passing under double yellow
- Thread starter four27
- Start date
Alan and David,
Gosh, you guys must be great drivers and I'm really sorry I suggested you couldn't stand on your ear and drive at the same time.
And Alan, "shifting" is part of the act of "controlling" your car, "waving" is not controlling your car. Further, I usually have my shifting accomplished before I start pulling 1 g, but I guess that's an "old-fashioned" method. (I've got sooo much to learn from you guys.)
Anyway, when you enter a yellow situation driving with one hand on the wheel and snap spin on the oil the car in front has laid down when his engine blew, and you break a wrist because the steering wheel suddenly pops from your one-handed death grip, remember my suggestion. But of course these things never happen to "expert" drivers.
GRJ
[This message has been edited by grjones1 (edited June 03, 2004).]
[This message has been edited by grjones1 (edited June 03, 2004).]
Gosh, you guys must be great drivers and I'm really sorry I suggested you couldn't stand on your ear and drive at the same time.
And Alan, "shifting" is part of the act of "controlling" your car, "waving" is not controlling your car. Further, I usually have my shifting accomplished before I start pulling 1 g, but I guess that's an "old-fashioned" method. (I've got sooo much to learn from you guys.)
Anyway, when you enter a yellow situation driving with one hand on the wheel and snap spin on the oil the car in front has laid down when his engine blew, and you break a wrist because the steering wheel suddenly pops from your one-handed death grip, remember my suggestion. But of course these things never happen to "expert" drivers.
GRJ
[This message has been edited by grjones1 (edited June 03, 2004).]
[This message has been edited by grjones1 (edited June 03, 2004).]
Originally posted by oanglade:
Will it be OK if that happens because they were shifting when it happened?
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It's ok with me if they wind up on their heads, as long as I'm not taken out with them.
Come on Ony, shifting is necessary, waving is not, and of course the more time spent with one hand on the wheel increases time spent with less control.
G
You are pulling 1g just sitting their typing a message. So unless you race in micro gravity
I shift where the car needs it. Sometimes I move it up or back a bit to allow more concentration on driving, but it depends on the corner. Turn 12 at atlanta, it depends on traffic (not a very busy corner).
I apologize for insinuating that you were a poor driver, it was more of a knee jerk reaction to your assuming that a driver could not maintain control of the car while taking a hand off of the wheel. That was calling me (defacto) a bad driver and I resent that.
If the feeces was hitting the fan, then I would not bother to signal, too much work to be done already. Also, if you don't see the big event, you likely won't see my hand either.
Alan
[This message has been edited by apr67 (edited June 03, 2004).]
NASA has that covered already
19.5.4 Other Hand Signals - driver
For safety reasons, hand signals not listed above are not acceptable. Displaying the
middle finger to another driver will be considered unsportsmanlike conduct. Displaying the middle finger to an Official is not smart and not recommended.
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1988 CRX Si
ECHC H4 #38
Alan,
I see you are an engineer, so maybe you can help me on this. I understand 1g represents the point at which a car is cornering with adhesion in place at a measure equal to its weight, e.g., when cornering capability of a production car is listed in say Car and Driver, one usually reads .60 (for say a Fiesta) and .83 (for say, a 911). Which leads one to beleive that hopefiuuly well prepared IT cars may be capable of 1g. Where did I go wrong with my interpretation?
GRJ
PS
I reserve the middle finger for those guys who have attempted to remove me from the track, and I beat them anyway.
And Geezer,
Even though I cherish your comments, this is an IT forum and IT is after all an SCCA class, and NASA rules don't apply. But stay in here anyway, I enjoy hearing from you (if that matters).
[This message has been edited by grjones1 (edited June 03, 2004).]
I see you are an engineer, so maybe you can help me on this. I understand 1g represents the point at which a car is cornering with adhesion in place at a measure equal to its weight, e.g., when cornering capability of a production car is listed in say Car and Driver, one usually reads .60 (for say a Fiesta) and .83 (for say, a 911). Which leads one to beleive that hopefiuuly well prepared IT cars may be capable of 1g. Where did I go wrong with my interpretation?
GRJ
PS
I reserve the middle finger for those guys who have attempted to remove me from the track, and I beat them anyway.
