“Humps and the Bumps” – The Racing Line Ep. 12

“Humps and the Bumps” – The Racing Line Ep. 12


– I’ve come to grips with the
fact that I’m middle-aged. Or a veteran, if you will. Okay, so after 500 road
races, I’m a veteran. But, you’re never too old
to learn something new. So today I’ll be tackling a
new Racing Line, in a truck. (revving engine approaching) (record scratch) Wait. You really want me to drive a truck? I don’t do trucks. Or do I? They are kind of bad-ass. On second thought,
let’s drive some trucks! Yee Haw! (guitar and voices) (engine revving) This is kind of like
riding a bucking bronco. And that’s the biggest
difference between a road vehicle and a truck. Instead of soaking up the
minor imperfections in the road surface, trucks have to devour bodacious bumps, humps, and jumps. Wait… Jumps? (yelling, engine rev) So how do off-road vehicles
cope with these obstacles? One way is with their suspension. On pavement, there is far
more traction, and bumps measure a couple of inches. It is fundamental to keep
the center of gravity as low as possible for maximum speed. And to keep everything firm
for minimum body movement under the extreme lateral forces. On dirt, bumps are measured
in feet, or even yards. Off-road is all about how
far the wheels will move. Suspension travel. Off-road suspensions must
be much softer to absorb the massive impacts, but
still be able to keep the tire in contact with mother Earth on loose and constantly changing surfaces. For long travel, you need
long control arms so wheels stay in proper alignment. And the shocks must
have tremendous strength and cooling capacity because of the heat generated in damping. They’ve got a tough job to
handle both the absorption of innumerable small
bumps and monster hits. But the suspension is not the only factor in soaking up the bumps. It’s only half the equation. We also need to talk about the tires. (quirky electronic music) Here we have a track tire,
and an all-terrain tire. You can probably tell
which one belongs where. Now as a road racer, my
tires have got to deal with g-forces from cornering
speed, braking, traction, and the resulting heat build-up. An all-terrain tire is built
to take just as much punishment but from the brutal jolts of the trail. To explain more about the
tires we’ll be using today, let me introduce tire
expert and BFGoodrich driver John Williams. – So here we have the BFGoodrich
all-terrain T/A K02 tire. When the K02 was being
developed, BFGoodrich looked to improve performance
in three categories: Toughness, traction, and tread-wear. It has 20% tougher sidewalls than the BFGoodrich all-terrain K0. And these are snow tires
as well as off-road tires, which exceed the RMA severe
snow traction requirements. The BFGoodrich all-terrain
K02s have proven core-guard technology, meaning they have
split- and bruise-resistant sidewalls, which are
derived from the BFGoodrich KR2 Baja race tire. There is increased rubber
thickness as well, extending down the sidewall to support
more of the critical sidewall failure zones. Computer-predicted object path
design deflects protruding objects from snagging and
splitting the sidewalls. These are very tough and versatile tires. – So now that we know all
about the tires, let’s go throw us some rooster tails. (dramatic drums and flute) John doesn’t usually do this,
but because I’m a professional he’s agreed to let me
out on the course with no instruction whatsoever. (western guitar plucking) – [John] All right Randy,
let’s see how you can do – All right here we go in the dirt. Got some serious wheel spin. Watch the jump. (laughing) Wooo! (laughing) – [John] Well, you can
definitely tell that he’s a pavement driver. – Braking into the corner. Get that nice apex. – [John] We’ll talk about the
work on corner entry and exit. – Yikes (bumpy voice) through rollers. Up and down we go. – [John] Need to work on
rhythm a little bit there, but that won’t be too hard to fix. – Back to the outside,
under-steering pretty good again. Woo! Yeehaw! Big jump, big jump. Not used to that action. Okay, how ‘about it? What do you think John? Woo! – While you did a pretty
dang good job, you do have a few things we need to work on. All right Randy, so here we have our first exercise of the day. We have to learn how to turn
the truck, how to put the truck where we need it to be to
line up where we want to exit, and to be set up for
the next jump or corner we’re going into. – [Randy] Okay. – If we can slide the back
end around a little bit, it’s less steering input, means
you have a lot more finite control of the vehicle. – [Randy] Okay. – [John] Using the rear to
steer is one of our big friends in these trucks. – Okay. Rock on man. – Have at it. – [John] Great job, perfect entry. Wow. It doesn’t get any better than that. That was excellent. Did exactly what I told him to. That was awesome. – [Randy Voiceover] First,
he told me not to brake so hard into the corner. There just isn’t enough grip. And to work even more
on slow in, fast out. Because you must settle the
truck entering the corner, so you can get a good exit
steering with the throttle. Dirt tires can and should slide far more than pavement tires. They dig in, peel their own
burns, and won’t heat up so severely because there’s
so much less friction. The secret is to turn in
early, then be on the gas. Unlike my pavement world,
it’s actually better to hang the tail out. And I like that. – Very smooth. Nice work. Well here we are at
the roller section here on our short course. We’re going to run through
here three separate times, at 20, 25, and 30. The goal for you is to be able
to see that 10 miles an hour doesn’t seem like a lot,
you know especially 20 to 30 on a pavement track… But out here, 20 miles an hour’s
going to feel slow and boring, by the time 25’s going
to feel pretty solid, at 30 you’re going to be able to
tell that you’re kind of pushing it right on its limits,
where we’re running out of suspension travel, and there’s
just not enough truck left here to do it. And we do that to kind of
get you started on feeling what does this truck feel
like when it’s being used at its capacity, and what
happens when you cross that line. And when you feel that point,
that’s when you look at the speedometer and say,
“This is where I need to stay throughout the day.” (engine rev) – [Randy] Roller bumps
are a whole new world. It’s nuts, but I love it. John told me how to better
navigate the rollers. Unlike road racers, race
trucks leave the ground all the time. Throttle position has to adjust to it. It’s very important to keep
the nose up over the rollers, skimming across the peaks. John told me to keep the throttle
on to keep the nose raised but don’t overdo it, or you’ll
nosebone into the next whoop. Smoothness is the key. Whenever the nose dips,
get on the throttle to keep the truck as neutral as
possible for the fastest speed. (engine rev) – So Randy that looked very very good. It looked like you found the
sweet spot for this Raptor where you were soaking
those bumps up using all the suspension travel, the truck
looked super super smooth. That’s probably right at the limit. Now we’re going to move on to
something a little bit more fun. You guys want to jump a truck? – Hell yeah! – Hell yeah, that’s
what I’m talking about. – I’m just loving it man. The feeling of skimming across
those rollers is so cool. – This is just a bigger
version of the rollers right through here. So you want to run down
as hard as you can. As your tires are cresting,
come off the gas for a split second. Soon as the front tires roll
over, get back on the throttle as hard as you can, and
you’re running the throttle all the way up the hill. – So if I survive the big
ones on the front straight, I get to do one more over
there after turn one. – Yep, it’s your nice bonus. – Sweet! (laughing) Here goes nothing. (engine revving, grunge guitar music) Balancing through the corner,
here comes the big jump. At 50 miles an hour. Oh yeah. – [John] Truck’s working
great, looks like you’re having a whole lot of fun. – John assured me you got
to power into the air, and keep the weight back,
and steering must be straight upon landing, or the
truck will leap all over. He also assured me that
on this course, there was no speed too fast for
the jump in the raptor. – So Randy, it’s such a
great job driving the Raptor, that I wanted to let
you have that chance to drive the Pro-Lite. – [Randy] Wow. – A couple things to remember:
it’s like driving the Raptor at 120% all the time. Similar horsepower, half the
weight, shorter track width, shorter wheelbase. It’s a handful. – It looks pretty wild. I can’t wait. (engine revving) Alright not John William
says lift on the jump, keep your foot on the floor. Leave on the power. (laughing) Turn and rotate and floor it. Use the brake to help turn the truck. Balance it through the corner. Here comes the big jump. Now 50 miles an hour. Oh yeah. Loving that. Rear at drift. Back to the left side. Watch the short table. Take it through the inside. Power down. Watch the first roller. And then gas it in the middle. Find your balance. And throw it in, power now. (horn, light upbeat music) So. Trucks. I used to think they were bad. Now I realize they’re bad to the bone. So roost safely, driving
enthusiasts, and we’ll see you next time on The Racing Line. (upbeat music)

