Project 2015 Manual

Pete Chamberlain

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 Dedication

Project 2015 is dedicated to the memory of Indycar driver Greg Moore.

A young man taken from us, doing the thing he loved, and that most of us can only watch in awe.

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 Contents

Preface 4

Acknowledgements 5

Introduction 6

Installation 8

Project 2015 overview and setup 9

Overview 9
Setup 10

How to make the data

One Stop Shop 13

Tyres

Suspension

Acceleration

Transmission

Braking

Cornering

Driver Controls

How to Win a Race

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 Preface
This manual will be constructed using my past relevant postings from previous telemetry projects. In a lot of
cases it will be just cut & paste. Some entries are over 2 years old, but will remain as written.
I will use copious screen shots to help explain things, and will also include references to other threads.
There may be use of other member’s explanations of various complex subjects, I will include references to
the authors of such material used. Anytime an author objects to its use in this manual, please pm me, and I
will remove it.

The purpose of this manual is to help members use Project 2015 in the telemetry programme MoTeC, its
installation, set-up, interpretation of data and anything else relevant to it.

This will remain a wip for a while, with many ongoing amendments/changes.

I/we, hope Michael Schumacher makes a recovery from his hideous injuries.

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 Acknowledgements
Brandon Shown, his telemetry thread inspired me to make my own. And so the Snowball started!

David Cater, for showing us his marbles and his constant will to share his knowledge of car set-up, apart
from a stack of other things.

Chris Halliday, for his library of all telemetry projects on offer, both MoTeC and Atlas.

Mihail Latyshov for his Imperial to Metric converter;

http://members.iracing.com/jforum/posts/list/3291621.page

Special thanks to Patrick Moore for making Mu, the converter for iRacing telemetry files to be used with
MoTeC. None of this would have been possible without it.

Others to follow.

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 Introduction
03/04/2012 (Project Mk II)

I have been interested in the telemetry of motor racing games since I saw it in Geoff Crammond’s GP3
released in 2000. I got on well with it and managed to get to grips with the F1 car and topped time sheets at
4 tracks on Hotlap.de. Telemetry was an important factor in getting those times, and I have not seen
telemetry as part of a game/sim since.

When Motec and ATLAS became available, like many of us we installed them and could not come up with
anything because we had to read manuals. Which I didn’t. Who does?

So for years I ignored them until a few weeks ago when I saw Brandon Shown’s thread. So Brandon, this is
all your fault : ). Oh and Cater, I blame you for something else later on ; )

I decided to sit down and get ATLAS working. I tried for about 10 minutes and gave up. I read through
various threads about what was better, Motec or ATLAS and there was a vote saying Motec was better. So
I loaded it up and decided I would crack it.
After an hour or so of playing around, I learnt how Motec works and how to get many of the things that I
wanted to be displayed. I have been playing with it now for about a month and from the start I had the
intention of sharing it.

I want to share it because it has the potential of releasing driving talent. Not everybody are born with the
same mind tools, but some tools are released with a push in the right direction. For instance, I will never,
nor could I ever be, an alien. At 50, age counts in this sport. Ask Schumacher. But therein lies the
experience and knowledge for the next generation.

The project can be used for any car. BUT, work will be required by you the driver, to change values of
parameters to fit the car. For instance, cars have different fuel usage, ride heights, tyre pressures, rev rates
etc. Also, different tracks may need unique parameters.

06/09/2012 (Project Mk III)

The most important part of any race car is its tyres, closely followed by the brain controlling them.

10/25/2014 (Project 2015)

Ladies and Gents, I have had much interest from many people who have asked about my MoTeC Project. I
couldn't give times for when it would be ready before, but it is ready now, and for a reason.

The timing of its completion is coincidental with the new build, and with another event that I was recently
reminded of, by the subject matter of another thread somewhere.

I had a great fondness for Indycar in the 90's. It had become familiar with us Brits because of a certain
Nigel Mansell showing you how it should be done. Good ol' Nige. A few years later though, I was cheering
on a Canadian driver. What first caught my eye was the colour of his car. It was light blue and looked very
similar to the Ligier F1 car in the late seventies early eighties, with Depailler and Laffite. I loved those
Ligier's.

