Conversely, if one end or the other consistently breaks traction early in the cornering event, corner speeds will suffer dramatically.
Yes, there are a million other factors at play which can govern the handling relationship, but the longer each end of the car can “hold on”, the higher the cornering speeds.
#A vehicle in perfect balance driver#
In both cases, when one end of the car breaks traction, or begins to slide, the driver can pretty much bet on the fact that he (or she) has found the maximum cornering speed for that particular corner.
#A vehicle in perfect balance free#
On the other hand, if the rear end breaks free and begins to lead the car through the corner this is called oversteer – now the car is turning more than the driver intends. When a car enters a corner and the front end skids off into oblivion, this is called understeer – the car is turning less than the driver intends. Of course, no car is ever perfect, so we have ways of expressing how far from optimal the handling balance really is.
Rarely do we ever hear of a winning driver explaining that the car was a handling nightmare. Generally speaking, this is referred to as the ‘neutral’ car and takes the driver directly to victory circle following the race. In theory what everyone is looking for is that all-too-elusive handling balance which makes the car corner as fast as it possibly can. Brake guys think that’s not fair, but we’ll try to use it to our advantage here.) (For some unknown reason, people seem to have a much better understanding of handling than they do of braking. In order to demonstrate the concept of proper brake balance, it is usually simpler to analyze a car’s handling characteristics and then apply those principles back to the braking system. Yes the tires stop the car, but improper brake balance can make a complete mess out of even the best components. So while changes to different parts of the brake system may affect certain characteristics or traits of the system behavior, using stickier tires is ultimately a sure-fire method of decreasing stopping distances.” Regardless of your huge rotor diameter, brake pedal ratio, magic brake pad material, or number of pistons in your calipers, your maximum deceleration is limited every time by the tire to road interface.
Long, long ago in a magazine far, far away, a few renegade brake engineers rallied together to bring forward the following message:
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