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Thank you very much! Hopefully this response will elicit another response from someone with the knowledge. I have a VW Golf that I have set to 100% Accel and it pushes around a turn or two on Road Atlanta. I'll play with it and see if I lose acceleration and understeer.

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Tango Tuners Catalog

TT Seller

JG4tr:

 I don't know precisely how this works in Forza. I'm not sure if the diff we get in our race package is mechanical or viscous or, even if they are actuated by speed differential or by torque. ...The number definitely seems to represent some aspect of locking. The zero value represents no lock and the 100 value represents completely locked. Now, this "lock" might be based on the split of torque between the two axles or it could be a split of the rotational speed of the two axles. I don't believe that this has been established with any certainty as of yet, at least within the greater Forza public. ...

Throwing in my two cents, I surmise that if the diffs in the game equalized the torque between the axles, the inner wheel of a locked differential would run wild in a sharp turn as the friction decreased under the turning load. Both axles would have equal torque, but the resistance on the inner wheel would be much less as the chassis tried to lift that wheel off the road. It would break loose and overspeed in comparison to the outer wheel.

Now, if the 100% locked differentials played purely to wheelspeeds, then the inner wheel in that same condition would still be spinning at the same speed of the outer. Of course, with the shorter turn distance, the just-as-fast inner wheel will lose traction as the loads exceed what the tire can bear, but the wheelspeed would be held in check by the locked differential.

The wheelspeed differential scenario seems to most closely match what I have experienced in Forza car-feel and telemetry replays but, I definitely don't have proof enough to justify trying to convince anyone that it is fact and not just my opinion...

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R.I.P Pale Rider

GT: AMG Moctane

Its time to make the donuts!

Aye. When I say "equalize" torque, I am of course referring to the differential somehow "overloading" the torque to the axles despite the inner wheel running wild. Open differentials apply equal amounts of torque in any case, it's just that torque is the result of the "lowest common demoninator": just enough to spin one wheel free.

JG4tr:

The wheelspeed differential scenario seems to most closely match what I have experienced in Forza car-feel and telemetry replays but, I definitely don't have proof enough to justify trying to convince anyone that it is fact and not just my opinion...

Carrol Smith discusses telemetry in his book "Tune to Win".

He says something like, "individual wheel speeds are the only way to tell if your differential is doing what you want". Very rough paraphrase as I don't have the book with me right this second.

He doesn't go into any detail about how to analyze individual wheel speeds, unfortunately. There is a whole other book he refers to just about analyzing telemetry. I can check and see what book that is, and try and remember to post the name of it.

But anyway, a locked differential would show identical wheel speeds on that axle. So if you're still turning, this is bad, but if you're straightened out, it's good. Seems a pretty simple analysis.

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GT: EXOR x Bart x
http://www.exodusracing.net/ - Unassisted Racing at its Finest

DashingLeper:

Aye. When I say "equalize" torque, I am of course referring to the differential somehow "overloading" the torque to the axles despite the inner wheel running wild. Open differentials apply equal amounts of torque in any case, it's just that torque is the result of the "lowest common demoninator": just enough to spin one wheel free.

Not true at all, with a regular, or open, diff, both wheels do an equal amount of work ( force x distance ). All the torque goes to wheel that is slipping, while the other gets none at all. If the diff applied equal amounts of torque, the tire with traction would still be able to push the car forward and no one would ever get stuck in mud or sand. ( One tire spinning madly while the other stays still )

Add to this that real-world locking diffs start off locked, then unlock to go around corners. Which is the opposite of how the game describes how they work.

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GT = P00hhead (two zero's )

Having a properly tuned suspension will eliminate oversteer more than letting the diff turn energy into tire smoke.  I run 99% on my accel side RWD cars, and on the cars that I've spent more than a few minutes with, they have less oversteer than most cars that I race against with only 30% accel side (RWD).

Now, if you are running traction control, the TCS acts like an electronic diff, and it doesn't really matter what your diff setting is.  I don't run any assists, and my maxed out Speed 12 is a beautiful car to drive.

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SCCA Spec Miata
Spurs Astros Cowboys Aggies
Racecar spelled backwards is Racecar
Assist free sim racer

That's funny, I thought FM2 was about the racing...

racerfink:

Having a properly tuned suspension will eliminate oversteer more than letting the diff turn energy into tire smoke.  I run 99% on my accel side RWD cars, and on the cars that I've spent more than a few minutes with, they have less oversteer than most cars that I race against with only 30% accel side (RWD).

