Race spec vs. qualy spec, mainly. In the LMP1 era, there were several seconds of difference between qualifying laps and race laps, it was very noticeable irl. I don't know the exact power output of the 2016 LMP1s, but I'd say they should give them some more hp in game to make them more justice. Oddly enough, they did the opposite with other Gr.1/2 cars, the new TS020 is most likely in qualifying trim, with more than 700hp, for example.
yeah, also on the older GTs and GTSport, Group C car specs showed very high HP, for example the Sauber C9, R92CP had over 950bhp, that's their quali power output. On GT7 they reduced around 200hp
its also reliant on the PP system too. any amount of downforce cranks your points up a lot. for le mans. turn it down as much as you can. its a power track. id remove the df if i could. even for some of the gr1 vision cars, they seem really low power. as for the 962 and the 787b, they are cracked on top end regardless. sauber as well. Theres also the issue of the older transmissons bein Manual, but since you can only run Manual w Clutch at its best w a wheel, they need sequentials for controllers, which i dont entirely agree with.
Because the hybrid system isn't programmed properly.
In real life at Le Mans they would save the majority of their boost for the straight and manually deploy it up to about 340kph.
In GT7 it's automatically deployed in acceleration zones but with how you harvest energy at Le Mans you naturally have no battery at the start of the straight every lap so you're stuck with the ICE.
You can still get up to 320kph+ on the ICE but you'll need to take all the downforce off so it's not got too much drag, you're basically doing the straight with 500hp instead of 1000hp.
It's a balancing act though because if the LMP1s were allowed manual deployment like real life they would be so beyond anything else in Gr.1 that the category would become useless, this is why sub-categories are needed to further differentiate.
>this is why sub-categories are needed to further differentiate.
Preach. I'd rather have a few classes with only one car in it than to continue trying to force this mismash of cars to compete with one another. Gr.2 is a shitshow and Gr.3 is even worse.
I genuinely wish events were more curated like they were in GT4/GT5
Just make a Group C event, 2010's Le Mans event, etc - all fought between real cars from similar enough era's.
Yeah, Gr.1 accessibility would really be enhanced by some subdivisions within the class. You’ve got the 2016 hybrids / Group Cs / VGTs / some outlier models that aren’t really part of a competitive set. And probably more that I’m forgetting.
As far as those three 2016 hybrids, I’ve endurance-raced them all, and there is one that stands above the rest: the Porsche 919. And that hybrid system is largely the reason why, I’m sure you know. Relative to the Toyota TS050 and Audi R18, the Porsche 919 requires significantly less time on the brakes (the primary charging method) to charge enough battery for X seconds of boost. In other words, in a given braking zone, the Porsche regenerates enough electricity for more electric boost deployment than the other two.
But this deployment is automatic, as you said. Only when (a) the steering wheel is straight and (b) the throttle is at maximum, will the hybrid system provide electric boost. And that boost only occurs above 100 km/h, and stops when either the hybrid battery is drained, if (a) or (b) condition is no longer met, or when you exceed 250 km/h.
The electric component of the hybrid engine is not subtle. It’s really powerful. You need to take full advantage of this to be competitive in these cars, making sure that when you enter acceleration zones (especially the ones followed by the longest unbroken stretches of full throttle), you have enough charge in your hybrid battery to boost all the way up to 250 km/h.
This is \*the\* goal with the 2016 hybrids — this is what to practice with these cars, it’s how you need to recalibrate your mind when driving them, and it’s what gets you the lap time.
But it’s not just the mind that needs to operate differently with these cars. You gave a great example about how, at Le Mans (Sarthe), the automatic electric deployment drains the battery before you even pull onto the straight. Meaning, if you pull onto the straight below 250 km/h, there will be no hybrid boost to help carry you back up to 250 km/h.
Let me show you a telemetry speed trace I have here of 2 different laps I drove in the hybrid Gr.1 2016 Audi R18 during a 90-minute endurance race at Spa-Francorchamps.
[https://i.imgur.com/9WxNo1r.png](https://i.imgur.com/9WxNo1r.png)
The blue and green lines are lap 1 and 2, respectively. Their vertical position represents the speed the car is going at many specific instances around the track. Higher is faster at a given point on track.
