Archive for the Bengkel of Settings Category

Car Settings FAQ III

Posted in Bengkel of Settings on July 8, 2010 by gtindonesia

Untuk mempermudah mengkostumisasi mobil rekan-rekan bisa save as template berikut , silahkan sedot.

Tuning Template 1
Tuning Template 2
Tuning Template 3

Clutch

Clutch: The clutch sits between the engine and the transmission and is used to transmit and cut the driving force. If you increase the engine power through tuning, this clutch will slip and not transmit power to the drive train reliably. To prevent this from happening, you need to replace the clutch with a higher contact pressure clutch. Here, you can choose between 3 different types of strengthened clutches: the sports clutch, twin plate clutch and triple plate clutch to meet the characteristics and tuning level of your car.

Flywheel

Flywheel: The flywheel is a part that regulates irregularities in the engine rotation and maintains low speed torque. You can sharpen the engine pick-up and increase accelerating power by replacing the flywheel with a light-weight version. You can choose from a sports, semi-racing or racing flywheel to match the car characteristics and stage. If you combine too light a flywheel with a fine, small exhaust volume engine, you may lose speed on the uphills.

Carbon Driveshaft

Propeller shaft: The propeller shaft is the part on a front engine, rear drive car that transmit’s the power output from the transmission to the rear differential. Because this is usually fabricated from heavy metal, engine response can be improved by replacing it with a shaft made from carbon.

Driving Aids

Driving Aids Adjustment: Changes the setting of the ASM (Active Stability Management) and TCS (Traction Control System) that assist your driving. This can prevent under steer, over steer, spin, etc. at corners.

ASM System (Oversteer)

ASM Oversteer Adjustment: ASM is a device for preventing oversteer (motion that spins toward the inside) and under steer (motion that drifts toward the outside) when cornering by actively controlling the brakes on each of the 4 wheels. This setting controls the action of the ASM oversteer. Although setting this item to a large value will reduce the car’s tendency to oversteer and improve cornering stability, it will also make it more difficult to turn. Because this is a system that controls the brakes, you should expect to sacrifice some speed.

ASM System (Understeer)

ASM Understeer Adjustment: This setting controls the action of the ASM Understeer. Although setting this item to a large value will reduce the car’s tendency to under steer making it easier to turn, the car will also become easier to spin. Because this is a system that controls the brakes, you should expect to sacrifice some speed.

TCS Controller

TCS (Traction Control System) is a system that prevents the wheels from spinning on the road surface by detecting when the drive wheels are spinning freely, and automatically adjusting the car’s acceleration to compensate. The TCS Controller is a device that adjusts how much the TCS is applied. Although increasing the strength of the TCS will indeed stabilize the car, acceleration may become sluggish. For powerful front-engine, rear-drive cars, if TCS is not applied, the car may tend to oversteer under hard acceleration.

Downforce Adjustment

Adjusts the balance between the front and rear down force. If the front down force is strong, the car will tend to oversteer and if the rear down force is strong the car will tend to under steer.

Downforce Adjustment (wrench icon)

The force that pushes the car down onto the road surface as it is moving is called down force and has the effect of increasing cornering speeds and high-speed stability. You can adjust how this force is balanced between the front and rear by using the front lower and rear spoilers. In general, if the front down force is strong, the car will tend to oversteer (the front will rotate), and if the rear down force strong the car will tend to under steer (the front will push towards the outside of the curve). As the down force only acts at high speeds (whereas tire choices and suspension settings are effective even at low speeds) it is possible to fine-tune the handling characteristics of the car through a balance of these settings.

Limited-slip

The differential is the part of the car that adjusts the driving force between the inner and outer wheels when the car is turning. In sports racing, this differential may be a nuisance. For example, if the inside wheel lifts off the ground when taking a tight corner, the differential will transmit the majority of driving power to the airborne inside wheel. The Limited-slip is a device that prevents this from happening. Although Limited-slip usually comes in 1-way, 1.5-way, 2-way, etc. configurations depending on the direction of the driving force, here you have the additional option of a fully customized Limited-slip where you can adjust the application of the Limited-slip independently in each direction.

Limited-slip Full Customization

This allows you to individually adjust the initial torque, strength under acceleration and strength under deceleration of the Limited-slip. By doing this you will be able to change the characteristics of the car significantly. On 4WD cars you can also adjust the front and rear settings separately.

Initial Torque

Limited-slip Initial Torque Adjustment: Apart from cornering, where Limited-slip is fully applied, it also slightly limits slip in the differential at other times. The force applied to the Limited-slip in advance is called the initial torque. It is possible to change the handling of the car by changing this initial torque. Increasing the initial torque increases the response when Limited-slip is active, but makes the car harder to turn. On the other hand, a weak initial torque makes the car easier to turn but reduces the response of the Limited-slip.

