If you're coming from top, red, if coming from bottom, blue.
Whatever allows you to enter the following straight with more speed is better, unless the straight is so short that a better entry into the corner after the straight is more important than the speed on the straight.
Whatever allows you to enter the following straight with more speed is better, unless the straight is so short that a better entry into the corner after the straight is more important than the speed on the straight.
There is no spring inside to push the paddle back. Both paddles are actually just one metal piece that you bend when shifting and will straighten itself out when you release the paddle. My guess is the left side got bent on the impact, so it's actually pushing against the button but not hard enough to overcome the initial pressing resistance by itself. If you have no qualms about disassembling that part, it should be a pretty straightforward mechanical problem to fix.
Just a nitpick, you can omit the "new Comparison<Packets.IS_RES>"
I also like to give the comparison methods more descriptive names, like "ByTime" for example, to make the code more readable.
private void SortResults()
{
// Sort results by TTime.
results.Sort(CompareResults);
}
I also like to give the comparison methods more descriptive names, like "ByTime" for example, to make the code more readable.
Demo users can't upload/share skins via LFS World. It's a S1/S2 licensed feature only.
Sorry, I didn't understand a word. I guess you're having problems to assign the pedals to the correct function?
If this is the case, then read this:
LFS Manual: Setting up the wheel
Also check out the animated gif (click) of how to do the axis assignment.
If this is the case, then read this:
LFS Manual: Setting up the wheel
Also check out the animated gif (click) of how to do the axis assignment.
I'm glad Scawen has a different opinion.
Congrats, you found the static/ambient shadow. Though it does seem a bit misplaced on that screenshot 
You must understand that "what the community wants" is by no means any guideline to what ScaViEr do next. Sometimes the voices are heard and the most whined about features get implemented (remember skidmarks, anyone? 
), but making a poll is completely useless. LFS isn't a democracy, you know? The whole reason the devs started all this is because they wanted to be their own bosses and not have to adhere to time schedules or demands someone else makes, be it a manager or the community.
), but making a poll is completely useless. LFS isn't a democracy, you know? The whole reason the devs started all this is because they wanted to be their own bosses and not have to adhere to time schedules or demands someone else makes, be it a manager or the community.That would be a waste of time for Scawen to code in, since you can already do exactly that with InSim.
No. In real life a purpose built automatic transmission can do faster shifts in drag races.
In LFS we don't even have an automatic transmission, just a mysterious ghost that shifts the manual transmission for you, in a considerably worse way than you would do.
In LFS we don't even have an automatic transmission, just a mysterious ghost that shifts the manual transmission for you, in a considerably worse way than you would do.
Start the engine, put in first gear and drop the clutch at idle RPM. What happens next is what I think most (non-English?) people would understand as lurching forward. But whatever
The English just suck at their language 
I think they're just misusing "lurch forward." What I think is meant is the car diving more (front suspension compressing) due to the additional engine braking added by downshifting.
Not realistic at all.
So you stopped liking LFS because other people can rob themselves of a realistic experience? Or were you just unable to deal with getting beaten by those lowly, unworthy, unrealistic-controller users?
The only advantage they have is that of quick steering. The advantage a wheel user has is that of a vastly more realistic and fun driving experience. Of course, if all you're on about is winning and you expected to win because you spent money on equipment, then you're going to be disappointed.
So you stopped liking LFS because other people can rob themselves of a realistic experience? Or were you just unable to deal with getting beaten by those lowly, unworthy, unrealistic-controller users?
The only advantage they have is that of quick steering. The advantage a wheel user has is that of a vastly more realistic and fun driving experience. Of course, if all you're on about is winning and you expected to win because you spent money on equipment, then you're going to be disappointed.
Actually it's rather easy to verify it only happens on the centre LSD. I just did in 5 minutes of testing with the RB4 on the autocross track, chase-cam and forces view on.
Normal diffs:
Accelerate to a high speed, clutch in and start cornering with a high locking diff (clutch pack or viscous at maximum). Flip the gearstick between in-gear and neutral, notice no difference in cornering behaviour and forces view. Would neutral open any of the diffs, the change in cornering would be drastic. Also note that the central diff (which does open up and was set to max locking in the test) has no noticeable effect whatsoever.
Central diff:
Set central diff to 20Nms/rad, brake balance full rear at 1200Nm brake force, disable ABS. Accelerate to high speed, clutch in and hit the brakes. Note on the forces view how the front tyres assist in braking due to the centre LSD. Put the gear stick in neutral and see how the front braking disappears at an instant as the centre LSD opens up. This is the bug, and also the way to show the greatest difference in behaviour it can cause (= not all that much even in this extreme case).
So? When you clutch in / shift to neutral there is no engine braking.
Remember, what we're looking at is the difference between clutched-in and neutral-gear situations.
(Also "heavy engine braking"? Come on, the engine brake effect is rather small. Sure it's enough to shift the balance or lock the wheels when you're already on the limit, but the braking effect itself isn't all that great.)
What torques? The only torque coming through when braking is that of a front-rear wheelspeed difference, i.e. when one set of tyres has locked up.
The more I think about it, the more I believe that the actual effect on racing, even during braking is minimal. The unsettling of the car from the sudden disconnection of the engine (by clutching in) seems to be far greater than that of the centre diff opening up while already having disconnected the engine from the drivetrain.
Even ignoring that and concentrating just on the braking difference between clutched-in and neutral-gear state, keep in mind that the centre diff is still a viscous one - only a big speed difference will have a noticeable effect, and this speed difference is only given if the wheels have already locked up. It also becomes smaller and smaller the more the non-locked wheels slow down due to braking. And who the puts and lets the gear in neutral during braking anyway?
