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3
Mod Tracks / Rome 2018
« on: February 28, 2019, 07:50:13 AM »
stikazzi

Posts : 655
Join date : 2010-10-31
Age : 52
Location : 2 minutes from Rome Circuits

   
PostSubject: (Release) New Track Roma circuit 2018 - 2682018 NewUpdate   Tue Sep 06, 2011 1:54 am   Reply with quote
Quote from: stikazzi
New version of Rome Circuit 2018




New Link Rome circuit2018  2.1 Update...:


https://mega.nz/#!vOQBzaQZ!Z4kWVkxrh1pd9aKz2YFoq-VGL6-42RcvL9KYbfy8xqU

4
Mod Cars / (WIP) F1 1500cc Mod
« on: February 24, 2019, 08:33:33 AM »
Bazza



Posts : 340
Join date : 2011-09-15
Age : 45

   
New postSubject: [WIP] F1 1500cc Mod    Today at 8:25 am   Reply with quote
I would have preferred calling it the GPL 1500 mod, but these three letters in a mod on a modern-ish platform seem to provoke strong emotions in the more fundamentalistic part of the GPL(tm) community... Personally I grant everyone his own part of the simracing universe and encourage every serious GPL attempt in it's own parallel universe, after all it's for the love of historic simracing...

Unfortunately we cannot recreate a full season mod due to lack of proper models, therefore I decided to do a multi season mod covering the early 60's 1.5 litre era. For close racing I decided to balance the performance a little in the engine department, as early sixties these engine were only capable of 185-ish horses at the crank to about 225 hp for the 1965 Ferrari 1512. However I do use reallife engine curves, with a top end varying between 186 to 200 hp, wich should result in some interesting dogfighting.

My plan is to release a public beta for proper feedback and then further polish the mod.

Models converted/ upgraded by Mac Ten, Physics by Bazza

Cars:
1961 Ferrari 156

https://servimg.com/view/15662488/525

5
News / Dirt Rally 2.0 review
« on: February 23, 2019, 07:17:58 AM »
This is the best rally sim (graphics and FFB since Dirt 2 imho)  Dirt 2 was released 10 years ago and I have been waiting for Dirt 2 ....2.0 a very long time and this is it  :) :) :) :) :) 8) 8) 8) 8) 8)



9
Mod Cars / Another Shitbox
« on: January 28, 2019, 10:01:22 AM »

12
General Discussion / Porsche 917K
« on: January 02, 2019, 02:29:30 PM »
DARIO'S VERDICT ON THE
PORSCHE 917K

"I guess this is the daddy of them all, the car. It has such a fearsome reputation, but then you get in and… look how reclined I am! Then you realise the back of the front wheels are right here [points at thighs] and my legs are a good bit that way, so they – well, my feet – are actually the first bit of crash structure, which is a little disconcerting.

“Then you look up and see this supposed roll cage – my bicycle has bigger tubes! And it’s a 250mph car – it’s terrifying. Then you start it with a key – no buttons, no histrionics, no fuel pumps to switch on – and the start key is drilled to save weight, which seems typically Porsche.

“The engine pulls like a locomotive, all the way up from zero revs, although there is a red line at 7000rpm. It pulls continuously and is just so tractable. And then you have this lovely gearbox, with the wooden gearknob – again to save weight. The car is dominated by its driving position – you are so reclined and really guide it with your wrists – you feel the movement when you accelerate and the car goes up like a speedboat, then you brake and it drops down and dives. You can control the pitch and how you enter the corner by how hard you brake, how late you brake and how long you stay on the brakes.

“You look in the mirror and remember the moment from Le Mans when Steve McQueen did that and you realise again what a special car this is. To be allowed to drive it today… it’s pretty cool.
The Porsche 917K may be one of the most famous sports cars in history, but it certainly tested the bravery of its drivers in period, with its crash structures starting with their feet and knees

“The brake travel was quite long, perhaps the system needed bleeding a little, and the same is true of the throttle. I think that was effectively a form of traction control in 1971 – it gave you more time to think about it!

“Steering weight wasn’t too bad – I think the diameter is about twice that of the 512S, so I guess Porsche was thinking more about driver comfort. It makes it easier to feed in those inputs and to get some feeling from the front tyres. It brakes very well – long travel, but the 917 stops on its nose. And it’s so settled in the fast corners, certainly compared with the shorter-wheelbase 512S. This car really loves those fast sweeps and you can see it being at home at Le Mans, though it’s probably a challenge through somewhere like the Mulsanne Corner. Down at Redgate you really have to wait for the car, with that big lump of an engine behind. Driving this thing in a 24-hour race? I’d have had a wee spin at it, although I’m not sure I’d have been brave enough to keep my foot down in some of the conditions. There’s no aero on it really, no drag, so it just keeps pulling and I think that’s why it was such a mighty weapon on the Mulsanne.

