Very good movie but for my personal opinion it’s “to much” the flashing effect on screen even if it’s impressively synchronized with the music.
I love “Bosse and Losah 2” movie which I think is your best.

Nice challenge…
I now have dfp for three months but played lfs with the mouse for two years… so its impossible for me to do this with a wheel…

Anyway…

I like the “1.26.13” replay especially for its first split…

But I managed to do 1.25.09…

Quote from z3r0c00l :

Does this mean every VTEC owner with an aftermarket exhaust system requires their VTEC extensively retuned to take advantage of the backpressure frequencies with the new system?

Yes if you really want to take advantage of that modification you must reprogram the ecu not only for the vtec management but also the fuel injection and the advance of the ignition.
But because ecu tuning may be easy to do but not easy to have the desirable result, we usually tune it after more modifications than an aftermarket exhaust pipe.

The main reason someone changes the exhaust pipe and silencer, is the better sound.

There is no need to change the exhaust system if you don’t upgrade the intake system.

Also a small amount of back pressure is wanted and in four stroke engines cause of the valve overlap which all modern engines have in some degree.
So having a wide diameter exhaust pipe without providing the proportional air and fuel in the intake will bring loss of power.

Last edited by kaynd, Fri 6 Oct 2006, 21:45.

Quote from z3r0c00l :

If you had VTEC "kicked in" 100% of the time, you'd have more power low down.

If you have a powervalve open 100% of the time the bike will barely pull away under its own power.

Having the low lift cam profile at all is damaging to the cars peformance, you get less power. Having the lower exhuast exit port on a 2 stroke motorcycle means you can actually pull away without being above 7,000 rpm.

That’s not true… It’s a little bit difficult to explain… mainly cause of my bad English (I am correcting the spelling and grammar mistakes for about a hour, on ms word)

It is logical that the power extracted by an engine depends on the air (or air mixture) flow of intake and exhaust system including the cylinder head and the valves…
It’s also logical to think that the higher the valve lifts and the more it remains opened the better air flow you have.

The problem is that when engine is working even in low rpm, the speed of the gases mass passing the intake valve or the exhaust valve is much higher than you can imagine… In that condition air (and gases) doesn’t moves as we normally think,
it moves in the form high frequency waves…
Engineers study the behaviour of those waves and tune the intake – valve train –exhaust system to be coordinated in the frequency in which air moves in certain rpm.

Tο determined that frequency in which the engine will have its max efficiency; (max torque) geometric characteristics such as length, diameter of the intake-exhaust system and the valve train geometric-timing characteristics are carefully chosen.

An intake camshaft e.g. 11mm lift and 290οduration, prevents maximum air flow in cylinder head only around 7000rpm with an optimal range of +- 1500 rpm… that camshaft may be full efficient there but when the rpm drop under 3000 the air flow wil be messed up… and in idle the engine will hardly keep working… In low rpm an camshaft with lower lift and shorten duration will be more efficient.

Ideally the best would be that the camshaft geometric characteristics (as also the exhaust ant intake system, but lets stay focused on the valvetrain) could change continuously as the revolution rate of the engine is altered.

Well fore now we have the ability in an engine with logical cost to get only e few modes of camshaft characteristics depending on which rpm the engine works.

Off course for road used cars the timing of the valvetrain and the modes are not tuned for maximum attribution of power in all rpm…
They use the benefits of that technology most for fuel efficiency and lower emissions… and for not having the customers disappointed they give to them a peak power point which comes suddenly 1000rpm before the rev limiter, to play with…

That’s because valvetrain control systems tuned in that way, cant have a good racing performance. (When the wider the power band is the least gear changes you have to make to keep the acceleration high)

Valve timing&lift control systems are used in more racing cars (including F1) than you can imagine…

But not in the way similar systems control the power extraction of a road going car…


(tip: when tuning (vtec,vvti etc) engines you can easily (by reprogramming the ecu) move the “wild cam mode” rpm point in lower rpm such as 5000rpm… and you have a nice wider power band, so you have at least 3000 rpm το play with. (end you don’t even feel the kin of that point…)
And for the reason I mentioned before the wild cams don’t work properly in lower rpm…



As for the valve system tow stroke engines have… its completely different with the one fore stroke engines have… And as for the exhaust port of a tow stroke engine… if you leave it wide enough you may not have power at all… Yes… and there gases gone mad cause off the speed… also hi frequencies, and because we have no cylinder valves the only way to tune the engine to produce more power is to coordinate the exhaust pipe with complex geometry...

