You can only use it if you have control of it though otherwise it ends up in costly mistakes. What time will you be on?
Keep in mind the way TC works. I'm not going to start the debate again, but I think it's important everyone understand how TC works in GT as opposed to real life before they decide how or if to use it. In reality TC limits throttle input as a sine wave. The more wheel slip the more acute the limiter becomes. This is a smooth progression of limitation. In GT Sport TC lifts the throttle in a sawtooth wave. Essentially the same as tapping the X button like in old GT games on controller. Imagine driving your real car by tapping the accelerator to the floor repetitively. The whole car is thrown off balance and when you try to turn you will continue to 'push' wide of your apex point. In GT Sport, a more effective method of traction control is to just short shift to the next gear and use the torque to manage your power delivery. Pay attention to the manufacturers performance specs when purchasing a car to find at what revs the car delivers max torque. Shifting at any point beyond that is just asking for traction loss. The limiter isn't your indication to shift, it's literally the end of the engines power band.
Hoping to run a (or a couple of) quick 4 or 5 lappers on Sunday night, during or post the meet n greet if people are interested. Hoping to run it as a final test of room hostability, shakedown. Plus the more practise use Div4 guys get the better
So.....i'm guilty of finding the limiter sometimes, and then usually shift just before it bounces. I recently found the 650S doesn't like this, and is definately faster (experimenting against ghost on time trials) when shifting halfway through the shift indicator. I have tried this on a few cars and the longer you leave it usually makes for a faster car. The RSR didn't seem to mind changing a little early. However, i only ever compared on straights. I realise a large capacity na engine makes better torque down low, and a turbo car generally makes power up high...but why is shifting past max torque asking for slip?
my guess is that when you get the next gear it will be right in the max torque area (of that gear) which will overpower tyre road speed
Give this man a carrot. However the reason is two-fold. After peak torque the rate of acceleration decreases. Torque is "turning power". If you're shifting after peak torque you carry less momentum through the shift. Then when landing in the next gear you're in a higher band of torque resulting in a balance shift. This is what you feel when you stamp on the gas too hard out of a corner causing snap oversteer. If the car is difficult to manage under acceleration from a slow corner (perfect example being the Mustang at the turn one hairpin at Nurburgring), short shifting into the next gear makes the weight transfer less abrupt and easier to manage power delivery.
