Hmm, the old LSD thing of something like 15/10/10 or even 15/10/20 seems to be working OK for these sorts of issues. Basically, a lower accel number than the initial torque evens things out when you go to mash it. Not sure if you are using TCS?
In GT6, I felt much faster and in control of the car without it, but in GTS, it's the complete opposite. I'll be sure to try your settings when I get home. When you say to make the ride height even, should I have the car try to sit as low as I can, high up, or somewhere in the middle?
I've been doing middle, but it certainly depends on the track. Anything bumpier like nurb will require more travel, the other tracks, you might be able to get away with less travel and a lower car. But if the car is already oversteering, bottoming out is going to make it worse. That would be the basic principle. Lowest you can get away with, but not any lower.Yes, I'm still using TCS.
It is an in-out-in corner but the entry has the difficult bump. Especially in slipstream I would avoid the entry kerb so that the is on ground. Also in that spot you don't have to be too close to the leading car because the slipstream is on your side on the next straight. As always, good setup makes things easier also in this corner
It's all about corner exit to maximise speed for the beginning of the straight. So a bit of compromise on corner entry is perfectly acceptable to ensure the corner exit. You can take the corner exit at a very high speed if you get it right. As @GordonS says it's an in-out-in corner. You need to try and stay out as far as possible through the middle part of the corner to ensure you get the quickest exit out of the corner.
I find I'm almost always in 4th gear approaching that corner, but taking the corner in 4th can be too risky. Generally my rule is to approach on the outside, downshift to 3rd, cut in over the bump, then immediately jump back into 4th once I get the revs. That way you can really shoot out of that corner and on to the straight. It's a fairly sharp corner, so cutting in puts you pretty much dead center in the road on exit. Seems to work well enough
Do simple trick to all stock setups when using them as BoP applied, adjust same percentage on springs what BoP changes your car weight, most stock cars are decent after that, without BoP adjusted springs you'll suffer traction losses.
Your images are not showing up for me.So, yestarday the event at Brands Hatch Indy with N300 brought me to the first position with 0:53.776, and later to the second position for a tenth. I was expecting that the event would last something like 2 days, and this morning i saw a new event, N300 Nurburgring Nordschleife. I made a setup yestarday fot the Brands Hatch and i've already used it for the Ring, with some little changes.
Here it is:
Any suggests for improve it?
Ok - it a day of firsts today. This is the very first tune I have ever shared in these years of being a GTP member.
Its the GR.3 Ferrari 458 Italia GT3. Started to tune it my self because i like everything about the car - looks, sounds everything, and couldnt find a tune. Started at the Gr.3 Green Hell the other day, and now fine tuning at Drago Trail. Its not by far perfect, but i thought to throw it here if some of the tuning wizard can polish it.
Its quite neutral tune - atleast I like it with my driving style. Driving with no aids. Just lift a little when accelerating from a curve and shifting to 3rd gear - thats where it bites you.
I manage quite comfortable 1.42 at Dragon Trail optimal being now at 1.41.8 - and im no where near the talent of the top10 guys.
I think i´ll do another N300 for the ring later , i´m a bit bored of 4WD for the moment. I´ll see.
Thanks, For sport??? What does it means?