Limited-slip Acceleration

Adjust the Strength of the Limited-slip under Acceleration: If you increase the strength with which the Limited-slip is applied under acceleration, the car’s traction (force driving the car forward) will be increased on the exits of corners. If the inside driving wheel spins as you come out of a corner, you can reduce the wheel spin by increasing the strength of the Limited-slip under acceleration.

Limited-slip Deceleration

Adjust the Strength of the Limited-slip under Deceleration: If you increase the strength with which the Limited-slip is applied under deceleration, the motion of the car will be stabilized on the approach to corners. In other words this makes the car harder to steer. This can be quite effective for a driving style where you hold off the brakes until the very last minute on the approaches to corners.

AYC Controller

AYCC: This is a device that improves cornering characteristics by controlling the torque distribution between the left and right drive wheels.

AYC Controller Adjustment

Adjusts how strongly the AYC is applied. If it is applied strongly, the car will generate a turning moment under acceleration making it easier to steer. If it is applied too strongly, however, the car will gain a tendency to oversteer and will be easy to spin.

Variable Center Differential

VCD: This is a variable center differential that can be used to freely change the torque distribution between the front and rear wheels in a 4WD car.

VCD Adjustment

You can change the distribution of torque between front and rear on a 4WD using VCD. The adjustment range is from 0 front 100rear to 100 front 0 rear. If the torque is mainly distributed to the front, the car will handle like a front-engine, front-drive, and if the torque is mainly distributed to the rear the car will handle like a front-engine, rear-drive.

Weight Balance

Weight Control: You can decide on the weight and position of ballast that is fitted to the car to correct weight balance. Although the fundamental rule is a 50/50 balance between the front and rear, you can intentionally alter this balance to change the handling characteristics of the car.

Ballast Weight

This adjusts the weight of the ballast. Although a heavier ballast is more effective at adjusting the weight distribution of the car, the increased car weight has a negative effect on cornering speeds, acceleration, braking, etc.

Front/Rear Balance

This adjusts the front/rear weight distribution by changing the position where the ballast is mounted on the car. For cars that are front-heavy, you should locate the ballast towards the rear, and for cars that are back-heavy, you should locate the ballast towards the front. Making front/rear weight distribution close to 50/50 will produce a neutral handling.

Car Settings FAQ II

Posted in Bengkel of Settings on July 8, 2010 by gtindonesia

Brake Balance Controller adjustment

When you use ABS (Antilock Braking System), you can adjust the braking balance between the front and rear. Although the basic configuration matches the loading of the front and rear, it is possible to change the balance intentionally to change the handling characteristics of the car. If the front is stronger the car will tend to under steer, and if the rear is stronger the car will tend to over steer. You need to be careful because the car will be easy to spin if the rear is set too high.

Suspension

Suspension: Although the basic role of suspension is to support the chassis of the car while absorbing shocks from the road surface, in sports racing it becomes important to suppress changes is weight loading and to consistently keep the tires in contact with the road surface. Here you can choose from 3 stages of suspension including sports, semi-racing and racing. In the third stage racing suspension, you can adjust the car ride height, camber angle and toe angle in addition to replacing all the suspension parts.

Full Suspension Customization

This is a service that lets you adjust all the parts related to suspension. Ride height, spring rates, damper bounce and rebound damping force, stabilizer strength, camber angle and toe angle can all be set independently.

Spring Rate (kgt/mm)

Spring Rate: The reason for stiffening the springs for racing is that you want to reduce movement of the car to the front, rear, left and right while the car is moving, and also so that you can reduce the ride height as much as possible to lower the center of gravity of the car. Doing so allows you to use all four tires equally, thus improving cornering performance. However, lowering the ride height increases the risk of suspension bottoming out. You should be careful because each car has a fixed range through which the suspension can move (the stroke), and if you exceed that range the wheel housing of the body will touch the tires, or the bottom of the body will hit the road surface.

Ride Height (mm)

Ride Height Adjustment: You can independently adjust the front and rear ride heights. Although making the ride height as low as possible will improve dynamic properties of the car, if the ride height is too low the suspension stroke will be insufficient and the car will bounce as a side effect. If you lower the ride height, replace the springs with harder springs, and use other settings that are suitable for the reduced suspension stroke. You can also slightly change the front-rear weight distribution of the car by changing the balance between the front and rear ride heights.