Now, if you are running traction control, the TCS acts like an electronic diff, and it doesn't really matter what your diff setting is.  I don't run any assists, and my maxed out Speed 12 is a beautiful car to drive.

Okay, that makes sense, but what is the ideal suspension setup then?

You don't have to tell me your secrets or anything, just a rough guideline to work from.

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FrEaKyxXxStYLey
Absinthe Minded Auto Haus-Tuner/Tester
Free Tune/Test Drive Request Thread

P00hhead:

DashingLeper:

Aye. When I say "equalize" torque, I am of course referring to the differential somehow "overloading" the torque to the axles despite the inner wheel running wild. Open differentials apply equal amounts of torque in any case, it's just that torque is the result of the "lowest common demoninator": just enough to spin one wheel free.

Not true at all, with a regular, or open, diff, both wheels do an equal amount of work ( force x distance ). All the torque goes to wheel that is slipping, while the other gets none at all. If the diff applied equal amounts of torque, the tire with traction would still be able to push the car forward and no one would ever get stuck in mud or sand. ( One tire spinning madly while the other stays still ) ...

That is completely incorrect. You've accurately formulated the concept of Work (force x distance), but your example completely defies that definition. The whole idea behind a differential is to impart different rolling distances to each wheel, using the same force (that is to say, torque). A differential accomplishes that by taking speed away from the loaded wheel and transferring it to the unloaded one.

A differential "twists" the axles of the drive wheels into opposite directions when some external force (in this case, resistance against one wheel) causes the gears inside the diff to rotate. Now, the reason you normally don't see one wheel going backwards while the other is going forwards is because the entire differential itself is also rotating forward: the gross result of the differential's "twist" action is to cause one wheel to move faster at the cost of making the other wheel move slower.

A turning car, with both wheels on the asphalt, will apply more resistance against the inner wheel and less resistance on the outside wheel: it's the leverage caused by the beam of the chassis pulling the inside half of the car back while the outside half of the car moves ahead. The differential senses this resistance on the inner wheel and uses its planet gears to kick the excess speed of its axle towards towards opposite axle— in a counter-rotating, "twisting" motion. All the while, there's equal amounts of force being exerted against both axles: it's just now that there's an extra set of gears stealing some of the overall rotational distance at one side and sending it towards the other.

That creates different amounts of Work: same force, but different distances. How? Different amounts of leverage: there's now a gear (the differential) that increases the speed (that is to say, more distance covered over the same amount of time) of one end by decreasing the speed (distance) of the other end.

All is fine and dandy when you have both wheels on the road. Now, if one wheel hit ice, gravel, or got into the air the whole deal backfires: the differential takes the resistance on the loaded wheel and uses it as an anchor to spin the unloaded wheel freely..

My example doesn't defy my point, it illustrates how an open diff cannot apply equal amounts of torque at all times. In my stuck in the mud scenario, with one wheel spinning freely and the other staying still; if any torque at all was going to the wheel that motionless, it would have to move. It would spin also or if it had enough traction the car would be pushed forward. Therefore equal amounts of torque can't be applied to both wheels at all times. If you could pick up the back end of your Ford Galaxie 500, you could hold one tire motionless with one hand while the other spun madly, because all the torque goes to the spinning wheel while zero goes to the other. Both wheels are doing equal work, in this case zero. You can do the same experiment with a remote-controlled car so long as there's a real diff in the back end, which a most of the expensive ones have. There is a very good article in the print edition of the Encyclopedia Brittanica that explains this as well as the equal work concept. I haven't tried the online edition since you have to pay to get the full article.

It is limited slip diffs that steal energy from one wheel and transfer it to the other. In this case energy is taken from the faster ( spinning ) wheel and transfered to the slower ( with traction ) wheel.

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GT = P00hhead (two zero's )

Any dictionary or reference source will tell you that Torque is a rotational equivalent of Force, and you can very well apply Forces that impart absolutely no movement. It is not product of Work, but rather a contributing factor to it (it must first overcome inertia and resistance). You can fix a 12-inch tire iron against a wheel lug nut and have some 80-pound kid stand on it in an effort to take the lug nut off, and it won't budge. But just because the tire arm hasn't moved doesn't mean there's no torque on the lug nut: there's a good 80 foot-pounds of it there.

