Gran Turismo 5 v.2

[Gast]

Wij hebben hem gereden met een standaard M3 E46 GTR racecar, was wel leuk rijden maar wel niet kunnen winnen concurrentie was te sterk.

Als je de 24h rijdt en dan nog verliest komt ge toch bijna zot.

[cédric_2]

Ik wou gewoon de 24h rijden met een wagen die echt ooit heeft deelgenomen aan de 24h. Heel de wedstrijd op kop rijden daar vindt ik ook niets leuk aan.

[Gast]

ja, ik achtervolg ook liever want dan blijf je gedreven.

[Gast]

Misschien is deze vraag al gesteld maar wat vinden jullie zo de leukste auto's om mee te rijden in gt5? Niet per se de snelste maar wel leuke
Ik zal beginnen:
Integra DC5 met race modification

[Manuelos]

Misschien is deze vraag al gesteld maar wat vinden jullie zo de leukste auto's om mee te rijden in gt5? Niet per se de snelste maar wel leuke

- Honda S2000
- Toyota MR2 (AW11 & SW20)
- Ferrari 458 Italia
- Ferrari 430 Scuderia
- BMW M3 CSL '03
- BMW M3 Race Car '01
- Lotus Elise 111R '04
- McLaren F1 '94
- RUF CTR "Yellow Bird" '87
- Spoon S2000 '00
- Lexus LFA

Dat zijn zowat mijn meest gebruikte.

[Gast]

Megane RS,
Aston Martin vantage V12 (wel nen DLC),
Ferrari 430 Scuderia,
Audi R8 V10,
Toyota GT 86,
M3 07',
Ik rij het liefst auto's die niet al te veel pk's hebben dat is plezanter in de bochten op de Nordschleife.
Weet iemand wanneer de M3 CSL nog is weerkomt want kzit er wanhopig op te wachten?

[Gast]

Megane RS
Clio V6 'de raceversie?'
Ferrari 430 Scuderia
M3 CSL
BMW E46 M3 GTR
BMW McCLaren F1 GTR

[Utah]

[djenne00]

Beetje bij proberen te leren over damper bound en rebound....deze kerel zoekt het zelf uit:

Prerequisites

You need to find the optimal spring rates for the car that you want to test these settings on. To maximize benefits from an active suspension, tune it at neutral ride height.

• Spring rates optimized for combined weight and weight distribution of car at neutral ride height while dampers were in a neutral state. Rebound 4/4; Bound 4/4 or 5/5; 5/5 preferable.
• Anti-roll bars optimized once the above condition was met, then continue on below:

R+-----R+(-)---------------------B(+)----
-------------------------------------------- fast end of the suspension movement spectrum; for technical tracks with rough surfaces
1-------(10)------------------------1------|---five clicks above---
2--------(9)------------------------2------|---four clicks above---
3--------(------------------------3------|---three clicks above--
4--------(7)------------------------4------|---two clicks above---
5--------(6)------------------------5------|---one click above----
-------------------------------------------- demarcation of counter balance center
6--------(5)------------------------6------|----one click below----
7--------(4)------------------------7------|----two clicks below---
8--------(3)------------------------8------|----three clicks below---
9--------(2)------------------------9------|----four clicks below----
10-------(1)-----------------------10------|---five clicks below----
-------------------------------------------- slow end of the suspension movement spectrum; for fast circuits with smooth surfaces

Preliminary Findings - The Six Rules of Suspension Dampening

Assuming R+ or R+(-) is constant and B+ is variable, than the following conditional statements can be measured. Assuming the tested condition (for as B+:R+(-) conditions are concerned) has been set for both dampers front and rear. Assuming you have properly tuned the spring rate and anti-roll bars at a neutral ride height (0/0; typically you may -5/-5 to +5/+5 for fine spring rate tuning) to realize maximum potentials of the following:

Due to the lack of track variety in GT5 it may be hard to measure the benefits of each condition, but each probably has a real world application on a test driving track.