Shock (Bound)

Shock Absorber Damping Force (Bound): This adjusts the strength of the shock absorbers as they compress (contract side). If the shock absorbers are too strong when the suspension is compressed, the suspension will be too rigid and the car will bounce.

Shock (Rebound)

Shock Absorber Damping Force (Rebound): This adjusts the strength of the shock absorbers as they expand. It is possible to make this much stronger than the contract side. As a rough guide, this should be 2 to 4 times stronger than the contract side.

Camber Angle

Camber: This adjusts the front and rear camber angles. Increasing the camber angle allows you to use the tires more effectively while cornering. If you increase the camber angle too much, it will become harder to apply the brakes. You can use an angle in the range of 3 to 4 degrees effectively without side effects. You can also change the grip balance between the front and rear tires during cornering by adjusting the front and rear camber angles.

Toe Angle

Toe Angle: This lets you adjust the toe angle of the front and rear tires. If you give the front tires a slight toe out, the steering response will be slightly reduced but the tendency to lose grip after changing the steering direction is also reduced. Toe in at the rear wheels increases the straight-line stability of the car. If you set the rear wheels to out, although this will make the car easier to change directions, in almost all cases it introduces a small amount of over steer that makes the car harder to drive. You could say that the rear toe angle has a much greater impact on the characteristics of the car than the front toe angle.

Stabilizers

Stabilizers: This adjusts the strength of the stabilizers (antiroll bars). The stabilizers suppress body roll (the car twisting to the left or right). Think of this as a spring that acts against differences between the stroke in the left and right sides of the suspension. For example, when you are braking on a flat road surface, the left and right suspension have the same stroke and so the stabilizers do not move. If you are cornering in one direction, etc, such that one side of the suspension is compressed and the other side is extended, the stabilizer acts to limit this motion. Although the stabilizers are also known as antiroll bars, because of the way they suppress body roll, you should remember that they are only ever a secondary measure for preventing body roll. The main springs are always the primary measure for preventing body roll, and the stabilizers play nothing more than a helping role. If the stabilizers are made stronger, the car will bounce even if the tires only ride up on the inside curb.

Transmission

Transmission: The transmission controls the power generated by the engine though a combination of gears. Designations such as “5 Speed Automatic” and “6 Speed Manual” represent the number of gears. The engine’s power band can be used more effectively if the gearing ratio of each gear is brought closer together. You can change the transmission here. In addition to close and super-close transmissions, you can also choose a full customization that allows you to freely choose the gearing ratios of each gear.

Full Transmission Customization

this allows you to fully configure the gearing ratios of each of the gears in the transmission to match engine characteristics and the stat of the course. You can also change the ratio of the top gear.

1st through 7th gear

Gear Adjustments: You can adjust the ratio of each gear. If the gear ratio is very low, acceleration will improve a great deal, but the gear will only reach a low speed and you will be in a rush to change gears. Take the power band of the engine and the course characteristics into account when changing these settings.

Final

Final Gear Adjustment: You can adjust the ratio of the final gear. If the gear ratio is high, acceleration will become sluggish but top speed will be increased. On the other hand if the gear ratio is too low, accelerating power will be high but the top speed will be reduced. You should familiarize yourself with the course characteristics so that you can set the best gear ratio.

Auto
Gear Ratio Auto Settings: All of the gear ratios are set automatically.

to be continued..

Car Settings FAQ I

Posted in Bengkel of Settings on July 8, 2010 by gtindonesia

Yang mau tau tentang efek dari setiap parts modifikasi , selengkapnya dibawah ini.
Pic.1
Pic.2
Pic.3
Berikut Penjelasan yang timbul sebagai rolling information saat tuning di GT4.

Parts/Change Settings Tuning Information

Set A, B, C
Configures the set (A, B or C) settings. You can store 3 sets of settings for each car. Divide these up depending on the target race. Be careful because tire settings may change automatically if you are participating in a limited race.

Exhaust

Exhaust and Air Cleaner: These are exhaust and air cleaner combinations that increase the air intake and exhaust efficiencies. You can choose between the 3 levels of sports, semi-racing and racing depending on the characteristics and tuning level of the car.

Racing Chip

Computer: Upgrade the program of the computer that manages your engine to get the full potential out of the engine. This is able to increase the power and torque of the car across the board by efficiently setting the ignition timing, air-fuel ratio, etc.

NA Tuning

NA Tuning: This is tuning that increases the base performance of an engine without using a turbo or supercharger. There are three different levels known as stage 1, 2 and 3. In stage 3, torque may be sacrificed in the low to medium speed range in order to push the peak power up to the limit.