If you gave the kid a 25-pound dumbbell while he was standing on the tire iron, and it finally moved, does that mean the lug nut moved under a mere 25 foot-pounds of torque? No, it took 105 ft-lbs to loosen the nut. The 80 ft-lbs of the kid were still there, even if 80 ft-lbs did not accomplish work.

Hypothesis: Open diffs apply equal amounts of torque to both wheels at all times

Given: A car with an engine that produces 200 ft-lb of torque, 100 ft-lb per wheel

Conditions: The car is on a patch of ice

What happens? One wheel spins, the other stays still. If 100 ft-lb of torque were going to the wheel that is staying still, why doesn't it spin? If there isn't sufficient traction, both wheels should spin, since there is 100 ft-lbs going to each wheel. If there is enough traction, then the car should move forward, since the wheel with traction again has 100 ft-lbs of available torque. If you want to say that the torque is there, but isn't accomplishing work, something will have to hold the tire motionless with an equal and opposite 100 ft-lbs of torque. But nothing is holding or anchoring the tire down, it's on ice. The problem with open diffs is that torque isn't always available at both wheels. Thats why you spin out and get stuck in low traction conditions even if one tire has plenty of available traction. Next time you have the back end of your car off the ground, you can check it out for yourself. You can easily hold one tire still ( no 100 ft-lbs necessary ) while the other spins freely. I understand why someone wouldn't want to do this which is I suggest using a remote controlled car , that is mechanically identical to its full scale counterpart. As for your example above, apply enough torque to the lug wrench and either the car will move forward, or the tire will lose traction and spin.( If the lug nut didn't give way first of course ) The print edition of Encyclopedia Brittanica has the best explanation of how diffs work that I have come across. Next time you are in a library, go check it out.

 

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GT = P00hhead (two zero's )

Imagine that your car has run out of gas (prices these days, that's easy to imagine). You put the car in neutral, get out and and start pushing. From a dead stop, let's say that this is 250 pounds of force pressing directly against your trunk's decklid. Car starts to roll, and you continue to push. You start walking, then jogging, then with a supreme effort you are pushing the car along while in a sprint. You can't maintain the sprint for very long, so you back down to a jogging pace. The car, with what speed it has gained, is going along at what was your sprinting pace. So, you run ever the more faster– not to exert more pounds of force against the car, but just to keep your hands on the trunk...

...how much pressure are you applying then?

There's another component to torque than just the amount of energy being put into the lever or gear: there's the resistance against that energy. Your 200 ft-lbs of torque only exerts those 200 pounds if your 1-foot lever isn't moving. In reality, those 200 ft-lbs on the dyno screen is what the drivetrain is still pushing into while accelerating the car against its inertia and the friction of the road against the tires.

When my 80-pound kid and his 25-pound exercise weight finally loosened the lug nut, is the lug nut still feeling those 105 pounds when I spin the tire iron around? No, because the resistance is no longer there. Whatever force I'm putting against the tire iron and into the lug nut is instead being translated into rotational speed: I might be putting 105 pounds against the 1-foot tire iron, but the nut may only be feeling 1 pound of pressure against its sides– where the rest of that pressure, the rest of that torque, happens to be is in the speed of the nut spinning swiftly around the wheel lug. The nut is essentially "running away" from my tire iron: I can't lay those 105 pounds into the nut if its spinning with very little resistance.

And so, we are back to the car with one wheel on the ice. The car is trying to lay down 100 ft-lbs of torque against each of the rear wheels. But the wheel on the ice is going to spin free after only 10 ft-lbs are put into it. And there it goes: what about the rest of the torque? Those other 90 ft-lbs? Trying to stay up with a wheel that is spinning at high speed. The fuel is burning, the pistons are pushed, the crank turns and they all attempt to exert force against the wheels of the car. But that one wheel is running away from them pretty fast, and the pressure the engine is trying to exert, the torque that is actually being laid down, is wasted away in rotational speed.

What about the other wheel, the one being held against the friction of asphalt instead of ice? It's feeling all of those 10 ft-lbs of torque that were used to overcome the resistance of the ice on the other side. Nothing more, nothing less and, oddly enough, equal to the torque that is being exerted against the resistance of the ice-tracked wheel.

DashingLeper:

.