One evening I sat down to watch a previous nights’ recording of the last Indycar race of the 1999 season.
That evening I will never forget. I was horrified by a ticker tape announcement at the beginning of the
transmission on the bottom of the TV screen. It said something like 'We warn you that the following
recording contains graphic footage of Greg Moore's fatal accident'.

Greg Moore died on 31st October 1999.

15 Month's to the day after Greg Moore died, I named my new born Son, Gregory.

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 7
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 Installation

What you need:

1. Motec data analysis i2 Pro V1.0.21.0030 (do not use any other version!), found here:

http://www.motec.com/software/oldreleases/

and in the stickies

2. Mu (look in the stickies) this is a program that converts iRacing telemetry files for use by Motec.
This file is produced by Patrick Moore and will always warn you of an update to it.

3. Project 2015 Master and an additional file Project 2015-v2.mcs. Place the mcs file in Motec/schemes.
Load it up in Motec- options- colours- select scheme. Found here:

http://members.iracing.com/jforum/posts/list/3280243.page

The Project 2015 Gen6 can be found here:

http://members.iracing.com/jforum/posts/list/3282338.page

After installing all those, load up Mu and Motec in that order.

In Motec, open an existing project (you will need to point it at the project). Motec should then load. Find and
load the Schemes as mentioned above.

There will be no data being displayed because you now need to load iracing and do some laps.
Check that 'Telemetry' is showing just above your gear indicator bottom left of screen, when you go out on
track. If Mu is running it should start automatically. If, for some reason it isn’t, press Alt+L.

Exit car, Alt-Tab out of iracing. Look at the Mu window. Set the import and export to
Documents/iracing/telemetry. Now go back into Motec.

Top left of screen, click on yellow icon, load log file. You will need to point it to where you pointed Mu to.
Select the log file and open.

All and much more info, including other telemetry projects, is available in the stickies at the top of the
telemetry threads.

Enjoy

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 Project 2015 overview and setup

This Chapter will explain the reason for colours, general designs of worksheets, and how to change the
way components look and display data.

I will be using the Master v5 and Gen6 v7, as everything is included for every car.

The Gen6 has exclusive channels for the splitter that took a lot of research to produce. Those channels are
used as a guide only.

Overview
3/4/2012 (Project Mk II)

The first thing you will notice is the colouring of bars. I have tried to use intuitive colouring of most but not
all channels.

Front Left - Red

Front Right - Green (International navigational colours for left and right)
Rear (Back) - Left BLue
Rear (Back) Right BRown

Throttle - Green (for go)

Brake - Red (for stop)

Would have been good if those internationals for left, right, stop and go had got together! 

The Throttle and Brake have other colours added in order to flag up equipment issues. They come from
personal experience at a Talladega race, where I was second on a restart. I had got the drop on pole, but
after a few seconds I was starting to be railroaded by the pack as I mashed my throttle into the floor. It took
a lap to discover that, not only was my throttle not giving me 100%, but there was a faint red indication on
my Brake input, even though my foot was nowhere near the peddle. Needless to say, those peddles were
stripped after that race to give them a good clean.

Tyre Temps

Outer - Orange
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Middle - Magenta
Inner - Indigo

Additional colours are used as and when but trying not to confuse with other colours in use.
The colour of various Components is used to give the sense that the driver would have in the car. He might
turn his wheel to the left, which then changes red, but he will sense moving to the right. Hence the Lat G
bar turning green.
The same goes for the Lat - Long Scatter plot. It goes where you feel like you’re going in the car. Through
the windscreen under braking and melded to the seat under throttle.
Cars hadn’t been invented when the pos and neg of G forces had been decided by the clever scientists.

10/25/2014 (Project 2015)

Project 2015 (P15) is the culmination of weird and wonderful ideas I have had, to present vast amounts of
data. I have spent a lot of time in the last few weeks finalising and de-bugging it. I also wanted to provide 2
pre-set examples. So I trawled through the results pages to find the popular series on both Road and Ovals
and came up with the Star Mazda (approx. 90 per race) and the Gen6 (approx. 240 per race).

