Norm Peterson
corner barstool sitter
Sorry for letting this one slide as long as I did.
I think that larger and heavier cars are better off not getting down to the T2 curbing - doing so requires higher yaw accelerations at turn-in for T3 because you'll have either straightened the car out some to get out toward the turn-in cone or you'll be turning along a tighter radius if you follow the more defensive line that you would take in a real race to keep the guy behind you back there. Yaw acceleration is a function of "nimbleness", where smaller and lighter cars would have a clear advantage even if they weren't narrower (where the CG runs closer to the inside tire tracks).
On street tires, I expect to hear some tire squeal at least on the longer sweepers, and I want it to be a high pitched sound of reasonably constant pitch and volume. Small steering inputs will change it a little.
Norm
I think that larger and heavier cars are better off not getting down to the T2 curbing - doing so requires higher yaw accelerations at turn-in for T3 because you'll have either straightened the car out some to get out toward the turn-in cone or you'll be turning along a tighter radius if you follow the more defensive line that you would take in a real race to keep the guy behind you back there. Yaw acceleration is a function of "nimbleness", where smaller and lighter cars would have a clear advantage even if they weren't narrower (where the CG runs closer to the inside tire tracks).
On street tires, I expect to hear some tire squeal at least on the longer sweepers, and I want it to be a high pitched sound of reasonably constant pitch and volume. Small steering inputs will change it a little.
Norm
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