Just a simple question about basics


old fart
Each tire has a function and ability which changes at different places around the track. It’s easy and basic to only deal with total kart grip. Total kart grip is not what defines the slow from the quick. The use and function of each tire at each place around the track is what defines the slow from the quick. Total kart grip is only useful to find a baseline.

Is the statement below true?

And as an after thought is the statement above true?

Turn entry speed is limited by the grip of the outside front tire. Yes the inside front tire provides grip, but if your on the limit and loose grip at the outside front your done anyway.
In a way it is true. If you have to much weight on the outside front tire you will push. If you do not have enough weight on the outside front tire you will be loose. The picture of the 1957 AlleyCat next to my name is a prime example of that info. I tweeked the frame on the front right so that when the chassis is sitting wheels straight, the right front tire is off the floor by two inches. That allowed the chassis to "plant" the right front just enough to go around corners just about perfectly. Now, when I went to other tracks that has a different configuration track, I would move washers and play with tire pressure (stagger) to get the best effect. Beat many sidewinders back in the day with that ol gal!!! Many thought I was cheating because there was no way an old kart like that could win against the newer modern chassis. Went home in a box many times with my trophy!!!
And hijacking my own thread:

There can be something if needed and if the situation allows for it, between the end of entry deceleration and the beginning of exit acceleration or full acceleration. Keep in mind depending on how you split up an end of the track or don't split it up, an end of the track can be anywhere from one turn to many turns beyond the normally thought about number of two at each end.

Altering your entry line will alter your exit line.

Ideally you want to finish the straight at the highest possible speed, brake and enter a turn on a line which will put you on the best exit line. What you do in between is crucial to being able to exit on a specific line at the most advantageous speed.

Depending on what comes next after exit or during exit be it a racing situation, a straight very short or very long or another turn, you may or may not be at the maximum speed possible to obtain between entry and exit. But you still will want to be able to cover between entry and exit as quickly as possible and be on the best line at exit. The best line may be a line you need to complete a pass, it may be a defensive line or it may be simply the best line to obtain the highest speed until the next turn. What you do and can do between entry and exit is what will put you on the line you need, at the speed you want.

There is an actual line that can be taken on the track, that can be used between the end of entry and the start of exit, which is not a gradually changing line between where entry deceleration ends and exit acceleration is complete. It can be taken only if the driver deliberately inserts it between the end of deceleration and the beginning of acceleration.

The end of deceleration and the start of acceleration do not have to be an instant thing. A geometric ’arc’ can be inserted at the end of deceleration and before exit acceleration is started. The obvious way to insert the ’arc’ line is to slightly get on the gas and roll a little at entry speed. The ‘arc’ if planed for by the driver instead of going directly into acceleration, can allow for an even later ending of the entry straight and a change in exit line.

The rest of the point I’m making is the ’arc’ can be taken at a speed higher then entry speed. When deceleration ends, instantaneously grip is redistributed to the outside tires in a favorable way, where the driver can immediately accelerate. If the driver learns the skill to do it, it will allow for the ‘arc’ to be taken at a speed higher then their speed at the end of entry.

The potential net advantage is ending the straight later and with the slight increased acceleration through the ‘arc’ to it’s exit point, where full exit acceleration would begin. Because of the later entry and slightly elevated ‘arc’ speed time spent in the corner can be reduced. Because of the ‘arc’ nature of the line added between the end of the later entry and the beginning of exit acceleration, it’s possible to be on a line at exit you could not be on if you began your exit acceleration, immediately after deceleration. I’m trying to show the possibility of a corner line, which intentionally includes an ‘arc’.