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Its important to note when going in reverse, the Accel Setting is the Deccel and the Deccel is the Accel. The LSD is directional. Example a 1 way diff i always fully open when reversing, no deceleration lock means no lock when going backwards... The accel is basically a forward direction lock while deccel is reverse direction lock. However because the car is set up for going forward we use the terms accel and deccel lock, dont let the terminology fool you, the diff is directional, it cant tell what direction the vehicle is going, it only knows what direction the wheels are trying to go.

Acceleration lock AKA Forward Lock

Deceleration Lock AKA Reverse Lock

CSLARC did a test to disprove OdeFiNN theory, The He/She did a dump in reverse in a FWD car with the wheel cranked noting what wheel got red first.. Its important to note that steering while in reverse is different than steering going forward and when using the rear wheels to turn we turn the opposite direction to go the direction we want... Its interesting the Dumb Bitch decided to do the test this way instead of going forward with the FWD or rwd car, seems shes trying to get results she wants and is manipulating her test to fool people or shes just too stupid to back up all the game she talks...

Here are the results;

FWD in reverse:
@ 60/5/5 - Inside
@ 5/60/5 - Outside
@ 5/5/60 - Inside

Tricky tricky tricky, when she says "inside" its a trick, that's also the wheel that's going to take the weight under hard reverse from a dead stop with the steering wheel cranked on a FWD car in reverse and it will be our grip wheel, while the outside wheel will get light, remember the wheels need to be facing the outside of the corner for us to turn if the rear wheels are steering the car... Its almost like a motor cycle is accelerating and we all know the weight goes to the back making the back the high grip tire, in our scenario that's the inside tire

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Tricky Tricky Tricky

FWD in reverse:
@ 60/5/5 - Inside (65% Lock on acceleration Grip Tire Gets Mo Power)
@ 5/60/5 - Outside (5% Lock on acceleration Low Grip Tire Bleeds Power)
@ 5/5/60 - Inside (65% Lock on acceleration Grip Tire Gets Mo Power)

I would give her the benefit of the doubt thinking the he/she just doesn't know any better, but the weird way she ran the test is suspicious as if she was deliberately trying to manipulate results, the only problem is I don't think shes smart enough to have worked it all out in advance.. I figure she must of just tried a bunch of stuff to get a result that would seemingly disprove the theory, but it actually doesn't, the results just confused her.

What is interesting though is this

Daboomb4 Test



The 60/5/5 results are interesting here. Lets compare to 5/60/5

The high grip makes it much more difficut to activate the diff and lock it up, SO the High INT to low Accel will understeer like crazy and the low Int to high accel will oversteer initially but end up understeering, there is a much different coast setting even if % of lock under load is the same. Both will struggle on the diff at peak sustained load unable to keep it activated with so much grip. The coast to load lock difference will be the source of any variation. 60 INT being much tighter and less willing to rotate while the 5 INT will be much more loose and willing to rotate.

This has nothing to do with lock % under acceleration from the diff, because in both cases its playing off the INT to load lock balance, Higher INT understeer, low INT oversteer.

Should note that its impossible to get the diff to behave identical with different INT settings. INT is before Accel/Deccel lock load, varying the INT even with identical load lock will be different.


OdeFiNN Theory as I understand is varying accel setting with a fixed INT to vary the % of lock between 100% and theoretical 120%

60/60/60 vs 60/40/40 where INT is the same and so coasting lock is the same so essentially a 60/40/40 will act like a 60/60/60 please dont make the mistake of thinking this means a diff like 20/40/40 will be the same as 40/20/20 as while accel and deccel lock % will be the same the coasting lock is still 50% different and the LSD will behave differently...

The C u n t CSLARC ran 12/36/5 vs 36/12/5 expecting it to be the same under OdeFiNN Theory and while the lock under load might be the same the very different 12 vs 36 INT settings are very different and thus will not behave the same.

The 12 INT will be more lose and willing to rotate vs the 36 INT, it being much tighter and less willing to rotate..



No, what weird backwards planet does this Bitch live on? Oh yeah GTPlanet...

Why do we use the LSD, well when we roast the inside tire getting on the throttle exiting the corner in an open diff all the power is lost through the spinning roasting tire. If we increase the grip it becomes much harder to break the inside tire loose. Take a Formula 3 car for example, High Grip, low power. These cars are generally set up with a relatively open diff set up. They have suspension set ups to compliment this generally a stiff spring to softer ARB setting in the rear. Compared to a CanAm car with generally good grip and high torque. CanAm cars generally run a relatively stiff diff set up, but they have a suspension set up to compliment this, usually a softer spring to stiff ARB to lighten up the inside wheel, the high torque CanAm car being able to throttle steer to overcome diff induced understeer, where the Formula 3 car simply doesn't have the power to do so with high grip tires BUT if the tires grip was drastically reduced or power drastically increased she could certainly break the inside tires loose and well then we would tighten up that diff. Why do you think those that increase power get tighter diffs not looser ones lmfao............

