I recently tried some CH rudder pedals and I thought I would provide
some feedback. I have been using the Thrustmaster T1 floor unit OK,
but I wanted to see the difference.
The CH pedals work in rudder mode (same pot) or pedal mode (two pots)
depending on which way a switch is set. As it turns out, the way that
the thrustmaster T1 floor unit works is what CH calls their rudder
mode (one pot).
If you push both pedals in rudder mode, they cancel each other out and
it is the same as if you were not pressing either pedal. Same way
with say 30% gas and 30% brake, they cancel each other out and you car
just coasts along. You can easily see this by experimenting with the
nascar calibrate screen.
If you push both pedals in CH pedal mode (two pots), then NASCAR is
written such that the brake overrides and gas. This is seen to the
user as maximum brake. In this case, it does not matter where the gas
pedal is. (I had hopes that those rear tires would smoke like crazy!)
There is a difference!
I am not sure how nascar reads and treats the two pots in all cases,
but it brings up a question:
With the single pot system, if you have 100% gas and you apply say 10%
brakes to slow down through the tri-oval at Taladega, then that is the
same as just lifting up on the gas to the 90% level and never pressing
the brake. (Some of you with thrustmaster T1's might not believe
this, but go try this in the calibrate screen.)
Is there any advantage to having a two pot system in this situation?
I suspect that with real restrictor plate engines there is a big
difference!
One more point. The thrustmaster controls calibrate with about 1,000
different numbers. This is a very wide range. For example, max gas
might be 7, no gas & no brake might be 507, and max brake might be
1007. The CH controls only calibrate with a range of about 100.
With two pots, gas might be Joystick B x-axis ranging from 0 to 100.
Brake might be Joystick B y-axis ranging from 0 to 100. So this is
really 200 as compared to thrustmaster's 1,000. I think I like the
1000 range.
Question #2: How does nascar read these values? Are there a finite
number of brake pressures that are mapped to the calibrated range? OR
is the calibration range simply divided into such that the full range
is functional?
--
Best Wishes!!!
Robert Huggins
Raleigh, NC
