With the recent developments with brakes, a decent solution would be to keep the current changes to brakes, and add constraint braking on top. The current changes work well for vehicles with independent wheels, but feel weak for tracks. As most people use weld latches when braking, an idea was to do the same when the brake input goes past 100, welding the wheel, and removing the need for a weld latch.
Ball-socket vs weld
An interesting idea would be to, instead of welding, create a ball-socket that is rigid on the wheel's rotation axis (so that it allows free rotation and movement in all other axis, stopping the wheel but not locking the steering or suspension height.
I'm not sure how the limits work (which prop they're local to), so if that's not feasible, a locked, free moving ball-socket would probably still be superior to a weld, as it'd allow the suspension to move. Not allowing steering shouldn't be a big deal, as a car can't really steer when the wheels are locked anyway.
Short Description
With the recent developments with brakes, a decent solution would be to keep the current changes to brakes, and add constraint braking on top. The current changes work well for vehicles with independent wheels, but feel weak for tracks. As most people use weld latches when braking, an idea was to do the same when the brake input goes past 100, welding the wheel, and removing the need for a weld latch.
Ball-socket vs weld
An interesting idea would be to, instead of welding, create a ball-socket that is rigid on the wheel's rotation axis (so that it allows free rotation and movement in all other axis, stopping the wheel but not locking the steering or suspension height.
I'm not sure how the limits work (which prop they're local to), so if that's not feasible, a locked, free moving ball-socket would probably still be superior to a weld, as it'd allow the suspension to move. Not allowing steering shouldn't be a big deal, as a car can't really steer when the wheels are locked anyway.
This should probably replace #235.