Blimey, this forum is on drugs this afternoon.
They call them Gasometers where I come from.
That is all.
They call them Gasometers where I come from.
That is all.
I bought my DFP from Dark Planets and they were brilliant. They actually seem to have real people who answer your e-mails within about 10 minutes.
Got the wheel in a day or two as well.
Got the wheel in a day or two as well.
Again. none of that is in outsim. The outsim packet spec is at the bottom of the readme file in your LFS folder if memory serves.
Its basically designed to provide data for motion simulators, so it just includes basic position/rotation/velocity stuff.
However, I definitely think it would be good to include the gauges and gears in that so that people who want to build full on cockpits can get the info.
Its basically designed to provide data for motion simulators, so it just includes basic position/rotation/velocity stuff.
However, I definitely think it would be good to include the gauges and gears in that so that people who want to build full on cockpits can get the info.
Nah, if asked before about getting live telemetry added to the outsim spec but didnt get a response. I think there couold be an issue with cheating though.
Imagine there was real-time telemetry output, it would be perfectly possible to write an external traction control, abs and auto-countersteer program that hooked into your controller and corrected your mistakes. The LFS equivalent of an aimbot.
Imagine there was real-time telemetry output, it would be perfectly possible to write an external traction control, abs and auto-countersteer program that hooked into your controller and corrected your mistakes. The LFS equivalent of an aimbot.
Anyone who thinks this move was on, should go back to that GPL driving advice page and read up on the 'false overlap' phenomenon. He had only just acheived a slight overlap by the apex, which means he was nowhere near at the turn in point.
And maybe I'm just being daft, but I thought the standard way to approach a right hand bend was by staying to the left until the turn in point.
Watching it over a few times, it looks like the blue car was aiming for a late apex to get a good run onto the following straight. The white car was taking such an early turn-in point and early apex, there was no chance that he wouldnt hit the other car on the way out of the corner.
And maybe I'm just being daft, but I thought the standard way to approach a right hand bend was by staying to the left until the turn in point.
Watching it over a few times, it looks like the blue car was aiming for a late apex to get a good run onto the following straight. The white car was taking such an early turn-in point and early apex, there was no chance that he wouldnt hit the other car on the way out of the corner.
Last edited by colcob, .
Yeah, sorry I was having a bit of a sarcasm overdose, I blame all that coffee.
Still, a good rule for internet forums is to be clear otherwise people will misinterpret you. If he'd have spent an extra minute asking for advice about his driving, I'm sure people would have been much less harsh.
Likedy-so:
Erm. Wow. You drove the car round the track. You recorded it and put it on the internet so that the whole world could see. You posted on a forum to tell people to go and watch. You asked people to tell you how great you are.
You're great. The greatest ever. 10 out of 10. 5 stars. 96%...
You're great. The greatest ever. 10 out of 10. 5 stars. 96%...
Glad to be of assistance.
Basically, there is an arbitrary model origin for each car, the height of which we'll call k. The actual value in the setup file is k-suspensionTravel.
So if your k = 0.35 and you want your suspension travel to be 0.15, you enter 0.2 in the text entry field.
In S1, the way to calculate k for each car was just to keep entering something in the text box until you get a valid value, then just add together what you typed in and the value thats displayed. Ie. suspensionTravel+textInput = k.
For S2, you cant text enter values, so you'll have to keep hex-editing the .set file instead.
Attached is a little spreadsheet I did for S1 which demonstrates the principle, although I would re-check the values of k for the S1 cars as the model origins may have changed in S2.
Basically, there is an arbitrary model origin for each car, the height of which we'll call k. The actual value in the setup file is k-suspensionTravel.
So if your k = 0.35 and you want your suspension travel to be 0.15, you enter 0.2 in the text entry field.
In S1, the way to calculate k for each car was just to keep entering something in the text box until you get a valid value, then just add together what you typed in and the value thats displayed. Ie. suspensionTravel+textInput = k.
