Location of sensor - it won’t make a lot of difference and how sensitive are these things any way? But if it’s not at the centre of gravity won’t you be measuring in more than one dimension? e.g. if the car is rotating (spinnig) wouldn’t that be detected as acceleration/deceleration on the other axes? Pretty academic really …
Laughing at this thread…
In Peter Lucas’ S/C Honda MS car running in OzGT he has full MoTeC data acquisition and ADL. This car pulled a peak of just under 1.8G laterally under brakes and 1.5G longitudinally at the hardest braking corner at Eastern Creek. This was with sticky slicks and a gun driver ragging it. See video at > Honda Elise | The UK's Top Honda Engine Conversion Specialist
The car also pulls 0.5G under acceleration…
HTH
…and i am laughing at how your mate manages to pull lateral g’s under braking.
See video at > Honda Elise | The UK's Top Honda Engine Conversion Specialist
Fantastic - enjoyed watching a class driver at work
Laughing at this thread…
In Peter Lucas’ S/C Honda MS car running in OzGT he has full MoTeC data acquisition and ADL. This car pulled a peak of just under 1.8G laterally under brakes and 1.5G longitudinally at the hardest braking corner at Eastern Creek. This was with sticky slicks and a gun driver ragging it. See video at > Honda Elise | The UK's Top Honda Engine Conversion Specialist
The car also pulls 0.5G under acceleration…
HTH
We were initially talking about cars running 048’s, not sticky slicks. I was also talking about sustained g’s not just peaks.
Bernard
Laughing at this thread…
In Peter Lucas’ S/C Honda MS car running in OzGT he has full MoTeC data acquisition and ADL. This car pulled a peak of just under 1.8G laterally under brakes and 1.5G longitudinally at the hardest braking corner at Eastern Creek. This was with sticky slicks and a gun driver ragging it. See video at > Honda Elise | The UK's Top Honda Engine Conversion Specialist
The car also pulls 0.5G under acceleration…
HTH
Yes, a peak of 1.8 lateral g can be achieved with slick tyres and correct setup. But, may I ask what was the recoding rate you friend used? i.e. if it was 10 times/sec, it is not good enough. In my opinion, and with ADL, a min rate of 25 or even 50 times/sec is required for accurate data. Also, did your friend used a 3-axis accelerometer, measuring at the same time the vertical and longitudinal accelerations? A graph of these three could make things clearer. Also, what was the roll angle at that moment?
By the way, the thing that your friend pulled almost 1.8g lateral acc under braking means that the max ideal lateral acc can be even higher. What was the ground speed at that moment?
Sampled at 50hz.
a convertable 3 series with three girls licking ice creams.
photos?
unfortunatley steve, with one hand on the wheel and one on the gear knob, there was nothing left to take a piccy with.
a convertable 3 series with three girls licking ice creams.
photos?
unfortunatley steve, with one hand on the wheel and one on the gear knob, there was nothing left to take a piccy with.
Mich, that’s very disappointing you should learn to drive with your knees
unfortunatley steve, with one hand on the wheel and one on my knob, there was nothing left to take a piccy with.
I would have thought (no expert mind) there are a few more factors involved other than just a sticky set of tyres. Surely the type of corner you are going around willl have some effect on what is and isnt possible without the aid of high downforce.
By that I mean wether it is an ‘on’ or ‘off’ camber corner, uphill, downhill or just a flat bend. I would also think the condition and the type of tarmac that is laid down will have quite a determining effect also…
I have never used any electronic gadjys to measure stuff but there is one corner that sticks in my mind for sending a new sensation thruogh the seat and that is the first corner at Cadwell park…Uphill, on camber’ish’ bend that you can take at well over 100mph…If you dont come through that bend and [censored] yourself everytime at the speed you have just taken it then you are not going fast enough.
If there is a corner on a UK circuit that you can hold higher g then Im sure that will be it!!!
good points,
of course a concaved corner with camber will increase the ultimate grip by effectively increasing the load on the tyres, my highest reading was on the rh corner before the rh onto the start finish straight, this drops down into a hollow and i got another 0.1 g on top of what i could achieve on flat corners of varying speeds.
generally the slow hairpins and fset corners gave very similiar results. well they should do really as the tyres are just doing what they can do.
