robin wrote:There are two distinct techniques (neither of which I have ever used successfully when it mattered
):
* Locking the front wheels in a "handbrake turn" stylee. This is "required" when you reach the end of the rack and the car is still rotating. By keeping some throttle in you prevent the rears from locking. The fronts lock and lose grip (about half their grip) and the momentum of the car pulls the front back into line (albeit you move sideways on the track by a car's length or so). This pretty much has to be done with the left foot and you would press the pedal as hard as you can whilst keeping enough throttle in to overwhelm the rear brakes.
* Transferring extra weight to the front wheels to increase rotation when the car is understeering. This could be done in many situations and not always with the left foot. You would want to do this without locking the fronts, so more controlled application of the brakes. I suppose you may be on the throttle at the same time if powering out of a corner and looking like running wide - not really sure - I've only ever attempted to use it on turn in (and spun
).
Cheers,
Robin
...don't really agree with the last bit of the 2nd one if you mean it will increase rotation. It would in a Scooby but in a Lotus it will reduce rotation - but OK will slow you down allowing a tighter line so maybe helpful in making it through the corner.
I'm not claiming to be an expert in execution but enjoying the thread drift to car fisics.
Remember kids, LFB combined with throttle can change the effective brake balance but it's dependent on car configuration.
FWD it shifts balance backwards - increased rotation.
RWD it shifts balance forwards - reduced rotation.
4WD a more complicated relationship and depends on the 4WD system but generally shifts weight forward and adds rotation.
My earlier example was slowing or stabilising the car.
For example, consider the (maybe) hypothetical scenario when you're in a 2-11 at Spa. The MP4-12C ahead has pulled a big gap on the run down from La Source but he brakes heavily and you keep it pinned. Midway through Eau Rouge you're gaining too fast but know the consequences if you lift...
At this point some LFB (whilst still flat on the throttle) slows the car in an undramatic fashion thus avoiding the expensive McLaren rump and the concrete walls/barriers.
Similarly light applications (with throttle) can stabilise overrotation.
