This is what all the Guru master advisors, Maharishi mentor mystics, and Swami spiritual guide teachers have been telling us all along. *breathes out* "just let go"
This isn't the most ideal way to correct an Mr2 from oversteer, but it for sure was better than over correcting, but also shows people what snap oversteer actually means. The snapping is caused by overcorrection, in this situation the car overcorrects itself several times causing several instances of snap oversteer but was gradually straightening out.
I mean i raced one around circuits for years, FR Rules apply the difference is you have a high minimum throttle amount you want for correction compared to FR, while being off-throttle in some instances might as well be as bad as lightly braking if it was a FR while already in a slide. About less then 1/4 throttle (in normal AW11) where if the slide is too severe you won't recover easily if at all, but "unlike" FR and a bit more like a FF if you apply aggressive throttle then the slide corrects itself. FR can have the same tendencies its just shifted enough that usually off-throttle corrects anything, and the window where any On-Throttle can correct faster is more in the 1/8 to 1/3 region, very loosely speaking, just as ballpark comparison. There is nothing wrong with sliding in a Mid Engine car (in a race, so mildly its nearly not perceivable, very low angle), these, just like S2Ks, C4 Corvettes, and surprisingly many generations of Mustangs (although its hard to see same sort of turn-in-entry slide due to trail braking, if not impossible with that much weight in front) just suffer largely from very high roll centers in the rear combined with the narrow polar momentum everyone talks about. For a road car it gave a better compromise for ride and handling while still maintaining high lateral g potential setting said cars up this way, but most the best racecar that are MRs do not feature this and do not have the same rules of "if you drift you spin" sorta handling, however what i noted about throttle positioning to correct, increase spin (rally/gymkhana), or ride it out (drift) still applies. My hypothesis as to why we see less of this these days with Mid Engine cars (Cayman etc) is partly because factory struts got so much better that such compromises were less required, but also a shift in what is generally wanted out of a car by enthusiasts helping push it, we do not live in the 80s/90s era where people think sliding is some sort of sin, and customers want a chance to enjoy it without totalling their vehicles, so the factory specs to suit that desire as well rather then simply producing a car that may feel comfortable to factory test drivers but scares anyone new to the dynamics, or in AW11 case even to this day scares some world class drivers (Keiichi Tsuchiya, surprisingly, to name one)
Well, that was a pure luck. It seems the seating position is wrong. The hands are too straight, the grip of the steering wheel should also be fixed and releasing the steering wheel may save you once by (as I said) pure luck once, but it can bring trouble next time. You should look into the correct seating position or maybe start with autocross - it helps to learn what to do with hands.
Good observation on wrong seating position, which limits options on grip. I forgot to adjust my seat this particular stint, but once the team straps me in in the hot pit, I'm not stopping for a redo if I can steer and fully depress the pedals. This really has nothing to do with this scenario and the cars response though. Some luck, certainly, but pure luck, no. Maybe the first time I've captured footage of such a recovery, but not remotely my first rodeo. My first race of any kind in any car, in 2007, 24 Hours of Lemons at Altamont, in a stock 86 AW11 on all season tires, I spent my first couple hours in the car either going too slow, or spinning off at turn 2, a low 2nd gear off camber hairpin into the infield. By the second day I was diving into that turn, weight transfer forward, digging to the apex on the left, rear end lightened and starting to slide out as I rounded the apex. Then get into the throttle and let go the wheel. The car would plant, correct, and go about it's business, front wheels always pointing the direction of travel and maintaining lateral traction. I repeated this lap after half mile lap for hours, so several hundred times. No track since has presented a similar corner, or opportunity to dial oversteer technique, but I've had many aw11 oversteer moments over the 15 years of endurance racing AW11s I've since accumulated. (Wheel to wheel, entire tank of fuel at a time. Not a couple of short wanks around some cones every few weekends.) This technique is no fluke. Of course you're not faced with this high speed oversteer scenario if you haven't already made a mistake, and if that mistake was big enough, this technique and nothing else will save it. I assume because I'm faced with this scenario less frequently, I've improved? Maybe just slowed down. I still have a lot to learn about racing, but what I learned at that first race will remain a huge majority of my racing knowledge.
He really said Jesus take the wheel.
This is what all the Guru master advisors, Maharishi mentor mystics, and Swami spiritual guide teachers have been telling us all along. *breathes out* "just let go"
Hahaha!