“I was fortunate enough to drive a 917 a few years ago – and getting back into one today is just as intimidating, just as much fun and just as much of a privilege.”
Essential stats
One of history’s most celebrated racing cars, from any domain
Engine: 5.0-litre flat-12
Introduced: 1969
Notable victories

1969 Zeltweg 1000Kms   Jo Siffert/Kurt Ahrens
1969 Kyalami 9 Hours   Richard Attwood/David Piper
1970 Daytona 24 Hours   Pedro Rodríguez/Brian Redman/Leo Kinnunen
1970 Brands Hatch 1000Kms   Pedro Rodríguez/Leo Kinnunen
1970 Monza 1000Kms   Pedro Rodríguez/Leo Kinnunen
1970 Spa 1000Kms   Jo Siffert/Brian Redman
1970 Le Mans 24 Hours   Richard Attwood/Hans Herrmann
1970 Watkins Glen 6 Hours   Pedro Rodríguez/Leo Kinnunen
1970 Dunes Trophy, Zandvoort   Gijs van Lennep
1970 Zeltweg 1000Kms   Jo Siffert/Brian Redman
1971 Buenos Aires 1000Kms   Jo Siffert/Derek Bell
1971 Daytona 24 Hours   Pedro Rodríguez/Jackie Oliver
1971 Sebring 12 Hours   Vic Elford/Gérard Larrousse
1971 Monza 1000Kms   Pedro Rodríguez/Jackie Oliver
1971 Spa 1000Kms   Pedro Rodríguez/Jackie Oliver
1971 Le Mans 24 Hours   Helmut Marko/Gijs van Lennep
1971 Zeltweg 1000Kms   Pedro Rodríguez/Richard Attwood
1971 Paris 1000Kms, Montlhéry   Gijs van Lennep/Derek Bell

14
Mod Cars / 1960s Formula Ford
« on: December 20, 2018, 06:52:41 AM »

15
Racing general / F1 2019
« on: December 12, 2018, 11:50:49 AM »


Quite aside from the doubts of the watching world, we can be reasonably sure that part of Daniel Ricciardo’s mind is still not entirely sure he’s done the right thing in leaving Red Bull for Renault.

In the immediate aftermath, he will almost certainly be surrendering significant performance. Regardless of Renault’s long-term prospects, it would be an immense achievement if it could make up what was often a lap’s-worth of performance on Red Bull from one year to the next. But on the other hand it gets Daniel out of further direct comparison with Max Verstappen, who is only going to improve his all-round game further and who will become ever-further embedded within the team. It was always going to be difficult to counter that and for Ricciardo to retain his number one credentials rather than fall into a support driver role. That’s something for which he is not wired up.

Things might just go from bad to worse for the big retainer star

But Ricciardo’s new frame of reference, Nico Hülkenberg, is hardly going to be a pushover. Hulk’s fresh off a season in which he emerged ahead - in both qualifying and race - of Carlos Sainz. These comparisons shouldn’t be given absolute authority regarding the respective levels of team-mates because there are so many variables. It was telling, for example, not long after Sainz first joined Renault at the tail end of 2017 that Hülkenberg, having had a chance to study the telemetry, was saying privately that he was confident he would prevail over Sainz because the Spaniard’s driving style, which was very different to his own, would not be suited to the traits of the cars that Enstone was producing and developing.

Sainz was saying much the same in Abu Dhabi a couple of weeks ago prior to his final race for the team – that there was a trait in the car that gave it an inherent imbalance when he tried driving it the way he naturally wanted to, that its rear instability often prevented him squeezing the last couple of tenths from himself.

Related:

    "Renault is trying to fly first-class but paying cattle-class rates"
    MPH: Vettel, Leclerc and Ferrari’s power struggle
    Kevin Magnussen: Robust, ruthless and uncompromising

Sainz is a driver very much at ease with oversteer and who spends some of his free time driving rally cars on loose surfaces around the Sainz family’s private track. At Toro Rosso he was frequently to be seen in the practices rescuing the car from wild angles, just establishing the limits, prior to tidying it all up for qualifying, where he was nip and tuck as quick as Max Verstappen.

So why this need for rear stability? The Toro Rosso was a more forgiving car in which he felt comfortable committing to high entry speeds, in the knowledge that he could lean against the initial shallow understeer, which would then give the building oversteer a nice progressive feel. The Renault had a higher grip level but was more edgy, in part as a consequence of its difficulty in combining the relatively softly-sprung rear end a high-rake car requires with good rear ride height and suspension control.
 

 

Hülkenberg, a driver who revels in reflex saves, using less initial steering lock, earlier braking, using the brakes to help more with weight transfer, was more at ease with the general instability of the car. Of course a driver can adapt once he understands – and Sainz did. But those last few grams of speed are always going to come easier and more consistently when you are not consciously going against your natural instincts, which are determined by the way the driver is wired up physiologically.   

In other words, it’s more than feasible that a car with different traits would see the picture between the two drivers reversed. Hence why team-mate comparisons should always be treated with a healthy fudge factor.

Ricciardo, though, drives in a very similar style to Sainz. There’s a lovely flowing momentum to the way he carries the speed and controls the slide – but that’s in a Red Bull that combines heaps of rear grip with a beautifully benign handling balance. Who’s to say that he’s doing this to a higher level than Sainz or Hülkenberg, two drivers who’ve never found themselves in a car as good as a Red Bull (although the rookie Sainz lapped a Red Bull faster than Sebastian Vettel in a Silverstone test 2014)?

How Renault progresses with its general car traits between RS18 and RS19 will likely play a huge part in determining how Ricciardo stacks up against Hülkenberg. If the new car still has the ghost of the RS18’s traits inbuilt, things might just go from bad to worse for the big retainer star.

He’s a remarkable competitor and good enough to work through such difficulties – but he can be under no illusions that he’s automatically going to establish himself as the team’s number one.

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