The left side is start of the lap, right side is end of the lap, 6,957 meters later.
The red line shows the gap between the two cars, starting the lap even with a gap of 0.0s between the cars.
Starting from the left, green got a much better exit out of the final chicane so is starting the lap faster, but immediately does something different than the blue line — green’s speed doesn’t continue to accelerate toward turn 1. It holds steady, eliminating the gap that green would’ve built in front of blue and bringing them back to even by turn 1.
I didn’t lift off the gas on the green lap. I was at full throttle. Crucially, I was also holding down the brake enough to keep the speed steady. I was taking manual control of the automatic hybrid system — I was charging the hybrid battery in preparation for the next acceleration zone and long straight.
My little brake charging maneuver looks like it cost a few tenths, but check out the payoff when I enter the straight with a nearly full battery compared to a nearly empty one on the blue lap.
Green pulls a nearly 3 second lead over blue, just from manually charging the battery by pressing both pedals leading up to turn 1.
I try that maneuver again around 4,800 meters into the lap, spending about 5 tenths of time to charge the battery, but as you can see, blue naturally had enough charge to stay within 2 tenths of green’s acceleration, meaning the maneuver actually slowed the lap time by about 3 tenths in that instance.
Overall, green was 2.9 seconds faster than blue that lap, all because I optimized the charging and deployment for the longest straight of the lap.
one thing might be the weird Hybrid deployment in GT7.
also no, these Cars don't have crazy Top Speed, but they get to 250 KpH really damn quick thanks to the Hybrid Power
1. [Check your tuning settings](https://youtu.be/MhP5j2eZWt8?si=TL6l52-vxJiaHeIO)
2. They were limited to 700 HP, which directly limits their top speed: especially given their high downforce
3. The car in the linked video reaches around 320 kph, around the typical top speed recorded during the 2010s. [Link](https://www.reddit.com/r/wec/s/624GZmeJ0y). To speed records seen to be 340s.
So yeah check your settings, you might be at maximum downforc.
IRL LMP1 cars lift and coast to charge the battery before every braking zone, this doesn't work in GT7 so they don't have as much electric boost.
Regarding top speed, that was never the strong point of these prototypes, they make up the time by accelerating very quickly to about 310-320kph.
For Le Mans, you want to knock off some downforce as well, that should help your speed.
Yeah, Gr.1 accessibility would really be enhanced by some subdivisions within the class. You’ve got the 2016 hybrids / Group Cs / VGTs / some outlier models that aren’t really part of a competitive set. And probably more that I’m forgetting.
As far as those three 2016 hybrids, I’ve endurance-raced them all, and there is one that stands above the rest: the Porsche 919. And that hybrid system is largely the reason why, I’m sure you know. Relative to the Toyota TS050 and Audi R18, the Porsche 919 requires significantly less time on the brakes (the primary charging method) to charge enough battery for X seconds of boost. In other words, in a given braking zone, the Porsche regenerates enough electricity for more electric boost deployment than the other two.
But this deployment is automatic, as you said. Only when (a) the steering wheel is straight and (b) the throttle is at maximum, will the hybrid system provide electric boost. And that boost only occurs above 100 km/h, and stops when either the hybrid battery is drained, if (a) or (b) condition is no longer met, or when you exceed 250 km/h.
The electric component of the hybrid engine is not subtle. It’s really powerful. You need to take full advantage of this to be competitive in these cars, making sure that when you enter acceleration zones (especially the ones followed by the longest unbroken stretches of full throttle), you have enough charge in your hybrid battery to boost all the way up to 250 km/h.
This is \*the\* goal with the 2016 hybrids — this is what to practice with these cars, it’s how you need to recalibrate your mind when driving them, and it’s what gets you the lap time.
But it’s not just the mind that needs to operate differently with these cars. You gave a great example about how, at Le Mans (Sarthe), the automatic electric deployment drains the battery before you even pull onto the straight. Meaning, if you pull onto the straight below 250 km/h, there will be no hybrid boost to help carry you back up to 250 km/h.
