IRacing Stock Car Setup Component Guide - Fine Line i Racing Stock Car Setup Component Guide version 1.00, February 2010 By Matt Holden Introduction In 2008, i Racing hit the scene during a period where sim-racing had become stagnant. Their mission: create the most realistic racing simulation to date. With this mission in mind, the i Racing team created the most complex sim-racing setup garage ever.
Older garages had simple settings such as ride height, wedge, springs, etc. Most sim racers are very familiar with this type of garage and are familiar with what each setting does.
Opening up the garage in i Racing, most people are overwhelmed with each adjustment. I Racing is the first sim to create a garage system that behaves like a real car should behave, with most (if not all) adjustments changing something else on the car. It is quite overwhelming at first glance, and for those of you who are new to i Racing, it may seem like you’ll never understand all this “stuff”. I’ve written this guide after a year’s worth of trial-and-error, research, and a whole bunch of crashed race cars.
This is not a guide that will tell you how to set the car up to run competitively, but instead I hope this guide will explain everything. I’ll cover just about all the adjustments, and for what I can, I’ll add some notes on what the adjustments can do to your car.
Ten Popular Handling Fixes That May Mask Other Problems Over the years, teams have invented varied ways to set up a stock car. The overall goals, we assumed, were two-fold. First, we all desired to put down the fastest lap among our group of competitors. We also wanted to create a “balanced” race car, meaning the car neither pushed nor was loose. Even if we were able to achieve both of these objectives through a process of trial and error, we still may not have found the ideal setup that would win races. We have learned the fastest setup on a two- or three-lap run is not usually the fastest setup at the end of the race when running on worn and hot tires. The key to finding the best setup is understanding that our fast setup must remain fast over a long period of time-ideally until the checkered flag falls.
The key to that end is to understand the true definition of “balance” so that we can have the desired consistency needed to be a winner. If you have ever made changes to your setup for handling better, suspecting all along that the real problem was somewhere else, then you have “crutched” the car.
This term means that what you are doing to help the car be neutral in handling is not likely the best fix for the problem. Your hub for horsepower Get first access to hit shows like Roadkill and Dirt Every Day Join free for 14 days now For many years, and even still today, racers have developed some pretty ingenious ways to “crutch up” their race cars to make them handle better. Handling, in our most basic understanding of the word, can best be described as being able to drive through a turn without the car being either loose (driver looking at the infield) or tight (driver looking at the outside retaining wall).
The three main segments or phases of the turn where we might experience handling problems are entry to the turn, through the middle, and upon exit off the turn. A race car setup crutch could be defined as any change in the setup that is intended to solve a handling problem that, in reality, does not make the car faster and/or causes other problems to appear at other points on the racetrack. We will explain how some specific crutch methods work and why racers think they need these particular crutches. In future articles, we will expand on each topic to explain how to develop more efficient ways to accomplish the same goals. Here are the top 10 setup crutches: The way the driver is forced to drive the car can sometimes be a crutch. How many times have we heard a driver say that the car is loose when we can see it appears tight on entry and in the middle of the turns? The driver is most likely steering excessively, trying to overcome a tight condition, but unaware of his action.
This excess steering definitely creates more traction in the front tires to help balance the car. The way the driver is forced to steer the car can be an indication of a problem with the setup. This is one of the top indicators that might lead to a crutched setup. A lot of research has been done on tire characteristics related to traction. Tire engineers learned that a tire will generate more traction at increased angles of attack in the direction the car is turning.
This means that the front tires will actually gain more traction as the wheel is turned farther left, up to a point. When the steering gets to an excessive angle of attack, the front tires will suddenly give up all of their traction, causing a severe push. Normally, as the steering wheel is turned a few degrees more than normal to force the front end around in a tight car, the handling balance begins to change. As the driver enters the turn, backs off the throttle, and applies the brakes, he (or she) begins to turn the steering wheel and must turn it sufficiently for the front end to come around.
If the car is actually set up too tight, the driver will need to turn the wheel further than what would normally be necessary in a car that is neutral in handling balance. When the driver has turned too far, the traction balance reverses from tight to loose as the front traction begins to exceed the rear traction. At this point, the car will start to feel loose. This can happen so quickly that the driver will swear that the setup in the car is loose. Just past mid-turn, the car will definitely feel loose to the driver. The exit performance off the turn will also suffer as the driver gets on the throttle and the car gets looser from power-induced rear wheel spin.
