Introducing the GranStand. The GranStand racing stand system is fully modular, allowing for customization beyond the efforts of many others on the market. This also allows for selection of a model that fits not only your needs, but your budget as well, and always allows for additional modules. Visit GranStand.com for more information and don't forget your exclusive SNAIL discount on all GranStand products! PM @zer05ive for details.
Though I don't race on Sunday's, I do get in Thursday night Practice room's and for the most part it is supper fun.
Tonight, though fun was just a bit off from the norm!
the first two tracks it seemed everyone wanted to be first!
You can't do that and in an 8 lap race!, you don't need to!
At the start, if you start 4th or back, DON'T push for position to/or in turn one and if your 5th and back, just hold back and avoid all the carnage and slip on thru and you will be ahead, now begin to go fast but remember your tire's are not yet up to temp.
Remember there are a full 8 laps, turn 1 on the first lap isn't even 1 and if you're not as fast as the other driver and crash out in turn 1, you just got even slower!
You can be slower than the driver in front of you and still finish ahead of that driver, just by using your head!
Introducing the GranStand. The GranStand racing stand system is fully modular, allowing for customization beyond the efforts of many others on the market. This also allows for selection of a model that fits not only your needs, but your budget as well, and always allows for additional modules. Visit GranStand.com for more information and don't forget your exclusive SNAIL discount on all GranStand products! PM @zer05ive for details.
Though I own a SIM SEAT, I have sat in this seat, and at the time I had a play-seat (junk), I sat in this rig when I was at the Long Beach Grand Prix years ago with McMillian, Doug and it was so unbelievably impressive, so much better than my expensive Play-Seat which I'm guessing is in a land fill.
Bill had the T300 wheel attached and I now own a T300RS wheel.
Though I don't race on Sunday's, I do get in Thursday night Practice room's and for the most part it is supper fun.
Tonight, though fun was just a bit off from the norm!
the first two tracks it seemed everyone wanted to be first!
You can't do that and in an 8 lap race!, you don't need to!
At the start, if you start 4th or back, DON'T push for position to/or in turn one and if your 5th and back, just hold back and avoid all the carnage and slip on thru and you will be ahead, now begin to go fast but remember your tire's are not yet up to temp.
Remember there are a full 8 laps, turn 1 on the first lap isn't even 1 and if you're not as fast as the other driver and crash out in turn 1, you just got even slower!
You can be slower than the driver in front of you and still finish ahead of that driver, just by using your head!
I'm glad I keep current with this forum. I never would've seen that coming a year and a half ago.
Very well said Thor, I just might enjoy racing with you again someday.
I'm glad I keep current with this forum. I never would've seen that coming a year and a half ago.
Very well said Thor, I just might enjoy racing with you again someday.
Thanks for your interest!
Here's what you need to know (and do) in order to join SNAIL Racing League:
We run a clean league by enforcing a strict penalty system based on the SNAIL OLR (which is a modified version of the GTP OLR). We also expect all of our drivers to know and follow The Good Racecraft Guide. Please become versed in both if you aren't already. Once that is complete, please follow the steps below to complete your entry into the league:
2. SNAIL Administrators will respond with specific instructions on what you need to accomplish to join the SNAIL [Spec] Racing club. Sunday races are organized exclusively through the GT6 Community features within the game.
3. Place the following links (URLs) in the favorites (or bookmarks) in your web browser for quick reference. Please make every effort to read and understand the following links. Over the years a great deal of time and effort has gone into creating this league and we would like nothing more than to have you but we ask that you take the time and effort to do your homework. 99.9% of any question you may have about SNAIL can be found in the posts below.
Again, the original post has everything you need to know about what to expect on Sunday night and what you will need to have completed in order to be competitive. If you have any questions, please feel free to post your question on the thread. If you have a preference for car/wheel colour and racing number, please follow the instruction contained here.
During the week we run a number of different events, we encourage all SNAILs to join as many as possible.
Welcome to SNAIL
I will take full responsibility for what I'm guessing was the 2nd race in the Mercedes. I dropped in, got on the track and hadn't completed a lap before the race started....and of course it dropped me on the front of the grid. I tried to stay out of the way but I missed a braking point and got in everyone's way.
I've got my tablet set up with a charger so it can go non-stop. Sunrise will be around 9:50pm EST. It's gonna be night racing all day, lol that's fun to say.
