You don't control inside/outside spin with initial.
Try donuts. Find the accel value that make both tires spins at the same time.
Now put initial 5 while donuting :
- both tires burn at the same moment
Initial at 60 while donuting :
- both tires burn at the same moment.
I made that test two weeks ago, after I couldn't beleive that wasn't like I was thinking it should. It's by speaking with Rotary Junkie, who explained that to me.
The only diff is tires will burn faster with initial 60 than at 5, it's because at 60 you push 60% of the engine torque to one wheel, then 60% to the slowest other wheel and so on (left-rigth-left-rigth after corner exit, do you remember ?)
At initial 5 you'll have 5% torque increments, if not enough 5% more on the same wheel, if not enough 5% on the same wheel so making "even slipping" exact - at least to be under accel sensitivity - but not faster, because it requires a lot of cycles to stop slipping (so, understeering at corner exit).
What you want is the exact quantity on the sliping wheel in a few cycles, "best" is 1 cycle. No understeer, no oversteer. (hey, an idea : Then you can use err... 3/2 of it for 2 cycles, 5/2 of it for 3 cycles and so on maybe ??????)
Then your power of the engine stay perfectly behind your car on both wheels, not lost with no purpose on one wheel only (which is the left-rigth-left-right wheel at high initial or the slowest-slowest-slowest-slowest wheel at low initial).
Also with low initial, the road will eat your tires because the tires doesn't slip enough ("road abrasion"), at 60 the engine torque will eat them because the tires slips too much ("power sliding").
Ideal value (for grip and tires consuption) are what I'm telling to you, or ABS/TCS use.
Now, high initial unlock very slowly, sice you put, says +60% on one side, then still lock, +60% the other side, then still lock, etc.
You can use that to turn around curves when coasting too. This is a LSD technique I used for my NSX S-Zero setup, along with a lot of LSD-autosteer while braking to prevent brutal direction change when coasting (high decel mean loads and loads of engine brake, so a torque barrier that initial won't pass easely while coasting).
That's why high LSD makes better times than low. But with no grip because of too much torque given to wheels, at least high probablity of loosing control. On the NSX, that driving is neat, but it's just for fun I made that car. It give neat times when you understood her driving, like -5-10 sec better than a grippy LSD around Grand Valley.
High LSD are same of low about grip though : grip is bad, that would be oversteering grip and lost engine power. If your car susp setup is perfectly equilibrated, this is called the "fun factor"
Now the "high" and "low" LSD frontier depend on each car and setup : the most impactful settings on your LSD are, for me, traction wheels camber and toe, and aero equilibration.
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When using TCS... I "think", but there you have big "if" and question marks here, that TCS will act upon initial like this : Initial / TCS and give these increments to the slipping wheel instead of all the initial at one moment. But the cycle is also divided by the TCS, so you get more cycles with lower % of torque.
Say you got TCS 3 and initial 9 on a very high rpm/torque car.
(my zonda).
Instead of having at accel
+9% to the slipping wheel
You'll have (initial (=9) / TCS (=3)), 3 times (=TCS)
+3%/+3%/+3% to the slipping wheel in the same duration. With TCS3, the tires that slip can change 3 times, without TCS, only between +9%.
"alpha strike" is higher with no TCS than without but the total of torque stay the same.
Same, I think the total of unlocking time is multiplied by the TCS value so that's why you get "power lag" after curves. Because you multiplied the # of cycles. So unlocking time stay the same per cycle. You have to get, at TCS3, 3 unlocks, not only 1.
Remember, I have got a lot of question marks around that.
