Відео

pedals are fine, the issue is your heavy foot :))

Ich habe ja Beta Zugang - und bin bei den LFM Tests manchmal dabei. Ich würde mir immernoch etwas schärferen Grip wünschen, aber in Summe kommt es jetzt schon richtig gut rüber. Insbesondere langsamere Autos sind ne Bank in AMS2 (Lotus Super 7 bzw. Caterham z.B.). Das Problem von AMS2 wird eher woanders liegen: Zu viel Content, zu viel Tiefe in den Setups der Prototypen (was natürlich den Prototypen selbst geschuldet ist), was es für viele einfach schwierig macht zu wechseln, weil man von vorne Zeit investieren muss, die man nicht hat.

@@SimracingPopometer Kann dir da aufjeden Fall zustimmen - man hat zeitweilig immer noch das Gefühl, als wäre man in Wahrheit ein kleines bisschen über dem Limit, aber die (GT3-)Karre driftet vorbildlich um die Kurve. Ist aber so weit reduziert, dass es mich (derzeit) nicht sehr stört; insofern ist da mE wirklich schon viel gewonnen, denn im derzeitigen Release ist es ja teilweise schon an der Grenze zum Lächerlichen, was das Heck so alles anstellt und mitmacht. Lustigerweise sind meine Favoriten (auch in der Beta) meistens die high-downforce Fahrzeuge, also insbesondere die Formelkisten (derzeit insbesondere V10G1, 2 und Reiza). Weiß aber nicht, ob die für dich überhaupt ein Faktor sind. Wenn LFM kommt, wird es irgendeine Form von Fokus brauchen - mehr als zwei oder drei Klassen würde ich zu Anfang auf keinen Fall anbieten, und das kontinuierlich. Lieber mehr Nachfrage als Angebot als zu viel Angebot, bei dem wegen der Zersplitterung gar keiner mehr zugreift. Den Setup-Untiefen, die es zweifelsohne gibt - gerade von der Aufhängung und dem Differential kann man sehr leicht überfordert werden, selbst mir geht das häufig so - könnte man mit "fixed setup" Serien begegnen; das Spiel bietet die Option ja. Ich weiß aber nicht, inwieweit so etwas bei LFM grundsätzlich überhaupt denkbar ist - iRacing hat ja recht viel Erfolg damit. Ich gebe dir aber recht, dass "offene" Setups bei der derzeitigen eSport-Jungfräulichkeit des Spiels eigentlich nur voll danebengehen können; dann fahren zwei Leute um den Sieg und der Rest fragt sich, wo (und warum) er die 20 Stunden hernehmen soll, um am Ende an derselben Stelle rauszukommen.

no, because both rear tires can then rotate independently, the outside tire can spin much faster than the inside wheel and thus (over)rotate the car. it will convert every steering input and there is nothing that keeps the rear in line. will do ams2 videos where we have cars with complete open diffs, or maybe lfs where we can put any diff with any value into any car

@@SimracingPopometer Thanks, I believe you, but don't understand. With a lsd dif there is some drag on one of the wheels (the inside because it has less grip?) caused by the clutch packs, kind of like putting a tiny bit of parking brake on that wheel. On an open dif there is no drag on either side, so 100% of the tire grip goes to lateral traction, so the rear has more grip, meaning less oversteery?

