Hi All, I've been seeing a few comments here and there recently (usually as an aside from the main thread) about AMS2 having a bug in the way you can correct understeer by applying more throttle. I'm a bit uncertain about this, and so would like to ask questions about RL behaviour. As per my, somewhat sketchy, understanding in a RWD car that has an LSD if you applied enough throttle to cause the inside wheel to lose traction then you'd expect that power to be diverted to the outside wheel and therefore reduce understeer. Does this mean that AMS2 is behaving correctly and that some people don't understand how these things work? Is the behaviour too exaggerated in AMS2 and hence the comments? Please don't take this as criticism, just trying to understand the issue and the correct behaviour. By the way, don't just reply with "xyz sim does this differently", I'm only really interested in RL behaviour as I'm sure most sims have it wrong to some degree. Thanks Dave.
Different car layouts tend to react different, thats also the case in AMS2. But yes, applying more throttle, not full, can bring a lot of cars, particularly older RWD ones and most Porsches, aroundf much quicker. Currently, throttle and it's effect is worked on, we are waiting for an Update, since the current default throttle reaction curve is a bit bugged. In general, there are ways to change setups so cars tend to throttle oversteer less, or more, same as setups can make FWD cars lift off oversteer less, or more.
My testbed has been the 2019 Stock Car. And if you adjust the Ramp angle down to around 55 then it exhibits this behaviour. Do you think the throttle curve issue is related to the understeer "bug"? e.g. it's providing too much throttle opening and causing the LSD to increase turn-in.
This definitely works on a loose surface with a RWD rally car such as a Mk2 Escort. I guess the basic physics principle is the same on asphalt, but I agree, in AMS2 it is quite a noticeable effect and I've wondered myself how common this technique would be in higher power race cars.
I've heard f1 drivers in interviews talking about rotating the car with judicious use of power. Sounds feasable to me. Re rl- my sports car which is factory spec and road legal does it, but only in low speed regimes up to third depending on conditions. It's a bit un-nerving accelerating into an already sketchy situation though so it's not something I'd recommend irl. It feels very odd and I'd prefer to not arrive in the understeery problem to begin with. I've never done it without a safe area to recover if the car just speared straight on and only a fool would try it. A really nicely balanced car shouldn't require an overt application of power but can be balanced and rotated finely with power without too much issue. On summary I'd say it should be an aspect of performance that complements the package, not masks a problem with the package, and is power dependant.
When Lewis Hamilton was chasing Alonso at the Hungaroring, he was clearly using very high diff lock on power. He was deliberately power-oversteering in many corners to get an edge on the mechanical side, i think. (Because these things are useless with their aero close behind other cars) It was visible at some onboards. Especially in the last corner of the track, you were even able to somewhat see his on-power slip angle. (Of course it will punish tires more, but when a car allows for this kind of headroom, it's a beautiful thing of course. He really had to pull everything out of his sleeves, to catch Alonso, was entertaining to watch.)
