Ik heb DTM een weekje, en op het begin win ik elke race met gemak, maar als ik dan in die 2e Tier komt dan gaat het allemaal wat minder. Dus is mijn vraag veranderen jullie wat aan de wagen. Elke keer als ik wat verander (en ik luister wel naar het mannetje) dan lijkt het slechter te gaan. Of moet ik dan gewoon wat meer met die Instellingen spelen, zodat ik een optimale setup heb. Ennuh als jullie goede setups hebben kan je die hoor ook plaatsen. Ik zelf doe standaard mijn remmen vol naar voren, heb gehoord dat je dan harder remt.
DTM RACER vond ik persoonlijk een race game met een slechte besturing dit was de eerste race game waar ik geen flikker van kon ik kon maar niet aan die besturing wennen terwijl ik alle race games op de xbox zowat heb uit gespeeld..
DRIVING INSTRUCTIONS: A1 RING This course may only have seven corners, but it is still a highly-challenging technical course for the drivers. The circuit itself is built on a steep hillside, with the Paddock area and the Pit Straight located at the lowest elevation of the course. The significant elevation changes and poorly- placed barriers make this a particularly challenging circuit to safely navigate. This is also the circuit where Ferrari made a major public relations blunder in 2002 by ordering race leader Rubens Barrichello to pull aside in the final few meters of the Austrian Grand Prix to allow teammate Michael Schumacher to win a race which Barrichello had completely dominated all weekend long (Practice, Qualifying, and Race). Pit Straight: Long and straight; main grandstands to the left, Pit Lane to the right. Rather mundane, except that the entire Pit Straight has a slow uphill climb into the Castrol Curve. The beginning of the Pit Straight (coming off Mobilkom Curve) is also a bit bumpy. Turn 1 (Castrol Curve): After a rather mundane Pit Straight, the Castrol Curve is anything but mundane. This is a right- hand uphill corner which requires moderate braking. The Pit Lane rejoins the main course on the right at the exit of the corner. Because of the steep slope of the hill, it is all too easy to drive off the outside of the corner and into the massive sand trap. If you lose your concentration and forget even to slow down, you will likely find yourself airborne once you hit the rumble strip; similarly, if you try to take this corner at top speed, you may find yourself looking up at the ground. Straightaway: There are a few fades in the straightaway as the course continues its uphill climb. The end of the straightaway (approaching Remus Curve) has a suddenly steeper grade and demands total concentration. Turn 2 (Remus Curve): This is a TIGHT right-hand 'J' turn requiring heavy or even severe braking, as well as COMPLETE CONCENTRATION to navigate safely (even when not dealing with traffic). The uphill climb of the circuit continues through most of the turn, plus Remus Curve is even slightly banked toward the OUTSIDE of the corner, making high or even moderate speeds absolutely impossible here. Rolling the right-side tires up on the thin patch of grass on the inside of the Remus Curve will almost definitely result in loss of control of your vehicle. Even worse, this is a blind corner due to the barrier. Aggressive drivers will certainly end up overrunning the Remus Curve on exit and find themselves beached in the kitty litter. If you use the accelerator too soon on exit, you WILL find yourself off-course. Straightaway: Located at the highest elevation of the course, this straightaway has a fade to the right, then another to the left. After the second fade, prepare for braking before arriving at the Gosser Curve. Make use of the distance-to- corner markers, or else you risk overrunning Gosser Curve. Turn 3 (Gosser Curve): Another tight right-hand corner, heavy braking will be required here to avoid sliding off the course and into yet another sand trap. This is also a blind corner, due to the barrier on the inside of Gosser. The circuit begins to slowly descend in elevation here. Straightaway: This is actually NOT a straightaway at all; the course map does not list the right-hand turn, but it is definitely more than just a fade. If you overrun this, you will end up in the same sand trap as before - it is simply extended along the left side of the course from the outside of Gosser until well beyond this unofficial corner. Turn 4 (Niki Lauda Curve): This is a wide left-hand corner which will require moderate or heavy braking, especially since this is a blind corner due to the slope of the hill on the inside of the turn; even if you slow greatly before entering the corner, you will likely be tapping the brakes as you progress through Niki Lauda. There is another wide patch of sand on the outside of the corner, stretching almost all the way to the entrance of the Gerhard