Im a 61 year old gamer, been playing since Pong in the early 80's. Ive played every GT game since the start but never bothered to learn the intricacies of the gearing. you have opened a major door for me. Now that I fully understand how to, I can race properly against my son who has a big sim setup but he did not (on purpose) show me how to fix gears. He's in for a rude awakening..... Thank you for explaining this very important par of GT. Jerry The beating will continue until morale improves...
Haha, gaming can be fun! Especially when getting into the finer details of Turismos car tuning! Happy to have helped, if you have any other questions - feel free to ask! Go get him and have fun racing! 😁
Great overview, really distills the concept of gearing and gives people new to it a solid foundation to build from. With this, the understanding why, it’ll be a much quicker leap to adjusting the gear spacing per track as they chase seconds and fractions of seconds. Nice job!
Cheers for that man, my car knowledge is literally what I picked up from top gear and watching F1 occasionally so always just googled a tune and plumbed it in....I just had a play with a car after watching this and not only did I gain 30mph top speed but the car feels 1000x better to drive it's sooooo nice going around a corner in 1st gear and having the confidence to floor it out of the corner with 0 traction control and the car just drives instead of pirouetting itself into a date with Mr Barry R
Haha, great to hear! Keep on exploring and you will be able to do even further combinations! Some cars make so much power, you have to stretch 2nd and sometimes 3rd further to the right to find some bite! Some cars just don't bite well, but taming that throttle control helps so much. Happy tuning and have fun! 😁
Excellent video mate. This is exactly what I've been looking for. Something that explains the gearing in layman's terms. It's definitely something I'm going to try. Many thanks again.
It's my simplified way of doing it and it serves me pretty well. I did this so people are not so worried about doing the transmission. Good gears to meet your driving style will knock seconds off your time.
Good guide for the 1st and last gear, but the crucial part for those gears between is not "just" spacing out equaly, but often depends on track layout. as you dont want to be shifting up close to brake zone or even mid corner.
Hope it helps! You will probably have to bog down first gear a good bit on the civic and bog down with a long second gear spread, but it should do good!
Just want to say that I have always struggled to do anything with the transmission and after following your instructions I cut 7.4 secs off my record lap on Tokyo Expressway East.
@@prtcountersteer I've managed to get by with more predictable cars. But for stuff like my Supra I was struggling to hold it steady in 1st and 2nd accelerating out of corners. Didn't realize I could widen the ratio ranges and it made all the difference!
Thank you for this. It was outstanding and very easy to understand. I thought I had a pretty good grasp on tuning the trans until I watched this…lol. What’s your thoughts on this:? I absolutely love having very close gearing because depending on the car, it can really keep you in that sweet spot in the power curve plus, it just sounds so badass with the racing trans’ lightning fast shifts. I like when the red rpm bar is about half full after each shift engagement.
@TGUNNER777 It's a very simplified way of doing it as a starting point then adjusting to what you need. I like short shifts, but I base a lot of mine off of my torque bands. Sometimes you need a bit longer gear, sometimes shorter. Some cars that have too many gears, I will turn my 7-8 speed into a 5-6 speed. All in all, it's fun to mess with!
@PRT CounterSteer yes definitely, I tune gears a similar way to you, but I picked up some good tips from your video. There's a lot of people out there in the dark when it comes to tuning gears that will benefit greatly from this video.
Final gear is best to think of as a pyramid, the final gear determines how accurate you can be with your individual gear ratios. A 1-1 will move you 1 for every tick of a gear change. You can set it at 1,2,3,4,etc. Changing the final ratio can get your ticks to be less or more. For example, .9, so now you can set your indiviudal gears to .9, 1.8, 2.7, 3.6, 4.5, etc. Basically, the math is (individual gear ratio x final gear ratio) 1 x 1 =1. Or 1 x 0.9 = .9 If u want your ticks to be very precise then you want your final ratio to be .1, so you can move each tick .1 instead of a full 1.
Fantastic. Had no idea, this is great content. Safe to say that you should get a good 1st gear that can take you around a hairpin in most cars, I notice I am taking 2nd with most cars around even the sharpest turns.
Thanks! I go down to first for a lot of hairpins due to how I do my gears. It really helps in putting the power down when you can get them to where you want. Granted, I bog down a lot of my 1st gears quite a bit, so off the line performance suffers at the start of a race, but it more than makes up for it.
Been looking for a gear video. I've always been intimidated by playing with the gears but I think this'll give me the confidence I need to make something like my Wawa 65 Mini a beast on the track
The Stanlick formula: Gear Ratio = 1 ÷ (1 - ((1 - (1 ÷ Point of Convergence)) ÷ Convergence Factor) • (Final Term)) Explanation: • Point of Convergence: This represents the desired 1st gear ratio upon which all other ratios will converge. It sets the foundation for the exponential progression of subsequent gear ratios. • Step-Length: Calculated as Number of Gears - 1, or (N - 1), is the amount of steps between the Point of Convergence and the remainder of the steps, or in this case, gears. For a 10-speed you would have 9 steps, for a 9-speed it would be 8 steps, for an 8-speed it'd be 7 steps, and so on; just be sure that the difference between the Final Term Floor and the Convergence Factor is always equal to (N - 1). • Convergence Factor: This controls how quickly all steps (or gear ratios) converge towards the final step (or ratio) that is at the Nth step (or gear). It's closely tied to the Number of Gears (N) and the desired Overdrive because: Convergence Factor + / - (+ / - Final Term Floor) = N - 1. The Convergence Factor is always minus a (negative Final Term Floor value), and plus any (positive Final Term Floor value). The Convergence Factor must be reduced or increased according to whatever value the Final Term Floor is to follow the rule N-1 = Step Length, which ensures that the Step Length is constant. • Final Term: This term is incremented for each gear, starting from the highest (final) gear and adding +1 to it for each preceding gear. Its floor value determines the Drive Level. A Drive Level of 0 = no Overdrive (1.00 : 1.00 top gear) whereas negative values for Drive Level such as -1 will produce levels of Overdrive. The opposite is true for values > 1, yielding more Torque Multiplication closer to the Nth ratio and producing Underdrive. • Final Term Ceiling is what ensures that the first gear ratio is achieved