Quote from JeffR :

Note that you can't change the overall force on the outer tires versus the inner tires with anti-roll bars. You can only change the distribution of forces between the front and rear. The total force on the outside tires is a function of cornerning force, center of gravity, and the distance between the tires from side to side (track), (and track camber).

Almost, but not quite. See my example above. The total force on the front tyres is a function of longitudal force, center of gravity, and the distance between the tires from front to back (wheelbase).

Quote from Bob Smith :

If so then surely weight transfer wouldn't be caused by the accelerative force (e.g. linear driving force - resistance forces) but each component affects weight distribution in it's own right due to work at a different vertical distance from the CoG height?

Any clarification there would be great.

Yeah, you're right, every force that acts on the car will transfer weight. So that would be accelerative forces, aero forces and also real mass transfer due to the movement of the CoG. This is also the reason why especially with aero cars you differentiate between low-speed handling and high-speed handling. It's just that when you talk about the effects of ARB's you don't mention aero forces to keep things simple. Which doesn't mean they're not significant of course. In fact it would be interesting to have a look at the forces view in LFS, once at a constant high speed and once at a constant low speed to see how much the aero forces do.

Quote from AleksejBASOwarrior :

How can wheel with bigger vertical load loose grip more rather than same wheel when have smaller tyre load?

Short answer: more vertical load on the outside wheel means less overall grip, not more. Reason: the outside wheel gains some grip but the inside loses more.

Long answer: see Todd's post.

Quote from bbman :

Yeah, you got it completely wrong...

low ARB = can take more load on the outer wheel = more grip but slower cornering
high ARB = can take less load on the outer wheel = less grip but more agile

Lowering ARB means that on that end of the car less weight is transfered from inside to outside. This means the outside wheel can take less load, the inside wheel can take more load and the overall grip on that end of the car increases. And more grip is the same thing as faster cornering.

Quote from Bob Smith :

About the loads, higher ARBs always reduce the difference in left and right loads when cornering, which helps increase grip (thanks to tyre load sensitivity).

I think you meant lower?

Quote from Bob Smith :

Stiffening just one ARB transfers more load to that end of the car (front or rear) when cornering...

No, ARB's can't influence the weight transfer between left and right or front and back. This is defined solely by CoG position, G-Force track and wheelbase. ARB's do influence the way the forces are distibuted, just not from front to back or from side to side.

Example:
LF 70 RF 170
LR 130 RR 230

can become
80 160
120 240

Note that in both cases the overall weight distribution is
left 200
right 400
front 240
back 360

You could look at it as diagonally transferring weight i.e. lf+rr changes by the same amount as rf+lr but in the opposite direction.

DISCLAIMER: all the above does not take physical movement of CoG due to roll and pitch into account.

Last edited by J.B., Thu 18 Jan 2007, 18:51.

Gunn: I never thought that copying a real livery was a simple task and I personally don't think there is anything wrong with doing so. I also don't in anyway condone taking and editing a skin and signing it as your own work. And I frankly have no idea about legality of using copyrighted logos etc.

All I was saying is that I often see people demanding credit for content that isn't 100% original when they didn't give any credit themselves. This is what I mean by double standard.

Or put this way: If every real world designer who would deserve some credit from skin makers were to come here and post his concerns, how messy would this forum be?

Last edited by J.B., Wed 17 Jan 2007, 17:56.

Quote from Bean0 :

Would your take on this be different if it was a 100% original skin ?

Big difference IMO. Because then there is nobody you could possibly have failed to credit.

Last edited by J.B., Wed 17 Jan 2007, 17:25.

If you make a skin based on a real car without giving credit to the designer of real car livery then why do you expect a different behavior from fellow LFSers?

This wierd kind of double standard that I have often seen on the net, not just in LFS, never fails to astound me. People feel entitled to use whatever they want to "create" content on the internet, but want to be credited all the time when people actually take this work that wasn't original in the first place.

Last edited by J.B., Wed 17 Jan 2007, 16:03.

Quote from deggis :

Regarding the quality this is from some VHS video? I've seen this clip in few documents (Too Fast To Race, World Greatest Rally Cars, The Evolution of Drift Angle - which is rally document, nothing to do with drifting) but it has been slightly shortened version in them. Too bad that practically there are no onboard videos from Group B era (or then there is but very rare ones?).

I don't know where it's from originally, I just found it on my HD and I think I've seen it on German TV before. Probably from a German VHS, yes. It's a shame the cameras were big and expensive in those days. I've taken a screen for ajp71:

Bah, he doesn't even have to declutch.
Footwork:
http://rapidshare.com/files/11981044/audi.avi.html

Car Are OK indeed!

Interesting question. After giving it some thought I've come to the conclusion that a noticeable amount of force damping in the brake hydraulics is not possible.

