ASSETTO CORSA Competizione
It seems that only a few months have passed since
the birth of Assetto Corsa, but in reality almost 5 years have passed
since the driving simulator targati Kunos Simulazioni has landed for the
first time on the Steam platform. From the beginning, Assetto Corsa has
immediately demonstrated that it has the right credentials to become
the reference point in its field, that of pure simulation, and we can
say that it has succeeded at great speed, especially in terms
of numbers and sales. . Time passes and even today it is undoubtedly
one of the most realistic and appreciated simulators by the community,
it is time to think about the future and that is what Kunos is currently
doing. They have communicated this through their classic announcement
of the end of the year, which this time does not go to reveal a new
license, but goes on to announce what the most attentive had already
understood during the last months, Assetto Corsa 2.
Assetto Corsa 2 will do!
In the course of 2017, several events have suggested that in all likelihood there would be a sequel to Assetto Corsa, the acquisition of Kunos by Digital Bros first of all. The announcement of Assetto Corsa 2, however, took place earlier than expected, I personally expected it at the end of 2018 🙂
But what will be the news of the next chapter? Well, it's still very early to say. What we can give for sure is that the developers will add rain and night-day cycles to the driving simulation. Obviously, or at least I hope so, there will be strong optimizations on all those aspects that have not received attention in the first chapter, starting from the damage system, going through the multiplayer up to the career mode (even if the latter is not me) he can not care less 😀). The requirements to ensure that Assetto Corsa 2 continue to remain the simulator preferred by most of the simdrivers there are all, but this time the errors will not be accepted because I'm sure that the competition will not remain with hands in hand.
Below is an excerpt from the year-end statement:
2017 was a very important year for us to define the new base in the technology we will use in the future. Even today, you continue to ask us for new content and functionality, and this means a lot to us, because it shows that you want KUNOS to be part of your time, your passion for motoring and racing. More than anything we want to continue to meet your expectations: but to do so, and to guarantee what our current technology can not handle, it is time to look beyond, and this year we started doing it. When it arrived, Assetto Corsa turned out to be something completely new and different from what we had seen up to that time. We are working hard to give you this beautiful feeling again.
Assetto Corsa 2 e gli auguri della Kunos Simulazioni per il 2018
Sembra che siano passati solo pochi mesi dalla nascita di Assetto Corsa, ma in realtà sono trascorsi quasi 5 anni da quando il simulatore di guida targato Kunos Simulazioni è sbarcato per la prima volta sulla piattaforma Steam. Fin dall'inizio, Assetto Corsa ha dimostrato subito di avere le carte in regola per poter diventare il punto di riferimento nel suo campo, quello della simulazione pura, e possiamo dire che c'è riuscito alla grande, soprattutto in termini numerici e di vendite. Il tempo passa e nonostante ancora oggi si tratta indubbiamente di uno dei simulatori più realistici e apprezzati dalla comunità, è giunto il momento di pensare al futuro ed è ciò che attualmente la Kunos sta facendo. Lo hanno comunicato tramite il loro classico annuncio di fine anno, il quale questa volta non va a rivelare una nuova licenza, ma va ad annunciare quello che nel corso degli ultimi mesi i più attenti avevano già capito, Assetto Corsa 2.
Assetto Corsa 2 si farà!
Nel corso del 2017, diversi avvenimenti hanno fatto pensare che con ogni probabilità ci sarebbe stato un seguito di Assetto Corsa, l'acquisizione della Kunos da parte di Digital Bros prima fra tutte. L'annuncio di Assetto Corsa 2 però è avvenuto prima del previsto, personalmente me l'aspettavo a fine 2018 🙂
Ma quali saranno le novità del prossimo capitolo? Beh, è ancora molto presto per dirlo. Quello che possiamo dare per certo è che gli sviluppatori aggiungeranno alla simulazione di guida la pioggia e il ciclo notte-giorno. Ovviamente, o almeno lo spero, ci saranno delle forti ottimizzazioni su tutti quegli aspetti che non hanno ricevuto attenzione nel primo capitolo, a partire dal sistema di danni, passando per il multiplayer fino ad arrivare alla modalità carriera (anche se quest'ultima non me ne può fregare di meno 😀 ). I requisiti per far si che Assetto Corsa 2 continui a restare il simulatore preferito dalla maggior parte dei simdrivers ci sono tutti, ma questa volta gli errori non saranno accettati perchè sono sicuro che la concorrenza non rimarrà con le mani in mano.
Di seguito, un estratto del comunicato di fine anno:
Il 2017 è stato per noi un anno molto importante per definire la nuova base nella tecnologia che useremo in futuro. Ancora oggi, continuate a chiederci nuovi contenuti e funzionalità, e questo per noi significa molto, perché dimostra che desiderate che la KUNOS faccia parte del vostro tempo, della vostra passione per l'automobilismo e le corse. Più di ogni cosa desideriamo continuare a soddisfare le vostre aspettative: ma per farlo, e garantirvi ciò che la nostra attuale tecnologia non è in grado di gestire, è tempo di guardare oltre, e quest'anno abbiamo iniziato a farlo. Quando è arrivato, Assetto Corsa si è rivelato essere qualcosa di completamente nuovo, e diverso, da quanto si era visto fino a quel momento. Stiamo lavorando duramente per darvi di nuovo questa bellissima sensazione.
Assetto Corsa Update 1.16 and Bonus Pack 3 Released (20.12.2017):
Bonus Pack 3 has been released! New update, seven cars, Laguna Seca and plenty of fun await PC players of Assetto Corsa..
Released earlier today to the PC version of Assetto Corsa (console
versions to follow at a later date), the new and awesomely free 'Bonus
Pack 3' DLC is live and ready to download next time players restart
their Steam client. Running alongside the obvious show stopper that are
the seven new cars, Kunos have also released a useful new update that
brings the simulation up to build 1.16. You can check out the full
details below, and don't forget to leave a comment about your experience
with the new cars in the comments section of this article..Assetto Corsa v1.16 Changelog
- New Alfa Romeo tipo 33 Stradale
- New Alfa Romeo Giulia Quadrifoglio
- New Lamborghini Huracán Performante
- New Lamborghini Sesto Elemento
- New Maserati Alfieri
- New Maserati Quattroporte GTS
- New Pagani Huayra BC
- New Laguna Seca Circuit
- Corrected Porsche 908LH Fuel consumption
- Corrected Pagani Huayra front splitter aero position
- Added steering wheel alert on race start.