when it matches the Convergence Factor. This means that if you add 1 to a Final Term of -1: (-1 + 1) and make it zero, you'll get 1.00 : 1.00 as an output from the formula. If you add 1 again, it produces a number that is > 1.00. If you continue to increase the Final Term incrementally by 1, by the time it equals the given Convergence Factor, the formula will produce the desired first gear ratio that was set as your Point of Convergence. Example: • Using 1÷(1−((1−(1÷3))÷8)×(−1)) for a 10-speed transmission, it will produce the following ratios from 1st to 10th gear (rounded to the nearest hundredth): 3.00, 2.40, 2.00, 1.71, 1.50, 1.33, 1.20, 1.09, 1.00, and 0.92. • The reason it has 8 as the Convergence Factor is because it is for a 10-speed gearbox wherein there are 9 steps between the given ratio of first gear and the resulting ratio of last gear, so (9 + -1) = a Final Term Ceiling of 8, and that ceiling (8 - -1) = 9, which preserves the Step Length of 9 for a 10-speed. Whenever the Final Term matches the Convergence Factor, the result will always = Point of Convergence, which is in this case 3.00 at 1st gear. • Of course, if you keep the Point of Convergence at 3.00 but lower the Final Term Floor to something that is < -1, say -2 or even -3, it will produce several levels of Overdrive and will create a more gradual progression both converging to the Point of Convergence and diverging towards the Nth gear. The opposite of this is true if you want less overdrive and desire a final gear of 1.00:1.00. Just make the Final Term Floor = 0, and the step length of N-1 for a 10-speed that is 9 would be seen as the Point of Convergence because (9 + 0) = 9. Key Principles & Advantages: • Exponential Scaling: The formula generates gear ratios that follow an exponential decay pattern where going in the direction further from the Point of Convergence there is progressively less delta between consecutive ratios (convergence). This results in a "wider" ratio spread amongst the lower gears, prioritizing torque at lower speeds, and each gear above the previous becomes progressively closer on the delta between consecutive ratios (divergence) as they get closer to the Nth gear. Obviously, given the sheer number of gears and the other parameters in the formula, you can scale exactly how steep this exponential decay (convergence towards Point of Convergence and divergence towards the Nth gear) is and exactly how gradual or sudden it is to get the set of ratios that best suits your needs and vehicle using pure algebra. This is a mathematically precise way to take advantage of the nature of geometric exponential feedback loops, that yields numerically perfect and scalably balanced ratio spreads with zero guesswork beyond the input of initial values. • Adaptable Convergence and Divergence: The Step Length adjusts dynamically based on the number of gears and desired Overdrive as determined by the Final Term Floor, ensuring seamless integration across various transmission setups. • Precise Overdrive Control: The Final Term Floor value allows for precise control over the top gear's overdrive level, enabling customization for specific tracks and racing strategies. • Consistent Step Length: The formula maintains a consistent step length (N - 1) between gear ratios, ensuring a balanced and predictable progression for smoother shifts and improved driver control. Ratio Spreads from 10 to 3-speed • Here is a series of charts for a 10-speed all the way down to a 3-speed. I chose a first gear of 3.00 : 1.00 as it is a median between 4.00 : 1.00 and 2.00 : 1.00, and I adjusted the Final Term Floor to -1 to apply a single level of overdrive to all of the spreads. Of course, you can manipulate these values at will to make your own charts. • The formula used for these ratio spreads is as follows: 1÷(1−((1−(1÷3))÷Step Length)×(−1)) and here are the results: 10-speed: 1÷(1−((1−(1÷3))÷8)×(−1, 0, 1, 2, 3, 4, 5, 6, 7, 8)) 1=3.00 (8) 2=2.40 (7) 3=2.00 (6) 4=1.71 (5) 5=1.50 (4) 6=1.33 (3) 7=1.20 (2) 8=1.09 (1) 9=1.00 (0) 10=0.92 (-1) 9-speed: 1÷(1−((1−(1÷3))÷7)×(−1, 0, 1, 2, 3, 4, 5, 6, 7)) 1=3.00 (7) 2=2.33 (6) 3=1.91 (5) 4=1.62 (4) 5=1.40 (3) 6=1.24 (2) 7=1.11 (1) 8=1.00 (0) 9=0.91 (-1) 8-speed: 1÷(1−((1−(1÷3))÷6)×(−1, 0, 1, 2, 3, 4, 5, 6)) 1=3.00 (6) 2=2.25 (5) 3=1.80 (4) 4=1.50 (3) 5=1.29 (2) 6=1.13 (1) 7=1.00 (0) 8=0.90 (-1) 7-speed: 1÷(1−((1−(1÷3))÷5)×(−1, 0, 1, 2, 3, 4, 5)) 1=3.00 (5) 2=2.14 (4) 3=1.67 (3) 4=1.36 (2) 5=1.15 (1) 6=1.00 (0) 7=0.88 (-1) 6-speed: 1÷(1−((1−(1÷3))÷4)×(−1, 0, 1, 2, 3, 4)) 1=3.00 (4) 2=2.00 (3) 3=1.50 (2) 4=1.20 (1) 5=1.00 (0) 6=0.86 (-1) 5-speed: 1÷(1−((1−(1÷3))÷3)×(−1, 0, 1, 2, 3)) 1=3.00 (3) 2=1.80 (2) 3=1.29 (1) 4=1.00 (0) 5=0.82 (-1) 4-speed: 1÷(1−((1−(1÷3))÷2)×(−1, 0, 1, 2)) 1=3.00 (2) 2=1.50 (1) 3=1.00 (0) 4=0.75 (-1) 3-speed: 1÷(1−((1−(1÷3))÷1)×(−1, 0, 1)) 1=3.00 (1) 2=1.00 (0) 3=0.60 (-1)
@@joshuastanlick6217 Good math. Now, how can you explain this in a simpler fashion so that everyone else can understand? While it would appear there may be a simple explanation for gears in Gran Turismo 7, there is not. A simple number crunch is not good enough as there are too many variables. Drivetrain, aspiration, where the torque band is at, and so on. You have to gear for the best instance for your car. Some newer cars come within the game and IRL came with a lot of gears for the automatics, but when you really get on them , they skip gears. Even within the game, so many gears on some of these vehicles lose speed due to shifting too much. It's not foreign to me to take a 8-10 speed and turn it into a 5-6 speed to be able to maximize traction at any given time without the need to shuffle through gears. Great theory tho'!
@@prtcountersteer That's a good question! In all honesty, beyond encouraging people to play with the values in my formula: 1÷(1−(((1−(1÷Desired_1stGear))÷Scale_Factor)×((1+Increment_Factor))) to see what kind of results it can produce for them, I'm not sure how to clarify things further. I figured this out by trial and error, and messing with the calculus behind the simple algebra to prove the concept. I could provide the higher level work behind the final formula but I think that goes in the opposite direction of what most people might understand, but I can certainly go in-depth if you would like. Other than all that, people can use one of the provided gear sets that I calculated using 1÷(1−(((1−(1÷3))÷Scale_Factor)×((−1+Increment_Factor))) and see how that works out before implementing more organic approaches like you've covered in your video here. But yeah, just messing with the numbers in my formula or starting out with one of the sets that I've already calculated would go a long way towards grasping the underlying mechanics behind optimizing gear scaling and could help with understanding the logic behind the math. I do understand it isn't super intuitive on the face of it, so I could make a little video with examples to see if that helps others understand. If you have any suggestions or questions I'd love to hear them, as I am writing a paper with all the raw technics and calculus I used to proof the concept and other geeky stuff that makes your car go brrrr. Thanks for the reply!
