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Hey reply on you're hybrid turbos v8 conversion thread

Chassis, position the wheels and vary the chassis twist. Its hard to say how they vary from car to car, for the most part, modern cars seem to have the same flex but older classic cars (mostly muscle cars tested) seem to flex a bit more. The "improve rigidity" option seems to stiffen the chassis by a fixed amount, so cars with more twist stock have still more twist when improved rigidity is installed.

The downforce is tied to the chassis code, its neither here nor there it's just odd they didn't connect it to the body code. The rigidity of the chassis IMO is directly related to how well the car handles, stiffer chassis in every test let's me run stiffer springs and push harder in corners.

F1 style ERS combining 2 recovery systems Motor Generator Unit - Heat (MGU-H) Turbo, and Motor Generator Unit - Kinetic (MGU-K), with an Energy Store (ES). I would say its a ERS system, not exclusivly a KERS system, using both KERS & TERS


The ERS system charges and discharges at the same time. We see the green arrow if we are charging or charging more than draining, red arrow if draining or draining more than charging, and grey arrows if neither. Battery is green with a charge and grey when empty. Boost is relative to throttle, more throttle applied the more boost will be delivered from the ERS system.. Simulare to increasing voltage to the motor, the button is the on/off trigger while the throttle is a variable resistor.


The system changes above 50% throttle from below 50% throttle.


If at lower than 50% throttle, the ERS system will charge the battery even though we are on the throttle, go above 50% throttle and the system will pull more juice from the system, turning the arrow red. Above 50% throttle red arrow below 50% green arrow.


The ERS power increase is always providing extra power on acceleration until the battery is empty, the boost button adds additional power on top of this. When under 50% throttle we see a boost spike on the turbo gauge, and the arrow switch to red. However if so low on the battery there is no red arrow when we hit the boost button we don't get any increase of power even though we still see a spike on the turbo gauge. The spike on the turbo is the MGU-H system spooling up the turbo to reduce turbo lag, not actual increased boost. The spooled up turbo delivers instant boost. The MGU - H also recovers energy while it acts as a wastegate.


When close to empty battery when you press the boost button it will just grey the arrow and provide no boost even though the battery is green, so the boost button does NOT increase boost from the turbos the additional power comes from the battery charge and electric motors, not the turbo boost. The spike is only the MGU-H reducing turbo lag by spooling the turbo, delivering boost instantly (although turbo lag in GT6 is minimized) its noticeable if you hit the boost button right before you open the throttle.


We call it what it is, an ERS System looking like its directly out of the pages of 2014 F1 taken further through AWD and 3 KERS motors.

From 2014 F1 ERS Technology to GT6 fully functioning ERS System on the Nissan 2020 VGT

The new Nissan 2020 VGT has given me mixed feelings. The pre release video and pics did no justice to the car. Very much like the R35 GT-R after getting used to the initial shock from the styling things begin to make sense, the design behind the angles becomes clear and it starts looking better and better. The technology behind the machine is the next generation of performance.

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The F1 ERS system uses 2 Recovery systems combined with an Energy Store and Control Electronics. Recovering energy from kinetic / heat energy converting it into electricity to use with an electric motor or store in the ES for subsequent use. KERS & TERS.

KERS (Kinetic Energy Recovery System)
KERS uses a Motor Generation Unit - Kinetic (MGU - K). The MGU-K works by converting kinetic energy generated under braking into electricity (rather than it escaping as heat). It also acts as a motor under acceleration returning up to 120kw (approximately 160hp) to the drivetrain from the Energy Store.

TERS (Thermal Energy Recovery System)
TERS uses a Motor Generator Unit - Heat (MGU - H). The MGU - H is an energy recovery system connected to the turbocharger of the engine and converts heat energy from exhaust gasses into electrical energy. The energy can then be used to power the MGU - K (and thus the drivetrains) or be retained in the ES for subsequent use. The MGU - H also controls the speed of the turbo, speeding it up (to prevent turbo lag) or slowing it down in place of a traditional Wastegate.

2014 F1 ERS Systems info sourced from F1 website
In 2014 F1 systems, unlike the MGU - K that is limited to recovering 2MJ per lap, the MGU - H is unlimited. A maximum of 4MJ per lap can be returned to the MGU - K and from there to the drivetrain, that's 10 times more than with 2013 F1 KERS system, so that means drivers have an additional 160hp or so for approximately 33seconds per lap.

We know the Nissan 2020 VGT has a MGU - H because the boost button spools up the turbo (when the turbo is not spooled up), this cannot be done with a KERS/MGU - K system. The Fact the system directly affects turbo spool speed confirms it must have a MGU - H Turbo. We know it also has a MGU - K to use the MGU - H & ES to store recovered energy. The MGU - H on its own doesn't provide any power directly to the drivetrain or turbo but rather powers the MGU - K or stores power recovered in the ES.

