There are clearly no Germans present either. I note the lack of towels on any of the seats.
Only cars I know with a power meter are the prius and the veyron!
Yeah, I'd rather people think I'm making mine up than allow them to masturbate furiously over a picture I've put up of her, likely to the Tron soundtrack if my experience of internet people is anything to go by.....
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LOL - as if anyone on this forum other than Becky has a girlfriend.
I do my most frantic Murray Walker impression whilst simultaneously waving a checkered flag and making my very best "the crowd goes wild" noise and also playing Fleetwood Mac's "The Chain" (the good bit a minute or so in) using an ingenious one man band set-up involving me wearing a bass guitar, a normal guitar, and a bass, high-hat and snare drum, and tabbing between the various views in LFS in order to get that classic "montage" feeling.
You would of course have to program not only the behavior of the differential, but the behavior of the computer that takes in all the steering inputs, yaw rates, throttle application, where the engine is in the rpm range etc.
Even the BMW DSC (not ASC, that is comparatively simple) does an amazing amount of computation using all sorts of sensors to keep you on the road when you make an ambitious entry into a corner.
It is doable, but it is also quite boring in comparison... I think for most people, a new car with no traction control is more exciting than an RB4 that adjusts the break and throttle application along with the differential locking for you in order to allow the car to make the turn you're steering for...
similarly, I'd say the 599 is an amazing car, but not as much fun to race as a 430 with the TC off...
Even the BMW DSC (not ASC, that is comparatively simple) does an amazing amount of computation using all sorts of sensors to keep you on the road when you make an ambitious entry into a corner.
It is doable, but it is also quite boring in comparison... I think for most people, a new car with no traction control is more exciting than an RB4 that adjusts the break and throttle application along with the differential locking for you in order to allow the car to make the turn you're steering for...
similarly, I'd say the 599 is an amazing car, but not as much fun to race as a 430 with the TC off...
I still spent £1.50 so I could spend the day in a fantasy where I own a 911.
I see you also are subjected to ICT GCSE 'education'."
I hate one of those made entirely of guinness cans, till one day, I tripped, landed badly on it, and it cut me to shreds. Good work though!
I don't suppose any of your lot will be at Daytona Sandown friday night? They've got shiny new rotax jobbies which promise a bit more buzz in your right boot....
and of course, that spectacular part of the natural landscape which somehow always puts a dribble of water across the braking zone for the first corner, which happens to be maximum speed. 3 laps turning in without lifting off, lap number four, suddenly I'm mowing the lawn just off that red 'n white business with all the opposite lock in the world and a heckuva lean on begging rental tires to buck the "mid-crash" trend and bite.
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Coding the 599 would be an absolute nightmare, because so many aspects of the handling are directly controlled by the onboard computer. It is a very different car if you turn all of them off.
I approve of the rest of them though, certainly.
Secondly, there is something fun about man-handling a sloppy chassis old american car with rubbish brakes and a live axle, while some, nimble, turbocharged asianmobile dances around you, only to light up a 5.7l v8, and just overtake before the next corner, where you once again, take your life in your hands. imo.
I approve of the rest of them though, certainly.
Secondly, there is something fun about man-handling a sloppy chassis old american car with rubbish brakes and a live axle, while some, nimble, turbocharged asianmobile dances around you, only to light up a 5.7l v8, and just overtake before the next corner, where you once again, take your life in your hands. imo.
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Which is set to "not visible" because no public test patches are available currently. This all we got.
I'm going to put in a quick post to this too. I really wanted to come this time around, but I ended up doing the Stelvio Pass/Millau Bridge/Nurburgring Europe trip of a lifetime! I was still a little miffed when I came back though, ended up driving up to Sandown for some arrive and drive mayhem.
Consider myself subscribed to this thread with much interest, although obviously, it is a little way off yet.
Consider myself subscribed to this thread with much interest, although obviously, it is a little way off yet.
I think its important, as it adds another depth to racing. There are a few australian endurance races where you have to change the brake pads atleast once during the race too, which is always interesting to watch!
I think it is especially key to the road cars, accomodating brake fade is part of many a race where uprated pads and fluid/hoses are all that are allowed. I can't imagine the XF GTI has a set of 12pot AP Racing jobbies on what is essentially a £2k car.
It is also important for the single seaters, as they have brakes designed to opporate at very high temperatures. From my very limited Formula Renault experience, when you go out, the cold brakes are absolutely terrifying to start with, and it is only after a few hard corners you can start to get that "landed on an aircraft carrier arrest wire" braking going on.
Lastly, the code is pretty much all there from the tyre heat model. I know there are some changes such as how much air flows over the brakes for a given speed, and how much heat is transfered accordingly, and how long the pad heat takes to soak into the calipers and at what point does the pad surface start converting to a gas which lubricates the pad on the disc, and when the fluid starts boiling, yadda yadda yadda...
but to start with, all you need is brake cooling as a function of forward motion, and heat being added during braking as a function of brakepressure, and braking effectiveness decreasing exponentially with heat after 270 degrees or similar, tune using test patches to check appropriate drivability.
I think it is especially key to the road cars, accomodating brake fade is part of many a race where uprated pads and fluid/hoses are all that are allowed. I can't imagine the XF GTI has a set of 12pot AP Racing jobbies on what is essentially a £2k car.
