Quote from NotAnIllusion :

Referring to backmarkers as "monkeys at the back" and hinting that his employer does not give equal chance to their drivers, when they claim they do count towards that, for staters I suppose.

exactly.

in my book "cocky little shit" is a less severe insult than "monkey". i'm saying that yes, he is good, but not very humble, while he is saying that the other drivers are completely useless and shouldn't even be there.

really enjoying the changes so far. big ups to the CD crew!

i must admit that i do still spend some time on CD1 even though i'm licensed for CD2. not because i want to p0wn the noobs, but rather because CD2 is often empty at the times when i'm usually online (due to my timezone).

even so, when there have been people on CD2, the racing has been close and intense, and when i've been on CD1 the fast drivers have been a lot more foregiving of accidents caused by new slower drivers. i've seen a lot fewer votes to ban people, and a lot less blue flag spam.

so i think it's working out for the better all around.

cheers

haha, i was going to mention direct drive electric motors, but i decided not too add to the confusion.

Quote from Ball Bearing Turbo :

ROFL

Interesting analagy...

I'm pretty sure torque at the wheels is all that matters my friend, and the only two factors involved are torque at the engine, and gearing.

The only reason you're enamoured with being around the power peak is because in so doing you're employing gearing that enables you to have more torque at the wheels, despite producing less torque at the engine .

It still bothers me that this is correct, but until someone shows me MATH that proves otherwise (which would also be proving Todd Wasson wrong BTW) then it's just life.

indeed. the engine makes torque, revs turn it into power, and gears turn it back into torque. so, as you say, we maximize torque at the wheels by chosing gears that put the revs where the max power is. my point was only to show why max power is always higher than max engine torque, as well as why max engine torque doesn't translate into max wheel torque.

of course all canadians are born knowing how to skate.

but for everyone else, the most important thing to remember is this:

only put your weight on one foot at a time, and put your center of gravity directly above that foot. if you have your center of gravity between your two feet (which is what your instincts will tell you to do), you will fall down as soon as you try to move.

why does everyone say that hamilton is a nice guy? he seems like a cocky little shit to me.

that being said, i have to admit he does have talent. i wasn't so sure at the start of the season, but he's proving himself as it goes along.

it seems like the torque vs power thing confuses people a lot.

as others have already stated, torque and power aren't really two different measurements. they are mathematically related to each other, and that's why on all dyno graphs the torque and power curves cross at the same point.

maybe it would help those who find the theory hard to understand if we used some examples of how this all plays out.

take two motors that are both capable of producing the same amount of torque, but one revs higher than the other. the higher reving engine will have more power. even as you go past the torque peak, the power will continue to climb for a while because the extra revs make up for the lower torque. it's only after the torque starts to really drop off a lot that the extra revs don't help, and then the power drops off as well.

another way to think about it is this:

torque = how hard someone can punch you in the face
revs = how many times someone can punch you in the face in a minute
power = how beat up you are after a minute of taking punches

so if somebody can punch you really hard once or twice a minute, they will probably break your face less than someone who can punch a little less hard, but can do it 30 times a minute, but someone who can't punch hard at all can hit you as many times as they want and it wont hurt.

so coming back to gear ratios, it's power that counts, and you'll want to shift just before power starts to drop off, and your gears should be spaced so that you get enough revs in the next gear to keep the power up, which means you will never shift into a gear that puts you below the torque peak. (remember, you want a large number of medium hits, not a small number of hard hits)

hope that helps!

Quote from JJ72 :

It's something with the side wall having as much grip as the rolling surface.

i think this is probably true.

also, if you get up on two wheels, you can often prevent flipping all the way over by turning in the direction you are flipping. ie, if the right hand side is off the ground, turn left to counter the forces.

sure it would be boring to race on, but i'd like to have something like this just to satisfy my curiosity. might also be useful for certain kinds of testing.

Quote from dcToro :

+1

But with server option.
And a name marker on the grid position.

The one who fails to stop right, has to start from the back. like stalled engine in F1.

Of course start of the information lap behind a AI pace car.