- Potential workaround for launcher losing input focus after session ends; reported after Windows 10 Fall Creators Update.
- Templates added for Bonus Pack cars
- Various minor updates to digitial instruments in older content
- Various minor graphical fixes in older content
AC 1.15 is out, the full update change log is here below (19.09.2017) :
- New Ferrari 250 GTO (Ferrari Anniversary Pack)
- New Ferrari (288) GTO (Ferrari Anniversary Pack)
- New Ferrari 312 F1-67 (Ferrari Anniversary Pack)
- New Ferrari 330 P4 (Ferrari Anniversary Pack)
- New Ferrari F2004 (Ferrari Anniversary Pack)
- New Ferrari 812 Superfast (Ferrari Anniversary Pack)
- New Ferrari SF70H (Ferrari Anniversary Pack)
- Templates for Ferrari 250 GTO, GTO, 312 F1-67, 330 P4 and 812 Superfast
- Official Kaspersky team livery added for Ferrari 488 GT3
- Updated template for Ferrari 488 GT3 (related to rear wing shape, it might affect a low % of mod skins)
- Alpinestars gloves are introduced in Porsche cars
- Fixed reflection issue on Corvette C7R skins
- Minor graphical and skin-related fixes across all content
- Updated Lotus 49 minimum weight
- Updated Mazda RX-7 Spirit R rear wing setup and aero figures
- Added automatic Force Feedback configuration for old wheels (ie MS Sidewinder)
- MODDING REQUEST: Added blanket temperature to tyres.ini under [ADDITIONAL1] BLANKETS_TEMP
- MODDING REQUEST: Added pressure vs temperature gain in tyres.ini. under [ADDITIONAL1] PRESSURE_TEMPERATURE_GAIN
- MODDING REQUEST: Added camber spread tweak value in tyres.ini under [ADDITIONAL1] CAMBER_TEMP_SPREAD_K (AC default is 1.4, higher numbers=more spread)
- MODDING REQUEST: Added new LUT based system to handle camber D variations. Example, (for every compound):
This will override DCAMBER_0/1 behaviour (values still need to be there tho)
- MODDING REQUEST: Added explicit inertia instead of box based. Use
* Suspension travel is now recorded at 166Hz in telemetry
* Fixed AI not exiting pitlane at full speed in some cases
*Added "ABS" FF enhancement effect
*Added FF enhancement effects controls in-game in the "Force Feedback Controller" app
* Added track models ini checksum on server. In order to gain full protection from cheating the server needs to include kn5 files
* Added optional COMBINED_FACTOR value per compound. Thanks to Stereo & Jackson Papageorge (mclarenf1papa)!
- MODDING REQUEST: Added variable throttle response as function of RPM. Add:
to engine.ini. throttle.lut will be used for 0 RPM and whatever LUT you specify will be used at RPM_REFERENCE
- MODDING REQUEST: Added progressive bump stop rate. In suspensions.ini under [FRONT] and [REAR] add BUMP_STOP_PROGRESSIVE . Look for "Using progressive bump rate..." in the log for confirmation
Ready To Race
Update v1.14 (18.05.2017)Assetto Corsa has today been updated to build version 1.14, releasing alongside the new 'Ready to Race' DLC offering from Kunos Simulazioni.
Bringing to the simulation an incredibly large log of changes to the game, Kunos have done an impressive job with this new build release and players should likely have plenty to keep themselves amused over the upcoming weekend.Obviously the 'Ready to Race' DLC will gather most of the attention, however the build update does contain a number of interesting new features, not least of which is the inclusion of 'Push to Pass' on the new Audi TT, various online tweaks and a considerable reworking of the in game AI, including a promising sounding aggression indicator...You can read up on the changes contained within the game and the new DLC contents below...Version 1.14 Change log:
- New autosaved replay options and UI added to launcher main theme
- New Audi TT Cup
- New Audi TT RS (VLN)
- New Audi R8 GT3 2016
- New Audi R18 LMP1 2014
- New Lotus 3-Eleven (race)
- New McLaren 570S
- New McLaren P1 GTR
- New Maserati MC12 GT1
- New Toyota Celica ST185 Group A
- New Toyota TS040 Hybrid 2014
- Mandatory pitstop window is now related to pit entry timing (replacing old system)
- Pitstop animation enabled with oculus or STAY_IN_CAR enabled (system/cfg/pitstop.ini)
- Added Position set digital script
- Added ballast and restrictor option offline for championships and multiplayer. Work in Progress for offline quick race and race weekend UI
- Added wind algorithm
- If controller is keyboard then Pitstop app is replaced by mouse pitstop
- Mouse pitstop with Mouse Steering enabled is now working correctly
- Tweaked backfire flash flames in many cars
- Realtime app: qualify/practice colors are based on leaderboard position, race color on current position
- Added DIGITAL_PANEL script to display current position and P2P on car's external panels (Audi TT Cup)
- Added FUEL_PERC script to show fuel quantity as percentage (McLaren 570S)
- Fixed broken UI interaction due to session switching when pitstop was not finished
- Fixed rare automatic pitstop activation at car spawning in the pit
- Fixed deadzone for gamepads
- Fixed Tyre App thermal value for exploded tyres
- Minimum for automatic reset tyre on track is now 2
- Fixed flag rendering in VR with PP off (again, hopefully for real this time
- Fixed Achievements from unlocking when car is blackflagged
- Pitstop app: new tyre pressure can only differ from the current one by 4psi (because of minimal height rule)
- Added Push To Pass system (Audi TT Cup), P2P amount depends on grid position, enabled in Practice and Race sessions only
- Added physics option for different fuel weight/density (optional section in car.ini [FUEL_EXT] KG_PER_LITER=value)
- Adjusted Lotus 98T tyre wear
- Fixed old pitstop UI from allowing more fuel when setup is fixed
- Added Black Flag description
- Added Online time of day multiplier (x1 to x10)
- Added track animated starting lights
- Added blink feature to RPM SERIES script (updated all relevant cars)
- Added acServerManager 1.14.0
- Added Time multiplier
- Added Wind
- Added Restrictor (BoP)
- Fixed BoP server message to client
- Fixed bug on client fixed setup 2nd reloading
- Added resolution string on splash screen
- Added "safe mode" initialization when first DX11 init fails, it will try again with desktop resolution and AA/Fullscreen off
- Added AI Aggression selection
- More AI differences within a single lap to generate more battles
- Added AI wing setup variations
- Added new Random camera mode algorithm
- Fixed driver model visibility bug in Random camera mode
- Removed AI slowdown hack for cars with spool differentials
- Improved Downshift Protection algorithm
- Fixed AI giving away green light by flooring gas 500ms in advance
- New AI algorithms for understeer detection and downshifting
- Fixed Car Engineering app sometimes reporting wrong total and sprung weights
- Added Fuel x Time on Setup Fuel tab and pitapp
- Added best splits at the end of the race on leaderboard timetable
- eTweaked leaderboard to show player name/position even if that player has disconnected
- Updated Steam statistic reader to synchronize steam achievement
- Added "virtual desktops" functionality to in-game GUI (cyclable through ctrl+u key combination)
- Fixed session synchronization issue when session switches while a new player is joining
- AI is now using kers
- Fixed Nissan Skyline R34 having downshift protection when it should not
- Added "variation" slider for AI. It will randomize the AI level in the range selected.
