I've done the maths and in a front wheel drive road car you'll find only 10% of the braking effect is from the rear. Hence I was prepared with my last car purchase to accept a car with drum brakes at the rear.
Lets start with Pirelli making two tires the same at F1 level then ship them in a climate controlled container. We then need a perfect day without wind changes track temperature changes cloud cover barometric pressure. Looking at data can only confirm what the driver felt you will never ever go quicker looking at the data and set up. A driver told me once the car had slight overseer yes I guess the left rear shock bolt broken would do that. Robs looking a lot older from the last time I spoke to him. Its good to have a coach but when you start discussing F1 cars and drivers? They know why they are quick that's why they are in F1. I think I worked it out 50% prize money is my rate and its cost a few drivers a lot.
Wow! I love this stuff. Shows just how on the edge these guys are. Then you could be having a bad day and your head is not in the game and everything turns to crap!! 😆
Rob seems to avoid the subject, but I'd like to see his analysis as to why Hamilton is so fast. There are some great insights from him on all top drivers, but not Hamilton.
jdslfc i have heard him saying that lewis shortens the corner brilliantly. I think he means lewis rotates the car well, getting the nose pointing in well . in doing so he loses some mid corner speed but then gets a good exit. it's to do with heavy late braking and slip angles I think
Simple, lewis is the ultimate. All of which rob teaches lewis does instinctively, without robs assistance, which I believe irks him. Peter knows this and provokes rob every now and then. Ultimately, i believe lewis' comment about not needing a driver coach bothers rob, so there is some resentment. Also the driver in mention is valteri bottas, who uses rob extensively.
Andrew Fourthdimension I think he's talking about the weight transfer to each tire. Keeping the car flat is minimizing the weight transfer caused by (sudden) brake, steering or throttle inputs.
One way of explaining it is through the physics of the tires. Each tyre has 100% of potential grip to give, if you ask 101% of a tires potential grip, it will break loose and slide. An example is if you suddenly throw a car into a corner, most of the weight/momentum of the car will be equally thrown onto the outside front tire, with the other three tires doing almost nothing. The car slides. Conversely, you can turn the car in, managing the 'weight transfer' so that the loading is as evenly spread across the tires as possible - you won't slide. Going back to the potential grip analogy, if one tire has 100 units of grip to give before it slides (and takes the car with it), you want to be using as much of the 400 units of grip you have available (more grip, faster cornering). Additionally, you can generally apply 3 forces to a tire, acceleration, turning, and braking. If you brake hard in a straight line, you can use 100% of your (front) tires grip. If you turn as hard as the car will allow, you'll use 100% of the outside tires grip (as a generalisation). Therefore, you need to be aware of balancing these forces as you come into a corner, or out of a corner. So the same approach of managing the grip loading applies when combining braking and turning, or accelerating and turning. Hope that helps
I think Rob is trying to teach people in words what he thinks they instinctively ought to be feeling in the seat of their pants. But when people already have that feeling, there's not much more that he can offer them.
I've done the maths and in a front wheel drive road car you'll find only 10% of the braking effect is from the rear. Hence I was prepared with my last car purchase to accept a car with drum brakes at the rear.
Thanks!
Great content! Please upload more videos like this.
This is fantastic. Please let's have more!
Lets start with Pirelli making two tires the same at F1 level then ship them in a climate controlled container. We then need a perfect day without wind changes track temperature changes cloud cover barometric pressure. Looking at data can only confirm what the driver felt you will never ever go quicker looking at the data and set up. A driver told me once the car had slight overseer yes I guess the left rear shock bolt broken would do that.
Robs looking a lot older from the last time I spoke to him. Its good to have a coach but when you start discussing F1 cars and drivers? They know why they are quick that's why they are in F1. I think I worked it out 50% prize money is my rate and its cost a few drivers a lot.
Wow! I love this stuff. Shows just how on the edge these guys are. Then you could be having a bad day and your head is not in the game and everything turns to crap!! 😆
Rob seems to avoid the subject, but I'd like to see his analysis as to why Hamilton is so fast. There are some great insights from him on all top drivers, but not Hamilton.
jdslfc i have heard him saying that lewis shortens the corner brilliantly. I think he means lewis rotates the car well, getting the nose pointing in well . in doing so he loses some mid corner speed but then gets a good exit. it's to do with heavy late braking and slip angles I think
I never understand what Peter means by "keeping the car flat "which they both sat lewis does well
Simple, lewis is the ultimate. All of which rob teaches lewis does instinctively, without robs assistance, which I believe irks him. Peter knows this and provokes rob every now and then. Ultimately, i believe lewis' comment about not needing a driver coach bothers rob, so there is some resentment. Also the driver in mention is valteri bottas, who uses rob extensively.
Andrew Fourthdimension I think he's talking about the weight transfer to each tire. Keeping the car flat is minimizing the weight transfer caused by (sudden) brake, steering or throttle inputs.
One way of explaining it is through the physics of the tires.
Each tyre has 100% of potential grip to give, if you ask 101% of a tires potential grip, it will break loose and slide. An example is if you suddenly throw a car into a corner, most of the weight/momentum of the car will be equally thrown onto the outside front tire, with the other three tires doing almost nothing. The car slides.
Conversely, you can turn the car in, managing the 'weight transfer' so that the loading is as evenly spread across the tires as possible - you won't slide. Going back to the potential grip analogy, if one tire has 100 units of grip to give before it slides (and takes the car with it), you want to be using as much of the 400 units of grip you have available (more grip, faster cornering).
Additionally, you can generally apply 3 forces to a tire, acceleration, turning, and braking. If you brake hard in a straight line, you can use 100% of your (front) tires grip. If you turn as hard as the car will allow, you'll use 100% of the outside tires grip (as a generalisation). Therefore, you need to be aware of balancing these forces as you come into a corner, or out of a corner. So the same approach of managing the grip loading applies when combining braking and turning, or accelerating and turning.
Hope that helps
I think Rob is trying to teach people in words what he thinks they instinctively ought to be feeling in the seat of their pants. But when people already have that feeling, there's not much more that he can offer them.
So, based on that, how come he still teaches F1 drivers?
@@BornAgainCynic0086 Because not all f1 drivers are equal. Only a special few instinctively know what wilson has to teach. Even in f1.
Vauxhall only manage to shift those shit boxes due to the genius of this guy