That's not my understanding of 'brake drift'... Can you show me an example of what you're describing?
Trail braking is not intended to use on car which has brake bias set to rear, more likely on 50/50 and to front bias. More you have brakes set to rear unintended brake drift can occur. When brakes are released suddenly car comes unstable, few reasons, sudden pressure release on suspension, sudden change to drivetrain kicking between joints of it between engine-clutch-transmission-axles-tires. In GT6 there is modeled only one of these bending points, clutch, and its mostly so stiff at there comes direct snap to engine brake and suspension change.
Hmm example.. from real life I'm using trail brake, brake drift, cadence brake, threshold brake and even coasting thru whole winter, doesn't matter am I driving 4WD, RWD, FWD car, it just comes from backbone.
It's hard to explain if you don't understand it, or hard for me to try translate things out from my head to English. Will try figure out some example to you later.
Edit: googled something what might help me to explain it to you:
Brake drift
A drift-inducing technique called "the brake drift" is used in racing, involving a series of light trail-braking pulses (usually 2 or 3), followed by a momentary full-force braking and sharp releasing of the brakes. Mastering continuous trail braking as used under road conditions is a prerequisite for learning brake drifting. This is one of the most used drifting techniques in rally racing because - if done properly - allows the driver to enter and exit the corner with full throttle.
Edit2, more from same place:
Trail braking
Trail braking is a mostly motorcycle riding and driving technique where the brakes are used beyond the entrance to a turn and are gradually released up to the point of apex. But often is used in car racing too (Heel and toe again!).Trailing off the braking pressure either while straight line braking or, after turn in has begun, allows for a less abrupt and more accurate final corner entry speed adjustment.
Some corner entries, such as
decreasing radius turns, are more adapted to the leaned over trail braking technique. In turns where a quicker steering action is more applicable, trailing the brake while turning in is unnecessary.
In applying this technique, motorcycle riders approach turns applying both front and rear brakes to reduce speed. As they enter the turn, they slowly ease off the brakes, gradually decreasing or "trailing" off the brakes as motorcycle lean increases. In this moment, very often you can see rear tire start to slide out of corner but without any tire lock. This technique is used for several reasons. First, this gives more traction because the front tire is forced into the pavement under the weight transfer of the vehicle. Second, as the brakes are applied and the weight shifts forward the forks are compressed. The compression of the forks changes the motorcycles steering geometry, decreasing stability in a way that makes the motorcycle want to lean and change direction. Thus, trail braking can be used as method to help the motorcycle change direction.
Additionally, decreasing speed decreases the motorcycles cornering radius, while, conversely, accelerating while turning increases the motorcycles cornering radius. Traditionally, trail braking is done exclusively with the front brake even though trailing the rear brake will effectively slow the motorcycle, also decreasing the turning radius.
It should be noted that the rider's ability to correctly choose his turn in, apex and exit points reduces or eliminates the necessity of prolonged trailing of the brakes into turns.
Also to be noted, the longer the rider trails the brake into any given corner the later will be his application of the throttle. The throttle is responsible for the machine's ultimate stability and traction. It is desirable to begin throttle application as soon as possible once an acceptable racing line is established.
Finally, trailing off the brakes while entering blind or tight corners allows the rider to slow if something unexpected blocks the rider's path. Because the motorcycle is already on the brakes and the front tire is getting additional traction from higher load and grip, the rider can slow even more with very little risk, depending on surface conditions. However, applying the brakes after the motorcycle is already leaned over can be exceedingly risky depending on surface conditions and lean angle. There is already roughly 70% of the bike's weight forward from being off the gas so applying braking pressure significantly increases that load on the smaller front tire.
This technique is commonly used when racing, but can enhance control and add more evasive options for street riders, making it very worthwhile to learn or at least understand.
Worth noting also is that most current (2000 through 2008) racing crashes happen while trailing the brakes into turns, amongst world class Moto GP riders.
In 4-wheel vehicles trail braking pertains to using the brakes past the corner entrance (as opposed to the normally taught practice of releasing the brakes before starting the turn). This practice is used for creating weight transfer towards the front tires, thus increasing their traction and reducing
understeer. It works best in light vehicles that have their brake bias to the front. But often is used with heel and toe technique.
In order to be properly performed, the driver must have excellent sense of the car behavior and be able to keep the braking effort within very tight limits. Excessive braking effort may result in the vehicle heavily understeering, or - if the brake bias is set to nearly neutral - in the rear wheels locking, effectively causing the vehicle to spin as in a
handbrake turn.
Once a driver has mastered trail braking, it can help enter the corners at higher speeds, or avoid an accident if the driver has entered a corner at a speed exceeding the car or driver capabilities.
Opponents of trail braking claim that because of the steep learning curve trail braking is, or should be an exclusively race track or racing technique. However, proponents of trail braking believe that knowing and understanding how to slow while entering a corner gives the driver a greater safety margin, particularly in blind, decreasing radius or downhill corners.
http://www.formula1-dictionary.net/advanced_braking.html
Last edit: braking basics..
(third phase)
There are three phases in competitive braking. First, braking begins with a rapid, but not instant, application of as much braking force as possible. How rapid the brakes can be applied will depend on the
suspension in the car and the track surface. The
stiffer the springs and shocks, the more rapidly maximum braking can be applied. Soft springs will have significant forward roll which will require a little longer and smoother ramp-up of braking to keep the car stable.
Second, once the car settles onto the front tires, you'll be trying to minimize the length of the braking zone, so it will require taking the tires to the edge of locking up.
You'll need to be very aware of the feedback vibrations in your foot given to you from the pedal and in your hands from the
steering wheel to feel that small difference. The racing shoes are highly recommended. You just won't feel much from the pedals in Nike Air. The car will travel some distance using a fairly constant brake pedal pressure.
The third phase is towards the end of the braking zone when the vehicle has been slowed to near its final speed. During this phase you can change to the lover gear to adjust for power output necessary to exit the turn. Gradually release pressure off the pedal making the transition from full to zero braking force as smooth as possible. During braking, the front tires are under heavy load which increases the available traction. But be careful, this will drastically reduce the available traction on the rear tires. A sudden release of the brakes will abruptly reduce the load and reduce the traction potential of the front tires which at this point is needed for turning into the corner.
The turn-in is one of the points where the car will be the most sensitive to sudden
weight transfertransitions as though it were being driven on ice. Indecisive braking resulting in a last second extra tap, or a sudden release of the brake pedal, and that will unsettle the car's handling and force the driver to slow down to gain control and hopefully avoid a spin or worst.
As the braking zone completes, and you ease off the brake pedal, you will have to apply some throttle to reach a steady state of neither acceleration nor deceleration. Depending on the shape of the turn, the steady throttle zone will vary, but with a typical late-apex corner, it will be from the turn-in to just before the apex. In this phase you can use
heel and toe technique to improve stability.