Impressive save! I would be hard pressed to not try to retain control of the wheel to save that.
Definitely takes some unlearning!
Nice, I’m loving that😂(also bet you’re wondering why YT now recommending this to people year later!)
Nice driving
This isn't the most ideal way to correct an Mr2 from oversteer, but it for sure was better than over correcting, but also shows people what snap oversteer actually means. The snapping is caused by overcorrection, in this situation the car overcorrects itself several times causing several instances of snap oversteer but was gradually straightening out.
I mean i raced one around circuits for years, FR Rules apply the difference is you have a high minimum throttle amount you want for correction compared to FR, while being off-throttle in some instances might as well be as bad as lightly braking if it was a FR while already in a slide. About less then 1/4 throttle (in normal AW11) where if the slide is too severe you won't recover easily if at all, but "unlike" FR and a bit more like a FF if you apply aggressive throttle then the slide corrects itself. FR can have the same tendencies its just shifted enough that usually off-throttle corrects anything, and the window where any On-Throttle can correct faster is more in the 1/8 to 1/3 region, very loosely speaking, just as ballpark comparison.
There is nothing wrong with sliding in a Mid Engine car (in a race, so mildly its nearly not perceivable, very low angle), these, just like S2Ks, C4 Corvettes, and surprisingly many generations of Mustangs (although its hard to see same sort of turn-in-entry slide due to trail braking, if not impossible with that much weight in front) just suffer largely from very high roll centers in the rear combined with the narrow polar momentum everyone talks about. For a road car it gave a better compromise for ride and handling while still maintaining high lateral g potential setting said cars up this way, but most the best racecar that are MRs do not feature this and do not have the same rules of "if you drift you spin" sorta handling, however what i noted about throttle positioning to correct, increase spin (rally/gymkhana), or ride it out (drift) still applies.
My hypothesis as to why we see less of this these days with Mid Engine cars (Cayman etc) is partly because factory struts got so much better that such compromises were less required, but also a shift in what is generally wanted out of a car by enthusiasts helping push it, we do not live in the 80s/90s era where people think sliding is some sort of sin, and customers want a chance to enjoy it without totalling their vehicles, so the factory specs to suit that desire as well rather then simply producing a car that may feel comfortable to factory test drivers but scares anyone new to the dynamics, or in AW11 case even to this day scares some world class drivers (Keiichi Tsuchiya, surprisingly, to name one)
God mode
Well, that was a pure luck. It seems the seating position is wrong. The hands are too straight, the grip of the steering wheel should also be fixed and releasing the steering wheel may save you once by (as I said) pure luck once, but it can bring trouble next time. You should look into the correct seating position or maybe start with autocross - it helps to learn what to do with hands.
Good observation on wrong seating position, which limits options on grip. I forgot to adjust my seat this particular stint, but once the team straps me in in the hot pit, I'm not stopping for a redo if I can steer and fully depress the pedals. This really has nothing to do with this scenario and the cars response though.
Some luck, certainly, but pure luck, no. Maybe the first time I've captured footage of such a recovery, but not remotely my first rodeo.
My first race of any kind in any car, in 2007, 24 Hours of Lemons at Altamont, in a stock 86 AW11 on all season tires, I spent my first couple hours in the car either going too slow, or spinning off at turn 2, a low 2nd gear off camber hairpin into the infield. By the second day I was diving into that turn, weight transfer forward, digging to the apex on the left, rear end lightened and starting to slide out as I rounded the apex. Then get into the throttle and let go the wheel. The car would plant, correct, and go about it's business, front wheels always pointing the direction of travel and maintaining lateral traction. I repeated this lap after half mile lap for hours, so several hundred times.
No track since has presented a similar corner, or opportunity to dial oversteer technique, but I've had many aw11 oversteer moments over the 15 years of endurance racing AW11s I've since accumulated. (Wheel to wheel, entire tank of fuel at a time. Not a couple of short wanks around some cones every few weekends.) This technique is no fluke.
Of course you're not faced with this high speed oversteer scenario if you haven't already made a mistake, and if that mistake was big enough, this technique and nothing else will save it. I assume because I'm faced with this scenario less frequently, I've improved? Maybe just slowed down. I still have a lot to learn about racing, but what I learned at that first race will remain a huge majority of my racing knowledge.
@@ADub-Bub the God has spoken 🙌
Haha, scrolled to make a comment about the seating position. Waaaay too far, straight arms are wrong. Well spoken.