>Andre
Keith.
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>Hi Bill,
>>I'd be happy to do that. It's late here, so I'll do it in the morning.
>Thanks! I got the data just fine, and it did explain what's happening.
>Andre seems to have the solution already figured out, and it looks
>like he's right - it should fix it right up.
>What's happening is that the registry calibration data for the LWFF in
>your Pre-CTFJ file is all zeroes. The wheel works with that,
>apparently, so I'm guessing the system is deriving the data from the
>USB devices themselves when the registry data is zeroed. I'm not sure
>under what conditions the registry gets zeroed, certainly ClrCalib
>will do that, but apparently re-adding the LWFF doesn't restore the
>values.
>CTFJ can't work with the zeroed data. To make matters worse, it makes
>minor adjustments to the registry data itself, resulting in the
>modification of some of the zeroes. Those changes, apparently, are
>enough to convince the system that there is calibration data present
>in the registry, so it starts trying to scale with the wierdest set of
>min/center/max values it's probably ever seen. Things go downhill from
>there. 8).
>Looking at the registry calibration values from Brads GPL.CFG file,
>his are not zeroed, they're all set to 0-328-655 except the X value,
>which is close to that but has obviously gone through some
>calibration, probably from the startup calibration routine.
>Some checking seems to show that the DXTweak utility restores the
>0-328-655 values when you hit the 'Defaults' button. That puts real
>data back into the registry. CTFJ can come up with the min and max
>values that it needs to work and everything runs fine, which is
>exactly what Andre found.
>So, try this:
> Run ClrCalib
> Delete CTFJ.DAT
> Add the Wheel back in the Control Panel and get it running
> Run DXTweak and reset the Defaults
> Run CTFJ and hit the 'Center Axes' buttons
>The wheel has to be installed for DXTweak to restore the calibration
>data, otherwise it just leaves it zeroed.
>Give that a try and see if it helps with yours, too.
>Thanks again for sending the REG files! They were a great help!
>- Bob
>The StickWorks
>http://www.stickworks.com
Great! It seems to have straightened things out for everyone, then.
I'll have to add a note to the DOC file about the setup, probably just
running DXTweak and resetting defaults before CTFJ is installed is all
it takes. Just gets a little messy after the fact because the CTFJ.DAT
file gets a little out of whack.
My pleasure, Bill! I'm glad we could get it working.
Thanks again for sending alone the .REG files. Have fun!
- Bob
The StickWorks
http://www.racesimcentral.net/
We're not running it for just the centering capability.
If it's disabled in the system tray, it still provides improved scaling
routines over the built-in Win 9x ones. If enabled, it further allows more
precise settings of deadzone, sensitivity (Bob refers to this as Range), and
gain (or linearity). These settings can, like the Profiler, be saved for
each game.
Now, granted, linearity adjustment is already provided for in GPL, but
some games either don't provide for it, or don't do such a hot job of it.
Also, the Logitech Profiler does offer the ability to tweak deadzone and
sensitivity, but CTFJ provides for more discrete adjustments of these
values. This is particularly helpful, for instance, in adjusting the Range
(sensitivity) of the Brake axis so that maximum braking is reached only when
the pedal is fully depressed, and not before. Bottom line: it allows more
in the way of personal preferences.
Don't get me wrong, though - I think the Logitech Profiler is pretty darn
good. I just wish it had more "adjustability".
Regards,
Bill
- Bob
The StickWorks
http://www.stickworks.com
What does nirvanna mean??
Andre
>>Andre's solution works for me too!!....
>Great! It seems to have straightened things out for everyone, then.
>I'll have to add a note to the DOC file about the setup, probably just
>running DXTweak and resetting defaults before CTFJ is installed is all
>it takes. Just gets a little messy after the fact because the CTFJ.DAT
>file gets a little out of whack.
>>I can REALLY notice the difference that CTFJ makes with the wheel - pinpoint
>>adjustment ability, and I'm absolutely convinced that the wheel action is
>>much smoother.