- Fixed Nissan GT3 texture map on lod B
- Added player's nation flag support (not valid flag will be rendered as AC logo)
- Added new Driver Label GUI (customizable in \system\cfg\name_displayer.ini)
- Added nation flags on leaderboard GUI
- Tweaked opponents list to include nationality
- Update special events to include nationality
- Added Mandatory Pit warning message at the start of the race
- Added minisectors to overlay leaderboard and performance delta app, this can be disabled through [Documents]/Assetto Corsa/cfg/gameplay.ini
- Some template updates to existing content
- Porsche 911 RSR 2017 template added
- Templates added for Lotus 3-Eleven, Audi TT Cup, Audi TT VLN, McLaren 570S, Mclaren P1 GTR, Toyota Celica ST185, Maserati MC12 GT1,
- Minor graphical updates on the Porsche 911 GT3 Cup and Lotus Exige V6 Cup
- Digital display script tweaks across the board
- Fixed a bug on Nissan GTR GT3 LOD B
- Minor livery fix on Glickenhoue SGC003
- Python new functions:
- Added deactivation on lateral G on McLaren P1 and P1 Gtr (optional [DEACTIVATION] LIMIT_G=[x] in drs.ini)
- Porsche 911 RSR 2017 official WEC liveries added
Additional to the new update today, Kunos have made available the 'Ready to Race' DLC car pack. Offering 10 unique and impressive performance racing machines, the 'Ready to Race' DLC contains a little something for everyone's particular tastes.Below you can find detailed descriptions from Kunos of the 10 cars to be included in the new DLC pack....Ready to Race DLC Contents:
- Audi R8 LMS 2016
- Audi R18 e-tron Quattro
- Audi TT Cup 2016
- Audi TT RS (VLN)
- Lotus 3-Eleven
- Maserati MC12 GT1
- McLaren 570S
- McLaren P1 GTR
- Toyota Celica ST185 Turbo
- Toyota TS040 Hybrid
Audi R8 LMS 2016
The new Audi R8 LMS, now featuring even more race car technology, is following in the footsteps of its successful predecessor.Audi fans were already able to marvel at the new GT3 sports car from Neckarsulm in full action in 2015, for instance in the 24-hour race at the Nurburgring, where the Audi Sport Team WRT celebrated overall victory with the new R8 LMS. At the 12-hour race at Sepang the Audi R8 LMS took a one-two-three win. The 2016 season also began successfully: An overall victory in the Dubai 24 Hours and a class win in the classic Daytona 24 Hours.
Audi R18 e-tron quattro
The concept behind the Audi R18 e-tron quattro is unprecedented in LMP sport, and its realization a pioneering achievement. In the first development step, the engineers from Audi Sport and their partners investigated a wide variety of solutions. These included a parallel hybrid, where both drive systems propel the rear wheels. After weighing up considerations such as traction, handling characteristics, packaging and weight distribution, they ultimately decided to separate the drive systems by axle - the combustion engine drives the rear wheels permanently, and the electric drive propels the front wheels on demand.On the R18 e-tron quattro, part of the braking energy benefits the motor generator unit (MGU) that is located at the front axle. Their two permanently excited synchronous machines convert the recovered energy into direct current through power electronics. This current drives a flywheel energy storage system positioned on the left inside the cockpit.When the speed exceeds 120 km/h, the energy is called up from the storage system again. Converted back into alternating current by the power electronics, it then supplies the MGU's two electric motors. These jointly feed more than 160 kW to the front wheels via single-stage planetary gears; the central control unit keeps the revs and torque in line with the conditions prevailing at the rear wheels. The racing car temporarily becomes a quattro with four driven wheels.
Audi TT Cup 2016
For the Audi Sport TT Cup, the German manufacturer has developed a visually as well as technologically attractive sports car for racing, the Audi TT cup.The body shell of the Audi TT racing version consists of aluminum and carbon fiber. This ensures that the Audi TT cup that tips the scales at 1,125 kilograms is a lightweight and extremely agile car.The Audi TT cup car uses the 2.0 TFSI from the Audi TTS. The four-cylinder engine delivers 228kW (310hp) in the production model and accelerates the TTS from 0 to 100km/h in 4.7 seconds. By means of a so-called Push-to-pass function, the drivers can briefly boost the engine's output by 22kW (30hp) for overtaking maneuvers by pushing a button on the steering wheel. A blue lamp in the windshield indicates the boost activation. LEDs in the rear side windows show how many times the driver can still use the additional power. The number of available boosts is defined by the regulations.Power is transmitted to the front wheels via a direct-shift dual-clutch transmission. The six-speed S tronic, which has been specifically tuned for use in racing, is operated by shift paddles on the steering wheel. Accordingly, the Audi TT cup only has two pedals, used for acceleration and braking.