And Geezer,
Even though I cherish your comments, this is an IT forum and IT is after all an SCCA class, and NASA rules don't apply. But stay in here anyway, I enjoy hearing from you (if that matters).
[This message has been edited by grjones1 (edited June 03, 2004).]
I shift where the car needs it. Sometimes I move it up or back a bit to allow more concentration on driving, but it depends on the corner. Turn 12 at atlanta, it depends on traffic (not a very busy corner).
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Alan,
I was refering (ironically) to what I find a curious practice by some younger drivers (of course about 99% are young compared to me) of downshifting at or after the apex. I'll never see the logic of that technique, but again tell me if I'm wrong. Need I say, I'm old school and do my braking and downshifting in a straight line wherever possible.
G
[This message has been edited by grjones1 (edited June 03, 2004).]
[This message has been edited by grjones1 (edited June 03, 2004).]
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Alan,
I was refering (ironically) to what I find a curious practice by some younger drivers (of course about 99% are young compared to me) of downshifting at or after the apex. I'll never see the logic of that technique, but again tell me if I'm wrong. Need I say, I'm old school and do my braking and downshifting in a straight line wherever possible.
G
[This message has been edited by grjones1 (edited June 03, 2004).]
[This message has been edited by grjones1 (edited June 03, 2004).]
Shift where the car needs it, even if it is the apex. If I can safely.
Where the car needs it? Quite simply, when the calculated torque of the new gear will meet or exceed the calculated torque of the existing gear.
http://www.datsuns.com/Tech/whentoshift.htm
As for G's. You are pulling 1 G right now. (I'm pulling a bit more, big lunch!). That would be in the vertical axis. But I'm pulling Zero in the horizontal axis. 1g lateraly is a bit harder to do when typing.
Where the car needs it? Quite simply, when the calculated torque of the new gear will meet or exceed the calculated torque of the existing gear.
http://www.datsuns.com/Tech/whentoshift.htm
As for G's. You are pulling 1 G right now. (I'm pulling a bit more, big lunch!). That would be in the vertical axis. But I'm pulling Zero in the horizontal axis. 1g lateraly is a bit harder to do when typing.
Its whats fastest. In some cars, with some gears, I can shift at otherwise awkward points (near an apex) and it makes the car faster (on the stopwatch).
Other cars (like my old ITB rabbit) tend to bind up in the corner and it makes shifting a very low percentage process (you may get the wrong gear, or no gear!).
And if I am hounding someone I may find it is an advantage in that instance to over rev instead of shifting, or to short shift.
Getting back on topic.
Hand Signals can be misunderstood. The driver seeing a signal needs to view a hand signal the same way they view a passing flag. I don't have to do anything at all, but I should do a little more looking up track and a little less looking at the cute spectator in the string bikini.
If during a yellow situation a driver gives the indications of a 'disabled vehicle' just to get you in trouble, they should be taken outside of the track, tied down, covered with honey and sprinkled with red ants.
Alan
Other cars (like my old ITB rabbit) tend to bind up in the corner and it makes shifting a very low percentage process (you may get the wrong gear, or no gear!).
And if I am hounding someone I may find it is an advantage in that instance to over rev instead of shifting, or to short shift.
Getting back on topic.
Hand Signals can be misunderstood. The driver seeing a signal needs to view a hand signal the same way they view a passing flag. I don't have to do anything at all, but I should do a little more looking up track and a little less looking at the cute spectator in the string bikini.
If during a yellow situation a driver gives the indications of a 'disabled vehicle' just to get you in trouble, they should be taken outside of the track, tied down, covered with honey and sprinkled with red ants.
Alan
lateapex911
Super Moderator
Alan please tell us about the tracks you frequent.....
sorry, but this thread has broken down to whiny name calling like no thread has here in a long time...I wanted some levity.
Resume whining!
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Jake Gulick
CarriageHouse Motorsports
ITA 57 RX-7
New England Region
[email protected]
planet6racing
New member
Well, this certainly got cleared up in the September Fastrack, didn't it...
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Bill
Planet 6 Racing
bill (at) planet6racing (dot) com
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Bill
Planet 6 Racing
bill (at) planet6racing (dot) com