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Track Guide Hungaroring

27.02.2023Von: Nils Naujoks

Budapest is one of the most tricky circuits. Many corners and none of them easy. 

If you want, there already exists a video guide for the LFM License on Hungary, but we'll review it written here again.

The Qualifying lap we're looking at is from this Audi R8 Evo II data pack - a 1:42.295.

General

A total of 5 near 180° corners define this track. Yet, they differ in radius and want slightly different approaches. 
The other defining sections are the chicane followed by the esses where each corner depends on the one before and the right compromise will be the key to lap time.
As always, track limits are rather wide and extending as much as it is allowed will allow you to carry more momentum onto the straights. 

Corners

Turn 1
The first hairpin of the track wants a single apex approach, pretty much in the middle of the turn. The slowest point however is already slightly before the car is the most inside. This means the ideal way to drive is to be harsh on throttle here, which will bring the car further to the inside even while already increasing speed. Note that there's barely any coasting.
Trail braking is very important as the car will become rather slow without any downforce supporting the front grip in the late stages of braking. Roughly 30m out of the 145m braking zone are characterized by decreasing the brake in line with an increasing steering angle. 90° of steering are enough for most of the track. This will be even less with lower steer ratios. 

Turn 2-3
Let's work this section backwards as those 2 corners are already connected - which means that the exit of turn 2 will define the entry of turn 3. The target is to smartly choose where to be fast and gain time. Here the smartest way is to be fast on the straight which means you need a good exit from T3, which means you want a wide entry - wide enough so that T3 is just about flat out!
The problem is that there's very little time to reposition after T2. In order to still make it back to the left side of the track you cannot run wide out of T2. Instead the widest position after Turn 2 is pretty much the middle of the track. This now requires to be tight late in turn 2 - so a late apex. Because we have a very long turn 2 with almost 180° to cover we can do some sort of double apex. This means we will be tight early in the corner, run wide in the middle where we will also be the slowest and come back to the inside on throttle for the late, 2nd apex. Because we are slowing down so deep into the corner, the brake trace shows a much longer trailing phase than for T1 - pretty much 80% of the entire braking will be trailing as we require the front tires to be able to rotate the car already and are almost never braking in a straight line.

Turn 4-5
The same principal applies here: Little time to reposition for T5, so you need to be aggressive after T4 to make it across. Don't become lazy here. For T4 focus on the cone on the inside of the kerb while the kerb itself is still invisible - this way you'll have a good idea where you are heading. You can usually take the entire inside kerb. As the corner is rather fast, we don't want to brake deep into it and instead be done with braking before coming towards the apex and use the throttle to stabilize the car. You'll also need to be aggressive to keep rotating it.
Turn 5 starts with a very short straight braking phase followed by long trailing that itself is split up into the initial brake release phase and the very low level brake holding into the turn until the inside line finally provides grip. There is absolutely 0 grip on the outside. We are looking at an apex that is last third of the turn, while the slowest point is already after one third of the corner. Due to the wide track limits the corner opens up, allowing us to accelerate quite early. However, the bumps will challenge the rear and this is where you can see a bit of taking care with the throttle after an initial aggressive throttle kick to start the car's rotation.

Turn 6-7 (Chicane) 
The most crucial info here is that you are done braking before the first kerb and immediately back on throttle to lift up the nose and allow the car to fit the sausages underneath you. This means the slowest point in that corner is before the corner. The track limits are very lenient here and the entire car can be on the kerb. This will need a few attemps to get a feeling where the sausage needs to be placed under the car, but once you get the hang of it, there's a ton of lap time. The 2nd kerb is less flat but there's a way to fit this sausage, too. You need to be on throttle, once you lift the throttle or brake the car will crash into the sausage. Additionally the throttle provides stability while the car is bouncing.

