Civetta Scintilla

Also when the speed is very high, the downforce will stress the tires a lot, a higher fullLoadCoef will help a lot. Also the new tires are better in general, as shown, the All Season are only 10% lower in terms of No load, but 30% higher in terms of full load, compared to existing sport tires

 

I honestly have such a hard time driving this car, I feel very little grip at the front and the brakes seem underpowered? I need to absolutely smash the brake pedal to slow the car down, and I keep overshooting/understeering when entering a corner. And when I finally manage a corner entry correctly I often oversteer out of control on exit...

 

The advanced electronics are not fully developed yet

Looking forward to it

 

Yet I see a lot of people praising the handling of the car. And I don't want to rely on electronics too much, I think I'll go and find a tutorial on how to drive these kinds of cars. Though having working rear wings will be a welcomed addition I think

 

There is a problem with the new car. I believe it is an easy fix. The Civetta Scintilla to be specific. When you remove parts on the body, the back part starts to sway and clip. I have a video of it here. It happens when you remove the rear back glass on the hardtop body. This is a big problem considering this is a new vehicle. Someone please get this to the right person.

 

I honestly thought this car is a lot easier than bolide

 

I found that with a lot of tuning you can actually get it to handle way more predictably, and I've actually been working on a track spec variant myself, using vanilla parts and hundreds of laps worth of tuning, would you mind to try it out and let me know how you think it handles?

It's rwd and n/a with a 10k rpm redline and racing block for power, but beyond that every thing is tuned for handling. The zip just goes into the mods folder. I'm trying to make it easy to drive at speed, but it's not perfect yet.

 

This is just great!

 

Just looked at the Scintilla brochure.

Very professionally created. Makes me want to drive it again. Should be available as a physical glossy printed version.

What it appears to be missing is a full detailed specification table at the back for all derivatives, plus exterior colour chart. Could this be considered for an updated version?

 

If you add the Active (aka Torque Vectoring) diffs to it, it gets even better.

Well, when I use Torque vectoring diffs, the cornering feels way better. The E-locking diff on the rear kind of unsettles the axle, making the car oversteer. On the front, the car understeers, especially under throttle.

 

An LSD would be faster simply because dragging a wheel by using the brakes hinders acceleration. Even if the LSD was combined with the wheel dragging through electronic control, it would've still been faster than a brake-based Open Diff because dragging wouldn't last as long trying to balance the differences in wheel speeds.
Moreover, the Active Differentials in the SBR4 and the Electronically Locking ones in the modern ETKs just lock up when they detect wheel speed differences without using the brakes. They're LSDs with electronic control.
I have not once noticed the Vivace dragging a wheel to turn, so it definitely has open differentials - even the AWD Vivace S 410Q Arsenic has its ESC intervening during launching, which is definitely a sign of open diffs.
Honestly, having Open Differentials in a Supercar (and a high horsepower car in general) and using Torque Vectoring by Braking to balance the different wheel speeds instead of having LSDs with electronic control is absolutely pointless. I hate it when the Scintilla GTx (when equipped with the Sport Plus 2R tires) accelerates from a standstill and the wheels get dragged instead of having some good LSDs with electronic control taking control of everything without even the ESC breaking a sweat. It truly hinders acceleration and slows the car down for no useful reason.
Hope this omission gets fixed down the line.

 

I guess I'll have to say it, once again. "Torque Vectoring by Braking" does not exist, an open diff, no matter how many electronics installed, will always output 50:50 torque. Braking can decrease the torque of one side, but cannot increase torque of the other side. I don't hate open diff on high-end cars, I just can't stand people calling it "torque vectoring" when the vehicle clearly has open diff installed.

 

You mean the Brake Steer of the MP4/12C? Dunno, to me it sounds like the absolute cheapest way to control the torque. I mean Hot Hatchbacks for 1/6th of the Scintilla's price have been having this system for a decade (roughly) and most of them don't even offer LSDs as optional extras.
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Problem is that a mechanical LSD prevents one-wheel-peels and differences in wheel speeds even before they're created, so it doesn't need the help of the ESC in that respect. Even an electronically controlled LSD can do that and still be quicker than a brake-based open diff.
Au contrair, an open diff can't do these things and the ESC intervention makes the already bad situation even worse. That's the reason why I believe the Scintilla should have LSDs.

 

No, of the ENTIRE mclaren lineup. Just google it, that's what i did. Didn't knew that.

 

Didn't know all modern McLarens after the MP4/12C have this dubious system. The only time I heard of it was in 2011, when the MP4/12C was officially presented.

 

It's not a bad idea, lsds are heavier than open diffs, and more complex=more prone to failure.

 

Like how much heavier? As if the V10 hasn't got enough power already.
I hate this system, it just holds the car back for no apparent reason. An LSD wouldn't even have to fiddle with braking the wheels. Plus, electronics are even more prone to failure, if we take the "failure" argument into consideration.

 

I guess, but does it really holds it back ?

 

There seems to be some confusion about why one would use a system like this... so I will just add it here.

When using nothing but a tuned braking system and open differentials, you get 2 benefits.

Benefit 1. By dragging an inside brake into a corner, you are effectively using the brakes to help rotate the car. It is the same principle as steering on a skid loader, only about 1000x more intense... plus, by using an open differential, the engine torque is free to move to the unbraked wheel where it can still help propel the vehicle. If the diff was an LSD or just locked, this benefit would really be almost entirely undone because braking the inside wheel would in turn effectively brake the outside wheel as well.

Benefit 2. When an inside wheel is under braking for vehicle rotation, if the throttle is still being pressed and torque is still being sent to that axle, you are effectively sending extra torque to the unbraked wheel... as that is literally what a differential does... seamlessly redirects torque. If the inside wheel is braked hard enough to prevent over rotation from the engine, that torque will be sent, not only to the outside wheel, but it will be somewhat geared up. This means that while the inside wheel is being dragged to help steer the car (note, its not literally stopped, just slowed), the outside wheel is being over rotated to ALSO help steer the car. This, in effect, can make a much heavier car feel WAY more nimble than it has any sense being... plus, its almost like fake rear wheel steering.

Now this is just this system in a corner... there are so many other things one can do with a system like this... you can literally simulate locked diffs offroad if you wish. Or you can completely drag a tire to get extra tight turning circles. You can do all sorts of fun stuff with it.

The only downside is that such a system needs a VERY good braking system and that braking system has to be able to dissipate a LOT of heat as systems like these tend to really lean on the computers correctional ability and use the brakes A LOT when you are really pushing the limits of the car.