LMP/Group C traction control?

[DDAAVVIIDD82]

I'm sure anyone who has attempted to tune any of these has found that they're really difficult to pin down in low gear, the torque multiplication combined with the lack of downforce due to low speed makes for an awful lot of wheelspin. As difficult as it is to work with, I try to get as much tuning as possible done with traction control set to "Off" but I know these cars were originally raced with some sort of traction control and was wondering what setting might be comparable. By the way, I went back and forth trying to decide whether this went in Q&A or Tuning, so please don't give me grief about my choice as I see it more as a question concerning traction control and not concerning tune. Thanks

 

[Machate-man]

Gearing>
Top speed to max>Extend 1st gear> shorten 2-5/6 to appropriate speed.

 

[Exorcet]

GT5's TC is simple, so really just use your best guess.

However, I agree with machate. The problem is your gearing, and possibly Diff. Driving Group C without TC shouldn't be a big deal.

But given GT's very limited gear ratio options, for tracks with long straights and cars with only 5 gears (most of Group C) it might be best to do like this:

long 1st
short 2
short 3
long 4
long 5

Ideally, you would have a really long 1st, and short 2-5, but GT doesn't give you enough control over the ratios.

 

[GTPorsche]

Group C never had traction control.

 

[DDAAVVIIDD82]

TC is the last thing I would ever use to control a car that's shown itself to be uncontrollable. Currently tuning a 905 with the lowest (numerically, farthest left on the dial) first gear possible and a theoretical top speed of 277mph and first and second are still completely useless, plus I try to stay out of third as much as possible. I've spent actual hours going through countless combinations of initial torque and acceleration sensitivity settings as well as resorted to using the default turbocharger setting to even remotely reign in that third gear. I'm perfectly capable of managing my throttle and turning consistent 56-second Rome laps but I was hoping to make the tune a little more friendly to a wide variety of users. She's a wild one, and frankly the only one to bring me to this level of frustration, even the C9 was easier to deal with. Anyway, I do appreciate the attention paid to my question and am open to more suggestions that keep these comments in mind. Thanks guys.

 

[savage388]

Try tuning the suspension also. Reducing the rear anti roll bar helps a bit. RKM also has a full tune for the 908 which I'd imagine takes most of the beast put of it.

 

[seanneedscar]

Turn the lsd down all the way

 

[DDAAVVIIDD82]

Yeah, notice I didn't ask for specific settings. Trying to do as much of this on my own as I usually do. By the way, it's the 905 Group C racer that I'm currently struggling with, not the 908 HDi LMP. seanneedscar, an LSD turned all the way down is an open diff and will give me the opposite result that I'm looking for. I've locked it completely and even that doesn't cure my wheelspin issues but it does make the car impossible to turn, so yeah I'm going to avoid that. I went ahead and used the Sauber again and found that the 905 is actually substantially quicker, 3 seconds around Rome, 4 around Deep Forest, and almost 10 seconds around Monza. If I can manage to get the kinks worked out of thus Pug, get it so that it's a little more forgiving, it will be the better of the two by far.

 

[Exorcet]

LSD turned all the way down is an open diff

It's the opposite in GT. Lower it to reduce spin.

 

[savage388]

Yeah, notice I didn't ask for specific settings. Trying to do as much of this on my own as I usually do. By the way, it's the 905 Group C racer that I'm currently struggling with, not the 908 HDi LMP. seanneedscar, an LSD turned all the way down is an open diff and will give me the opposite result that I'm looking for. I've locked it completely and even that doesn't cure my wheelspin issues but it does make the car impossible to turn, so yeah I'm going to avoid that. I went ahead and used the Sauber again and found that the 905 is actually substantially quicker, 3 seconds around Rome, 4 around Deep Forest, and almost 10 seconds around Monza. If I can manage to get the kinks worked out of thus Pug, get it so that it's a little more forgiving, it will be the better of the two by far.

Turning the accel on the LSD to around 15 and raising initial torque a little really helps trust me. Also without knowing what any of your settings are I'd increase the rear spring rate a little.

 

[DDAAVVIIDD82]

Boy has this thread strayed from the original topic of traction control settings.

May need to put the 905 away for a while, break it back out when the sound has dissipated from my auditory cortex. As for increasing the rear spring rate, I would only do this if I could increase the rear downforce beyond its current max setting. More rear downforce would be a blessing but this car isn't one of those that can be improved in GT Auto. Really, I have the suspension pretty dialed in but it would be nice to be able to make use of the first three gears a little more. As GTPorsche said, Group C's never used traction control as I previously believed, so I think a break may be exactly what's needed. On to the 25th Anniversary Countach!

 

[pjs123456789]

I have tamed to an extent the formula gt, my group c's and all other cars with with excess wheel spin by reducing the spring rate especially the rear. My theory is stiffer spring rates means a stiffer car, a stiffer car gets more power to the wheels so softening the springs a bit reduces some of the initial power to the wheels. By doing this I was able to use more throttle for my mid engine and front engine car in corners and low speed.

 

[sumbrownkid]

Only real way to counter spin is to either shift up, or have really delicate fingers or foot. LSD can only do so much.

 

[mykem]

With recent LMP, certain kind of traction control is allowed- those are mechanical and are not computer controlled. On cars like the 908 and the R15/18, they're driver adjustable. Most drivers would only turn the TCS ON when approaching corners and chicanes. Luckily in GT5, TCS are adjustable although I would say it'll work best when if you have the T500RS especially using the new F1 wheel (using the d-pad) or even the DFGT. Both the G25/G27 is not as ideal.

Here's the button config for the new T500RS F1 wheel:

compare that to the 908 wheel (which might be physically slightly bigger though not by much):

 

[DDAAVVIIDD82]

Only real way to counter spin is to either shift up,

or have really delicate fingers or foot

. LSD can only do so much.

Exactly, but unfortunately not everyone possesses this sort of restraint.

 

[JLawrence]

David, I'll help you set your gears when we're on next (Off Topic: And I'll show you my epic new drift car that I can marginally control )

As for TCS, the Group C cars are fine without it, but on the new LMP cars I generally have it set to three because I feel like that is the most comparable to the limited amount the actually use.

 

[DDAAVVIIDD82]

Having issues with my hot spot on my phone, and my dialup doesn't cut it for gameplay (off-topic).

As for the issue at hand, the only cars I have had any real difficulty with the wheelspin on are the 905 (almost dealt with) and the R10 (insane amount of torque). The 905 is turning out pretty nice, have struck a decent balance between LSD and spring rate, dampers, and toe. It's a quick one, much quicker than first impressions would lead one to believe. It may even be the best of the European Group C's.