FITT RUF Challenge

  • Thread starter shaunm80
  • 1,256 comments
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shaunm80
Just letting them know in advance what they are in for. :) I always thought this is how Porches were supposed to look when hooning around on the open track.. ;)
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An old porsche over-steering is usually what you see before it disappears arse first into the nearest ditch :lol:
(followed by some guy in golf attire getting out and berating his assistant on the phone)
 
lBt_33
I do want to see it, thanks for the sharing :D:D:cheers:
Click to expand...

I can post them here if you want :)

3.1 CLUTCH
Make: Porsche Assembly : 997 116 930 90
Type: Multi plate & central
release
Friction Plates: 997 116 931 90 EML
Intermed. Plates: 997 116 137 90 EML
No. of Plates: Three friction Pressure Plate: 997 116 131 90 EML
Basket: 997 116 932 90 EML
Actuation: Hydraulic

3.2 TRANSMISSION
Type: Manual Rear Wheel drive
Make: Porsche
Model: G97/60 with oil/water
heat exchanger
No. forward speeds: Six sequential
1 – 38/12 3.166:1 2 – 32/15 2.133:1 3 – 31/18 1.722:1
4 – 28/20 1.4:1 5 – 30/26 1.154:1 6 – 27/28 0.964:1

3.3 FINAL DRIVE
Diff. Make: Porsche Lock Ratio: 60/40% 996 332 083 9C
Wheel drive method: Hypoid crownwheel and pinion
Ratios: 8/32 4.00/1 950 302 911 80
Comments: Oil cooler and pump fitted as standard

13.5 The ramp angle of the differential lock is 32 degrees ± 17’ (acceleration) and 45 degrees ± 17’
(deceleration). The ramp angles are determined relative to the rotary axis (Appendix 3). The
resulting locking ratio in combination with the friction discs is 40/60%. The minimum locking
torque of the differential is reached whenever the torque value is 80 Nm – measured at the
gearbox driveshaft output flange. Falling short of the minimum value is not permissible at any
time during the event. The maximum locking torque of the differential is reached whenever the
torque value is 180 Nm – measured at the gearbox driveshaft output flange. Exceeding the
maximum value is not permissible at any time during the event.


I used 3.7 final to avoid bouncing rev limiter on the main straight.
 
Ridox2JZGTE
I can post them here if you want :)

3.1 CLUTCH
Make: Porsche Assembly : 997 116 930 90
Type: Multi plate & central
release
Friction Plates: 997 116 931 90 EML
Intermed. Plates: 997 116 137 90 EML
No. of Plates: Three friction Pressure Plate: 997 116 131 90 EML
Basket: 997 116 932 90 EML
Actuation: Hydraulic

3.2 TRANSMISSION
Type: Manual Rear Wheel drive
Make: Porsche
Model: G97/60 with oil/water
heat exchanger
No. forward speeds: Six sequential
1 – 38/12 3.166:1 2 – 32/15 2.133:1 3 – 31/18 1.722:1
4 – 28/20 1.4:1 5 – 30/26 1.154:1 6 – 27/28 0.964:1

3.3 FINAL DRIVE
Diff. Make: Porsche Lock Ratio: 60/40% 996 332 083 9C
Wheel drive method: Hypoid crownwheel and pinion
Ratios: 8/32 4.00/1 950 302 911 80
Comments: Oil cooler and pump fitted as standard

13.5 The ramp angle of the differential lock is 32 degrees ± 17’ (acceleration) and 45 degrees ± 17’
(deceleration). The ramp angles are determined relative to the rotary axis (Appendix 3). The
resulting locking ratio in combination with the friction discs is 40/60%. The minimum locking
torque of the differential is reached whenever the torque value is 80 Nm – measured at the
gearbox driveshaft output flange. Falling short of the minimum value is not permissible at any
time during the event. The maximum locking torque of the differential is reached whenever the
torque value is 180 Nm – measured at the gearbox driveshaft output flange. Exceeding the
maximum value is not permissible at any time during the event.


I used 3.7 final to avoid bouncing rev limiter on the main straight.
Click to expand...

How can you convert the ramp angle in degrees in the number ingame ?
 
Lionheart2113
I've seen you mention those %'s before and have always intended to ask... Does that mean...
Accel @ 60% = 60% of the available slider?
Decel is 40% of the available slider?
Click to expand...

Roughly, yes, but often I made slight adjustment to suit the car/tires. So for example, my RGT that I tested at Nurb GP/F had 11 initial, 36 accel and 24 braking. Works well for the tires and setup.
 
