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21st March 2008, 17:39 #11
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Originally Posted by Zico
With a FWD car I believe what you are doing is effectively adjusting the brake balance.. by applying both accelerator and brake simultaniously you are effectively adjusting that brake balance to the rear at that instant
I think LFB is especially useful with FWD cars because the front wheels are often overworked as it is, and more likely to let go. This is why most FWD cars are inherently understeery, and why LFB is a good tool for getting more weight transferred over the front wheels.
I forgot to mentioned another great use of LFB, which is for turbocharged cars (like WRC cars). By keeping your right foot on the accelerator, you can keep the turbo spooled during even slow turns, offering a huge advantage when accelerating out of the turn.
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21st March 2008, 17:49 #12
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Originally Posted by salmo
BTW, I can't believe that bit at the end where he demonstrates LFB with heel-and-toe downshifting! He says "not many people can do this." Yeah, no kidding! I've never even heard of such a thing before. It looks pretty wild, and I believe him when he says that it's probably not worth it. I'll continue to right-foot brake with heel-toe when I'm downshifting while entering corner.
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21st March 2008, 17:57 #13Originally Posted by salmoThe emergence of the new 'Rainmaster' - Mad Max at Interlagos 2016!
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21st March 2008, 18:29 #14Originally Posted by salmo
Most people who try it for the 1st time in their roadcar usually hit their head on the windscreen , and think they will never develop a feeling for it, but practice helps no end and its worth noting that its actually far, far easier to modulate in a rally/race car due to the brakes lack of servo assistance.The emergence of the new 'Rainmaster' - Mad Max at Interlagos 2016!
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21st March 2008, 19:02 #15
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Ok I understand somewhat. But what I don't understand is why the same can't be accomplished, with either just the throttle or just the break. Do you use the throttle to push the drivenwheels through the breaks, and to lock/break harder on the non-driven wheels. But if the car doesn't decelerate under braking, because you're still holding down the throttle, how can the weight still transfer?
Rest in peace Richard
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21st March 2008, 22:43 #16
Weight transfer will occur with either the throttle and the brake, and to a lesser degree simply by letting off. By accelerating while still on the brake you add the adjustment of the brake balance rearwards to the equation, making the rear able to swing round even more easily, reducing the need to use the pendulem effect, ie scandinavian flick.
If the car doesnt de-accelerate while you do this you either have a very powerful engine/weedy brakes combination or you simply are not being aggresive enough. Naturally rallycars usually have decent anchors..The emergence of the new 'Rainmaster' - Mad Max at Interlagos 2016!
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22nd March 2008, 23:21 #17
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Originally Posted by Koz
In fwd you use brakes and throttle same time to help steering.Harder you brake and 60% throttle more the car turn into corners.95% teason lfb in 4wdr and rwd is just a lot quicker(at least 0.5 seconds)as reaction time.leftfootbraking.com
brake to steer
where there is a shark, there is a finn
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22nd March 2008, 23:37 #18
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Originally Posted by Zicoleftfootbraking.com
brake to steer
where there is a shark, there is a finn
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23rd March 2008, 01:49 #19
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Originally Posted by pentti
And how do you use the brake and throttle then? Do you keep the pressure constant on either one or the other, or do you alternate pressure on both brake and throttle as is needed?Rest in peace Richard
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24th March 2008, 17:14 #20
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Originally Posted by Zico
Great speeds. Did you miss WRC machinery on these roads?
[ERC] Royal Rally of Scandinavia...