Specifically, do you count up the lefts and the rights? And, if there are more of one than the other, could this have an impact on a non-corner weighted vehicle? More lefts= more corners with the drivers weight on that side=more roll=???
Specifically, do you count up the lefts and the rights? And, if there are more of one than the other, could this have an impact on a non-corner weighted vehicle? More lefts= more corners with the drivers weight on that side=more roll=???
No. I would spend the effort learning the course
Not specifically, but most courses pretty clearly favor one side or the other, it's not hard to figure it out without resorting to counting. I pay attention to it somewhat just to track tire wear and try to keep it even side to side. It does have a slight impact on non-perfect weight distribution vehicles but it's pretty small and there isn't really anything you can do about it.
Its pretty easy to figure out which side turns more without counting. What is the angle @ start vs angle @ exit?
In reply to Vajingo :
Typically there are more Right hand turns than left hand turns but that might not be important. It's the entrance and exit speed of each corner that starts to make a difference. In general a clock wise course will favor Right hand drive cars where a counter lock wise course will favors a normal left hand drive car.
There is a bigger difference between a narrow car and a wide car. A wide car has to drive further than a narrow car. In a sport measured to the hundredth of a second traveling further has a much bigger impact.
In reply to ProDarwin :
Exactly. Also one quick look will tell you if the course is largely clockwise or counterclockwise, and there's your answer.
I don't count the turns. Answering that question isn't going to provide any information that will help me cut my time.
I do count specific elements, so that I know how many cones in a slalom, or how many gates between two points on the course.
In reply to Floating Doc (Forum Supporter) :
I guess I'm doing that part wrong. I don't think I have time to count cones. I just look at the big picture and try to develop a smooth flow or rhythm.
Well I didn't mean counting while on course per se. more like taking into consideration how many right handers you have versus left, and noting how close together they are. In back to back runs, your tires could get greasy on those specific corners.
In reply to Vajingo :
It's usually over in under a minute. With a single driver car, tire overheating is hard to do unless you are just over driving the ever loving crap out of it. there's usually about 8-10 key cones on a typical 60 second course. I find those, figure out the "gotcha" corners and when to give it up to go fast and call it a day. If I am feeling especially froggy I won't walk the course and just look ahead on my first run.
I pay loose attention to it for purposes of race only tire rotation.
Vajingo said:And, if there are more of one than the other, could this have an impact on a non-corner weighted vehicle? More lefts= more corners with the drivers weight on that side=more roll=???
Corner balancing on asymmetrically weighted (L/R) but symmetrically sprung (L/R) cars, to achieve the same F/R distribution on both sides of the car, doesn't actually make the car turn 'equally' left and right. What it does is make the car turn 'equivalently' left and right. By that, I mean it should have similar over steer vs under steer characteristics both directions. Deviating from that will cause one direction of turning to increase over steer, while the other direction of turning increases under steer.
In this regard, the corner balance could also be strategically deviated to improve cornering in one direction at the expense of the other direction, to achieve a faster overall time for a course run in the corresponding direction. The is one of the primary tools used in tuning circle track car handling.
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