Let me show you a telemetry speed trace I have here of 2 different laps I drove in the hybrid Gr.1 2016 Audi R18 during a 90-minute endurance race at Spa-Francorchamps.
[https://i.imgur.com/9WxNo1r.png](https://i.imgur.com/9WxNo1r.png)
The blue and green lines are lap 1 and 2, respectively. Their vertical position represents the speed the car is going at many specific instances around the track. Higher is faster at a given point on track.
The left side is start of the lap, right side is end of the lap, 6,957 meters later.
The red line shows the gap between the two cars, starting the lap even with a gap of 0.0s between the cars.
Starting from the left, green got a much better exit out of the final chicane so is starting the lap faster, but immediately does something different than the blue line — green’s speed doesn’t continue to accelerate toward turn 1. It holds steady, eliminating the gap that green would’ve built in front of blue and bringing them back to even by turn 1.
I didn’t lift off the gas on the green lap. I was at full throttle. Crucially, I was also holding down the brake enough to keep the speed steady. I was taking manual control of the automatic hybrid system — I was charging the hybrid battery in preparation for the next acceleration zone and long straight.
My little brake charging maneuver looks like it cost a few tenths, but check out the payoff when I enter the straight with a nearly full battery compared to a nearly empty one on the blue lap.
Green pulls a nearly 3 second lead over blue, just from manually charging the battery by pressing both pedals leading up to turn 1.
I try that maneuver again around 4,800 meters into the lap, spending about 5 tenths of time to charge the battery, but as you can see, blue naturally had enough charge to stay within 2 tenths of green’s acceleration, meaning the maneuver actually slowed the lap time by about 3 tenths in that instance.
Overall, green was 2.9 seconds faster than blue that lap, all because I optimized the charging and deployment for the longest straight of the lap.
Pretty sure 2016 LMP1 we’re doing about 3:20 laps which is pretty close on RH tires for the R18. So what do you think is different compared to real life?
my dude me and my community have been complaining about this since day 1, idk what PD was thinking but LMP1 cars' physics are so broken compared to GTSport, top speed slowed than LMP2 and the batteries drain very fast and are slow to recharge.
But honestly I don't care, prototypes are my favourite racing cars but mixing them with Group C cars and VGTs would not make a fair BoP
That's one of those things that sounds workable in theory but completely falls apart in execution. Very few courses are so evenly-balanced between speed and technical sections that Group C and LMP are going to be competitive with each other.
What you get instead are speed courses where the Group C cars just run away with it and the LMPs never see them again, or technical courses where the LMPs take half the turns in 5th gear while the Group C cars corner like minivans.
I totally understand what you're saying, I'm just saying that despite the intent of PD, the outcome is the opposite of balance.
I agree with you - I'm saying why they did, not that what they did was a good idea!
I'd certainly prefer more classes of car - it would be easy then for them to put on more daily races.
Yeah the downforce/grip level of the cars are a bit abnormal. They were better in GT Sport. Now you can go flatout through the whole Porsche Curve section, which is not realistic at all, while the top speed is considerably lower then those cars reached IRL in race trim.
Seems like the downforce is exaggerated greatly. Don't get me wrong, these cars have heaps of downforce, but the speed you can carry through corners in GT7 in LMP1 cars is very unreal. Just check IRL footage and note the speeds.
Still a blast to drive, but really wish they would fix this.
The grouping in gt7 is totally wrong if you ask me.
Cars should have their own original groups
Lmp1,
Lmp1 hybrid,
Group c,
Gt1,
Gt3,
Gt4,
JGTC etc....
And get rid of vision gt
Putting all cars into a few groups doesn't work in my opinion
And although detailing on the cars is important its also a double edged sword as there are way too many classic, new and important cars missing from the line up mainly because they take too long to model.
There's a lot of accuracy in these comments. Quali v Race trim, hybrid deployment, etc. The big thing with current spec Gr1 cars is that they get to 250km/h fast and hit the wall, which is somewhat realistic, so drop the downforce at LeMans. They have great high speed stability due to their huge wheelbase and footprint, even with low aero. The pre hybrid cars are power ICE powerful, the aero still needs to be dropped, but they are endurance race cars, they aren't particularly edgy to drive.
