Originally Posted by
CristianTabush
The advantage here was that when doubling, you would approach the jump slowly, so that it was not overshot. The ones that cleared the quad accelerated much more, and if actually executed correctly, would jump low and fast, at a much faster rate than the trucks that were leaving the ground twice.
Jumping the quad was a decided advantage, there was absolutely no possible way to gain ground on a truck that was executing the quad correctly by doing a double double. No matter how you want to spin it and how much you want to claim that the truck has more steering, if you can clear a bigger jump you went 2 seconds faster per lap. That was fact on this particular layout. This was the spot I made 99% of my passing. It was easy to do it and not a single truck or buggy being driven by anyone this weekend went faster by doubling.
While you can't accelerate in the air, you can accelerate more on the ground and carry more speed through the air by clearing a large jump than by doing a double double at a slower rate of speed.
Our scenario was nearly identical to what you described as well. 150+ foot straight into a 180 deg berm to a quad. Execute the quad and run around a 32.9 to 34.0 lap time. Do a double double 34.9 to 36.0 lap.
And BTW, my SCTE also had more corner speed than my AE, since it generated more traction.
This is exactly correct. Usually I am 2-3 second slower than tq (my fastest lap vs tq's fastes lap), but with this layout, I was 3-5 sec slower than tq's fastest lap. My fastest lap in qualifying was 36sec-ish while tq was 32sec-ish. The day before the race, while practicing, I was able to get into the 35sec range by quading instead of double doubling it, but I was too inconsistent to do it in a race.
next time at the track I'm gonna figure out how to run my suspension to clear the quad and triple, or break something while trying
