IndyCar S1 v2.0 Info/Discussion Thread
- Thread starter cgr-10
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- 2,931
- England
- JoeOfTheFire
The first braking zone with probably cause a few cautions at the start+restarts. The racing line is around the outside of the corner. To overtake in the corner you have to take the lower line, which forces you up the track as it has less grip. Since you go up the track, you'll probably hit the car you're trying to pass. The same applies to the final corner too.
I'd save passing at HSR for the braking into the first hairpin of the esses, or using the draft out of the last corner and down the straight.
The race there shouldn't be wet enough for intermediate tyres, but there is still a chance. The fastest that rain falls in GT5 is 4% per minute, so if we get that for over 10 minutes (something around that) non-stop, you'll probably want inters.
When the sun is out, you cannot see the pit entrance until you're pretty much in it, due to the change in brightness when exiting the tunnel.
Since spinning is more likely in the wet, I'd suggest that more simultaneous single car incidents than in a dry race should be needed for a caution. It's 2 in a dry race, so maybe increase it to 3 if the track surface is 20+% wet.
EDIT: Just had a dry practice session with Leonardo at HSR. His setup needs a little tweaking for the banked corners (he span there more than elsewhere), and he also still has a little bit of lag, though barely any. I also found out the fastest time possible for me and my current setup on low fuel (not that I'm telling
).
I'd save passing at HSR for the braking into the first hairpin of the esses, or using the draft out of the last corner and down the straight.
The race there shouldn't be wet enough for intermediate tyres, but there is still a chance. The fastest that rain falls in GT5 is 4% per minute, so if we get that for over 10 minutes (something around that) non-stop, you'll probably want inters.
When the sun is out, you cannot see the pit entrance until you're pretty much in it, due to the change in brightness when exiting the tunnel.
Since spinning is more likely in the wet, I'd suggest that more simultaneous single car incidents than in a dry race should be needed for a caution. It's 2 in a dry race, so maybe increase it to 3 if the track surface is 20+% wet.
EDIT: Just had a dry practice session with Leonardo at HSR. His setup needs a little tweaking for the banked corners (he span there more than elsewhere), and he also still has a little bit of lag, though barely any. I also found out the fastest time possible for me and my current setup on low fuel (not that I'm telling
).
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- 2,931
- England
- JoeOfTheFire
Any track with a rolling start (single or double fle, doesn't matter). To fix it, pause and unpause during (or after) the 3,2,1 countdown at the start of the race.
As long as this bug is still in the game, I think we should only have a rolling start to the pace lap at Daytona, as a grid start in the tri oval usually has several people spinning when they try to get going. For this reason, we'll need to be cautious when we race at Daytona Road, as it doesn't have the option for a rolling start.
To avoid any problems at the start of pace laps we should probably set off one at a time/one row at a time.
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- 44,185
- Blackburn
- Furinkazen_54
Depending on time I may be able to compete in some races, I know its early but any idea's about when it will be?
- 2,931
- England
- JoeOfTheFire
At the moment it's going to be sometime around midnight on friday nights, it may be pushed back by another 30 minutes or so, depending on what time the majority of people can make.
EDIT: The process will be- room opens, 30 minutes of practice, 30 minutes of qualifying, race.
EDIT: The process will be- room opens, 30 minutes of practice, 30 minutes of qualifying, race.
- 44,185
- Blackburn
- Furinkazen_54
- 2,931
- England
- JoeOfTheFire
- 2,931
- England
- JoeOfTheFire
We may need to add a regulation for traction control (possibly ASM too), as you could put traction control all the way up and turn on ASM so that you can't spin in the wet.
- 2,498
- Iowa, USA
- LVracerGT
Sorry I'm late to the discussion. Just glancing over the posts this is what I think.
I would like to keep Madrid because it resembles the kind of street circuit instead races on. But I made a mistake in running it forward. I actually wanted it reverse and by the time I realized it was too late to switch.
I like regulating the transmission but only on ovals, RC. Should be open tuning.
Daytona should stay at 650hp.
That's all for now until I get home.