Audi TT RS (VLN)
Audi TT RS (VLN) has been developed in order to respond to the high demand by customers wishing to use the TT and other vehicles of the brand in motorsport.
It's based on a five-cylinder TFSI engine and features racing-specific new developments in the areas of the body, suspension and aerodynamics.Lotus 3-Eleven
Designed as an uncompromised manifestation of the Lotus spirit, the new car is focused on providing an undiluted driving experience and underlines the company's ability to deliver legendary handling and blistering speed.Working on the concept of less is more, and keeping close to Lotus' track roots, the dramatic new vehicle features an all-new lightweight body, with an open cockpit design and a revised V6 supercharged engine developing 460hp.Two variations of the Lotus 3-Eleven are available: Road and Race; both delivering an impressive combination of high performance, agility and precision. Based on the Road version, the Race includes a much more aggressive aero kit, a sequential gearbox and an FIA approved driver's seat with a six-point harness.Assetto Corsa simulates the Race version. With a dry weight of below 900kg (Race version), the 3-Eleven offers an enviable power to weight ratio, in excess of 500hp per tonne, and is capable of sprinting from 0-60 mph in less than 3.0 seconds before reaching a maximum speed of 290km/h for the Race version and 280 km/h for the Road version.
Maserati MC12 GT1
The Maserati MC12 entered production in 2004 as base for the racing variant to compete in the GT Championship. In fact, one requirement for participation in the GT Championship was the production of at least 25 road cars; so 25 cars were produced in 2004 and another 25 in 2005.The car was based on the Enzo Ferrari chassis and gearbox, mounting a variant of the Ferrari Dino V12 engine.The racing results of the racing version were magnificent. The Maserati MC12 GT1 team managed to end second and third in the debut race, winning the next round's race. The second year Maserati won the Manufacturers' Cup with a great point gap, and continued to compete at great level during the next years. It participated in 94 races, winning 40 of them.McLaren 570S
Like every McLaren, the performance of the 570S Coupé is breathtaking. It combines, as its name suggests, a power output of 562bhp with lightweight construction to give a class leading power-to-weight ratio of 434PS per ton. The 570S accelerates from 0 to 100km/h in 3.2 seconds, while 200km/h is reached in just 9.5 seconds with the pace not letting up till the car reaches a top speed of 328km/h.The McLaren design team has created a shape of beauty highlighted by details such as the rear flying buttresses that increase downforce as well as adding grace, and complex door tendons that direct additional air to cool the mid-mounted V8 engine.The Sports Series features an evolution of the 3.8-litre V8 twin turbo engine, named M838TE, with 30 percent of components bespoke to the new model. Engineered by McLaren, it produces 562bhp at 7,400 rpm, and 600Nm of torque at 5,000-6,500 rpm. Power is delivered through a seven-speed SSG transmission, and transferred to the road through the rear wheels. This power is brought under control with standard-fit carbon ceramic brakes.The unique carbon fiber MonoCell II chassis has been newly designed with more of a focus on day-to-day usability, offering improved ingress and egress from the cabin. It is incredibly strong and stiff yet weighs less than 80kg, offering optimum levels of protection. This lightweight structure, and the use of aluminum body panels, contributes to a dry weight of as low as 1,313kg, almost 150kg lighter than its closest competitor.
McLaren P1 GTR
Based on the McLaren P1™ road car, the track-focused McLaren P1™ GTR design concept further optimizes the aerodynamically efficient \"shrink-wrapped\" body shape in order to offer maximum performance, superior handling characteristics and optimized driver engagement on track. A host of changes have been made, and the car has been thoroughly re-engineered from the ground up to ensure the McLaren P1™ GTR achieves its target of being the ultimate drivers' car on track.The front track of the McLaren P1™ GTR design concept has been widened by 80mm over the McLaren P1™, and is coupled with a more aggressive GT-style front splitter. Reprofiled low-temperature radiator ducts seamlessly flow into the leading edge of the aggressively flared front wheel arches, while the bodywork is \"shrink-wrapped\" around the carbon fiber MonoCage chassis behind the front wheels, cleaning the flow of air along the car's flanks.The profile of the McLaren P1™ GTR design concept remains as dramatic as ever, hunkered down on to the race-prepared suspension with a fixed ride height, lower than the standard car. The snorkel air intake, inspired by the design of the original McLaren F1, is still present within the roof structure of the carbon fiber MonoCage chassis.At the rear, a large, twin-element wing is mounted on dramatic carbon fiber pylons which extend around the rear of the bodywork. This fixed-height wing is fitted with a hydraulically operated Drag Reduction System (DRS) to boost acceleration performance, and has been honed to provide increased levels of downforce compared to the road car, working with the active aerodynamic flaps located ahead of the front wheels.The road legal McLaren P1™ stows the rear wing within the bodywork, but with the fixed height wing, and therefore no pistons or moving mechanical parts, the bodywork of the McLaren P1™ GTR design concept behind the engine bay is now a smooth, flowing surface, feeding clean air below the wing and over the back of the car.Below the rear wing sits the exposed, centrally mounted exhaust, which is an all new design, developed exclusively for the McLaren P1™ GTR. Made from inconel and titanium alloy, the system maximises the aural characteristic of the higher output 3.8-litre twin turbo V8 engine to maintain, and further emphasise, the McLaren sound. The design of the exhaust has also changed, with a straight cut twin-pipe setup now used in place of the single-exit exhaust.Toyota Celica ST185 Turbo
The Toyota Celica ST185 is Toyota's most successful rally car, as it won the WRC Driver's Championship in 1992, and the WRC Manufacturer's and Driver's Championships in 1993 and 1994.In order to meet the Group A competition's homologation requirements, 5,000 GT-Four RC production versions of the Celica were manufactured, starting from September 1989.This car made its debut on the Monte Carlo Rally, the opening round of the 1992 World Rally Championship series, but it was not successful until half of the season.
