Assetto Corsa EVO

[galakty 4 144]

2 minuty temu, hajapackage napisał(a):

Używam kilku bajerów z Content Managera. Ogólnie da się to dobrze wyprowadzić, ale jak ostatnio jeździłem 2-3h po Red Bull Ringu, to jednak czuć, że fizyka jest nieporównywalnie bardziej skomplikowana w EVO i jest z tego efekt na kierownicy.

Ja głównie jeżdżę street carami. i30N i jest bardzo dobrze przeniesiony, choć jak chcemy robić wyścig z botami, to trzeba ograniczyć do tych samych aut, bo inaczej na prostej i30n dostaje wciry od wszystkiego co jest w grze :D.

I bardzo dobrze, EVO to jednak współczesny produkt, jak AC powstało to nie wiem czy były kierownice DD w ogóle  Wszyscy na paskach jeździli. 

[Dominix 499]

 

[galakty 4 144]

Free roam to może być to co mnie skusi do odpalenia.

 

W ogóle marzy mi się... Coś pokroju Microsoft Flight Simulator ale w samochodach. Masz realne miasta, drogi, chcesz pojeździć po ciekawych drogach to cyk i już jesteś. Obym dożył takiej symulacji, do tego VR  

[KiloKush 796]

1 godzinę temu, galakty napisał(a):

Free roam to może być to co mnie skusi do odpalenia.

 

W ogóle marzy mi się... Coś pokroju Microsoft Flight Simulator ale w samochodach. Masz realne miasta, drogi, chcesz pojeździć po ciekawych drogach to cyk i już jesteś. Obym dożył takiej symulacji, do tego VR  

No przecież są. Tylko jeździ się autobusem albo tirem

[galakty 4 144]

To i tak nie jest ten poziom, nawet z modami  

 

Chcę się przenieść w dane miejsce i jechać, jak w MFS. 

[Dominix 499]

To by zajmowalo kilkanasie albo set TB danych, albo niesamowicie szybkiego polaczenia zeby zdazylo wszystko sciagac na bierzaco. Za duzo detali przy czyms takim bylo by wymagane zeby to bylo grywalne. 

Do AC masz portugalie, ostatnio jezdzilem na mapie z NFS World, calkiem spoko. 

[galakty 4 144]

AI na pewno pomoże, łącza już przekraczają 1Gbps, kilka TB to nie problem na dysku. Mam nadzieję że 10 lat i takie coś będzie, nierealne to nie jest  

[Zas 379]

To chyba tylko z generowaniem przez AI na bazie skompresowanych danych z "dyrektywami", kilka poziomów wyżej niż MFS czy to, co zapowiadają w EVO... W sumie, może za x lat... bo bez AI chyba się takiego tematu ogarnąć nie da w przewidywalnej przyszłości. 

Też bym pograł w coś takiego. ETS2 to gniot, owszem, mam nabite ze 200 godzin przez zabawę w początkach plus trochę zabawy z ProMods czy Poland Rebuilding, ale teraz to jest tak niespójne... Może za 10 lat, jak już odnowią całą starą mapę - robią Benelux i Skandynawię, wzięli się za UK, no ale Europa Środkowa dalej w lesie... 

[Tomek1623 268]

 

Z racji opóźnienia, dorzucają jedno auto więcej, bolid Ferrari SF-25 i Monze w tej aktualizacji.

[maras2574 1 051]

17 minut temu, Tomek1623 napisał(a):

bolid Ferrari SF-25 i Monze

Nooooo, i to to ja rozumiem 

[Dominix 499]

Bardzo jestem ciekaw tego SF25 czy bedzie taka sama padaka jak w prawdziwej f1  w piatek sie potestuje bo dopiero bedzie czas.

tutaj link z obrazkami

 

Edytowane 2 Grudnia 2025 przez Dominix

[Tomek1623 268]

Ta gra ożyje, jak dostanie wparcie modów, tak jak było z pierwszą AC. Czekam na to mocno!

[galakty 4 144]

 

13 godzin temu, Tomek1623 napisał(a):

Ta gra ożyje, jak dostanie wparcie modów, tak jak było z pierwszą AC. Czekam na to mocno!

Content Manager + mody i będzie złoto, zapewne LFM też ogarnie multiplayer i można się ścigać  

[Dominix 499]

Version 0.4 - State of Physics and Cars

Cytat

Tire Damping
In 0.3 we introduced a higher frequency for the Suspension of 1000hz. On top of that, we have developed a new method for inherent tire damping, the lack of which seems to have been a root cause for ACC's bouncing issues and hopefully you should not see this again. The tire will now rarely really lose contact with the ground. This took quite some R&D and is part of the physical foundation of this update, making bumpy tracks like the Nordschleife, Oulton Park or Road Atlanta a pleasant experience even in very stiff cars.


