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I think there are 2 things you can do: 1. Hold the inside line. This can be beneficial if there is not so much time to be gained after exiting the corner, because there is no long straight after the corner. Zandvoort T1 is an example to this, I think. All the time to be gained is in the speed carried through the corner. 2. The Lewis Hamilton-style double-apex. He explained this in the Gran Turismo Sport promo video, which you can watch on the PlayStation TH-cam channel. The approach gives the corner two apexes. You carry more speed in the entry, kiss the apex once while slowing the car, and you turn the car after you passed the inside line, and are towards the middle of the track. After turning, you accelerate, touch the apex the second time, and slingshot out of the corner for maximum exit speed, which is then carried all the way to the end of the following straight. One of the best examples is Silverstone Luffield (T7 F1 version, start-finish straight is the Hamilton-Straight), and Nürburgring T7.

Agreed, AMS2 got the sound a bit more realistic. Especially the whine from the gearbox is really accurate

I think there are many reasons for the current TC off meta. The diff giving you the best traction at the lowest setting surely contributes to that as well. The problem with the throttle response is that no one really knows how the engine behaves on partial throttle application. This is because modern cars all have an electronic throttle valve, which means that throttle input does not correlate 1:1 with the angle of the throttle valve, but instead the ecu controls the throttle valve based on a given value from the throttle position sensor. With the calibration of the ecu, a lot of the non-linearity between throttle valve angle and air pressure inside of the intake (and thus power) will get cancelled out as the ecu opens the trottle valve only slightly in the lower part of throttle input and much more rapidly in the higher part. It can even go as far as making the throttle input 100% linear to power output of the engine. But unfortunately afaik the cars haven’t been dyno‘d with a partial throttle application and thus no one really knows how the engine behaves in this part.

Haha thank you. Since the video covered a lot of different topics, I tried to keep it short and straight to the point, so the video isn't 1 hour long. Might go more into detail in future videos. Glad you liked it :)

Keep it simple 👌

In case you mean the part of the HUD in the bottom right, it stands for force feedback. It is not turned off for me, ACC just doesn't record the ff trace in the replay. So for the background videos that i recorded from an existing replay, there is just no ff being shown. For the videos that i record live, for example at 1:45 , you can see the ff display working. The further the bar is to the right, the stronger is the ff. Hope this helps you

@@seydlitz_racing wow thanks for this quick message you just got a subscriber!!!!!

It's a very important setting for the correct view. Only changing the fov without changing the distance would really mess up your view

@@seydlitz_racing I'll be moving it later next time running ACC

Yeah I've been waiting for 0:00, defo gonna be starting up earlier in future. Also, flicking the ignition off before coming to a complete stand still too!

It doesn’t necessarily have to do with the preload. Using minimum preload will make the car more stable on low speed corner exit. But if bumps are your problem, it probably has more something to do with your suspension setup. Just because the minimum preload works well in some cars, does not mean it always has to be the best way to set up the car. Some cars take it better than others. For example, i would pretty much always use minimum preload for cars such as the aston gt3 and audi gt3, but there are also cars like the porsche gt3 that like having a bit of preload. Basically, just try out what works the best for you. The way the diff setting affects the driving behaviour is quite complex. But as a rule of thumb, you can go by the following rule: More preload will make the car more oversteery on throttle and more understeery off throttle. Less preload will make the car more understeery on throttle and more oversteery off throttle. If you want to try out an existing setup for the Nordschleife, i’ve seen @Fri3d0lf has made a free setup for the Ferrari 296. I haven’t tried it, but usually his setups are quite good and easy to drive, so you can give this a try. Also the Nordschleife is very difficult to drive and it takes an insane amount of time until you can drive consistently there. Just keep practicing and eventually you’ll figure out where all the bumps and tricky places are.

Yeah you’re right, but you are still adjusting how much the differential is locking under acceleration with the preload setting. So in theory a very low preload should give you bad traction out of the corner. But in ACC it is the other way around. With the lowest amount of preload, you are getting the best traction. If the Diff was was always fully locked under acceleration and always fully open off throttle, then the whole preload setting would be pointless.

@@seydlitz_racing It's other way around. Pre-load applies a base amount of pressure on the clutch plates. So, it is adjusting how much the diff locks when not on throttle. Also, in higher gears, driveshaft coming from gearbox will apply lower torque and higher pre-load values can actually have more of an effect. In lower gears, the torque from driveshaft will be the dominant force and on throttle the diff will fully lock. Even fully locked there can still be a little bit of slip though. But this is not tunable in ACC setup.

@@femkeligtvoet8896 But that's exactly how the cars not behave like in ACC. Changing the preload will massively affect the way the cars behave on throttle. You can watch the video from Aris on the differential in ACC (th-cam.com/video/jBRUfI-rB-Q/w-d-xo.htmlsi=S_Z3JmAJgbqOizs7). In that video he explains how the preload affects the cars behavior on throttle. In his driving example he had too much oversteer on throttle and as a countermeasure he decreased the preload. The reason why I even dealt with this differential topic is because a few months ago, i was testing a setup for the Aston at Kyalami. I started with minimum preload and for the TC i was using 2-0. I then changed the preload to somewhere between 100-150 N/m and all of a sudden I was massively struggling on low speed corner exits. The rear would just step out every time i went on throttle and i had to use a higher TC level than with the minimum preload. As someone who drives an open diff car in real life (the traction on corner exit is absolutely terrible), this got me thinking about how that even makes sense. I hope you can understand my point here. Since lower preload will make the car more stable on low speed corner exit, this means that less of the engines torque is delivered to the outside tire (which is mainly responsible for keeping the rear in line with the front of the car). However this would also mean that with a low preload you would have bad traction out of these corners, since the torque is mainly delivered to the inside tire with less grip available. But in ACC, the cars have perfect traction, even on the lowest diff setting. That's basically the whole point of the video.

@@seydlitz_racing "However this would also mean that with a low preload you would have bad traction out of these corners, since the torque is mainly delivered to the inside tire with less grip available" Bad longitudinal traction, but not bad lateral grip! Because with an open (or low lock) diff the inside tire will start spinning when the outside tire is nowhere near its limit, you will retain more lateral grip at the limit of wheelspin. More locking (or more preload) means more power oversteer due to more even use of the tires, but also more peak acceleration mid corner since, as long as you dont power oversteer, the outside tire can be doing more work towards accelerating the car.

@@whysoslow1999 Yeah exactly. Have I said anything different? 🤔

Because I didn’t recorded it. Just that 4A-GE sound ;)

zero bitches