Research into developing anti-caninium materials must have been funded generously by the Roger Babson foundation, here represented by one of its (in)famous anti-gravity stones. 

Love this book!

Good book- His follow up River Horse was interesting too. 

I had to scroll too far to see this! Wranglers are amazing city cars. [plastic coated] steel bumpers deflect even the most aggressive bump-parkers(use the parking brake). They have very small turn radius and the tires handle speed bumps and pot holes as if they werent there. I had a wrangler for years in the city and…

Two door Wrangler. Short overhangs, good headroom, relatively short length, and fat tires are good for curb assisted parallel parking. 

Wouldn’t matter whether or not it’s allowed. For F1 and other race cars, you actually want anti-Ackermann steering. With Ackermann steering, you have more steering angle, but less vertical load. Tyres, especially in race cars, don’t like being punished with low vertical load. With anti-Ackermann, the inner wheel has…

What funny is most F1 cars run Anti-Ackerman steering where they are turning the outside tire more than the inside tire. This is due to the bump in friction with certain slip angles and loads. A higher slip angle on lighter loads actually increases the available grip.

Stability under braking.

I think toe out just before the turn can help responsiveness and turn-in, but idrk, hopefully someone can correct me if I’m wrong, I watched the vid yesterday and now im at work lol.

When an F1 car turns, the inside tires travel a shorter distance than the outside tires. You’d want the inside tire to be angled out so that both tires would more closely follow the curve of the turn, thus increasing grip. The more grip, the faster you go and the more stable you’ll feel. But if the tires are toed out…

Exactly. Add in that a lot of designs coming out of Italy around this time were all iterations on a common theme. A lot of work done by many of the Italian firms look like copies of previous work for an earlier project. The original Karmann-Ghia design itself is a shrunken copy of a Chrysler Ghia concept car from the…

Very informative post; take my thanks and a star.

People can have strange reactions with new things.

And congress mandates routes that work for them.

From my own experience driving my semi (13-speed stick) and my WRX (6-speed stick) you more often left foot brake when floating gears, or in layman’s terms, shifting WITHOUT using your clutch (they way you do it is entirety with rev matching, and is ironically the easiest way to shift a semi)

One thing to consider is if the car has only one driven axle, then when you’re accelerating and braking at the same time, you’re effectively reducing braking on that driven axle because they cancel out. I.e. you shift the effective brake bias away from the driven axle.

I only drive manuals and I mainly use left foot braking in the snow or gravel. If you’re going to need to jump down into a lower gear for a corner exit or come to a stop, it’s probably not the best technique as it takes a lot of brain power to coordinate switching feet on the brake pedal from left to right to clutch…

I agree it’s fantastic for street driving, but not as much for vehicle dynamics as for simplicity and reaction times. I self-taught it a couple years ago and now I can’t believe I ever drove automatics with one foot for over 20 years. Once you adapt, the one-foot method seems almost crazy.

The way I always understood it, left-foot/trail braking is mainly for long, sweeping turns, more like what you’d find in a rally course. I think for most technical road course it’d probably be too complex when you’re already working hard on heel/toe with the right foot.