Toyota TS040 Hybrid
Thanks to the 480hp exerted by electric motors on the four-wheel drive, in addition to the 520hp produced by its 3.7-liter petrol engine, the TS040 HYBRID expresses a maximum power of 1.000hp and represents the ultimate expression of Hybrid technology applied to the world racing.The transition to a hybrid four-wheel drive Toyota sees the return to a philosophy that since 2007 has been part of the development of hybrid technology applied to racing, when the Supra HV-R-wheel drive was the first hybrid to win a competition endurance, the 24 Hours of Tokachi.The new unit TOYOTA HYBRID Racing has been specifically developed according to the new technical regulations specified by the WEC, particularly frugal. It requires a 25% reduction in fuel consumption compared to 2013, with savings achieved through interventions on the engine, aerodynamic efficiency and driving dynamics.The new pack is only currently available to PC users of the title, however a release to Xbox One and PlayStation 4 owners is expected during 2017.
AC - 1.13 Porsche RSR 2017, Mazda 787 and Miata
Update v1.13 (22.03.2017)
- New Porsche 911 RSR 2017 for Porsche Pack 3
- New Mazda MX-5 Miata NA
- New Mazda 787B: mod skins made for the original 787B mod will need to be updated using the new template
- Added OpenVR/Vive support (beta)
- Fixed Mazda MX-5 ND setup ride height false indication
- Fixed Alfa Romeo Giulietta QV gearbox damage
- Adjusted Lotus 72D and Ferrari 312T tyre compound wear and heat ranges
- Fixed Flag rendering for VR
- Fixed colour balance for emissive items (lights+digital) when Post Processing is turned off
- Added downshift protection alert (can be disabled through the launcher options
- All GT2/GTE cars default to Medium tyres now (also for AI)
- Fixed broken rendering when OCULUS mode is selected but no Oculus is actually connected
- Added Pitstop arrows to DirectInput Dpad: bind to the wheel dPad: can be overidden by controls.ini [ADVANCED]DPAD_INDEX_OVERRIDE=0
- Added Pitstop quickmenu + Setup pitstop strategy: this can be custumized and disabled by system/cfg/pitstop.ini [SETTINGS]USE_MOUSE_PITSTOP=0
- Updated Fanatec library to support new wheel bases.
- Fixed possible CPU warning when player gets retired.
- Added reversed grid races: The race session will be restarted in reversed grid order based on the standings of the previous race. Players disqualified in the first race will start from the back of the grid in the second race, regardless of their position being within the reversed grid range.
- Added locked entry list in pickup mode: same as in booking mode, only players already included in the entry list can join the server (password not needed).
- Added car Steam ID sharing in entry list: each car in the entry list can feature multiple GUIDs. Players can share that car (one at once). The name inserted in the entry list is used as driver name.
- Fixed server result log not displaying invalid laps.
- Fixed end-of-race session status for lapped players in lap races.
- Added Mandatory Pit: A pit window can be added to the race session. As a design choice, players need to stop at their pit box within the pit window to have a valid pit stop. Players with pit boxes further down the pitlane need to take this into account before deciding on their strategy. Players may make additional pit stops before and after the pit window, but only making a mandatory stop in the indicated pit window will validate their race. Server admins must decide on a pit window that allows all players, regardless of their pit box position, to comfortably make a pit stop under normal racing conditions.
- Updated Shared Memory
Porsche Packs 1, 2,3 for AC:
Porsche Pack One DLC (25.10.2016) contains the following cars:
- 911 Carrera S,
- 935 Moby Dick
- 918 Spyder
- Cayman GT4 Clubsport
- 718 Cayman S
- 911 Carrera RSR 3.0 1974
Porsche Pack 2 DLC (22.11.2016) contents:
- Porsche 911 GT3 RS
- Porsche 718 Spyder RS
- Porsche Cayman GT4
- Porsche 718 Boxster S Manual Transmission
- Porsche 718 Boxster S PDK
- Porsche 919 Hybrid 2015
- Porsche 911 GT1
- Porsche 962c long tail
- Porsche 962c short tail
Porsche Pack 3 DLC (20.12.2016) contains:
- Porsche 911 GT3 Cup 2017
- Porsche 911 GT3 RSR 2017
- Porsche 911 GT3 R 2015
- Porsche 919 Hybrid 2016
- Porsche 908 LH
- Porsche 917 K
- Porsche 911 R
Assetto Corsa: Ferrari SF15-T Technical Guide
As you probably know by now, the release of
the 'Red Pack' came with the incredible addition of the 2015 Scuderia
Ferrari Formula One car as driven by Sebastian Vettel and Kimi
Raikkonen. So, how exactly do you drive this thing? Read on to find
This inclusion meant that Kunos Simulazioni would have to properly simulate all of the new hybrid power unit'gubbins' that this new V6 Turbo-Hybrid era consists of, in order to do it justice. Given all the new toys to play with in the Ferrari SF15-T, Kunos' head physics guru, Aristotelis Vasilakos, in conjunction with a user by the name of Jon Denton, have created a lengthy and highly in-depth guide detailing the complexities and functions of all the aspects that you, Johnny SimRacer, will have at your disposal when taking this Earth-bound spaceship out for a spin.
The Ferrari SF15-T car is fitted with Ferrari's Tipo 059/4 Power Unit, this is a hybrid system that involves multiple components. This document will explain those components and their functions, as well as providing the information required for drivers to be able to optimise the use of the power unit via in car controls whilst on track.
The following abbreviations will be used in this document:
- PU: Power Unit
- SOC: State of Charge
- ICU: Internal Combustion Unit
- ECU: Electronic Control Unit
- ERS: EnergyRecovery System
- DRS: Drag Reduction System
- MGU-H: Motor Generator Unit-Heat
- MGU-K: Motor Generator Unit-Kinetic
This is a relatively standard V6 internal combustion engine, which on its own is not abnormal, though as with all things in the world's premier racing series, the unit's internal technology is intricate and fascinating. In this case the Ferrari Tipo 059/4 is a 1.6 litre V6 unit with the V set at 90 degrees, as dictated in the ruleset defined by the series in 2014. The ICU is connected to a turbocharger allowing the engine to be more compact but produce similar power to the 2.4 litre V8 engines used prior to 2014. The turbocharger is a device used to efficiently utilise the energy stored within the engine's exhaust gases, comprising of a turbine and compressor supported by bearings on the same axis.
Exhaust gas energy rotates the turbine powering the compressor, which in turn compresses and increases air fed into the engine's combustion chamber, thus allowing for more fuel combustion and a higher power output. The ICU output is approximately 600 horsepower (hp).
