Mazda MX-5 Open Race-2010, or as we defended the honor of Russia on the racetrack
Surprisingly, with all the diverse geography of business trips, I still have never been to Italy. Of course, this annoying gap would be eliminated sooner or later. But was it…

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LITTLE DRIVING
We turn to the European experience and carefully look at the movements of the wheel at the local aces at the entrance to the turn. We will see that there…

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BMW and rally
BMW cars have long become a symbol of style, power and reliability. This year, the legendary Bavarian concern celebrates its 90th anniversary. In 1913, on the northern outskirts of Munich,…

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YOURSELF TRAINER

“If the car is set up correctly, then any pilot can quickly drive on it. Imagine what it means to win a second at the expense of settings. It is very, very much unrealistic! It is about five-tenths of a second at best, and this despite the fact that the basic “set up” was incorrect. In Formula 3000, if we managed to adjust and lose two dozen – we were happy. All teams have basic settings for all tracks. The more tests, the more accurately you can configure the machine. We are already talking about fine tuning.

But, before the race, even if there are real problems with handling, there is no point in tweaking with the settings. For a couple of hours, nothing can be done – the risk is huge, and the chance to get into the “bull’s eye” is minimal. For example, in Spa, that year, my car suffered a lot of oversteering in fast corners, and we didn’t change anything. How did we know how the new settings will affect tire wear? In sprining races, however, it is not so important, but in the long – tire wear determines everything! Then, the pilot must have a sense of the limits of the capabilities of the machine. If you demand more from her than she can give, the result will only get worse, and there is no courage in that, believe me.

Before adjusting the car you need to learn how to drive it, you need to understand its capabilities. For example, in Le Mans behind the wheel of a Ferrari, it took me ten laps to understand the car. It was a fast car, and it did not even occur to me to ask to change the settings. If you cannot drive fast, then look for the cause first in yourself, and only then in the car. ” These words belong to Roman Rusinov – Russian pilot Fomaly 1. I bring them here to emphasize once again that the pilot must first of all work on himself, and only then on the machine. Unfortunately, many pilots with enviable persistence do the opposite. Alas, there is often no one to give a hint, but how a fresh look from the outside can help the rider!

The absence of a competent coach is today the norm rather than the exception, especially in the Russian races. No problem! Thoughtful racer, who knows how to analyze, work on mistakes, may well progress independently. The main thing is to be honest with yourself. For independent work, the questions given here will help you to answer honestly, even if everything works out. And if something is not glued, they will help find the right answer and solve the problem. Usually we are talking about some “capricious” turn, which causes difficulties and does not work.

QUESTIONS FOR SELF-CONTROL

• – How far do I look when driving on a freeway at high speed? And on the streets of the city? And on the track? Can I focus my gaze even further?

• – How constant is my speed of entering a turn from circle to circle? Does it vary at 1 km / h, 2 km / h or more?

• – When was the last time I practiced developing a sense of grip? When did I just slide around in corners or on the landing to keep the car sliding?

• – How easily do I keep the steering wheel in a civilian car? And on the track? Can I keep the steering wheel even easier?

• – What can I do to improve cornering? Turn the steering wheel later or earlier? Smoother, or sharper? Start acceleration earlier, or in the same place, but more intense? With greater speed to enter a turn or with less? Smoother to move the foot from the brake on the gas? Less turn the steering wheel, and maybe before the “release” the car?

• – What happens if I turn a couple of meters later, earlier? Will my cornering speed change?

• – Am I making a very early apex? Is the machine oriented to where I need to go when passing the apex?

• – Do I start to “let go” the car at the exit of the turn in time?

• – What is the most important turn of the track?

• – Which turn is the hardest for other riders? Which turn is best for me so that I can use this advantage in the race?

• – At what turn should you tune the car?

• – Do I use the full potential of tire adhesion, accelerating from the turn?

• – Maybe I “keep” the car in a turn too long and I need to “open” earlier?

• – Whether I look in those points where I want to be. when do I take turns?

• – Can I turn the steering wheel faster? Can I turn it slower? Do I feel the steering wheel enough? What are my hands “fast” or “slow”?

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