I'm sorry mate, but the hard racing tyres are closer to reality IMHO.
I wish for you not to talk about your times on racing softs in this thread, just post your times on the setup that i recommended(racing hards).
I don't understand how you claim to know the exact tyres compounds formula one have compared to GT5's.
But from the analysis i have done the racing hard's have a far more accurate apex speed.
Please don't post your video in this thread.
This is a thread for people to time trial the F10 and F2007 as stated in 1st post.
Now everyone is welcome to post times!!
State:
-F10 or F2007
-Track
-Time
Slicks are soft racing lol
Since 2009 it's been slicks
Your going back to rb3 times
It's now rb6
Watch this and see what I mean
http://www.youtube.com/watch?v=SwOFu8gB_y4
A modern Formula One car is a technical masterpiece. But considering the development effort invested in aerodynamics, composite construction and engines it is easy to forget that tyres are still a race car’s biggest single performance variable.
Traditionally, an average car with good tyres could do well, even very well, but with bad tyres even the very best car did not stand a chance. The move to a single tyre supplier in 2007 altered that equation somewhat, but, even now, optimizing the car-tyre balance is something of a black art.
Despite some genuine technical crossover, race tyres and road tyres are - at best - distant cousins. An ordinary car tyre is made with heavy steel-belted radial plies and designed for durability - typically a life of 16,000 kilometres or more (10,000 miles). A Formula One tyre is designed to last for, at most, 200 kilometres and - like everything else on a the car - is constructed to be as light and
strong as possible. That means an underlying nylon and polyester structure in a complicated weave pattern designed to withstand far larger forces than road car tyres. In Formula One racing that means anything up to a tonne of downforce, 4g lateral loadings and 5g longitudinal loadings.
The racing tyre is constructed from very soft rubber compounds which offer the best possible grip against the texture of the racetrack, but wear very quickly in the process. If you look at a typical track you will see that, just off the racing line, a large amount of rubber debris gathers (known to the drivers as 'marbles'). All racing tyres work best at relatively high temperatures. For example, the dry
'grooved' tyres used up until very recently were typically designed to function at between 90 degrees Celsius and 110 degrees Celsius.
The development of the racing tyre came of age with the appearance of 'slick' tyres in the 1960s. Teams and tyre makers realised that, by omitting a tread pattern on dry weather tyres, the surface area of rubber in contact with the road could be maximised. Formula One cars ran with slicks until the 1998 rule changes came into effect, and new tyre standards were introduced in an attempt to improve the spectacle of Formula One racing by reducing cornering speeds.
This led to the familiar sight of 'grooved' tyres, the regulations specifying that all tyres had to have four continuous longitudinal grooves at least 2.5 mm deep and spaced 50mm apart. These changes created several new challenges for the tyre manufacturers - most notably ensuring the grooves' integrity, which in turn limited the softness of rubber compounds that could be used.
Coming up to date, the 2009 season brought the much-welcomed return to slick tyres, following the FIA’s decision to limit aerodynamics rather than rubber as a way of keeping cornering speeds under control.
The 'softness' or 'hardness' of rubber compounds is varied for each race according to the known
characteristics of the track. Two different compounds are available to each team at every Grand Prix weekend, and every driver must make use of both specifications during the race. The actual softness of the tyre rubber is varied by changes in the proportions of ingredients added to the rubber, of which the three main ones are carbon, sulphur and oil. Generally speaking, the more oil in a tyre, the softer it will be.
Intermediate and wet-weather tyres have full tread patterns, necessary to expel standing water when racing in the wet. One of the worst possible situations for a race driver remains 'aquaplaning' - the condition when a film of water builds up between the tyre and the road, meaning that the car is effectively floating. This leads to vastly reduced levels of grip. The tread patterns of modern racing tyres are mathematically designed to scrub the maximum amount of water possible from the track surface to ensure the best possible contact between the rubber and the track.
Formula One tyres are normally filled with a special, nitrogen-rich air mixture, designed to minimise variations in tyre pressure with temperature. The mixture also retains the pressure longer than
normal air would.
So basically
If your planning on putting up online races or lap times
Let the driver choose what slicks he wants to use
Basicly slicks can be either hard or soft
If you read the FIA information at the top
It's equivalent to any racing tyre in GT5 that's why they don't last long if you read the FIA information
So it's better to have tyres that the driver can feel best for on a certain track
Usually in F1 high speed tracks are hards and low speed tracks are soft
Things have changed buddy
If you want more information about what they use on certain tracks within a season
Read more at
http://www.f1pulse.com/schumster/fo...ter_insights20090307_13/insights_article.aspx
Lol no offense but
Never say it's just hards just because "your data analysis" says so
Soft compound slicks are used more in formula 1
There are many aspects that make a car faster with either soft or hard on certain tracks or corners
So again i recommend if you make f1 online racing events or lap board
Let the driver have his preference open
I am sorry if I'm trying to bug you
I'm just saying the facts because you were neglecting what I did and said
Id love to race with you online
Add me reventon10