Turn 8-11 (Esses)
Take a close look at the compromises. The apexes are always in the middle of each turn, while the slowest point is only in the middle in t8, but before the corners of t9 and t11. The most important compromise is to not run wide after turn 8 (similar to turn 2), in order to rather have a wide entry and good exit in turn 9 out of which you need to carry the speed more importantly than out of 8. Only very little braking (and all of it low level trailing) will be needed if you positioned correctly. While the kerb of 8 can be used, turn 9 has a more tricky kerb. If you use it, try to climb up to the flat part on top, else the angled part will push the car out of the corner (you won't always manage that, just be aware of the impact the different parts of the kerb will have on the car). On exit of 9 the track limits again are very wide which allows to build much more speed. 
The turn 10 kink is important, too. Don't run too wide here and it can be beneficial to be very quick with the steering into 10 in an attempt to force the rear around, using the kerb additionally helps to rotate the car and be back on the outside quickly before braking for 11. Again exit of 11 is the important part, as a straight follows afterwards. A short sharp braking while changing direction (this will help to get the rear to come around) followed by a bit of coasting and potential corrections on either brake or throttle are very typical and ok here. Rather carry slightly too much speed initially and use the brake again in small doses to pull the car further to the inside. Once you notice the car will get to the very inside of the kerb, slam the throttle to exploit the additional rotation coming from the kerb.

T12-14
The last 3 corners are more or less individual. Again T12 has the apex placed right in the middle, you can use or avoid the kerb - both ways are fine. Just be sure the slowest point is already before the turn and the track on exit again is really wide.

Turn 13 needs a slight double apex (don't go too wide in the middle), very similar to turn 2. The only difference is that you can run wide on exit as there's more time to reposition for the last corner (but don't get lazy doing so). 

Turn 14 however is a bit faster (about 20kph more than T13) and on entry downforce already plays a role, which makes the car rather pitch sensitive. The initial sharp braking will be challenging as the rear tries to step out, so small steering angles are needed here. It helps to almost diagonally brake towards the first early apex and then trailing VERY carefully until about the middle of the turn, where you will run ever so slightly wide, before coming back onto the throttle to pin the car to the inside and accelerate through the 2nd, late apex. Track limits again wide and then you're done - hopefully faster than before this guide!


Nürburgring Track Guide

31.01.2023Von: Nils Naujoks

Nürburgring is the other very technical track after Barcelona. We again have high speed, medium and low speed corners. There's on design pattern that sticks out: There are several sections where two corners are tied together. T1-2, 3-4, 5-6, 10-11.

We'll look at what appears to be one of the quickest cars here currently: The M4 with a 1:52.3 on the AOR servers (23°C). As always recommended do compare yourself directly to the benchmarks in your car - there's literally no way you will not benefit. Free to try using my Snetterton M4 GT3 Data Pack, as always.

For your own comparison just find your car here. Or if you are already have the CDA Setup Subscription or were eyeing it, our CDA Data addon allows to compare to all their laps instantly.

 

r/ACCompetizione - Key elements to go fast on Nürburgring - quick Track Guide

 

T1-2

r/ACCompetizione - Key elements to go fast on Nürburgring - quick Track Guide

T1 has a very traditional approach, apex and slowest point in the corner are right in the middle, the car grips up nicely as you drop down the step right after the apex, so can mostly floor the throttle. The key now is to take T1 slow enough to still make it across just in time for a good entry position into T2.
T2's key is to not brake and to turn in before releasing the throttle (you want to load up both right side tires before shifting the weight onto the front). You can safely be a little too quick initially and maintain a stable car with SLIGHT forced understeer (=turning more than the front tires will take) and keep reducing speed with TINY brake inputs until the car gravitates towards the kerb for a late apex (last third of the corner). A higher gear might help with traction and predictability.

 

T3-4

r/ACCompetizione - Key elements to go fast on Nürburgring - quick Track Guide

Again its all about the line. You can use the paved inside behind the kerb and go for a very late tight line. The target here is to be fast on the straight after T4 and building speed through T4 already, which only works from a very wide entry. Your throttle position through T4 will be key. The throttle controls the differential which, if opened (=low/no throttle), allows the car to rotate. Only lift enough to get the turn in, but do not lift all the way as the weight shifts will be detrimental to your line and minimum speed. Over the kerb dont full throttle it, as the rear will snap or you can get "stuck" in understeer. Patience is needed and gently accelerating until the car stops bouncing.

 

T5-6

 

r/ACCompetizione - Key elements to go fast on Nürburgring - quick Track Guide

Same Idea here. Go only as wide after T5 to still get into a good position for T6. So dialing speed back in 5 can help, aim for late apex. Then in T6 many lines are possible, the best certainly is somewhat of a double or single late apex. It's worth it to use the F7 came to investigate the shape of the T6 kerb - whoever built it was drunk, as it changes its radius very often, which can make driving in reference to the kerb quite confusing. Just take those shape changes into account and don't be deceived into thinking you're going wide or too tight suddenly when its just the kerb's weird shape.

