Awesome, that's all I have to say!
After reading the Holy Grail of DAQ, Buddy Fey's book "Data Power," chock FULL of real, live and damned good information, I stumbled upon him sharing his knowledge on his own Blogger blog.
Even the comments are from terrific folks like Jeff Braun. Read and learn, check it out.
Alfas at the Glen 2010
Courtesy Edd Mangino
Wednesday, July 8, 2009
Thursday, January 8, 2009
Basic Skillz: Can't Get Away From Mathematics
After a discussion with drivers all over the world, Scott from TrackPedia asks, "could it really be that one line fits all?"
If you are a professional driver comparing a GT3 Cup car (a very competent car, btw) on a North American closed circuit to a ALMS M3 GTR, you're going to desire to take the same line, period. What is the determinant to sketch that line?
V=gR(squared). Velocity equals grip times radius squared. Can't do anything about the grip level, it's fixed by the tire choice and the mods on the car. Can't do anything about the squared multiplier, so it boils down to V=R, velocity equals radius. Since we are all looking for the highest minimum speed through a corner, it stands to reason that you try and enlarge the radius as much as possible.
Sure, there are corners where you "give up" a little to get the car turned to apply power slightly earlier to maximize exit speed and carry that resultant velocity down the long(est) straight, a la Turn 7 at Road Atlanta or Oak Tree at VIR, but that is true for all cars taking that particular corner.
We don't need the perfect race car to achieve the perfect line. The physics don't recognize what make or model of the car they're acting on. By altering the timing and control inputs, we can "set the car" (any car) on the proper trajectory through a corner on the widest possible arc. I'm working with people and can generate myself strings of three to five laps within hundredths of a second, and that on a track over three miles long. Adherence to this formula is what allows this repeatability.
In order to be consistent, you must follow a particular path and master control input timing each and every lap to achieve that. Yes, I drive the same line in a Fiat 850, Fiat 124, E30 M3, E36 M3, E46 M3, GT3, Cobra R, F355 Challenge, F430, 599 GTB, C-6 Z06 as well as ALL the purpose-built race cars I have been fortunate enough to have driven. I believe in science over art, but rolling art sure is pretty! :)
If you are a professional driver comparing a GT3 Cup car (a very competent car, btw) on a North American closed circuit to a ALMS M3 GTR, you're going to desire to take the same line, period. What is the determinant to sketch that line?
V=gR(squared). Velocity equals grip times radius squared. Can't do anything about the grip level, it's fixed by the tire choice and the mods on the car. Can't do anything about the squared multiplier, so it boils down to V=R, velocity equals radius. Since we are all looking for the highest minimum speed through a corner, it stands to reason that you try and enlarge the radius as much as possible.
Sure, there are corners where you "give up" a little to get the car turned to apply power slightly earlier to maximize exit speed and carry that resultant velocity down the long(est) straight, a la Turn 7 at Road Atlanta or Oak Tree at VIR, but that is true for all cars taking that particular corner.
We don't need the perfect race car to achieve the perfect line. The physics don't recognize what make or model of the car they're acting on. By altering the timing and control inputs, we can "set the car" (any car) on the proper trajectory through a corner on the widest possible arc. I'm working with people and can generate myself strings of three to five laps within hundredths of a second, and that on a track over three miles long. Adherence to this formula is what allows this repeatability.
In order to be consistent, you must follow a particular path and master control input timing each and every lap to achieve that. Yes, I drive the same line in a Fiat 850, Fiat 124, E30 M3, E36 M3, E46 M3, GT3, Cobra R, F355 Challenge, F430, 599 GTB, C-6 Z06 as well as ALL the purpose-built race cars I have been fortunate enough to have driven. I believe in science over art, but rolling art sure is pretty! :)
Basic Skillz: The Importance of Being Calm in the Cockpit
Kevin from TrackPedia asks, "What are the most common questions people ask you as a professional driving coach?"
The number one question is "How do I go faster without wrecking the car?"
A majority of people periodically reach a performance plateau where, no matter how hard they drive (or what moderate mods they put on their car), they function very close to and can't often go quicker than a particular target time. Invariably, they're trying too hard!
