ACC - Informations officielles

Je ferme, le temps de faire le ménage, ça devient n'importe quoi. A tout a l’heure

C'est fait mais on rouvrira lorsqu'il y'aura du nouveau. Trop de bazar ce soir

Capture by Mickael Forestier, sur Flickr

Petit update...

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Toujours la même source, il y a 12 minutes

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I know it's frustrating for you guys, but it could be a lot worse.

When you have 1-hour rebuild times, it becomes a completely different story. AC1 had instant rebuilds so the only thing in our way was the upload speed to Steam. Unfortunately, a lot of waiting you have to be doing is the same for us.

Anyway, thank you for standing by!

ça se rapproche....

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DL en cours

110 Mo

moi 1.9gb

Youpi

Mickael Forestier a écrit :

moi 1.9gb

Il m'en remet une couche de 1.7 Go, le coquin

Citation

0.3 Changelog

- New BMW M6 GT3

- New Circuit Paul Ricard

- Introduced Practice Session Multiplayer Mode

- Introduced 3 Hours and 6 Hours Endurance race weekend

- New online Special Events with new content and online leaderboard

- Old offline Special Events (quick races) made available

- Setup Alignment Caster modification is now possible

- Setup bumpstop UP range is now in stable offset with wheel rate.

- Adjustments to the dry tyre model rolling resistance

- Adjustments to the rain tyre mode rolling resistance

- Wet and water surface rolling resistance and aero drag adjustments

- Brake ducts preparation on setup screen. Not yet available

- Fixed steering ratio right selector issue

- Fixed values on setup screen

- Improved trasmission and engine wobble and vibration simulation

- Improved start assist

- Improved TC logic

- TC logic simulation now takes into account engine and drivetrain vibration and tries to protect system malfunction.

- Improved pitlane limiter function.

- Pitlane limiter only available in 1st gear, disengages if 2nd gear selected.

- Ram-Air simulation for normal aspirated engines.

- Improvements on Lamborghini Huracán steering geometry

- Improvements and adjustments on all preset setups

- Introducing dirt buildup on cars (step 1)

- Fixed Bentley ABS same value 2

- Fixed Bentley Continental display issues with speed limiter

- Fixed gamepad deadzone forced in UE4

- Fixed z-fighting problem in replays

- Added Pixel Density setting in Video options for VR:

Pixel Density requires Resolution Scale to be set to 100

removing external workarounds (e.g. modified engine.ini) recommended

- Nameplates with text scaling in screen space, and settings in nameplateSettings.json:

textMinSizePerc: to make the text size bigger/smaller

minVisibleSizePerc: to make it disappear sooner/later

- Added Replay tyre compounds, track lights and car dirt status

- New audio device selector in audio options

- Improved spatialization for tyres sound and all related effects

- Reworked logic for skid and scrub sound effects

- Tweaked dirtiness volume related to its level

- Tweaked distance attenuation for exterior sounds

- Radio comms resource usage optimization (loading audio on demand)

- Events poliphony optimization

- Fix missing exterior engine in some rare cases with chase camera

- Minor audio fixes

- Performance optimizations in the game thread

- Mouse not interfering with D-Pad \ Keyboard menu navigation anymore

- Added new menu page Driver Profile (only Rating section available at the moment)

- Fixed drivers without helmet in VR

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pas encore de MAJ chez moi mais je patiente!!!

Lahaye a écrit :

pas encore de MAJ chez moi mais je patiente!!

Quitte Steam et relance le, moi aussi je n'avais rien

merci I try it!!

Je referme je sens que ça va faire doublon

Pankypapus - Forum officile a écrit :

The brand new BMW M6 GT3 made quite an impression in 2018 Blancpain GT3 series.

Following the dimensions of the street car, there is no denying that the race car is also very big, even bigger than the Bentley, especially in length and wheelbase. This same aspect, together with the impressive twin turbo V8, define the handling characteristics of the BMW.

The dimension of the car, results in a very large area of the underbody aerodynamics. The front splitter is impressive and the length of the rear diffuser is massive. Even the exhausts have lateral exits so that they do not interfere with the diffuser aero flow. Many smaller or bigger details can be found all around the long bodywork, achieving impressive amounts of downforce on par with the top of the class, even though the total drag inevitably stays a bit high given the big frontal area.

Nevertheless, the absolute aero numbers tell half the story. The best feature of all this attention to the aerodynamics is the quite stable aero platform. As we have explained in other posts, the main issue for the drivers of modern cars with high aerodynamics, is the stability of the aero platform in terms of aero balance, from the effects of pitch and roll. Often, the higher the downforce, the more sensitive the car becomes to pitch and roll, forcing the engineers to big setup compromises that make the car worse at low speeds, and forcing the drivers to change their driving style at higher speeds, in order to not upset the car. The later is easier to tell than do, especially for amateur gentleman drivers that participate in the Blancpain series.