 

T7

r/ACCompetizione - Key elements to go fast on Nürburgring - quick Track Guide

T7 is the prototype double apex. Deep and careful trail braking through a first apex, into a wide position in the middle of the turn where you will be the slowest and from where you start accelerating through the 2nd apex.

 

T8/9

r/ACCompetizione - Key elements to go fast on Nürburgring - quick Track Guide

Deliberately posting the image like this: Take the corner as if it was only a left hander. You'll never no manage the right. The key on entry is to lift the throttle only a tiny amount. Sometimes it will be flat out even, but its just more consistent with a tiny and maximum of 30-40% lift off the throttle. The timing for that will be just as you come off the entry kerb and the car has settled.

 

T10-11

r/ACCompetizione - Key elements to go fast on Nürburgring - quick Track Guide

Same pattern as in 1-2,3-4,5-6. You want to come back across before T11. More importantly you want to have the car almost or fully straight as you hit the brake. Else you will be scared to run into the grass and leave a security margin on the left. The turn itself needs minimal braking. Everything else will make the car rather sensitive on entry, just reduce some speed, then coast and make corrections along the way to hit a late apex once more. No shifting during the turn, it will ruin your corner.

 

Chicane:

r/ACCompetizione - Key elements to go fast on Nürburgring - quick Track Guide

The key is to saturate the front end quickly on entry. This will lead to a balanced, if anything slightly understeery car as you trail off. Brake early enough to reach your slowest point already BEFORE the the first apex. Being on throttle through the chicane is crucial for stability in the transition and over the kerbs. With throttle applied to can through the car around more aggressively as well without loosing the rear.

 

T15

r/ACCompetizione - Key elements to go fast on Nürburgring - quick Track Guide

Clean trailing is important as there's quite low grip. The idea is similar to the dunlop corner (T7). Just now we want the double apex to be less pronounced and with the slowest point slightly earlier already - say one third into the corner. There's just no grip further on the outside, so we can't drive a more pronounced double apex. No matter if you hit the first apex or not, the crucial one is the 2nd apex late in the corner, to have the rear end capable of converting throttle into speed.


Track Guide Snetterton

22.01.2023Von: Nils Naujoks

It's Snetterton as Lowfuelmotorsport's main series this week. So paired with the already public video guide (Deutsch) here's a written version!

It's also the perfect opportunity to get started with Popometer.io because there is a free BMW M4 Data Pack that you can access without any paywall!

Generally, Snetterton consists of slow and tight corners, the track isnt very wide and rather slippery and bumpy - in short: Challenging. 
There's barely a straight and in any GT3 you will run all the downforce the car can generate without becoming too instable (we'll see later why).

T1:

Turn 1 has a very short braking zone, hitting 100% only for a fraction of a second before the trailing takes over. High downforce at rather high speed here, which means the car is pitch sensitive on the brake, which is why your brake foot controls how much rotation you get (more brake -> more pitch -> more ration). You could say it's in fact two corners. with an almost invisible straight in between. However, you'll clip the first apex where you will also be the slowest. Once you notice making the first exit, you will need to slam the throttle aggressivbely, run wide a bit and this should result in keeping the rotation going and bringing you back for a 2nd apex at the end of this opening corner. 

T2:

Several approaches are viable here: A single late apex, a traditional centered apex or even a slight double apex approach. Personally I prefer to focus on having a straight car for the exit to aid traction, which means having a late apex or double apex. Important to trail carefully here on the brakes as the lack of downforce at that speed reduces grip quite noticably.

 T3

Turn 3 sees the slowest point of the corner around one third into the corner and you can see that again the brake is used carefully and never hitting 100%, as you have to turn in right away. Also again the hard throttle should keep the rotation going and bring the car closer to the inside for an eventual apex roughly two thirds into the corner. The exit kerb works, but is insanely bumpy - take care.

