Hpde 2 solo njmp rx-8
01-20-2016, 12:43 PM
#1
Registered
Thread Starter
Join Date: Sep 2011
Posts: 80
Likes: 0
Received 0 Likes
on
0 Posts
Hpde 2 solo njmp rx-8
Hey everyone this is another video on track at NJMP Lightning, it was my first time on track and all instructors were taken, so they asked me if i have done solo before i told them i did at VIR so thats why i was left alone on track, not complaining or anything was actually really fun figuring out the track on my own, lots of learning was done.
hope you all enjoy, please if you have any feed back to my driving I would really appreciate it, look forward in sharing more videos with all of you.
this is the 2nd session didn't have camera set for the first one.
this is the 3rd session.
this is the 4th and final session of the day.
hope you all enjoy, please if you have any feed back to my driving I would really appreciate it, look forward in sharing more videos with all of you.
this is the 2nd session didn't have camera set for the first one.
this is the 3rd session.
this is the 4th and final session of the day.
01-31-2016, 08:04 PM
#3
Couple of things I noticed:
In general, try to apex a little earlier. In turns 1, 4 and 9 it often looked like you had lots of excess space on exit that you didn't need to use because you weren't carrying enough speed (9 is a little bit of a grey area due to 10 being a long sweeper that you accelerate through, which is sort of tough to gauge on Youtube). Using an earlier apex means you A) spend less time entering the corner B) carry more speed towards the apex due to having to turn the car less and C) can start to feed throttle in earlier. The idea is to adjust your apex to suit your exit, rather than just trying to increase your entry speed or put more power down on the way out. The line you take through 1 where you apex just at the end of the curbing is suitable for a more powerful car that you wouldn't be able to turn as quickly at full throttle, or if that crest was more substantial and you had to let off a little to maintain your steering angle.
Second, play around with trail braking a little in turn 7. You often encountered understeer from entering too quickly and trying to hold a steady speed up until the apex. If you enter at the same speed you are now and lightly brake until you hit the apex you can shift the weight of the car forward and ideally give your front tires a bit of extra grip to help you turn. You'll pass the apex going a little slower than you are now but you'll be in the right spot and pointed in the right direction to make full use of the loud pedal.
In general, try to apex a little earlier. In turns 1, 4 and 9 it often looked like you had lots of excess space on exit that you didn't need to use because you weren't carrying enough speed (9 is a little bit of a grey area due to 10 being a long sweeper that you accelerate through, which is sort of tough to gauge on Youtube). Using an earlier apex means you A) spend less time entering the corner B) carry more speed towards the apex due to having to turn the car less and C) can start to feed throttle in earlier. The idea is to adjust your apex to suit your exit, rather than just trying to increase your entry speed or put more power down on the way out. The line you take through 1 where you apex just at the end of the curbing is suitable for a more powerful car that you wouldn't be able to turn as quickly at full throttle, or if that crest was more substantial and you had to let off a little to maintain your steering angle.
Second, play around with trail braking a little in turn 7. You often encountered understeer from entering too quickly and trying to hold a steady speed up until the apex. If you enter at the same speed you are now and lightly brake until you hit the apex you can shift the weight of the car forward and ideally give your front tires a bit of extra grip to help you turn. You'll pass the apex going a little slower than you are now but you'll be in the right spot and pointed in the right direction to make full use of the loud pedal.
02-02-2016, 11:11 PM
#5
Registered
Thread Starter
Join Date: Sep 2011
Posts: 80
Likes: 0
Received 0 Likes
on
0 Posts
Couple of things I noticed:
In general, try to apex a little earlier. In turns 1, 4 and 9 it often looked like you had lots of excess space on exit that you didn't need to use because you weren't carrying enough speed (9 is a little bit of a grey area due to 10 being a long sweeper that you accelerate through, which is sort of tough to gauge on Youtube). Using an earlier apex means you A) spend less time entering the corner B) carry more speed towards the apex due to having to turn the car less and C) can start to feed throttle in earlier. The idea is to adjust your apex to suit your exit, rather than just trying to increase your entry speed or put more power down on the way out. The line you take through 1 where you apex just at the end of the curbing is suitable for a more powerful car that you wouldn't be able to turn as quickly at full throttle, or if that crest was more substantial and you had to let off a little to maintain your steering angle.
Second, play around with trail braking a little in turn 7. You often encountered understeer from entering too quickly and trying to hold a steady speed up until the apex. If you enter at the same speed you are now and lightly brake until you hit the apex you can shift the weight of the car forward and ideally give your front tires a bit of extra grip to help you turn. You'll pass the apex going a little slower than you are now but you'll be in the right spot and pointed in the right direction to make full use of the loud pedal.
In general, try to apex a little earlier. In turns 1, 4 and 9 it often looked like you had lots of excess space on exit that you didn't need to use because you weren't carrying enough speed (9 is a little bit of a grey area due to 10 being a long sweeper that you accelerate through, which is sort of tough to gauge on Youtube). Using an earlier apex means you A) spend less time entering the corner B) carry more speed towards the apex due to having to turn the car less and C) can start to feed throttle in earlier. The idea is to adjust your apex to suit your exit, rather than just trying to increase your entry speed or put more power down on the way out. The line you take through 1 where you apex just at the end of the curbing is suitable for a more powerful car that you wouldn't be able to turn as quickly at full throttle, or if that crest was more substantial and you had to let off a little to maintain your steering angle.
Second, play around with trail braking a little in turn 7. You often encountered understeer from entering too quickly and trying to hold a steady speed up until the apex. If you enter at the same speed you are now and lightly brake until you hit the apex you can shift the weight of the car forward and ideally give your front tires a bit of extra grip to help you turn. You'll pass the apex going a little slower than you are now but you'll be in the right spot and pointed in the right direction to make full use of the loud pedal.
02-03-2016, 07:27 AM
#6
I do lapping, autocross and TA with mine, just on the other side of the continent. Never been to NJMP before, but those mid-corner crests look interesting. My local track doesn't have any very noticeable elevation changes, so I don't get to play with that stuff very often.
Thread
Thread Starter
Forum
Replies
Last Post