Maybe we will see full course yellow behind pace car in the future after big crashes with debris or oil on the track(dreaming )

i was thinking the same thing. if the game was programmed to warn people about getting out of order during the warm up lap, the same logic could be used to enforce no passing during a full course yellow.

the brakes haven't changed.

but with the lsd preload set properly you can adjust your brake bias a little more to the rear before the car will spin, and this is a good thing.

if you drive defensively then it doesn't matter what the other driver does, and there is no need to argue about rules. (when i say defensive i don't mean blocking, i mean assuming that all the other drivers are terrible and likely to hit you at any moment).

personally, if i'm on the inside at the apex, i'll give the other driver some room on the exit, but if i'm on the outside, i don't assume that the other driver will show me the same courtesy, and i'll try to turn in late and cut back to the inside, behind the other car, and re-pass with greater speed after the exit.

Quote from wasaabi :

I really think this should be a server option and not a requirement!!! You could post up online the official handicaps for servers to use if they wanted to be official, but having this handicap in a race of all XRT drivers is completely stupid. I usually use between 7-10 percent fuel to control how slippery the rear of the XRT is, thats a difference of less than 2 kg. 20kg makes a pretty big difference...

first of all, you missed your chance to give input on the handicap system. there was absolutely loads of discussion on the subject during patch testing (W17 and so on).

second, using fuel to adjust the handling of the car is stupid.

Quote from danowat :

Thats the reason why large false starts tend to send you to spectate, to avoid that problem.

well it's not working. i've also been rear-ended by other cars on the grid, causing me to get a false start penalty. i'm glad false starts have been added, but it is a bit frustrating to have your race ruined by someone else before it even begins.

this race proved that less downforce means more passing. sato on alonso was brilliant.

good idea measuring this stuff.

but to be pedantic, it's latency, not lag. lag is variable (you can catch up again after falling off the pace). latency is fixed (pace is matched, but delayed by a fixed amount).

indeed, ice racing is actually it's own form that's a spin off from rally racing. despite the fact that the cars get very sideways, it has nothing to do with drifting.

i don't know if specific ice racing cars or tracks are needed, but it might be cool if studded tires were an option, and of course if there was weather (rain and snow).

how about two settings for spring stiffness, one for the "soft" end (first part of the travel) and one for the "hard" end (last bit of travel), with intermediate values calculated along a curve between the two?

it would allow us to lower the cars a bit, and get a better center of gravity, without sacrificing small bump compliance too much, and would probably be easier for people to get their heads around than 4-way dampers (which i also want...).

+1 for more realistic wind

that being said, i think that the fact that almost all servers run without wind has nothing to do with whether it is realistic or not. i think it's because of hot lapping. people don't want their PB's to be called into question. "that's fast, but you probably had a tail wind on the straight.."

i completely agree with Jamexing on the aero issues, and would like to reiterate his point about the handicaps being a temporary fix. i really don't understand how the rest of you can whine so much. weight and power handicaps alone will never make the balancing perfect, no matter how fine tuned they are, but they will make racing more interesting while we wait patiently for scawen to fix the problem properly (with better aero and tire physics).

and think about it... plenty of people drove the FXR despite the fact that it got routinely clobbered by the FZR, so why worry about getting the balancing exactly even? people will drive whatever suits their style, and if the cars are closer that's great. and if you think about it some more, you might realize that most of the whining is being done by people who don't want to give up the unfair advantage they have previously enjoyed. is that really good sportsmanship? i don't think so.

Quote from duke_toaster :

P1 - The Audi R10 type car and the closed proto
P2 - The LMP2 type car
GTR1 - FTR and new car
GTR2 - FZR, FXR, XRR
GTR3 - UFR, XFR

5 class racing in LFS

+1

it may just be me, but it seems like there is a lot of interest in multi-class racing lately, even though the current classes aren't really close enough to do it smoothly. there have been suggestions to try to create closer matched classes by using voluntary power restrictions on the big GTR's (300 vs 500 bhp), but even that would be less than ideal, because the other attributes (weight, downforce, braking, etc) should also be scaled to suit the car.

so i'd expect that having classes that are actually meant to be on track together would be great fun.

f12 presets ftw!

not too interested in changing camber during a race usually, but to have presets that link tire type, tire pressure, and wing would be nice.

neither.

i've been using the paddles to shift, and buttons to look until now, but just switched to knob shifting and paddle look, and i'm not sure how i like it so far.

on the one hand, looking side to side is a lot easier, but having to take my hand off the wheel to downshift has revealed that my driving style includes lots of downshifting while turning, and trying to get all my downshifts done and my hand back on the wheel before turning in is causing me some trouble.

-1 for motorbikes in lfs

that being said, a joystick isn't all that bad for a motorbike game. it's not perfect because you can't lean and countersteer at the same time, but at least you can shift your weight fore and aft.