And so, we are back to the car with one wheel on the ice. The car is trying to lay down 100 ft-lbs of torque against each of the rear wheels. But the wheel on the ice is going to spin free after only 10 ft-lbs are put into it. And there it goes: what about the rest of the torque? Those other 90 ft-lbs? Trying to stay up with a wheel that is spinning at high speed. The fuel is burning, the pistons are pushed, the crank turns and they all attempt to exert force against the wheels of the car. But that one wheel is running away from them pretty fast, and the pressure the engine is trying to exert, the torque that is actually being laid down, is wasted away in rotational speed.

What about the other wheel, the one being held against the friction of asphalt instead of ice? It's feeling all of those 10 ft-lbs of torque that were used to overcome the resistance of the ice on the other side. Nothing more, nothing less and, oddly enough, equal to the torque that is being exerted against the resistance of the ice-tracked wheel.

     The conditions were both tires on ice. Again if one tire were on asphalt and had traction, and any torque was going to that wheel, the car would go forward. Perhaps really slow, but it would move.

      Back to the original scenario, both tires on ice, one spinning, one staying still. What I just described is indisputable, everyone who has ever been stuck in snow, mud, ice or sand has experienced it. What you are saying is that the tire not moving is still having a motive force applied to it ( torque ) but for some reason, it isn't spinning, even though nothing is preventing it from doing so. When an object has a force applied to it, it either accelerates, or something has to apply an equal and opposite force for it not to. If it only takes 10 ft-lbs to break traction on ice, and an open diff has to apply torque evenly to both tires, why don't both tires break traction? It's because all the torque goes to the spinning wheel while none goes to motionless wheel, which is why it is motionless. No torque is going to it, exactly why locking and limited-slip diffs were invented. It doesn't matter if one ( or which one )tire is on ice and one on asphalt or both are on ice, and if your engine has enough torque, both can be on asphalt.

      The wheels on an open diff do equal amounts of work ( equal to  which ever tire can do the least ) not because equal amounts of torque are applied to each wheel, but because an open diff allows different amounts of torque to go to each wheel. Again this can be easily tested out with a real car, jack up the back end and you can hold one tire motionless with hardly any effort, much less than the energy being used by the spinning tire. This is much easier and safer to try with a 1/10 scale remote-controlled car though, which is why I suggest it. Bottom line, if torque is being applied to a wheel, one of two things must happen, the wheel rotates( either spins freely due to loss of traction, or it propels the car forward ) or an equal force has to be applied to prevent it from rotating. Neither happens in the stuck-in-the-mud scenario, the wheel doesn't rotate, and nothing is preventing it from doing so. No torque is being applied to that axle, because if there were, the wheel would spin, even if it didn't accomplish anything. ( spun freely on the ice or mud, just like the other wheel ) I've explained myself repeatedly using basic principles of physics, given you an experiment to verify for yourself and an authoritative reference for you to check out.

     If you have a reason that a tire can remain motionless, even when torque is applied and nothing is preventing it from moving, and it is under the same conditions as the other tire ( equal traction conditions, equal torque applied ) let me know. Both wheels, with the same torque applied, with the same traction, shouldn't they both be doing the same thing? Clearly that doesn't happen when you try and drive on ice or in the mud.

 

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GT = P00hhead (two zero's )

Three Questions:

1) When did this discussion about differerntials hinge around the concept the wheels needed equal forces acting upon them?

2) How can you quantify with 100% certainty that the forces on two wheels riding ice are actually equal? Made sure the car was balanced laterally, like making sure the driver on the left was balanced perfectly by an identical twin passenger on the right? Steering straight (caster angle, camber, and the subsequent weight distribution of the suspension)? Tire wear, tread lugs perfectly matched, tire pressures equal? Any of those go out of whack, and one tire gets a slightest advantage at rotating first.

3) When did the idea of Torque = Motion get locked in? Because an application of torque does not neccessarily mean the wheel actually turns. Resistance must be overcome in order to move. Thrust must exceed drag to effect a change in inertia. That is immutable principle of basic physics. Force can be there, but if it cannot overcome resistance, it won't make things move. Still doesn't deny the existence of that force, though.

A car wheel has many things to overcome before it can start rolling. The mass of the vehicle above it, any road obstacle which imparts an opposing force directly against the axle (rolling resistance, exactly why you don't see any solid hard rubber tires on cars and why snow chains work as they do), and the inertia of the wheel itself. Friction? It's another one of those factors– just don't assume that it's the only one.

