Physic discussion thread

Yes you are correct in that using a word like locked with a geared LSD is probably wrong. But the rear axle is in fact practically locked according to telemetry .

So whatever part or combination in the driveline is causing the lock end result needs to be looked at. I think at this point it’s best if I don’t jump to conclusions by blaming the diff code. But from a setup point of view the diff is still definitely locked when turning and affecting car dynamics.

Crimson said the rest better, I just wanted to address my use of ”lock”.

 

Definitely. Honestly geared is still a big mystery to me. I've seen the detailed 3D animation video on Youtube explaining it, but I just can't wrap my head around it from a setup point of view . All I know is that I would get the same dynamics with a spool right now (or in .0 anyway).

Yep I noticed that there was a misunderstanding. I've dealt with wheel speeds all along as a basic way to know what the actual differential setup is. Tho it's an interesting idea to compare the two wheel graphs. If I'm turning in, but the rear wheel speeds are identical, should it show up on the wheel slip graph instead? Unless I'm misunderstanding what wheel slip means here.

 

Geared LSD is also known for not working (or it practically becomes an open diff) when one side is in the air. Is there a nice loading dock somewhere in AMS2 where we can test this ? Like the grass-tarmac unlocking test, but for geared LSD.

 

Like night and day, thank you. Seems this car could use an update in the default setup.

 

With throttle mapping having seen some updates, I thought the McLaren F1 LT throttle response now feels really immediate. AMS2 hasn't felt so sensitive before and I like it. Or then it's placebo...

It almost feels like there's more going on than just the throttle pedal being sensitive. It feels sharper. Does the ported AMS1 throttle logic actually change throttle response timing per car as well? So not just mapping throttle position to torque at given RPM, but also how quickly the engine responds. I understand that this would be the ultimate goal especially when dealing with reasonably performant NA engines, turbo cars and really really high performance NA monsters like the McLaren's V12.

Aside: I drove the latest Fiesta ST for a weekend two years ago. Lets say my pants were too big for that bucket-y seat so I couldn't actually live with one . The warm hatch version with "only" 140 horses is quick enough to be fun, but I now know from experience how much the ST's throttle response changes things. Just another fun aspect of a car that is never shown on paper...

 

So, what do you physics experts say now? Where is the game physics at this point?

 

The low-speed tyre damping fix feels like it has made a big difference in many of the cars. They just feel more controllable at low speeds, less bouncing, more responsive on turn-in. Or maybe it's just a placebo effect.

 

We share the same placebo effect then

 

I know this is a post from January, so apologies if this has long been resolved. Here goes...

They could do this with the geared diff. I think it acts much closer to how a clutched diff should act in this game than the clutched diff does. This is a very unpopular opinion because I think people care more about the label something has being authentic than the feel it has. They will take a faithful 3d model of a 911 that has the physics of a Corvette over a bad model of a Corvette that has an impossibly brilliant, accurate model of 911 physics. I'm probably not even much better about this than the rest of us.

Street cars typically have geared diffs or non (or barely) adjustable clutch diffs. The clutch diffs with ramps/clutches are race car items. If you have a common enough differential that is used in racing (like, say, a Ford 9") you can buy 1-way, 2-way, or 1.5-way diffs, or just regular adjustable ramp and clutch type diffs and use it in a street car, however. The number of "ways" is a crude way of referencing ramp angles. Clutch diffs are, by far, the most ubiquitous type of diff for racing cars, though, due to their extreme adjustability and flexibility. It is worth getting these correct.

 

Agreed here, from flywheel back (retros) and also still engine lift off throttle lag imo. though its seems better on longer faster tracks this issues is still prominent on tracks with tighter corners.

Promising, though time marches on and related issues still pop up a fresh from newer members it seems.

If it it was possible to give a post's 2 ratings then I would have, I know you've had track time together!
Funny and informative.
@InfernalVortex good luck in Gen 1 tonight. I may look in later

 

I've noticed that you can't get away with gunning the throttle nearly all the time now, at least with some cars. They still feel a bit too forgiving, though. I was using the V12 earlier. But that's one in particular that should really be more of a handful that it is. All the drivers from that era said the cars were difficult to master, because they only had one off-season to design them without driver aids.

 

V.1.1.2.5
Opala Old Stock Race with physics Super Truck (AMS1)?