Due to regulations introduced from 2014 onwards, the rev limit of ICUs was reduced to 15,000 rpm, along with a maximum regulated fuel flow of 100Kg/hour capped at 10,500 rpm. Thus, as power output increases proportionately with the amount of fuel burned, higher revs burn more fuel, and increase output, in a shorter time. By capping the maximum fuel flow at 10,500 rpm, the same amount of fuel flow is available with revs above this point, increasing mechanical resistance, and decreasing the merits of revving higher than 10,500 rpm. In this series the engines of the past were designed to maintain higher revs to create higher output, but the new hybrid rules shift the focus to designing engines that use energy more efficiently. This efficiency drive is focussed by the series regulations stating that vehicles may only use 100Kg of fuel during a Grand Prix.
The MGU-K is an electrical component, not dissimilar to the KERS systems that the series has used since 2009. The MGU-K takes electrical energy harvested from the rear axle under braking, stores it in the ERS battery, and deploys it to the rear wheels when under power. When powering the car using electrical energy stored in the battery, the MGU-K adds 160hp (at maximum deployment) to the ICU's 600hp.
This is not unlike the systems used in some modern road cars. Within the series rule book, however, the electrical energy charging the battery from the MGU-K is limited to 2 MegaJoules (MJ) per lap, and the maximum energy allowed from the battery to power the MGU-K is limited to 4 MJ per lap, presenting a compromise in management of this energy over a lap. These design restrictions ensure that energy is harvested at a lower rate than it can be deployed, thus compromise is essentially built in to the performance equation.
The MGU-H is another electrical component within the PU, which adds to the overall efficiency of the unit. The MGU-H converts heat energy from exhaust gases expelled by the ICU into electrical energy to recharge the ERS battery. ERS-H is yet to be used in road going hybrid cars and consequently is a major area of research that may eventually benefit the greater motoring world.
Unlike the MGU-K, the series rule book does not place any energy usage restrictions on the MGU-H. Electrical power generated by the MGU-H may be fed directly into the MGU-K, effectively bypassing the MGU-K regeneration restrictions and tapping the full 160hp. This highlights the importance of developing a system to fully utilize the MGU-H, and any new power unit heavily depends on how effectively the MGU-H performs. The overall level of charge harvested from the MGU-H is usually negligible when balanced against the overall output of the PU, this remains a major area of research in power unit development.
Assetto Corsa's detailed model of the Ferrari SF15-T allows the virtual driver to manipulate the various configuration settings of the 059/4 PU in much the same way Ferrari's race drivers do in real life. The default control assignments, and their functions are noted below:
- CTRL+1: MGU-K
Re-gen rate. This is covered by 10 settings (0%-100%). This manages how
aggressively the MGU-K harvests energy from braking events on the rear
axle. With 100% being the most aggressive setting and thus harvesting
the most energy into the battery at a given time. Thus, management of
this setting can affect the handling of the car in a number of ways:
- A higher percentage of energy regeneration in the MGU-K will mean for a greater level of retardation upon the rear axle when off throttle (coast) and braking, possibly resulting in entry oversteer. Higher regen will also result in longer braking distances. With the offset being that the internal ERS battery SOC will increase faster based on the higher percentage.
- A lower percentage of energy regeneration will mean less energy is being charged into the ERS battery for deployment on power. The offset to this is a more precise level of braking control via normal brake balance, and shorter braking distances.
- CTRL+2: MGU-K Deployment profiles: These are named profiles that define variable rates of MGU-K power output to the rear wheels under power.
- CTRL+3: MGU-H Mode:This setting controls how the MGU-H operates in conjunction with other PU components:
- Motor: In this mode the MGU-H will recover energy from exhaust gases and direct this power directly into the MGU-K, thus supplementing overall power output.
- Battery: In this mode the MGU-H recovers exhaust gases and diverts this energy into the ERS battery to increase the SOC.
- CTRL+4: Engine
Brake (Range 1-13): This setting sets the ECU within the ICU to retain a
small percentage of fuel flow to blow onto the diffuser, reducing
engine braking from the ICU on coast. This offsets the high level of
coast locking on the rear axle that is generated with higher MGU-K regen
- Lower settings reduce the level of engine braking and thus reduces retardation from the drivetrain onto the rear axle under coast. This provides easier management of rear axle locking with MGU-K regen and brake balance. Due to the increase in diffuser exhaust flow, a lower setting will also provide additional rear downforce and stability. However, a lower engine brake settings will consume more fuel and thus affect fuel consumption over a stint.
- Higher settings allow a more conventional drivetrain linkage and thus more retardation to the rear axle from the ICU, this needs to be balanced against MGU-K re-gen settings to provide a comfortable balance for the driver along with suitable fuel consumption numbers.
adjusting MGU-K deployment settings it is key to recognise that the
benefits of adding MGU-K power output to the ICU's power output are most
applicable under mid-range acceleration; which in a car of this
performance level covers the area from 140-280kmh. Provided there is
sufficient traction available to the tyres, this is where the most gains
will be seen by utilising the hybrid powertrain. The Ferrari SF15-T
utilises "profiles" for deployment of MGU-K energy, these profiles try
to optimise MGU-K power output during these acceleration phases of a
lap, sometimes sacrificing top speed in the process. Some profiles also
reduce MGU-K output at very low speeds where there may not be enough
traction available to the rear wheels to manage the available torque. We
will go through the six available profiles below:
The lowest deployment setting. It deploys no ERS battery power and leaves the ICU to do all the work. This allows the fastest battery re-charge rate in conjunction with MGU-K re-gen rate settings.
Balanced Low (1)
This profile commences MGU-K power delivery at 120kmh at a rate of 10% total MGU-K deployment, on an increasing scale based upon speed, throttle opening, and gear selection, peaking at 80% of total MGU-K power between 170-250kmh. Then, from 250-300kmh total output reduces to 40% of total MGU-K power, reducing still to 0% above 300kmh.
- In the balanced low profile the driver is proceeding at 220kmh (80% or 0.8), on full throttle (1.0), in third gear (20% or 0.2), giving a multiplied MGU-K output of: 1.0 x 0.8 x 0.2 = 0.16 or 16% total MGU-K deployment.
