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Quote from: Myst1cPrun3 link=msg=106032After some testing, I believe I have come up with a theory and a possible solution to the seemingly random front end crashes, as well as the issues with camber changes mid corner.
(Thinking MG hairpin at Victoria)
I did touch on this in a previous topic before it was moved, as it got way off the original conversation point. (As much my fault as any that was so I apologize)
Now:
Until I started fiddling with tyres, I thought the front end crashes on camber changes was because of the suspension, and a lacking part in the simulation or mod..
However, in the tyre files, max lean can be set using the DX1 and DY1 values.
Now this differs per front and rear tyre so you can have a tyre have a larger max lean angle than the other.
The bike will only lean to the angle of whichever tyre has the smallest max angle.
So for instance if you let the front have a higher max lean angle than the rear, it is the rear that'll determine the total bike lean.
This becomes important in camber changes.
It's no secret the front tyre is narrower than the rear, so in terms of lean angle, it has a slightly different steering rate it seems. (Not sure on Reasons or physics behind this just how it seems)
If you are on the max lean angle of a tyre, and then the camber changes, the bike does not get stood up, the lean angle changes to beyond the maximum set value in the tyre file, and a crash occurs with seemingly no warning. Typically these crashes are front end crashes as that's the narrower tyre and it's also what it's the camber change first.
As a result I found giving the front tyre 0.1 extra lean on the DX1 and DY1 values when compared to the rear tyre helped a lot.
This extra angle doesn't affect the bikes handling on the flat, as the rear tyre will be the limiting factor, but when the camber changes, it means the front doesn't simply 'fall off the edge' like is known to happen in GP Bikes.
This isn't to say you can't crash, you can, it just adds a bit of control of the bike over camber changes.
Here is an example of the M2v2 at the MG hairpin, where I was being quite aggressive on approach, and could make the apex confidently, despite the known issues.
It is a marked improvement, but I am going to do more tuning when the 'big tyre update' drops for the v2