Tire Inertia
We adjusted the tire inertia to better match each car's individual tire dimensions. For example, you will notice this when braking with the non-ABS Porsche Cup. The tire now has more inertia and thus is harder to lockup. At the same time a tire with more inertia is harder to spin up on power, so when you are going into a slide, the engine won't as easily rev up to the limiter - ultimately allowing better control in post peak grip situations.

Cars "stuck" in Understeer
We went down the rabbit hole of finding the root cause of RWD cars refusing to rotate on power without deliberately and forcefully breaking traction. For that we worked on two things: Combined grip and the slip ratios.
Essentially slick tires now have more baseline grip both laterally and longitudinally, but less additional grip in combined scenarios (e.g. braking + turning, or turning + accelerating). You will still have high corner speeds, better traction and deceleration, but the car will be more sensitive especially at initial throttle pickup until you are able to open the steering and then plenty of grip is available. It's quite nice to work with that. The rear will be playful, but not deadly, while also not allowing you to abuse sliding as you'll lose time and overheat the tires. Aggressive driving might pay off on a Q run, but not in a race (until someone proves the opposite...).

However, without also looking into slip ratios, the above change would not have been enough to address the inherent understeery nature. Upon open heart examination we came to the conclusion that the rear tires produced a bit too different slip ratios due to too optimistic assumptions of load related tire diameter changes. Something simple on the surface, but with large consequences throughout the entire grip calculation. This led to the inside driven tire producing more longitudinal force than it should in critical scenarios like corner exits. This force worked directly against the request of the driver to rotate the car.

Actually, there is a third component here that we want to address in the future around the overall morphing of the curve defining slip ratio related grip. Though, this has to wait for now and the expected impact is not as major as the above changes we made.


Tire Pressures, Wear and Temperatures
While further revisions and adjustments are likely, here's where we currently are on that front.
Tire wear has generally been increased. For all street legal compounds this is hardly a factor unless you drive really long. They generally produce the same grip over a long period of time. In future updates we'll make them wear faster when overdriving severely.
Road and slick tires are so far also not very sensitive to the theoretical optimal pressure, or rather not having optimal pressure. This will also be addressed in a future update.

The same is true for tire temperatures, with all road compounds being rather insensitive and having a wide operating window.

The reason for both is: Our model has become quite complex with a ton of parameters and really dialing in their relationships takes time (that means long periods of undistracted testing in night sessions). This has been done extensively on the SF-25 where you can see much more alive tires and all other compounds will benefit from these learnings in the future. There is/will be a separate post on SF-25 tires in the car specific thread.

Ideal Tire Pressures:
Road & ECO: 31.0 PSI
Supercar: 30 PSI
Hypercar: 29 PSI
Slicks: 27 PSI
SF-25: 25 PSI


Car Electronics: TC & ABS
We have reworked the TC and ABS logics on every car.

Our system allows to separately define the response of the TC intervention among a variety of Parameters:

Slip Ratio

Slip Angle

Angular Speed of the rear end

Oversteer

First of all, most TC levels will now allow more before stepping in. They will also act less rude. Some levels on race cars in particular will mostly engage due to slip ratio and slip angle, but almost ignore angular speed and oversteer (i.e. the driver counter-steers). Only on higher TC levels these factors will be considered and the TC will step in at earlier.
Ultimately, this should allow you to play with the car without TC interfering, but at the same time give you the confidence to explore the limits.

In the future: More noticable TC & ABS related sounds across all cars.


ABS has also been revised. Generally our system was too perfect, operating at too high frequencies, having it too easy controlling the tire in too tight margins. The operating frequency has been lowered, while the window of its engagement has been widened. Additionally, there have been adjustments to how independent each tire can be controlled individually by the system. Especially on older cars more imperfection should be noticable.

Since this is a vast update, please report any bugs you might come across.

 

Performance Modes

 

Cytat

Performance Modes

Many modern sports cars have a variety of adjustable electronics. Often they are combined into presets that we are trying to recreate in the game.

Settings range from simple things like Traction Control, ABS or Stability Control to adjustable dampers, differentials, torque vectoring or different engine power and throttle shapes.

Here, I will list the cars with special features, not the cars that only have different assist settings (TC, ABS, ESC).

Alpine A110 S

All Performance Modes: Automatic Brake Differential / Torque vectoring. The car has an open differential. Only through automatic brake application on the inside rear wheel in case of wheel slip can more torque be sent to the outside wheel with traction. The more slip there is on the inside wheel, the more brake intervention is taking place.