@@prtcountersteer The Stanlick formula: Gear Ratio = 1 ÷ (1 - ((1 - (1 ÷ Point of Convergence)) ÷ Convergence Factor) • (Final Term)) Explanation: • Point of Convergence: This represents the desired 1st gear ratio upon which all other ratios will converge. It sets the foundation for the exponential progression of subsequent gear ratios. • Step-Length: Calculated as Number of Gears - 1, or (N - 1), is the amount of steps between the Point of Convergence and the remainder of the steps, or in this case, gears. For a 10-speed you would have 9 steps, for a 9-speed it would be 8 steps, for an 8-speed it'd be 7 steps, and so on; just be sure that the difference between the Final Term Floor and the Convergence Factor is always equal to (N - 1). • Convergence Factor: This controls how quickly all steps (or gear ratios) converge towards the final step (or ratio) that is at the Nth step (or gear). It's closely tied to the Number of Gears (N) and the desired Overdrive because: Convergence Factor + / - (+ / - Final Term Floor) = N - 1. The Convergence Factor is always minus a (negative Final Term Floor value), and plus any (positive Final Term Floor value). The Convergence Factor must be reduced or increased according to whatever value the Final Term Floor is to follow the rule N-1 = Step Length, which ensures that the Step Length is constant. • Final Term: This term is incremented for each gear, starting from the highest (final) gear and adding +1 to it for each preceding gear. Its floor value determines the Drive Level. A Drive Level of 0 = no Overdrive (1.00 : 1.00 top gear) whereas negative values for Drive Level such as -1 will produce levels of Overdrive. The opposite is true for values > 1, yielding more Torque Multiplication closer to the Nth ratio and producing Underdrive. • Final Term Ceiling is what ensures that the first gear ratio is achieved when it matches the Convergence Factor. This means that if you add 1 to a Final Term of -1: (-1 + 1) and make it zero, you'll get 1.00 : 1.00 as an output from the formula. If you add 1 again, it produces a number that is > 1.00. If you continue to increase the Final Term incrementally by 1, by the time it equals the given Convergence Factor, the formula will produce the desired first gear ratio that was set as your Point of Convergence. Example: • Using 1÷(1−((1−(1÷3))÷8)×(−1)) for a 10-speed transmission, it will produce the following ratios from 1st to 10th gear (rounded to the nearest hundredth): 3.00, 2.40, 2.00, 1.71, 1.50, 1.33, 1.20, 1.09, 1.00, and 0.92. • The reason it has 8 as the Convergence Factor is because it is for a 10-speed gearbox wherein there are 9 steps between the given ratio of first gear and the resulting ratio of last gear, so (9 + -1) = a Final Term Ceiling of 8, and that ceiling (8 - -1) = 9, which preserves the Step Length of 9 for a 10-speed. Whenever the Final Term matches the Convergence Factor, the result will always = Point of Convergence, which is in this case 3.00 at 1st gear. • Of course, if you keep the Point of Convergence at 3.00 but lower the Final Term Floor to something that is < -1, say -2 or even -3, it will produce several levels of Overdrive and will create a more gradual progression both converging to the Point of Convergence and diverging towards the Nth gear. The opposite of this is true if you want less overdrive and desire a final gear of 1.00:1.00. Just make the Final Term Floor = 0, and the step length of N-1 for a 10-speed that is 9 would be seen as the Point of Convergence because (9 + 0) = 9. Key Principles & Advantages: • Exponential Scaling: The formula generates gear ratios that follow an exponential decay pattern where going in the direction further from the Point of Convergence there is progressively less delta between consecutive ratios (convergence). This results in a "wider" ratio spread amongst the lower gears, prioritizing torque at lower speeds, and each gear above the previous becomes progressively closer on the delta between consecutive ratios (divergence) as they get closer to the Nth gear. Obviously, given the sheer number of gears and the other parameters in the formula, you can scale exactly how steep this exponential decay (convergence towards Point of Convergence and divergence towards the Nth gear) is and exactly how gradual or sudden it is to get the set of ratios that best suits your needs and vehicle using pure algebra. This is a mathematically precise way to take advantage of the nature of geometric exponential feedback loops, that yields numerically perfect and scalably balanced ratio spreads with zero guesswork beyond the input of initial values. • Adaptable Convergence and Divergence: The Step Length adjusts dynamically based on the number of gears and desired Overdrive as determined by the Final Term Floor, ensuring seamless integration across various transmission setups. • Precise Overdrive Control: The Final Term Floor value allows for precise control over the top gear's overdrive level, enabling customization for specific tracks and racing strategies. • Consistent Step Length: The formula maintains a consistent step length (N - 1) between gear ratios, ensuring a balanced and predictable progression for smoother shifts and improved driver control. Ratio Spreads from 10 to 3-speed • Here is a series of charts for a 10-speed all the way down to a 3-speed. I chose a first gear of 3.00 : 1.00 as it is a median between 4.00 : 1.00 and 2.00 : 1.00, and I adjusted the Final Term Floor to -1 to apply a single level of overdrive to all of the spreads. Of course, you can manipulate these values at will to make your own charts. • The formula used for these ratio spreads is as follows: 1÷(1−((1−(1÷3))÷Step Length)×(−1)) and here are the results: 10-speed: 1÷(1−((1−(1÷3))÷8)×(−1, 0, 1, 2, 3, 4, 5, 6, 7, 8)) 1=3.00 (8) 2=2.40 (7) 3=2.00 (6) 4=1.71 (5) 5=1.50 (4) 6=1.33 (3) 7=1.20 (2) 8=1.09 (1) 9=1.00 (0) 10=0.92 (-1) 9-speed: 1÷(1−((1−(1÷3))÷7)×(−1, 0, 1, 2, 3, 4, 5, 6, 7)) 1=3.00 (7) 2=2.33 (6) 3=1.91 (5) 4=1.62 (4) 5=1.40 (3) 6=1.24 (2) 7=1.11 (1) 8=1.00 (0) 9=0.91 (-1) 8-speed: 1÷(1−((1−(1÷3))÷6)×(−1, 0, 1, 2, 3, 4, 5, 6)) 1=3.00 (6) 2=2.25 (5) 3=1.80 (4) 4=1.50 (3) 5=1.29 (2) 6=1.13 (1) 7=1.00 (0) 8=0.90 (-1) 7-speed: 1÷(1−((1−(1÷3))÷5)×(−1, 0, 1, 2, 3, 4, 5)) 1=3.00 (5) 2=2.14 (4) 3=1.67 (3) 4=1.36 (2) 5=1.15 (1) 6=1.00 (0) 7=0.88 (-1) 6-speed: 1÷(1−((1−(1÷3))÷4)×(−1, 0, 1, 2, 3, 4)) 1=3.00 (4) 2=2.00 (3) 3=1.50 (2) 4=1.20 (1) 5=1.00 (0) 6=0.86 (-1) 5-speed: 1÷(1−((1−(1÷3))÷3)×(−1, 0, 1, 2, 3)) 1=3.00 (3) 2=1.80 (2) 3=1.29 (1) 4=1.00 (0) 5=0.82 (-1) 4-speed: 1÷(1−((1−(1÷3))÷2)×(−1, 0, 1, 2)) 1=3.00 (2) 2=1.50 (1) 3=1.00 (0) 4=0.75 (-1) 3-speed: 1÷(1−((1−(1÷3))÷1)×(−1, 0, 1)) 1=3.00 (1) 2=1.00 (0) 3=0.60 (-1)
I personally use a straight line track to figure out what my max speed is then plug that into the auto calc value. That way you only need to change the very first gear as the others are automatically tuned to reach your top speed.