The long wheelbase and long under tray of the BMW, deliver a much more stable aerodynamic platform, especially under forward pitch (coasting, braking) that permits softer suspension setups and more natural driving techniques to be exploited. At low speed the car offers exceptional turn in and minimal amounts of understeer at power exits. A hint of understeer is present at the apex of slow turns, which is typical for such a big car with a bit of front weight bias, but it adds confidence to attack the corners at entry and can be easily controlled by the drivers. As the speed raises the big amount of stable downforce, result in a very confidence inspiring car that can be pushed at high speeds and if the driver makes the occasional mistake, it can be relatively easily corrected.

The very very fast right hand bend at the end of the long back straight at Paul Ricard is the perfect example of the car’s stability. Even if you overcook the entry going in way too hot, you can confidently raise your foot or even pinch the brakes and the car will correct it’s trajectory without big drama. Not something you can do with the much more pitch sensitive Huracan for example.

Similar situation at the Misano circuit. The very dangerous braking zone for T13 and T14(Carro) turns, must be approached in a very certain and precise way, by practically all cars. The BMW M6 showcases great stability and honest reactions, giving the driver the opportunity to attack and trust the car, without big setup compromises.

Fantastic car then, is this the best of all worlds? Not so fast.

The very very long body and wheelbase, does indeed provide stability, but predictably enough, makes the car sluggish at narrow turns, chicanes and fast direction changes. The car turns in fast but then needs some time to take a set and keep the line. The perception of the limits of the bodywork is also not so good and this is a disadvantage in close racing situations.

Worse of all, the very long overhangs touch the ground easily and they will do often do so at the very worse moment at very high speeds while trying to ride a kerb in a very fast corner. The resulting loss of tyre grip and aerodynamic stalling can bring catastrophic results. This is where compromises have to be made on the setup, by rising the ride height, using stiffer springs and dampers and so on. Drivers must also adapt and find which kerbs should ride and which ones are better to avoid. In such situation the excellent behaviour of the BMW can quickly betray you and make you spin in no time at all. Beware.

All in all, the car forgives some aggressive driving and a bit less precision, but it really shines when the inputs are smooth, both on the steering wheel and on the accelerator pedal. The smoother you drive it, the more speed it gains. The advanced traction control, is finely tuned for safe driving but lowering it to level 3 or less, will permit even more forward acceleration if you are smooth on your inputs. In a way, it is as if the looks of a grand touring coupe are mirrored one to one on its handling behaviour.

The big V8 placed behind the front wheels, produces massive amounts of torque and power. The favourable Balance of Performance, let the engine output around 650Nm of torque and approximately 550bhp. Most importantly the torque curve of the car seems like the great plains, or siberian plains, or Netherlands, or padania… choose whatever fits your definition of flat and infinite. Unfortunately it’s not what I would call an enthusiastic engine. Even though it pulls incredibly from as low as 3000rpm, the party ends at around 6200rpm. It feels a bit like a very big diesel engine and you need to keep changing gears as fast as possible as it arrives to the top end of the power in no time. Occasionally you won’t even be able to hear your own engine sound while changing at around 6000rpm, while an attacking Audi or Lamborghini are screaming besides you at over 8000rpm. Still, after 2nd gear and with the rear tyres finding traction, there not many cars that can beat you in a drag race down the straights.

There is some turbo lag but it is taken care of with an anti-lag feature which makes the exhaust gurgle and our sound engineer happy. All this generous torque can easily result in power oversteer at any speed and gear, which normally would make the tyres unhappy but the very advanced new generation TC, helps both amateur and professional drivers, position the car properly and at the same time results in a big smile in their faces. Don’t overdo it though because after then smooth and gentle initial drift, the long rear end starts to slide and slide and slide even more, raising the heartbeat and destroying the tyres.

Keep it all together and you’ll be rewarded with a best in class acceleration out of the turns. Yes the Huracan has amazing traction and the initial acceleration is great while the TC intervention is minimal… Yes the Ferrari 488 mid turn speed is incredible. Yes the Mercedes GT3 balance is exemplary… but keep them behind you and watch them become smaller and smaller on your rear view mirror as they can’t even keep the slipstream while you roar towards top speed. Which you will hit fast… and hard. As a matter of fact, the car arrive at a high top speed very fast and then it hits a wall. A wall of air resistance as the drag hits and stops the car. This is when the other smaller cars will start closing up to you towards the brake zone and so the play starts again… Overtaking you though, that’s a whole different story.

No surprise then that the car managed to win the 24Hours of Spa, at a track famous for it’s mid to high speed turns and long uphill straights. Look at the narrow bumpy Brands Hatch race though and you’ll get the opposite side of the coin.

That is what the Blancpain series is all about, isn’t it?

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269.2 MB maj auto ce matin !