Tyres Always a hot topic in sim racing, let's start here. It's true the basis of our tyre model can trace it's routes back a year or two, but that absolutely does not mean that it's been standing still. Like every aspect of RaceRoom it's undergone constant development, tweaks and improvements. Firstly we've made absolutely sure that every element of the tyre model is working as it should be and did find some errors to fix. Over the last two and a half years everything has been fully documented for reference, with several aspects earmarked for future improvements, and here we are with some of those now. Before anything else it's important to mention that the car's dash display tyre temps show the hottest part of the tyre. Flat spots You asked for it, we delivered; now locking up can cause a tyre to flat spot. You'll feel a slight vibration at first. If you keep locking up, you can have several lock up "flats" on one tyre - like a British 50p coin. Vibrations will get pretty bad at that point. Once you've locked up once, it becomes more likely that the flat spot will happen at that same point of the tread, and if you lock up enough the tyre will wear through and puncture. Remember a lot of our cars do have ABS though, so chances are you won't be locking up too often Camber Thanks to a big effort by new recruit @Thomas Jansen and @Robert Holm we have an entirely new section of code for camber behaviour. Previously, more was always better, but from this update there's a lot more going off here. Due to an effect called side-thrust, tyres will make better lateral grip with higher camber angles. How much camber you need to run to make use of this is directly dependant on weight transfer. The more weight transferred to the outside of the tyre, the more camber the tyre will need. This is why you see heavier GT, Touring and Cup cars running higher camber angles than lightweight prototypes. The trade off is that excessive camber angles will increase tyre heating at the inside part of the tyre as the sidewall is being worked hard. Also increased wear as the inside edge of the tyre is doing a lot of the workload. Pneumatic trail This is all about simulating the flex of the tyre contact patch. When viewed from above, the tyre contact patch moves around relative to the centre of the tyre as a car is subject to various forces. As a tyre is squashed in to the ground by weight transfer while cornering, the centre of the contact patch is pushed rearwards and inwards or outwards. This creates something called self aligning torque and is a phenomena which was totally omitted from RaceRoom until this update. Self aligning torque will work to pull the wheels straight during heavy braking, and will reduce as grip reduces too. What this all means is that the steering wheel will communicate more information to the driver than ever before. Force Feedback We made the force feedback profiles we use the new defaults. We heard a feedback from Direct Drive users that default settings weren't satisfactory, so rectifying that became high priority. Lechner Racing and Andre Rajkovic were kind enough to invite us to Switzerland on a development field trip, from which we returned with a lot of homework to do. There are a lot of changes behind the scenes, including the pneumatic trail above so we recommend that you start afresh with one of our shiny new profiles. If you wish to tailor a car's steering strength to your liking use the FFB multiplier in the car setup screen. On the controller, we recommend that Thrustmaster and Logitech make no changes in windows from the default settings. Fanatec CSW users, the drift setting should be set to -1. With DD1 and DD2 bases, reducing the natural damper value can bring out some details and remove a slight overdamped feeling. More details on setting up FFB setting here Damage You'll notice now that visual damage is now a thing. Small brushes with a wall will scrape your paintwork or maybe knock off a mirror. Now huge collisions will dent roofs, knock off wings, bonnets, and render the car undriveable. There's more than that though, before bits start falling off. Curb abuse or off-track excursions can bend suspension components and leave you with off-centre steering or a few minutes of extra camber. Maybe even some more toe in or a wobbling wheel. It's not necessarily the end of your race though as suspension damage can usually be repaired. It may take several minutes however. Suspension Our suspension model has been at the centre of all developments for the last couple of years now. Gaining a thorough understanding of how real suspension systems work and how to implement them properly within our framework has been of upmost importance. What we have now is a system in which we can input measurements from real cars and it'll tell us all the essentials. Roll centre heights, camber behaviour, anti-dive, anti-squat, and so on. It can then turn all of those numbers into something we can put straight into R3E. No guesswork there. If we don't have any real measurements the system can allow us to design an entire suspension system from scratch. If you wanted to build your own race car, this is exactly what you'd want. As a KW-owned company it was only a matter of time before we became damper obsessed. It started to become apparent that out methods for damper tuning weren't providing optimal results. One damper tuning book later, and some discussions with KW engineers set us on the right path. Now we have an efficient system for tuning dampers. You'll find that the cars tuned by this method are more compliant in transient situations. For example, a badly setup damper can lead to excessive locking up, or sudden snap-back oversteer. I can recommend third party apps Second Monitor and Racing Sim Tools if you'd like to study how we've gone about setting up dampers, and get stuck into doing damper tuning of your own. Bilster-Berg is particularly useful for that as it has so many elevation changes, but remember that the results you see will be asymmetrical as there are far more left hand turns than right. We also added third spring options to the garage setup screen. Hold tight, more cars in the future will make use of this. Artificial intellegence Thanks to @Robert Holm I got an entirely new system for tuning AI behaviour with a lot more control. I've read some presumptions about what AI physics are like, so I'll set that clear here. In the very latest cars, AI physics files are extremely close to the players, with only minimal changes to anti-roll bar and wing angles in order to suit the AI better. The differences between player & AI come with a simplified AI tyre model, and the way that the AI interpret physics parameters. Both of these these things are necessary to optimise CPU usage. What we can do now is control how quickly the AI attempt to take various corner types, how hard to brake and how much harder they need to brake when following another car to avoid rear-ending. All this means that AI brake performance matches yours, they are better in the tighter turns, won't drive away from you through fast sweepers and are generally better to race against. ABS & Traction Control @Thomas Jansen spent a good deal of time on getting to the bottom of why our traction control, and to a lesser extent, ABS, only served to slow lap times down. What he's come up with is far and above anything we could offer with any previous car sets. You'll find that traction control is now much less intrusive, the cut comes in more progressively and the TC positions can be used to tune how much slip angle the car holds when you're on the throttle. Personally I find somewhere around default setting 4 to my liking with most cars. Contrary to popular belief, the main purpose of ABS is to enable a car to turn while braking; it's not about reducing braking distances. The improvements here, also down to Thomas, are similar to those of traction control, and enable more effective use of brakes to aid corner entry. These ABS & TC changes have so far only been rolled out to the cars we updated today, it's not a global change.