From: lallo@stsci.edu (Matthew D. Lallo)
Newsgroups: rec.autos.sport
Subject: Re: Driving today and yesterday
Date: 15 Apr 92 21:40:42 GMT
Organization: Space Telescope Science Institute
Originator: lallo@squonk.stsci.edu


In article <1992Apr15.112905.24780@e2big.mko.dec.com>, mason@habs11.enet.dec.com (Gary Mason) writes:
|> Anyone want to try this one?
|> 
|> I was raised in sports cars (late '50s through 60's). In those days, the
|> driver's bible was Taruffi's book. I understand power slides, four wheel
|> drifts, etc., and have performed many...but not for a loooong time. I am
|> trying to understand, from a driver's perspective, and without a chance in 
|> the world that I will ever be in an appropriate car, what the driver's
|> sensations are in these days when the modern cars seem to track at all times
|> (apparently). Is it really "break loose at all and you're gone"? How does one
|> sense the edge in these ground effects machines? Is there a lightness that
|> signals you?
|> 
|> I understand that this is not an easy question, but if you try, I will be
|> appreciative.
|> 
|> Cheers...Gary
|> mason@habs11.enet.dec.com


Well I always appreciate a fellow lover of Taruffi's book. I will give you my
input as someone who only had experience with street sports cars and then was
plopped into a Formula Renault for four days. The FRenault has front and rear
wings and slicks. It hardly is the sort of ground effects monster I think
you're referring to but some things are applicable.

Also I'd be interested in hearing from others who have the experience to help out
with this sort of question.

I think the primary difference between now and Taruffi's time is tire technology,
Don't anyone flame me on this. I know there are a zillion day/night differences 
to the car itself too but...you know what I mean.
Slip angles are much smaller and so the car is more pointed along its path of 
travel. (exceeding the slip angle is *slow* as you know) I used to have the exact
same impression of Formula cars: "break loose at all and you're gone" but after
driving the Renaults I must say it's really not that crazy. The most salient
sensation is that the car is incredibly stiff and handles like it is mashed to
the road. But you find that when you push it to the adhesion limits, in the case
of oversteer, there is a very welcome rubbery compliant feeling. I've been searching
for how to explain this feeling. It is really the tire; you're 
feeling the twist and flex as the tire begins to slide. That is the only
indication that you have of anything giving at all. I must say that once you
experience that, it is enough warning, and a good handling car that is set up
properly can be very easily checked with a little opposite lock. Something interesting
though, is the fact that you only have so much lock and that if you don't catch it 
in a prompt manner you are not going to. In other words, the angle after which the car
will not respond to opposite lock is amazingly small, but nonetheless control is not
as daunting as it sounds because one senses the instant the back has broken free and
can correct. I found myself doing it quite successfully in the FRenault. I wish I could 
find the "killer analogy"but I just can't. It's like rubbery. It's what you should feel 
in all cars but is completely masked by the suspension. Now in F1 cars the tire flexure to suspension travel ratio is probably even lower and the driver is even more aware of what 
the tires are doing. Keep in mind though that compared with older, high aspect ratio tires,
the feeling of rubbery compiance is much shorter in duration and firmer (higher spring
constant) sort of like a bowl of very cold jello. As far as understeer goes. It is 
also quite predictable. The rubbery feel is gone but you notice the lightening of the 
steering. A properly set up F1 cars exhibit very little understeer. I most noticed
understeer in the Renault while circulating high speed sweepers.

And this is all just my experience and I'm trying to generalize based on what I know.
I would welcome other input. Bottom line is that compared to older race cars, everything
happens quicker, spring constants in everything from the suspension, to the tires, to the
chassis, are higher. And so there is less slop, less play, and less room for error. As you
progress up to F1 this becomes more and more true. However, if someone like me can make the
jump from street cars, to Formula Renaults as far as car control goes, then a talented 
driver can certainly adapt to the reaction required to control F1 cars. And I think the 
important point is that there is always feedback from the car. It's just the more subtle the
feedback, the more sensitive the driver needs to be in perceiving it and in reacting to it.

Matt