Alonso707 escribió:pedro_cam23 escribió:Y por último una curiosidad que me ha venido a la mente, ¿durante el desarrollo no dijeron que no podían incluir el Nordschleife 24h por problemas con la gran cantidad de memoria necesaria o algo así?
Exacto, al menos es algo que se repitió bastante por aquí a pesar de nuestra cara de sorprendidos viendo las versiones de AC e iRacing que se avecinaban.
currololo escribió:Todavía no he tenido tiempo de probar el nuevo DLC y ya estoy deseando que salga esto:
Din-A4 escribió:currololo escribió:Todavía no he tenido tiempo de probar el nuevo DLC y ya estoy deseando que salga esto:
FAIL
currololo escribió:Din-A4 escribió:currololo escribió:Todavía no he tenido tiempo de probar el nuevo DLC y ya estoy deseando que salga esto:
FAIL
¿A qué te refieres?
The Physics of US Race Car Pack
Sorry for the delay in getting this up, guys. Hope you've all been enjoying the latest cars. Here are some notes from the production of each one.
Dallara DW12
We were fortunate enough to work directly with the Schmidt Peterson team on this car and their engineering team came through with a mountain of data for us to use in matching the game model to the real thing. Very pleased to say that our aero model matches the real car within 2% for drag, downforce, and aero balance over a full range of ride heights all the way from minimum to maximum downforce. Couldn’t be happier with how closely we were able to copy the real thing as aero is obviously a huge part of these cars. Important thing to remember in setup of a car with tunnels like this is that it doesn’t love a lot of rake. Ideally you want to keep it as low and level as possible for the aero to work at its best.
Our model was built from CAD, of course, so suspension geometry is pulled directly from this. All spring and damper values are done in wheel rate. The DW12 has adjustable rockers so motion ratio for each part is variable within the car setup. We adapted spring rates and damper force plots from the real car to cover the full range of motion ratio adjustment the teams have, so you can set it up as soft or stiff as they do. Default setup is aimed at a middle of the road thing, halfway between what a team would use for their minimum downforce track (Indy road course) and max downforce (Sonoma)
Engine is the twin-turbo 2.2L V6. I think both Honda and Chevy are being quite modest by still claiming 700hp for it in road course spec with 1.5bar boost. With the good aero data we could run it in similar conditions to the real car and match top speeds. This clearly showed that something closer to 750hp is needed to match speeds of the real car. Push to pass is then available in races for 10 shots of a 20-second / 0.1bar increase, taking it to 800hp. Lots of power from a little thing but only if you gear it to be up at the peak of the powerband.
Tires are a similar construction to what we have on the Formula Renault 3.5 - another Dallara chassis with similar design to the underbody aerodynamics. Primary (black sidewall) slicks will safely last you one tank of fuel without falling off too much. Alternate red tires are about 1s per lap faster but go off much more quickly.
Once we got all that baseline work done, the Mayor of Hinchtown himself gave it a good run and came back with a set of notes on areas to improve the car. We made a number of changes to the chassis balance, particularly due to engine braking, and tweaked the tire model for some added stability near the limit of grip (the Firestones they use are very sticky) and it now pretty much lines up with the feedback from Hinch. They gave it a second run at SPM HQ as well and agreed that it moved very much in the right direction. Really takes focus to push this one at 100%. Fun car!
Motion Ratios: 1 / 1
Damper Transition, front: 25mm/s
Damper Transition, rear: 25mm/s
Unsprung mass: 30 / 41kg
Chevrolet Corvette C7.R
Another car where we had the great opportunity to work with one of the real drivers; this time being Tommy Milner. We’ve actually known Tommy since he was a 14 year old kid just getting started in karts and fooling around with simulation games, so it is beyond cool to see where his career has gone.
Long story short, the C7.R is just a great package for endurance racing. The way it fits into Le Mans rules have it running at the standard class minimum of 1245kg (20kg more than the Porsche and Aston, which both get a break) and 2x29.1mm air restrictors which have making a healthy 500hp @ 6000rpm. The rear wing height and gurney flap size mean it pays a something of drag penalty for that power, but overall the aero package is excellent. The extra drag turns into a nice amount of downforce and general ride height/pitch sensitivity is low for a modern GT thanks to the short overhangs. It might not always be fastest over a single lap, but it’s super easy to push it at maximum for a long time.
LS5.5R engine would, amazingly, be good for upward of 750hp unrestricted. This matches up with some performance packages Katech produces for similar units you can run on the road. More amazing still is that they averaged 14-lap stints, same as the Aston, despite having a fuel tank 10L smaller. Direct injection making a big difference there. The torque curve is massive and, in restricted form, you are right up at 95% of peak power from 4900-6500rpm. It doesn’t need to rev out to the limit for max performance and the fuel savings benefit you get from using fewer rpm can be a big benefit in the long haul.
