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This gives the 4WD cars a tendency to understeer. Cars can be set to 4WD, but power distribution is always 50%/50% (front/rear), and there are no means to adjust centre diff locking. Note 2: This diff behaviour can be achieved through correct setup of the active differential mappings. Note 1: No proper RWD support the RWD cars available for testing are made by switching the front and the back end, therefore handbrake affecting to the front wheels. Note 3: As of the beta version, suspension geometry in DR is completely customizable in the number, position and characteristics of any suspension rod, spring, damper and axis. Note 2: Suspension geometry in LFS can move only in X-Y plane, so trailing arm is approximated by moving the wheel up and down along the Y-axis. Roll centers are static, and their placement is defined by a parameter. This allows a rough approximation of the camber and toe effects that a dynamically modeled suspension has. Note 1: Instead of dynamically modeled suspension components, Racer uses parameters that define linear camber and toe change per unit of suspension deflection. Note 4: 16 sampling points along the circumference. Note 3: 48 sampling points, arranged as 16 along the circumference by 3 across the width of the tire. Note 2: On non-tarmac stages, soil accumulation on sliding tires increase their grip. Note 1: On non-tarmac stages, there's higher grip after previous cars have swept the racing line. Note 5: 100% customizable tire model that allows define any tyre model (Pacejka, Own system or based on tyre manufactures) Tire simulation - part 2 Therefore at least one of them is not based on real data. Note 4: There's one data file per manufacturer, but the files do not differ. Note 3: Finite element carcass simulation coupled to finite difference contact patch simulation.
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