Audi RS 3 Sportback

Performance Mode 1: FWD with dynamic haldex clutch to also drive the rear wheels with up to 50% of the total output. The clutches will try to help the driver rotate the car. The more power you apply, the more steering you request, the more power will be provided at the outside rear wheel.

Performance Mode 2: Torque Rear. This is a fun mode provided by Audi that will turn this car into a very safe drift machine, with up tp 50% of torque going to a single rear wheel.

Mode 3: A safer Mode 1.

Audi RS 6 Avant

All Performance Modes: Up to 80% of torque to the rear axle, also moving more to the outside wheel for more agility on corner exits

BMW M8 Competition

Mode 1: AWD Sport. This drives about 20% of torque permanently to the front wheels, keeping the car mainly a RWD.

Mode 2: RWD.

Mode 3: AWD. This drives about 40% of torque permanently to the front wheels.

Ferrari 296 GTB

All Performance Modes: Electronic differential controlling locking torque depending on driving scenario. Generally lower locking torque at lower speeds to provide agility, more differential locking with higher speeds, slip and G-forces. Additionally the ERS output is moderated by throttle position, RPM, gear, tire slip (so that no energy goes to waste when it can't be converted into speed anyway). ERS Recharge scales with brake input.

Performance Mode 1: Quali mode. ERS is active from 3rd gear, and from at least 45% throttle. During low rpm, the ERS fill a bit of a torque dent in the engine curve, then pause and come back at higher rpm.

Performance Mode 2: Performance (thanks, Ferrari). Sames as 1, except here the ERS will come in more aggressively with low throttle positions, making the car more dynamic and efficient, however it won't provide the maximum ERS capacity to have a longer lasting battery.

Performance Mode 3: Hybrid. Aggressive ERS in low throttle positions and from 2nd gear across the entire RPM range, but much less torque from the ICE. This is a efficiency mode for cruising, providing only 80% of engine power, saving 25% fuel.

Porsche 718 Cayman GT4RS

Automatic Brake Differential / Torque vectoring. The car has a Limited Slip Differential paired with automatic brake application on the inside rear wheel in case of wheel slip, helping the car to behave less snappy as the differential doesn't lock as aggressively. The logic looks for tire slip and G-forces to decide whether or not to engage the brake

Ferraris SF-25

The car has 6 modes with a lot more detail, for a full overview click here.

 

Ferrari SF-25 (moze zabraknac przyciskow na kierownicy na to wszystko )

Cytat

SF-25 Electronics

There's lots to explain, so let's get straight to the point:

Many things on this car are adjustable. I'll introduce them one by one. The main setting are the performance modes in which all of the other settings are preselected for you. However, you are always able to change individual settings. All these modes are only necessary because F1 has a very tight rulebook.

Regulations

The maximum fuel flow rate can never exceed 100kg/h - the cars are INCREDIBLY efficient for what they do.

The ERS consists of 3 devices: The battery, the MGU-K (deploy and brake recovery) and the MGU-H (waste heat recovery, both in terms of turbo pressure and effectively zero turbo lag, but also as a second charging or deploy device).

MGU-K: This may only use 4000kj per lap from the battery and it may only feed 2000kj back into the battery - kind of a designed energy shortage.

MGU-H: The MGU-H can charge infinitely towards the battery, and it can also deploy energy directly through the MGU-K - this energy does not count towards the 4000kj or 2000kj budget. This means MGU-H energy is basically "free" and gets harvested and deployed or forwarded to battery just as you drive (since it’s unlimited, the development of the MGU-H has become expensive, and thus it will be removed in 2026)

The MGU-K may never charge or deploay with more than 120 kw

the MGU-H is not regulated in that regard and information is non-existent, assumptions range from 30 to 150 kw. After some testing with the energy budget, we went for the lower end of the spectrum, with the MGU-H providing a maximum of 30 kw - which are basically available at all times

The key challenge now is to make the most of this while driving. Use enough fuel to be fast, use little enough to make the race distance. The ERS can help you both with saving fuel, or passing and going for lap time when it matters. The car has a maximum of around 1000hp, ~160 of that coming from the ERS. To manage these systems there are a variety of settings:

EBB: Electronic Brake Bias.
This shifts the brake bias forward the more you press the brake, but it also accounts for the current recharging intensity, shifting the BB even further forward. There are 5 EBB settings:

Map 1 is +0% BB shift forward when pressing the brake 100%.

Map 2 is 2%

Map 3 is 4%

Map 4 is 6%

Map 5 is 8%

Engine Maps
There are 12 maps, always 2 have the same power and fuel consumption, but have different throttle shapes.