Tommy gave the car a run just before the Daytona 24 and said we were on the right track, but had the default setup too stiff. That instantly clicked with something I remember from the older C6.R and that Pratt & Miller actually ran that car on softer spring rates than the road car. The setup we’ve ended up with now is a much better match to how they run the real car. You can make it as stiff as the Vantage GTE or others, but there really is something to say for letting it roll around a bit more, and it can do that without so much penalty thanks to the docile aero.
Motion Ratios: 0.71 / 0.78
Damper Transition, front: 30mm/s bump - 60mm/s rebound
Damper Transition, rear: 51mm/s bump - 95mm/s rebound
Unsprung mass: 45 / 55kg
Cadillac ATS-V.R
Nice little racecar here. Official spec has the engine producing 600hp @ 7400rpm and 520lb-ft @ 5500rpm, but that makes it a very vague statement as neither restrictor size nor boost pressure are specified. So what we did was start by looking at the non-turbocharged road car plus 18psi boost (max for the ATS-V road car) and only light tuning was needed to make it hit those targets. Was just a case of holding that max 18psi boost up to 7000rpm rather than dropping boost as rpm rises to get a flat torque curve as appears they’ve done in the road car. A number of aftermarket tuners are doing ECU flashes with this same trick that instantly add 100+hp. Pretty cool, though you hate to see the standard car held back so much. Next we applied the boost pressure curve they must run in the PWC series and 2x40mm air restrictors to match. With that data, it fell nicely to 500hp with 445lb-ft torque and a super wide power band from 5700rpm right up to the limiter at 7600; perfectly matched to other cars in the class.
Aero package is fairly typical of a GT3 car. Decent efficiency with mostly an increasing rear bias as you dial on more downforce. Top speeds come in around 170mph at Road America, which is right on target for the race there last year.
You can sorta-kinda think of it like a GT-R GT3 with better natural chassis balance since it was RWD from the outset. 1315kg with weight distribution of 51% rear works really well for a car like this and overall it’s not difficult to see why it won the championship last year. Good balance and all the right elements around that.
Motion Ratios: 0.72 / 0.78
Damper Transition, front: 60mm/s
Damper Transition, rear: 60mm/s
Unsprung mass: 50 / 55kg
Ford Fusion Gen.6 Stockcar
I haven't paid much attention to these in a while and they are actually quite impressive now! The 5.866L (pushrod!) V8s can make well over 900hp now but, as of last year, they are using a mandatory 1.17” restrictor plate at all tracks. This limits the car to 750hp @ 8500rpm. Still a lot!
More impressive is the aerodynamics these simple shapes are making even without purely flat floors. Lift/Drag ratios are around 2:1, which is at or above what you might expect from a GT3 car. Mighty efficient for a car with 'simple' aerodynamics. The oval bodywork on their new cars is also designed to be asymmetric to produce upward of 500lbf of side force @ 200mph, taking a lot of work away from the tires at some tracks. Our model doesn’t rely on that as it is focused on road course racing, but thought it was worth mentioning as the lateral (heh) thinking going into the aero is pretty cool stuff.
Operating range for the tires is all the way up over 235°F, and Goodyear says to not worry unless they are consistently over 275! Tread rubber is only 3.2mm thick so it does heat, cool, and burn off pretty quick when pushing hard. There is the option to restrict it down to 480hp and I’d recommend that for learning the car. It can be a real handful jumping straight into something with so much mass, so much power, and relatively little tire.
Motion Ratios, front: 0.65 spring, 0.81 damper
Motion Ratios, rear: 0.84 spring and damper
Damper Transition, front: 90mm/s
Damper Transition, rear: 90mm/s
Unsprung mass: 61 / 102kg (note the rear number is per-corner, but solid axle means you have 204kg moving in unison there)
Aston Martin Vantage GT12
This is essentially a V12 Vantage GT3 for the road. Engine is a slightly detuned (but unrestricted) version of the GT3 unit good for 595hp @ 7000 with the rev limit just above that. Gearbox is a 7-speed automated sequential manual from Graziano which has been universally bashed for harsh shifting (sorry guys). That carries through to our model and you might want to take care during the shifts especially if in a situation where the chassis is unsettled. Slight lift on the throttle during downshifts isn’t a bad idea.
Aero kit does produce some downforce and is claimed at 7x the standard V12 S and 2x the Vantage GT4. Those are going to be multipliers on a very small number, though, and ours is set to produce a generous 400lbf @ 150mph with only mild sensitivity to ride height due to the car sitting above 100mm when static. Only thing it really doesn't like is nose up where that big front splitter loses effect and adds understeer. Drag added from the wing and stuff keeps top speed just under 300kph. It could probably push closer to 200mph, but the gearing holds it back as you're 1000rpm off peak power in 7th gear at 300kph.
Set to use our Faretti road tire set, same as many other supercars, with the soft 'track' tire by default. Very wide rubber with 265 fronts and 325 rear. More rubber than the Zonda needs with its extra 150hp. Grips *really* well and is good for mid 7:20s at the Ring here.