GTP should have learned by now they have fucked with the wrong guy.... I took out 2 pages of GTP bickering with 1 post............ NEXT....

Some examples of SpecDB Data at work on the SRT8 Charger

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Then using some calculations based on new weight and and lowered stance (reduced travel distance) I get the car set for inside outside grip balancing with SR/ARB adjustments keeping the roll coupling identical.

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This should display some of what I see when using SpecDB data to tune cars... As you can also see the calc is very rough, when I got it how I like it I will clean it up and dress it up like the others I have made.

Looks like the only people who know how LSD works is only you sinister and ridox. Those GTP tuners like the bad mouthed cslacr don't even understand initial torque or how lsd work, even the wise ass dollhaus still used his text book, thinking his interpretation is correct, what a bunch of jokers. They are all so used to very low lsd values from old GT5 tuning days, praino is to blame on this and hami, they are all setting the wrong example and the sheep follows, I was pissed with them back when drifting in gt5 was booming. I talked to my engineer buddy, and he agrees with ridox posts about lsd. I dont know if you shared similar view to ridox about lsd, but so far all the car I have driven from the man has been similar to what I have in real life, the way the diff lock, how the traction plays when I slide the car. The Audi TTRS is one hell of an example, the damn car understeers in real, and he made the replica just like mine with the crazy 40 60 12 lsd. he may have posted the car, a must drive I would say. the magic is gas pedal, my car reacted very well with gas, and the replica did like a champ.

Got to give OdeFiNN Credit, I am testing his theory. Its also nice to see some guys running a diff set up stiff and no bitch bullshit. Ridox, OdeFiNN and anybody at GTP thinking for themselves, not scarred of a lil old stiff diff, throttle control is a wonderful thing.

Ive been putting in work on the Tuner using SpecDB data and until there is a way to pull the data for any car Ill put together calcs for specific cars using the SpecDB data for that car.

I will Do a Miata, 8-6, F3, F1, GT300, GT500, GT3, LMP1, LMP2 NASCAR and any Race Car Class I may have missed, be sure to remind me.

The SpecDB data will be fixed to the specific car the tuner is built for

Tuner Focus is on Adjusting the springs to weight changes and ride height changes. Helping tuners reduce weight and lower their cars while keeping the springs stiffness balanced. 2 big issues tuning in GT6 is cars too low or too stiff, this will help tuners with both.

Further it allows tuners to adjust the inside to outside grip balance over the individual axles while keeping the roll coupling the same. This will help tuners with LSD tuning and Spring to ARB ratios.

It will also provide a base set up for the damper matching them to the springs, this can then be used with the Damper Tuning Tool for even further refinement of the dampers.

Tuners can then focus on wheel angle tuning,bringing more realism to their GT6 experience with a more real world approach to tuning the cars. Am am working on implementing a system to generate a base wheel angle set up to give tuners a better starting point to start tuning vs default or 0.0/0.0.

This is great stuff. If only PD put functionality like this on the tuning menus. I'm curious, is there a reason that no one has published more specDB car parameters? I'm guessing not many people have access, I just wondered if someone had ever queried the guts out if it and dumped it all in an excel sheet?

Much thanks.

You are right on the money. Its very difficult to pull the SpecDB data only a select few can and each car has to be pulled individually making it very time consuming. I've not got the know how to do it and the guys I know who can do it well, if binary was a language they would speak it fluently. Code Masters.

I have just over 100 selected cars data pulled from the SpecDB all in excel spreadsheets the plan is to make a few cals for race types and hopefully the data needed for the calc will eventually be able to get pulled up in GT6HE similar to wheelbase. Then I can make a general calc that can be used on all cars.

Things will slow down over the summer tho as its SUMMER gotta get the Project Car started and well, be outside lol

This is the kind of shit hami famous for among us drifters and regulars at tuning forum, I bet he also put ridox on ignore list. Strange too ridox not yet enter the fitt circus hami hosted. we, some of us already shared the post among us in PM and they are laughing at hami. Poor odefinn, he took the flak for no reason, all for liking some posts and visiting here, hami is an asshole.

I can already read how bad the fitt circus competition is, some cars too fast, some too slow. its not tuning anymore, its finding the quick ones. I am a lurker there, and any tuning forum regulars knows hami rarely post in other threads than his own garage, just like praino did, some kind of elite club of tuners they said. Those posts alone do not deserve respect, even worse if any of you seen his PM message that has been shown to me, his true colors is nasty. Let's just say someone took worse hit than odefinn for similar reason during camber debacle. That's the turning point, many of us hate hami now, but we keep it down at GTP.

Its better ridox do not get get into the hami hosted circus, pointless anyway, the same testers over and over who don't like ridox work and I salute odefinn having the balls to enter.

@johnnypenso, no way to use me as proxy, I make my tunes alone.