The average temperatures of the rear tires will then probably be hotter than the average of the front tires due to spinning the tires with the loose-off condition. The crew will many times read this as a loose condition and think the car needs to be tightened up. Where can i buy birth control patch in the philippines. It is already tight, and so a lot of valuable time is wasted searching for solutions to this basic problem.
A great way to quickly discover just what the handling balance really is for your car is to have the driver roll through the turn below the maximum speed. The amount of steering input needed to just drive around the turn should be mentally noted. The crew chief can view the location of the driver’s hands from the fence or the top of the hauler. Then, the driver should take the turn at full speed as he would in the race. Again, note the amount of steering input by asking the driver or looking at the position of his hands at mid-turn. If the steering wheel is turned more than when the car was rolled slowly through the turn, the car is set up too tight.
Many drivers are very surprised at the outcome of this test. A lot of time can be saved by doing this simple exercise. There are many ways to promote more bite off the corners rather than by putting excessive rear spring split in the car. Often, a small amount of spring split will do the job while helping to maintain balance setup for mid-turn performance. The front springs may be too stiff or the spring split may be wrong, causing an unbalanced setup.
A stiff right-front spring can make the car too tight by not allowing the front to roll to work with the rear. The way the front springs are arranged as to stiffness is dependent upon the track configuration and banking angles. If the track has a long and larger radius entry combined with a lower banking angle, you can run a softer right-front spring than the left-front spring. This serves to improve turn entry and helps make the front end more efficient at mid-turn. This will not work with a tighter entry combined with a higher amount of track banking angle.
For tracks with medium banking and normal entry characteristics, you can run even spring rates across the front with good results. As the track banking angle increases, so should the right-front spring rate over the left-front spring rate. Sometimes, we may play with the upper control arm angles and lengths to see if we can improve the way the front end works. When we do this and do not track the moment center (often referred to as the roll center) location, we can drastically change the dynamics of the front suspension for the worse. There is no telling where the moment center (MC) might be located after we make our changes.
The front MC is the bottom of the front moment arm. Its position determines the length of the moment arm and the efficiency of the front suspension. If the front moment center were located too far to the left, the front suspension would roll excessively and the right-front suspension travel would be excessive. This will cause the right-front tire camber to change too rapidly and that tire would lose grip, a condition usually described by the driver as the car “falling over” on the right front. If the MC is located too far to the right, the front end will be overly stiff and not want to roll, and the front suspension will not work along with the rear. This is much the same as having stiff springs up front. The static front wheel cambers we run to maintain proper tire temperatures across the face of the tread is an indicator of the balance of the setup and/or possible problems with camber loss or gain at the right-front wheel.
Running excessive camber on the right front tells us that tire is working too hard. For any type of racing, be it dirt or asphalt, high or low banking, we should never need more than four degrees of negative camber at the right front. Teams that run 5-6 degrees of static camber are usually running setups that are unbalanced and that cause an excess amount of weight transfer to the right-front tire. Just like the front MC, rear MC is the bottom of the rear moment arm. If the Panhard bar is set too low for the springs selected, the rear of the car will be too “efficient” and want to roll more than the front. This causes a tight condition due to excess weight transfer to the right-front tire.
The Panhard bar, J-bar, leaf spring, or Watts link heights determine the rear moment center height. Since the MC is the bottom of the moment arm in the rear of the car, its height determines the moment arm length. The longer the moment arm (due to a low MC height), the more efficient the rear suspension will be and the greater roll angle the rear will want to attain. As we raise the rear MC through whatever means, we shorten the rear moment arm and decrease the efficiency of the rear suspension causing it to be stiffer, similar to putting stiffer springs in the rear. The changing of the rear MC height is one of the primary tools we use to help create a balanced setup where the two ends of the car are working together in harmony. Having an excessive amount of crossweight percent, or bite as it is referred to in dirt racing, causes too much weight to be supported by the left rear and right-front tire and can cause a car to be tight in, through the middle, and off the turns.
