Bathurst (Mount Panorama) Corner Analysis - Porsche 911 (992) GT3 R (ACC)
February 9th, 2024
The speed chart analysis reveals that driverB starts the corner with a lower speed than driverA, indicating a lack of momentum from the previous corner. This sets a slower pace for driverB throughout the corner. DriverB's minimum speed is also lower and occurs later, suggesting they are on the throttle later, causing a loss of time on corner exit. To improve, driverB should carry more speed from the previous corner and brake later and harder to maintain higher entry speeds. In throttle control, driverA applies throttle later and more gradually than driverB, who is quicker and smoother in reaching full throttle. This shows that driverA loses time on corner exit due to delayed power application and potential wheelspin issues indicated by jagged inputs around 50%. DriverA should apply throttle earlier and more smoothly to maximize exit speed without inducing wheelspin. The braking analysis shows that driverA brakes earlier and less intensely than driverB, leading to a lower entry speed into corners. DriverB's later and stronger brake application allows for higher entry speeds. DriverA needs to delay braking points and apply greater force initially to shorten braking distance, enabling higher entry speeds into corners for better lap times. Overall, both drivers can enhance their performance by adjusting their approach to corners—driverB focusing on carrying more initial speed and braking later, while driverA should work on earlier throttle application and more aggressive braking techniques.
Analyzing the speed chart, it's evident that driverB is entering the corner at a significantly lower speed compared to driverA. This discrepancy starts right at the beginning of the chart, indicating that driverB exited the previous corner with less momentum. This initial speed deficit sets a disadvantageous pace for driverB throughout the entire corner. As we progress through the corner, we notice that driverB's minimum speed is lower than that of driverA and occurs later in the corner. This suggests that driverB is on the throttle later than driverA, resulting in delayed acceleration and a consequent loss of time on corner exit. The gradient of driverB's speed chart post-minimum speed is also less steep compared to driverA's, further illustrating this point. To improve performance, driverB should focus on carrying more speed through the previous corner and work on braking later and harder to maintain a higher entry speed into subsequent corners.
In the provided throttle control analysis, there is a clear distinction between the inputs of driverA and driverB. DriverA exhibits a delayed and gradual increase in throttle application compared to driverB, who applies the throttle more rapidly and reaches full application sooner. This indicates that driverA is losing time on corner exit due to a later application of power, which hinders acceleration onto the following straight. Furthermore, driverB's throttle input is not only quicker but also smoother, suggesting better control over wheelspin and a more efficient transfer of power to the track. In contrast, driverA's jagged throttle input around the 50% mark could be indicative of struggling with traction. To improve lap times, driverA should focus on applying the throttle earlier and more smoothly out of corners to maximize exit speed without inducing wheelspin.
In the provided braking analysis chart, driverA exhibits a significantly earlier and less intense brake application compared to driverB. DriverA's brake pressure rises gradually, indicating a cautious approach to the corner entry. This early braking results in a lower entry speed, which compromises the potential speed carried through the corner. Conversely, driverB applies the brakes later and with more force, as evidenced by the steeper initial incline in brake pressure. This allows driverB to enter the corner at a higher speed, gaining time on driverA. To improve performance, driverA should focus on delaying their braking point and applying greater force upon initial brake application. This will shorten the braking distance and enable a higher entry speed into the corner. By adopting a more aggressive braking approach similar to that of driverB, driverA can minimize time lost during corner entry and maximize their overall lap time efficiency.