For S2, you cant text enter values, so you'll have to keep hex-editing the .set file instead.
Attached is a little spreadsheet I did for S1 which demonstrates the principle, although I would re-check the values of k for the S1 cars as the model origins may have changed in S2.
Yeah, with tires there is really never a time when static friction is acting. So what you are feeling is not the transition from dynamic to static friction, but simply the different amounts of dynamic friction you get under different dynamic circumstances.
And yeah, the slip ratio graph is basically the ratio of road speed to tyre surface speed. So you always get your optimum grip when the wheels are spinning slightly.
And yeah, the slip ratio graph is basically the ratio of road speed to tyre surface speed. So you always get your optimum grip when the wheels are spinning slightly.
Congratulations to all of you. Its an amazing thing having kids.
However, as lovely as working from home might be, in my experience your next project is going to be building a shed down the garden to put the office in so you can get a moments peace to think straight
However, as lovely as working from home might be, in my experience your next project is going to be building a shed down the garden to put the office in so you can get a moments peace to think straight
The software that comes with it catches any desktop applications and only maximises them to the current screen.
Note, I'm not a matrox employee or anything, I just read the technical page.
I think the point is that if you use any kind of graphics card based dual/triple head system, the computer sees them as separate monitors and it can be very difficult to get full screen directX applications to spread accross all monitors.
The beauty of this system is that windows just sees one big monitor and provided your game allows you to use any resolution that your system supports, it will work.
The beauty of this system is that windows just sees one big monitor and provided your game allows you to use any resolution that your system supports, it will work.
Slightly random thought. Todd has posted in the past, both here and on RSC, about the limitations in current tyre models when combining lateral and longitudinal grip.
If memory serves, its something to do with how if you have a lot of longitudinal slip, ie your using all your long. grip, current models give you less lateral grip than you'd have in real life.
Maybe. I cant quite remember what he said, but anyway supposing my paraphrase above is accurate, then it kind of makes sense that when you do a burnout in LFS (or many other sims) the tyre model doesnt give you any lateral grip and this increases the probability of the back end stepping out. Whereas in reality, even with a lot of longitundinal slip, you still get some lateral grip.
Blah, its just a theory, hopefully todd will come back and clear it all up
If memory serves, its something to do with how if you have a lot of longitudinal slip, ie your using all your long. grip, current models give you less lateral grip than you'd have in real life.
Maybe. I cant quite remember what he said, but anyway supposing my paraphrase above is accurate, then it kind of makes sense that when you do a burnout in LFS (or many other sims) the tyre model doesnt give you any lateral grip and this increases the probability of the back end stepping out. Whereas in reality, even with a lot of longitundinal slip, you still get some lateral grip.
Blah, its just a theory, hopefully todd will come back and clear it all up
There was a story in the news a few years back about how a bunch of 4 soldiers got in an MGF and decided to take for spin round a track they were stationed near without permission, at night, with no marshalls present, no roll-bar etc. They rolled it and managed to kill 1 or two of them.
Silly bastards.
Waaay off topic, but have you read the Baroque Trilogy by Niel Stephenson? Its the most extra-ordinary, epic, fictionalised account of the history of science. Its written by a science fiction writer and I think I learnt more about the history of science, economics, British culture etc. by reading it than I did in my entire time at school.
(not for the faint hearted though, 3 books with a total page count of about 3000)
Well maybe, but I dont see that the UFR behaviour is an issue really. If you take a FWD car with loads of power, huge forward weight distribution and short wheelbase, set it up for oversteer to counteract the natural understeer, then trail brake it into a corner, its going to want to swap ends. Just the nature of the beast really.
There may be some tyre or diff issues that contribute to the handling difficulty, but the characteristics of the car will remain.
There may be some tyre or diff issues that contribute to the handling difficulty, but the characteristics of the car will remain.
The UFR is a bit of a non-standard case. Because it has huge forward weight distribution, and an almost square wheel layout, it has very little directional stability. And under braking, you end up with hardly any load at all on the rear wheels, which makes it even worse.