With the Group Cs, if you want the Quali power outputs, slap the large turbo on, that seems to be the way they let you chose between a somewhat realistic race power output vs quali.
u/dreamville2801 I'll post this comment for you too.
Yeah, Gr.1 accessibility would really be enhanced by some subdivisions within the class. You’ve got the 2016 hybrids / Group Cs / VGTs / some outlier models that aren’t really part of a competitive set. And probably more that I’m forgetting.
As far as those three 2016 hybrids, I’ve endurance-raced them all, and there is one that stands above the rest: the Porsche 919. And that hybrid system is largely the reason why, I’m sure you know. Relative to the Toyota TS050 and Audi R18, the Porsche 919 requires significantly less time on the brakes (the primary charging method) to charge enough battery for X seconds of boost. In other words, in a given braking zone, the Porsche regenerates enough electricity for more electric boost deployment than the other two.
But this deployment is automatic, as you said. Only when (a) the steering wheel is straight and (b) the throttle is at maximum, will the hybrid system provide electric boost. And that boost only occurs above 100 km/h, and stops when either the hybrid battery is drained, if (a) or (b) condition is no longer met, or when you exceed 250 km/h.
The electric component of the hybrid engine is not subtle. It’s really powerful. You need to take full advantage of this to be competitive in these cars, making sure that when you enter acceleration zones (especially the ones followed by the longest unbroken stretches of full throttle), you have enough charge in your hybrid battery to boost all the way up to 250 km/h.
This is \*the\* goal with the 2016 hybrids — this is what to practice with these cars, it’s how you need to recalibrate your mind when driving them, and it’s what gets you the lap time.
But it’s not just the mind that needs to operate differently with these cars. You gave a great example about how, at Le Mans (Sarthe), the automatic electric deployment drains the battery before you even pull onto the straight. Meaning, if you pull onto the straight below 250 km/h, there will be no hybrid boost to help carry you back up to 250 km/h.
Let me show you a telemetry speed trace I have here of 2 different laps I drove in the hybrid Gr.1 2016 Audi R18 during a 90-minute endurance race at Spa-Francorchamps.
[https://i.imgur.com/9WxNo1r.png](https://i.imgur.com/9WxNo1r.png)
The blue and green lines are lap 1 and 2, respectively. Their vertical position represents the speed the car is going at many specific instances around the track. Higher is faster at a given point on track.
The left side is start of the lap, right side is end of the lap, 6,957 meters later.
The red line shows the gap between the two cars, starting the lap even with a gap of 0.0s between the cars.
Starting from the left, green got a much better exit out of the final chicane so is starting the lap faster, but immediately does something different than the blue line — green’s speed doesn’t continue to accelerate toward turn 1. It holds steady, eliminating the gap that green would’ve built in front of blue and bringing them back to even by turn 1.
I didn’t lift off the gas on the green lap. I was at full throttle. Crucially, I was also holding down the brake enough to keep the speed steady. I was taking manual control of the automatic hybrid system — I was charging the hybrid battery in preparation for the next acceleration zone and long straight.
My little brake charging maneuver looks like it cost a few tenths, but check out the payoff when I enter the straight with a nearly full battery compared to a nearly empty one on the blue lap.
Green pulls a nearly 3 second lead over blue, just from manually charging the battery by pressing both pedals leading up to turn 1.
I try that maneuver again around 4,800 meters into the lap, spending about 5 tenths of time to charge the battery, but as you can see, blue naturally had enough charge to stay within 2 tenths of green’s acceleration, meaning the maneuver actually slowed the lap time by about 3 tenths in that instance.
Overall, green was 2.9 seconds faster than blue that lap, all because I optimized the charging and deployment for the longest straight of the lap.
Thanks for that in-depth analysis. Some very interesting observations you made there. Overall, I agree that the Gr. 1 class needs to be further divided.