Running a crossweight number that is too low is a distinct indication of a tight car. If a car needs 51.2 percent crossweight to have proper weight transfer, and is only running 48.8 percent, the team has needed to take cross out of the car because the setup was tight. There is an optimum percentage of weight supported by the cross corners (right front and left rear) that will make the car neutral. Remember, a neutral car is not necessarily a winning car. It must remain neutral throughout the entire race. If the steering system creates either too much Ackermann (where the left wheel steers much more than the right wheel in a left-hand turn), or reverse-Ackermann (the reverse effect), the car will have too much toe-out or toe-in at the point of mid-turn. This will cause the front tires to desire to go in different directions and they end up fighting with each other.
This will cause one or both of the front tires to lose grip, which makes the car feel very tight to the driver. Some cars running on smaller racetracks will need small amounts of Ackermann.
Remember that one degree of Ackermann, meaning that the left wheel turns a degree more than the right wheel at mid-turn steering angles, represents a full 1/2-inch of toe. If we start with 1/8-inch of toe and add another 1/2-inch, we would have a staggering 5/8 inches of toe at mid-turn, which is too much. On the smaller tracks, we could stand to gain 1/8- to 1/4-inch of toe to compensate for the small radius turns.
We are causing the front tires to work against each other when we run more than that. Insufficient rear tire stagger will cause the car to “point” towards the outside wall on exit.
There is a correct amount of rear stagger for each track based on the overall tire diameters, track width of the rear tires, the radius of the track, and the track banking angle. Too little stagger will cause the car to drive to the right as we get back into the throttle and the rear end moves on an arc that has a greater radius than the track at that point.
The larger radius, if drawn onto the racetrack, would lead into the grandstands and that is definitely not where we want to go. Another setup crutch is the use of excess brake bias at either end of the car to help solve a handling problem. If a car is tight or loose on entry, many drivers have learned that if they make changes to the brake bias, they can improve the handling and performance at that one point on the racetrack.
While that is possible, it can lead to problems at other sections of the turn. Using the old trial and error routine, the driver will say the car feels better on entry with the different brake bias, but now wants to work on the mid-turn handling balance, which has gone bad. So, more changes will need to be made to attempt to solve other newly created problems where those problems did not exist before. It’s not hard to see that using a brake bias crutch to solve one problem can lead to more and more problems. Soon, the team is overcome with a complicated series of handling problems while the car is getting slower and slower.
We know the rear end should be aligned perpendicular to the car’s centerline and inline with the right-side tires. If the car is tight, some teams will move the right-rear wheel back to help “free up” the car. Steering the rear end either by static alignment or by invoking rear steer to the right will definitely help make the car less tight, but at the expense of exit performance. If the car is loose, a team might move the right-rear wheel forward or design more rear steer into the left to help tighten the car, but more often than not, the alignment will make the car too tight especially on exit off the corners. The use of the excess steering input or abnormal brake bias or any other of these crutches are indications that other problems exist and need to be fixed.
What the car needs is an arrangement of spring rate layout, front geometry design (including moment center placement), Panhard bar height (rear moment center height), proper steering characteristics, correct weight distribution, and tire stagger, that will all work in combination to provide a fast and balanced setup. The last things to work with are finding the correct shock rates for optimum entry and exit transitional handling, the correct front-tire cambers, and the correct tire pressures, the latter two being adjusted based on the tire temperature readings.
This application is l etting visitor view and filter cars that are actually available in dealers stocks. You can place links in this application and further lead potential customer to various actions such as booking a test drive, contacting dealer for more information or car reservation.
Filtering by various relevant criterions is available. Customers can search according to model type, action offer or price limitation. Stock Cars data The data are stored in one database for all countries.
If importer i s using eOffer module from OVEX (system for stock cars data preparation), no external source or further integration to load stock cars data is required but some minor changes in the structure of xml might be required. If importer i s not using eOffer module from OVEX then it is necessary to prepare an xml file.
Then store it on its own server or in K2, in Site Collection Objects and send us a link to this xml. We will upload it to our cloud database. XML file can be prepared manually or exported in defined format from importers own system. The xml has to have the same structure as OVEX xml.
The XML has to be prepared according to below mentioned example. Following tags are used in there.