The Nissan 2020 VGT has 3 KERS motors paired with 2 MGU - H Turbos and an ES, running on a 2 stage variable delivery system. All together make one Badass Hybrid System.

Unlike the F1 the Nissan 2020 VGT is using a FR-4WD system with a Twin Turbo V6 combined with 3 high output motors, similar to Honda's "Sports Hybrid SH-AWD" technology, the system uses Torque Vectoring the 2 front motors one on the left and one on the right to aide cornering, while the third motor sends power to the rear wheels.

I've tested the system out considerably and its remarkable how well they simulate these systems at play and how each aspect can be confirmed..

If we were to compare the system on the NSX concept to the 2020 VGT they work quite differently. The NSX has no MGU turbos. The KERS system on the NSX only provide boost up to 85mph after witch it will only charge when under about 90% throttle, WOT doesn't charge and doesn't pull any juice from the battery.

I've swapped out the fixed parts on the 2020 VGT for adjustable parts, and the car is ballistic.

I dunno the reason PD went with the default settings, I think the new blanket settings that are fixed on the 2020 are holding it back.

The AM VGT is a little quirky, took longer then normal to balance entry mid and exit of the corner. The car is fast though...

I find it a little bit funny when its called an under steering pig by guys using ABS (idiots ABS generates under steer) but its the opposite when not using ABS. Its the same for most cars. They complain the Nismo GT3 understeers, but I don't get how they don't see that's only with ABS the understeer generator. They talk shit about the handling but the problem they are creating and responsible for. So much of the Bullshit sold there is more about them not being able to separate ABS from their physics testing. Its just moronic to use abs then complain about understeer.

I fingered out today something about the Ai

Main point before the back drop


SSRX Testing Ai rubber banding

Options menu Arcade Mode Ai Characteristics settings set to 10.

Result the Ai with a faster car than me, I need to draft to keep up, he runs 245mph flat out and holds that speed along the straight like a rock. No speed variations due to my position around him, he don't care if I pass him from gaining speed off the draft, be do t slow down if I fall back, nothing.

Options menu Arcade Mode Ai Characteristics settings set to zero.

All of a sudden the Am will slow down if I'm behind, speed up after I pass them, and the Ai even had an instantaneous speed jump of 12mph, literally 165mph is displayed, then 178 a milisec later vehicle appeared to be going the same speed the whole time.


This is not a surprise to me, its what I figured. Well

Over at GTP this douche who calls himself Lewis_Hamilton because he's not cleaver enough to come up with his own user name that's not a rip off of an actual drivers name. He is basically saying the Ai will slow down to let the user pass anytime you come close to the Ai. We argue because even though I too have seen this behavior in ASpec, its more of them speeding up when I'm way out front, although I only race ia and s class ASpec rarely have they slowed down to let me pass unless I'm in the racing line forcing them to or I braked latter then them on entry.

To me theres obviously more to it as its not happening for me, not nearly as much as he's describing. I provide a detailed post breaking down a little cornering action of me battling a GT2 BMW in a Nismo GT3 in a 2 corner section, showing me Diving deep braking later than the Ai but the Ai fighting for position NOT letting up at all even though I'm side by side with him. According to Lewis the Ai is supposed to be slowing down in this situation even though I show they are not.

The icing on the cake.....

The GTP consensus is based on SSRX testing by Mr Lewis Hamilton showing the Ai slow down when he is behind and speeding up when he moves ahead. Even showing a 12mph instantaneous jump in speed, all on the straights.

Anybody else see exactly how the idiot is using the Ai characteristic settings to obscure the results. I mentioned my testing is in Aspec, but in Arcade Mode I run at level 10/ Pro and asked if he was doing the same. That point was ignored and I was bashed etc, said I had Homer Simpson logic for thinking there could be any more to it then simply Proximity as he is claiming is the only factor..

Well Mr Lewis is a fucking Douche who is obscuring test results. He's is 100% lying and ran his test with the Ai characteristics settings lowered to get that Bullshit Ai...

I'm making videos of the effects of the Ai characteristics settings at SSRX then ill prove his testing is done with Homer Simpson Logic and all of that bullshit is in fact bullshit.

That in a nutshell is how most GTP consensus are formed, bad fucking testing done by fucking morons. The same morons that still think Camber is broken. PD even purposely made zero camber/toe set ups suck more since 1.09 and default added camber & toe so people would start with something and adjust from there vs leaving it at zero and people unable to figure it out.

So before you buy GTP bull shit, come here and anything can be figured out through proper testing.