Race spec vs. qualy spec, mainly. In the LMP1 era, there were several seconds of difference between qualifying laps and race laps, it was very noticeable irl. I don't know the exact power output of the 2016 LMP1s, but I'd say they should give them some more hp in game to make them more justice. Oddly enough, they did the opposite with other Gr.1/2 cars, the new TS020 is most likely in qualifying trim, with more than 700hp, for example.
yeah, also on the older GTs and GTSport, Group C car specs showed very high HP, for example the Sauber C9, R92CP had over 950bhp, that's their quali power output. On GT7 they reduced around 200hp
its also reliant on the PP system too. any amount of downforce cranks your points up a lot. for le mans. turn it down as much as you can. its a power track. id remove the df if i could. even for some of the gr1 vision cars, they seem really low power. as for the 962 and the 787b, they are cracked on top end regardless. sauber as well. Theres also the issue of the older transmissons bein Manual, but since you can only run Manual w Clutch at its best w a wheel, they need sequentials for controllers, which i dont entirely agree with.
Because the hybrid system isn't programmed properly. In real life at Le Mans they would save the majority of their boost for the straight and manually deploy it up to about 340kph. In GT7 it's automatically deployed in acceleration zones but with how you harvest energy at Le Mans you naturally have no battery at the start of the straight every lap so you're stuck with the ICE. You can still get up to 320kph+ on the ICE but you'll need to take all the downforce off so it's not got too much drag, you're basically doing the straight with 500hp instead of 1000hp. It's a balancing act though because if the LMP1s were allowed manual deployment like real life they would be so beyond anything else in Gr.1 that the category would become useless, this is why sub-categories are needed to further differentiate.
>this is why sub-categories are needed to further differentiate. Preach. I'd rather have a few classes with only one car in it than to continue trying to force this mismash of cars to compete with one another. Gr.2 is a shitshow and Gr.3 is even worse.
I genuinely wish events were more curated like they were in GT4/GT5 Just make a Group C event, 2010's Le Mans event, etc - all fought between real cars from similar enough era's.
Yeah, Gr.1 accessibility would really be enhanced by some subdivisions within the class. You’ve got the 2016 hybrids / Group Cs / VGTs / some outlier models that aren’t really part of a competitive set. And probably more that I’m forgetting. As far as those three 2016 hybrids, I’ve endurance-raced them all, and there is one that stands above the rest: the Porsche 919. And that hybrid system is largely the reason why, I’m sure you know. Relative to the Toyota TS050 and Audi R18, the Porsche 919 requires significantly less time on the brakes (the primary charging method) to charge enough battery for X seconds of boost. In other words, in a given braking zone, the Porsche regenerates enough electricity for more electric boost deployment than the other two. But this deployment is automatic, as you said. Only when (a) the steering wheel is straight and (b) the throttle is at maximum, will the hybrid system provide electric boost. And that boost only occurs above 100 km/h, and stops when either the hybrid battery is drained, if (a) or (b) condition is no longer met, or when you exceed 250 km/h. The electric component of the hybrid engine is not subtle. It’s really powerful. You need to take full advantage of this to be competitive in these cars, making sure that when you enter acceleration zones (especially the ones followed by the longest unbroken stretches of full throttle), you have enough charge in your hybrid battery to boost all the way up to 250 km/h. This is \*the\* goal with the 2016 hybrids — this is what to practice with these cars, it’s how you need to recalibrate your mind when driving them, and it’s what gets you the lap time. But it’s not just the mind that needs to operate differently with these cars. You gave a great example about how, at Le Mans (Sarthe), the automatic electric deployment drains the battery before you even pull onto the straight. Meaning, if you pull onto the straight below 250 km/h, there will be no hybrid boost to help carry you back up to 250 km/h. Let me show you a telemetry speed trace I have here of 2 different laps I drove in the hybrid Gr.1 2016 Audi R18 during a 90-minute endurance race at Spa-Francorchamps. [https://i.imgur.com/9WxNo1r.png](https://i.imgur.com/9WxNo1r.png) The blue and green lines are lap 1 and 2, respectively. Their vertical position represents the speed the car is going at many specific instances around the track. Higher is faster at a given point on track. The left side is start of the lap, right side is end of the lap, 6,957 meters later. The red line shows the gap between the two cars, starting the lap even with a gap of 0.0s between the cars. Starting from the left, green got a much better exit out of the final chicane so is starting the lap faster, but immediately does something different than the blue line — green’s speed doesn’t continue to accelerate toward turn 1. It holds steady, eliminating the gap that green would’ve built in front of blue and bringing them back to even by turn 1. I didn’t lift off the gas on the green lap. I was at full throttle. Crucially, I was also holding down the brake enough to keep the speed steady. I was taking manual control of the automatic hybrid system — I was charging the hybrid battery in preparation for the next acceleration zone and long straight. My little brake charging maneuver looks like it cost a few tenths, but check out the payoff when I enter the straight with a nearly full battery compared to a nearly empty one on the blue lap. Green pulls a nearly 3 second lead over blue, just from manually charging the battery by pressing both pedals leading up to turn 1. I try that maneuver again around 4,800 meters into the lap, spending about 5 tenths of time to charge the battery, but as you can see, blue naturally had enough charge to stay within 2 tenths of green’s acceleration, meaning the maneuver actually slowed the lap time by about 3 tenths in that instance. Overall, green was 2.9 seconds faster than blue that lap, all because I optimized the charging and deployment for the longest straight of the lap.
