By more grip, I mean, more grip when hot.
I think the tires gain/lose too much grip from load changes.
The XRG can pull nearly 1.00g lateral sustained, with "normal" tires, front tire width of ~180mm. "Eco" tires good for 0.9g or less would be better for beginners, casual hotlapping, "my real car" experience, and drifting.
The fact the XRG/XRT have staggered tires, unheard of for production or race cars of their caliber, tells me they knew something wasn't right when they configured them.
LiveForSpeed's hybrid physical/sampled tires were/are ahead of their time. Their strengths are purity and well-roundedness, not realism. Like every sport that has crossed the world, driving is fun. If LFS can deliver that spirit with it's own flavor of intuitive depth hand-in-hand, I hope it can not help but be recognized.
LFS has not been dethroned as the "potentially" best drifting sim in over a decade. Unrealistic tire heat mechanics are still it's Achilles heel.
Anyone who's drifted an underpowered car knows, if you're not pinned, there's a harder entry, a cleaner line, a better-placed exit to find. The most fun to have in drifting is unleashing all available energy into the equation and channeling it with precision. Currently in LFS, after a handful of short AU1 laps, the fight for angle turns inside out. "Drifting" becomes a precarious balancing act around the front wheels, with constant threat of a snap spin, not unlike a FWD with food trays under the rears. It's not exciting. Please give us more grip.
Assetto FFB is baked. It's based on "tire aligning moment" which has no meaningful centering effect--only mechanical trail can do that. LFS FFB is based on mechanical trail (like it should be). It reacts to lateral deflection at the tire, but the tire deflection itself is not driving the FFB. I noticed this mostly after using LFS 0.6H, with NewTweakOrder, and different wheel widths/aspect ratios. Thinner tires and slightly wider wheels sharpen steering response considerably, making soft suspension setups more manageable.
iRacing, AFAIK, also uses mechanical trail for it's FFB. I haven't played it so I don't know if you can feel the tire deforming.
LFS has always had the most honest, natural, cohesive physics of any game/sim! They are undeniably it's strongest suit.
I will welcome improved graphics. I will more readily welcome further refined tire physics/FFB.
P.S. I'd rather see higher-poly versions of the current cars before new shadows or track improvements. That's the only superficial complaint I could make, except the 100hz physics that causes stuttering on 60hz monitors. I have a monitor that will underclock to 50hz currently, making it a non-issue, for me.
A better fix would be for the brakes to release as soon as the gas is applied after the pistop. I have been stuck in a pitbox a couple times because the brakes were holding more torque than my clutch could deliver. It's a rare occurrence, though even successfully pushing through the brakes out of the pitbox generates unnecessary heat.
Provided the knee speed is matched to each car (maybe link it to springs; stiffer springs=less deflection so the knee should be lower?), a single high-speed compression digression ratio slider would about do the trick. Rebound can stay linear.
After reading about dampers and studying damper dyno sheets, and years of playing LFS, I realize where the XRT (and others) has/have let me down. The dampers are too soft to dampen driver inputs, or too stiff to absorb bumps. A well-tuned damper curve gives good damping at low shaft velocities, typically caused by driver inputs or gradual inclination changes. The curve tapers to a much shallower increase of n/s/mm, usually around 10 to 30 mm/s, giving stiffness equivalent to a much lower setting on a linear damper during for high shaft velocites, which are seen when running over curbs, abrupt surface inperfections, etc.
Offroaders are familiar with them as bypass dampers (in extreme applications, multi-bypass;position-dependent, staged circuits). They are common in mountain bike dampers, seen with dual compression adjustments. This is not a gimmick; I have a Manitou Mattoc fork with an adjustable bypass on top of the compression knob. To say the difference over the Rockshox forks I've had before is night-and-day would be an understatement.
Scawen? Are LFS dampers linear?
Do I need to buy LFS again with a less abrasive name for anyone to take me seriously?
I'm fairly certain the dampers in LFS are linear. If not, shame on me. If so, they should be digressive... And I understand the tyre physics have been "in progress" for almost a decade.. I also realize how important good dampers are to appreciating a good set of tyres.. and it would amplify the possibilities of dialed-in cars and competitive setups.. as well as fast street setups, stiff, comfortable setups good for cruising, which is a large portion of the current persistent userbase.. What do you think?