Each P15 for the Star Mazda and Gen6 has its parameters set-up so you see all the info being created by
each car. All unused data channels have been deleted.
P15 master itself is able to handle any car at any track and has nothing deleted.

The layout of a worksheet is designed to contain relevant data that may affect the main channels on
display. For instance; driver inputs will affect almost everything the car is doing. The G’s the car is
experiencing greatly affect the ride heights of all corners. The dynamism of Rake will affect aero balance.
Asymmetric ARB’s will affect Roll. Etc.

I have produced different worksheets to effectively display the same thing. The purpose of this is that it
could help to spot something if it is displayed in a different way, or in relation to other channels.

Setup
Having saved a new copy of Master and changed its name (suggest to the car you will use it for), you will
need to make adjustments to some of the Components.

The reason you will need to make these adjustments, is to enable the Component to display the data.

A Component is any Graph, Bar, Dial, Histogram etc. Graphs and Histograms can contain many channels.

You will need to load up a log file. Adjustments to the whole Project can now begin.

The first action is to eliminate Components and channels that are redundant.

Components can look empty, in which case, you will need to check if ‘N/A’ is displayed. It means that there
is no telemetry channel for the car.

Be aware that sometimes when you open a worksheet it can be empty of any data. Check that an entire lap
of data is being displayed by looking at the lap strip at the top of the screen.

A green box should be on the fastest lap.

If not, click the green flag icon.

Right click on the Component and delete it. If a Component displays any other data in numerical format, it
is a live channel. Do not delete it.

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Individual channels in a graph can also have ‘N/A’ next to it.

Mouse over the channel and double click on it to delete them. E.g. some cars only produce Suspension
position, other cars only produce Damper position.

Every worksheet in every workbook will need to be checked.

Ok, with all the chaff removed, we can start to get all the data displayed inside the Component windows.

Before we start this process, you will need to know what you will be trying to achieve.

Take a look at the picture below.

Which RPM dial do you prefer? How would you like your Rake data displayed? Do you trust those RH
bars?
Do you prefer the top or bottom graph displaying your gear change data?

The next part of setting up your data parameters is important. You must keep all related data to the same
scale, and make full use of the Component window. The addition of datum info is also useful to keep track
of changes, be it car reaction to setup changes, or driver inputs.
You can see a yellow datum line at 8500 rpm above.

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There are 2 ways to change a parameter of a component.

Global – Done by directly changing channel properties. Here you can change what unit it displays (mainly
imperial or metric), its colour, and the option for Auto or manual Scale. Auto is not advised for channels that
have related channels such as the Tyre Temps or pressures.

The individual Component – Each Components Scale that it will display can be adjusted.
A Scale mode in Auto will display the properties Scale. By changing it to Manual, you can override the
properties scale and set the scale exclusively for the component.

Groups in time/distance graphs can be individually adjusted. Additionally, groups can have up to 3 datum
lines added. A zero line and 2 others that can be coloured.

Note in the above Figure, this graph is forced to use the given steering wheel range in Group 3, overriding
the channel scale. All the other groups use the channel scales.
The Size is the % of the graph window that will be used by that Group.

To find the range of a channel, there is a handy calculate button that becomes active when you change the
scale to manual. It will give upper and lower ranges which you can then adjust to your needs.

RPM Dials – The first dial is as is when first loaded. Right click on it and select properties. Change its range
you wish to give it. Being a dial, you can then change major and minor divisions. Lastly you can add in
some colour for the red line.

Ride Height Bars – These bars are all related to each other. They will need a common top end. 2 or 3
inches looks good and make all the bars the same size. The bottom value is -0.5 inch. These will flash
yellow if car bottoms out at that corner.

RPM graph – This is a clear indication why the full available space should be used. The yellow datum point
also allows us to keep track of our skill at hitting the gear change revs.