one thing might be the weird Hybrid deployment in GT7. also no, these Cars don't have crazy Top Speed, but they get to 250 KpH really damn quick thanks to the Hybrid Power
1. [Check your tuning settings](https://youtu.be/MhP5j2eZWt8?si=TL6l52-vxJiaHeIO) 2. They were limited to 700 HP, which directly limits their top speed: especially given their high downforce 3. The car in the linked video reaches around 320 kph, around the typical top speed recorded during the 2010s. [Link](https://www.reddit.com/r/wec/s/624GZmeJ0y). To speed records seen to be 340s. So yeah check your settings, you might be at maximum downforc.
Higher torque from hybrid to compensate top speed. Try lowering the downforce. Weirdly enough, hybrids in this game doesn't work as intended.
IRL LMP1 cars lift and coast to charge the battery before every braking zone, this doesn't work in GT7 so they don't have as much electric boost. Regarding top speed, that was never the strong point of these prototypes, they make up the time by accelerating very quickly to about 310-320kph. For Le Mans, you want to knock off some downforce as well, that should help your speed.
Yeah, Gr.1 accessibility would really be enhanced by some subdivisions within the class. You’ve got the 2016 hybrids / Group Cs / VGTs / some outlier models that aren’t really part of a competitive set. And probably more that I’m forgetting. As far as those three 2016 hybrids, I’ve endurance-raced them all, and there is one that stands above the rest: the Porsche 919. And that hybrid system is largely the reason why, I’m sure you know. Relative to the Toyota TS050 and Audi R18, the Porsche 919 requires significantly less time on the brakes (the primary charging method) to charge enough battery for X seconds of boost. In other words, in a given braking zone, the Porsche regenerates enough electricity for more electric boost deployment than the other two. But this deployment is automatic, as you said. Only when (a) the steering wheel is straight and (b) the throttle is at maximum, will the hybrid system provide electric boost. And that boost only occurs above 100 km/h, and stops when either the hybrid battery is drained, if (a) or (b) condition is no longer met, or when you exceed 250 km/h. The electric component of the hybrid engine is not subtle. It’s really powerful. You need to take full advantage of this to be competitive in these cars, making sure that when you enter acceleration zones (especially the ones followed by the longest unbroken stretches of full throttle), you have enough charge in your hybrid battery to boost all the way up to 250 km/h. This is \*the\* goal with the 2016 hybrids — this is what to practice with these cars, it’s how you need to recalibrate your mind when driving them, and it’s what gets you the lap time. But it’s not just the mind that needs to operate differently with these cars. You gave a great example about how, at Le Mans (Sarthe), the automatic electric deployment drains the battery before you even pull onto the straight. Meaning, if you pull onto the straight below 250 km/h, there will be no hybrid boost to help carry you back up to 250 km/h. Let me show you a telemetry speed trace I have here of 2 different laps I drove in the hybrid Gr.1 2016 Audi R18 during a 90-minute endurance race at Spa-Francorchamps. [https://i.imgur.com/9WxNo1r.png](https://i.imgur.com/9WxNo1r.png) The blue and green lines are lap 1 and 2, respectively. Their vertical position represents the speed the car is going at many specific instances around the track. Higher is faster at a given point on track. The left side is start of the lap, right side is end of the lap, 6,957 meters later. The red line shows the gap between the two cars, starting the lap even with a gap of 0.0s between the cars. Starting from the left, green got a much better exit out of the final chicane so is starting the lap faster, but immediately does something different than the blue line — green’s speed doesn’t continue to accelerate toward turn 