They're also "slaves" to a particular lap time, which on many tracks can vary seconds between the cool morning and the hot afternoon, let alone between weekends and seasons... 9 people out of 10 fix it by relaxing, returning to a crisp, disciplined approach to technique and just focusing on getting into a "zone" or a "groove" where their rhythm and timing are better.
Data helps the most in diagnosing what and where the problem is, as a car can always be driven quicker by someone else. Analysis of the areas of most inconsistent performance and focusing on developing a better plan for that part of the course can often pay big dividends.
Let me look through my notes...
The number one question is "How do I go faster without wrecking the car?"
A majority of people periodically reach a performance plateau where, no matter how hard they drive (or what moderate mods they put on their car), they function very close to and can't often go quicker than a particular target time. Invariably, they're trying too hard!
They're also "slaves" to a particular lap time, which on many tracks can vary seconds between the cool morning and the hot afternoon, let alone between weekends and seasons... 9 people out of 10 fix it by relaxing, returning to a crisp, disciplined approach to technique and just focusing on getting into a "zone" or a "groove" where their rhythm and timing are better.
Data helps the most in diagnosing what and where the problem is, as a car can always be driven quicker by someone else. Analysis of the areas of most inconsistent performance and focusing on developing a better plan for that part of the course can often pay big dividends.
Let me look through my notes...
Basic Skillz: Differing Engine/Drivetrain Layouts and the Line
The Lotus Exige is a surgical instrument whereas the Porsche 911 is a Wusthof and the Mini Cooper S is a mini meat cleaver... :)
The better the instrument, the closer one can come to defining points on the track to millimetric accuracy, which should be our goal every time we go out. That's one of the reasons why I like purpose-built cars so much.
The laws of physics define that there is a geometric ideal, which is consistent with what we're trying to achieve in the first place. That geometric ideal is subtly alterable according to supporting data, both in altering car set-up to make it more "answerable to the helm" and in car positioning and the points of various control inputs. This is why data is so important and why, as one moves on up the motor racing hierarchy, that there is so much more attention paid to studying and analyzing the reams of data produced every time folks turn a wheel on track.
I would not generally suggest that a driver "attempt to exploit those (adverse) tendencies on a less than ideal line" because then there is no reasonable way to a) self-evaluate and b) establish a performance base line. Now, if that driver is very, very gifted in car control, I would ask the driver to intentionally make the car unstable and promote a situation where preservation of speed for the longest duration of distance and/or time is the prime directive, lessening the importance of the line. But first, that driver would have to prove to me that their discipline and skill level be demonstrable and that our goals and objectives had nothing to do with driver education!
It is my firm opinion, especially after twenty-five years of driving and racing events at many levels, that a majority of casual and even "professional" drivers cannot and will not develop their skills and discipline enough to perform in such a way to generate nearly infallible data, both literally and figuratively. Therefore, the first order of business is to drive in such a way that you always strive to be "the reference standard," no matter what you're driving. Then you can experiment...
The better the instrument, the closer one can come to defining points on the track to millimetric accuracy, which should be our goal every time we go out. That's one of the reasons why I like purpose-built cars so much.
The laws of physics define that there is a geometric ideal, which is consistent with what we're trying to achieve in the first place. That geometric ideal is subtly alterable according to supporting data, both in altering car set-up to make it more "answerable to the helm" and in car positioning and the points of various control inputs. This is why data is so important and why, as one moves on up the motor racing hierarchy, that there is so much more attention paid to studying and analyzing the reams of data produced every time folks turn a wheel on track.
I would not generally suggest that a driver "attempt to exploit those (adverse) tendencies on a less than ideal line" because then there is no reasonable way to a) self-evaluate and b) establish a performance base line. Now, if that driver is very, very gifted in car control, I would ask the driver to intentionally make the car unstable and promote a situation where preservation of speed for the longest duration of distance and/or time is the prime directive, lessening the importance of the line. But first, that driver would have to prove to me that their discipline and skill level be demonstrable and that our goals and objectives had nothing to do with driver education!