I would like to keep Madrid because it resembles the kind of street circuit instead races on. But I made a mistake in running it forward. I actually wanted it reverse and by the time I realized it was too late to switch.
I like regulating the transmission but only on ovals, RC. Should be open tuning.
Daytona should stay at 650hp.
That's all for now until I get home.
- 2,931
- England
- JoeOfTheFire
How about I adjust the transmission to allow an extra 5 mph for drafting on road courses? There are some long straights where you could pick up a lot of speed from drafting (such as Les Combes at Spa, or from the last corner of High Speed Ring all the way to the first braking point).
I decreased the BHP at Daytona so that we were doing about 10mph less (safer speeds=less accidents). Do you want us back to 210/211 mph solo (650 BHP), or a different solo speed?
- 62
- Los Alamos NM
- lesoldham
Something to consider about tires on the weather tracks. The intermediates may have more grip in dry conditions than the comfort tires. I haven't tested that but the inters and wets are given to you when you buy Racing tires. Thus they seem to be meant to replace racing tires and may have more dry grip than comforts. If so then running the entire race on inters would become a strategy. Or you might have more grip in wet conditions than you did in dry.
- 2,931
- England
- JoeOfTheFire
I'd planned to test that earlier, but completely forgot. I'll give that a go in a bit and see how the inters are in the dry.
EDIT: They have less corner grip than comfort tyres. At HSR they are 2 to 3 seconds slower than comfort tyres. The lower grip means that they slide more and wear out quicker.
EDIT 2: Is a 2:32.xxx good for a lap at Feyhill with the track surface 100% wet, and it raining? (on racing wets) Would've been a 2:30.xxx without a mistake in the final couple of corners.
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- 62
- Los Alamos NM
- lesoldham
The question is, would you be able to run faster laps than someone with aids off? If someone was running TC = 10 and that prevented them from spinning but slowed their acceleration significantly then the race would be "safer" and the good driver with all aids off would still be at an advantage. If someone comes in with aids on and beats a good aids off driver then there might be cause for concern.
- 2,931
- England
- JoeOfTheFire
I tried it and was only running a few tenths slower at HSR with TC on 10 and ASM on, than without them on. This is compared to me running as fast as possible with no aids (other than abs on 1). In a race I wouldn't go as fast, as I'd be in danger of spinning. It was also nearly impossible to spin with aids. Having the aids on also prevented me from wearing out the tyres by spinning them.
So with TC on 10 and ASM on, you're very nearly as fast as no aids, will be almost unable to spin at all, and won't wear your tyres out as fast as no aids.
- 6,099
- Dolgellau
- rhyfelwr79
TC is a disadvantage to a good driver on a road course TC1 can be a matter of hundredths TC 10 would be seconds. No idea about ovals though, we run with 1 max and have a gentlemans agreement with the wheel guys not to turn it up. I use TCS1 for the start and as soon as my tyres are warm it goes off.
- 2,931
- England
- JoeOfTheFire
It wasn't for us. All aids except skid recovery were available to use as much as we wanted, as an incentive for people of varying skill level to join.
On a wet track it's mainly ASM that helps you not spin. In the wet ASM mostly does what the driver would do himself without the aid on, such as letting off the throttle for you in the flat out first turn at HSR. Without the aid on you have to judge these things for yourself, which is harder to do. e.g I get on the throttle sooner with ASM on because I know I won't spin if I put my foot down too soon.
In the dry, using ASM is a major disadvantage though, usually costing you a good few seconds per lap.
Also, I don't know why I haven't been using TC on 1 for this. I usually do, and would probably be quicker since I'm a controller user.
On a wet track it's mainly ASM that helps you not spin. In the wet ASM mostly does what the driver would do himself without the aid on, such as letting off the throttle for you in the flat out first turn at HSR. Without the aid on you have to judge these things for yourself, which is harder to do. e.g I get on the throttle sooner with ASM on because I know I won't spin if I put my foot down too soon.
In the dry, using ASM is a major disadvantage though, usually costing you a good few seconds per lap.
Also, I don't know why I haven't been using TC on 1 for this. I usually do, and would probably be quicker since I'm a controller user.
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- JoeOfTheFire
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- JoeOfTheFire
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