- 2,823
- GTP_Brent
s0nny80y
I agree with your post in general - but some of the theory contradicts with what I practice.
For instance, the bit about under and oversteering. It's true that you can compensate for understeer by removing grip from the rear - but this does not allow you to turn in any harder, it only causes you to break the rear free at a lower speed. Depending on your goals, this may not be beneficial.
If I have an understeering car I dont 'correct' it by removing grip elsewhere, instead I try to build grip where it is needed at the front of the car. This can be accomplished by using spring rates to put more weight over the front tires, and a great deal of grip can also be found by adjusting the damper bound/rebound settings (GT3 here, not sure what can be altered in GT4 yet). Certainly doing this will as a side-effect remove some of the weight loaded onto the rear suspension - but this is not my focus, my focus is on generating grip upfront. I do this in my drifting and racing setups and it works quite well for me. It gives a more balanced setup (imo) that handles all track conditions better than the methodology you describe, and allows the corners to be attacked from a higher rate of speed.
Perhaps its just a difference in viewpoint, ie) you mention camber as a way to eliminate grip by removing some area from the tires contact patch. I personally try to manufacture grip with proper camber adjustment such that under a lateral load the contact patch is as large as possible.
I have in the past tried the method you describe, but my end result was something resembling a saddled pig on roller skates. Its characteristics were inconsistent and weight transfer unpredictable. It took on a completely different tone depending on whether the corner was uphill or downhill, and on or off camber. Certainly all cars will handle somewhat differently under these circumstances, but this method of setup seemed particularly sensitive to it in my experience.
Secondly, I believe settings should reflect your individual style. I have seen some feinter's GT3 drift settings, and they are very soft compared to mine. This allowed them to generate massive MASSIVE weight transfer during all their swaying - albeit while handling less sharply than a stiffer setup. I set my cars up extremely stiff because I make relatively sparse use of the feinting technique. I prefer to have quick transfer of weight, I find it helps me in making transitions between linked corners. Its just my style. This is why I tend to roll my eyes at people looking for 'THE' drift setup for such-and-such a car. Everyone has different tastes, and different demands from their cars.
my big point now:
If your drift setup does not compliment your technique you will never be drifting to the best of your ability.
Also, on a sidenote - viscosity refers to a fluids resistance to motion, and is a term nested within the scope of fluid mechanics. I believe the term you are looking for in your statement is friction or adhesion or lateral traction, or something more to that effect. Dont take this personally or anything, my goal is not to point out errors, just trying to help.
That sums it pretty well for me. I'm willing to debate any points questioned or mentioned within my post.
i agree with this! that is why i think it is best to make your own settings. if you dont know what things do, either read the descriptions on each thing, of search around here on GTP for an explination on what everything does. so if you learn to set your car up, it will help you out alot in the long run. you can set your car up however you want for drifting, and it will also help you get faster lap times if you ever decide to grip race. 
