Thanks man, glad you've foind the videos helpful :)

@@ChrisHaye FOUND*!!! JK love you

Thanks dude - your consistency is noted!

Thanks again Jay - this was definitely the hardest video to make. Diffs aren't hard to understand, but explaining them is a pain!

Good tip

Thanks ravey1981 - glad the videos are proving to be helpful. Cheers dude!!

ravey1981 game&track has some great tuts too if you haven’t seen them. Made by Aris the physics guy for AC.

Thanks man, really appreciate it.

Ah, it was bound to happen at some point! Honestly, at this stage, understeer doesn't even look like a real word anymore!

Thanks dude, much appreciated. Hope the videos are helpful.

Hah! Thanks Vincenzo.

You really need to understand every aspect of the car setup to make a setup work. There is so many things affecting the handling of the car and can really mess you up if you're not aware. I've started doing setups recently and the amount of things you need to know is abysmal at least ;)

@@VinReho Agree on that. Making a setup is a headache to me as I don't know everything about it yet. I'm still a newbie in setups but I'm getting better. And this video has helped me understand what means what.

Oh, for sure Leynad Jee - and it's worth considering the other contributing factors as well. The 962 for example has the classic understeer on turn in and oversteer on the power at low speeds, but faster speeds it will understeer on the power - which is I think what you are referencing.

@@ChrisHaye With ridiculous huge tyres in the rear comes understeer:) Power oversteer seems more related to the high toe settings to get away without a diff and when a car power-oversteers, i usually neutralize toe first in all related cars.

As always, thanks Tim. I really do appreciate the comments man. Enjoy what's left of your weekend.

@@ChrisHaye Same to you Brother.

Yeah, you're absolutely right Matus - I should have been more precise with my language there.

@@ChrisHaye As I said, it was just a little nitpick on one of the best introduction series to car setups. I really hope that you'll continue to produce videos like these, because you're not only knowledgeable about the topic, but you also know how to transform the knowledge into great, easily watchable, videos, with hight production quality. Which is not that common ;)

@Matus Celko, And a nitpick of a nitpick :P. With open diff power is NOT sent to both wheels equally. Power is work over time, and work is force over distance so technically the wheel that spins faster receives more power. What open differential sends equally thou is torque. Using power here gets ugly fast when trying to understand how diff actually works. Thou i can't blame Chris since it's more intuitive to describe what diff does for a layman using power. So @Chris Haye you had the correct idea there :)

Reducing coast locking should in theory help turn in when off throttle. It is not the same as engine braking.

Your statement is cottect if car is FWD, but in the video he is talking about RWD because most of the top classed vehicles are RWD

Thanks - yeah, I've sort of overlooked FWD cars in these guides, which is a bit of an oversight.

Hey Timo - As Jurica Slovinac said, in RWD cars, a locked diff causes power oversteer.

YES it Does. Your Statement is correct for FWD and RWD. It is depicted wrong in this video... wall of text coming up! If one mashes up the "Loud Pedal" coming out of a tight corner, what ever the diff, ramp or lock setting, if the rears light up... be prepare to go full opposite lock... wrong driving technique. "By limiting the slippage between the rear wheels, the differential can have a profound impact on the car's handling. The rule of thumb is: the more the diff limits slippage, the more the car will tend to go straight or understeer -- up to a point -- On the power side, if enough torque is applied to spin both wheels, the car will snap into oversteer." (www.intothered.dk/simracing/differential.html) That means, on a long fast sweeper, at 100% lock, the inside rear want to rotate at the same speed as the outside one. The rear axle wants to make the car to go straight. 100% lock, the car will not turn. At 0% lock, it will turn all we want but it wont accelerate out of anywhere (smoke show anyone). Just one more balancing act! Setting lock percentage by how the rear end pops out is wrong. IRL, bye bye rear tyres in just a few laps. Always set your diff while driving with your head, not your right foot. Not sliding... all wheels well planted. To augment rotation during power exit, diminish understeer : lower diff power. To diminish rotation during power exit, augment understeer : augment diff power. This way it physically match with: To augment rotation during coasting entry, diminish understeer : lower diff coasting. To diminish rotation during coasting entry, augment understeer : augment diff power. There are a lot of very technical books out there but, for many readers, going through those can be quite harsh. Drive to Win - Carroll Smith Tune to Win - Carroll Smith How To Make Your Car Handle - Fred Puhn Going Faster - Carl Lopez Many years ago, I learned everything from a little book that was a breeze to read: Four Wheel Drift by Steve Smith. The guide that came with Grand Prix Legend. The people who did not go through that booklet found GPL undrivable. The guys who did... became racers. Original : sierrachest.com/gfx/games/GPLegends/box/Four-Wheel%20Drift.pdf Redux : www.autosimsport.net/media/downloads/GPLmanualREDUX-2.pdf Originale en Français : gletellier.free.fr/fwd.pdf Exert: "Alison Hine uses the tire temps to help adjust the differential. Taking a reading coming off the Parabolica where you’re most likely to get wheelspin, she looks at the temp of the inside (RR) tire. If it’s higher than the outside tire temp, which would normally be the hotter of the two, she knows she’s spinning the inside tire, and adds a clutch or two until the temp drops. She knows she’s gone too far when both tires break loose together, sending the car into snap oversteer. Then she removes one clutch the inside tire should now begin to spin just before the outside tire breaks loose." In Grand Prix Legend: --- High ramp angles equal Low locking % --- high clutch # roughly equal to high preload % --- Augmenting preload "mainly" sets the minimum level of locking so you don't get an open diff during the transition between power and coast. --- Adding clutches Modifies how fast that transition, that locking happens. www.taylor-race.com/sites/default/files/DIFFERENTIAL%20ESSAY%20W%20PHOTOS2.pdf www.ripublication.com/ijaer18/ijaerv13n2_89.pdf downloads.optimumg.com/Technical_Papers/DifferentialAnalysis_BertaReport.pdf

With little diff coast locking : The wheels can turn at what ever speed... RPM they want so the car can rotate on itself. With more diff coast locking : Both rear wheel are forced to turn at the same RPM so the car rotation is restricted. And that is where one can see that the on power behavior explained in this video does not jive. (see my other post under Timo Engel post).