It makes sense now. LFS performs 100 steps of physical simulation per second. This doesn't match the display refresh rate of 75 Hz. Two frames are done after every physics step, then the third one after two physics steps.
I'll just post my current ('WIP') versions of both programs here, while there is some interest in them. The new RAFTyreExtract should not have the problem mentioned (just checked with over 12 MB RAF). It also works with all 4 wheels and hopefully is more correct then the previous version, though I still know how to improve it further. The new version of MultiDim has two little new features: dimension listing option and double-click centering.
The longitudinal force is not available in rFactor internals plugin API (http://forum.racesimcentral.co ... php?p=3150984#post3150984). Unless there is another source for it, you would have to try deriving it from lateral force, steering arm force and suspension/steering geometry, but pneumatic trail seems to be also necessary.
Did you try changing the FF strength setting? It seems it should influence the result of the experiments with the wheel catching the slides on its own. When the FF is not strong enough the wheel has problems overcoming its internal resistance and turning quickly enough to keep up. Obviously, this is more likely to happen with higher angle modes because the wheel has to rotate quicker in such cases.
I was thinking of building such a device and using components of a strong FF joystick. All its electronics could be used and the steering software (or rather a driver or a bridge between a racing sim and a device) would be just a DirectInput application.
There is also another component originating from the lateral force and the mechanical trail, which is usually the most significant one, because the mechanical trail is usually bigger then the pneumatic trail.
Maybe the open wheel cars in nKP have smaller mechanical trail values and the SAT component is more visible as a result?
The AI cars in rFactor and GTR2 use simplified physics simulation, therefore the AI algorithms may be simpler also. Both these things are less computationally intensive than in LFS, where the AI cars are fully simulated physically and the AI has to do the same steering that we do. The approaches of LFS and ISI engine are very different, so IMO their performance shouldn't be compared directly.
This is not true. It's a market and people evaluate what they get for their money and compare it with other options. The current LFS pricing scheme is what the developers wanted, obviously while staying within the market constraints.
Not the whole tyre but what he said is actually true for the front part of the contact patch when accelerating, which has smaller angular velocity than the wheel hub in that case. The video was probably meant as a popular lecture and obviously things are simplified, because being precise would take too much time.
When you brake in the straight line the ARBs don't generate any forces, because both wheels of the same axle have the same suspension deflection. In the other case (sideways stopping) the ARBs do work and their effect at every wheel is to make the suspension stiffer. Because the damping at every wheel is still the same, therefore the system becomes underdamped, which means longer oscillations at higher frequency.
The torques at the output shafts of the central differential would be equal (for open differential), but the torques delivered to front and rear wheels would be different. Isn't that what we really wanted?
You can achieve the same with additional gears (2:1 ratio for example) on one of the output shafts of the central differential or different final drive ratios of front and rear differentials. When driving in the straight line the front and rear wheels turn at the same speeds (approximately), therefore the output shafts of the central diff don't have the same speeds (the additional gears convert both torque and rotational speed), nothing unusual for a differential.
IMO all the differential settings available in LFS are possible mechanically.