So in the first season of ESL UK, I think most people ran with locked diffs, because this basically prevents the front end from rotating under braking. I really couldnt drive the clutchpack setups hard because it was just such work to keep them straight under braking.
I guess some preload might help during trail braking as you come off the brakes, but the the UFR is even a bitch to brake in a straight line with 80% coast locking, and preload wouldnt affect that much.
So in the first season of ESL UK, I think most people ran with locked diffs, because this basically prevents the front end from rotating under braking. I really couldnt drive the clutchpack setups hard because it was just such work to keep them straight under braking.
I guess some preload might help during trail braking as you come off the brakes, but the the UFR is even a bitch to brake in a straight line with 80% coast locking, and preload wouldnt affect that much.
Ooh, and here's the clincher folks
From wikipedia... Equivalence_principle
So y'know, if Einstein said that being accelerated and standing on earth are equivalent, perhaps we should all just accept it and get on with our lives
From wikipedia... Equivalence_principle
So y'know, if Einstein said that being accelerated and standing on earth are equivalent, perhaps we should all just accept it and get on with our lives
Wow, this thread is fun. I tend to the view that the fundamental essence of what gravity is isnt exactly germane to the discussion, but I think its NOT an acceleration that causes a force, but it is probably either a force that causes and acceleration, or even a field that causes a force that causes an acceleration, but whatever.
What we are talking about is perception, so I'm going to take issue with something the esteemed mr. Tseros said:
Okay then, try this one:
You are floating in space a billion miles from the nearest object of any mass.
THE NET SUM OF THE FORCES YOU FEEL IS ZERO
NADA
ZIP
NULL
0
you are NOT ACCELERATING.
you are NOT MOVING.
you are NOT EXPERIENCING ACCELERATION.
your VELOCITY IS VECTOR 0
your ACCELERATION is ZERO
a=f/m =0 since f_total on you is ZERO
Now are you telling me that a human being with their eyes shut cant tell the difference between sitting on a chair and floating in space?
You seem to believe that a human being is a point object of infintestimal size. The net sum of forces when sitting in a chair is zero, but the force diagram is of a big reaction force poking us up the ass, and then trillions of little downward forces on every particle of our body setting up moments and shears in our muscles, bones, nerve ending etc. all of which are sensed by us.
So the way force dymanics et al work is to just use the 1g force provided by gravity to set up a body force diagram very similar to that experienced during the events being simulated. I cant really understand what all the confusion is about to be honest.
What we are talking about is perception, so I'm going to take issue with something the esteemed mr. Tseros said:
Okay then, try this one:
You are floating in space a billion miles from the nearest object of any mass.
THE NET SUM OF THE FORCES YOU FEEL IS ZERO
NADA
ZIP
NULL
0
you are NOT ACCELERATING.
you are NOT MOVING.
you are NOT EXPERIENCING ACCELERATION.
your VELOCITY IS VECTOR 0
your ACCELERATION is ZERO
a=f/m =0 since f_total on you is ZERO
Now are you telling me that a human being with their eyes shut cant tell the difference between sitting on a chair and floating in space?
You seem to believe that a human being is a point object of infintestimal size. The net sum of forces when sitting in a chair is zero, but the force diagram is of a big reaction force poking us up the ass, and then trillions of little downward forces on every particle of our body setting up moments and shears in our muscles, bones, nerve ending etc. all of which are sensed by us.
So the way force dymanics et al work is to just use the 1g force provided by gravity to set up a body force diagram very similar to that experienced during the events being simulated. I cant really understand what all the confusion is about to be honest.
Well unless you have a lot of time to spare, you cant really hope to be super competitive on all the combos, all the time.
But then you dont really need to. As long as you know the popular cars well and the popular tracks well, you'll be fine.
And to be honest, I think once you have a good base, its not that hard to get up to speed on a new combo if you need to for a race. If you want to spread out a bit I find its always good to stick with a car you know well and try some new circuits, or go to a circuit you know well and try some new cars. Inevitably if you think 'ooh lets have some variety' and try and drive RAC round kyoto long reversed it just gets frustrating.