…there is one corner that sticks in my mind for sending a new sensation thruogh the seat and that is the first corner at Cadwell park…Uphill, on camber’ish’ bend that you can take at well over 100mph…If you dont come through that bend and [censored] yourself everytime at the speed you have just taken it then you are not going fast enough.
If there is a corner on a UK circuit that you can hold higher g then Im sure that will be it!!!
Seconded! I love that corner. The instructor told me I could take it flat (Disclaimer: I think, I’m not responsible if you try it). It knocks the wind out of your lungs and there’s a big green hill to your right to bail out of any problems.
I have a Datalogic g-meter (no timing) and that tends to peak when thrown in hard to chicanes (1.3+) but I might just not be trying hard enough in the fast bits (hmm, I wonder what the bottom of Craners is?).
Ian
Don’t know about high G’s but for thrills the run through Deers leep into Druids at Oulton, foot to the floor, shift light light blinking in fourth gear (in an S2) takes some beating
Corner for the highest G loading in the UK will be the final corner on the International circuit at Rockingham (or the 1st on the new sportcar layout), i.e. on the banking.
Others with high loadings will be Pouhon at Spa and through the Fuchsr�hre at the ring.
Others with high loadings will be Pouhon at Spa and through the Fuchsr�hre at the ring.
Pouhon was my first proper high G force experience and amazed me at the time, but taking the foxhole at 145mph, flat in 6th gear in a honda elise, you actually struggle to hold your head up. you get used to the G force, but it doesnt become any less scary
…there is one corner that sticks in my mind for sending a new sensation thruogh the seat and that is the first corner at Cadwell park…Uphill, on camber’ish’ bend that you can take at well over 100mph…If you dont come through that bend and [censored] yourself everytime at the speed you have just taken it then you are not going fast enough.
If there is a corner on a UK circuit that you can hold higher g then Im sure that will be it!!!
Seconded! I love that corner. The instructor told me I could take it flat (Disclaimer: I think, I’m not responsible if you try it). It knocks the wind out of your lungs and there’s a big green hill to your right to bail out of any problems.
I have a Datalogic g-meter (no timing) and that tends to peak when thrown in hard to chicanes (1.3+) but I might just not be trying hard enough in the fast bits (hmm, I wonder what the bottom of Craners is?).
Ian
For the record, 1.32g. Flat out, entering at 110mph, on a virtually dry track, in a 190 S1 on 39s.
Felt great!
Ian
Ooh…braver than I was !
Just out of interest, what sort of times were you managing Ian ?
Ooh…braver than I was !
Just out of interest, what sort of times were you managing Ian ?
Please deal with that question & answer by pm, & DON’T publish, otherwise everyone’s insurance is fooked (Circuit/TDO/Participants).
I didn’t think that was the case if you’d done non-visual timing on the day and extracted data after the event Rob ???
Certainly has always been that way on previous track days I’ve been on…if you’re pulling an approximate time from a video camera or GPS datalogger for example ?
Dave
The following is a quote from last week, by a leading, & very respected trackday organiser:
[color:“blue”] Datalogging is a grey area. Technically it’s timing so should not be allowed. However, the issue with timing is “benchmarking” - setting targets (either on the day or afterwards) which can later be challenged.
Rightly or wrongly, the insurance companies do not percieve the regular track day punters to be capable of challenging other drivers. For that you need to have successfully passed your ARDS licence and obtained an MSA race license - effectively proving your competence on the circuit.
The “off the record” opinion from one underwriter I spoke to was that providing there is no element of benchmarking (either on the day, or afterwards, either spoken, in print on published on the web) then no challenge is laid down and no rules are broken. Interestingly - it was clarified that benchmarking yourself is also acceptable - so you can effectively compare your own laptimes from one track day to the next - provided no-one sees you doing it, or is aware that this benchmarking is going on.
In summary - use a datalogger and anaylse the information as much as you want - but so much as mention a lap time in passing in the street to a complete stranger and you’ve broken the rules.
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Better to be safe than sorry - hope you agree, mate