A little late to the party, but I figured I'd chime in on the braking discussion.
Personally, I'm an early braker. It's important to remember, though, that early is a relative term. My early braking has been found by others to be quite late at times when compared to their own. As such, when I say I'm an early braker, I mean that I tend to brake (usually long) before that last point(of no return) where the car will still make the turn. There are benefits, and costs. The benefits include stabilising the car for entry giving you more time and easing the inputs necessary to get the car placed and yawed properly for the turn. The costs include a sometimes reduced max speed on the previous straight, and reduced time at speed(which is really the key to reducing lap time, the max speed is only an indicator). As such, it is important to know how to identify which sections and corner complexes are better taken with an extreme late braking in attempt to maintain top speed as long as possible, as well as being acutely aware of the car and its strengths.
To illustrate the above, I recall the recent Bandit @ Rome combo where I saw many folks dragging out the straight and braking very late into the Coliseum RH after the main straight. This was an example where the slower car and large radius baited a lot of folks into really pushing the entry too far in attempts to keep speeds up longer, only to find they had to overslow the car in the middle of the turn to get it to rotate. There was some camber falloff mid-corner that was in play there, but even without that it was a perfect opportunity to practise early braking, focusing instead on setting the car up and keeping your minimum corner speed up rather than 'extending' the straightaway. Sure, blasting the entry may have kept your max speed just a touch longer, but does it matter when someone else braked a little earlier and then carried 3-5mph more for the length of that giant turn?
Another overlooked benefit to being an early braker(again, in my mind) is that folks in traffic often gauge their inputs by those around them. Ever follow someone into a turn and wait for their brake lights whilst saying to yourself "If I brake when I see their lights, I'll be braking an extra length earlier than them so NO WAI will I blow this turn?" Don't do it. And not just because aero draft. Mentally, braking early can give you a little cushion, or surplus that you can dip into when necessary. Many folks have done the above, rolled side-by-side with me into a turn only to end up in the grass while I cruise around the corner with no drama. Usually, the response is WTF or if its a public lounge or with unfamiliar folks I love being called a cheater. The hate is how you know you're doing well!
As for trailbraking, much like the decision to stretch the straight; I utilise it in some cars/corners, but not all. When deciding on an approach, it is important to think about what you are doing. I know, sounds simple, right? Trying to keep it to basics, the whole idea of trailbraking is to keep the weight on the front axle longer after turn in to keep the fronts tyres loaded longer. Of course, some cars already have way too much weight up there anyway, so why would you want to add weight when the front grip issue is that the tyres are overloaded? This is a question you must ask. Other things you must determine in order to decide if trailbraking is appropriate include the tyre compound, suspension dynamics(SLA or strut, soft(slow transfer) springs or stiff(fast transfer) does this car gain camber under compression, or lose it?), and of course the surface camber itself. Some cars have very soft springs and as such don't load the tyres as quickly or as much being that load is often taken up in compression rather than communicated directly to the tyres. These can often benefit from trailbraking. Naturally, softly sprung cars also tend to be sedans, and front heavy....which you don't necessarily want to add more weight up front. See where I'm going with this? There is no free lunch, or rule of thumb. There are only exceptions. As such, you need to weigh the individual benefits against the cost for each car for each corner. And for each driving style. Does concentrating on trailbraking make me overslow the car and hurt my lap times compared to my 'default' approach? These are all things that must be weighed when deciding what technique to use in competition. Plenty of people have said "You know what, you're confusing me now and I was faster doing it my way." Nothing wrong with that, and probably most often heard when trying to teach folks to left foot brake. So you practise it more under non-competition conditions, and experiment to see what works for YOU.
Lastly, because I don't want to ramble on too long; even more beneficial than trailbraking and far more universally applicable for me personally, is the double-tap. It's a killer.
To summarise;
There is no free lunch.
Do your homework.
Double Tap
Oh, and
Now, the world don't move to the beat of just one drum,
What might be right for you, may not be right for some.
A little late to the party, but I figured I'd chime in on the braking discussion.