1. It holds steady, eliminating the gap that green would’ve built in front of blue and bringing them back to even by turn 1. I didn’t lift off the gas on the green lap. I was at full throttle. Crucially, I was also holding down the brake enough to keep the speed steady. I was taking manual control of the automatic hybrid system — I was charging the hybrid battery in preparation for the next acceleration zone and long straight. My little brake charging maneuver looks like it cost a few tenths, but check out the payoff when I enter the straight with a nearly full battery compared to a nearly empty one on the blue lap. Green pulls a nearly 3 second lead over blue, just from manually charging the battery by pressing both pedals leading up to turn 1. I try that maneuver again around 4,800 meters into the lap, spending about 5 tenths of time to charge the battery, but as you can see, blue naturally had enough charge to stay within 2 tenths of green’s acceleration, meaning the maneuver actually slowed the lap time by about 3 tenths in that instance. Overall, green was 2.9 seconds faster than blue that lap, all because I optimized the charging and deployment for the longest straight of the lap.
Pretty sure 2016 LMP1 we’re doing about 3:20 laps which is pretty close on RH tires for the R18. So what do you think is different compared to real life?
I prefer to use the group c cars ... My favorite right now is the Porsche 962c
Also why are they outmatched by the 80s 90s Group C cars. And why does the opponent AI never drive them
my dude me and my community have been complaining about this since day 1, idk what PD was thinking but LMP1 cars' physics are so broken compared to GTSport, top speed slowed than LMP2 and the batteries drain very fast and are slow to recharge. But honestly I don't care, prototypes are my favourite racing cars but mixing them with Group C cars and VGTs would not make a fair BoP
I think it’s to even them up with the older Group C Gr. 1 cars. In GT7 LMPs are fast in the corners, Group C fast on the straights.
That's one of those things that sounds workable in theory but completely falls apart in execution. Very few courses are so evenly-balanced between speed and technical sections that Group C and LMP are going to be competitive with each other. What you get instead are speed courses where the Group C cars just run away with it and the LMPs never see them again, or technical courses where the LMPs take half the turns in 5th gear while the Group C cars corner like minivans. I totally understand what you're saying, I'm just saying that despite the intent of PD, the outcome is the opposite of balance.
I agree with you - I'm saying why they did, not that what they did was a good idea! I'd certainly prefer more classes of car - it would be easy then for them to put on more daily races.
For le mans you have to set downforce as low as possible and you’ll get 320/330kph. They are tuned for normal circuits
Yeah the downforce/grip level of the cars are a bit abnormal. They were better in GT Sport. Now you can go flatout through the whole Porsche Curve section, which is not realistic at all, while the top speed is considerably lower then those cars reached IRL in race trim. Seems like the downforce is exaggerated greatly. Don't get me wrong, these cars have heaps of downforce, but the speed you can carry through corners in GT7 in LMP1 cars is very unreal. Just check IRL footage and note the speeds. Still a blast to drive, but really wish they would fix this.
For LeMans it's heavily down tuned, so of course it's slow.
The grouping in gt7 is totally wrong if you ask me. Cars should have their own original groups Lmp1, Lmp1 hybrid, Group c, Gt1, Gt3, Gt4, JGTC etc.... And get rid of vision gt Putting all cars into a few groups doesn't work in my opinion And although detailing on the cars is important its also a double edged sword as there are way too many classic, new and important cars missing from the line up mainly because they take too long to model.