It is my firm opinion, especially after twenty-five years of driving and racing events at many levels, that a majority of casual and even "professional" drivers cannot and will not develop their skills and discipline enough to perform in such a way to generate nearly infallible data, both literally and figuratively. Therefore, the first order of business is to drive in such a way that you always strive to be "the reference standard," no matter what you're driving. Then you can experiment...
Basic Skillz: The Party Line
From a discussion on NCEuro where the initial poster asked; "What is the party line?" and several folks took a shot at the answer.
EvanM5 wrote in answer: "I'm pretty sure what people mean by that is the standard line, or HPDE line. The one that everyone uses/teaches." Correct.
EvanM5 also wrote: "... the "party line" doesn't really do more than scratch the surface of understanding your way around a track..."
I respectfully disagree.
The "party line" is the basis for establishing a performance benchmark for car positioning from which to progress, but only after achieving a basic level of core competence by following that line perfectly, lap after lap, weekend after weekend. Instead of "scratching the surface," it is one of the fundamental tools in learning how to going fast.
In fact, I see very little difference at the highest level of professional road racing, no matter what the car, between lines that the BEST, PAID drivers take. Yes, there are a million different line choices, but if you look at the top three or four in each class there is almost no difference. I have NEVER seen a winning, professional driver (not a "seat-buyer" but a PAID professional like Andy Wallace, James Weaver, Scott Pruett or Boris Said) take the "tight" line through T2 at VIR, just doesn't happen.
My coaching and instruction business is going crazy because people are tired of the non-scientific, seat-of-the-pants, whispered-to-the-student "do you want to know the real fast way around here?" self-aggrandizing pap from a large majority of self-important newbie "instructors."
My clients (and all serious students of the sport) want to know the proper way around the race track so they can focus on the more important things like when and how to let off the brakes, how to make the car rotate and do more of the work, how to analyze and prioritize effective complex corner combinations for the best possible sector times and how to use data acquisition to quantify performance improvement.
I think a lot of people that look to pooh-pooh the "party line" can't see the forest for the trees and more importantly, aren't disciplined enough themselves to drive ANY line consistently enough to evaluate the very changes they advocate from that "party line." Take a look at the intelligent, thinking and effective drivers that have progressed from HPDE's to successful Pro racing, specifically BimmerWorld's Seth Thomas.
Seth doesn't screw around at all. He devotes deep thought and critical analysis of the geometry, topography and data collected during practice to establish the proper line, then clicks off laps like a metronome, same place on the track ALL the time.
That's what we all should strive for. That kind of consistency. Our own "party line."
EvanM5 wrote in answer: "I'm pretty sure what people mean by that is the standard line, or HPDE line. The one that everyone uses/teaches." Correct.
EvanM5 also wrote: "... the "party line" doesn't really do more than scratch the surface of understanding your way around a track..."
I respectfully disagree.
The "party line" is the basis for establishing a performance benchmark for car positioning from which to progress, but only after achieving a basic level of core competence by following that line perfectly, lap after lap, weekend after weekend. Instead of "scratching the surface," it is one of the fundamental tools in learning how to going fast.
In fact, I see very little difference at the highest level of professional road racing, no matter what the car, between lines that the BEST, PAID drivers take. Yes, there are a million different line choices, but if you look at the top three or four in each class there is almost no difference. I have NEVER seen a winning, professional driver (not a "seat-buyer" but a PAID professional like Andy Wallace, James Weaver, Scott Pruett or Boris Said) take the "tight" line through T2 at VIR, just doesn't happen.
My coaching and instruction business is going crazy because people are tired of the non-scientific, seat-of-the-pants, whispered-to-the-student "do you want to know the real fast way around here?" self-aggrandizing pap from a large majority of self-important newbie "instructors."
My clients (and all serious students of the sport) want to know the proper way around the race track so they can focus on the more important things like when and how to let off the brakes, how to make the car rotate and do more of the work, how to analyze and prioritize effective complex corner combinations for the best possible sector times and how to use data acquisition to quantify performance improvement.
I think a lot of people that look to pooh-pooh the "party line" can't see the forest for the trees and more importantly, aren't disciplined enough themselves to drive ANY line consistently enough to evaluate the very changes they advocate from that "party line." Take a look at the intelligent, thinking and effective drivers that have progressed from HPDE's to successful Pro racing, specifically BimmerWorld's Seth Thomas.