This is my final laptimes for this most undrivable RR car. I just 'force' to learn to control the very sensitive throttle/rpm of this beast to go fast. 1: 29 can be a consistent lap if you 'love' her. :lol:
IMG_20160113_051900.jpg
 
RUF BTR '
-
The Ruf BTR (Gruppe B Turbo RUF) is a sportscar built by Ruf Automobile of Germany starting 1983, based on the classic 1978-1989 Porsche 911, available in a narrow 911 or optional in a wide Turbo body configuration (the drag difference causing more than 12.5 mph (20 km/h) difference in top speed). It was powered by a 3.4 liter, flat-6 turbocharged engine, producing 480 N·m (350 lbf·ft) @ 4800 and 374 bhp (279 kW) @ 6000 rpm. It was coupled to a five-speed transmission, a six-speed transmission became available 1988 by request.

The Ruf BTR was the first car with Ruf VIN, construction of each vehicle began at the bare chassis level. About 20-30 were built this way, probably even more were converted from customer cars.

In 1984 a Ruf BTR won the "World's Fastest Cars" contest of the American car magazine Road & Track with a 10 mph (16 km/h) lead and also dominated the acceleration tests. It did 0-60 mph (97 km/h) in 4.7s, 0-100 mph (161 km/h) in 10.4s, 1⁄4 mile (402 m) in 13.3s reaching 110 mph (177 km/h) and managed a top speed of 186.2 mph (300 km/h). [2]

In Auto, Motor und Sport 22/1984 a Ruf BTR set a new 0-100 km/h acceleration record for production cars tested by the magazine. It did 0-100 km/h (62.1 mph) in 4.6 seconds, 0-200 km/h (124.3 mph) in 15.5 seconds and 0-1,000 m (0.62 mi) in 23.0 seconds.[
550 PP
578 HP
1,241 Kg
49 : 51 F/R Weight Distribution
3,366 cc
505 ft-lb
2,14 Power-to-weight ratio

Tires = Sports :Soft

SUSPENSION (Height-Adjustable,FullyCust...)
108 (F) / (R) 122
6,11 (F) / (R) 6,87
8 (F) D. Compression (R) 4
5 (F) D. Extension (R) 7
6 (F) Anti-Roll Bars (R) 2

Camber Angle (-)
1,1 (F) / (R) 0,5

Toe angle
-0,03 (F) / (R) 0,41

Trial_Mountain_Circuit_4.jpg

Rancing Brakes
3 (F) / (R) 0

TRANSMISSION (Fully Customizable Dog-Clutch)
reset
200 Km/h
1ª 3,395
2ª 2,490
3ª 2,042
4ª 1,728
5ª 1,453
6ª 1,232

Final Gear = 2,562

note: in changing transmission gears not pass the 7,000 spins.
Trial_Mountain_Circuit_2.jpg

LSD ( Fully Customizable Mechanical.../ Triple-Plate C Kit)
Inicial t. 6
Acc .S 6
Braking 6

POWER
100 %
Stage 3
Sports Computer
Racing Exhaust
Isometric Exhaust
Intake Tuning
Turbo kit (normal)

WEIGHT Redution (Satge 3 )

Ballast Weight = 191 Kg
Ballast Position = -47 %

-
in real life like this car already walked a fantastic 911. but in the game and very bad
. You have to keep an eye on the priest and another at Mass.:odd:
 
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xande1959
RUF BTR '
-
The Ruf BTR (Gruppe B Turbo RUF) is a sportscar built by Ruf Automobile of Germany starting 1983, based on the classic 1978-1989 Porsche 911, available in a narrow 911 or optional in a wide Turbo body configuration (the drag difference causing more than 12.5 mph (20 km/h) difference in top speed). It was powered by a 3.4 liter, flat-6 turbocharged engine, producing 480 N·m (350 lbf·ft) @ 4800 and 374 bhp (279 kW) @ 6000 rpm. It was coupled to a five-speed transmission, a six-speed transmission became available 1988 by request.

The Ruf BTR was the first car with Ruf VIN, construction of each vehicle began at the bare chassis level. About 20-30 were built this way, probably even more were converted from customer cars.

