- 271
- United States
- The__Ghost__Z
I've dropped a bit off the grid recently, but before doing so, I started working into some interesting techniques that I think I'm ready to share. This is an extension for my Three and Four Wheel Drift techniques.
First, an introduction on tire technology. Cars do not roll in the path that the tires are traveling. All tires have a form of slip angle. The average of direction of the wheels' contact patches, minus the slip angles, gives the path of the actual car.
At a certain slip angle, the tires get their most grip.
Up until recently, Bias Ply tires were commonly used. These tires get their most grip at a slip angle that is high, because the cords of rubber beneath the contact patch are angled against eachother (like a crosshatch) and reinforced. In more modern tires, Radial ply cords are perpendicular to the rim.
Radial tires have a low slip angle in which they get the most mechanical grip. Bias ply tires get more grip at a higher slip angle. The exact angle itself depends on the tire, but Radials tend to get best grip under 10 degrees, and Bias Play over 15. Now, this doesn't factor much into GT5 since it doesn't take into account a lot of tire deformation, however, it does take into account variations of slip angle and grip coefficient.
Next, rubber gets a higher grip coefficient at a certain temperature. Depending on the compound of the tire, depends on the best grip. This is also emulated in GT5.
You will need to understand four wheel drift, not e-brakes or wild angle drifts, but fast low-angle and highly controlled four wheel drifts.
What does this have to do with drifting, when the tires are both beyond heat and slip angle tolerances? Not much.
But also everything.
The technique that I've been working on is, quite simply, a no countersteer drift. This is drifting, at an angle, without any steering input, in perfect line. The rear tires smoke, the front tires squeal (but do not smoke) the steering wheel can be completely let go of, and the only thing changing the direction of the car is throttle.
Compared to every other technique I've tried, this one is by far the closest to perfect speed and angle that I can figure out.
It requires entering the corner at racing speed, threshhold braking, but maintaining a few mph above grip cornering, and steer into the corner. During liftoff and steer-in, the front tires start to gently slide, but not lose grip. There is the squealing noise, they start to warm up, but they do not turn red. Next, throttle application happens. This is when the steering can be completely let go of. The car maintains an angle, but as long as the throttle is completely stable, and you have calculated the necessary torque to achieve the proper spin, the rear tires travel at a slight slip angle that is equal to the slip angle at the front.
The result is a normal four wheel drift, but without the front wheels needing to steer to counteract the throttle on the rear. In this scenario, sometimes the inside front wheel will regain traction and the four wheel drift will become a three wheel drift, depending on how the weight is balanced. The front tires are kept warm and at their ideal slip angles, so even though they are technically 'sliding', they produce more grip and none of that grip is needing to be used to change the body's direction, since the small, but very present, additional rear torque is rotating the rear of the car instead. The result is greater cornering forces overall.
I have tested this, and it can be maintained at higher speed drifts over distances, it is not just for short angles. This, combined with other techniques and under perfect execution, has dropped lap times to 93% of 'normal' high speed 2 wheel countersteer drifting in the same tune. This means that individual drift corners are faster, with no sacrifice in angle or amount of smoke produced from old techniques. This is very closely approaching The Perfect Drifting Experience that I outlined before. Namely, a car that can corner at grip racing speeds while still producing the same benefits that drifting does, so that oversteer is no longer a 'bad' factor in cornering theory, but a tool to be used to a driver's advantage.
One note I would like to make though, is that this type of drift is only possible with narrow rear tread and very little toe. I've managed it in my 240Z and FC with good success.
Try it out.
First, an introduction on tire technology. Cars do not roll in the path that the tires are traveling. All tires have a form of slip angle. The average of direction of the wheels' contact patches, minus the slip angles, gives the path of the actual car.
At a certain slip angle, the tires get their most grip.
Up until recently, Bias Ply tires were commonly used. These tires get their most grip at a slip angle that is high, because the cords of rubber beneath the contact patch are angled against eachother (like a crosshatch) and reinforced. In more modern tires, Radial ply cords are perpendicular to the rim.
Radial tires have a low slip angle in which they get the most mechanical grip. Bias ply tires get more grip at a higher slip angle. The exact angle itself depends on the tire, but Radials tend to get best grip under 10 degrees, and Bias Play over 15. Now, this doesn't factor much into GT5 since it doesn't take into account a lot of tire deformation, however, it does take into account variations of slip angle and grip coefficient.
Next, rubber gets a higher grip coefficient at a certain temperature. Depending on the compound of the tire, depends on the best grip. This is also emulated in GT5.
You will need to understand four wheel drift, not e-brakes or wild angle drifts, but fast low-angle and highly controlled four wheel drifts.
What does this have to do with drifting, when the tires are both beyond heat and slip angle tolerances? Not much.
But also everything.
The technique that I've been working on is, quite simply, a no countersteer drift. This is drifting, at an angle, without any steering input, in perfect line. The rear tires smoke, the front tires squeal (but do not smoke) the steering wheel can be completely let go of, and the only thing changing the direction of the car is throttle.
Compared to every other technique I've tried, this one is by far the closest to perfect speed and angle that I can figure out.
It requires entering the corner at racing speed, threshhold braking, but maintaining a few mph above grip cornering, and steer into the corner. During liftoff and steer-in, the front tires start to gently slide, but not lose grip. There is the squealing noise, they start to warm up, but they do not turn red. Next, throttle application happens. This is when the steering can be completely let go of. The car maintains an angle, but as long as the throttle is completely stable, and you have calculated the necessary torque to achieve the proper spin, the rear tires travel at a slight slip angle that is equal to the slip angle at the front.
The result is a normal four wheel drift, but without the front wheels needing to steer to counteract the throttle on the rear. In this scenario, sometimes the inside front wheel will regain traction and the four wheel drift will become a three wheel drift, depending on how the weight is balanced. The front tires are kept warm and at their ideal slip angles, so even though they are technically 'sliding', they produce more grip and none of that grip is needing to be used to change the body's direction, since the small, but very present, additional rear torque is rotating the rear of the car instead. The result is greater cornering forces overall.
I have tested this, and it can be maintained at higher speed drifts over distances, it is not just for short angles. This, combined with other techniques and under perfect execution, has dropped lap times to 93% of 'normal' high speed 2 wheel countersteer drifting in the same tune. This means that individual drift corners are faster, with no sacrifice in angle or amount of smoke produced from old techniques. This is very closely approaching The Perfect Drifting Experience that I outlined before. Namely, a car that can corner at grip racing speeds while still producing the same benefits that drifting does, so that oversteer is no longer a 'bad' factor in cornering theory, but a tool to be used to a driver's advantage.
One note I would like to make though, is that this type of drift is only possible with narrow rear tread and very little toe. I've managed it in my 240Z and FC with good success.
Try it out.