1. if B+ > R+ than...
   • suspension compression is slower than extension rate, absorbing the least surface imperfections resulting in less grip but offering more speed
   • weight transfer occurs more quickly under this condition in comparison to the B+ <= R+ conditions, yet more slowly in comparison to the B+:R+(-) conditions; weight transfer is balanced by relative rate to compression on the opposing end; higher B+ places the weight transfer onto the wheel more quickly
   • example: Damper Extension (R+) 7/7; Damper Compression (B+) 8/8
   
   
2. if B+ = R+ than...
   • suspension compression and extension rates are similarly matched so track surface is absorbed across minimal imperfections and a potential median for speed is reached
   • weight transfer occurs at a consistent rate from front to rear though at a delayed rate in comparison to the B+ > R+ condition and all of the B+:R+(-) conditions; weight transfer only faster than the B+ < R+ condition
   • example: Damper Extension (R+) 7/7; Damper Compression (B+) 7/7
   
   
3. if B+ < R+ than...
   • suspension compression is faster than extension rate, absorbing the most surface imperfections to improve grip but sacrificing speed
   • weight transfer occurs most slowly under this condition compared to all others, but is partially counter balanced by lower B+ on the opposing end triggering a return weight shift sooner
   • example: Damper Extension (R+) 7/7; Damper Compression (B+) 6/6
   
   
4. if B+ > R+(-) than...
   • suspension compression is slower than extension rate, absorbing the least surface imperfections resulting in less grip but offering more speed
   • weight transfer occurs most quickly under this condition than for all other conditions; but balanced in relative rate to compression on the opposing end with a higher B+; fastest weight transfer of the B+:R+(-) conditions
   • example: Damper Extension (R+) 3/3; Damper Compression (B+) 9/9
   
   
5. if B+ = R+(-) than...
   • suspension compression and extension rates are similarly matched so track surface is absorbed across minimal imperfections and a potential median for speed and control is reached
   • weight transfer occurs more quickly under this condition than for the B+ < R+(-) condition and B+:R+ conditions; but balanced in relative rate to compression on the opposing end; equilibrium is achieved
   • example: Damper Extension (R+) 3/3; Damper Compression (B+) 8/8
   
   
6. if B+ < R+(-) than...
   • suspension compression is faster than extension rate, absorbing the most surface imperfections resulting in more grip and control at the expense of speed
   • weight transfer occurs less quickly under this condition than for the B+ >= R+(-) conditions; but balanced in relative rate to compression on the opposing end, a lower B+ triggering an earlier weight shift
   • example: Damper Extension (R+) 3/3; Damper Compression (B+) 7/7
   
   

Example damper configurations should be read as:
R+
----------------------------------------------
--3--two clicks above counter balance---
--8--two clicks below counter balance---
----------------------------------------------
B+
----------------------------------------------
--3--two clicks above counter balance---
--8--two clicks below counter balance---
----------------------------------------------
R+ = R+(-) it is on the same line of the grid it appears. R+ is the setting applied in game.
----------------------------------------------

In essence, utilizing R+(-) theory is maximizing suspension performance by reaching equilibrium at 0; a combination of X clicks above counter balance line for R+, with X clicks below counter balance for B+.

R+(-) so far seems to work well for smoother circuits.
R+(+) is a counter theory for R+(-) but no, it's not the same as R+ in theory... though the numbers will be the same as R+ when applied.

Wrap-up:
"R-positive," or R+ is the way the numbers are represented for rebound on the game's suspension menu. Traditional application of R+ may result in well handling vehicles that could gain a little from a R+(-) or R+(+) conversion. There are probably applications and scenarios where R+ may still be preferred. R+ values on the grid represent the settings as they occur in the game, starting at 1 and descending to 10, because this is the spectrum of suspension movement speed from fastest to slowest.

"R-positive inverted," or R+(-) is the way the numbers are inverted on the grid to find their opposing value of equilibrium by finding a matching pair on the same line. R+(-) should be paired with B+ on the same line, ie. R+(-) 3 and B+ 8 are both two clicks below the counter balance line. R+(-) is the same as R+ in this sense of the notation, it's just the order in which it appears below or above the counter balance line. So the R+(-) number on the corresponding row as the B+ value is the R+ value to be used. R+(-) are shown in parenthesis on the grid - (3) is equivalent to a R+ value of 3 on far left column, but it will appear at it's correct orientation as an opposing counter balance force.