The importance of keeping related data to the same scale needs to be done with ‘tyre temps’ and ‘Der tyre
temps’ as well as any other related channels.
The ranges for these should be set to the highest of the high and the lowest of the low.

Now you have some idea as to how to change parameters. The rest is up to you. Additional small tweaks
may be needed for different tracks.

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What have we got in P15? There is a lot of old and a lot of new.

Do you want to know when to change gear? What about those pesky centre springs? Do you want to know
where your Porpoise is?
Ha! Porpoises and Splitters go hand in hand. You'll see. I only found my Porpoise recently in a light bulb
moment.

P15 has been reorganised to allow a better process flow of finding where you are losing or gaining that
speed. Gone is the old front end screen that I feel wasn't doing a good job.

I have also tried to define complexities of a worksheet by adding (B) = basic, (M) = medium and (A) =
advanced to the worksheet names. There are also 2 (EX) = experimental sheets that I have decided to
keep.

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 How to make the data
Telemetry is; a microscope, a stretcher or compressor of time, a lie detector, confusing, an eye-opener, a
trend getter, consistent, a view into the past and absolutely vital towards helping you improve your driving
skills.

There is little that can be found in telemetry that will tell you to raise this, or lower that. What it can do, is
show you what good and bad looks like, the effects of changes to the setup and your qualities as a driver.

The replay is a valuable tool that will put you back in the seat, to the place you are looking at in telemetry,
so you can see in real time, the position of the car on track and the actions you took.

Like any sport, be it Golf, Baseball, Cricket or Motor racing, practice is what is needed to get better and
should never be overlooked.

Test drivers in Motor racing do just that, because they are good at driving consistently and being able to
accurately convey to the engineers what the car is doing. If you do not know what your car is doing, how
are you going to find a solution to a perceived problem at that corner or chicane?

Without consistency in lap times, the quality of the data being harvested will be reduced. You need to know
that the data on lap 3 is as good as the data on lap 14 or with lap 3 on your third outing.

Testing is not, and I repeat, not hot lapping. It should be done at around 80-90% of your capability. By
approaching it in this way, you will, hopefully, remove yourself from over-driving, which can sometimes be
the reason why you are not as fast as you could be. Doggedly hunting for the reason why you have
understeer could be fruitless, because the reason for that understeer could be the person whose feet are
on those peddles!
Something that feels fast is not always the fastest way.

Do not go off track as that will warp the timing of that particular sector. It may be the fastest time in that
sector for the whole outing, destroying the relativity of all the other times in that sector. It could also mess
up the quality of timings on the next sector. So stay on the black stuff.

What follows will be from P15 Master v5 and Gen6 v7. All the data was made from iracing sets that have
only had steering ratios and/or brake balance adjustments.

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 One Stop Shop
A new concept for my project, but one that is needed for a quick home-in to where you are losing or gaining
time/speed.

Variance (B)

In order to obtain variance data, you need to select a datum lap (usually the fastest lap) and a comparison
lap. The Variance [mph] graph will populate. You will then need to click anywhere on the graph and the
‘Show Variance’ icon will appear along the top or press F3. This will populate the Variance graph.

The Variance graph shows accumulative time difference between the laps. The Variance [mph] shows
instant speed differences between the laps.

Steep lines in the variance graphs are the places to look at. In the picture above shows the slower lap
going ok against the fastest lap, until I got to the bus stop on the back straight, where I lost all and more
time I had gained up to there. The bus stop entrance would be getting my main attention here.

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Track Variance (B)

Zoomed into the bus stop area, we can clearly see that I braked much earlier and longer, entering the bus
stop 8.6 mph slower. Exit speed was slower, losing so much more time down the long final drag to the s/f
line. This is where the replay comes into use, to see where the good and bad points to brake are.
In total I lost nearly a third of a second from a bad bus stop entry.

End/Side-on Chassis view (M)

The principle of this WS is that you can see your vehicle in action, both end-on view and a sideways view
looking out from the pitlane to the car on the track, travelling right to left.
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All of the RH bars now flash yellow when they reach zero height.

The sheet is split into 3 areas.