 

Turn 4 is literally turn 2 mirrored and we'll skip that one :D

 

T5:

Turn 5 only needs the tiniest of braking to reduce some speed. It's crucial to turn in right away in sync with the brake, which leads to a sensitive car. However the easier you are on the brake, the more in control you will be. If you are too hard on the brake you will get either under or oversteer and will always have to react - we want to be active, not reactive.

T6-7:

Turn 6/7 are interesting. First you need to reposition and swing across after turn 5 really quickly to straighten up before braking. Again careful trailing as always once you start turning in and hand over the grip to the steering. You can use a lot of kerb on the inside but throttle application needs a bit more care this time as the corner is still lasting for a while with the tightening turn 7 and the track is just not that grippy. Its useful to not go fully wide after 6 and only do so once you exit 7 - there's simply more grip further to the middle.

T8:

Again tricky corner as the speed you approach it depends on your T6/7 exit, which can lead to furhter inconsistencies. Either way, there will hardly be much braking needed. Just a quick dash on the brake and then almost roll into the corner with only tiny corrections further reducing the speed (or keeping it up with tiny throttle inputs). The slowest point should be pretty much in the middle of the corner, while the apex comes rather late to have a straighter car for the exit and good traction. Throttle can be quite blunt in the middle of the turn, for the car to rotation on power through the late apex.

T9-10:
You hate that corner, right? Let's make you love it. The key here is to have only ONE uninterrupted braking zone. The car behaves a certain way on the brake as you trail off, leading to pitch while cornering and a lose rear end. In order to not have various car behaviors we always want to be braking - this way the car always pitches forward and your brake foot controls how much oversteer you want. If you let go off the brake and then brake again, you get several behavior changes which will make the corner harder to predict and more inconsistent. Aim to keep it tight through the left hander - the exit of the right yields a lot of time if you focus to build speed there. Going shallow into T10 means being punted pretty much as usually people behind you underestimate how slow you will become.

T11:

You don't really need to brake here. Just letting go off the throttle ever so slightly will be enough to get the car to rotate and slow down. Once on the inside kerb you can full throttle it again - the corner opens up with rather wide kerb - but they are bumpy. The less steering angle you will need on the kerb the better. 

T12-13:

A brutal corner combo. You can throw the front engine cars in quite aggressively, while still being on full throttle. Only once you make it to the inside let go off the throttle and adjust from there. You can carry quite high speed for quite some time and let the car run wide roughly until the center off the track, where you want to have the speed reduced enough, to come back to the inside will full throttle applied. You can see the double apex approach - which is important to be able to brake in a slightly straighter or even fully straight line for the last corner. The straighter the car, the more in control you will be. Depending on the car it can be beneficial not just outright slamming the brake, but giving the car a few tenths to get to 100%. This way you will still rotate on the brake for a bit, before it becomes rather understeery in the heavy braking. Once out of position it will be hard to adjust - so really aim to get this part right and the exit of the last corner will come all on its own.

Enjoy! :)

 

 

 


Barcelona Track Guide!

11.01.2023Von: Nils Naujoks

Barcelona is the F1 test track for good reasons. It has high speed, low speed, mid speed corners. You need downforce, power and agility. It overloads one side of the car to bring out its worst behavior. It's a challenging track for material and its a challenging track for drivers. Even with the long straight its pretty much a maximum downforce track - and that means we'll see the typical cars up ahead in LFM this week. For a coaching I took the Porsche for a spin so I had that lap ready to analyze for today. Enjoy! You'll get to compare yourself again on Popometer.io. If you already happen to have the CDA Setup subscription we now have a nice addon with all their laps (collection growing) to review your driving against their laps. We're looking at a 1:42.4 here with a rather stable setup - not a giga sensitive eSpOrtZ setup ;) I've shared the lap here (when you have the subscription)

r/ACCompetizione - How to tackle Barcelona!? Another Popometer Guide

Barcelone full track

Turn 1-3
Turn 1-3 must be seen as a unit. Go deep in turn 1 and you'll still be out of position for turn 3 and lose time on the straight towards turn 4. So its important to make the right compromise here. Think the section backwards. You want to enter turn 3 from a rather wide position, slightly more than half track width. This mean's you can't take T2 flat and it also means you have to stay somewhat tight exiting turn 1. Braking is done almost off the track with the car entirely on the kerb and its a good marker for yourself to place the inner wheels behind the sausage of T1. The T2 kerb works in most cars, but will require a slight lift on throttle, just to not get a snappy rear. Turn 3 in GT3's does not need braking except for the tiniest of speed corrections. Going off throttle will be enough and i case of the Porsche going off throttle half way will be sufficient - and needed to not spin. The throttle will keep the diff engaged and also the pitch limited, stabilizing your car. Note the separation of slowest point and tightest point in the corner. Meaning the on throttle moment should create additional rotation pulling you to the inside initially. A tight line often yields lap time instead of running wide, while also saving the tires a bit.