So thaaaats what the top of the gear bars mean. In all my years of GT, I've never heard that before. Thanks for this video. I definitely have a great thing to do to my cars now! Sweet
No, do not use traction control when doing gears. You can use it afterwards if you need it, but this eliminates most of the need for it as this will give you the best acceleration for traction.
@@prtcountersteerThnx alot! This video and the other tuning-guide (made simple) one are the 2 best videos that I’ve come across regarding tuning on GT! Short and straight to the point.
I’m heavy and fast too, I wheel spin too… I thought tight gears were best and faster? I’m disabled so I always use automatic gears…. On the Trail Mountain track I know to make the transmission to hit the maximum speed in the tunnel just before you it the brakes. But I need help on the gear speed to work in any car ?
This is a very loaded question! Everything is really based off the cars torque band. You usually want to gear it for that. But, you don't have to know much about it to do it this way. You already understand the top speed of things. Getting your first gear long enough to become manageable is more important because you will be putting power down. After 1st gear, you find out your top speed and adjust your last gear. Afterwards, it's just a matter of evening them up between 1st and last gear. After that, you technically have 'Tight gears' as your rpm drop will be minimal. Keep making the gears longer until you can safely manage the wheel spin and you will find you will be faster. I use automatic as well as I am severely Arthritic.
Glad it helped! I had decided to do this video after I watched several others post similar and they over complicate it. I think this is a very simplified way to do it, that works great!
Depends the car. Every car is different. Set your final as low as it goes, then set automatic top speed to 800, then set 1st gear around 100-160, try in increments of 10 KPH until 1st has manageable traction. Then go make your last gear around 330-420 KPH depending how much power you have. 360 KPH is decent for a lot of cars. Then even out all the other gears in between like in the video.
I’m done I give up I’ve been trying to manually gear tune a Lamborghini Murcielago LP 640 for the past 10 ish hours and getting nowhere and my brain hurts 😂 Could you please write down the gear numbers on here for me so I’m good to go please? Thank you so much… I’m hoping once one Lamborghini is tuned I can slightly modify it for the other Lamborghini’s
@@prtcountersteer if i manage to get the gearing nearly perfectly I think “just a tad more” but it throws everything out then I forget what it wrote as a number on the box as I can’t undo so I keep starting over… Would it be possible for you to write down or even email me the gearing number to start from please so I have don’t have to spend 10 hours trying to figure it out 😂 for years I know absolutely nothing about cars at all then a month ago i found GT7 and fell i love with it and now it’s very slowly teaching me about cars in ways I never knew, however for me gearing goes over my head for now at least
@@KainsTorment I will see what I can do when I have a chance. I don't go by the main number, I go by the second number after the "/". It's easier to remember. For an All Wheel Drive, your first gear it going to be between 90-110.
@@prtcountersteer don’t worry Dad has actually helped me out with this one as he is the Car God :) I’ve not got the faintest idea what Roll Cage Hight (you can’t adjust it normally as a roll cage is usually made out of solid metal) - Toe Angle - wheel slope etc fuck knows about any of that but Dad helped. Basically I put my foot down and win ha ha
Im a 61 year old gamer, been playing since Pong in the early 80's. Ive played every GT game since the start but never bothered to learn the intricacies of the gearing. you have opened a major door for me. Now that I fully understand how to, I can race properly against my son who has a big sim setup but he did not (on purpose) show me how to fix gears. He's in for a rude awakening..... Thank you for explaining this very important par of GT. Jerry The beating will continue until morale improves...
Haha, gaming can be fun! Especially when getting into the finer details of Turismos car tuning!
Happy to have helped, if you have any other questions - feel free to ask!
Go get him and have fun racing! 😁
Shame on him. I'm a 48 year old gamer. Learning gearing as well. They don't realize patience comes with age. I have the patience of a vulture. 😂
Great overview, really distills the concept of gearing and gives people new to it a solid foundation to build from. With this, the understanding why, it’ll be a much quicker leap to adjusting the gear spacing per track as they chase seconds and fractions of seconds. Nice job!
Thanks! It's a pretty simple way to do it. After a few tries, it becomes quick!
Thanks bro...that's a lot of the help I need for getting off the line have been getting better with tuning...good work bro
Thanks! You'll do great! This is a pretty decent way for tuning gears.
HP Wars is back in the works so more info' should be out soon.
Cheers for that man, my car knowledge is literally what I picked up from top gear and watching F1 occasionally so always just googled a tune and plumbed it in....I just had a play with a car after watching this and not only did I gain 30mph top speed but the car feels 1000x better to drive it's sooooo nice going around a corner in 1st gear and having the confidence to floor it out of the corner with 0 traction control and the car just drives instead of pirouetting itself into a date with Mr Barry R
Haha, great to hear! Keep on exploring and you will be able to do even further combinations! Some cars make so much power, you have to stretch 2nd and sometimes 3rd further to the right to find some bite!
Some cars just don't bite well, but taming that throttle control helps so much.
Happy tuning and have fun! 😁
Another great video! This one with the spacing and numbers makes it so much more simple. Thank you!!!