It is also important for the single seaters, as they have brakes designed to opporate at very high temperatures. From my very limited Formula Renault experience, when you go out, the cold brakes are absolutely terrifying to start with, and it is only after a few hard corners you can start to get that "landed on an aircraft carrier arrest wire" braking going on.
Lastly, the code is pretty much all there from the tyre heat model. I know there are some changes such as how much air flows over the brakes for a given speed, and how much heat is transfered accordingly, and how long the pad heat takes to soak into the calipers and at what point does the pad surface start converting to a gas which lubricates the pad on the disc, and when the fluid starts boiling, yadda yadda yadda...
but to start with, all you need is brake cooling as a function of forward motion, and heat being added during braking as a function of brakepressure, and braking effectiveness decreasing exponentially with heat after 270 degrees or similar, tune using test patches to check appropriate drivability.
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- http://www.evo.co.uk/carreview ... /volkswagen_scirocco.html
Please, Scawen, tell us it ain't so!
Although this is a bit more like it:
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I was asking before I found out for certain that it was the 200hp version they had built in LFS, I was wondering how they had modeled the twin charged 160hp 1.4 engine as I have suffered poorly engineered and tuned I4 engines during my early years of driving and prefer either FI or I6/V8 now. The idea of driving a twin charged engine is interesting to me as I have not had the opportunity to experience it in real life.
If anyone has been there and had a go, I would assume you can hear some turbo whine, so irrespective of the lack of a boost gauge, you should have a rough idea of spool times.
If VW were pleased with the thing as a whole, I can't imagine a week long spool time would be tollerated as it detracts from the driving experience. Consequently, I would very much like to know if any changes have been made to the current exhaust driven turbocharger simulation/representation/model/how-the-damn-thing-drives.
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A boost gauge is not a functional part of a exhaust driven forced induction system, I was just curious.
As the quick model is a turbo charged power-plant, as to whether it had the same slightly out-dated modeling that gives the current turbo cars such a lengthy spool time.
edit:
Ok so studying it a bit further, the 1.4 160hp is twin charged, the 2.0 200hp version is just turbocharged. My question still stands, has the boost model changed?
As the quick model is a turbo charged power-plant, as to whether it had the same slightly out-dated modeling that gives the current turbo cars such a lengthy spool time.
edit:
Ok so studying it a bit further, the 1.4 160hp is twin charged, the 2.0 200hp version is just turbocharged. My question still stands, has the boost model changed?
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Does it use the existing boost model?
I think bridgestones squirm a lot and give poor feel, and un-even wear. 
That's a confirmed ford defect, go and have a word with your local dealer, they may well issue you a newer, less easy to ruin replacement.
I compared to a multitude of cars in the same price range, and the Trabant is a 1957 design so that is hardly a fair comparison. The 2cv was designed for farm work, so again, hardly a fair comparison.
The saxo/106 rear suspension design sucks, it doesn't even come with anti-roll bars standard. It's a miserably unsafe car, even NCAP reckon 2 stars is about all its worth. Not as bad as the new 107s mind, where your rear passengers head rests on the rear windscreen, not exactly ideal.
If you're talking about modified cars, obviously it isn't just a saxo anymore, but if you're going to swap out the springs, dampers, top mounts, strut bars, roll bars and links etc, by the end of replacing the "weak links" there isn't anything saxo left that isn't cosmetic.
If you do this with every car you improve them all by the same standard, of course a modified stripped and bilstiened VTS will beat a stock 323i, but rip out a the 323i and drop its suspension, change the rear diff and it will go back to running rings round it. All improvements are relative.
One of my work collegues has a saxo vtr he paid £3k for, I spent an extra £1k, and I have 2.5l E46, leather, air conditioning, comfortable seats, a nice gear knob
etc. (and my fuel economy is better, 37mpg vs. 32mpg)
I maintain they are a poor value for money choice as a daily driver, and not as biblically fast as everyone says.
I'll be at sandown kart track (www.daytona.co.uk) at 13:00 today if you'd like to come and have a chat about it, fastest lap time wins the pointless arguement?
The saxo/106 rear suspension design sucks, it doesn't even come with anti-roll bars standard. It's a miserably unsafe car, even NCAP reckon 2 stars is about all its worth. Not as bad as the new 107s mind, where your rear passengers head rests on the rear windscreen, not exactly ideal.
If you're talking about modified cars, obviously it isn't just a saxo anymore, but if you're going to swap out the springs, dampers, top mounts, strut bars, roll bars and links etc, by the end of replacing the "weak links" there isn't anything saxo left that isn't cosmetic.
If you do this with every car you improve them all by the same standard, of course a modified stripped and bilstiened VTS will beat a stock 323i, but rip out a the 323i and drop its suspension, change the rear diff and it will go back to running rings round it. All improvements are relative.
One of my work collegues has a saxo vtr he paid £3k for, I spent an extra £1k, and I have 2.5l E46, leather, air conditioning, comfortable seats, a nice gear knob
etc. (and my fuel economy is better, 37mpg vs. 32mpg)I maintain they are a poor value for money choice as a daily driver, and not as biblically fast as everyone says.
I'll be at sandown kart track (www.daytona.co.uk) at 13:00 today if you'd like to come and have a chat about it, fastest lap time wins the pointless arguement?
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