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OK. Don't forget to delete some inbox messages.

So will you complete and upload it this evening?

some good stuff. Will take a re-read to be able to wrap my head around the the info. do you have any tunes we as the public can try? I realize driving style plays a huge part in a tune, but I would like to try what you have done. You mention the NSX and M3. Look forward to these and applying what I have read into actual driving and testing. thank you in advance.

Yessir, I have a couple Ive been working on to release, although the NSX & CSL are my TT racers, I have some your going to like.

I have a BRZ ill be posting soon. Its a demo car tuned to 500pp on Sport Medium Tires. The car is fast and tuned for balanced tire wear, she is an Ascari Race Resort Champion able to win the race with or without a pit stop. She has great handling from pit to pit and a great set up for online racing.

I might start a thread for posting set ups, I tune cars for no assist driving and do not cater to ABS-1

Ride Height Damper/Spring Stroke Bump Stops & Camber Gain

The stroke moves with the ride height, but the limit of comp and droop of the chassis is fixed. Bump stops are simulated and reduce grip when hit.

Let me explain a bit further

If I raise ride height 10mm, the damper stroke stays the same. Ill have the same amount of stroke in each direction, its like the shock and spring are moved together as if the position of the shock installed on the car virtually moves.

The damper stroke is as far as the wheel can travel, so if our car has 20mm damper stroke then the wheel will not travel further than the amount of stroke, in this case 20mm in both directions

HOWEVER

The limit of travel of the chassis is fixed.

So if I have a total of 40mm needed for damper stroke. 20mm in both direction, and the ride height lowered to the point where the limit of travel of the chassis is reached in 15mm the bump stop is hit at 15mm and 5mm of damper stroke lost.

Bump stops are simulated (as seen in FarSideX's dump[not his poop, but data dump lol]) and travel stops short (as seen in data logger).

When we hit the travel limit under comp be it hitting max damper stroke OR max comp limit of the chassis the bump stop is hit.

The bump stops are much stiffer than the springs reducing grip when hit. When the limit of droop is reached travel stops, we can raise the ride height so far that the limit of droop is reached before full travel of the stroke is reached but this takes really high ride height and that's not a common thing to do.

When the spring set up supports the weight before hitting either the limit of damper stroke or the chassis comp limit there is no bump stop effect.

Camber Gain in GT is fixed at 2 to 3mm in each direction, for example 2 to 3mm of negative camber gain under comp and 2 to 3mm of positive camber gain with droop. Its hard to measure the angle, but easy to see each car gets the exact same amount as seen in my camber gain video.

More on Camber Gain

Its important to know how straight line performance is impacted front to rear by camber gain during acceleration and deceleration. When decelerating the front comp and the rear droop, so the front has neg camb gain and the rear pos camb gain. The opposite during acceleration, the rear squats and the front droop, so the front gets pos camb gain the rear neg camb gain.

ERS System Testing Nissan 2020 VGT

The new Nissan 2020 VGT has a Hybrid system that is usually referred to as KERS Kinetic Energy Recovery System. This system adds power from electric motors that gain energy from batteries charged through recovery systems in the wheels. These are relatively new systems kinda experimental in racing but have already shown to have value.

Usually the system only works on its own adding power as you accelerate no boost button, but the 2020 VGT uses an extra battery power boost on top of this. When charge on the battery permits and the throttle is open enough to accelerate hitting the boost button triggers the extra voltage to the motors giving more acceleration.

The 2020 VGT is always using power boost from the electric motors while accelerating. When the throttle is pulled back enough and the car no longer accelerating the system will charge the batteries also it will charge while braking, charging when braking charges at the highest rate.

The off button boost is prioritized by the system, so when the battery is almost empty, hitting boost might not give any boost until the battery is charged more but as long as the throttle is open enough triggers a red arrow sucking battery juice the electric motors are providing additional power.

Boost triggers a spike on the turbo and pull from the battery at partial throttle, as long as the accelerator is open enough to accelerate.

When under half throttle and boost button pressed the turbo will spike but the arrow will stay green, the boost power is relative to the amount of throttle, so under half throttle the system is recharging at a higher rate then the boost pulls, and thus we still see the green arrow. The more the throttle is pressed the more boost from the system is delivered with the button.