Anytime! Good luck on your tuning. 😁
Excellent video mate. This is exactly what I've been looking for. Something that explains the gearing in layman's terms. It's definitely something I'm going to try. Many thanks again.
Thanks! Simplified it as mich as I could. It's a pretty good way to go about it!
Tuning the first and final gears up front and then tuning the middle gears after seems like a good strategy thanks ill try it out here now! Cheers!
It's my simplified way of doing it and it serves me pretty well. I did this so people are not so worried about doing the transmission. Good gears to meet your driving style will knock seconds off your time.
@@prtcountersteer Agree 100% I usually tune from bottom up but finding top speed first seems to be a better baseline!
Good guide for the 1st and last gear, but the crucial part for those gears between is not "just" spacing out equaly, but often depends on track layout. as you dont want to be shifting up close to brake zone or even mid corner.
True, this will get you close and you can make finer adjustments from there. 😁
Dude thank you man ! I always wanted to build a tuned civic I just never knew how I think I have a better idea now !
Hope it helps! You will probably have to bog down first gear a good bit on the civic and bog down with a long second gear spread, but it should do good!
Just want to say that I have always struggled to do anything with the transmission and after following your instructions I cut 7.4 secs off my record lap on Tokyo Expressway East.
Happy to hear. It's not a perfect way to do it, but it will get you close!
@@prtcountersteer I've managed to get by with more predictable cars. But for stuff like my Supra I was struggling to hold it steady in 1st and 2nd accelerating out of corners. Didn't realize I could widen the ratio ranges and it made all the difference!
@E.G.1005 Hell yeah, make it more manageable with longer gears. I think people underestimate gears a lot of time.
Thank you for this. It was outstanding and very easy to understand. I thought I had a pretty good grasp on tuning the trans until I watched this…lol. What’s your thoughts on this:? I absolutely love having very close gearing because depending on the car, it can really keep you in that sweet spot in the power curve plus, it just sounds so badass with the racing trans’ lightning fast shifts. I like when the red rpm bar is about half full after each shift engagement.
@TGUNNER777 It's a very simplified way of doing it as a starting point then adjusting to what you need. I like short shifts, but I base a lot of mine off of my torque bands. Sometimes you need a bit longer gear, sometimes shorter. Some cars that have too many gears, I will turn my 7-8 speed into a 5-6 speed. All in all, it's fun to mess with!
This actually helped me so much and it was for tuning my Rx-7 so lucky me
I'm glad! Kick butt!
Thanks for this video. You have a very good voice for YT videos.
Thanks. Hope the explanation made gearing much easier for those who want to do it, to now be able to delve into it.
@PRT CounterSteer yes definitely, I tune gears a similar way to you, but I picked up some good tips from your video. There's a lot of people out there in the dark when it comes to tuning gears that will benefit greatly from this video.
Brilliant mate thank you! Clear instructions, easy to follow, and not speaking in jargon - this is exactly what I have been looking for
Thank you! It's a good starting point to make your gear manageable. After you get used to it, you will fly through it!
Dude, how do you not have a few hundred thousand subscribers!!
Possibly because I don't really do streams like other GT7 RUclipsrs.
Either way! Hope it helped! 🤞
Final gear is best to think of as a pyramid, the final gear determines how accurate you can be with your individual gear ratios.
A 1-1 will move you 1 for every tick of a gear change. You can set it at 1,2,3,4,etc.
Changing the final ratio can get your ticks to be less or more. For example, .9, so now you can set your indiviudal gears to .9, 1.8, 2.7, 3.6, 4.5, etc.
Basically, the math is (individual gear ratio x final gear ratio) 1 x 1 =1. Or 1 x 0.9 = .9
If u want your ticks to be very precise then you want your final ratio to be .1, so you can move each tick .1 instead of a full 1.
I'm not the only one who accidentally types an "n" in ratios!
Autocorrect is a helluva thing! 😂
Rations are good.
Fantastic. Had no idea, this is great content. Safe to say that you should get a good 1st gear that can take you around a hairpin in most cars, I notice I am taking 2nd with most cars around even the sharpest turns.
Thanks! I go down to first for a lot of hairpins due to how I do my gears. It really helps in putting the power down when you can get them to where you want.
Granted, I bog down a lot of my 1st gears quite a bit, so off the line performance suffers at the start of a race, but it more than makes up for it.
Been looking for a gear video. I've always been intimidated by playing with the gears but I think this'll give me the confidence I need to make something like my Wawa 65 Mini a beast on the track
Give it a whirl and let me know how it turns out! I simplified it as much as I could. 😃
The Stanlick formula:
Gear Ratio = 1 ÷ (1 - ((1 - (1 ÷ Point of Convergence)) ÷ Convergence Factor) • (Final Term))
Explanation:
• Point of Convergence: This represents the desired 1st gear ratio upon which all other ratios will converge. It sets the foundation for the exponential progression of subsequent gear ratios.
• Step-Length: Calculated as Number of Gears - 1, or (N - 1), is the amount of steps between the Point of Convergence and the remainder of the steps, or in this case, gears. For a 10-speed you would have 9 steps, for a 9-speed it would be 8 steps, for an 8-speed it'd be 7 steps, and so on; just be sure that the difference between the Final Term Floor and the Convergence Factor is always equal to (N - 1).
• Convergence Factor: This controls how quickly all steps (or gear ratios) converge towards the final step (or ratio) that is at the Nth step (or gear). It's closely tied to the Number of Gears (N) and the desired Overdrive because: Convergence Factor + / - (+ / - Final Term Floor) = N - 1. The Convergence Factor is always minus a (negative Final Term Floor value), and plus any (positive Final Term Floor value). The Convergence Factor must be reduced or increased according to whatever value the Final Term Floor is to follow the rule N-1 = Step Length, which ensures that the Step Length is constant.
• Final Term: This term is incremented for each gear, starting from the highest (final) gear and adding +1 to it for each preceding gear. Its floor value determines the Drive Level. A Drive Level of 0 = no Overdrive (1.00 : 1.00 top gear) whereas negative values for Drive Level such as -1 will produce levels of Overdrive. The opposite is true for values > 1, yielding more Torque Multiplication closer to the Nth ratio and producing Underdrive.
• Final Term Ceiling is what ensures that the first gear ratio is achieved when it matches the Convergence Factor. This means that if you add 1 to a Final Term of -1: (-1 + 1) and make it zero, you'll get 1.00 : 1.00 as an output from the formula. If you add 1 again, it produces a number that is > 1.00. If you continue to increase the Final Term incrementally by 1, by the time it equals the given Convergence Factor, the formula will produce the desired first gear ratio that was set as your Point of Convergence.
