I did listen to it better (using headphones this time) and you're pretty much right. Sorry for the little OT all
The clutch seems to have a bit of travel before reaching the bite point as I would expect from a road car, in fact when he actually uses the clutch, the foot moves on to the pedal and the clutch is depressed just a little, before he actually gives the kick.
OTOH when he shifts without the clutch the left foot is kept on the rest, doesn't move at all then he can't be possibly feathering it, I would rather think he's revmatching but around 0:32 you can clearly see that his right foot doesn't back off one bit, he's flat out - like I would expect to see on a sequential with ignition cut.
Then again when he shifts using the clutch but without lifting (second shift from the start), you can clearly hear the engine isn't shooting up like you would expect in a car with a manual shifter.
But if the car had ignition cut, that would work only the driver was using the shift stick... or not?
OTOH when he shifts without the clutch the left foot is kept on the rest, doesn't move at all then he can't be possibly feathering it, I would rather think he's revmatching but around 0:32 you can clearly see that his right foot doesn't back off one bit, he's flat out - like I would expect to see on a sequential with ignition cut.
Then again when he shifts using the clutch but without lifting (second shift from the start), you can clearly hear the engine isn't shooting up like you would expect in a car with a manual shifter.
But if the car had ignition cut, that would work only the driver was using the shift stick... or not?
I stand corrected
Since the issue with displacement is resolved, I guess the main difference between the LX4 and the Megabusa would be the gearbox.IMO the styling on the XR* leaves little doubts: it's more linear rather than rounded as in the Porsche, and this clearly shows in the rear end.
The doors are completely different, too.
Since we are talking about this, can anybody explain the shifting technique? I'm pretty much confused by it: sometimes he depresses the clutch (while keeping the throttle down), sometimes he doesn't, sometimes he lifts before changing :Eyecrazy:
Very interesting thank you for linking this one
At 100$ every 2 years and considering the time value of money, it would be actually better to keep upgrading your pedals
Exactly my point, since they never manufactured a 1.9L flat 4, they cannot step in and say, "hey that's my engine" - not that the Impreza looked anything like the FXO, but since the side is strikingly similar to that of the Astra Coupe, I guess they wanted to play it safe.
I agree with you on this, though are a couple 'but's.
1) The ABS has been marketed with that stated aim, but then it has evolved over the last 30 years, I wouldn't be too surprised if current systems, especially on faster cars, were able to do better than the mythological skilled driver.
2) If the ABS fitted on most shopping carts were indeed able to break better than the skilled driver, are we sure the manufacturers would say this clearly?
For the sake of safety, I think they could decide to keep it to themselves as well.
And you find me a 1,900 cc 4-cyl boxer turbo?
I thought it obvious the fantasy cars in LFS can't have exactly the same design and specification of the real ones.
That would be more or less the same as putting on LFS a big glowing sign with "SUE ME" written on it
Last edited by NightShift, .
IIRC the smallest Honda engine which is able to manage 100 bhp/l, was a 1.6 with VTEC on both sides.
The LX4 weighs about 460 kg (vs 430 of the Megabusa in racing trim), I wonder whether a Hayabusa engine can cope with that mass without modifications (a bike is actually half of that) - it'd be hardly surprising -if in a car- peak power is exchanged for a bit more low-end torque.
Edit:
D15Z7: 1,493 cc, 128 bhp @ 7000, 142 Nm @ 5300.
LX4: 1.4L, 140 bhp @ 8200, 131 Nm @ 6900
Though you have a point - the latest Megabusa has far more power than the LX4.
The LX4 weighs about 460 kg (vs 430 of the Megabusa in racing trim), I wonder whether a Hayabusa engine can cope with that mass without modifications (a bike is actually half of that) - it'd be hardly surprising -if in a car- peak power is exchanged for a bit more low-end torque.
Edit:
D15Z7: 1,493 cc, 128 bhp @ 7000, 142 Nm @ 5300.
LX4: 1.4L, 140 bhp @ 8200, 131 Nm @ 6900
Though you have a point - the latest Megabusa has far more power than the LX4.
Last edited by NightShift, .
Well I also wonder if/when the issue with longitudal grip will be tackled.
Guess we'll have to wait for a long time before one of those question receives an answer
Guess we'll have to wait for a long time before one of those question receives an answer
140 bhp @ 8200 rpm on a 1.4 I4, what else it can be other than a motorcycle engine?
