2015 Round 1- Silverstone Grand Prix Circuit - Nissan GT-R NISMO (GT Academy 2015).
- Thread starter numbnuts70
- 468 comments
- 45,277 views
I always used the parking brake on corners when I was using the DS3, worked well too. Now I only use my G27 and I don't even know where the handbrake is.
Anyone have a clue where I can find it?
- 150
- Florida
- d4rizob
- 335
- Évora
- FabioRamalhinho
My god finally under 2:06... 
- 335
- Évora
- FabioRamalhinho
- 5,198
- UK
- marunda/GTP_FordMKIVJ5
Somehow did a 2:06.197. Not quite sure how that happened. 
Had my best first sector by over a tenth and absolutely nailed Luffield. Could have been more aggressive at Copse, but it's so easy to throw the lap away there I tend to err on the side of caution. Made an absolute pig's ear of Maggots and Becketts though, easily lost 2 tenths, maybe even more. Finished it off with a fairly solid Stowe, Vale and Club.
Ideal time is now down to around a 2:05.9 now though.
Had my best first sector by over a tenth and absolutely nailed Luffield. Could have been more aggressive at Copse, but it's so easy to throw the lap away there I tend to err on the side of caution. Made an absolute pig's ear of Maggots and Becketts though, easily lost 2 tenths, maybe even more. Finished it off with a fairly solid Stowe, Vale and Club.
Ideal time is now down to around a 2:05.9 now though.
- 11,207
- Adrian, Mich.
- cargorat323
- CargoRatt
Damn...
One thing I would like to know is how many hours he does per day. It would be interesting to compare.
Does anyone know who this guy is?
I don't recall ever seeing him around any of the Seasonal TT's. Looks like Immortals got some competition.
- 9
- England
Currently at 2:08.822 with DS3 and Auto transmission. Fairly pleased with that but there's still time to be had. How much time do we think Manual would be worth over Automatic?
Not a fan of the track or understeery cars, could go a decent chunk faster if I can get the car to rotate more easily.
Not a fan of the track or understeery cars, could go a decent chunk faster if I can get the car to rotate more easily.
CodeRedR51
Premium
- 55,278
- United States
Ran a few laps, probably got 3 clean ones out of 10 and managed a 2:07.0xx.
Good enough for me, my alien status was revoked a long time ago.
Good enough for me, my alien status was revoked a long time ago.
- 4,867
- Kentucky
- barrett5
- BarrettMopar
Improved to 2:07.867 using a controller. I forgot about turning the steering sensitivity up to make the car feel less understeery until today, with the sensitivity at 7 the car is actually fun to drive.
- 2,863
- Pittsburgh, PA
- Leadfoot530
Is it bad that a time I ran in a single player time trial is faster than my GT Academy time by only two tenths?
- 6,290
- Washington State
- OutlawQuadrant
I tested out the handbrake last night and it's a powerful tool if done right.Just watched P1's newest replay....WOW.Even though there are some that question his technique, (I do not) you gotta hand it to the guy for using everything available (e-brake, engine braking) to get the best time possible. I mean, the concentration and skill it takes to do what he is doing is just incredible....he must be a busy little beaver inside that cockpit. Instead of calling the guy a cheat, maybe you should marvel at his skill instead. Using the e-brake in combination with engine braking and getting it all to work together, all the while driving the perfect line, just out of this world.
Some people only show up during GT Academy. If memory serves me right, Spain collectively had the fastest group of drivers last year.Does anyone know who this guy is?
Insert obligatory Lethal Weapon joke here.
GT Academy physics are different than anything in the game. You won't gain much with a comparison.
- 124
- SC
- select_21@yahoo.com
- Infantry11b4
Less Understeery? They way they have the GTR setup for this makes it seem like it's riding racing wheels in the back and comforts up front, that's how bad it understeers. When the front is pushing at speeds as low as 60mph making a 75 degree turn, something is stupidly wrong.