Motion Ratios: 0.72 / 0.78
Damper Transition, front: 50mm/s bump, 80mm/s rebound
Damper Transition, rear: 51mm/s bump, 95mm/s rebound
Unsprung mass: 45 / 55kg
. d1ngo escribió:Yo te recomiendo el wheelstandpro, es regulable en altura y plegable. Yo lo guardo debajo de la cama, aunque si vives en un estudio, seguro que ese espacio ya lo tienes ocupado
Saludos
asahawk escribió:Me he mudado a un pequeño estudio y la mesa es demasiado baja para el volante... Existe algún invento que no sea espacioso, y que por supuesto no sea comprar un cockpit ni una mesa?
Gracias. Una pena tener que dejar el juego por esto =/
Prometheus06 escribió:dankov_14 escribió:DeathMeduso escribió:Buenas, llevo unos días con ganas de echar unas carreras, había pensado en pillarme este juego, la cosa es; ¿merece la pena comprarlo ahora a la vista de la edición goty?
Yo te recomendaría tirar de jack sparrow hasta que saliera la Goty y pillarla, es la mejor opción para no pasar por caja 2 veces.
Por cierto, ¿hay alguna manera de limitar los fps?, es que cada vez que hecho alguna carrera me sube a 500fps y debido a que no tengo monitor de 144hz pues como que no se están aprovechando esos 500fps y estoy forzando el ordenador tontamente, a ver si hay alguna manera de limitarlos o algo.
salu2
es agregar en la linea de comandos de steam -fpscap xxx y lo tendras a 60. hilo_hilo-oficial-project-cars-goty-edition_1683969_s31040
500fps... .menudo pepino de pc no?
![[carcajad]](/images/smilies/nuevos/risa_ani2.gif "carcajada")
![[sonrisa]](/images/smilies/nuevos/risa_ani1.gif "sonrisa")
eddye escribió:¿Y no sería más fácil activar el vsync, que es lo que tocaría en realidad?
![[+risas]](/images/smilies/nuevos/risa_ani3.gif "más risas")
jordigo escribió:eddye escribió:¿Y no sería más fácil activar el vsync, que es lo que tocaría en realidad?
El problema es que con Vsync a veces se nota el input lag. Si limitas las FPS en el motor del juego, en teoría es más "limpio". Pero yo no lo hago nunca y Vsync es mi amigo
![[qmparto]](/images/smilies/net_quemeparto.gif "Que me parto!")
eddye escribió:jordigo escribió:eddye escribió:¿Y no sería más fácil activar el vsync, que es lo que tocaría en realidad?
El problema es que con Vsync a veces se nota el input lag. Si limitas las FPS en el motor del juego, en teoría es más "limpio". Pero yo no lo hago nunca y Vsync es mi amigo
Si te pasas por el foro de Automobilista verás que hay un pequeño debate sobre este tema del Vsync vs Input lag.
hilo_automobilista-anteriormente-game-stock-car-extreme_2096035_s170
denis74 escribió:Hacía diseños visuales sobresalientes, como el del Ford antiguo que parece que esté abandonado (link de abajo), que creo que está en un dlc de esos gratuitos de diseños visuales. Seguramente mucho de los coches tengan diseños hechos por él y también posters de eventos:
http://forum.wmdportal.com/showthread.php?518-Screenshots-(JPG-only-please)&p=857701&viewfull=1#post857701
En pcars2 he visto que ha hecho carteles publicitarios vintages. El otro día hizo su primer aporte como sms staff. Es el tal Jacek Kosieradzki
Y hablando de pcars2, todos los que estais en el proyecto teneis que leer este post de Steve Dunn de ayer:
http://pcars2.wmdportal.com/showthread. ... post925431
gunman1976 escribió:asahawk escribió:Me he mudado a un pequeño estudio y la mesa es demasiado baja para el volante... Existe algún invento que no sea espacioso, y que por supuesto no sea comprar un cockpit ni una mesa?
Gracias. Una pena tener que dejar el juego por esto =/
Como te ha recomendado el compañero d1ngo yo te recomiendo lo mismo.
http://www.pccomponentes.com/wheel_stan ... _g920.html
joseee24 escribió:gunman1976 escribió:asahawk escribió:Me he mudado a un pequeño estudio y la mesa es demasiado baja para el volante... Existe algún invento que no sea espacioso, y que por supuesto no sea comprar un cockpit ni una mesa?
Gracias. Una pena tener que dejar el juego por esto =/
Como te ha recomendado el compañero d1ngo yo te recomiendo lo mismo.
http://www.pccomponentes.com/wheel_stan ... _g920.html
El cacharro ese está de lujo, sólo que el shifter ahí... Tipo Berlingo... Eso a mi me saca de la inmersión ¿no hay algo así pero que tenga soporte para el shifter en su sitio? Es decir a la altura de la pierna derecha más o menos