r/ACCompetizione - How to tackle Barcelona!? Another Popometer Guide

T1-3

r/ACCompetizione - How to tackle Barcelona!? Another Popometer Guide

T3 with slowest (x) and apex (grey dot) markings

T4-5:
Again viewing them as a unit as you really have to transition quickly after 4 to still be on the outside for 5. Yet, not as difficult and crucial as in t1-3. In T4 apex and slowest point really fall into the same place and quite early in the corner. We're not even 1/4th into the corner when we already want to be near the kerb (not on it!!) and already lost all the speed. From here the corner opens up so you can get away with ever wider radiuses which equals higher speed. Note the throttle application being a little cautious waiting for the rear to find the traction before flooring it. Also typical for the Porsche is the very subtle, barely existent trail braking as the rear end is so loose already. Another key here is saturating the front grip quickly by steering fast and in fact over the grip limit of the front tire - this will stabilize the car massively - aka "forced understeer".

For T5 make sure that as you brake, you want the car to go straight and not already cornering. It would take the grip from the inside tire too early and cause it to lock up. That's why the aggressive repositioning is important to not be braking with the car already turning left ever so slightly. T5 can be taken with 2 approaches. Double apex, one early, one late, or with a single late apex (that i prefer). The slowest point will be before the tightest point in the corner, meaning you will accelerate through the late apex (with either approach) allowing a straight exit taking lateral load away from the rears.

r/ACCompetizione - How to tackle Barcelona!? Another Popometer Guide

T4-5

T6(-7):
You'll have to be done braking early as the road has quite a large bump in the braking zone easily locking the fronts on turn in if you still need to get rid of speed. Rather again use quick and slightly too much steering to roll the car into the corner and scrub some speed over the fronts. You use more rear tires here anyway so the fronts will be happy to work a bit more - which will also help your long run balance.I've deliberately cropped the track image like that to highlight that you are essentially only driving a LEFT TURN. Don't even think about the right turn. There's literally no way you are not making the right hander. Getting a good feeling for the track limits here is important because it yields a lot of lap time carrying every tiny speed advantage up the hill.

r/ACCompetizione - How to tackle Barcelona!? Another Popometer Guide

T6 (ignore T7 really)

T8:
Everyone hates it, even those who can do it. It's a blind crest, hard to find braking and turn in points and reduce the right amount of speed while trying to find the apex. Just Porsche things: Brake slightly to not upset the car and still remain on throttle to keep the rear at least somewhat stable. Off throttle the car just wont tolerate the corner. You can see the choppy steering trace indicating a lot carefulness when turning more and more with the rear always on the verge of snapping. Finding the minimum throttle you need to hold here will be key (However, ONLY Porsche and some other mid engine car thing). Slowest point again earlier than the apex. I favor a late apex because it ensures you are rarely running into the sand on exit but still carry decent speed onto the straight.

 

r/ACCompetizione - How to tackle Barcelona!? Another Popometer Guide

T8

T9:
Finally a corner the Porsche will take some trail braking :) Again several approaches here. Classical middle apex, somewhat double or single late apex - they all work and have their pros and cons. I just like to focus on exists in general - easier on the tire if you don't have to corner much while accelerating.