- In the balanced low profile the driver is proceeding at 255kmh (40% or 0.4), on full throttle (1.0), in fifth gear (100% or 1.0), giving a multiplied MGU-K output of: 1.0 x 1.0 x 0.4 = 40% total MGU-K deployment.
Balanced High (2)
This profile is a more aggressive form of the previous profile, using a similar multiplier. MGU-K power delivery commences at 120kmh at 70% total MGU-K deployment, on an increasing scale based upon speed, throttle opening, and gear selection, peaking at 100% of total MGU-K power between 160-260kmh. Then, from 260kmh MGU-K power delivery ramps downwards, with 270kmh giving 70% power, 280kmh giving 40%, scaling gradually to reduce to 0% deployment at 300kmh or above.
- In the balanced high profile the driver is proceeding at 220kmh (100% or 1.0), on full throttle (1.0), in third gear (70% or 0.7), giving a multiplied MGU-K output of: 1.0 x 1.0 x 0.7 = 0.70 or 70% total MGU-K deployment.
- In the balanced high profile the driver is proceeding at 255kmh (100% or 1.0), on full throttle (1.0), in fifth gear (100% or 1.0), giving a multiplied MGU-K output of: 1.0 x 1.0 x 1.0 = 100% total MGU-K deployment.
Probably the highest MGU-K deployment rate generally used in races, this setting provides good power output at higher speeds for a situation whereby the driver is in a battle with another car and needs as much power as they can get for short bursts. Naturally the battery SOC will deplete faster on this setting so it cannot be used for extended periods.
MGU-K power delivery commences on the overtake profile at 160kmh with 50% total MGU-K deployment, this then adopts an increasing scale of MGU-K deployment based on road speed peaking at 100% deployment at 260kmh. Then, from 260kmh MGU-K power delivery ramps downwards somewhat, with 270kmh giving 70% power, but unlike previous profiles the deployment rate stays at 70% from 270kmh to maximum speed.
When on the throttle in this profile, the driver will receive MGU-K power only when the pedal is above 80% deflection. Below 80% throttle there will be no MGU-K power supplementing the ICU, suggesting that this profile is primarily used for situations when the driver is really pushing. At 80% deflection the driver will receive 40% deployment, at 90% deflection 80%, and 100% deployment at 100% throttle opening. These areas (Road speed, throttle deflection) are multiplied together and then multiplied once again with gear selection according to the below chart:
- In the overtake profile the driver is proceeding at 220kmh (82.5% or 0.825), on full throttle (1.0), in third gear (50% or 0.5), giving a multiplied MGU-K output of: 1.0 x 0.825 x 0.5 = 0.4125 or 41.3% total MGU-K deployment.
- In the overtake profile the driver is proceeding at 255kmh (97.5% or 0.975), on full throttle (1.0), in fifth gear (100% or 1.0), giving a multiplied MGU-K output of: 1.0 x 1.0 x 0.975 = 97.5% total MGU-K deployment.
Top Speed (4)
As the name suggests, the Top Speed profile is setup to deliver the highest performance at higher speeds and gears. This profile is mostly specific to circuits such as Monza, as it works to save as much ERS battery power as possible at lower speeds to be able to deploy more MGU-K power at higher speeds.
MGU-K power delivery commences in the top speed profile at 120kmh scaling from 0% to 60% MGU-K deployment at 200kmh. Then through 200-250kmh deployment is fixed at 60%, with a gradual decrease in deployment to 50% from 250-330kmh where it stays at 50% to maximum speed.
When on the throttle in this profile, the driver will receive MGU-K power only when the pedal is above 80% deflection. Below 80% throttle there will be no MGU-K power supplementing the ICU. At 80% deflection the driver will receive 40% deployment, at 90% deflection 80%, and 100% deployment at 100% throttle opening. This is the same throttle map as the overtake profile. These areas (Road speed, throttle deflection) are multiplied together and then multiplied once again with gear selection according to the below chart:
- In the top speed profile the driver is proceeding at 220kmh (60% or 0.6), on full throttle (1.0), in third gear (0%), giving a multiplied MGU-K output of: 1.0 x 0.6 x 0 = 0 or 0% total MGU-K deployment.
- In the top speed profile the driver is proceeding at 255kmh (59.38% or 0.5938), on full throttle (1.0), in fifth gear (100% or 1.0), giving a multiplied MGU-K output of: 1.0 x 1.0 x 0.5938 = 0.5938 or 59.4% total MGU-K deployment.
This profile is the highest setting for MGU-K deployment but it is not a simple matter of 100% deployment throughout all areas, as deployment must still be balanced to provide a drivable car and enough energy deployment to cover a single lap.
This setting is usually used in qualifying in conjunction with minimal regen rates to deliver maximum performance from the PU. At this setting, on most circuits, the battery SOC will be depleted to zero in one or two laps.
MGU-K power delivery commences in the hotlap profile at 100kmh scaling from 0% to 20% MGU-K deployment at 120kmh. Then through 120-160kmh deployment scales up from 20% to 100% where it stays until maximum speed.
When on the throttle in the hotlap profile, the driver will receive MGU-K power when the pedal hits 10% deflection at a rate of 10% MGU-K deployment. With a linear scale moving up to 100% MGU-K deployment on 100% throttle. Providing a linear throttle response to MGU-K power delivery in this profile is designed to allow the driver to extract the maximum possible performance from the car over a single lap.These areas (Road speed, throttle deflection) are multiplied together and then multiplied once again with gear selection according to the below chart:
- In the hotlap profile the driver is proceeding at 220kmh (100% or 1.0), on full throttle (1.0), in third gear (70% or 0.7), giving a multiplied MGU-K output of: 1.0 x 1.0 x 0.7 = 0.7 or 70% total MGU-K deployment.
- In the hotlap profile the driver is proceeding at 255kmh (100% or 1.0), on full throttle (1.0), in fifth gear (70% or 0.7), giving a multiplied MGU-K output of: 1.0 x 1.0 x 0.7 = 0.7 or 70% total MGU-K deployment.
may seem surprising that the hotlap profile balances MGU-K deployment
to 70% in gears above 2nd and does not scale to 100%. This is to
preserve enough SOC to complete the lap. It would be assumed that over a
qualifying lap, the driver would configure the MGU-H to MOTOR mode (See CTRL+3 section) to supplement the MGU-K power and provide the maximum manageable power output over one lap.