Personally, I'm an early braker. It's important to remember, though, that early is a relative term. My early braking has been found by others to be quite late at times when compared to their own. As such, when I say I'm an early braker, I mean that I tend to brake (usually long) before that last point(of no return) where the car will still make the turn. There are benefits, and costs. The benefits include stabilising the car for entry giving you more time and easing the inputs necessary to get the car placed and yawed properly for the turn. The costs include a sometimes reduced max speed on the previous straight, and reduced time at speed(which is really the key to reducing lap time, the max speed is only an indicator). As such, it is important to know how to identify which sections and corner complexes are better taken with an extreme late braking in attempt to maintain top speed as long as possible, as well as being acutely aware of the car and its strengths.
To illustrate the above, I recall the recent Bandit @ Rome combo where I saw many folks dragging out the straight and braking very late into the Coliseum RH after the main straight. This was an example where the slower car and large radius baited a lot of folks into really pushing the entry too far in attempts to keep speeds up longer, only to find they had to overslow the car in the middle of the turn to get it to rotate. There was some camber falloff mid-corner that was in play there, but even without that it was a perfect opportunity to practise early braking, focusing instead on setting the car up and keeping your minimum corner speed up rather than 'extending' the straightaway. Sure, blasting the entry may have kept your max speed just a touch longer, but does it matter when someone else braked a little earlier and then carried 3-5mph more for the length of that giant turn?
Another overlooked benefit to being an early braker(again, in my mind) is that folks in traffic often gauge their inputs by those around them. Ever follow someone into a turn and wait for their brake lights whilst saying to yourself "If I brake when I see their lights, I'll be braking an extra length earlier than them so NO WAI will I blow this turn?" Don't do it. And not just because aero draft. Mentally, braking early can give you a little cushion, or surplus that you can dip into when necessary. Many folks have done the above, rolled side-by-side with me into a turn only to end up in the grass while I cruise around the corner with no drama. Usually, the response is WTF or if its a public lounge or with unfamiliar folks I love being called a cheater. The hate is how you know you're doing well!
As for trailbraking, much like the decision to stretch the straight; I utilise it in some cars/corners, but not all. When deciding on an approach, it is important to think about what you are doing. I know, sounds simple, right? Trying to keep it to basics, the whole idea of trailbraking is to keep the weight on the front axle longer after turn in to keep the fronts tyres loaded longer. Of course, some cars already have way too much weight up there anyway, so why would you want to add weight when the front grip issue is that the tyres are overloaded? This is a question you must ask. Other things you must determine in order to decide if trailbraking is appropriate include the tyre compound, suspension dynamics(SLA or strut, soft(slow transfer) springs or stiff(fast transfer) does this car gain camber under compression, or lose it?), and of course the surface camber itself. Some cars have very soft springs and as such don't load the tyres as quickly or as much being that load is often taken up in compression rather than communicated directly to the tyres. These can often benefit from trailbraking. Naturally, softly sprung cars also tend to be sedans, and front heavy....which you don't necessarily want to add more weight up front. See where I'm going with this? There is no free lunch, or rule of thumb. There are only exceptions. As such, you need to weigh the individual benefits against the cost for each car for each corner. And for each driving style. Does concentrating on trailbraking make me overslow the car and hurt my lap times compared to my 'default' approach? These are all things that must be weighed when deciding what technique to use in competition. Plenty of people have said "You know what, you're confusing me now and I was faster doing it my way." Nothing wrong with that, and probably most often heard when trying to teach folks to left foot brake. So you practise it more under non-competition conditions, and experiment to see what works for YOU.
Lastly, because I don't want to ramble on too long; even more beneficial than trailbraking and far more universally applicable for me personally, is the double-tap. It's a killer.
To summarise;
There is no free lunch.
Do your homework.
Double Tap
That was the best explanation I've seen in a long long while. Bravo, Marcus, as always you can explain in simple terms what most people take a book to do.
Though I own a SIM SEAT, I have sat in this seat, and at the time I had a play-seat (junk), I sat in this rig when I was at the Long Beach Grand Prix years ago with McMillian, Doug and it was so unbelievably impressive, so much better than my expensive Play-Seat which I'm guessing is in a land fill.
Bill had the T300 wheel attached and I now own a T300RS wheel.
Very well done rig, you thought of everything!
and I see you have the correct wheel/peddle package and configuration. 👍
including the ignition on/off!, I need to label my Wipers, never remember which button.
I feel like the extra pieces of wood attaching the legs together really helps, but it probably doesn't need to be that thick. That's just what I had lying around. Laying around?
I'm glad I keep current with this forum. I never would've seen that coming a year and a half ago. 