 

r/ACCompetizione - How to tackle Barcelona!? Another Popometer Guide

T9

T10-11:
Very interesting turns. You can clip the kerb on the left quite hard in a lot of cars opening up the long right a little more. Short initial, but not too harsh braking, you still have a lot of time to get rid of speed here. Very pronounced double apex approach, being tight early, then running wide where you will reach the minimum speed. Only make subtle corrections up to this point on brake/throttle depending if you enter too slow or too quick. But definitely be patient. Rather scrub speed with too much steering again. Slightly before the middle of the turn you'll be the widest and slowest from where the car will start to come back to the inside. This is your signal to go onto power and bring the rear around the 2nd half of the turn and clip a 2nd late apex. Be gentle with the throttle if you feel too much TC engagement or you have to counter-steer too much.

r/ACCompetizione - How to tackle Barcelona!? Another Popometer Guide

T10-11

T12-14
Similar to t1-3 you want to compromise speed at the right time here. If you go deep into 12, you won't have a good T13 and neither a good T14. The key is have enough time to make it across before braking for T13, which means you have to leave room on the exit of T12 - which again means go the f*** slower. The braking for 12 is tricky as it's downhill and the rear will get very light. Don't brake too hard to avoid pitch and balance issues. The slowest point in the section is before the entry of T13 (the left hander of the chicane). Stay tight through 13 as well to open up T14 where you will already build part of the speed you'll maintain through the last flat-out T15 and onto the straight. Remember that you spend a long time on that straight, so every additional kph will matter for a long time and thats why the exit of T14 is much more important than a fast T12.

Hope this helps you all and head over to Popometer.io to see how far off the ideal you are. Spoiler: You are also way off what you think you are doing - data always reveals the hard truth so only use it if you are ready to face yourself ;)

 

r/ACCompetizione - How to tackle Barcelona!? Another Popometer Guide

T12-14


Die Einheitslösung für ACC

22.12.2022Von: Nils Naujoks

🤝

 

Coach Dave Academy war der erste ACC Setup Shop. Ein professionelles Team aus Ingeneuren und Fahrern erstellt und wartet Setups systematisch und regelmäßig. Nach jedem Update werden allen Setups generalüberholt und neue Vergleichsrunden gefahren. 
Ab heute könnt ihr alle Runden von CDA bei Popometer anschauen, vergleichen und analysieren - mit der neuen CDA Data Mitgliedschaft auf Popometer.

Das ist nützlich für alle, die eine simple und günstige Lösung für Setups und einfach zu lesenden Daten möchten. Die CDA's setup subscription (10€ / Monat) zusammen mit der neuen CDA Data subscription auf Popometer (5€ / Monat). So habt ihr immer die aktuellsten Setups und leicht zu vergleichende Daten zur Hand, ohne immer neue Setups kaufen zu müssen - für zusammen 15€ / Monat, oder sogar günstiger für ein ganzes Jahr. 

Sobald ihr die Mitgliedschaft abgeschlossen habt, bekommt ihr Zugang zu allen CDA Runden auf Popometer. Der Vergleich funktioniert immer am besten wenn man mit dem gleichen Setup fährt, darum empfehlen wir auch die CDA Setup Subscription parallel zu den Daten.

Wie ihr wisst, gibt es ca. 400 Auto/Strecke Kombinationen in ACC. Im Moment gibt es schon BMW, Bentley und Ferrari runden und mehr Kombinationen kommen jede Woche hinzu während CDA alle setups erneuert.

Zusätzlich zu den Daten haben alle Mitglieder auch die Team Funktion, mit der ihr einem Team beitreten oder eines erstellen könnt, um untereinander Runden vergleichen zu können. Außerdem werden mehr Runden gespeichert als ohne Mitgliedschaft.

Also meldet euch direkt an, ladet unser Aufnahme-Tool herunter and werdet Mitglied. Bei Problemem kommt einfach ins discord und wir helfen euch!


Guide und Freipaket!

14.11.2022Von: Nils Naujoks

Das BMW M4 GT3 - Snetterton Paket ist ab sofort kostenlos aktivierbar - viel Spaß beim testen!

Kurz und einfach: Unter dem neuen Menü-Eintrag findet ihr ab sofort eine immer weiter wachsende Anleitung, wie Popometer.io funktioniert!

Neuen Nutzern erklärt er die grundsätzlichen Funktionen. Allen anderen soll er dabei helfen aus den Daten schlau zu werden - nicht nur die Unterschiede zu sehen, sondern sie auch zu verstehen.

Sollte irgendwas fehlen oder unklar sein, kommt ins Discord und gebt uns bescheid!


Neue Preise!

28.10.2022Von: Nils Naujoks

Heute haben wir unsere Preisstruktur etwas geändert.