Seth doesn't screw around at all. He devotes deep thought and critical analysis of the geometry, topography and data collected during practice to establish the proper line, then clicks off laps like a metronome, same place on the track ALL the time.
That's what we all should strive for. That kind of consistency. Our own "party line."
Friday, January 2, 2009
Another "light bulb" comes on...
A great big hug to the marvelous publisher of Vintage Motorsport, Tammy Boyette, who gave me a shout after the last post and who is always a marvelous booster of that part of the sport I'm so interested in, vintage and historic racing. Tammy, I missed you on Thursday at PRI but the stand looked great, as usual! See you in Florida in a few months.
I'm often asked by those with many different levels of high performance driving and club racing experience what "silver bullet" exists that can magically take seconds off their lap times, yield them the consistency they seek and propel them to the victories they feel deserved. If I could provide that information in some compact, easily digestible and encapsulated form, I'd be driving a Pre-war Alfa Romeo or some fabulous Fifties Ferrari, Aston Martin or Maserati sports racing car!
By carefully considering that quandary of how best to learn more, explore and provide credible, succinct and proper professional advice on how to go quicker, think better and carry on with less drama, that question gets the thought it deserves, and the drivers that seek it are able to know why instead of just going through the motions.
Now, more than ever, it's reaffirmed time and time again that this pursuit is so much more than just "getting out on track." The entire approach, planning and execution every time the wheel turns is a thinking person's game. People ask if I ever get tired of speaking, writing about and working with people who want to improve their driving skills, whatever the venue. "Of course not," I reply.
The most recent epiphany emerged from the latest client of mine, a retired Navy admiral, well known and well thought of in the historic racing scene in the US. This fellow is a pretty good driver, been at it for well over a decade in all sorts of classic British sports cars. From Pre-war MG's to wood-framed, sliding pillar front suspensioned antiquities to attractive fiberglass-bodied bolides with French language inspired names, he's definitely an enthusiast! Working together at the last event of the year at the fast, smooth Roebling Road Raceway near Savannah, we'd already met in the morning for two short, fairly intensive discussions. Instead of supplying him with simple quantitative information, we instead began the intelligent discussion focused on redirecting his mental approach, the goal being to break through his performance plateau.
After he'd had time to digest some of what we'd been talking about, he was lined up on the pit lane ready to go out for his afternoon session, receiving final words of encouragement from me. After I finished and leaned back, he motioned me back towards him and said "You know, I've just been riding around all this time, there's so much more out there... I can't wait!"
Wow. That's why I do this. It never fails.
The "light bulb" allowing him to think about driving and racing in a more intelligent way came on for him that day. After years running just off the podium in large groups, he was again on his way up the grid...
I'm often asked by those with many different levels of high performance driving and club racing experience what "silver bullet" exists that can magically take seconds off their lap times, yield them the consistency they seek and propel them to the victories they feel deserved. If I could provide that information in some compact, easily digestible and encapsulated form, I'd be driving a Pre-war Alfa Romeo or some fabulous Fifties Ferrari, Aston Martin or Maserati sports racing car!
By carefully considering that quandary of how best to learn more, explore and provide credible, succinct and proper professional advice on how to go quicker, think better and carry on with less drama, that question gets the thought it deserves, and the drivers that seek it are able to know why instead of just going through the motions.
Now, more than ever, it's reaffirmed time and time again that this pursuit is so much more than just "getting out on track." The entire approach, planning and execution every time the wheel turns is a thinking person's game. People ask if I ever get tired of speaking, writing about and working with people who want to improve their driving skills, whatever the venue. "Of course not," I reply.
The most recent epiphany emerged from the latest client of mine, a retired Navy admiral, well known and well thought of in the historic racing scene in the US. This fellow is a pretty good driver, been at it for well over a decade in all sorts of classic British sports cars. From Pre-war MG's to wood-framed, sliding pillar front suspensioned antiquities to attractive fiberglass-bodied bolides with French language inspired names, he's definitely an enthusiast! Working together at the last event of the year at the fast, smooth Roebling Road Raceway near Savannah, we'd already met in the morning for two short, fairly intensive discussions. Instead of supplying him with simple quantitative information, we instead began the intelligent discussion focused on redirecting his mental approach, the goal being to break through his performance plateau.