ah. in my unerstanding there's no "drag" with the LSD on the inside wheel in the form of a decelerating effect. the inside wheel doesn't turn slower because it wants to turn slower. it turns slower in response to the driver turning the steering wheel and being put on a different radius - the LSD allows the tire speeds to adapt to the rotation requested, it doesn't force the rotation. but the LSD limits the speed difference (it actually limits torque difference, but thats more abstract to think with), and this way doesn't allow the rear end to rotate faster than desired, it prevents the driver from being able to request too much and lose the rear. if anything the inside wheel is forced to rotate more than it is covering actual distance on track - thats what the limited difference between inside and outside tire enforces. with open diffs you'll see early throttle inputs to control the torque difference and keep the car stable. the formula inters in ams2 have an open diff, here's an irl onboard: ua-cam.com/video/1bAzPJKwVzc/v-deo.html watch how he needs to correct on the steering on every corner entry because the rear is willing to rotate more than the car could take and then watch how on throttle its perfectly stable (except last turn) and he can finally commit to the steering as excess torque from the engine would have the option to escape trough the inside wheel, no snappiness on exit as a result. But generally, the more steering he applies, the rear end of the car can always adapt and do the rotation. the car is never front limited, it steers with the rear essentially

there was no contact so I'm not sure where a penalty could be applied?

the music is only 3-4 min long, would cause issues sooner or later, but yeah, perhaps needs more ambient :D

TC depends on the car. Some cars will have the tire in desirable slip range with TC on, some cars will cut before there tire is where you want it. Some will allow enough slip, but then cut fiercely when you go slightly too far. Some apply the TC already when the inside wheel slips before the outside wheel is affected - which is much too early. Damping: hard to judge, its such a subtle thing. I'd think in terms of damping rather with general traction in mind rather than controlling a certain slip. the more sharp your front end is, the more difficult to balance the slide, so you can "weaken" your front end to have a more controllable rear in general. Brands hatch: Yeah, just a shi**y bumpy exit there. When you already struggle for traction its hard to get this one right, and whatever you do in the setup there will hurt in the fast turns. The bumps will trigger the TC if its on, and cause the rear to snap when off, or even have you run into the RPM limiter on some cars (M4)... Just not a nice place, like all british tracks ;)

yeah I'm sorry. but we need the clicks :D

:'D

thanks mate!

basically no impact. it will help slightly with limiting entry rotation if you crank it up, but that will make it more snappy on exit. and vice versa. but its a VERY LIMITED EFFECT in the first place. we'd need the clutch plates or ramp angles to have better control over the diff, but GT3s generally do not have that available to adjust

the preload is largely ineffective. so you cannot adjust the differential behavior. you can get a tiny bit of more locking under coasting to get some stability from higher preload, but the effects are very limited. on throttle lowest preload would help to prevent the binding a tiny bit longer, but the torque from the engine is so large usually that the preload is too small in comparison no matter the value

@@SimracingPopometer Thanks.

the preload setting in general has very little impact, the other settings like clutch plates or ramp angles have bigger impact, but aren't available to adjust here (or in GT3 in general). the bentley is one of the few cars though that keeps rotating on power without slipping the outside wheel. not necessarily diff related, but i think its just locking a little later (these things might change from patch to patch and havent touched it quite a while)

@@SimracingPopometer oh ok, thanks nils!

das preload sorgt dafür, dass das differential weniger zusätzliche kraft braucht um gesperrt zu bleiben. also aufm gas sperrt es noch schneller (merkt man aber nicht, weil es ohnehin sofort sperrt), und beim coasting/bremsen, drück das preload die kupplungen auch nochmal mehr zusammen, so dass das differential etwas stärker gesperrt bleibt. das preload ist aber eine sehr wirkungslose einstellung insgesamt. man müsste auch die anzahl der kupplungsscheiben justieren können, oder direkt an die sog. "ramp angles" ran, um eine echte verhaltensänderung zu erwirken. letzteres geht bei GT3s aber nicht.

yes, indeed. but during coasting of course TC does not matter and with TC you are also more aggressive on throttle and will always lock the diff - the TC then cuts heavily to prevent the outside wheel some slipping. currently though it can happen that the TC will already engage with the inside wheel slipping, taking power away BEFORE the car starts sliding

Do you think with ford TC 4-6 you can use this slip/rotation on corner exit? or is it only tc 0

ford can surely do that with low TC levels, but 4-6 might be too high

i am not aware when AC Evo sees the light of day, but the issue in the video isnt a game issue, its just how things work!

