> On Mon, 30 Jun 2003 11:27:18 +0100, "Iain Mackenzie"
> >I have the exact same problem as you. There is something wrong with F1C.
> >Wheels lock, back end spins when it shouldn't, no grip on kerbs at all -
one
> >touch and you're off!
> Whoa, that sounds sort of like, um, what's the word... real F1?
> FWIW, I use the kurbs at several tracks without an issue. It's a
> matter of knowing which you can use and which you can't. The only
> problem I have with the curbs is that, unlike real life, the high ones
> won't do significant damage to your front wing (as Button discovered
> in qualifying this past week).
> >I've spent the whole weekend on it (concentrating on A1 Ring) trying to
> >convince myself not to take it back to the store. I can't get out of the
> >1'12"s. On F12K2 I was in the 1'09"s.
> >I'll post more details on my experience later.
> Your times will be slower because the aero model works in a convincing
> manner now. Just slow down more, and stay off the gas longer, it's
> sort of like driving a real car no? In F12k2 you could take corners
> flat out that would see a real car spinning wildly into the barriers,
> now you have to actually use that left pedal and feather the throttle
> on the exits (assuming you have TC off or on low), it's kind of nice.
> If you're having trouble with the default setups just try running more
> wing, a stiffer front bar/softer rear bar, or less brake pressure and
> a higher diff. Most tracks in modern F1 are full wing tracks where
> you want every ounce of aero downforce and as soft a rear bar as you
> can run to maximize grip out of slow corners.
--------
You do have to run different-style setups than would have worked in F12K2.
More front-loaded weight bias, brake bias, shock and aero settings, etc.. I
see that as a good thing, whether they've got it right this time or just a
different version of wrong. Moving the weight bias forward helps with the
flying inside front wheels, and also keeps the car from spinning under
braking so easily. Which makes sense, given the lessened influence of
downforce in overall tire loadings - the end with the most weight wants to
keep going straight. Makes these things steer with the pedals a lot more
now, ala you-know-what.
Some questions remain, though. Graphed the slip curve of the F1C '02 tires
vs the F12K2 tires and that's a truly odd-looking curve, especially in the
twenty data points or so just past peak grip; drops a bit, stabilizes, then
a bigger drop. Grip should indeed fall off more suddenly than F12K2, so
that's good, but it still looks a bit strange. And I still have doubts
about the CG-weight shift after rolling the car at the Ring by just hitting
the curbing while sliding. D.C. tested this for me yesterday and his
results were slightly better, if less spectacular... ;-)
SB
PS - running low 1:10's with F1C at the A1 Ring, and have seen low :09's
online, which is in pretty much line with real '02 times.