Got a 2:05;7 a bit ago. Ran a about a whole second faster than I did yesterday. I think I'm done though, at least till the next round. After racing this past year in real sims, coming back to GT6 has frustrated me to no end. i dont' understand why GT Academy and Nissan think giving us a GTR that handles with the balance of a tractor in a muddy field makes any kind of sense whatsoever. I mean it literally feels like the weight distribution of the car is like a 30/70 with how bad the understeer is. A prius has better balance than this in RL.
I know i'm ranting about it and I mean no offense to those having fun. I just wish we had something to drive that made any kind of sense and tested our driving ability a little more than just how to manage understeer that is grossly exaggerated.
Anyone know what round 2 car we're supposed to be driving? If someone say a GTR I'm going to be pissed. Again, to those having fun, keep at it. I'm glad you are.
LeGeNd-1
Premium
- 7,264
- Australia
- GTP_LeGeNd-1
It's possible. I think on that lap I only saw the light turn on in the Loop and Copse, but it's possible that he's feathering it in other corners as well. It's annoying because you can't see handbrake activation in the Data Logger. Maybe I could check rear wheel speed to see if there are sudden spikes which might indicate handbrake use. Using the handbrake makes me slower anyway because pressing a button distracts me more than the benefit, so I guess it doesn't matter
To the people who feel there's a physics difference, try the GT-R NISMO in arcade mode, but with the spring rates fully softened. I think that replicates the understeer quite well. It also feels as if the GT Academy car has extra weight (simulating fuel load?), which might explain the difference.
- 124
- SC
- select_21@yahoo.com
- Infantry11b4
LeGeNd-1
Premium
- 7,264
- Australia
- GTP_LeGeNd-1
I agree with that (the real car is better), I was just trying to suggest reasons why the GTA GT-R differs from the stock one you can buy. For some reason PD decides to set it up that way. Maybe for more challenge, who knows?
Just watched a replay of that lap. He nailed Vale and Club absolutely perfectly
He lost a bit of time in the Becketts-Chapel complex though, so a 2.04.4xx is definitely possible I don't think 2.03s are realistic to be honest.
- 124
- SC
- select_21@yahoo.com
- Infantry11b4
No, I think you are right. I just don't understand why they would set it up this way. I have several cars in my garage namely my S2000, RSX and FRS since those are my favorite cars, and while they aren't comparable to a Sim, you can at least manage weight transfer and feel what all the wheels are doing. With the way they've set up the GTR for this, most of this is guess work and timing more than driving and feel.
But honestly, I've harped on this enough and I really don't want to kill anyone's fun. I'm glad GT6 brings this many people together to just race. I'll leave it alone and just play 👍.
- 6,290
- Washington State
- OutlawQuadrant
I think I can call this round done for me. Whittled down my time to a 2:05.630 and even then, I had a few chances to knock it below a .500 had I not flubbed a corner or two.
That's actually not my fastest lap but compared to it, I felt this was much "cleaner". Now for the final notes because any more improvements would require luck and probably the handbrake. Admittedly, I've used it a few times when things went awry. It will sometimes bail you out. Emphasis on sometimes.
Wheel: Driving Force Pro
Feedback: 3
Abbey-Farm: Try using all the curbing you can approaching the entry. Braking point is just before where the sand and grass intersect on the left. This same reference point is where you want to start your turn in. Let it turn for a moment off throttle and slow to below 110 mph. Don't aim for all the way outside. You want the car positioned about a car length off so that the moment the car settles straight, you immediately turn for Farm. Doing well at Abbey means you have much less steering angle for Farm. Whatever speed you lose at the start you'll gain back and you're better positioned for Village. My run was actually a little slow. I could've turned for Farm even sooner.
Village-Loop: A lot of what happens here depends on how you exit Farm. On a usual approach for me, I start braking hard after the turn board passes on the left. Rather than visualizing Village as a tight right, see it more as a decreasing radius bend. When you start arcing the car, go light on the brake and try to carry the speed to the apex. I have hit 55 mph once or twice but in my run, I didn't quite get the rotation I wanted.
