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Old 29-09-2015, 07:01 PM   #1
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Aston DLC Pack Notes

Copied over from the official forums, these are the development notes for this months cars. Always something I find interesting, and great to see how they develop the cars.

Four new cars this month, covering a wide range of history. Here are a few notes on what we found during the physics development.

Aston Martin DBR1: Working on these very old, very rare cars is always a fun experiment in research. A book by Anthony Pritchard on Aston Martinís post-war cars proved incredibly useful in learning about the development and history of this Le Mans winner. We were able to find decent data for the engine and (terrible*) Dave Brown CG537 gearbox. The 2922cc straight-6 is good for over 250hp at 6000rpm, which isnít half bad for 1959 and is really great for a car that weighs less than 900kg. Gear ratios are very close between 4th and 5th, I think to keep it near the top of the power band during the shift on Mulsanne alone. Suspension is trailing link front and de Dion rear. The trailing link front gives no recovery of camber loss in roll and also induces a fair amount of bump steer because the motion of linkages is in different directions. Very different front end to all our other cars; feels weird and definitely comes across as old fashioned when you drive. Could also be that a full fuel tank hangs 150kg of liquid way out behind the rear axle! It definitely changes balance by more than a little as the fuel burns off.

*If Stirling Moss is on record complaining about it constantly sticking in gear and being very difficult to downshift, you know it's bad. Weíve represented this in game by increasing in each gear the damage acquired from a bad shift. Take care of it if you are going for a long run or it might become increasingly difficult to get a working gear.

A new tire is available for use on this car and the Mercedes 300SL. There would have been a ton of tire development from 1952 to 1959, but letting them use the same rubber helps equalize the two (a bit) so matchups could be done at the right tracks with the right drivers. Should be fun stuff.

Motion ratio = 1.0 all around (torsion bars on the trailing links. Using wheel rate keeps it simple)
Damper transition speed = 70mm/s all around


Aston Martin DBR1-2 LMP1: 50 year after the DBR1, the folks at AMR decided to build a car to celebrate their win and the DBR1-2 LMP1 was the result. What started life as a fairly traditional LMP1 chassis took advantage of a rule which allowed use of a Ďproductioní GT1 engine with a larger air restrictor to compensate for the weight disadvantage. And a very impressive engine they did use. It was based on a unit from the DBR9 GT1 car but with a restrictor 15% larger, which meant it was good for 670hp or more in race spec. By our usual calculations, this unit unrestricted would be good for over 960hp! All that power means a medium-high downforce aero package made sense to use even at Le Mans; something which hasn't really been practical since 2009 as restrictor and boost reductions cut power quite a lot. You can run downforce levels in the middle and still pull near 340kph in a draft while feeling very nice and stable through the Porsche Curves. The default setup is good for over 4000lbf of downforce at 200mph. Impressive stuff. Rest of the car is pretty standard LMP1, but man that engine...Overall performance is very similar to the Audi R18 TDI.

Motion ratio = 1.0 all around
Damper transition speed, bump/rebound (mm/s) = 30/60 front, 40/80 rear


Aston Martin Vantage GTE: A lot could come from the V12 GT3 version as they aren't hugely different under the skin apart from the drivetrain differences. The 4.5L V8 is quite evolved over the road modelís 4.7L and would be good for 620hp unrestricted. It is also mounted much lower and further back than the V12, giving a weight distribution sitting right around the ideal 50:50. ACO balance of performance has it breathing through two 29.1mm restrictors which cut it down to about 450hp. It has run anywhere from 2x28.3mm to 2x29.4mm in the last couple of years, so we entered that as the range of adjustment a player can fiddle with. End result is output from 435-460hp. Surprisingly low for a car of this class, but it finds speed in other ways by being much lighter, more fuel efficient, and having a very efficient aero package. Low drag setup is good for 290kph and just under 14 laps at Le Mans on a 95L fuel tank - all consistent with data from this year's race - and lower top speeds around 255 and 240 at Spa and Silverstone, respectively, as you put downforce on. Good car to drive. Feels much more composed than the GT3 version thanks to being 80kg lighter with the smaller engine mounted so much lower in the car. Makes a nice contrast in that it is down maybe 70hp but overall is faster around nearly every track.

Motion ratio = 0.71 front, 0.77 rear
Damper transition speed, bump/rebound (mm/s) = 30/60 front, 50/95 rear


Mercedes 300SL W194: Engine is strong from 4000-6000rpm, peaking at 180hp near 5200rpm. Quite impressive for 1952. Rest of the car, maybe not so much. Very low drag bodywork, but that comes with a fair amount of aero lift. Like the DBR1, there is a big fuel tank slung way out back, so handling balance changes dramatically over the course of a fuel stint. Weight distribution changes by something like 10% rear to front as that burns off. Huge change!

Suspension design is very old fashioned. Zero caster, camber or steer axis inclination at the front means steering often feels quite vague, and the swing axle rear is responsible for some spooky handling. It combines the fun of very high camber change with a very high rear roll center. Not exactly a recipe for the most stable rear end. The designer made lots of notes on this and the very late prototype W194/11 was switched over to a low pivot swing axle which, while still suffering the extreme camber change, at least brings the roll center down and improves rear stability. Same idea works amazingly well in our model, and it's tempting to use that setup, even if not strictly accurate. Shame it never raced as they shifted focus to F1; the notes out there on W194/11 make it sound quite impressive and it probably would have been a strong contender for a second Le Mans win. 90kg lighter than before, 35hp more from direct fuel injection, less aero drag and the improved rear suspension design. Hard to argue against the success they had in the W196 F1 car though.

Motion ratio = 0.59 front, 0.72 rear spring, 0.55 rear damper
Damper transition speed = 150mm/s all around
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Old 29-09-2015, 09:50 PM   #2
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Never mind the cars, try the Mohave. One of the best, if the not best, fictional tracks I've come across

I think someone should take whoever designed Bernese Alps and sit them down on the infield of this track to see what a proper track should be like.
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