Example:
• Using 1÷(1−((1−(1÷3))÷8)×(−1)) for a 10-speed transmission, it will produce the following ratios from 1st to 10th gear (rounded to the nearest hundredth): 3.00, 2.40, 2.00, 1.71, 1.50, 1.33, 1.20, 1.09, 1.00, and 0.92.
• The reason it has 8 as the Convergence Factor is because it is for a 10-speed gearbox wherein there are 9 steps between the given ratio of first gear and the resulting ratio of last gear, so (9 + -1) = a Final Term Ceiling of 8, and that ceiling (8 - -1) = 9, which preserves the Step Length of 9 for a 10-speed. Whenever the Final Term matches the Convergence Factor, the result will always = Point of Convergence, which is in this case 3.00 at 1st gear.
• Of course, if you keep the Point of Convergence at 3.00 but lower the Final Term Floor to something that is < -1, say -2 or even -3, it will produce several levels of Overdrive and will create a more gradual progression both converging to the Point of Convergence and diverging towards the Nth gear. The opposite of this is true if you want less overdrive and desire a final gear of 1.00:1.00. Just make the Final Term Floor = 0, and the step length of N-1 for a 10-speed that is 9 would be seen as the Point of Convergence because (9 + 0) = 9.
Key Principles & Advantages:
• Exponential Scaling: The formula generates gear ratios that follow an exponential decay pattern where going in the direction further from the Point of Convergence there is progressively less delta between consecutive ratios (convergence). This results in a "wider" ratio spread amongst the lower gears, prioritizing torque at lower speeds, and each gear above the previous becomes progressively closer on the delta between consecutive ratios (divergence) as they get closer to the Nth gear. Obviously, given the sheer number of gears and the other parameters in the formula, you can scale exactly how steep this exponential decay (convergence towards Point of Convergence and divergence towards the Nth gear) is and exactly how gradual or sudden it is to get the set of ratios that best suits your needs and vehicle using pure algebra. This is a mathematically precise way to take advantage of the nature of geometric exponential feedback loops, that yields numerically perfect and scalably balanced ratio spreads with zero guesswork beyond the input of initial values.
• Adaptable Convergence and Divergence: The Step Length adjusts dynamically based on the number of gears and desired Overdrive as determined by the Final Term Floor, ensuring seamless integration across various transmission setups.
• Precise Overdrive Control: The Final Term Floor value allows for precise control over the top gear's overdrive level, enabling customization for specific tracks and racing strategies.
• Consistent Step Length: The formula maintains a consistent step length (N - 1) between gear ratios, ensuring a balanced and predictable progression for smoother shifts and improved driver control.
Ratio Spreads from 10 to 3-speed
• Here is a series of charts for a 10-speed all the way down to a 3-speed. I chose a first gear of 3.00 : 1.00 as it is a median between 4.00 : 1.00 and 2.00 : 1.00, and I adjusted the Final Term Floor to -1 to apply a single level of overdrive to all of the spreads. Of course, you can manipulate these values at will to make your own charts.
• The formula used for these ratio spreads is as follows: 1÷(1−((1−(1÷3))÷Step Length)×(−1)) and here are the results:
10-speed: 1÷(1−((1−(1÷3))÷8)×(−1, 0, 1, 2, 3, 4, 5, 6, 7, 8))
1=3.00 (8)
2=2.40 (7)
3=2.00 (6)
4=1.71 (5)
5=1.50 (4)
6=1.33 (3)
7=1.20 (2)
8=1.09 (1)
9=1.00 (0)
10=0.92 (-1)
9-speed: 1÷(1−((1−(1÷3))÷7)×(−1, 0, 1, 2, 3, 4, 5, 6, 7))
1=3.00 (7)
2=2.33 (6)
3=1.91 (5)
4=1.62 (4)
5=1.40 (3)
6=1.24 (2)
7=1.11 (1)
8=1.00 (0)
9=0.91 (-1)
8-speed: 1÷(1−((1−(1÷3))÷6)×(−1, 0, 1, 2, 3, 4, 5, 6))
1=3.00 (6)
2=2.25 (5)
3=1.80 (4)
4=1.50 (3)
5=1.29 (2)
6=1.13 (1)
7=1.00 (0)
8=0.90 (-1)
7-speed: 1÷(1−((1−(1÷3))÷5)×(−1, 0, 1, 2, 3, 4, 5))
1=3.00 (5)
2=2.14 (4)
3=1.67 (3)
4=1.36 (2)
5=1.15 (1)
6=1.00 (0)
7=0.88 (-1)
6-speed: 1÷(1−((1−(1÷3))÷4)×(−1, 0, 1, 2, 3, 4))
1=3.00 (4)
2=2.00 (3)
3=1.50 (2)
4=1.20 (1)
5=1.00 (0)
6=0.86 (-1)
5-speed: 1÷(1−((1−(1÷3))÷3)×(−1, 0, 1, 2, 3))
1=3.00 (3)
2=1.80 (2)
3=1.29 (1)
4=1.00 (0)
5=0.82 (-1)
4-speed: 1÷(1−((1−(1÷3))÷2)×(−1, 0, 1, 2))
1=3.00 (2)
2=1.50 (1)
3=1.00 (0)
4=0.75 (-1)
3-speed: 1÷(1−((1−(1÷3))÷1)×(−1, 0, 1))
1=3.00 (1)
2=1.00 (0)
3=0.60 (-1)
@@joshuastanlick6217 Good math. Now, how can you explain this in a simpler fashion so that everyone else can understand?
While it would appear there may be a simple explanation for gears in Gran Turismo 7, there is not.
A simple number crunch is not good enough as there are too many variables.
Drivetrain, aspiration, where the torque band is at, and so on. You have to gear for the best instance for your car.
Some newer cars come within the game and IRL came with a lot of gears for the automatics, but when you really get on them , they skip gears.
Even within the game, so many gears on some of these vehicles lose speed due to shifting too much.
It's not foreign to me to take a 8-10 speed and turn it into a 5-6 speed to be able to maximize traction at any given time without the need to shuffle through gears.
Great theory tho'!
@@prtcountersteer That's a good question! In all honesty, beyond encouraging people to play with the values in my formula: 1÷(1−(((1−(1÷Desired_1stGear))÷Scale_Factor)×((1+Increment_Factor))) to see what kind of results it can produce for them, I'm not sure how to clarify things further. I figured this out by trial and error, and messing with the calculus behind the simple algebra to prove the concept. I could provide the higher level work behind the final formula but I think that goes in the opposite direction of what most people might understand, but I can certainly go in-depth if you would like. Other than all that, people can use one of the provided gear sets that I calculated using 1÷(1−(((1−(1÷3))÷Scale_Factor)×((−1+Increment_Factor))) and see how that works out before implementing more organic approaches like you've covered in your video here. But yeah, just messing with the numbers in my formula or starting out with one of the sets that I've already calculated would go a long way towards grasping the underlying mechanics behind optimizing gear scaling and could help with understanding the logic behind the math. I do understand it isn't super intuitive on the face of it, so I could make a little video with examples to see if that helps others understand. If you have any suggestions or questions I'd love to hear them, as I am writing a paper with all the raw technics and calculus I used to proof the concept and other geeky stuff that makes your car go brrrr. Thanks for the reply!