Much like exiting Abbey, don't aim all the way outside. You want the car around mid-track going into the Loop. Here, I like braking once I'm about straight but it's very light and I try to jab it. The trick is getting the rear to rotate so that you park the car right on the apex where there's the most grip. If you get lucky, you have the speed and the angle to escape like a banshee. Didn't happen to me here but I did keep it at 40 mph which is good.
Brooklands-Luffield: Brake close to the turn board. You can either turn-in while apply close to full braking or brake straight and then let off and turn. The key's carrying all the speed you can on entry and aim all the way inside for a late apex. I ended up slowing down too early and being a little too far inside for an ideal line.
Luffield entry depends on Brooklands exit. You don't want to be too far on the inside like I was or you be scrubbing off more speed than needed. If you're further out, you can turn in a little less aggressive leaving it in 3rd and add a pinch of brake. Carry all the momentum you can at least a car length away from the curb until the red patch past the mid-corner cones. That's where you want to aim inside and go wide open throttle. 2nd gear will have some wheelspin but that will help you turn.
Copse: My approach is a little more aggressive than the norm but I'm more consistent with it. Braking is right before the start of the last red piece of wall to the right. Stomp for a moment before starting to back off. Turn before reaching the turn board on the left but keep some brake on at all times. Turn without regard to the cones because at the angle used here, the only time you'll hit them if you lose too much speed. Hesitate at this juncture and you'll miss the apex and you're on part of the track with very little grip. When you reach the cones, go WOT. If you don't put too much steering angle, the brakes will rotate the car enough that you'll have a worry free exit. What I did in my run is a good example. If you can get to the curbs without hitting the cone, even better.
If you have trouble with the initial part of the turn, move up the the braking point to after the second to last piece of red wall ends. Use less brake at the onset and turn in a little sooner.
Maggots-Beckett-Chapel: My biggest improvement from prior runs although still inconsistent. Once you reach the first cones on the left, that's where you heave the car right all the way without any regards to the cones. Notice the small amount of brakes used. That turns the car. If you're lucky, you'll cut across the green patch around the cone on the right. I hit the rumbles which messed that up a bit. However, the important thing is carrying the speed into Beckett. That's part one. You can even throttle back up for an instant like I did in the video.
For Beckett, I try to find a black object on the track to the right (I think it's a gate or something). That's when I start turning left with, again, a small amount of brake and wheel. If you're well positioned, I would keep it in 4th for much of the turn to keep the speed up. I had to be a little more aggressive. Whatever happens, keep the car from drifting any further than the middle of the track. Don't over-commit or the car will refuse to turn at Chapel.
Now, Chapel. Whew. Such a pain. Success or failure is highly contingent on correct positioning and orientation exiting Beckett for proper weight transfer. It's basically a, dab the wheel to the right, the smallest touch of brake and see what the nose does off throttle. It's a beautiful thing when it points just right. Didn't quite happen for me because I tried a little too hard.
Stowe: Brake once you see the white patch on the left after the turn board. Brake full and straight and jam the tranny into 3rd. Quickly start releasing the brake and use a moderate arc. The bulk of the braking needs to be done by the time you reach the black post on the inside. From here, aim right at the curbing and disregard the cone. If you can reach the curbs, there's grip aplenty for an aggressive exit without worrying about going wide.
Vale-Club: Brake hard and straight right at the turn board. Resist any turn in until passing the last cone on the left. Keep the brake on all the way to the apex. Hug to the left all you can but like with Beckett, avoid turning too much. Place the car near the center and you can start turning the other way the moment you're straight again. If the car turns really nice, you can back off the throttle a little but usually, I have to dump it completely for a moment and then go wide open again. You do want the car to drift all the way out on exit but avoid hugging the curbs too much or they'll hold you there too long. From Club to the line is all about using a really smooth arc. Never stop turning but be patient. There is grip on the outside. Use it.
