Truer words were never spoken!
The Differential Between You and Me
- Thread starter Davide Nativo
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- differential discussion setup
Kyuubeey
@Simberia
@MarkR
Suspension setup is more important than diff adjustability IMO. Purely because any diff that's not 0% or 100% will have an optimized left/right load ratio for maximum yaw/maximum lateral or longitudinal G/maximum combined G.
Not so noticeable in AC where we basically just have clutchpacks and bodges of others, but on some more uncommon suspensions, the result can be catastrophic if both driven wheels are on the ground at the same time with a similar, or only one is, and your car won't go anywhere or will make a one-tire-fire. You optimize with droop length, dampers, ARB, spring and so on for specific corners where you want a specific amount of inner wheel lift or plant. Optimizing that for clutchpacks is more important than the diff itself IMO.
Suspension setup is more important than diff adjustability IMO. Purely because any diff that's not 0% or 100% will have an optimized left/right load ratio for maximum yaw/maximum lateral or longitudinal G/maximum combined G.
Not so noticeable in AC where we basically just have clutchpacks and bodges of others, but on some more uncommon suspensions, the result can be catastrophic if both driven wheels are on the ground at the same time with a similar, or only one is, and your car won't go anywhere or will make a one-tire-fire. You optimize with droop length, dampers, ARB, spring and so on for specific corners where you want a specific amount of inner wheel lift or plant. Optimizing that for clutchpacks is more important than the diff itself IMO.
Pauli Ahonen
Volante Racing
I just go lower settings for tighter tracks.
Usually quite low anyway to maximize the speed in slow corners since more time is spent in them than in high speed corners.
Usually quite low anyway to maximize the speed in slow corners since more time is spent in them than in high speed corners.
Kyuubeey
@Simberia
Why lower for tighter tracks? Generally more difflock will allow point and shoot driving like coming out of hairpins to work better, but it'll bog the engine down in faster high G turns. Unless with tight you mean a mountain pass or hillclimb, with a lot of neutral cornering.
One of the reasons some people get confused or give up understanding if/how diff works in their prefered racing game is - that you cannot always believe that higher power/coast number equals higher lock value.
Its my experience that this issue is worst conserning the coast and specially if you go from one sim to another.
EDIT: I just re-read this sentence and maybe(!!) its the same this poster talks about.
Its my experience that this issue is worst conserning the coast and specially if you go from one sim to another.
EDIT: I just re-read this sentence and maybe(!!) its the same this poster talks about.
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Oh come on Dirk. No adult content allowed on hereDifferential who?
Oh come on Dirk. No adult content allowed on here
Now, now, I did NOT show any naked pics of anything … ;-)
Might be if you get the space ship, but watch out for monsters
Highly depends on each simulator/arcade, they often implement only 1-2 types in their code and that's it, values are almost always "virtual" and do not use realistic forces, frictions, etc.
Some sims you have to lock up the diffs to get best times, other sims you can use more realistic levels of lock.
How much and what diff to use depends what you have available and what CG balance car you are working with. For LSD these settings are very easy in sims.
Some sims you have to lock up the diffs to get best times, other sims you can use more realistic levels of lock.
How much and what diff to use depends what you have available and what CG balance car you are working with. For LSD these settings are very easy in sims.
Differential who?
Depends on the car and how much hp it has, I tend to use more conservative settings on high power cars and a more aggressive one when driving cars below 400hp or so... Specially to get that on throttle rotation through corners right, but I guess aliens use really aggressive settings even on +600hp cars...
Pauli Ahonen
Volante Racing
You are right but i found the rF2 LMP2 to be much quicker coming out of especially Interlagos slow turns with low settings on power. They were not exactly hairpins. So on other tracks i should experiment more and use your technique.
Ha Ha Ha Ha Ha Ha Ha... You deserve an academy award!!!!!!! Rubbish.
Don’t be shy, give us an explanation and enlighten with your wisdom.
Differentials have to be combined with a proper vehicle setup as someone already said. A good TorSen diff on an offroad vehicle would be almost useless since in its most critic situation (a wheel off the ground) the diff would be perfectly open and unable to drive the car...
That said, in a theorical way, it's very easy to describe all the differentials. Basically each differential (a part the open one) increases the preload that is linking together both outputs. What differs is the way it does it.
And that's the difficult part when one wants to simulate. The equations controlling the instantaneous preload of a certain diff have many many intedependent variables that cannot be exploited by actual game engines. For example a 30° ramp is not always giving the same locking % but it depends on number of clutches used and their material. Same with viscous unit: number of clutches, their type (number of holes in them), silicon fluid type and operating temperature are all interdependent.
So we have to accept some very basic equations that don't resemble the real characteristic when using same settings.
It's not devs' lack of notions, just physic engine complexity and capability -> Development costs...
That said, in a theorical way, it's very easy to describe all the differentials. Basically each differential (a part the open one) increases the preload that is linking together both outputs. What differs is the way it does it.
And that's the difficult part when one wants to simulate. The equations controlling the instantaneous preload of a certain diff have many many intedependent variables that cannot be exploited by actual game engines. For example a 30° ramp is not always giving the same locking % but it depends on number of clutches used and their material. Same with viscous unit: number of clutches, their type (number of holes in them), silicon fluid type and operating temperature are all interdependent.
So we have to accept some very basic equations that don't resemble the real characteristic when using same settings.
It's not devs' lack of notions, just physic engine complexity and capability -> Development costs...
On some cars, mostly GTs and McLarens, I play with the diff in order to avoid the rear stepping out under heavy braking. I love trail braking and cars that allow it.
I don't agree about LSD being TC, getting used to the throttle on corner exits is easy, TC works mostly when the slip occurs due to bumps, changing grip levels etc. It's not like you can smash the throttle and the LSD will take care of traction. TC is far more reaching...
I don't agree about LSD being TC, getting used to the throttle on corner exits is easy, TC works mostly when the slip occurs due to bumps, changing grip levels etc. It's not like you can smash the throttle and the LSD will take care of traction. TC is far more reaching...