>>Thanks for*** in there with us, Bob. And thanks to Brad and Andre,
>>too for their info!
>My pleasure, Bill! I'm glad we could get it working.
>Thanks again for sending alone the .REG files. Have fun!
>- Bob
>The StickWorks
>http://www.racesimcentral.net/
I suppose that can work OK if you only run on the flat tracks
(Silverstone, Mexico and Monza). But you'll certainly greatly extend
your braking distances on any hilly circuit.
Randy
Andre
The farther you depress the brake pedal, the more braking torque we
apply. At some point, the increasing
braking torque overwhelms the amount of longitudinal force that a
particular tire is capable of generating under the current
circumstances, and so the tire locks up.
The amount of longitudinal and lateral force that a tire can generate
is directly proportional to the amount of force that is pushing it
against the pavement. When you compress into a hill (for example, at
the end of the front straight at Kyalami), the car is accelerated
upwards, which pushes the tire into the pavement, and so it becomes
capable of generating more force than when the car was travelling
straight and level. When you crest a rise (for example, at the end of
the back straight at Mosport), centrifugal acceleration pulls the car
away from the hill, which pulls the tire away from the pavement, and so
it can generate less force.
Let's say you've used CTFJ to adjust your brake axis so that you just
lock up the wheels when you have the brake pedal almost fully depressed
while travelling straight and level. When you compress into the hill
at the end of the front straight at Kyalami (which happens to be a
heavy braking zone), you'll only be able to generate as much braking
torque as you've dialed in with CTFJ. But, since you're compressing
into the hill, this is much _less_ torque than you _could_ apply,
without locking up the brakes. So, you'll have to brake earlier than
someone that hasn't messed around with CTFJ.
Randy
Andre
On Tue, 08 Jun 1999 21:29:27 GMT, "Randy Cassidy"
>> Uhhh... why is that?
>The farther you depress the brake pedal, the more braking torque we
>apply. At some point, the increasing
>braking torque overwhelms the amount of longitudinal force that a
>particular tire is capable of generating under the current
>circumstances, and so the tire locks up.
>The amount of longitudinal and lateral force that a tire can generate
>is directly proportional to the amount of force that is pushing it
>against the pavement. When you compress into a hill (for example, at
>the end of the front straight at Kyalami), the car is accelerated
>upwards, which pushes the tire into the pavement, and so it becomes
>capable of generating more force than when the car was travelling
>straight and level. When you crest a rise (for example, at the end of
>the back straight at Mosport), centrifugal acceleration pulls the car
>away from the hill, which pulls the tire away from the pavement, and so
>it can generate less force.
>Let's say you've used CTFJ to adjust your brake axis so that you just
>lock up the wheels when you have the brake pedal almost fully depressed
>while travelling straight and level. When you compress into the hill
>at the end of the front straight at Kyalami (which happens to be a
>heavy braking zone), you'll only be able to generate as much braking
>torque as you've dialed in with CTFJ. But, since you're compressing
>into the hill, this is much _less_ torque than you _could_ apply,
>without locking up the brakes. So, you'll have to brake earlier than
>someone that hasn't messed around with CTFJ.
>Randy
Since CTFJ provides for saved setups, we could also make separate
track-related files. Of course, the problem would still exist on how to to
come up with a compromise setup for Kyalami that would serve all braking
corners........
Bill
Andre
Andre
>>The farther you depress the brake pedal, the more braking torque we
>>apply. At some point, the increasing
>>braking torque overwhelms the amount of longitudinal force that a
>>particular tire is capable of generating under the current
>>circumstances, and so the tire locks up.
>Thanks for the explanation, and for bursting our bubbles : ). But...
>it's not a complete rupture, as maybe I do lose a little time in the extreme
>cases cited by braking early, however I gain it all back in other corners.
>Part of that is that I'm more consistent in every corner, and can brake
>later than I used to. As I have gotten better laps not only in Monza and
>Silverstone, but also in a Mosport, a pretty hilly track.
Or, you could just tick the Braking Help check box. :-)
Randy
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