Looking at the side view of the XR*, the door is slanted towards the rear instead of mostly straight, and lacks the covers of the Supra. Also the front, popup headlights are angled instead of straight.
Isn't this one of those mechanical trail vs pneumatic trail thread? IIRC they usually end when someone point out PT is not yet in LFS
Because the engine is supposedly already warmed up 
There's a beta testing team already and apparently it wasn't enough this time.
To a certain extent I think it's inevitable the discussion tends to generate spinoffs... even if some are plain silly, like the one where every kid and his cat stole their grannies' cars to check if ABS worked in reverse
Personally I find much more irritating when the same bug is reported over and over again (LX4 wheel and disappearing rims anyone?), because it means they've never cared about the thread in the first place and just rush in as if if there was some prize or something for having reported the bug first (yeah you can bet on it)
Ok, ok, no more posts from me unless I find another bug
Last edited by NightShift, .
I rather think it could be made of butter as well.
IRL you can keep any road car still against a light descent just by playing with the clutch and throttle, often new licensed drivers lack the sensibility to keep the car barely over the idle and rev the engine close to 2000 rpm.
This has absolutely no short term consequences - but try it in LFS and tell me how much it takes before the clutch gets hot.
Well the clutch feels very different from reality, it's very easy to jump in a car you've never driven before and get it in motion without using the throttle but in LFS quite a bit of effort is needed even with the throttle.
I don't think it's only a feedback problem, the transition around the bite point is quite sharp, and maybe the torque curves are part of the problem too.
I refuse to mess with DXTweak, IMO it's a problem with LFS- I didn't notice any difference in Z9 vs Z anyway
I don't think it's only a feedback problem, the transition around the bite point is quite sharp, and maybe the torque curves are part of the problem too.
I refuse to mess with DXTweak, IMO it's a problem with LFS- I didn't notice any difference in Z9 vs Z anyway
Must have been one of those old 2-way converters - there's no way you can make a proper (3-way) cat work without a negative-feedback engine control system, which more or less mandates the use of solid state electronic ignition.
Thank you Vic
Well to spot flaws you need not only decent equipment (but nothing fancy, really), but paying close attention and drawing comparisons.
If you search a bit on the web you can find useful resources to learn what to pay attention to. If you use an ABX tool like the foobar2k plugin, you will then be able to check whether you really can't tell the difference or not.
I had a friend who couldn't tell simple flaws like clipping and distortion because most things he used to listen to were clipped and distorted - but he immediately became aware of them as soon as I made him take notice.
CBR is not really a good thing in mp3s because you are bound to produce evident artifacts on the hard-to-compress passages, and besides, CBR128 encondings usually have severely impaired dynamics (=the sound is dull, lacking the brilliance and liveliness of the original source).
CBR192 is a bit better, but an APS VBR encoding is not so different sizewise and is a definite improvement.
Well to spot flaws you need not only decent equipment (but nothing fancy, really), but paying close attention and drawing comparisons.
If you search a bit on the web you can find useful resources to learn what to pay attention to. If you use an ABX tool like the foobar2k plugin, you will then be able to check whether you really can't tell the difference or not.
I had a friend who couldn't tell simple flaws like clipping and distortion because most things he used to listen to were clipped and distorted - but he immediately became aware of them as soon as I made him take notice.
CBR is not really a good thing in mp3s because you are bound to produce evident artifacts on the hard-to-compress passages, and besides, CBR128 encondings usually have severely impaired dynamics (=the sound is dull, lacking the brilliance and liveliness of the original source).
CBR192 is a bit better, but an APS VBR encoding is not so different sizewise and is a definite improvement.
I think both you and Hyperactive have a point.
A considerable part of the unrealism found in sets is due to shortcomings in LFS itself. Those should be solved by introducing new code (e.g. checks on the ride height) and fixing in the physics model (easier said than done, one would say)
I'm still thinking some of the options now available should be removed but if server-side limitations can make everyone happy, preserving freedom of choice for those who like tampering and spec-racing for those occasions where it would be, I'm all for it.
I vote for FLAC and then anyone can choose to transcode to whatever format they like/use
You can't blame him for that
life is hard when you're a pet and there are kids around!It is also worth noting that most manufacturers explicitly forbid pushstarting cars with catalytic converters. That's supposedly because if unburnt gas reaches the cat, the surface may be poisoned.
FGED GREDG RDFGDR GSFDG