I said that I do not want to explain anything anymore.
Then you're far less liekly to be taken seriously.
You detailed explain everything to us so that everyone on this forum is clear about what is happening.
No problem at all, I have do so before, more than happy to do so again.
Lets pick a few that are easily seen and testable by anyone, I expect you to tell me exactly what points are wrong and why.
Standing Starts
Now the video I posted actually contains everything you need to see on this one, but feel free to recreate any element of it you like.
Reality shows that with a wide open throttle and TC turned off, when you dump the clutch the engine revs will drop (as the engine overcomes the tyres rolling resistance) and then the revs build smoothly again to the red line. As the road surface (a closed road I have access to in this case - don't do this on a public road) was damp in this case a degree of torque steer was also present.
PC2 and AC fall short on the degree of torque steer encountered (however some of this will be down to the use of a dry track to keep things fair for GTS), but in terms of how the rolling resistance was overcome and the engine revs build once the car starts moving they both react as they should.
GTS has no noticeable torque steer, however that is not the most noticeable issue. That would be that while the revs do drop initially then bounce off the rev limiter repeatedly, in a manner that bears no resemblance to reality.
The affect of aero on threshold braking
Aerodynamics and downforce have a significant effect on the available load that can be used for braking. Lets say we have a car that weights in at 1,000kgs and generates 1,500kgs of downforce at 180 mph, and assume downforce ends at around 60mph. If you hit the brakes to the limit (threshold braking) at 180mph you have 2,500kgs of load on the tyres to use (assuming a tyre/road mU of 1.0 to keep things simple), that will reduce to 1,000kgs at 60mph.
If you keep the same level of braking force applied throughout that period you will very quickly be applying more braking force than the tyres can manage (as the load available to them is reducing and doing so very quickly). so you need to bleed off the level of braking force you apply as the aero grip (downforce) reduces and you move to the load of the vehicle only (mechanical grip). Fail to do so, or get it wrong and you will lock up your tyres.
PC2 and to a greater degree AC replicate this and do so in an accurate manner. With AC going as far as to flat-spotting your tyres if you lock up too hard, which then has an effect on both the tyres performance as instability in the steering.
GTS does not replicate this in an accurate manner, with brake force able to be applied consistently throughout he braking phase and lock-up only occurring if you apply more force (not from a failure to reduce the force in line with the reducing level of grip as aero bleeds of due to the car slowing), nor does GTS replicate flatspots at all.
The affect of surface changes on braking stability
Cars are never balanced symmetrically, regardless of the plane you are looking at, even when static. Fore and aft and left and right load distributions are never equal, and this changes dramatically once you start moving. Add in the changes in contact patch size and shape due to differing suspension loading and position and you will never get the same level of available grip across the four corners of a car.
All of which can and will have an effect on braking, its not noticeable at lower speeds, particularly if you are braking below the limit of the tyre (which is why its rarely noticed when driving on the road). However as speeds increase and you are braking closer to the limit of the tyres it does become very noticeable, resulting in the car 'wiggling' when braking on the limit.
Now that's assuming the car is tracking straight, thrown in a directional change and the potential for the car to become unstable under heavy braking increases significantly. Its what makes many seemingly innocent corners very tricky at speed, even more so if you throw in a compression or hump in the braking zone.
Two good examples of this exist in the three sims being discussed, Sheene Curves at Brands Hatch GP and the kink between Conrod straight and The Chase at Bathurst, with the later being the most clear example. Should you not get the corner right in reality and be straight and with the car settled when you hit the braking zone you will face a very unstable car (and its caused many an accident at the track over the years). Its why the run-off area to the left of the track is used to straighten the corner.
In PC2 you have to ge tthis right or you risk the car getting very out of shape in the braking zone. However in GTS the right line is not anywere close to being as critical and its very, very difficult to get the car out of shape when braking.
AC and PC2 both also demonstrate this in the braking zone for Sheene Curves, while in GTS the car remains unrealistically stable.
With a racing car, I drive more kilometers into the reverse, than you are drive forward, so I dont want to explain you anything, you just do not understand some things related to dring dynamics and physics.
Citation required.
, do you have a driver's license in general ???No one paid him to promote the GTS .
oh man.