Ohne Mitgliedschaft kostet ein Paket weiterhin 5,50€

Mit der PRO Mitgliedschaft könnt ihr ab jetzt jedes einzelne Paket für 4,50€ freischalten. Zusätzlich habe ihr die Möglichkeit euer Konto mit 4 verschiedenen Paketen aufzuladen und die Pakete später ganz nach Laune freischalten:

  • 20€ - 5 Pakete  - 4€ pro Paket
  • 35€ - 10 Pakete - 3.50€ pro Paket
  • 60€ - 20 Pakete - 3.00€ pro Paket
  • 100€ - 50 Pakete - 2.00€ pro Paket

Das ist möglich durch reduzierte Zahlungsgebühren bei größeren Einkäufen. Außerdem haben wir den Anteil, den die Bastler bekommen, erhöht.

Die neuen Optionen findet ihr hier sobald ihr Mitglied seid.


rFactor2 Setups & Telemetrie

25.10.2022Von: Nils Naujoks

Seit kurzem unterstützt LowFuelMotorsport auch rFactor2!

Neben einer Rookie Serie mit dem Renault Alpine mit festem Setup gibt es auch zahlreiche Rennen in GTE, LMP oder GT Autos.

Damit ihr euch nicht erst von Grund auf zurechtfinden müsst, haben wir kurzerhand rFactor2 implementiert.

Im Moment können Setups, Replay-Dateien und Motec Telemetrie hochgeladen werden. Unser eigenes Tool funktioniert leider nocht nicht, aber wir arbeiten bereits daran, so dass hoffentlich auch in Kürze wieder Streckenkarten mit exakten Linien zur Verfügung stehen.

Eine Arbeitsfläche für rF2 findet ihr im Discord im Channel #workbooks - damit die Motec-Dateien auch richtig dargestellt werden.

Wir arbeiten daran die Datenbank entlang der LFM Serien zu füllen und hoffentlich wird es peu à peu weniger Leerstellen geben. Nutzt einfach die Request-Funktion, damit wir wissen, was ihr braucht!


Neue Funktionen

21.08.2022Von: Nils Naujoks

Mitgliedschaft

Mit der neuen Mitgliedschaft könnt ihr ab sofort 10 statt 3 Runden pro Kombo speichern. Automatisch werden wir jeweils die schnellsten speichern, aber du kannst auch bestimmte eigene Runden auswählen, die erhalten bleiben sollen.
Zur Pro Mitgliedschaft geht es hier.

Die 5.00 € Pro Mitgliedschaft kommt aber mit noch mehr: Runden können jetzt innerhalb von Teams vergleichen werden, so dass ihr voneinander lernen und die besten Kurven und Sektoren von jedem Fahrer zusammenfügen könnt.

Teams/Gruppen

Sobald die Mitgliedschaft aktiv ist, kann über den “Teams”-Knopf ein Team erstellt oder einem beigegreten werden. Wenn das Team erstellt ist, wird dir ein Einladungs-Link gezeigt der mit anderen Mitgliedern geteilt werden kann. Sobald diese auf den Link klicken müssen sie noch vom Teamchef mit einem Klick akzeptiert werden.

Danach könnt ihr Runden für dieses Team freigeben, so dass sie jeder vergleichen kann, indem ihr hinter den Runden in eurer eigenen Runden-Liste den "teilen"-Knopf drückt. Genauso kann die Runde auch wieder zurückgenommen werden. Freigegebene Runden werden auch automatisch als Teil deiner 10 Runden pro Kombo gespeichert, damit sie nicht plötzlich verschwinden..

Der Vergleichsprozess kann nun entweder vom Team aus gestartet werden oder von eurer eigenen Runden Liste. Dann erscheinen passende Team-Runden im Dropdown-Feld.

Die Mitgliedschaft ist ein wesentlicher Bestandteil, um das Projekt zu finanzieren und den Bastlern einen großen Teil der Einnahmen zu überlassen. Wir werden sie stetig weiter ausbauen, um euch immer mehr anbieten zu können.

Wir hoffen die neuen Funktionen gefallen euch und solltet ihr über ein Problem stolpern oder eine Idee haben, was wir verbessern können, kommt einfach ins Discord!

- Nils Naujoks


Das Popometer ist live!

13.06.2022Von: Nils Naujoks

Was ist Popometer.io?