Tire Type

Tire Category: Dry Tires are divided into 3 categories. In order of increasing grip, these are normal, sports and racing. Each of these categories further contains a number of different types of tires with different grip and endurance properties. There are 3 types of normal, 3 types of sports and 5 types of racing tires, and you can fit different tires to the front and rear as long as they are from the same category. Within each category, there is an inverse relationship between grip and endurance such that the tires wear more quickly as the grip of the tire increases.

Front/Rear

Front/Rear Tires: There are a number of choices of tires with different grip and endurance properties for each category of tire.

Nitrous

Nitro (N20): Nitro is an abbreviation for Nitrous Oxide. Because Nitro contains approximately 33 oxygen whereas air only contains approximately 22 oxygen, more power can be extracted when petrol is mixed with nitro and combusted. Nitro is generally used by fitting a compressed liquefied tank to the car and injecting the nitro into the intake port, etc. of the engine as needed. This section lets you configure nitro settings.

Nitro Adjustment

Adjusts the concentration of nitro (Nitrous Oxide) injection. Because the tank capacity is fixed, increasing the concentration will decrease injection time. High concentration settings are needed for the quarter mile and super high speed testing, while low concentration settings are needed for endurance races.

Turbine Kit

Turbine Kit: A turbocharger is a device where the turbine is driven by the pressure of exhaust gases from the engine, with the charging produced by this turbine generating relatively high power. Although this can deliver an overwhelmingly large increase in power, the bad points are that the charging is insufficient in the low RPM range, and that the charging has a time lag. Here you can choose from 4 different turbine kits depending on your car exhaust volume and target power. Stage 1 features a relatively mild charging response, and as you proceed through the stages the power also increases. However you should be careful of the lack of torque in the low RPM range that accompanies this increase in power.

Intercooler

Intercooler: The intercooler is a part that cools intake gases after the temperature rises as a result of pressurization by a turbo charger or a supercharger. Because the volume of a gas decreases as the temperature decreases, you can then feed a larger amount of gas into the engine at the same inlet pressure. In this section you can mount a large capacity racing intercooler in addition to a sports intercooler.

Supercharger

Supercharger: A supercharger is a device that charges the engine using a compressor that is turned by the driving force of the engine itself rather than the exhaust gas pressure as in a turbocharger. In principle, there is no time lag like that of a turbocharger, and so you can get good response from the effects of the charger even from low speeds. However at high RPM there is a loss of driving force and so this is recommended more for the technical circuits than the high speed challenges.

Brakes

Brakes: You can replace the normal brakes with a racing brake kit that can endure continuous braking from high speeds. This kit contains large radius rotors, highly rigid calipers and carbon metallic brake pads.

Brake Controller

Brake Balance Controller: This is a device that can adjust the balance between front and rear brakes.
Brake Balance Controller Adjustment: This adjusts how the brake balance controller is applied to the front and rear wheels. If the front is stronger, the car will tend to under steer and if the rear is stronger the car will tend to over steer.

to be contiuned..

Entry Level Drift Settings

Posted in Bengkel of Settings on July 8, 2010 by gtindonesia

Settingan Drift ini bisa digunakan di Gran Turismo 5 Prologue, dan berlaku pada semua mobil yang bertransmisi manual dan drivetrain FR dan MR.
– Driving Physics : Professional (why?, karena klo standard itu hanya semi simulasi, tidak mencerminkan atau mempresentasikan simulasi drift yang sebenarnya kedalam virtual )
– Car Type : Penggerak Belakang FR/MR, jgn AWD dulu ye, ilmu ane belum sampe AWD Gan
– Active Steering : OFF
– Power : sekitar 400HP s/d 550HP
– Tyre : bisa N2/N2 ; N2/N1 ; N3/N2 ; N1/N1
– Max Turning Angle : 40 s/d 50
– ABS : 5 s/d 10
– Traction Control : OFF
– ASM : OFF
– Transmission : nggak usah terlalu sama yang penting sekitar segini
— 1st Gear : 80 s/d 100 km/h
— 2nd Gear : 100 s/d 130 km/h
— 3rd Gear : 140 s/d 180 km/h
— 4th Gear : 180 s/d 200an km/h
— selanjutnya terserah, karena khusus Eiger paling main di 1 s/d 4 Gear..ayo coba Drift di GT mah gampanglah..

Sebelumnya ini hanya sebuah Game, take it easy aja karena begitu nyoba Drift beneran pasti 100% beda.Never compare a virtual to real life, always wear your seatbelt and take it as your own risk. Koq ane jadi kayak kata2 pengantar di Game2 balap sih