Electronic driver aids are nothing new in racing and are very much present in sim racing as well. Many modern racing cars have ABS or traction control at their disposal, almost eliminating the possibilitly of locking up under braking or spinning out under acceleration. Still, it pays off not to drive with a lead foot - practicing your throttle control is highly useful even with electronic gizmos lending a helping hand.
The 1980s and early 1990s were truly revolutionary in racing, especially regarding the rise of computers and their integration into racing cars. Formula 1 took this to the extreme by 1993, with the Williams FW15C being considered one of the most technologically-advanced racing vehicles to this day. It featured traction control, ABS, active suspension, drive-by-wire controls, and more. Williams even tested a so-called continuously variable transmission, which would keep the engine in its optimum rev range at all times, eliminating the need ot shift gears.
For 1994, all these helpers were banned, and even though traction control made a comeback between 2001 and 2007, electronic driver aids have been illegal in F1 ever since, with the exception of power steering. Other classes have adopted both ABS and traction control over the years, however, and they are especially present in GT cars, which are designed with the systems in mind.
A good combination to practice throttle control is Assetto Corsa's Tatuus FA010 single seater at Monza: The car is rear-wheel driven and very light at under 500 kilograms while being relatively powerful at just under 200 hp. This means it is somewhat forgiving, but you will notice it immediately when you kick out the rear under acceleration. Monza's Variante Retifilo and Variante della Roggia are rather slow and provide good practice spots. This allows you to gauge your corner exits via your top speed before the next braking zone after the slow corners.
Should you specialize in GT cars. you can practice throttle control in them as well. Lower the traction control or turn it off entirely and try to avoid it intervening once you get back on the throttle after slow corners - either by ear, as an active TC has a very disctinctive, rough noise to it, or using the HUD or an overlay that shows when it is active. Try to get as close to the point of the TC being activated or when your tires would start to slip considerably. An added bonus of not using TC and having the rear step out: You might improve your car control when catching these slides.
Of course, different cars react differently, but with enough practice while paying attention to your throttle input, it should soon become second nature to figure out the limits of what you can do on the loud pedal.
Beware of the 1980s F1 turbo monsters in the beginning, though - their immense power that is delivered all at once when the turbocharger is up to speed and can bite even experienced racers. With enough practice and a high tolerance for frustration, you might soon dance around tight circuits in a 1000+ hp F1 car like Ayrton Senna used to do.
The 1980s and early 1990s were truly revolutionary in racing, especially regarding the rise of computers and their integration into racing cars. Formula 1 took this to the extreme by 1993, with the Williams FW15C being considered one of the most technologically-advanced racing vehicles to this day. It featured traction control, ABS, active suspension, drive-by-wire controls, and more. Williams even tested a so-called continuously variable transmission, which would keep the engine in its optimum rev range at all times, eliminating the need ot shift gears.
For 1994, all these helpers were banned, and even though traction control made a comeback between 2001 and 2007, electronic driver aids have been illegal in F1 ever since, with the exception of power steering. Other classes have adopted both ABS and traction control over the years, however, and they are especially present in GT cars, which are designed with the systems in mind.
Maximizing Exit Speeds
The focus in this article is on TC: Even though it may save you from spinning when planting the throttle under acceleration, it can still cost you some time if it actually has to intervene - hence the advantage of good throttle control even in cars that use TC. True to the "slow in, fast out" mantra, exit speed is crucial to lap times, in particular on circuits with long straights and slow corners where acceleration may be tricky.A good combination to practice throttle control is Assetto Corsa's Tatuus FA010 single seater at Monza: The car is rear-wheel driven and very light at under 500 kilograms while being relatively powerful at just under 200 hp. This means it is somewhat forgiving, but you will notice it immediately when you kick out the rear under acceleration. Monza's Variante Retifilo and Variante della Roggia are rather slow and provide good practice spots. This allows you to gauge your corner exits via your top speed before the next braking zone after the slow corners.
Should you specialize in GT cars. you can practice throttle control in them as well. Lower the traction control or turn it off entirely and try to avoid it intervening once you get back on the throttle after slow corners - either by ear, as an active TC has a very disctinctive, rough noise to it, or using the HUD or an overlay that shows when it is active. Try to get as close to the point of the TC being activated or when your tires would start to slip considerably. An added bonus of not using TC and having the rear step out: You might improve your car control when catching these slides.
Different TC Preferences
As traction control works by cutting the throttle repeatedly for very short amounts of time to avoid the rear wheels spinning under power, avoiding its intervention means a cleaner exit with more power being used to gain speed, instead of being cut to avoid the car spinning out. The amount of TC used varies for each driver, as they each have a different driving style and preference.Of course, different cars react differently, but with enough practice while paying attention to your throttle input, it should soon become second nature to figure out the limits of what you can do on the loud pedal.
Beware of the 1980s F1 turbo monsters in the beginning, though - their immense power that is delivered all at once when the turbocharger is up to speed and can bite even experienced racers. With enough practice and a high tolerance for frustration, you might soon dance around tight circuits in a 1000+ hp F1 car like Ayrton Senna used to do.
