|
when determining best rpm, i think they call it 'staying on the cam' - keeping your rpm in a certain torque band - say 3.5 or 4k rpm to 6.5 or 7k rpm in our cars. hence the downshift; as your car slows in a turn you downshift to stay in that band.
so, if you are not downshifting and your rpms drop below a the magic number then either (a) downshift, or (b) be faster (hey; just the act of turning the steering wheel slows the car even without any brakes - i think quadcammer is on the money there).
or, if you are downshifting and seeing that your corner entry speed is lower than if you didn't, then your downshift is causing you to either (a) over-brake, (b) come off throttle too soon (c) not pay attention to the turn-in, or (d) not be in the right gear on entry (ie, the corner entry is too fast for second, but the exit is too slow for third).
fix (a)(b)(c) by getting better or getting a pdk. fix (d) by changing where you shift. think two situations:
late apex/reducing radius turn - second may be too slow at entry, but exit may may be too slow for third. if you are downshifting on entry then you are overslowing the car, but if you drive it in third then you lug on exit. you have to move your shift point deeper into the turn.
early apex quick little turn off a long straight - you are coming at it FAST and a lot is happening on the downshift/braking/turn in - try combining them - let the downshift help you rotate (similar changing brake bias or pads front to back) and let the throttle blip be your gas on out of the apex.
realise - if you are trail braking then you don't car what gear you are in or what your rpms are at - you only care about that when back on the gas at apex. people say don't shift in the turn as it will upset car balance, but note the transition from brake to gas also changes balance, so why not combine the two actions?
|