Drift or grip which is faster

It makes easier to overtake them, as they "open" the inside of the curve on the entrance, before they "shake" the rear to start the drift. Another thing I don't like about drifting is the fact that if you "loose" the drift and allow the rear tyres to "bite", you're heading toward the wall.

That's not the way to treat your car. So, drifting is not for me. Drifting, my friend, won't make me faster, unless I become suddenly some kind of genius driver, something I don't expect at this time of my life. Even Takahashi had a terrible F1 trial at Japan. Post Sat Sep 20, pm its all about corner radius and momentum. Post Sat Sep 20, pm Faster for a lap or faster for the race? I could never see the drift style making the tires last a decent stint.

Then there is fuel mileage considerations. Then there is the fact that the front tires in the drift style handle almost no lateral load so you have that much less contributing to maintaining speed through the corner. In grand slalom skiing they talk about carving the corner vs.

I think it is the same question. Go with the carve. As to slip angle, that is a function of wheelbase, tract width, and the corner radius. In an ideal world you would have 4WS and there would be equal steering angle input to both front and rear axles as the rear tires track in exactly the same path as the front tires and there would be less steering input to the outside wheels because they are farther from the radius point.

That way the axles of all four tires are pointed the radius point of the corner and you have the least amount of scrub fighting among the tires against each other and the tires are able to maximize their lateral grip capacity. The car CG rotates 90 degrees to the theoretical line pointing to the radius point also. This is the theoretical ideal. Without 4WS the rear tires will track on a radius that is narrower than that of the front tires.

I have read that the supposed ideal slip angle will be that which causes the rear tires to track in the path of the front tires which also achieves the ideal rotation of the car as well. Innovation over refinement is the prefered path to performance. Ogami musashi. Post Sun Sep 21, am The slip angle is a question of tyre compound first, next is the way the whole directional system uses it. IMHO drifting i mean really drifting that is having the whole car being translated by inertia is interesting on low grip surfaces simply because griping here can't be done a sufficient speed.

As you climb the grip ladder drifting becomes slower and slower. I think there's also some little misconceptions. A turn is not only a centripetal action, it involves a torque to point your car. Not only this seems logical to have your car pointed to the exit, but the whole lateral force generation requires a torque on the first step at the turn in. Sometimes you can have a little torque induced slide on the rear wheels that can help you through the narrow turns but that's only a benefit when you can't obtain from your car enough torque from the start.

There's also another largely known drift sequence on cars that a driven on the limit that is almost every car either slow enough or not precise enough to allow that when the limit of the tyres is frequently overshooted to be corrected. That allows to get to a decent speed and use the width of the track to carry the speed. F1 cars are just the opposite and sliding occurs only by mistake and only in some turns that offer very little grip.

So i think it is safe to say that on grip surface, the drift with large slip angle is way slower especially in karting as said by Ciro but that sometimes some specialized and little ways can work. Post Mon Sep 22, am Some setups like honda a couple of years ago have trouble getting heat into tyres to work properly, so a bit of drift can help in the first few laps, but keep it up and you run out of useable tyre way too soon.

Any energy expended forcing the tyre to drift is not really being used in the useful mostly forward direction and the more that can be redirected positively through steering the better. This is a common setup for the racing mentioned above. Under very particular circumstances, drifting can be faster. Before we discuss that, though, we should define drifting.

A drift is a purposely initiated slide, with the intended effect of gaining angle in your turn. Powersliding, on the other hand, is putting as much power as possible down when leaving a corner, and the rear end stepping out.

For now, drifting, and when it is faster. When there is less grip in the surface, that is in examples like dirt and gravel rally. Instead of using tire grip as a rail, they instead use it as a thrust vector. The aim in rally turning is to get your wheels pulling you towards the exit of the corner as fast as possible.

Fishing out the rear end, or drifting, allows you to get those thrust vectors aimed much faster. When corners are very tight and when gravity is more powerful usually happen simultaneously.

In a hill climb event, drifting is often the fastest way through a corner. As you are travelling uphill, you can approach corners much faster than you normally could, since gravity is assisting you slow down in your turn. Drifting your car helps slow you down more, as well as getting your wheels pointed towards the exit. In this way, drivers can maintain their straight-line speed for longer, and achieve it much faster out of the corner.

Powersliding is, in essence, a combination of both grip and drift racing. Using modern physics concepts, and the gripping properties of tires, powersliding is the fastest way around a tarmac track.

In Formula 1 and GT3 racing, I had said before that grip was fastest. Image from Wikipedia. Image from GTPlanet. Join In Want to add something? Comments 22 Popular Latest. Dylan Cairns. Josh S. Raja Apriandy. Norbert Pencak. Nicholas Rhode. Post sponsored by. Tim Rodie All Polls. Marcus Tomczak Engine Economics.

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