I'll try to explain: If you look at a spring and damper as a device with input force and output force then the output force always equals the input force (because of Newton's 3rd law) unless there is also an inertial force resulting from the moving mass of the system. This inertial force is the difference between the input and output force. Now since there are no large moving masses in the braking system and they hardly move anyway, there will never be much difference between the input (pedal) and output (brake) force. To damp the pedal force to a noticeable degree you would need to have more mass movement in the system.

But I think the important question is not how the pedal force relates to the brake pad force but how do the brake pads and tyres respond to the braking force. As we all know tyres, adhesion, friction etc. are still not very well understood so it's hard to make any assumptions but I think it's very probable that both pads and tyres have their very own "braking feel" caused by damping and other effects. I've heard more than once of teams changing their brake pad supplier because of a driver who preferred the feel of a certain brand.

So yes, I think the interaction between pedal force and actual braking force isn't completely straightforward but I don't think the damping is in the brake hydraulics.

Like you said Niels, real data recordings would be the only way to find out. While I do have some experience with data it isn't with a car that required heel and toeing so I can't tell you anything from that.

Ben, have you seen the calendar option yet? Maybe it can help you find a league to race in.

One tweak I like a lot (with DFP) is to set the force in the logitech driver to 110% or 115% instead of 100%. This makes the forces more linear around the center.

From the guy who wrote the logitech driver:

Quote :

there is a certain degree of non-linearity built into the firmware in order to improve performance; if left fully linear, the strength of the motor would cause a lot of oscillation in many games that use a closed-loop approach (read input, calculate physics, output forces), due to the loop times involved.

Going over 100% overrides this non-linearity.

http://www.wingmanteam.com/dis ... MondayDecember520051201pm

The market for affordable wheels is really quite simple these days. What you definately want is:

-metal main bearing (makes the wheel feel the same after 2 years as it did when new)
-optical sensor (no more spiking and other noise)

These two simple constraints already narrow the market down to two wheels, the DFP and the G25. Given that the DFP is dirt cheap there is not much to think about. In Germany you can get a new one for 58 GBP and a used one for about 40.

The Starforce loading procedure is the only thing that ever brought my old PC to freeze completely in 4 years of use. And no, you can't remove it, only emulate it, which doesn't really change anything.

I smoked quite heavily for about 10 years and haven't for over two years now.

Wasn't planned at all, I just decided to not buy a new pack after a night out with lots of smokes. I didn't put any pressure on myself either, I started with thinking maybe I'll just spend a day without a cigarette and then went on from there. I'd say say it took about four weeks until the craving died down to an acceptable level.

I did in fact read Alan Carr's book years ago when I didn't have any intention of quitting and the main idea that I had kept in my head was that if you actually concentrate on your cigarette while you are smoking it you will realize that you don't really enjoy smoking even half as much as your cravings were trying to tell you before you lit it up. This is true and I think knowing this is an important help when trying to quit.

So that was the reason for the great disturbance in the force that I felt. As if hundreds of racers all cried out at once.

For the Record: I've had black-screens in patch V with a CRT, 6600 GT, 84.xx drivers. Sometimes I can fix it with shift-F4 or alt-tab but not always.

Was a problem with FOX too. All other cars probably need the banking to make the corners at top speed while FOX and MRT are too low powered to need the help from the banking.

Essential stuff IMO:
-diff lock preloading
-bump rubbers
-proper ride height measurements (instead of "motion range")
-replay rewinding
-proper starts

Quote from Woz :

Why do people keep saying other sims are more popular as all I see do not back this up.

Exactly. All this talk about LFS being the underdog of simracing and other sims being more popular ignore the fact that LFS has the most active racers of all sims. Sales is not the same thing as active racers and I haven't seen any hard statistics about sales of other sims anyway.

Here's another trailer: http://www.apple.com/trailers/ ... s/transformers_large.html

This one seems to confirm that the movie has little resemblance to the original storyline. IMO the movie should begin with the war on Cybertron, followed by the the Transformers spending millions of years "sleeping" beneath the earth and then being awakened by an earth quake.

Last edited by J.B., Sun 24 Dec 2006, 04:43.

Quote from KiDCoDEa :

but if u really want an answer beyond the lag explanation i once gave in a thread that got deleted, its like china and taiwan. one car wanna penetrate the other and sometimes forgets borders. why? because when they check borders they already crossed them! then fight begins. whoever reaches the sky wins.

Haha!

I don't trust Michael Bay to make the movie worthwhile. The cast doesn't even list Starscream.

Is there a way to switch off the gear whine? I don't like it at all and I'd like to compare the new engine sounds directly to the old ones without the whine overlayed. The whine sounds far too "electric" like some sort of kitchen appliance. Also I'm not sure it should be audiable from the cockpit of an open wheel car at all. Here's a video of an FF at Donington: http://video.google.com/videop ... 1&q=dawkins+donington

But good to see the sound is being developed. I hope the BF1 is a bug and the other things can be tweaked.

Quote from [RCG]Boosted :

so? who says u cant just plug in a card and deactivate the onbaord graphics? (what works )

Dell actually phsically remove the AGP port if you buy a PC with onboard graphics. Or so I heard.