Popometer.io ist eine neue Plattform für Setups und Telemetrie-Vergleich für Assetto Corsa Competizione auf dem PC (mehr Spiele später!). Unser Ziel ist es ambitionierten Fahrern dabei zu helfen, schneller zu werden, indem wir aufzeigen, wo die genauen Unterschiede in den Fahrstilen zwischen euch und den Profis liegen. 

Popometer Telemetrie Ansicht

Wie funktioniert es?

Wir stellen ein kleines Aufnahmeprogramm zur Verfügung, das im Hintergrund eure Fahrt mitschneidet (aus dem Speicher) und direkt an die Website schickt. Sobald es einmal eingerichtet ist, muss es nur noch gestartet werden, sobald Runden aufgenommen werden sollen. Alle gefahrenen Runden werden dann hier unter "Runden" angezeigt. Von dort kannst du sie dir ansehen und auch den Vergleich mit eigenen Runden oder aus einem Team (Mitgliedschaft) und Profi-Runden starten (Einzelkäufe).

Bastler: Mit Profis vergleichen

Wir arbeiten mit vielen bekannten Fahrern aus der ACC Szene zusammen, die unsere Datenpakete erstellen.
Jedes Paket besteht aus mindestens einem Setup und einer Referenzrunde, die mit diesem Setup gefahren wurde. Sobald ein Paket gekauft wurde, können eigene Runden mit der Referenrunde verglichen werden. Ähnlich zu anderer Telemetrie Software gibt es:

  • Geschwindigkeit
  • Lenkung
  • Pedale
  • Gänge
  • TC und ABS Eingriffe

Zusätzlich zu anderer Software gibt es bei uns auch die genaue Fahrlinie auf einer Karte zu sehen. Wichtige Informationen über die Platzierung des Autos auf der Strecke können hieraus abgeleitet werden, z.B. wo genau die Profis welches Pedal wie stark benutzen oder wie viel sie lenken.

Plattform

Wir kombinieren das beste anderer Dienste:
Bastler können frei entscheiden welche Daten sie bereitstellen und wie viel in einem Paket steckt (z.B. Qualifying, Renn- oder auch Regen-Setups und Runden).

Außerdem können sie selbst entscheiden, ob sie Setups nur auf Rundenzeit trimmen, oder ob die Fahrbarkeit und Konstanz für weniger erfahrene Spieler im Vordergrund steht. Idealerweise finden sich irgendwann Setups und Runden für jeden. Die Bastler behalten dabei einen großen Teil der Einnahmen. Die Plattform behält einen kleinen Teil und finanziert sich überwiegend über die Mitgliedschaft.

Dabei ist Popometer ganz einfach zu benutzen. Es braucht kein Verständnis von komplizierterer Software oder Telemetrie. Auch die Einrichtung dauert nur wenige Minuten. 

Wenn einmal ein Datenpaket für eine bestimmte Strecke-Auto-Kombination fehlt, kann eine Anfrage gestellt werden - so wissen unsere Bastler auch immer, was gerade heiß begehrt ist.

Funktionen in der Zukunft

Während die Plattform mit Basisfunktionen schon online ist, entwickeln wir im Hintergrund bereits weiter. Unter anderem könnt ihr euch auf folgeden neue Funktionen freuen:

  • Verschiedene Preismodelle
  • Mehr Bezahloptionen
  • Quick zoom zu verschiedenen Streckenabschnitten
  • Automatische Auswertung
  • Mehr Visualisierungen auf der Karte
  • Erweiterte Telemetrie
  • Coaching-Buchungen
  • Unterstützung für weitere Spiele
  • Mehr Sprachen
  • Allgemeine Verbesserung der Nutzung
  • uvm.

Werde Teil des Teams und verdiene selbst

Momentan arbeiten wir bereits mit einigen Esports Profis für verschiedene Autos wie den AMG, BMW, Porsche or Bentley. Um allerdings alle Autos abzudecken, suchen wir noch nach weiteren Experten. Schreib uns im Discord, wenn du dich angesprochen fühlst.

Hilfe

Bei jeder Software wird es zu Problemen kommen. Wenn ihr über eines stolpert, kommt einfach im Discord vorbei und schreibt in den #bug-n-issue-reports Kanal.

Discord link: https://discord.gg/r4cEZ3YeKb


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