The first on is Stock Cars List page. To create it, create a page based on Free web part template and add a webpart called Stock Cars List. The second page that needs to be created is Stock Cars Detail page. This page is a template and is stored in group of templates called Model site. Stock Cars List page Stock Cars List page represents the overview of all cars available in stocks. When using the filters it represents a list of selected cars.
Stock Car Racing Setup Guide
Stock car list can display/list two different groups of cars depending on the place where it is stored:. when the Stock Cars list page is stored in particular Dealer´s site then only dealers’ cars on stock are listed. when the Stock Cars list page is stored in any other site (e.g. Dealers or Mini-apps) in importer´s presentation all available cars in the country are listed The listed cars display only basic information e.g. Model name, image, engine, price, short description about standard and extra equipment, dealer´s name, having this car in their stocks. Sorting You can sort the cars according to its title, date of creation or price. Filters You can filter the cars list according to following filters.
Model – model type(citigo, fabia.), bodyworks (hatchback, combi.). Price of the car. Colour of the car – groups of colours). Power of engine.
Iracing Stock Car Setup Guide
Consumption. Other parameters – fuel type, transmission type Stock Cars Detail page Detailed description is available in Stock Cars Detail page after clicking on “more info” button or on the title of the car on Stock cars list page. Stock car list and stock car detail pages are created and stored in each Dealer´s site, so each dealer is displaying and editing its own cars in stock Stock car list and stock car detail pages are created and stored either:. in site Mini-apps, then only one page listing all cars in stock will be displayed. in each Dealer´s site, then each dealer will be displaying and editing its own cars in stock Stock Cars administration To edit the data/presentation of particular car go to Site Actions – Site Settings and in Skoda application administration is link to Stock cars administration.
When you click on Stock cars administration then there are three sub sections:. Cars Administration – where imported cars can be edited or new cars can be added. Filter Administration – where model filter can be easily edited or added. Global Settings – choose the stock cars source (manual filling or xml import) To edit the car presentation click on appropriate “edit” button in the image. To add the new car into stock car presentation, click on the green “add” button right above the table (307). And fill in all necessary data. Filters administration There are following filters in filters administration, that can be edit.
Model types You can add new model type, or change existing one. Here you only set the name of the model type and its code. Model groups You can add new model group, or change existing one. You can set name of the model group, carline code of the group and model type code – conecting groups with types. Models You can add new model variant, or change existing one. You can set, model variant name, carline code, code, model year and carline group code – connecting variants with groups. Motors You can add new engine, or change existing one.
You can set, engine name, code, model code – connecting engines with models, model year, co2, power, is manual and AWD (is 4x4). Color groups You can add a new colour group, or change existing one. You can set Colour group name, its HexCode and Order in which colour groups will be displayed. Maximum number of groups is 12. Colors You can add new colour, or change existing one. You can set colour name, colour code and Colour Group HexCOde – according to this code colour will be assigned to a colour group.
Fuel types You can add new fuel types, or change existing one. You can set only Fuel type name. Model bodies You can add new model body, or change existing one. You can set only model body name. To edit or add filter, click on section “Filters Administration“ (309).
First with Nvidia you need to create a game specific profile for Game Stock Car Extreme in the Nvidia Control Panel. Go to Manage 3D Settings, and then Program Settings.
Click Add and find Game Stock Car. If it doesn't appear in the list then browse to it manually. It will be in SteamApps common Stock Car Extreme If you are running a laptop you want to force it to use your High Performance NVIDIA processor. So set it up to do that by selecting from the drop down.
Press Apply and close the Nvidia Control Panel for now. We are going to setup the AA using Nvidia Inspector as explained below. It is recommended to set Anti Aliasing to none as we are going to completely over-ride the setting later.
If you are running graphics switching on your laptop and it shows Intel HD Graphics, then don't worry. We have over-ruled this in the control panel above.