In 1984 a Ruf BTR won the "World's Fastest Cars" contest of the American car magazine Road & Track with a 10 mph (16 km/h) lead and also dominated the acceleration tests. It did 0-60 mph (97 km/h) in 4.7s, 0-100 mph (161 km/h) in 10.4s, 1⁄4 mile (402 m) in 13.3s reaching 110 mph (177 km/h) and managed a top speed of 186.2 mph (300 km/h). [2]

In Auto, Motor und Sport 22/1984 a Ruf BTR set a new 0-100 km/h acceleration record for production cars tested by the magazine. It did 0-100 km/h (62.1 mph) in 4.6 seconds, 0-200 km/h (124.3 mph) in 15.5 seconds and 0-1,000 m (0.62 mi) in 23.0 seconds.[
550 PP
578 HP
1,241 Kg
49 : 51 F/R Weight Distribution
3,366 cc
505 ft-lb
2,14 Power-to-weight ratio

Tires = Sports :Soft

SUSPENSION (Height-Adjustable,FullyCust...)
108 (F) / (R) 122
6,11 (F) / (R) 6,87
8 (F) D. Compression (R) 4
5 (F) D. Extension (R)
6 (F) Anti-Roll Bars (R) 2

Camber Angle (-)
1,1 (F) / (R) 0,5

Toe angle
-0,03 (F) / (R) 0,41

Trial_Mountain_Circuit_4.jpg

Rancing Brakes
3 (F) / (R) 0

TRANSMISSION (Fully Customizable Dog-Clutch)
reset
200 Km/h
1ª 3,395
2ª 2,490
3ª 2,042
4ª 1,728
5ª 1,453
6ª 1,232

Final Gear = 2,562

note: in changing transmission gears not pass the 7,000 spins.
Trial_Mountain_Circuit_2.jpg

LSD ( Fully Customizable Mechanical.../ Triple-Plate C Kit)
Inicial t. 6
Acc .S 6
Braking 6

POWER
100 %
Stage 3
Sports Computer
Racing Exhaust
Isometric Exhaust
Intake Tuning
Turbo kit (normal)

Ballast Weight = 191 Kg
Ballast Position = -47 %

-
in real life like this car already walked a fantastic 911. but in the game and very bad
. You have to keep an eye on the priest and another at Mass.:odd:
Click to expand...
Looks good to me. Tune is good to go. Nice choice of colour as well. I love that shade of blue on the RUFs.

Edit: You need to include weight reduction stage 3 in your notes to reach 550PP. :)
 
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:drool: choices choices, got the car stable, but needs load of throttle control due to tight gears, I can make it into a 4 gear and aleveiate that some but loose speed on the short straights but the overall laps are more consistant and fairly close to the tighter gears....:drool::drool::drool:
 
I was testing last night and the Yellow Bird was just sliding around, both front and rear. It was pretty balanced, but had no lateral grip. What to do next, I mean, it was balanced, so what to change to simply get more grip? I thought about testing soft vs. hard springs. I thought about testing soft vs. hard sway bars.

Then I opened the suspension settings and noticed that camber was turned on. 1.0 front and 1.0 rear. How did that happen? I turned camber to the full off position 0.0/0.0 and problem fixed. It is good to see that PD has left camber alone since fixing it in update version 1.09.
 
Motor City Hami
I was testing last night and the Yellow Bird was just sliding around, both front and rear. It was pretty balanced, but had no lateral grip. What to do next, I mean, it was balanced, so what to change to simply get more grip? I thought about testing soft vs. hard springs. I thought about testing soft vs. hard sway bars.

Then I opened the suspension settings and noticed that camber was turned on. 1.0 front and 1.0 rear. How did that happen? I turned camber to the full off position 0.0/0.0 and problem fixed. It is good to see that PD has left camber alone since fixing it in update version 1.09.
Click to expand...

PD aint done squat to the game physics after 1.09 and 0 camber cars from 1.02 on still work just fine. I know because I am still getting great results from 1.03 cars from a two years ago.
Can't wait to see what you have done with the bird. 👍
 
Motor City Hami
I was testing last night and the Yellow Bird was just sliding around, both front and rear. It was pretty balanced, but had no lateral grip. What to do next, I mean, it was balanced, so what to change to simply get more grip? I thought about testing soft vs. hard springs. I thought about testing soft vs. hard sway bars.

Then I opened the suspension settings and noticed that camber was turned on. 1.0 front and 1.0 rear. How did that happen? I turned camber to the full off position 0.0/0.0 and problem fixed. It is good to see that PD has left camber alone since fixing it in update version 1.09.
Click to expand...
I find the same thing happens with traction control from time to time, turn it off when you buy the car then the next time you take it to the track its set itself back to 5.
Sometimes I put a bit of camber (below 0.5, equal F/R) on tricky cars so I can try and find maximum grip/ideal balance under less than ideal conditions and then drop the camber off it. Good way of finding the full potential of various settings, helps avoid the "Change one big thing, get result = That'll do" trap
 
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