12-20-2020, 06:26 PM | #1 |
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Mont Tremblant Video
This is another video of mine where I was running my E36 M3 race car. So, again, not at all directly analogous to our 2 Series cars, except for showing an effective driving line.
The three left-side cones in T1 were a bit of a hindrance to getting the most out of T1 and T2; otherwise, it was a perfect day. It's pretty easy to see in this video just how conservative the driver is (that's me), and how with a tiny bit more aggressiveness on the third lap a full second drops off the lap time. Based on data produced by two pro drivers, the car was capable of 1:45-1:46. Edit: The steering wheel in the video is off by 10° to the right. You can see it clearly anytime the car is going pretty much straight ahead. I was always going to go back and clean that up but never got around to it. Don't forget to go to Settings to increase the resolution to 1080p for the best viewing experience.
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2017 M240i: 23.8K, 28.9 mpg, MT, Sunroof Delete, 3,432#, EB, Leather, Driving Assistance Package, Heated Front Seats | Sold: E12 530i, E24 M635CSi, E39 520i, E30 325is, E36 M3 (2)
TC Kline Coilovers; H&R Front Bar; Wavetrac; Al Subframe Bushings; 18X9/9½ ARC-8s; 255/35-18 PS4S (4); Dinan Elite V2 & CAI; MPerf Orange BBK; Schroth Quick Fit Pro; GTechniq Crystal Serum Ultra Ceramic; Suntek PPF Last edited by dradernh; 04-03-2021 at 08:31 AM.. |
12-22-2020, 03:26 PM | #3 |
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You mean trail-brake more, right?
More than moderate trail-braking wasn't necessary in that car at Mont Tremblant, especially the way I was driving it. A data point in that context is that Tremblant was a track where I blocked off the brake ducts so that the brake pad temperatures would remain high enough to function optimally. Watkins Glen, however, was a track that in many of the corners rewarded quite a bit of trail-braking in the same car. Blocking off brake ducts there would have been a poor idea; in that regard, the two tracks are very much opposite from one another. Both tracks are high-speed with significant elevation changes, but one requires quite a bit more braking input than the other. I suspect if I went through the data I'd find that the Glen has over double the braking force required per lap than does Tremblant, even after adjusting for track length (WGI – 3.25 mi.; MT – 2.57 mi.).
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2017 M240i: 23.8K, 28.9 mpg, MT, Sunroof Delete, 3,432#, EB, Leather, Driving Assistance Package, Heated Front Seats | Sold: E12 530i, E24 M635CSi, E39 520i, E30 325is, E36 M3 (2)
TC Kline Coilovers; H&R Front Bar; Wavetrac; Al Subframe Bushings; 18X9/9½ ARC-8s; 255/35-18 PS4S (4); Dinan Elite V2 & CAI; MPerf Orange BBK; Schroth Quick Fit Pro; GTechniq Crystal Serum Ultra Ceramic; Suntek PPF Last edited by dradernh; 04-03-2021 at 08:30 AM.. |
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12-22-2020, 08:01 PM | #4 |
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That course looks like an absolute rip to drive. Too bad your G meter doesn't show vertical forces. Some of those corner drops must really unweight the car. Not a lot of runoff room in most places though.
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12-22-2020, 08:56 PM | #5 | |
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Quote:
In the Northeast, the marque clubs pitch it as both a terrific destination for experiencing a former F1 track, but also as a wonderful destination for family activities. I spent the month of August up there one year and enjoyed it very much. As far as runoff room goes, on the Northeast tracks there doesn't tend to be much of it. If you look at a video of New Hampshire Motor Speedway, the first thing you'll notice is that there is a vanishingly low margin for error. The Glen is a classic track in that regard; while it's wider than NHMS, if you get it wrong, you're going to be faced with blue Armco. In the Northeast US and South Eastern Canada, I put the Glen, Mosport, and Mont Tremblant in the same category. While they're very similar in many ways, they're also distinctive from one another. The one thing they do have in common is that if you're going to be fast on those tracks you've got to commit, and to do that successfully you've got to have the car control skills and/or experience to manage your car as it moves around underneath you. Somewhere I think I've got a video of me doing three major corrections at the top of the hill (i.e., the apex of T2) before saving it at the last possible second. Later, I gained a better understanding of how much respect that hill and turn requires, having accepted the fact that passing through there at maximum speed meant only that the frame of your car might be flexing uncomfortably beneath you.
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2017 M240i: 23.8K, 28.9 mpg, MT, Sunroof Delete, 3,432#, EB, Leather, Driving Assistance Package, Heated Front Seats | Sold: E12 530i, E24 M635CSi, E39 520i, E30 325is, E36 M3 (2)
TC Kline Coilovers; H&R Front Bar; Wavetrac; Al Subframe Bushings; 18X9/9½ ARC-8s; 255/35-18 PS4S (4); Dinan Elite V2 & CAI; MPerf Orange BBK; Schroth Quick Fit Pro; GTechniq Crystal Serum Ultra Ceramic; Suntek PPF |
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