@@prtcountersteer Here are those templates again:
10-speed
1=3.00
2=2.40
3=2.00
4=1.71
5=1.50
6=1.33
7=1.20
8=1.09
9=1.00
10=0.92
9-speed
1=3.00
2=2.33
3=1.91
4=1.62
5=1.40
6=1.24
7=1.11
8=1.00
9=0.91
8-speed
1=3.00
2=2.25
3=1.80
4=1.50
5=1.29
6=1.13
7=1.00
8=0.90
7-speed
1=3.00
2=2.14
3=1.67
4=1.36
5=1.15
6=1.00
7=0.88
6-speed
1=3.00
2=2.00
3=1.50
4=1.20
5=1.00
6=0.86
5-speed
1=3.00
2=1.80
3=1.29
4=1.00
5=0.82
4-speed
1=3.00
2=1.50
3=1.00
4=0.75
3-speed
1=3.00
2=1.00
3=0.60
@@prtcountersteer The Stanlick formula:
Gear Ratio = 1 ÷ (1 - ((1 - (1 ÷ Point of Convergence)) ÷ Convergence Factor) • (Final Term))
Explanation:
• Point of Convergence: This represents the desired 1st gear ratio upon which all other ratios will converge. It sets the foundation for the exponential progression of subsequent gear ratios.
• Step-Length: Calculated as Number of Gears - 1, or (N - 1), is the amount of steps between the Point of Convergence and the remainder of the steps, or in this case, gears. For a 10-speed you would have 9 steps, for a 9-speed it would be 8 steps, for an 8-speed it'd be 7 steps, and so on; just be sure that the difference between the Final Term Floor and the Convergence Factor is always equal to (N - 1).
• Convergence Factor: This controls how quickly all steps (or gear ratios) converge towards the final step (or ratio) that is at the Nth step (or gear). It's closely tied to the Number of Gears (N) and the desired Overdrive because: Convergence Factor + / - (+ / - Final Term Floor) = N - 1. The Convergence Factor is always minus a (negative Final Term Floor value), and plus any (positive Final Term Floor value). The Convergence Factor must be reduced or increased according to whatever value the Final Term Floor is to follow the rule N-1 = Step Length, which ensures that the Step Length is constant.
• Final Term: This term is incremented for each gear, starting from the highest (final) gear and adding +1 to it for each preceding gear. Its floor value determines the Drive Level. A Drive Level of 0 = no Overdrive (1.00 : 1.00 top gear) whereas negative values for Drive Level such as -1 will produce levels of Overdrive. The opposite is true for values > 1, yielding more Torque Multiplication closer to the Nth ratio and producing Underdrive.
• Final Term Ceiling is what ensures that the first gear ratio is achieved when it matches the Convergence Factor. This means that if you add 1 to a Final Term of -1: (-1 + 1) and make it zero, you'll get 1.00 : 1.00 as an output from the formula. If you add 1 again, it produces a number that is > 1.00. If you continue to increase the Final Term incrementally by 1, by the time it equals the given Convergence Factor, the formula will produce the desired first gear ratio that was set as your Point of Convergence.
Example:
• Using 1÷(1−((1−(1÷3))÷8)×(−1)) for a 10-speed transmission, it will produce the following ratios from 1st to 10th gear (rounded to the nearest hundredth): 3.00, 2.40, 2.00, 1.71, 1.50, 1.33, 1.20, 1.09, 1.00, and 0.92.
• The reason it has 8 as the Convergence Factor is because it is for a 10-speed gearbox wherein there are 9 steps between the given ratio of first gear and the resulting ratio of last gear, so (9 + -1) = a Final Term Ceiling of 8, and that ceiling (8 - -1) = 9, which preserves the Step Length of 9 for a 10-speed. Whenever the Final Term matches the Convergence Factor, the result will always = Point of Convergence, which is in this case 3.00 at 1st gear.
• Of course, if you keep the Point of Convergence at 3.00 but lower the Final Term Floor to something that is < -1, say -2 or even -3, it will produce several levels of Overdrive and will create a more gradual progression both converging to the Point of Convergence and diverging towards the Nth gear. The opposite of this is true if you want less overdrive and desire a final gear of 1.00:1.00. Just make the Final Term Floor = 0, and the step length of N-1 for a 10-speed that is 9 would be seen as the Point of Convergence because (9 + 0) = 9.
Key Principles & Advantages:
• Exponential Scaling: The formula generates gear ratios that follow an exponential decay pattern where going in the direction further from the Point of Convergence there is progressively less delta between consecutive ratios (convergence). This results in a "wider" ratio spread amongst the lower gears, prioritizing torque at lower speeds, and each gear above the previous becomes progressively closer on the delta between consecutive ratios (divergence) as they get closer to the Nth gear. Obviously, given the sheer number of gears and the other parameters in the formula, you can scale exactly how steep this exponential decay (convergence towards Point of Convergence and divergence towards the Nth gear) is and exactly how gradual or sudden it is to get the set of ratios that best suits your needs and vehicle using pure algebra. This is a mathematically precise way to take advantage of the nature of geometric exponential feedback loops, that yields numerically perfect and scalably balanced ratio spreads with zero guesswork beyond the input of initial values.
• Adaptable Convergence and Divergence: The Step Length adjusts dynamically based on the number of gears and desired Overdrive as determined by the Final Term Floor, ensuring seamless integration across various transmission setups.
• Precise Overdrive Control: The Final Term Floor value allows for precise control over the top gear's overdrive level, enabling customization for specific tracks and racing strategies.
• Consistent Step Length: The formula maintains a consistent step length (N - 1) between gear ratios, ensuring a balanced and predictable progression for smoother shifts and improved driver control.
Ratio Spreads from 10 to 3-speed
• Here is a series of charts for a 10-speed all the way down to a 3-speed. I chose a first gear of 3.00 : 1.00 as it is a median between 4.00 : 1.00 and 2.00 : 1.00, and I adjusted the Final Term Floor to -1 to apply a single level of overdrive to all of the spreads. Of course, you can manipulate these values at will to make your own charts.