 

PS: if this post appears in obscenely large font, it's because the forum software is being unccoperative again.

Wow. This is getting to be legend...wait for it....dary.

I've learned how an open differential works AND a physics lesson.

I have not learned physics as of yet, but I completely understand what both of you are saying. All I can hope is that my future teacher uses car tires as an example.

Thanks for all the input, this is great so far. Everyone should read this.

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FrEaKyxXxStYLey
Absinthe Minded Auto Haus-Tuner/Tester
Free Tune/Test Drive Request Thread

Dashing Leper,  it almost seems to me like you don't know the difference between an open diff and the other diff types.  The description p00hhead is describing is in an open diff.  It seems like you understand the workings, but maybe just have the types confused?

I've raced cars with welded diffs, and while pushing them through the paddock is more work than a car with no diff, it's easily doable.  When you turn the wheel to full lock, you can hear the inside tire slip while you push on the trunk lid.  Given that there was more static weight on that inside tire just pushing it around the paddock vs. when it's on the track, I'll take the drivability of a high accel setting any day.

 

If I remember later when I get home from work, I'll post my Speed 12 settings here.

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SCCA Spec Miata
Spurs Astros Cowboys Aggies
Racecar spelled backwards is Racecar
Assist free sim racer

That's funny, I thought FM2 was about the racing...

Now remember, this is still a beast of a car, but I'm not running any assists what-so-ever, and I can drive it pretty fast without going off track or having to make big corrections.

Tires
   Front 29psi
   Rear  29psi

Gears
   Final Drive  3.30
   1st              2.65
   2nd             1.90
   3rd              1.51
   4th              1.20
   5th              1.00
   6th              0.82

Alignment
   Camber
     Front  -1.2
     Rear   -0.8
   Toe
     Front  -0.2
     Rear   -0.8
   Caster  5.7

ARB
   Front  25.00
   Rear   22.50

Springs
   Front 434.8
   Rear  239.9

Ride Height
   Front and rear  3.4

Damping
   Rebound
     Front  11.0
     Rear   10.0
   Bump
     Front  6.3
     Rear   5.0

Aero
   Front   170lbs.
   Rear    295lbs.

Brakes
   Force  52% front
   Pressure   90%

Differential
   Accel   99%
   Deccel  53%

It's got Avon tires, and every top end part available.  It makes 1102hp, 847ft./lbs. of torque, and weighs 2,344lbs.  In the 20th Century Supercar Invitational in career mode (last race series in Amateur Cup Races), I'm 585th with this set-up on Sebring II.  The car is VERY fast, so make sure you brake soon enough with it.

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SCCA Spec Miata
Spurs Astros Cowboys Aggies
Racecar spelled backwards is Racecar
Assist free sim racer

That's funny, I thought FM2 was about the racing...

racerfink:

Dashing Leper,  it almost seems to me like you don't know the difference between an open diff and the other diff types.  The description p00hhead is describing is in an open diff.  It seems like you understand the workings, but maybe just have the types confused?

Oh, I know perfectly well what an open differential does. And

according to some sources— more than one, in fact, I have an idea of just how an open differential does it.

p00head is taking observed phenomena and drawing some erroneous conclusions based on some incorrect assumptions: 1) the assumption that torque must create motion, or else there's no torque at all; 2) the assumption that a car with both drive wheels on ice will have equal amounts of resistance, without taking into account differences in weight, surface angle, and the friction of water ice being heated by a rubbing tire; 3) the assumption that the wheels aren't doing work if the car doesn't move, ignoring the fact that the slipping wheel is doing work through its own motion against the car chassis.

And there's the assumption that, since a car can generate a few hundred ft-lbs of torque, it must apply that torque under all circumstances. Torque is only 'felt' if there's something to resist it. Consider a torque wrench: you want to torque a bolt down to 50 pounds, but as you spin the bolt down the hole, the gauge on the torque wrench is registering far less than 50 pounds, no matter how much force you exert on the wrench. Then, as soon as the bolt comes to the end of its travel, you encounter much more resistance: friction and the tension between the threads and the head. The wrench, which was traveling rather quickly before, begins slowing down and the registered torque on the gauge climbs. Then, when the bolt stops moving, you apply enough torque on the immobile wrench until the gauge shows 50 ft-lbs. Same arm; same muscles and, if you were really in a hurry, the same amount of energy went into spinning that bolt into place. But the torque actually applied to the bolt only increased when the bolt began encountering more resistance— the gauge tells you as much.