As with other cars in Assetto Corsa, the KERS button can be mapped in the SF15-T. This provides an instant "max power" button for use in battles with other cars. Applying the KERS button essentially reflects the following ERS settings:
- MGU-K regen to 0%
- MGU-K deploy profile to Hotlap
- MGU-H mode to Motor
This persists while the KERS button is held down, and thus must be used carefully as it will dramatically reduce battery SOC.
DRS opens a slot gap in the rear wing on certain denoted parts of the circuit that significantly reduces drag and increases top speed. This is freely usable in practice and qualifying sessions, but restricted in the race to being used only when within one second of the car in front. Upon entering the DRS zone the white LED light on the top far-left of the steering wheel will illuminate, and upon pressing the DRS button the second light in will also illuminate to indicate that the DRS is open. Opening of the DRS has to be engaged by the driver when the car enters the DRS zone. In the DRS zone the driver should press the DRS button as soon as possible to maximise performance through the zone the DRS will close when the driver applies the brakes at the end of the zone. Opening the DRS in the rear wing has a knock-on effect of reducing rear downforce and thus upsetting the front to rear downforce balance. This is something the driver must be aware of when the DRS is open.
Managing the SF15-T on Track
At all times that the Ferrari SF15-T is on track, as long as the driver sets the above switches accordingly, energy is either being harvested into the ERS battery, or is being deployed from the ERS battery in different ways depending on what the car is doing.
Under braking the MGU-K generates electricity from part of the kinetic energy lost when the car is braking, and stores that electricity in the ERS battery. As the MGU-K's maximum output is 160hp (or 120 kiloWatts) and the amount of energy allowed to be stored in the battery is 2MJ per lap, the SF15-T needs to brake for around 16.7 seconds per lap to reach this maximum charge.
Upon acceleration out of corners the car can accelerate faster by adding the power output of the MGU-K to the ICU's power output, in the process depleting the SOC of the ERS battery. However, concurrently the MGU-H can be utilising the exhaust gases to recharge the ERS battery (when in BATTERY mode), while the ICU's turbocharger uses its compressor to send compressed air into the engine. Under full-acceleration, the exhaust energy fed to the turbine can increase to a point where it exceeds the amount of air the compressor can handle to feed into the engine, in this situation the MGU-H converts this excess exhaust energy into electricity, which it can then send directly to the MGU-K for deployment to the rear wheels, or used to increase the battery SOC.
There are no rules for how much electricity the MGU-H is allowed to generate, so the MGU-K's output can be added to the ICU's output without worrying about the rules on the amount of electricity that the battery can charge or discharge. Thus, unused exhaust energy can be efficiently used to accelerate faster.
The MGU-H also solves the problem of turbo "lag" on power application by using an electrical motor to power the turbo's compressor, saving the turbine from having to wait for the exhaust gas to do so.
At different stages of a race two cars can have very different braking performance due to MGU-K harvesting (re-gen), and thus a driver must be mindful of their competitor's actions on track with regard to their re-gen rate. This is visible to a following driver by the red rain light flashing under braking or coast conditions.
Managing the SF15-T's various in car systems is crucial for a driver to achieve the best performance from the car and thus potential success. Each circuit will present different car configurations as battery recharge is dependent on braking events and total deployment will vary based on the amount of time spent on throttle over a lap. The key to this configuration is to find an optimum balance between deploy and re-gen on the MGU-K that you can work within to maintain a reasonable SOC, whilst using the push-to-pass button to increase power at required intervals. A driver must constantly be aware of, and manage the battery SOC.
Ideally, a driver will want to maximise performance with the highest possible MGU-K deployment setting over a stint. If you perform a lap with a deploy profile of "Hotlap", and a re-gen rate of zero then you may find on some circuits that the ERS battery is flat within one lap, with the maximum deployment of 2MJ completed well before the end of the lap. Thus you will need to start to dialing in some re-gen. The assumption would be that maximum re-gen would be desirable, to always recover as much battery in braking events, but the compromise here comes in braking performance. As the MGU-K works to harvest energy from the rear axle, there is a an additional diff locking effect that not only increases braking zones, but also introduces handling instability into the corner entry phase. Depending on the steering angle in the car this can be understeer or oversteer.
Understeer can be seen when the MGU-K re-gen is taken into account by the dynamic brake balance system that attempts to re-balance braking performance by reducing rear brake pressure, to prevent rear wheel locking; this gives the feeling that brake bias is moved forward (though it should be understood that no additional brake pressure is moved forward, there is only a reduction in rear brake pressure). Oversteer can potentially be seen on the entry phase of a corner as the driver turns in and releases the brake, at this point the MGU-K re-gen setting will retain a braking effect upon the rear axle that can initiate oversteer as the steering angle increases.
This behavior, and potentially variable braking performance is to be expected with higher MGU-K re-gen rates.
It is the case that with the lowest possible re-gen settings on the MGU-K, the shortest braking distances can be achieved, and thus faster laptimes. As well as that, the feeling of the car on entry is "cleaner", whereby the driver feels more in control of the car's balance upon entry to the corner via their own foot pedals and relative brake balance setting. As the driver adjusts the MGU-K re-gen and deploy settings the balance of the car on entry and exit can change notably, meaning a driver has to become adaptable to these changes as they drive. A qualifying run with heavily aggressive MGU settings will suit for one lap, but when given the balancing act that may be required to maintain efficiency over a full race it is not unlikely to see a very large lap time difference between the two sessions.
To find the optimum average laptime over a race stint in the Ferrari SF15-T a driver must work to find a balance between MGU-K deployment and regeneration that suits the particular track layout and their driving style, all the while maintaining sufficient ERS battery SOC for when it is needed to overtake. Additionally, depending on the race configuration, a driver must keep fuel consumption under control, hit the DRS button in the right places, manage brake bias and engine braking settings as fuel load changes, and use the conventional steering wheel and pedals to keep the car on the road.
Thanks RDP to this great guide!
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