TipTronic
...LSD are still a bit of a mystery to me.
Me, too.
I gathered up this LSD info. I'm starting to get it a little bit:
Limited Slip Differential Guides
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From GTer on the GT By Numbers forum:
Low accel side numbers will allow a driven tire with less traction to spin, usually the inside tire on a tight corner. Low accel side numbers on your LSD might attribute to wearing the rear tires down so quick, especially if one is wearing quicker than the other.
TCS will apply a brake at the wheel to keep it from spinning. It will affect acceleration greatly, depending on how easily the tire spins. With the LSD on full lock for the initial and accel side, as long as one tire has traction, the other tire will not spin.
TCS controls each individual wheel, whereas LSD controls the wheels in relation to each other (this all applies to driven wheels). TCS does not work until a tire starts spinning, and LSD works all the time, but will not control spin unless one tire has traction.
If you have a car with no limited slip, but traction control, and stop it with one tire on ice, and the other on perfectly dry pavement, then hit the throttle, the brake is applied on the tire over the ice, limiting wheelspin. The TCS will slow that wheel down to the point that it rotates within an acceptable percentage for the speed of the vehicle. If the car has an open differential, it may take a while to accelerate.
With LSD, if the setting is at full lock, the tire over ice can spin no faster than the tire over the pavement. Different settings of the initial and accel side will give you different percentages of slip between the tires (accel setting), and at different times (initial setting).
A car with no LSD (open differential) or TCS at all will of course, just sit there, as the tire over the ice just spins and no power is applied to the tire with traction.
I like to use the 1.5 LSD for a car with street tires. With the slicks, I'll usually go to the Full Adj. LSD. If it's a high hp car on street tires, then I'll use the Adj. LSD there as well.
I only run the TCS at about 2 or 3, if I run it at all, on the Grp. C, GT-1, and F1 cars.
There are a few different versions of TCS out there. Some use braking at a particular wheel, some use the power drop (fly-by-wire systems especially), and some manufacturer's call it Traction Control, some call it Stability Management, etc.
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From "Spika's Tuning Guide" (
http://www.gameimporterz.com/GT3/GT3Tuning.htm )
Limited Slip Differential Explanation
LSD Initial - Soft to Hard:
Think of this setting as the overall "power" of both the Accel and Decel parts of the unit. It seems to effect the speed at which the Accel and Decel portions engage. When set hard, the car "jumps" out of corners and reacts very quickly, instantly making the adjustments noted above. At a softer setting, it engages smoother (but slower). In fact, when set very low, it's almost like turning the whole system off.
LSD Accel - Soft to Hard:
The softer you set it, the more the tires spin independently of each other as you apply the gas. For example, when turning left and powering out of a corner, the inside tire (the left one in this example) turns slower than the right one (under normal conditions). This is because the right tire has to cover more distance than the left one. If you try to accelerate in this situation the left tire spins as it tries to "catch-up" to the right tire's rotation speed. However if you set the LSD to a harder setting it attempts to keep both tires turning at the same rate. The result is less tire spin which sounds like a good thing (at first thought). However, it's a trade off - you gain more control over the car, but it turns slower (and develops some "push" or understeer) due to the fact that both tires now turn at the same rate. This makes the car want to go in a nice straight line with little tire smoke, but a straight line often leads you into a wall or off the track. I turn the darn thing way down.
LSD Decel - Soft to Hard:
This does the same thing as the accel setting, but it effects the car under braking, of course. As the car slows with this set to hard, both tires slow at the same speed. The advantage is that the car does not spin out, but the direct disadvantage is that now you have to "wait" for both tires to slow down to the correct speed before making the turn. Once again, for my driving style (and the del Sol LM at least) this sucks big time. I want the tires to break loose under braking since this forces the car sideways and then you can cut a sharper angle into the turn. Of course you're on the edge of control and can spin out at any second, but that makes it more fun, I think.
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From "GasMan's Tuning Guide" on Gran Turismo By Numbers (
http://www.granturismobynumbers.com/ubb/Forum30/HTML/000011.html#lsd )
Limited Slip Differentials:
LSD helps the car when pulling away and during cornering. It does this by making sure that the driven wheels both rotate at the same speed. Without an LSD turn in too fast to a tight bend and you will spin the inside wheel through loss of traction, which ultimately scrubs speed and time when you exit the bend. Alternatively the LSD will help the car to corner as well. However by making the near side wheel turn slower than the offside wheel when cornering you will hook the car round to the right meaning that you can enter the right hand bends at a faster speed than without the LSD. Really it's a compromise on the type of circuit your racing at whether it consists of mostly left or right hand bends.
LSD Initial:
This purely dictates how much the values stiffen or loosen the differentials. A higher setting will maximise the biggest acceleration and deceleration values and a lower setting will have the reverse effect.
LSD Acceleration:
A lower setting will mean the wheels spin more independently of each other and a higher value tightens up both wheels which will increase the grip especially when you pull away. Also, by delivering the same amount of power to each driven wheel when pulling away you will help the car to pull off in a straight line and reduce any torque steer (the effect of the car pulling to the left or right under acceleration depending on which of the driven wheels has more power).
LSD Deceleration:
This is the complete opposite of the Acceleration settings and will help the control and turn in of the car under braking. A higher setting will tighten both wheels up delivering the same amount of power to each. The result of a higher setting will be that the car will now have more turn in force and will decrease the chance of spinning. However set the gearbox differential up too tight and on a rear or front drive car you will cause understeer because the back will want to push the front on mid corner.
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From GT Planet's On-Line Racing OLR Racing School (
https://www.gtplanet.net/forum/showthread.php?t=31997 ) -
This is for rear wheel drive (RWD) cars only:
"Initial" setting determines how quickly the lock comes in when power is applied to the axles.
"Acceleration" setting determines the balance of axle lock when power is applied. Too high a setting on the rear will induce oversteer exiting high-speed corners. Too high on the front will induce understeer exiting the same corners.
"Deceleration" setting will ensure both drive axles resist rotation equally. It is most effective in controlling high torque, rear wheel drive cars when entering a tight corner from high speed.
entering low-speed corners:
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Problem: Understeer
Solution:
Initial: low
Accel: --
Decel: low
Problem: Oversteer
Solution:
Initial: high
Accel: --
Decel: high
exiting low-speed corners:
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Problem: Understeer
Solution:
Initial: low
Accel: low
Decel: --
Problem: Oversteer
Solution:
Initial: high
Accel: high
Decel: --
entering med/high-speed corners:
---------------------------------------
Problem: Understeer
Solution:
Initial: low
Accel: --
Decel: slightly low
Problem: Oversteer
Solution:
Initial: high
Accel: --
Decel: slightly high
exiting med/high speed corners:
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Problem: Understeer
Solution:
Initial: low
Accel: slightly low
Decel: --
Problem: Oversteer
Solution:
Initial: high
Accel: slightly high
Decel: --
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