And yes. I have omitted a lot theory which I must have reported to prove what I am writing…
And yes my description sucks … so just look for some info about that and you will see.

Quote from filur :

the suspension damage would be enough to gradually remove that advantage

Also you hit tire wall that’s why you did that stunt…
HLVC would mark this lap as invalid…

Good stunt but no it will not make any lap time better.

And that doesn’t makes this game, look arcade… the forces are truly realistic but because the energy is not absorbed by any materials you hit in the track (there is not any damage on the track) all the forces of the crash effect only acceleration… in whatever direction…

Quote from speedpiet :

My PC:

- Asus P 5WDH Deluxe (Wifi)
- Core Duo D 805 (Smithfield)
- NVidia 7600 GT (256mb)
- 2x 1024 SKill 6400 -800
- Creative SB0350 Audigy 2 ZS Sound Card
- SAMSUNG HD300LJ (S-ATA)
- WDC WD16 00JB-00G
- HL-DT-ST DVD-RAM GSA-H20L
- NEC DVD_RW ND-2500A

He says that not me… so it is a Pentium D and not a core duo… Even though, the cpu performance is more than enough for LFS, whatever run on start-up…



@speedpiet
I don’t know what to say you have tried everything… and since you have not performance problems with other games it is not that the problem.
It seems to be incompatibility with your hardware but I have seen pc with the almost the same configuration to work with lfs perfect… it doesn’t make any sense

Last edited by kaynd, Fri 29 Sep 2006, 13:37.

Quote from Red Runner :

Hi!
The FPS-Rate is about 10-17 FPS at the start (LX6 on South City,
last place in the grid for example)
(...)
When I’m alone on the track the FPS-Rate is about 75-92 frames.
(...)
I’ve also tested to drive online (Blackwood, 8 cars on the track) the
average FPS-Rate is 75.

So the problem is only when playing against ΑΙ bots?

Have you tried updating to test patch U20?


It’s clear that there is not a performance problem… you have a Core Duo processor it is possible to capture video while playing lfs… (the cpu code must be 6xxx or else it is not core duo)

Very good video & action
Also good visual quality 1024*600 !!!
I love the color effect you added between 28sec and 34cec

With the 9700 u should have at least 80 fps…especially in the training or sp mode (online the performance drops as the number of the cars increase) I had more than 80fps (1024*768 noAA no AF) with an 9500pro…

So you have general performance problem… check if cpu or graphics card is overheated during the game.

If you don’t have any monitoring program, download from here speed fan http://www.almico.com/speedfan.php

As for the graphics card, this model don’t have monitoring system so you have to touch it to see if it is extremely hot… but expect to be hot, its expected…

Α workable temperature is around 60οC (140oF), under pressure, of course lower is better…

If you are running other recent 3d games without that instability then the problem isn’t the high temperatures…

Well if it says it is revB, you have rev B … what else do you expect to see to be convinced?

@tristancliffe
Yes indeed revving high without load damages the engine… but since engines are controlled by ECU, damage is minimized.
That’s because when you reach the rev limit that manufacturer has set, ECU cuts ignition and/or fuel injection periodically so to keep the energy which is produced by gases in safe limits for the crankshaft.

Fortunately all manufacturers are preservative when setting rev limits for the every day driven cars they make... That allows «boy racers» to rev the engine always-anytime on the rev limit and stil not braking the crancshaft, only cause more wear...

Quote from masternick :

i have lots of DVD's with jap drag racing and lots of the racers there use the rev limiter to tell them when to shift it's fun to bounce off the limiter

It’s fun but it slows you down because when you hit on the rev limiter the power oughtput is also limited.

Don’t confuse normal rev limiters with launch control systems.
Also when starting an fwd car, due to the excessive wheelspin, first gear is kept (while engine runs constantly in a rev limiter) till you reach the wanted speed so when second gear is selected, the revs will be within the power band.

