2. I know you know this, but for the sake of others, it's when _braking_ (applying the brakes), not _breaking_ (becoming broken).
I'm not a pedant. But these errors jump out at me and I'm always a bit surprised and dismayed at this dichotomy; in our field, somehow the requisite attention to detail, the precision inherent to communicating scientific concepts, code, algorithms and formulae, is so often just abandoned when it comes to prose.
Honestly that was a typo and I noticed too late to edit. Thanks for catching
(I was suprised to see a cow jumping up on a ~3m rock ledge like it was nothing)
Point is that’s not always true. If they are the same type of car, and the car happens to be the kind with downforce, then their rate of deceleration greatly depends on air speed. A downforce car decelerates faster at higher speeds.
This is why you often see race cars lock their wheels towards the end of the braking zone, never at the beginning. The driver has to release the brakes as the car decelerates because there’s less friction available. You go from pulling 4G at the beginning of the braking zone to pulling the usual 1G once your speed drops enough for downforce to become negligible.
Alos! Many non-race cars actualy produce lift. Meaning the faster car decelerates at a slower rate than the slower car (0.8G vs 1G), making the effect from OP even more pronounced.
That’s not the only reason, and I’m not even sure it’s the majority reason.
Braking in a straight line offers more braking traction than braking while turning. What happens towards the end of a braking zone? The turn in. (Which also shifts weight to the outside tire and away from the inside tire.)