After he'd had time to digest some of what we'd been talking about, he was lined up on the pit lane ready to go out for his afternoon session, receiving final words of encouragement from me. After I finished and leaned back, he motioned me back towards him and said "You know, I've just been riding around all this time, there's so much more out there... I can't wait!"
Wow. That's why I do this. It never fails.
The "light bulb" allowing him to think about driving and racing in a more intelligent way came on for him that day. After years running just off the podium in large groups, he was again on his way up the grid...
Tuesday, December 23, 2008
Off-season musings and Holiday Greetings
Over the off-season, a true racer's mind turns to one thing; "what's next year's schedule looking like?"
A delightful part of my job is speaking to a number of magazine editors, club officials, shop owners and drivers about the inevitable ebb and flow and the trends of vintage and historic racing in the US. Everyone has a different perspective, not more or less important than the others, just different! Some people look forward to seeing their friends at events they've attended for years. Others try a new course in another part of the country or make pilgramages to special marque gatherings and features.
Sure, there are people wringing their hands with regard to the ongoing economic uncertaincy, but there is no one I know of who is seriously scaling back their plans for next year. It's almost as if the ability to transport themselves to their favorite place, behind the wheel of their beloved cars, sharing a drink with their old friends after a delightful dice on track, brings them peace and contentment.
Often, the only fix we have is either racing simulations (like the superb GT Legends, rFactor and the terrific iRacing) or the plethora of good domestic vintage and historic racing magazines to tide us through the winter.
I love Dan Davis, the indefagitable booster and cheerleader of vintage racing from the perch of his magazine, Victory Lane. I appreciate the high vantage proffered by "D. Randy" Riggs of Vintage Motorsport. I admire Casey Annis of Vintage Racecar Journal, a man who has truly created something worthwhile from the "ground floor." Mostly, I am pleased with the success of the newest publishing magnate focused on the sport we all love, Tim Suddard, of Grassroots Motorsport and Classic Motorsport.
In this day and age, it's easy to get cynical about the endless negative news cycle. How to fix it? Head over to Barnes and Noble or Borders and buy yourself a magazine! It's cheap entertainment, you may know many of the playersin the articles and pictures and it will certainly stoke your fire to go racing in the New Year.
Merry Christmas, Happy Hanukkuh and check those lug nuts!
A delightful part of my job is speaking to a number of magazine editors, club officials, shop owners and drivers about the inevitable ebb and flow and the trends of vintage and historic racing in the US. Everyone has a different perspective, not more or less important than the others, just different! Some people look forward to seeing their friends at events they've attended for years. Others try a new course in another part of the country or make pilgramages to special marque gatherings and features.
Sure, there are people wringing their hands with regard to the ongoing economic uncertaincy, but there is no one I know of who is seriously scaling back their plans for next year. It's almost as if the ability to transport themselves to their favorite place, behind the wheel of their beloved cars, sharing a drink with their old friends after a delightful dice on track, brings them peace and contentment.
Often, the only fix we have is either racing simulations (like the superb GT Legends, rFactor and the terrific iRacing) or the plethora of good domestic vintage and historic racing magazines to tide us through the winter.
I love Dan Davis, the indefagitable booster and cheerleader of vintage racing from the perch of his magazine, Victory Lane. I appreciate the high vantage proffered by "D. Randy" Riggs of Vintage Motorsport. I admire Casey Annis of Vintage Racecar Journal, a man who has truly created something worthwhile from the "ground floor." Mostly, I am pleased with the success of the newest publishing magnate focused on the sport we all love, Tim Suddard, of Grassroots Motorsport and Classic Motorsport.
In this day and age, it's easy to get cynical about the endless negative news cycle. How to fix it? Head over to Barnes and Noble or Borders and buy yourself a magazine! It's cheap entertainment, you may know many of the playersin the articles and pictures and it will certainly stoke your fire to go racing in the New Year.
Merry Christmas, Happy Hanukkuh and check those lug nuts!
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