Hi Mark,
Re. "why you instead of me", well maybe it'll be me too once I'm
actually getting some pace down! It's easy to be theoretical but the
fact remains I'm still several seconds behind even "average" people on
the circuits I've tried so far. But even if I do find that I'm still
able to read enough feedback when I'm going quicker, what does that
mean for you? I suppose you could try and adapt your perception of the
various cues so that you pick up on the messages that GPL is
providing. But I think it's fair enough to simply choose a different
sim that suits you better. There should be at least one more available
in the next few months with any luck (Chris? Tony??)
Thanks for the info regarding MBTR etc (but I'm still interested to
know what CPR stands for, even if it isn't worth buying) and also the
correction on tyre construction.
Best regards,
-= mike =-
> > SLIP ANGLES
> > Todd, regarding your comments on peak lateral force and slip angle, do
> > you think it's overdone even taking into account that the 67 cars were
> > running crossply tyres? I would definitely expect much higher slip
> > angles with these, and looking at the replays the car attitudes seem
> > to match my memories of film footage of GP cars from that era. (The
> > repeats! I'm not that old ;o) What do you think?
> There's incar footage of Graham Hill lapping at Monaco that is stuck in my
> head that indicates the opposite to me. I'm not well versed in slip angles,
> but the way he drove, while possible in GPL, is certainly the slow way
> around.
> > FEEDBACK
> > When it comes to issues such as single wheel lockups at the front or
> > rear, I can read what's going on from the yaw behaviour. For example,
> > if the rear has locked (rear brake bias too hot?) and you've got even
> > a fraction of steering lock dialed in, the tendency of the rear to
> > "buck" is detectable from the body movement alone. This isn't
> > translation, it feels very direct and natural to me. Even though I am
> > way down the learning curve compared to some around here, I can still
> > lock a wheel without flying off the track, and I can bring it back
> > from the great beyond at least 50% of the time in a broad variety of
> > situations. Most imporantly, the other 50% of the time I know what I
> > did wrong -- I'm not driving blind.
> This is exactly what has me bugged. Why you... instead of me? "-)
> > Another other thing I depend on strongly is the longer term feedback
> > that comes from learning what you can get away with, and what is
> > likely to stuff you in the barriers. I believe that it is possible to
> > build your own mental physics model, and develop a visualisation of
> > load transfer effects in various situations. Decisions such as whether
> > to trail brake on entry to a particular bend become much easier if you
> > can get a good feel for the interplay between pitching weight transfer
> > due to braking and the lateral grip limits (and weight transfer) at
> > your chosen cornering speed.
> There is no other way to learn a car or a course. But come race day, when
> I'm trying to run down Asgier or hold Jan at bay, I want to be able to
> stretch those limits a little. Get in a little hot or jump the cornerm put a
> wheel off while trying to make the track *that* much wider. In GPL I am at a
> loss for the ability to go faster than I already am without terminal
> mistakes.
> > OTHER THINGS
> > Finally, can I also ask what this static***pit thing is all about,
> > and also what are CPR and MTBR?
> Don't even worry about CPR. It's old and something will come along that
> equals it and I'll be sure to point it out. MTBR is Mercedes Benz Truck
> Racing. I've only ever driven the demo but just that was 18 times as good as
> the F1RC full release. Swedish Touring Car Championship 2 is also a good
> buy. Both MTBR and STCC2 are probably best labeled as arcade titles, but as
> far as physics and drive model goes, they are blurring the lines between
> arcade and sim.