Bad example. First, the behaviour on dirt is very different than on tarmac. Second, that Evo actually hit something on the side of the road with its back, which is what made it spin around.
Read my post 
A centre differential tries to equalise any speed difference between the front and rear wheels. Its main use is in low grip four wheel drift situations (rally), to make sure you can spin all wheels instead of one end of the car (front or rear) spinning the wheels getting all power and not allowing any torque to go to the other end.
If you are in a throttle neutral situation (which is definitely the case when the car is in neutral) then the centre diff should be hardly active at all, since just driving/rolling around a corner does not generate a significant speed differential between front and rear tyres.
If you are in a throttle neutral situation (which is definitely the case when the car is in neutral) then the centre diff should be hardly active at all, since just driving/rolling around a corner does not generate a significant speed differential between front and rear tyres.
Don't be such an LFS apologist then, going for the cheap excuse "oh it was because the car was flipped." BS. What "quite a few" issues are you talking about, btw? I don't remember anything that was caused by the car being on it's roof. It's just a handy technique used for easy demonstration of what forces are applied on the wheels since there's no road in the way.
I'd be greatly surprised if the car behaviour in LFS would have any dependency on its orientation, since that would be a pretty crappy hardcoded canned thing to code in. The only thing that'd change is the direction gravity is acting on the movable sub-components, i.e., the tyres.
True, didn't think of H-gates doing that, though I don't understand what effect this has on racing? Sure, left and right wheels do need a constantly active diff or there would be a difference whenever you corner and put it in neutral, but the central diff is only active when the front and rear wheels somehow have a speed disparity, which certainly won't happen in any great fashion in neutral.
The only place where I could see it have an effect is under braking if you somehow rely on the front wheels preventing the rear wheels to lock up via help of the LSD, but that would be quite a shitty setup anyway. Correct me if I'm wrong
:rolleyes: This has nothing to do with the car being flipped, obviously.
Seems like the LSD code isn't active when the car is in neutral. Of course not technically correct, it's probably part of an optimization or a simple oversight. In any way, this has hardly any impact on actual racing or any form of driving for that matter, so no one should lose any sleep over that bug not getting fixed.
Seems like the LSD code isn't active when the car is in neutral. Of course not technically correct, it's probably part of an optimization or a simple oversight. In any way, this has hardly any impact on actual racing or any form of driving for that matter, so no one should lose any sleep over that bug not getting fixed.
No, read again
What codehound said was that LFS is between GPL (worse) and iRacing (best) in terms of feeling what the tyres do. I cannot say how accurate GPL's tyre model is in comparison to modern ones. You have to keep in mind, though, that GPL models a completely different type of car with the completely different bias-ply tyres (which are very stiff and have almost no sidewall flex), so I don't think a 1 on 1 comparison is fair in that regard. That said, I think people have a bit of a rose-tinted-glasses issue going on when saying that GPL is still the most realistic sim out there. Maybe the one they're most accustomed to, but realistic? Well, who knows, different car and all that.
In regard to LFS, what most people say they feel is wrong is the way tyres lose/regain grip - it seems to happen too smooth, too gradual. So if anything is going to change then I'd say it's rather going in the opposite direction of GPL-like smoothness. However, we don't really know anything about the new tyre model, other than what Scawen said and that the beta testers approve of the changes.
One thing I'm fairly certain of is that the new tyre model will have more load sensitive tyres, since that is from my understanding of tyres the only thing that would fix the issue Scawen described (too much grip on outer wheel, simply reducing grip won't fix it but would only shift at what speeds the problem occurs). By increasing the load sensitivity, the outer, loaded tyre would work less well than now, resulting in a more equal spread of how much the loaded tyres provide grip compared to the unloaded ones.
This should have a quite profound impact on how the cars feel and more importantly how they have to be set up to drive well. First, anti-roll bars will have more of an effect and the effect won't be the opposite from what you expect. The stiffer end of the car would then have considerably less grip, since the loaded tyre (which in a corner also bears some weight of the soft end of the car) wouldn't be as grippy as now. Second, the way differentials work would be vastly different.
Right now, having low-medium locking diffs is not feasible for the most part. Such a diff works rather poorly in corners, since most grip is on the outer tyre whereas the inner one barely contributes and easily starts spinning, taking away power from the outer wheel. For the same reason, high locking or locked diffs don't cause nearly as much turning problems as they should. Again, the inner tyre barely contributes, meaning the tyre that should normally fight against turning the car just sits there doing nothing. The currently fastest setups exploit both these deficiencies to their full potential. On one hand, they use locked diffs (or clutch pack diffs with 800Nm preload, claiming it feels better/not being a locked diff exploiter, ironically without realising that at such preloads the diff is for all intents and purposes locked), granting them full power even when the inner wheel is in the air. On the other hand, they give full ARB strength to the end of the car with the locked diff, causing all the load to go to the outer wheel (sometimes even lifting the inner), reducing the negative impact on turning to zero. This is mostly done on FWD cars, but really all cars "suffer" from high locking diffs being too viable. Overall it would be more important to make the inner tyre do some work, as the outer tyre alone would be much less efficient than both tyres working together.
Last edited by AndroidXP, .
Reason : typo
Have you tried turning your wheel fully left and right yet?
Sorting isn't enough for you? Adding a trillion buttons for the different track combos would be rather nightmarish, I reckon. Though a filter by just the track (not combo) could work.
Congrats on choosing a really crappy thread title, btw :rolleyes:
Congrats on choosing a really crappy thread title, btw :rolleyes:
FGED GREDG RDFGDR GSFDG