• The formula used for these ratio spreads is as follows: 1÷(1−((1−(1÷3))÷Step Length)×(−1)) and here are the results:
10-speed: 1÷(1−((1−(1÷3))÷8)×(−1, 0, 1, 2, 3, 4, 5, 6, 7, 8))
1=3.00 (8)
2=2.40 (7)
3=2.00 (6)
4=1.71 (5)
5=1.50 (4)
6=1.33 (3)
7=1.20 (2)
8=1.09 (1)
9=1.00 (0)
10=0.92 (-1)
9-speed: 1÷(1−((1−(1÷3))÷7)×(−1, 0, 1, 2, 3, 4, 5, 6, 7))
1=3.00 (7)
2=2.33 (6)
3=1.91 (5)
4=1.62 (4)
5=1.40 (3)
6=1.24 (2)
7=1.11 (1)
8=1.00 (0)
9=0.91 (-1)
8-speed: 1÷(1−((1−(1÷3))÷6)×(−1, 0, 1, 2, 3, 4, 5, 6))
1=3.00 (6)
2=2.25 (5)
3=1.80 (4)
4=1.50 (3)
5=1.29 (2)
6=1.13 (1)
7=1.00 (0)
8=0.90 (-1)
7-speed: 1÷(1−((1−(1÷3))÷5)×(−1, 0, 1, 2, 3, 4, 5))
1=3.00 (5)
2=2.14 (4)
3=1.67 (3)
4=1.36 (2)
5=1.15 (1)
6=1.00 (0)
7=0.88 (-1)
6-speed: 1÷(1−((1−(1÷3))÷4)×(−1, 0, 1, 2, 3, 4))
1=3.00 (4)
2=2.00 (3)
3=1.50 (2)
4=1.20 (1)
5=1.00 (0)
6=0.86 (-1)
5-speed: 1÷(1−((1−(1÷3))÷3)×(−1, 0, 1, 2, 3))
1=3.00 (3)
2=1.80 (2)
3=1.29 (1)
4=1.00 (0)
5=0.82 (-1)
4-speed: 1÷(1−((1−(1÷3))÷2)×(−1, 0, 1, 2))
1=3.00 (2)
2=1.50 (1)
3=1.00 (0)
4=0.75 (-1)
3-speed: 1÷(1−((1−(1÷3))÷1)×(−1, 0, 1))
1=3.00 (1)
2=1.00 (0)
3=0.60 (-1)
I personally use a straight line track to figure out what my max speed is then plug that into the auto calc value. That way you only need to change the very first gear as the others are automatically tuned to reach your top speed.
That's a good way to do it. During this time, I was tuning for a race on Grand Valley Highway. 😁
So thaaaats what the top of the gear bars mean. In all my years of GT, I've never heard that before.
Thanks for this video. I definitely have a great thing to do to my cars now! Sweet
Yup! Once you see what you are looking at and know what to look for, all those numbers do not mean so much.
I need a dumbed down roll bar, spring compression, neutral thingy explanation video.
Hmm'kai. I'll see what I can do!
This is the way
Hope it helps.
@PRT CounterSteer s tier
Hey thanks for your help !!!
Anytime! Good luck and have fun!
Hi. Nice video. Did you use TC while testing the gears on your RX7?
No, do not use traction control when doing gears. You can use it afterwards if you need it, but this eliminates most of the need for it as this will give you the best acceleration for traction.
@@prtcountersteerThnx alot! This video and the other tuning-guide (made simple) one are the 2 best videos that I’ve come across regarding tuning on GT! Short and straight to the point.
This is great! Thank you! 🙂
Happy to help!
I’m heavy and fast too, I wheel spin too… I thought tight gears were best and faster? I’m disabled so I always use automatic gears…. On the Trail Mountain track I know to make the transmission to hit the maximum speed in the tunnel just before you it the brakes. But I need help on the gear speed to work in any car ?
This is a very loaded question! Everything is really based off the cars torque band. You usually want to gear it for that.
But, you don't have to know much about it to do it this way. You already understand the top speed of things. Getting your first gear long enough to become manageable is more important because you will be putting power down.
After 1st gear, you find out your top speed and adjust your last gear. Afterwards, it's just a matter of evening them up between 1st and last gear. After that, you technically have 'Tight gears' as your rpm drop will be minimal.
Keep making the gears longer until you can safely manage the wheel spin and you will find you will be faster.
I use automatic as well as I am severely Arthritic.
@@prtcountersteer ok thanks I’ll try this
This, this makes sense!
Glad it helped! I had decided to do this video after I watched several others post similar and they over complicate it. I think this is a very simplified way to do it, that works great!
Excellent. thanks.
Anytime. 😅
How do i adjust for driftig tho
Same method.
Candy cane, oh candy caaaane 😅
Hi! 𓌳
You just got a sub
Thanks! Think I should do more tuning videos for suspension?
What’s the best gearing for Automatic?
Depends the car. Every car is different. Set your final as low as it goes, then set automatic top speed to 800, then set 1st gear around 100-160, try in increments of 10 KPH until 1st has manageable traction. Then go make your last gear around 330-420 KPH depending how much power you have. 360 KPH is decent for a lot of cars. Then even out all the other gears in between like in the video.
I’m done I give up I’ve been trying to manually gear tune a Lamborghini Murcielago LP 640 for the past 10 ish hours and getting nowhere and my brain hurts 😂
Could you please write down the gear numbers on here for me so I’m good to go please? Thank you so much… I’m hoping once one Lamborghini is tuned I can slightly modify it for the other Lamborghini’s
What's the problem with the Lambo?
@@prtcountersteer if i manage to get the gearing nearly perfectly I think “just a tad more” but it throws everything out then I forget what it wrote as a number on the box as I can’t undo so I keep starting over… Would it be possible for you to write down or even email me the gearing number to start from please so I have don’t have to spend 10 hours trying to figure it out 😂 for years I know absolutely nothing about cars at all then a month ago i found GT7 and fell i love with it and now it’s very slowly teaching me about cars in ways I never knew, however for me gearing goes over my head for now at least
@@KainsTorment I will see what I can do when I have a chance. I don't go by the main number, I go by the second number after the "/". It's easier to remember. For an All Wheel Drive, your first gear it going to be between 90-110.
@@prtcountersteer thank you
@@prtcountersteer don’t worry Dad has actually helped me out with this one as he is the Car God :) I’ve not got the faintest idea what Roll Cage Hight (you can’t adjust it normally as a roll cage is usually made out of solid metal) - Toe Angle - wheel slope etc fuck knows about any of that but Dad helped. Basically I put my foot down and win ha ha
TCS OFF
Yes, you cannot properly do gear ratios with it on.
I better then that
Happy it helped!