That's actually not my fastest lap but compared to it, I felt this was much "cleaner". Now for the final notes because any more improvements would require luck and probably the handbrake. Admittedly, I've used it a few times when things went awry. It will sometimes bail you out. Emphasis on sometimes.
Wheel: Driving Force Pro
Feedback: 3
Abbey-Farm: Try using all the curbing you can approaching the entry. Braking point is just before where the sand and grass intersect on the left. This same reference point is where you want to start your turn in. Let it turn for a moment off throttle and slow to below 110 mph. Don't aim for all the way outside. You want the car positioned about a car length off so that the moment the car settles straight, you immediately turn for Farm. Doing well at Abbey means you have much less steering angle for Farm. Whatever speed you lose at the start you'll gain back and you're better positioned for Village. My run was actually a little slow. I could've turned for Farm even sooner.
Village-Loop: A lot of what happens here depends on how you exit Farm. On a usual approach for me, I start braking hard after the turn board passes on the left. Rather than visualizing Village as a tight right, see it more as a decreasing radius bend. When you start arcing the car, go light on the brake and try to carry the speed to the apex. I have hit 55 mph once or twice but in my run, I didn't quite get the rotation I wanted.
Much like exiting Abbey, don't aim all the way outside. You want the car around mid-track going into the Loop. Here, I like braking once I'm about straight but it's very light and I try to jab it. The trick is getting the rear to rotate so that you park the car right on the apex where there's the most grip. If you get lucky, you have the speed and the angle to escape like a banshee. Didn't happen to me here but I did keep it at 40 mph which is good.
Brooklands-Luffield: Brake close to the turn board. You can either turn-in while apply close to full braking or brake straight and then let off and turn. The key's carrying all the speed you can on entry and aim all the way inside for a late apex. I ended up slowing down too early and being a little too far inside for an ideal line.
Luffield entry depends on Brooklands exit. You don't want to be too far on the inside like I was or you be scrubbing off more speed than needed. If you're further out, you can turn in a little less aggressive leaving it in 3rd and add a pinch of brake. Carry all the momentum you can at least a car length away from the curb until the red patch past the mid-corner cones. That's where you want to aim inside and go wide open throttle. 2nd gear will have some wheelspin but that will help you turn.
Copse: My approach is a little more aggressive than the norm but I'm more consistent with it. Braking is right before the start of the last red piece of wall to the right. Stomp for a moment before starting to back off. Turn before reaching the turn board on the left but keep some brake on at all times. Turn without regard to the cones because at the angle used here, the only time you'll hit them if you lose too much speed. Hesitate at this juncture and you'll miss the apex and you're on part of the track with very little grip. When you reach the cones, go WOT. If you don't put too much steering angle, the brakes will rotate the car enough that you'll have a worry free exit. What I did in my run is a good example. If you can get to the curbs without hitting the cone, even better.
If you have trouble with the initial part of the turn, move up the the braking point to after the second to last piece of red wall ends. Use less brake at the onset and turn in a little sooner.
Maggots-Beckett-Chapel: My biggest improvement from prior runs although still inconsistent. Once you reach the first cones on the left, that's where you heave the car right all the way without any regards to the cones. Notice the small amount of brakes used. That turns the car. If you're lucky, you'll cut across the green patch around the cone on the right. I hit the rumbles which messed that up a bit. However, the important thing is carrying the speed into Beckett. That's part one. You can even throttle back up for an instant like I did in the video.
For Beckett, I try to find a black object on the track to the right (I think it's a gate or something). That's when I start turning left with, again, a small amount of brake and wheel. If you're well positioned, I would keep it in 4th for much of the turn to keep the speed up. I had to be a little more aggressive. Whatever happens, keep the car from drifting any further than the middle of the track. Don't over-commit or the car will refuse to turn at Chapel.