There is not Japanese drag racing or any other country’s drag racing… it is just drag racing and is pointless to give examples from that because drag engines can stand only few passes on the dragstrip…

Yes indeed

Too much power wasted just to move nonchalently all that mass… Its like not racing at all… seems to be like a destruction derby…

600W psu isn’t small…
Simply it was defective… or totally crap…

Here is a review of Logitech G25 racing wheel.

http://www.hardware.info/en-US ... G25_racing_wheel__Review/

It’s good to see the details and there is a video showing a guy driving with it…

Disappointingly, as it is shown on the video, he is reviewing an 900degree wheel in 200 mode OMG useless reviewer!!!illepall

Last edited by kaynd, Tue 26 Sep 2006, 16:22.

Training… You can see that after a few completed laps they get faster. But there is a limit… though I don’t know in how many laps they reach their limit, I think they are not competitive at all...

If you can beat a well trained pro AI, you are ready to start racing on line, being 5 or more sec slower than the average racer.

This thread suits better at the LFS Beginners Forum and with the help of Search button you could find many threads related to ΑΙ competitiveness.

You can’t adjust all that parameters in a usual road going car as it comes from the factory…
Off course you can have some restricted adjustments, it in some cases, with several aftermarket parts
It is also easy to reprogram or put an aftermarket ecu ... and tune it to rev in higher rpm.

But if you put aftermarket parts… that is no more a normal car…

LFS cars are not normal… they are all race prepared.
So it is not strange that lfs cars rev to high

@Jamexing We don’t disagree I am just explaining what I am saying…

Last edited by kaynd, Mon 25 Sep 2006, 00:01.

Honda s2000 99 - 03 engines where 2L producing 240ps @ 8300 rpm
And they appeared in 90s civic , crx with an 1.6L engine producing 160ps ,185ps (type r) revving at 9000+ rpm

None of the lfs cars are usual road every day driven cars…

In no usual road going car you can tune all that suspension, steering, braking, and camber characteristics… not even with an aftermarket suspension system… there must be a lot of custom work to adjust all these… and if we are able to do this why not having a race tuned engine?

Mine dfp does that too…
But the noise which is produced is not so intense as u describe

I checked inside and i found that the main motors cogwheel is not very well center to the motors axis.. it’s a little bit cam. its about 1/10 or less of a mm off.

You should take a look inside. and see if it needs some grease . ( use grease proper for plastic moving parts )

Quote from wheel4hummer :

Hey, at least I didn't say "Power = torque x rpm"

I tried to keep it simple just to support the above what I was saying about xfg..

Bit I forgot the unites used in lfs and from country to country…

With kgr and watts it just works and it just a Simple “version” of the original Power = Torque x Angular Velocity.

But it was my mistake after all.

Quote from sinbad :

I have always thought that most of the cars are a bit too willing to rev way above their peak power, but it doesn't really bother me, I always shift at the light.

Exactly that!

Last edited by kaynd, Sat 23 Sep 2006, 17:53.

Quote from KillerMonkey :

Mmmm... Pie!

3.14159....

Quote from Shotglass :

for crying out loud use proper units !

When calculating I use SI system…

Torque measured in kgm and power in W

@S14 DRIFT

Is that a joke?
Apart from the wrong measure unit…

An engine can give max torque in a certain rev band which is determined by intake-valve train- cylinder head - and exhaust system…

At 5000rpm your Rav4 engine produces much lesser torque… but even if it was possible to keep up το 185ft/lbs (25.5 kgm) at 5000rpm.. the extracted power would be around 127KW or 170ps…

Last edited by kaynd, Sat 23 Sep 2006, 06:26.

All race cars are more free-revy than the every day driven normal cars.
Τhat’s because we need as much power oughtput we can, from an engine which doesn’t need to last for as mush kilometers as in usual road going car…

All rpm power bands and rev limits are absolutely realistic….

Someone mentioned xfg rev limit… the smaller the engine is the easier it can rev in high rpm (don’t start about geometric characteristics or valve train springs… i am speaking generally…)

And how you expect to extract 115ps from a 1.3L engine? You have to make the engine rev at high rpm…


As for the RX es engines…wankel is much different from the piston engines and lfs doesn’t have rotary engines… so there is not a point to mention them…

I think that power curves are not so realistic… And that makes gear changes not to matter a lot…

Last edited by kaynd, Wed 12 Dec 2007, 17:27.

Man! Just read the post above!

Try that… http://www.lfsforum.net/showthread.php?t=3105

I think you shold look there…
http://www.lfsforum.net/showthread.php?t=572

This is a known dfp problem… it hasn’t happened to me yet so I don’t know the solution, and i am not going to search it for you.