weaving is usually best to clean the tires.

long sweeping turns are best to warm the tires up, such as a corner. Just drive the course a bit slower than race pace(to compensate for cold tires) and they should warm up in a lap or so, depending on the setup.

yep, gone along with the rally pack.

Quote from Ziploc :

Say what? Lots of cars have adjustable camber without buying new parts. You won't be getting any insane degrees out of a road car but there are still a lot of cars that allow a few degrees of adjustment.

Quote from tristancliffe :

Not many. The world is mostly populated by hatchbacks and repmobiles, the vast majority of which have McPherson struts up front and a form of trailing arm/solid axle or multilink suspension that doesn't provide adjustment. Sure there are exceptions - and I'm sure you'll post some. But that doesn't alter the fact that most cars aren't designed to be adjustable or tweaked, but just work out of the box within the tolerances of manufacture.

Quote from ajp71 :

A lot of cars with McPherson strut suspension allow some kind of crude camber adjustment, on mk2 Golfs it is simply a slightly oversize hole allowing the strut to be positioned as to compensate for damage, though most people usually try and bolt it to get the maximum static camber. Most of these systems though will only allow for half a degree or so adjustment around the designed camber, simply to compensate wear and tear, they are not truly adjustable.

My volvo has mcpherson strut up front, and trailing arm suspension in the rear. both ends have camber adjustment -- don't forget for alignments this can be a big deal. Usually this only translates to about 1.5 degrees, so it's not a lot, but still something.

a few friends and I are trying to get together sometime soon and do a drinking game with LFS...

so 5 lap race, you choose combo. (adjust length accordingly)

1st place takes 3 shots,
2nd place takes 2 shots
3rd place takes 1 shot.
4th place doesn't drink. (again, adjust dosage accordingly)

it makes the playing field even too, which was the primary purpose.

I'll jump on when I have some time and no work. EST here.

Quote from jtw62074 :

This isn't a weight transfer effect. With a car that's understeer in a trimmed condition (constant speed skidpad test such as the first part of the video above) the lateral g is limited by the lateral force the front tires can produce. If they have enough to pull 0.9g while the rears can pull 1.05g (or 2 or 3 or 20g for that matter), the car will do 0.9g on a skidpad. The rear tire slip angles will only climb high enough to maintain that 0.9g. They have 'leftover force' yet to be tapped. If you kick the car sideways a bit to a larger slip angle, the rear tires will make more than that original '0.9g worth' of force.

Translation: Chuck the car into the turn a bit and you'll get more than 0.9g or whatever the skidpad rating is. It's something that can be (and frequently is) analyzed with a yaw moment versus slip angle diagram. This is not a weight transfer effect at all. You will see more weight transfer, yes, but that's because you're pulling more g rather than the other way around.

This is where suspension tuning for the track comes in. By increasing rear roll stiffness, the front '0.9g limit' increases because there is less weight transfer at the front. The rear 1.05g limit decreases. As long as the rear can still pull a bit more than the front, the car is still understeer. Voila, your skidpad numbers increase in a trimmed condition.

great explanation. Thanks.

Quote from Ball Bearing Turbo :

You probably won't see that much of a delta once the load sensitivity (likely by the sounds of it) is tweaked in the upcoming patch. A main issue in LFS right now is that the outside tires can gain to much grip through excessive load. Combine that with the excessive (as in to easy to initiate) understeer Scawen mentioned, and you have what you see there.

werd

Here's a video of what I'm talking about. A constant pull is about .90 max, where throwing the car into the corner means .97+ repeatedly.

http://www.drivetoescape.com/grip.wmv

Quote from J@tko :

Surely you want more weight on the inside wheels??

Then you get more rubber on the ground and therefore more grip? This is why something like a Ferrari is as stiff as hell - more grip no?

I'm having a hard time explaining this.

Quote from w126 :

By settled do you mean there is the same normal load on front left and front right wheel for example?

by settled I mean the load isn't changing across all four wheels. it's, for all intensive purposes, constant.

Quote from w126 :

Are you saying that there is no weight transfer in the middle of a turn? Is your car jet propelled with variable thrust vector?

from side to side of the car? no. a constant radius turn would mean that everything is settled.

Quote from Bob Smith :

jaxx751 - :doh:

I'll let Android explain, he has more patience than I.

PostWaffle(); for sure. Why don't you please enlighten me?

Quote from AndroidXP :

Can you please explain "using weight transfer to your advantage"?

throwing a car into a corner will put more weight onto the wheels that need it. More weight is more grip. While temporary, you can at least pull some extra Gs.

Skid pad tests are done with no weight transfer. Think about when you go into a turn, the outside of the car compresses, weight is transferred. When the car settles (in this case, mid turn) it is back to the limit of the tires, and not really affected by weight transfer(assuming that the surface is flat). I hope that makes more sense. Basically, skid pad results are lower than what a car can actually attain on a meter.

Quote from Bob Smith :

Aha, now I understand your other comment. You are living in the future. Welcome to the present: http://www.vehicle-analyser.com/skidpan_results.PNG

not sure if this has already been addressed(just started reading this thread), but pulling a G amount in a corner is different from skid pad results. I've pulled about 1G in a 240sx on an autox course where from the factory is only supposed to be capable of .89. Street tires and flat surface, it's a matter of using weight transfer to your advantage.

Quote from Greboth :

Using your example I can't think of a sponsor that is used in forza which a) hasn't got sponsorship in other places and b) would really turn there noses up at free advertising. The only way I think it would be trouble would be in turn 10 made some comment about people using their sponsors illegally in a racing sim and then wanting the sponsor to do something about it.