"R-positive re-inverted," or R+(+) is the way the numbers are aligned from a top down perspective of maximizing the entire suspension movement range... so basically the line of counter balance is moved to above R+/B+ values of 1... so everything below becomes a representation of if R+(+)=B+ than suspension will be most active at minimum values, and become less active as they are raised in equilibrium. R+(+) and B+ both set to 1 will produce the most reactive suspension setup with the softest compression and the strongest extension. Setting both values to 2 will reduce the effect by a factor. It's essentially an alternative perspective on how to perceive the function of the normal R+=B+ and how it can be a good setup in these particular test cases where an active suspension is strongly desired.

R+(+) modified grid to demonstrate and provide theory rules for active suspension setups for the technical courses.

R+-----R+(+)---------------------B(+)----
-------------------------------------------- fast end of the suspension movement spectrum; for technical tracks with rough surfaces
1--------(1)------------------------1------ ideal range
2--------(2)------------------------2------ ideal range
3--------(3)------------------------3------ ideal range
4--------(4)------------------------4------ ideal range
5--------(5)------------------------5------ threshold range
-------------------------------------------- estimated threshold for performance gain from R+(+) theory... switch to R+ or R+(-)
6--------(6)------------------------6------- threshold range
7--------(7)------------------------7------- outside of ideal range
8--------(------------------------8------- outside of ideal range
9--------(9)------------------------9------- outside of ideal range
10------(10)-----------------------10------ outside of ideal range
-------------------------------------------- slow end of the suspension movement spectrum; for fast circuits with smooth surfaces

Applications for Theories

R+ for use with general purpose setups, ideally close to the counter balance center in the range of R+/B+ setting or handling may become erratic. This can provide stable lap times that are below peak optimization across a wide variety of courses. May be combined with R+(+) on the front suspension for optimal wheel tracking.

R+(-) for high speed racing where the circuits are considerably smooth and do not present too many inconsistencies in surface variation when making a lap. Use two values closer to the counter balance center within the R+/B+ range when on a high-speed circuit with more bumps than others, more extreme values may work for the smoothest of the circuits. This setup type appears to be dependent upon the front and rear suspension being given the same values front to back for best performance and handling.

R+(+) for technical courses can provide plusher suspension with greater wheel tracking through corners and small surface imperfections. Tested applications for theory include softening the front suspension on a FR vehicle for better wheel tracking at lower values, while using higher values at the rear drive wheels for a good mix of acceleration. Above a value of 5 on the R+(+) theory grid you start to cross the threshold into standard R+ theory. A mix of R+(+) on the front and R+ on the rear may be optimal.

[geertqv]

Dat kan toch niet,alles goud en geen enkele keer zilver of brons?? hij heeft ook 4 redbulls in zijn bezit zegt hij...

[Gast]

Ook alle extra's gedaan? Alle rijschool opdrachten alles goud? Anders is het inderdaad wel vreemd/frustrerend

[Manuelos]

Dat kan toch niet,alles goud en geen enkele keer zilver of brons?? hij heeft ook 4 redbulls in zijn bezit zegt hij...

Wat kan er niet? Ik heb ook 60x goud en een handvol redbulls X2010 -2011's ?!

[Tjeu]

bankrekening niet vol, garage niet vol en wss nog geen goud op zaken als "human stopwatch" trofeeën. Dat zijn van die verdoken trofeeën waarvan je wel een melding krijgt als je ze haalt, maar niet altijd weet welke er allemaal zijn.

Die human stopwatch krijg je als je x aantal ronden na elkaar binnen de 0.0xx seconden af kan haspelen. En zo zijn er nog een aantal.

[Speedhunter]

Wat kan er niet? Ik heb ook 60x goud en een handvol redbulls X2010 -2011's ?!

Het is vooral opmerkelijk dat hij geen enkele zilvere of bronzen medaille heeft. Ik geloof niet dat je overal van de eerste keer goud kan halen.

[djenne00]

Het is vooral opmerkelijk dat hij geen enkele zilvere of bronzen medaille heeft. Ik geloof niet dat je overal van de eerste keer goud kan halen.

Eens goud behaalt valt die brons toch gewoon weg.

Ik dacht dat je de redbull niet kon delen, iemand verlichting daarover?

[Speedhunter]

Eens goud behaalt valt die brons toch gewoon weg.

Ah ok daar niet bij stilgestaan. Dan kan het inderdaad wel.