Quote:
Originally Posted by 7thgear
at what point during rotation at corner exit from WOT does the sliding begin to decrease the vector speed...?
after analyzing my last autocross run against other FRS/BRZ drivers it was made glaringly apparent that I could stand to stand on the gas a lot harder
what I thought was me being gentle with the throttle was simply not enough throttle.. always fearing of having the car drift which leads to lost time.. but I know that there is that certain balance, and curious how others would explain that point in space in time
(I will note however that my carefulness was still enough to land a 2nd place in class finish but I suppose that was due to other factors)
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If you have to reduce steering input to get around the corner, it's faster. If you're countersteering, it's slower. Not reducing steering input enough MAY result in eventual countersteering, so you have to find the fine balance.
Also, remember that you have to be giving the car a lot of throttle to get into the stage where the torsen is helping you turn. You know that feeling where it feels like the car is sometimes about to rotate, but then it just yaws a few degrees, and then just "hooks"? That's you reaching the limits of your tires, and then the LSD "kicking in", and "increasing" rear grip by forcing the rear tires to work together. From here, the next step is increasing that rotation without getting to the point where you're countersteering.
A (properly tuned) Cutch type LSD substantially smooths out the engagement of the LSD, and makes the window for throttle steering, literally, like 5x bigger. Drivers who can throtte steer a Cutch type LSD can't always throttle steer a Gear type, but those that can throtte steer a Gear type will always be able to transition to a clutch type.