The left third is your end-on view, giving outlook on vehicle roll, using additional averaging views of the ends and
sides of ride heights. I also use inverse vertical G smooth bar and the new slightly smoother lateral G bar,
together with steering input. Tucked over to the side is an Ave front RH bar that can be used if the CFSplitter
does not provide data. Just slide it into position when needed.

In the middle is the tyre data. The dials in the middle give you relative speed differences in relation to vehicle
speed. The top and bottom dials give speed differences of the wheels on an axle (Ignore the minus signs on
these dials). They can help with Diff and give indication of Tyre Stagger.

The right hand side of the sheet is the side view of your vehicle, giving important rake information and is where I
discovered the porpoise.

A car will do what a Porpoise does in the sea. When timed right on bumps on the track, the car will porpoise over
the bumps, creating a longitudinal rolling effect.

I was sat watching the telemetry from a Gen 6 at Texas. I had only done a quick test using an iracing set, and
was surprised by the CFS RH bouncing up and down way too much, destroying the downforce it produces. But
looking at the side on view, I could clearly see that it was nothing to do with the front RH bouncing up and down,
It was the rear end flapping up and down like a flag in a breeze over the bumps. As the front end was reasonably
planted, I determined to produce the Porpoise channel, as the car was pivoting on the front RH. As all we
ovalists know, 9 times out of 10, we have to keep the front end low down. So the Porpoise channel shows the
rake between the CFS and Ave rear RH in relation to the front Ave RH. The Porpoise channel should be used to
monitor the cars longitudinal rolling through the bumps and shows that the stability of the rear end greatly effects
the all important road holding ability of the splitter. This could also be true for all other splitter cars.
The theory behind the Porpoise channel, is to keep track of, and/or help to reduce its amplitude.

The best way to view this ws is in animation mode. You can control how fast the animation runs, and watch the
chassis in motion.

In the picture above, we can see the Beemer at one of the fastest points on the track, and see that it has a high
ride height. The undertray on the Beemer will need to be at the right height and with the right rake. Lots to work
to do here.

This is an excellent ws for use at ovals.

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Wheel Spin/lock (B)

This ws can be used to find where your tyres struggle to grip the track under both braking and acceleration,
together with your inputs.
I’m sure somebody can add to my list of the Tape and Steering ratio, as the only setup changes that won’t affect
the grip of your tyres.

Splitter (M)

Here we can see the chassis’ ability to keep that splitter under control. It doesn’t look like it’s under control
here.
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Section Times (M)

What is the fastest line on the track?

Depending on the width of a track, depends on how many lines there are into and out of each corner. Don’t
forget that each corner is linked to another one, so the fastest line into one corner may not give you the
fastest line into the next or give you the best exit speed onto that long straight.

The importance of this ws should not be underestimated. At a glance it can show you your consistency, your
strong points and weak points.

The track map has been setup to give you the highest speed on the designated straights and the exit
speeds of designated corners. You will have to setup your track maps the way you want to view them.
Things you can adjust are the sectors, their start and end points, how many sectors, whether you want
them to be regarded as a straight or a corner.

The 4 main colours in use are the bright green (fastest sector time), medium green (within 1% of fastest), orange
(within 2%) and red (within 3%). The black sector times are outside 3% of the fastest sector times. All these
percentages can be adjusted. You could open them up to start with, then when you get lots of green sectors,
start reducing them to help you improve.

My overall consistency was poor, with turns 5 and 6 being ok, but the bus stop needs a lot of looking into.

Your goal here is to get colours at every sector, which will show high levels of consistency.

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Fuel/Pedal usage report (M)

This ws will show you your fuel usage per lap. I would take the 6.3 lb as my per lap usage, and do the Math for
the race.

The second lap chart can be used to look at other outings side by side.

Lap Times (B)

The green lines give you the lap times. If you move the cursor over the lap times, you can make an educated
guess of the average time and then set a datum point.