But then you dont really need to. As long as you know the popular cars well and the popular tracks well, you'll be fine.
And to be honest, I think once you have a good base, its not that hard to get up to speed on a new combo if you need to for a race. If you want to spread out a bit I find its always good to stick with a car you know well and try some new circuits, or go to a circuit you know well and try some new cars. Inevitably if you think 'ooh lets have some variety' and try and drive RAC round kyoto long reversed it just gets frustrating.
Its probably the inside driven wheel dragging or locking but not actually screeching, which will pull the RPM down through the diff.
If you imagine that the engine RPM is the average of the speeds of the two driven wheels (factored my the gear ratio obviously), if one of them locks or near locks, the engine speed will drop.
It probably only seems wierd because of the apparent audio bug that means driven wheels sometimes dont screech when locked up.
It wouldn't happen with a locked diff because you cant just lock one wheel and you'd have to have a really bad setup to lock both rears under trail braking.
If you imagine that the engine RPM is the average of the speeds of the two driven wheels (factored my the gear ratio obviously), if one of them locks or near locks, the engine speed will drop.
It probably only seems wierd because of the apparent audio bug that means driven wheels sometimes dont screech when locked up.
It wouldn't happen with a locked diff because you cant just lock one wheel and you'd have to have a really bad setup to lock both rears under trail braking.
I've not had the rears blowout, but I have had the strange experience when you have some kind of violence happen to the car, and it feels all wierd through the FFB but no damage is showing on the F10 view. I've always assumed that it was actually the wheel itself going slightly out out kilter as a result of being flung around by me and the FF motor.
Yeah, I'd agree with Todd that this isnt likely to be the biggest factor in the handling problems. Firstly because preload is a secondary factor in the behavour of clutchpack diffs*, secondly because its mainly the road RWD road cars that have the oversteer problems which points to the road tyre modelling, and thirdly because Scawen himself said he was investigating the tyres and something about how they lose and regain grip.
That said, it cant do any harm to include the preload, its there for a reason. Certainly in GPL setups, the 'more clutches' approach is a bit easier for beginners.
So in other words, a lack of preload can contribute to making the car rotate more freely into the corners. Which is useful if you are a good driver, but can be difficult to handle if you're learning.
*Carroll Smith: “The most common misconception with these units is that the amount of preload on the clutch plates is a primary determining factor of the amount of lock up. It can be, but things are a lot better if it is not. The spreading force of the bevel gears is an order of magnitude greater than any conceivable preload"
That said, it cant do any harm to include the preload, its there for a reason. Certainly in GPL setups, the 'more clutches' approach is a bit easier for beginners.
So in other words, a lack of preload can contribute to making the car rotate more freely into the corners. Which is useful if you are a good driver, but can be difficult to handle if you're learning.
*Carroll Smith: “The most common misconception with these units is that the amount of preload on the clutch plates is a primary determining factor of the amount of lock up. It can be, but things are a lot better if it is not. The spreading force of the bevel gears is an order of magnitude greater than any conceivable preload"
Hmm, its interesting, I tend to think that the theory of slightly locking the unloaded inside rear under trail braking is the best one.
I wasnt suggesting that you weren't pushing hard in your testing, just that in my experience, I just dont drive as tidily in a race as I do in testing, even if I'm lapping quickly during testing. There might just be an accumulation of micro-errors that you dont notice while racing hard that add up to a flat spotted rear.
It would be worth posting the MPR if you have some webspace big enough for it.
I wasnt suggesting that you weren't pushing hard in your testing, just that in my experience, I just dont drive as tidily in a race as I do in testing, even if I'm lapping quickly during testing. There might just be an accumulation of micro-errors that you dont notice while racing hard that add up to a flat spotted rear.
It would be worth posting the MPR if you have some webspace big enough for it.
FGED GREDG RDFGDR GSFDG