Quote from StableX :

you're in for a treat then!!!!!!

When you do, you can download all the custom tracks from our site HERE

I will definitely give it a go now that I have some free time waiting for the Daytona Prototype to be released

Quote from tristancliffe :

iRacing merely has passable FFB compared to real cars.

Which car and which build of iRacing did you test? I've tried out all the cars on the newest build and somewhat unfortunately the feel has ruined me for every other sim out there (except nKpro, haven't tried that yet). The rookie cars have the worst FFB in the sim. The rookie legends has weird fixed caster so the ffb stinks and the solstice has power steering which numbs the feedback. A properly set up advanced legends, skip barber, late model, and radical SR8 have the best FFB.

Quote from TomM :

Not quite. You can blip to raise the revs while passing from one gear to the next. I've done it like that on every sequential I've driven. It clearly is a timing thing but it can be done.

But that rev raise isn't isn't during "neutral" time on the gearbox is it? The revs come up with the ratio change, but it seems to me there'd be a spike in engine braking force as the revs come up.

I haven't driven a race car sequential, but on a motorcycle its very noticble and varys greatly by the rpm difference between the gears.

Example, clutchless downshift while crusing in town, 5k to 6k ish rpm - smooth as butter. Load the shift lever, blip the throttle and it snicks right into gear.

10k to 14k ish rpm clutchless downshift in the same manner - not pleasant as it takes a lot more time and force in the form of back torque to bring the revs up. I much prefer to use the clutch, and do a big old blip while I shift. Also helps that if I don't blip enough, the slipper clutch sorts it out

Quote from tristancliffe :

What the flip has that got anything to do with it? You think I've not spent a couple of hours in an RX-8? You think I don't know anything about Wankels at all? If there was no drop in power then why would that be the rev limit? They'd make the engine capable of revving more and more. Get a dyno trace of an RX-8 and you'll see the power and torque drop off with rpm.

As for vibration, you shouldn't be using that as a shift point in either engine type, as it's got nothing to do with it at all.

So please, don't patronise me until you can hold a technical conversation with engines and performance dynamics with me, rather than the usual spam posts you come up with?

There is a barely perceptible power drop. My point is just that rotaries rev quickly and effortlessly so its easy to bang into the limiter.

Vibration is also a subconcious indicator of shift point for people who aren't paying attention to thier shifts. I'm not saying this beep is a necessity by any means. Mazda put it in there for your average driver... someone who might not be used to the characteristics of a rotary or not expecting it. Its an idiot buzzer. Enthusiats wouldn't need it and they could shift on sound and would be more receptive to a drop in the HP curve.

Sorry for the OT... I just like people to have the facts straight when it comes to my favorite engine

(BTW yes i know, there are PLENTY of drawbacks to a rotary... i'm not saying its all that great of an engine. I just like it cuz its different and neato)

Last edited by fizzer, Tue, 30 Jan 2007 17:47.

Quote from kiss me :

i saw this on tv today, for young people who liked to rev their rx7(old model) etc... they made a buzzer to warn u when ur pimperish revving

i dunno why this addon,but it could be usefull i think

As an RX-8 driver I just have to correct this

The 7s and 8s have a shift warning sound becuase unlike piston engines, you don't get vibration or a loss of power at high rpm to know when to shift, also the engine note on the stock exhaust is hard to distinguish at high RPM. 2nd gen and onward Rx-7s have rev limiters, but its very easy to bang into it... hence the sound.

There's a new network card on the market that claims to lower latency for online gaming: http://www.killernic.com/KillerNic/

Good idea in theory it seems. Reviewers have had mixed results. Most of the reviews center around FPS games.

I'm thinking that if the concept works, multiplayer online racing would benefit greatly from this technology. So, my question is, who has 250USD burning a hole in thier pocket and wants to get one of these to test with LFS?

Quote from Mlod :

Its possible to drift going into T1 in BF under braking and drift throught the corner and dont lose time

Lol, if you're doing that in lfs and not losing time, then you're not going fast enough in the first place

F1 cars can drift all you want, they don't because its risky and slow.

Check under options->controllers->axis/ff There's an option for FF device, 1 or 2 i believe. I bet with the new controller there's a different device ID and the FF is going somewhere else. For whatever reason, you can have the inputs coming from one device, but the FF going to a different one.

I just got a DFP and had a similar issue, what clued me in was that i went to turn and my rumble pad started a rumblin'

Quote from colcob :

The rates given in LFS are all wheel rates as far as we know, so this shouldnt be an issue.

Ok, so a 120 kN/m "spring" is really a 120 kN/m rate as it acts on the wheel, cool. I'm guessing then that the suspension geometries in lfs are linear with regards to motion ratio then. IRL, some suspensions have progressive or digressive ratios, which would make things complicated :eek:

Forgive me if this has already been discussed, but I just started looking into this spring frequency calculation stuff and stumbled upon something interesting. The formulas I've seen all discuss spring rate. However, shouldn't wheel rate be more important? I.e the wheel rate is the spring rate multiplied by the motion ratio. Since spring compression is usually at an angle relative to the motion of the wheel, the ideal spring rate will be higher than the ideal wheel rate.

Perhaps that is why RL rates seem to be lower than lfs? The RL values might be frequency related to wheel rate while the lfs calculators have been calcuating frequency based on spring rate alone? Here's a link to a page that gives formulas for calculating wheel rate based on suspension geometry: http://www.swayaway.com/Suspension%20Worksheet.htm
Any thoughts?