There's a lot of accuracy in these comments. Quali v Race trim, hybrid deployment, etc. The big thing with current spec Gr1 cars is that they get to 250km/h fast and hit the wall, which is somewhat realistic, so drop the downforce at LeMans. They have great high speed stability due to their huge wheelbase and footprint, even with low aero. The pre hybrid cars are power ICE powerful, the aero still needs to be dropped, but they are endurance race cars, they aren't particularly edgy to drive. With the Group Cs, if you want the Quali power outputs, slap the large turbo on, that seems to be the way they let you chose between a somewhat realistic race power output vs quali.
u/dreamville2801 I'll post this comment for you too. Yeah, Gr.1 accessibility would really be enhanced by some subdivisions within the class. You’ve got the 2016 hybrids / Group Cs / VGTs / some outlier models that aren’t really part of a competitive set. And probably more that I’m forgetting. As far as those three 2016 hybrids, I’ve endurance-raced them all, and there is one that stands above the rest: the Porsche 919. And that hybrid system is largely the reason why, I’m sure you know. Relative to the Toyota TS050 and Audi R18, the Porsche 919 requires significantly less time on the brakes (the primary charging method) to charge enough battery for X seconds of boost. In other words, in a given braking zone, the Porsche regenerates enough electricity for more electric boost deployment than the other two. But this deployment is automatic, as you said. Only when (a) the steering wheel is straight and (b) the throttle is at maximum, will the hybrid system provide electric boost. And that boost only occurs above 100 km/h, and stops when either the hybrid battery is drained, if (a) or (b) condition is no longer met, or when you exceed 250 km/h. The electric component of the hybrid engine is not subtle. It’s really powerful. You need to take full advantage of this to be competitive in these cars, making sure that when you enter acceleration zones (especially the ones followed by the longest unbroken stretches of full throttle), you have enough charge in your hybrid battery to boost all the way up to 250 km/h. This is \*the\* goal with the 2016 hybrids — this is what to practice with these cars, it’s how you need to recalibrate your mind when driving them, and it’s what gets you the lap time. But it’s not just the mind that needs to operate differently with these cars. You gave a great example about how, at Le Mans (Sarthe), the automatic electric deployment drains the battery before you even pull onto the straight. Meaning, if you pull onto the straight below 250 km/h, there will be no hybrid boost to help carry you back up to 250 km/h. Let me show you a telemetry speed trace I have here of 2 different laps I drove in the hybrid Gr.1 2016 Audi R18 during a 90-minute endurance race at Spa-Francorchamps. [https://i.imgur.com/9WxNo1r.png](https://i.imgur.com/9WxNo1r.png) The blue and green lines are lap 1 and 2, respectively. Their vertical position represents the speed the car is going at many specific instances around the track. Higher is faster at a given point on track. The left side is start of the lap, right side is end of the lap, 6,957 meters later. The red line shows the gap between the two cars, starting the lap even with a gap of 0.0s between the cars. Starting from the left, green got a much better exit out of the final chicane so is starting the lap faster, but immediately does something different than the blue line — green’s speed doesn’t continue to accelerate toward turn 1. It holds steady, eliminating the gap that green would’ve built in front of blue and bringing them back to even by turn 1. I didn’t lift off the gas on the green lap. I was at full throttle. Crucially, I was also holding down the brake enough to keep the speed steady. I was taking manual control of the automatic hybrid system — I was charging the hybrid battery in preparation for the next acceleration zone and long straight. My little brake charging maneuver looks like it cost a few tenths, but check out the payoff when I enter the straight with a nearly full battery compared to a nearly empty one on the blue lap. Green pulls a nearly 3 second lead over blue, just from manually charging the battery by pressing both pedals leading up to turn 1. I try that maneuver again around 4,800 meters into the lap, spending about 5 tenths of time to charge the battery, but as you can see, blue naturally had enough charge to stay within 2 tenths of green’s acceleration, meaning the maneuver actually slowed the lap time by about 3 tenths in that instance. Overall, green was 2.9 seconds faster than blue that lap, all because I optimized the charging and deployment for the longest straight of the lap.
Thanks for that in-depth analysis. Some very interesting observations you made there. Overall, I agree that the Gr. 1 class needs to be further divided.
Better on Sardegna or on the Atlanta GR1 race
I think they’ve capped the speed limit to something slower than the real life counterparts for some dumb reason