best way to combat lateral elevation change?

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HamXa

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hello experianced tuners

one of my favorite things about GT5 is the tuning system where it is a simple(hopefully easy to understand)yet very powerfull tool. but i think there are different ways to approach a tuning problem. and that's why i'm making this thread.

it's been long that i played this game in a trial and error tuning session but i guess it's fun to engage in conversation and learn from people more experianced than i. so here goes:

i have an issue that i'm facing. the premise let's assume is a high hp short wheel base car such as the AW111 MR2. where any setting you make in the front will have an effect on the rear.(we are talking less then 100 inch of wheelbase between the front and rear tires where most of the weight under braking is somewhere near the middle)

it appears where there are lateral elevation change. i.e side to side elevation. the example is the apex of turn 5 & 6 at Tsukuba in standard track configuration.

Tsukuba%2520Circuit_9.jpg

(courtesy of GTP's member Bri-Y)

http://en.wikipedia.org/wiki/File:Tsukuba-circuit.svg

i find myself full brake turn in left. reach the apex i have the insides full suspension travel while my outsides is bottoming out. accelerating out of the turn at this point will cause the car to plow outside of the track because there are basiclly no front end grip(inside front left with no weight on them)

i try to remedy this problem by increasing the rebound setting where the bottom out tire(s) is instructed to rebound aggressivley for optimum side to side level.

while it solves this problem the comprimise is i have too stiff of a car that loses stability over track curbs.

i also dont have the option of increasing front spring rate because i use CS/SH tires and they tend to favor some lateral roll.

the rears is another problem but lets focus on the fronts first.

what is your approach to this problem? knowing that the goal is a stable car that can take curbs pretty well and have some lateral roll.
 
Last edited:
I never thought that turn had much elevation change. Seems like Deep Forest or Trial Mountain or Nurburgring would be more significant to discuss?
 
HamXa
i try to remedy this problem by increasing the rebound setting where the bottom out tire(s) is instructed to rebound aggressivley for optimum side to side level.
Click to expand...
It's actually the other way round.
 
Motor City Hami
I never thought that turn had much elevation change. Seems like Deep Forest or Trial Mountain or Nurburgring would be more significant to discuss?
Click to expand...

yes what you say is true and i might have exaggerated the symptoms of a minor dip for the insides.

but even those can destroy a lap on a perfect scenario.

this would be a rear wheel drive car that hits the dip mid turn while trying to accelerate causing the wheels to lock-up as the differential reacts to the disturbance. this is evident on rear wheel drive cars with highly sensitive tires.

the other scenario would be high powered FWD where you are already asking too much from the front tire and the only way to save the racing line would be to take weight from the outside front and give it to the inside.

granted these are cars/setup which are selective to a flat surface.
 
these both cars are same weight, power. just different power delivery characteristics

AW111

{Suspension}

Ride Height: -2, 0
Spring Rate: 6.0, 3.8
Rebound: 4, 5
Bound: 3, 3
Anti-Roll: 1, 2

{Alignment}

Camber: 0.4, 0.4
Toe Angle: 0, 0.35

notes: loose setup(read hard to drive)

AW111 G-Limited Supercharged

{Suspension}

Ride Height: -2, -1
Spring Rate: 7.0, 4.0
Rebound: 5, 4
Bound: 2, 3
Anti-Roll: 1, 2

{Alignment}

Camber: 0.4, 0.4
Toe Angle: -0.02, 0.35

notes: stable/consistent car, fastest of the two by 0.2s
 

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