The video drop down will just chose which display it runs on if you have more than one available. We want to have full control over the AA settings and to do this we use a third party app called Nvidia Inspector. www.guru3d.com From the drop down arrow next to the house icon, select the Game Stock Car profile which should be present. This section lists all the profiles you presently have setup in Nvidia Control Panel. In NVidia Inspector use AA 4xS, 8xS, 12xS, 16xS, or 32xS. (32xS is probably too much, especially on triple screens, probably same with 16xS, but it doesn't hurt to try) The LOD bias clamp thing hasent worked for a couple years now as Nvidia has disabled it (unless, I think, you have a real old card like a GTX 280 and/or real old drivers) that's where these 'xS' settings come into play as they have their own different LOD bias than other AA settings.You will get tons of jaggies and shimmering no matter what settings you use in rFactor 1 based sims (and pre-rF1, eg. GT Legends) unless you use the 'xS' AA settings in Nvidia Inspector, or possibly the method below.
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The combination of Multisampling AA + Sparse Grid Supersampling (make sure they are both set to identical amounts, eg. 2x MS + 2x SGSS, or 4x MS + 4x SGSS, or it won't work properly, they need to be the same amounts) is another option but it doesn't have the different LOD bias that the 'xS' settings have, but you may still get good results, especially with 4x MS + 4X SGSS. We recommend that you start with low settings with your AA setup and increase them as performance allows. Make sure you have the AA in Nvidia Inspector set to Override application settings or none of these settings will be actually used and you'll be left with no AA (since the GSC config.exe should be set to no AA), and that you press APPLY before leaving Nvidia Inspector. Set the in-game AA, from GSC Config to off, you want to set it from your graphics card control panel. For AMD you just use the standard 'Supersampling' option in CCC (Catalyst Control Centre, your AMD graphics card control panel) and then go with either 2x or 4x.
2x will still have some jaggies but overall very good because AMDs supersampling will apply to the entire image, no 'ifs', 'ands', or 'buts'. 4x will look beautiful, you won't need anymore than 4x SS. 8X will look just a teeny, tiny bit better than 4x but it is much more demanding than 4x and not worth it; 4x is very close to the IQ of 8x.
Just use standard 2x, 4x, or 8x, don't bother with the 'EQ' settings (eg. 2xEQ) and don't bother with edge-detect for the 'Filter' option. Make sure you have the AA in AMD CCC set to Override application settings or none of these settings will be actually used and you'll be left with no AA (since the GSC config.exe should be set to no AA).
This section covers the in game settings and how they effect the game. Find the display settings by simply clicking on settings from the main menu and then display. Please note you can not change most of these settings when you are in the actual game driving. Circuit Detail This setting changes how many objects are visible on the circuit. Reducing this will take away some details to the lowest setting where the bare necessary objects are visible.
Player Detail This controls the amount of detail on the player's car. It is recommended to have this setting higher or the same as your opponent detail.
Opponent Detail This controls the detail of all of the opponent cars. If you are having FPS problems or your graphics card is running out of memory, try setting this a level lower than Player Detail. Texture Detail This controls the size of textures used on the track. If you find things look a little low resolution, try increasing this. Or if your graphics card does not have much memory you may have to reduce this. Texture Filter This controls the amount of Anisotropic filtering you use.
X4 or X8 should produce nice results. Special Effects This effects how many dust effects etc there are, so if you find the dust kicked up by cars causing performance problems, tweak this setting.
Shadows This setting changes how many shadows are cast. Too many shadows cast can cause fps problems, especially at dawn or dusk. The Max setting casts shadows onto cars where as High does not. So try reducing this if you are getting stuttering. Shadow Blur This blurs the edges of the shadows, but can also cause stuttering, so this is something else to be aware of. Visible Vehicles Whilst we can have races with many cars, they can also cause a very high stress on performance. If running at the back of a grid causes too steep a slow down, play with this setting.
These are the main settings to play with, the settings on the right hand column are more for your personal preference. If there is anything you would like clarifying though please leave a comment and I will update the guide. So, my notebook is new.
It has two days. Core i7, 16gb ram, Nvidia Geforce 840m - Lenovo Z40. I bought the stock car game and I can not start it when I go on Nvidia settings and select the gsc.exe to start by Nvidia Gforce.
If I change and leave the game in the integrated video card the game initializes normally. Then I return to select Nvidia and the game does not open, it is appearing that the Gsc Config screen. I've selected all options Gsc Config already installed DirectX 9 direct folder: stea / steamapps / commom / stock car extreme / support / install. I have already installed the Net frameworks 3.5. I do not know what to do to initialize the game through my Geforce 840m (is updated too).