Only registered users can comment.

  1. FK FORD, and I own a nice one; Raptor lookalike due to the fact that no Ford truck is worth that; especially a half-ton with thousands PER-SHOCK suspensions. BUILD YOUR OWN; and it won't sound like the rattle-trap in this video. That said, when Ford decided to make an "aluminum" truck that won't last like you think, they fk'd the AMERICAN STEEL industry. The mines now have CEO's that want to shove their fleets into the holes …almost the quote.
    Aluminum body is great for globalist CHINA MART MF'rs. As for the BSg tires …I'd buy the GYWranglers or the NITTO's I continue to buy.

  2. Awesome!!! I love this series! This guy is funny and technical. Big thanks for the graphics, great visual aids for the steering, brake and throttle inputs.

  3. Best episode of the Racing Line yet. I hope to see more of these off road type videos. They're much more entertaining than the road racing imo.

  4. Please do a episode on Engines, different types such as the V configuration, W configuration, Flat, etc., (quickly skimming over) the different types of a standard v-configuration engine would be a bonus. Another idea is Engine positioning. I would also appreciate it if you could make a episode about the drivetrain. Excellent videos, keep it up Randy Pobst.

  5. Nice to see Randy out of his element and still doing well. I look forward to seeing more segments like this. Keep it up Pobst!

  6. I love the way tires look when dusty. I'm shocked tire companies haven't branched out more with colors. A "smoked" (dark gray) tire would be cool, in my opinion.

  7. ever since I got out on the track for the first time I can't get enough time on it, simply love it. Tho I would love to try my hand at some dirt tracks and road course tracks. too bad the season is pretty much over till April.

  8. Should get randy in touch with team associated one of the biggest rc racing companies and let him see what he can do with off road rc racing that would be an awesome episode!

  9. Did anyone else feel like the tire explanation was actually just an advertisement instead of explaining what tires have to deal with. I stopped listening like I do with commercials sometimes.

  10. They really need to do more episodes. I'd like to see some more videos maybe including rally driving and how to pick the right vehicle setup.

  11. Hi! Could you do an episode on race rules? Like, who has priority in a corner and all that…? I can't find that information anywhere… :/

  12. the bf goodrich guys are like nervous students asked to give a speech… they only look at the teacher and never the audience

  13. What a great series I learned a lot from this. Sad that they stop making videos but this series was funny and entertaining. Y’all at Motor Trend r da bomb! ❤️🤘🏼

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