keeping the tranny on the lower gear longer, until the engine reaches peak power is what produces peak vehicle acceleration throughout the whole shifting process. Unless the engineers completely messed up, or the wrong tranny got installed at the factory, what I just described is how it really is. Hard numbers crunched in a simple Excel sheet would convince any skeptic. That's the beauty of mathematics. No emotion, no bias, no seat of the pant feelings. Just clear and hard facts.

@@kextrzit dont compensate at all 👌🏻 ups must be where be most avg power not nesesserty until engines reach max power often later 👌🏻depend how power graph go in regard to difrrences between gear lenght in regard to speed range which somebody is interested in 👌🏻 if power increase rapidly before reach peak and drop down very slow + diffrences between gear lenght is big than ups must happen at way higher rpm than peak power rpm and couple other version 👌🏻 you ups at peak hp when power increase slowly and after narrow peak drop down very rapidly …