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V.R. Metaphysical Aesthetics


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#121 Saiph

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Posted Jul 29 2018 - 06:00 PM

We need someone called Victor on here to explain vectors properly. And someone else called Clarence to make sure the wheels have enough clearance. ;)

#122 John Woods

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Posted Jul 29 2018 - 06:44 PM

How about Dellis?

Awhile back asked if a steering wheel is really a lever.

Link to steering wheel maker who seems to think yes: http://www.steeringw...eel-theory.html
Check out the ProPak Program under Support/FAQ.


:D

Edited by John Woods, Jul 29 2018 - 07:08 PM.


#123 gliebzeit

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Posted Jul 30 2018 - 06:52 AM

Keith, ya caught me with a mouth full of coffee.  Hahahahaaaaaa ....

Good one!

#124 John Woods

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Posted Jul 30 2018 - 07:04 AM

Edited post so Victor checked out.
:P

Spent the last several evenings re-reading Bob Bondurant On High Performance Driving, with John Blakemore, c1982, Motorbooks International.

Bob Bondurant started racing as a kid in 1950s Southern California. He became one of Shelby's team drivers and with Dan Gurney won GT class at Le Mans in 1964, then drove for Ford to win the Manufacturer's Championship in 1965.

He was a technical consultant for the movie Grand Prix, drove for BRM, Ferrari, and Eagle F1 teams, raced at Targa Florio, drove in the Can-Am series and drove a factory Porsche at the Ring.

Heck of a resume. Left stuff out like his 18/20 wins and two seconds in one season as a SoCal regional Corvette driver.

A second very high speed wreck, racing a privateer Can-Am McLaren, after an earlier 150mph loft off thru the trees outside Curva Grande, while having flat out test day fun in an ATS F1, suggested maybe time had come to think seriously about his idea of starting a high performance driving school.
At Monza he credits no seat belt to saving his life by being thrown out of the then instantly shredded car.

He taught a bus load of Hollywood celebrities how to drive race cars while they made movies about racing.
Good idea for us he thought of a driving school, as we now have a couple generations of pioneering influence on race team heritage and his book about how to drive.

Bob recommends two other authors...Taruffi and Jenkinson.
His book should be essential reading as well.

From start to end it is an easy very interesting read.
It is in plain language and it moves along.
Sentences make sense the first time thru.


Just like here.
:D

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Edited by John Woods, Aug 01 2018 - 08:56 AM.


#125 John Woods

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Posted Oct 01 2018 - 09:05 AM

Lately, after years and years of ignoring good advice, have been focusing with extreme concentration on the tire patches, slip angles, and toe settings.

When on a curving trajectory slip angles are the controlling functional driver/setup induced net effect variables that describe/represent the line of the car's direction.

Note by pretty much universal recognition of fact and by definition when slip angles are greater in front a car is understeering.

Seems to make some sense to back engineer setup variables from the apparent effect at the tire patch, which means, with primary attention to slip angles because at the tire patch that and heat is all there is.

A few days ago while touring Road Atlanta the logic of a madman suggested there is a direct connection between appreciating changes in slip angle simulation and the FBB latency setting found in core.ini.

Had always thought latency was time it takes to get effect from tire patch to steering wheel.

What is being transmitted?
Changes in slip angle.

Obviously it has to take some milliseconds for the tire to twist away from its straight lne orientation with respect to the rim.

Even if not very many fractions of a second, it is this twisting effect and the time it takes that is the critical feedback effect altogether, whether virtually or real, that is transmitted thru the suspension to the steering wheel.

But setting latency to zero, as many do, means there is no time component in the equation that represents slip angle transition effects?

No idea really because impression of what is happening is too much subjective fantasy.

Yesterday setting was 0.0185. Been increasing it incrementally and it is now 0.0385.
Seems maybe easier to keep the car stable and on line out near the edges, but what do I know?

New theory: Latency = time it takes to reach maximum slip angle?
Or something like that.

Plus, for a bit more insight, there's this from Lee...

Quote

http://srmz.net/inde...727

GPL's FFB curve has its maximum force occurring a few degrees prior the the maximum grip slip angle.  As a result, you should be able to feel when the steering wheel force goes light which means you are approaching the maximum grip slip angle just as real world drivers can do.




:D

Edited by John Woods, Oct 02 2018 - 07:11 AM.


#126 John Woods

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Posted Oct 06 2018 - 05:19 AM

(copy/paste starts here)
Relaxation length
From Wikipedia, the free encyclopedia

Posted Image


Plot showing lateral force building up as a bicycle tire rolls forward at a 2.4ยบ slip angle. The results from three separate test runs are superimposed.
Relaxation length is a property of pneumatic tires that describes the delay between when a slip angle is introduced and when the cornering force reaches its steady-state value.[1] It is also described as the distance that a tire rolls before the lateral force builds up to 63% of its steady-state value.[2] It can be calculated as the ratio of cornering stiffness over the lateral stiffness, where cornering stiffness is the ratio of cornering force over slip angle, and lateral stiffness is the ratio of lateral force over lateral displacement.[1]
(c/p ends here)

So...new theory > relaxation length = FFB latency?



(red font added)
:D

Edited by John Woods, Oct 06 2018 - 05:22 AM.


#127 John Woods

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Posted Oct 07 2018 - 04:26 PM

"You feel the car move. You can sense the slip angles," Bentley says.
Excerpts from an article in Road & Track.



Slop angles...get it?
:D

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Edited by John Woods, Oct 07 2018 - 04:34 PM.





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