Berger Curve. A short straightaway separates Turns 4 and 5. Note that the circuit turns to the left here; the patch of pavement which continues straight forward will lead you into a barrier. Turn 5 (Gerhard Berger Curve): This is almost identical to the Niki Lauda Curve, but with an additional sand trap which begins on the inside of the corner. Straightaway: Again more than a fade but not listed as an official corner, there is a 'turn' to the right shortly after exiting the Gerhard Berger Curve. About two-thirds of the way along, the course enters a scenic forested area; this 'transition' section is also rather bumpy. Turn 6 (Jochen Rindt Curve): This is a blind right-hand corner which can be taken with light braking, or just a small lift of the accelerator; the best way to judge this corner is by using the right-side barrier as a guide. Another sand trap awaits those who run off the outside of the corner. A short straightaway follows Jochen Rindt. Turn 7 (Mobilkom Curve): This is a right-hand corner which will require light or moderate braking. The Pit Lane begins on the right just before the entry to Mobilkom, so be careful not to bump cars slowing before going to the pits. Pit Entry: Located just before the entrance to the Mobilkom Curve, the Pit Lane is to the right. This is a very long pit lane, so plan to stay out of here as much as possible!!! ============================================== DRIVING INSTRUCTIONS: ADELAIDE The Adelaide venue is a temporary street circuit which was one of the true gems of F1 racing. Unfortunately, the Grand Prix of Australia is now held instead at Albert Park in Melbourne (which is itself an excellent race venue), but, while Albert Park is definitely a beautiful place to hold a race, it does not have nearly the mystique and the charm that is found on the challenging streets of Adelaide. (Fortunately, Australia's excellent V8 SuperCar series still uses the Adelaide circuit.) Turns 1 and 2: At the end of the Pit Straight, this very tricky section begins with a TIGHT left-right chicane which requires moderate or heavy braking; cars will definitely pile up here if there is an incident on the opening lap of the race, as there is virtually nowhere to go should an accident block the raceway due to the closeness of the barriers (although they are fortunately NOT nearly as close as at Monaco). After a VERY brief straightaway, there is a dogleg to the left. Turn 3: Shortly after passing underneath the pedestrian bridge, drivers need to begin braking for the blind right- hand Turn 3. Because the white-painted barriers are so close to the circuit in this opening segment of the Adelaide street circuit, it can be VERY difficult to spot exactly where the circuit bends until one can see the very short escape road ahead... and by this time, it is really too late to safely make it through the right-hand right-angle corner. Turn 4: About one city block beyond Turn 3, this is a perpendicular left-hand corner requiring moderate braking. Turn 5: About one city block beyond Turn 4, this is a perpendicular right-hand corner requiring moderate braking. Turns 6 and 7: About one city block beyond Turn 5, this is a fast left-right chicane which can actually be taken at full throttle with the proper tight racing line. If taken at full throttle, beware the barrier on exiting the chicane. Begin braking at corner exit for Turn 8. Turn 8: This is a rough right-hand corner which requires moderate braking beginning with the exit of Turn 7. Turn 9: This is a rough right-hand corner which requires light braking and a wide racing line... but beware the grandstands on the left on corner exit. Straightaway: This is the single longest straightaway at Adelaide. Powerful acceleration out of Turn 8 is required, and only the BAREST of tapping on the brakes is needed for Turn 9 to enable excellent passing opportunities along this immense straightaway and the entry to Turn 10. Turn 10: This tight and nasty right-hand J-turn requires heavy braking, especially given the incredibly-fast speeds attained along the previous straightaway. This is an excellent to pass on braking entering this J-turn. Turn 11: Immediately following a left-hand dogleg, this is a J-turn to the left, requiring moderate braking. Turn 12: This final corner is tricky. Pit Entry is immediately on the right on corner entry, whereas the main circuit uses the outside racing line. The Pit Lane barrier is set back at corner exit, which means that passing can occur by essentially 'shortcutting' the corner... but then drivers risk ramming the Pit Lane barrier by 'shortcutting' the corner too much. ==============================================
Ow das wel handig, maar ga je ook daadwerkelijk de rondetijden verbeteren als je de wijzigen? En zou graag die link willen, alvast bedankt.
