PP Efficiency HELP!!!!!!!

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Machate-man

Machate-man

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As many of you know, the online section of GT5 is loaded with PP restrictions (Which in my opinion was better than the power/weight restriction) for added fun and competition. To meet those restrictions, many use either the power limiter, ballast, dwnforce adjustments, or a combo of the three to meet those PP requrements.

Now, concerning power, is it better to upgrade a car to max, then limit it? or is it better to remove parts to lower the power.

Both have the same effect: lowering PP, but there are differences in the two.

Using the limiter yields a lower overall HP, but the peak power is available throughout more of the rev range.

Removing parts yields more HP, but is usually a linear power curve, with peak power being only at the redline(or close to it)

Which seems more efficient?
 
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i cant really answer your question but i can tell you what i myself do when i need to lower the pp on my cars.

if its a high-speed track i usually try to get as much HP as possible.
on a track where you have to use your steering wheel a little more i usually try to use the power limiter, you get less HP but more torque.

HP for top speed.
Torque for acceleration.
 
Better to max out the power and using the limiter. The limiter only cuts HP, while torque remains the same.
 
I don't think whether you tune or de-tune a car matters so much for it's PP-efficiency as the shape of it's power/torque curve. This is an assumption, but it looks like PP is largely dependent on the area beneath the power/torque curves without respect to how much time is usually spent at what parts of the RPM range. This would mean that a car which produces its max power at 5000RPM would generally be slower than one which produced its max power at 8000RPM (assuming both cars have the same torque curves and PP). Likewise, a car which produces a lot of high-end torque will also be wasting PP. If this is all true, then the most PP-efficient car will possess an "ideal" power/torque curve where the power gradually increases and peaks then flattens at max RPM, and a flattish torque curve which suddenly drops off from mid-high RPM.
 

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