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The red lines can show you on a lap by lap basis, where you are gaining or losing speed in relation to the fastest
lap.
The cursor is at the entrance to the bus stop, where you can see lap after lap, it climbs into the abyss. The lines
consistently dip below the fastest lap into turn 1, but then immediately lose any gain. So that tells me I made a
reasonable job at turn 1 of the fastest lap.

Pit Requests (B)

A record of your pit requests. Used to see if your race decisions were right, or not.

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 Tyres
Tyre Temps (B)

Left turn Tyre Temp Hist (A)

Right Der Temp (M)

Right Turn Tyre Temp Hist (A)

Left Der Temp (M)

Front Der Temp (M)

Rear Der Temp (M)

Tyre Heat Bands (M)

Tyre Der Bands (M)

Press/Lat G (M)

Evolving Tyre Temps (B)

Evolving Tyre Press (B)

Ctr of Tyre Temps (B)

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 Suspension
RH (B)

Spd/RH relation (A)

Roll (M)

RH/Roll (A)

Pitch (M)

Spd/Rake (M)

Pitch Sks (A)

Pitch Sks Hist/FFT (A)

Splitter Spd/Roll (M)

Corner Vel (A)

Susp/Damp (B)

Susp Vel (A)

Susp Hist (A)

Susp FFT (A)

Damp Vel (A)

Damp FFT (A)

Dia RH Vel (A-EX)

L/R RH Vel (A-EX)

Evolving RH (B)

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 Acceleration
Track Throttle (M)

Track RWD Spin (M)

Acceleration RWD (M)

Track FWD Spin (M)

Acceleration FWD (M)

Evolving Engine Temps (B)

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 Transmission
Gear Change (A)

Track Front Wheelspin (M)

Track Rear Wheelspin (M)

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 Braking
Track Braking (B)

Braking efficiency (M)

Brake Balance (M)

Brake Scatter (B)

ABS (B)

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 Cornering
Track Cornering (A)
I heard David’s excellent teach in with guys at Texas I think it was. In it he mentioned marbles moving
around the car as the car went round the track, an analogy that I could relate too. But I also had, and have
always had, an issue with the G scatter plot. I wanted something to show me where the weight was going,
just as David’s marbles would. But not only that, I wanted some colour in there. It took me no time to
inverse the Long G, but colouring was a problem. It needed more maths expressions until I came up with
the answer. Therefore, the 2 scatter plots show you what wheel is taking the loading. It shows you the ‘feel’
of the car under your butt.

Track ICR (A)

ICR (B)

Track Coasting (B)

Steering Torque (B)

Yaw (M)

Williams Corner Diff (A)

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 Driver Controls
DC's (M)

Williams DC's (A)

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MoTeC Quirks

The Track cursor can sometimes stick. Goto View and un-tick Transparent Track window, then re-tick it.

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 How to Win a Race
Preparation, preparation, preparation.
Nobody, not even an alien, can go into every race and win. But what an alien has is the preparation, the
confidence, not just in themselves but also their equipment, the set-up of their equipment, their seating
position, and their mind set. Knowledge of the car, the track, how the car will feel and react throughout the
entire fuel load, behind another car, in front of another car and full confidence in the car set-up.
And finally, an unshakeable will and resolve to win.

The front page and watermark throughout this manual is of me winning a Daytona 500 split in 2012. My
proudest win in all of my online motor racing.
My preparation was over several days leading up to the race. The main aspect was to find the extra
thousands of a second from the set-up. The time I spent on finding the set-up, gave me confidence in the
cars speed. Vital at Daytona.

But the Daytona 500 is not an ordinary race. It could last more than 4 hours. It was to start at 2300 local
time. And one aspect to my planning will surprise you.

Have you ever wondered why drivers take liquids with them into the car? Hydration. Being properly
hydrated improves your ability to think clearly, improves your physical motor function and reflexes, ability to
concentrate for long periods and reduces the rate of fatigue. All vastly important in a four hour, middle of
the night, Daytona 500 race.

My hydration was done throughout the day leading up to the race. I drank nothing during the race, and
made sure I was empty before the race started.

Having prepared to that extent, it gave me that unshakeable resolve, that unshakeable confidence, and that
unshakeable will to win.

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