In the case of a car, the friction of the road is working against the turning action of the wheel. So long as the tire is "laying down" upon the road in a perfect 1:1 ratio of rubber tread to asphalt, the engine has enough resistance to push against in order to generate the 'pressure' of torque.

But if one or both drive wheels skid away, the power of the engine has to go somewhere— it goes into the speed of the wheel: it begins spinning up obscenely fast. No matter how hard the engine tries to 'push' against the wheel now, the wheel is running away from the engine fast enough so that only the lightest amount of pressure (torque) is actually exterted on the wheel.

The result, you have very little actual torque being applied to the wheel— the rest of that power is spinning away into the momentum of the slipping wheel. And since an open differential applies equal torque to both wheels (check both linked articles above), the torque delivered to either wheel only amounts to the torque that's being resisted. And ice, sand, or air provide very little resistance towards a car's tire.

DashingLeper:

JG4tr:

 I don't know precisely how this works in Forza. I'm not sure if the diff we get in our race package is mechanical or viscous or, even if they are actuated by speed differential or by torque. ...The number definitely seems to represent some aspect of locking. The zero value represents no lock and the 100 value represents completely locked. Now, this "lock" might be based on the split of torque between the two axles or it could be a split of the rotational speed of the two axles. I don't believe that this has been established with any certainty as of yet, at least within the greater Forza public. ...

Throwing in my two cents, I surmise that if the diffs in the game equalized the torque between the axles, the inner wheel of a locked differential would run wild in a sharp turn as the friction decreased under the turning load. Both axles would have equal torque, but the resistance on the inner wheel would be much less as the chassis tried to lift that wheel off the road. It would break loose and overspeed in comparison to the outer wheel.

Now, if the 100% locked differentials played purely to wheelspeeds, then the inner wheel in that same condition would still be spinning at the same speed of the outer. Of course, with the shorter turn distance, the just-as-fast inner wheel will lose traction as the loads exceed what the tire can bear, but the wheelspeed would be held in check by the locked differential.

The inside tire in a locked diff can NEVER run overspeed to the outside wheel.  It must run EQUALLY.  Now, the less Accel % you run, the more the inside tire can spin freely in relation to the outside tire.

Now, in downloading some LB tunes and trying them out to see what makes them work, it's the EXTREMELY soft suspension settings that make the low accel number THINK it's working (along with some TCS on most of these tunes I'm trying, I would guess).  If you listen closely to the cars as your running, you can actually hear the inside rear tire chirping as it fights for traction and slips.  But for most of these tunes, the thing that makes them corner so hard, is the very thing that makes them hard to control over the FIA curbing or touching the edge of the grass.  That's why in longer races, my cars usually run as fast, if not faster, near the end, long after my other competitors have driven off course a couple of times late in the race.  The concentration needed to keep their cars on the track eventually gets to them, and my consistent set-up wins. 

I just ran a 25 lap ALMS-type race at Road Atlanta.  Myself in the Pug 908 diesel, the other R1 guy in the R10 Audi.  At the end of the race, it came down to the fact my car was less taxing to drive, and it was much easier on tires than his car was.  I passed him with 3 laps to go, and turned my fastest lap of the race on lap 24 (tire wear/fuel on).  He definitely had the faster car.

Proper spring/ride height/shocks settings do a lot more to curing handling woes than loosening up the diff will.  There is no magic set-up, and it varies from car to car as to how much weight transfer they like.  And each driving style likes different weight transfer settings too.  An old adage of Porsche racers is, the closer the car is to Stuttgart, the stiffer it's set up.  American's racing Porsches have softer set-ups than the Porsche factory cars with German drivers and/or engineers.

I'm kinda rambling now, cause it's 1:30 in the morning here now. 

Anyways, to sum up, don't put a bandaid on a broken arm.  Lowering the diff numbers is just masking the real problem, an ill handling racecar.

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SCCA Spec Miata
Spurs Astros Cowboys Aggies
Racecar spelled backwards is Racecar
Assist free sim racer

That's funny, I thought FM2 was about the racing...