gotta practice feeling the diff impact. everyone engages it, just not deliberately

like we did it back then👴

haha, let's call this pass 'the SABR' then

I have fps cap, not max settings and dlss enabled - it will run with about 1 watt per fps if you lower the voltage without problems. the problem seems to be that there are different tools trying to impact the f/v curve. I can force it to use more than 400 watts with max voltage, no fps cap, dlss off and highest settings. just that sometimes it completely ignores all profiles and does whatever

Moin! Das ist ein Ein Zusammenspiel mehrerer Faktoren: - Grip - Slip Toleranz des Reifens - Nervosität des Setups/Autos - ... Das Ziel ist aber immer das gleiche: Immer Kontrolle zu haben. Man braucht kein progressives Pedal wenn es sehr viel grip gibt und das Auto bei wenig Gas sowieso nicht anspricht. Dann ist es sogar eher nachteilig, weil sich das komplette Drehmoment nur innerhalb der oberen 20% des Pedals steuern lässt und damit Präzision schwierig ist. Bei anderen Autos, die unten rum sehr sensibel sind, weil wenig Grip oder scharfes Setup und z.B sofort viel Drehmoment anliegt, da könnte man es mit einem progressiven Pedal etwas weniger sensibel machen. Für den Fahrer ist es denke ich wichtig ein lineares Gefühl zu haben, das heißt aber nicht, dass ein lineares Pedalprofil auch einen linearen Output vom Motor bedeutet. Es kommt also immer darauf an ;)

Vielen vielen für deine ausführliche Antwort.... Geiles Rennen eben P1 Barcelona...by by

bmw x puma collaboration. not for sale unfortunately

while this is correct, it still sucks, because it means we're buying a lable, not a new car. however some parts are different that teams can change, but I'm not sure what their impact in terms of behavior would be - either way, right now they feel too much the same toojustify choosing between them and the spec cars drive WAY nicer

Canon EOS RP via a cam link 4k

some didn't qualify to do last to first attempts

@@SimracingPopometer yes but gt2s mixed with gt3s. Is that only for this event? Or is that type of start normal for all events? I only ask as a platform I race on groups the cars by class on the starting grid so faster classes are always first to limit incidents at the beginning :)

@@Jaiykk that's due to the big skill spread and acc doesn't separate by class I think. not sure if there's a setting that would force to start within your class

@@SimracingPopometer At Pitskill they do it, I think they just manipulate the standings list at the end of quali and do their own logic to group all the classes together for the race :) So yeah was just curious on how it works at this event, thanks for answers :D

yeah, car looked a bit used ;) glad you enjoyed it! gerne wieder!

i just have friction and damping set to 10 or 5, the slew rate to quiet... because its more quiet :D but would otherwise prefer the more crispy balanced or performance - but this really shakes the rig. And thats it already. Nothing special possible with the software anyway :)

Thanks for your quick answer, I appreciate it, and what about smothing? Lot of options, I let the one called "optimal" as it was by default

ah, yeah. perhaps that or maybe legacy. I don't remember. overall there isn't a lot to adjust, the smoothing was mainly for iracings 60hz signal, while accs signal is smoothed already with the 400hz

@@SimracingPopometer Thank you very much :) I appreciate your advice, regards.

@@gabrielbenra I run the base motor at 80%. in acc then 50-60%. this is on the strong side of things. but if you want to turn it down, turn down game, not the base. same for any other game

doubt. the 991 II has quite a different aero map, that is a lot more pitch sensitive. but you can try to take a similar setup, but definitely prevent more pitch, e.g. by stiffer front spring or less front bump stop range even

yes, exact same setup. your car is not in the correct position and state if you cant put the power down. its not down to the setup. you still have 5900 hours less than I have in this game. and I surely have another 20.000 hours in simracing since i started. it takes time

Thanks for your feedback.