Now, Chapel. Whew. Such a pain. Success or failure is highly contingent on correct positioning and orientation exiting Beckett for proper weight transfer. It's basically a, dab the wheel to the right, the smallest touch of brake and see what the nose does off throttle. It's a beautiful thing when it points just right. Didn't quite happen for me because I tried a little too hard.
Stowe: Brake once you see the white patch on the left after the turn board. Brake full and straight and jam the tranny into 3rd. Quickly start releasing the brake and use a moderate arc. The bulk of the braking needs to be done by the time you reach the black post on the inside. From here, aim right at the curbing and disregard the cone. If you can reach the curbs, there's grip aplenty for an aggressive exit without worrying about going wide.
Vale-Club: Brake hard and straight right at the turn board. Resist any turn in until passing the last cone on the left. Keep the brake on all the way to the apex. Hug to the left all you can but like with Beckett, avoid turning too much. Place the car near the center and you can start turning the other way the moment you're straight again. If the car turns really nice, you can back off the throttle a little but usually, I have to dump it completely for a moment and then go wide open again. You do want the car to drift all the way out on exit but avoid hugging the curbs too much or they'll hold you there too long. From Club to the line is all about using a really smooth arc. Never stop turning but be patient. There is grip on the outside. Use it.
- 26
- Romania
- stiprdr
I managed to get last night a few more runs and managed get my time down to a 2:06.3 clean, but I allready found room for improvment I did manage to get a 05.9 and a 06.1 but got red lap due to exiting too wide in final corner, maybe today I will be able to get an 05.9 clean
Stylel_Code
(Banned)
- 344
- France
- stylel-soheib
Here is my lap, maybe somebody can watch and tell what could habe gone better, bit honestly I hate this car, the understeer is too high
2:06:238
2:06:238
- 2,809
- LoomRock, CA
- GTP_LeftyWright
- 587
- Zocker16_GTRP
Anyone else noticed that the grip changes from session to session?
I had a 400 km session yesterday afternoon. Final time with a really good lap 2.06,379.
In the evening i tried again and got my previous best on my 3rd lap. Some laps later i was infront of Dan Hollands 2.05,5 ghost during first half of the track.
I recognized that i was a few km/h faster than him through Copse.
At the end i managed a 2.05,624. From my split times even a low 2.05 would have been possible.
Today i wasn´t able to get near the 2.06.
If this continues the whole Academy Timetrial will be just a farce...
I had a 400 km session yesterday afternoon. Final time with a really good lap 2.06,379.
In the evening i tried again and got my previous best on my 3rd lap. Some laps later i was infront of Dan Hollands 2.05,5 ghost during first half of the track.
I recognized that i was a few km/h faster than him through Copse.
At the end i managed a 2.05,624. From my split times even a low 2.05 would have been possible.
Today i wasn´t able to get near the 2.06.
If this continues the whole Academy Timetrial will be just a farce...
- 6,290
- Washington State
- OutlawQuadrant
Biggest takeaway is how much you're abusing the front tires. That scrubs off your speed, especially on the exits. Use less steering angle and rely more on partial brake to help with rotation. It may feel slower but overall, you'll carry more momentum around the track.Here is my lap, maybe somebody can watch and tell what could habe gone better, bit honestly I hate this car, the understeer is too high
2:06:238
- 335
- Évora
- FabioRamalhinho
It's really frustrating when you exit Chapel 0.9-1.0s slower than Miguel and cross the start/finish line 1.3-1.5s slower 
lol
lol
- 1,051
- Rockanje
- Mike-ZENKAI
Finally got myself a lap into the 7´s with a 2:07.997 (
) with the tips and advice found here.
Using DS3 and as @MOPARbarrett5 mentioned with steering sensitivity up to 7.
Didn't expect that it made quit a difference.
) with the tips and advice found here.Using DS3 and as @MOPARbarrett5 mentioned with steering sensitivity up to 7.
Didn't expect that it made quit a difference.
Similar threads