Just because you think they won't doesn't mean they can't. It's their intellectual property and if they don't want it associated with certain things they have every right to do so. In a case like this, it would be smarter to ask for permission than ask for forgiveness in court.

Quote from MadCat360 :

If it was really a problem every painter in Forza 2 would be in the slammer now. And Turn 10/Microsoft has no problem publishing that stuff on their site.

Maybe I'm missing something, but I didn't think you could import full blown logos into forza. Anything that is in Forza is obviously licensed.

Quote from Greboth :

My view on this is that while yes it is illegal to use copyright material without permission I don't see a problem with this. While I can't see any of the companies would pay to have their sponsorship on your car, by you having the sponso logo on your car you are giving them free advertising. Also, while in the eys of the law you are breaking the law, I personally would think less of a company if it tried to enforce its name not being used on a car skin.

the problem is if the company does not want their name affiliated with LFS in anyway. If they're a direct sponsor of Forza they most likely won't want their name in LFS. (for example)

Quote from Dajmin :

Odds are nobody will notice though, since it's smalltime. But they'd be within their rights to press charges.

Werd. Odds are you won't get into any trouble simply because of 1) int'l borders if you're in a different country 2) they won't care a bit.

Quote from kaynd :

I think Bob is talking about turbo lag. Of course the turbo will not spool to it's 100% at low rpms but with the lag LFS turbos have, it will not be able to spool fast enough to produce the power it was supposed to in e.g. 2500rpm, when accelerating even with a single tall gear at the dragstrip.
You need a constant load in constant rpm to do this, which can't be achieved by just accelerating the car.

Anyway even if low rpm power is not that accurate at the graph, I think this doesn't matter that much because no one is using below 4000rpm when racing. So why bother?

What I was saying is even at full throttle and holding the brake at 3k RPM you often don't see full boost. in LFS there are limits to boost depending on RPM.

Quote from BlakjeKaas :

4.6L v8 with only 250HP?
I would never ever have that as a car.
Even a 2.0 I4 can make that nowadays.

It's american, what do you expect. Ford is the same company that developed a 4.6L 190hp V8...

Quote from wheel4hummer :

Turbochargers don't create torque.

... you wanna be stupid about it I'll even say that turbos create vacuum.

Quote from Bob Smith :

Also, you don't get smooth data, and the low revs for turbocharged cars end up way off until the boost peaks.

Isn't that the point of how turbos work? As they spool they create torque. I would just powerbrake to be honest, if you're not at the minimum RPM for the turbo to be spooled 100% that's not really that close to shift points. Though I have started to think that in the FZR power falls off at upper RPMs and a lower shift point might be better.

Anyway... Best of luck. I'll be interested to see how it all works.

wow. Simply awesome steadicam pilot. I wonder how long he's been flying. :0

Quote from Glenn67 :

Perhaps one of the big differences to real life vs LFS is that tyres in rl reach an operating temp (depending on how aggressive the driver is weather or not that temp is coolish, in the optimum range or abit hot) and are then quite stable with a slight cooling off as the tread wears down.

Were what we currently see in LFS can be a trend where temps keep esculating instead of stabalizing once the have reached a certain level. This could simply be due to the yet incomplete simulation of tyre wear and damage under aggressive driving conditions. i.e. when driving at the limit the surface of the tyre should be getting quite hot but in this state it will also be experiencing rapid wear - if this were to happen in LFS that could mean a reduction in transfer of heat from the surface of the tyre to the inner core of the tyre.

I does cool down, but only after a good bit of driving. anyone who has done a enduro knows what I'm talking about. After lot of laps you have to work hard to keep the tires warm.

I would watch the video, but it seems to not be Z patch.

edit: and I think you're talking about the difference between being on the throttle and off the throttle. Do it in a real car and the exact same thing happens.

Quote from jwardy :

so your the uf1 i hit over the line in the fzr

no.

Quote from UnknownMaster21 :

UF 1000 going to finish hotlap but BMW Sauber F1.06 took some speed with 350km/h and then we got under 1 minute

nice. We did 1:00:30, which is apparently 6.51s faster.

Quote from mrodgers :

Was wondering that....

Why is your website down? I was going to check it out.

Nice photo work. You need to visit here.

should be up.

http://www.drivetoescape.com

nothing really up there besides my "blog."

Quote from R34king :

****ing Clean man the Te37's really set it off nicely Where can I get those tail lights from for my mates EK?

lol i think he bought them on ebay or something. LED taillights. He said that it's about 50/50 that like them.

Quote from GuLLiT :

That's funny, I see something else. I see an american EK hatch, without a bodykit, just stock skirts and bumperlips (although I am not 100% sure the front lip is stock, but whatever, it's just a lip). The hatch wing is stock as well I believe, at least on an EK9 (the Type R model).
I don't like the taillights .. but they are not that bad. Stock (EK9) taillights would finish this car IMHO.
Furthermore, I spot a B-series engine (valve cover is repainted, so it might be the (stock) B16, which has a black cover.), and I spot a turbo. Well, not the turbo itself . And .. power steering.

Is this your car jaxx? If so, nice car , give us some more info.

Not mine. I'm just the photographer.


B16 bored to 1.9L and a 18G greddy turbo. He uses it as a DD and he didn't want anything ridiculous, just something fun to play around with. I believe soon he's going to go to a GT35R when he gets a good tuner. With a shit tune at 6psi I believe he put down 300(297).

For those of you who liked it, glad I could share. If you didn't, well I'm suprised you wasted your time replying. Guess that says something about yourself.