 

Map 1 is full power and consumption, a linear throttle shape, while Map 2 has a more aggressive throttle shape.

Map 3 and 4 are Race maps, with 4 having the aggressive shape.

Map 5 and 6 are even more lean maps that should last a race distance, 6 aggressive shape.

Map 7 and 8 are Lift and Coast maps, very low power and consumption, with 8 having a progressive throttle shape,

Map 9 and 10 is for battery charging with full ICE power and consumption (pretty much equal to 1 and 2 - maybe i'll make more use of it putting it between Quali and Race),

Map 11 and 12 are Wet maps, they have full power and consumption but both are progressive throttle shapes, with 12 being very slow to pick up power for easier wet driving

ERS Maps
These alter the logic as to how energy is deployed and harvested.

Map 1 will drain the battery to 0 at maximum output from around 160kph, through all gears.

Map 2 will generally deploy less and will target to keep 20% of charge in the battery for potential "OVERTAKE" usage.

Map 3 is the map designed for the race where you dont have to worry about anything. It will deploy a little less than 2 and target to always have 40% in battery - in 8th gear you will also start charging.

Map 4 deploys all battery and is for the lift and coast scenario, here 8th gear will deploy maximum ERS even at lower throttle positions to save fuel at the end of straight.

Map 5 is for charging, very low deploy, aggressive coast charging (so advised to use with EBB 4 or 5).

Map 6 is for wet and deploys as 2, but at higher speed when you have enough grip

MGU-H Charge/Deploy
This toggle defines if the energy goes to battery (charge), or if you rather feed it into mgu-k, reducing the kj budget draw, e.g. in Q.

Recharge level
This adjusts the general recharge intensity, but there is little point in going lower than 100% - as this scales the recharging power down, in case its too aggressive for turning (unlikely). Also recharging intensity is also already part of the ERS Maps

Performance Modes
The performance modes are where everything comes together and choosing those should be enough to not worry about the rest. Each performance mode uses one of all the above maps so that they suit one another.

Push (PSH) is there for qualifying and will drain the battery to 0 and will deploy aggressively (while staying in the 4000kj budget), it will also have maximum fuel consumption, that will not last a race distance. EBB is low to assist rotation at turn in. MGU-H is set to deploy.
 

Race (RAC) is for the race, but will use too much fuel to make the distance most likely, but it gives you decent power for a few push laps. ERS will slowly drain the battery. EBB is one step more towards comfort and mgu-h will recharge the battery and try to keep 20% at all times
 

Balanced (BAL) is a leaner Race mode, using the battery in a way it will never empty and you will always have some ERS assistance. EBB even more conservative and secure, 8th gear will charge battery, targets 40% charge state
 

Lift and Coast (LIC) is for when you are trying to save fuel, very lean and low power, ERS will drain to cope, coast charging is minimal to coast longer, 8th gear will alraedy charge battery
 

Charge (CHR) Max fuel and power, very low ERS deploy, aggressive charging during coast, also charging in 8th gear
 

Wet Max power and consumption but later ERS assist, progressive throttle maps, EBB even more on the save side

The modes are dialed in in a way that BAL should be the "no worry" map for a full GP distance of 305km. Some tracks might require some saving, some will not. Definitely bind the overtake button as each track has a different profile and might allow for more ERS usage than the map would deploy. You can also just switch to a different ERS map temporarily within the perf mode, but this will be overwritten when changing performance mode again.

Of course you also have DRS, which when open, loses you about 10% of downforce, making the rear quite lose. Currently you can open DRS in every DRS zone, regardless of session or gap to car in front.

For reference: On Imola in qualifying Piastri did 1:14.7 - the car already feels mindblowingly fast, but reaching that time is not easy.

SF-25 Tires

Extensive work went into the SF-25 tires and if this proves itself in your hands, we will follow this principle for all compounds.

The target was to create clearer temperature profiles between the 3 compounds. They have different operating windows, heat slower or faster, rely more on surface or core temperature, wear faster/slower and also have bigger/smaller grip drop-offs from wear and temperature, are more or less sensitive to overdriving. We still might have to separate the baseline grip levels further, but we're doing this carefully and in isolation of all other things. Also dynamic track improvements in the future will play a role here.

Currently they should be 1.5-2s apart on COTA. It's difficult to test as the car has such a wide performance window power wise, the tires are difficult to get and keep in their window and then it requires the driver to perform on the single lap where they have optimal grip.
To keep things "easy" ideal core and surface temperature window are the same, yet differ per compound - the combination of core and surface in the window matters.

We are taking the SF-25 to show and explore what we can do with our tire model now that we have added a lot of functionality. It consists of A LOT of values and dialing them in is tedious, but rewarding when it works out eventually. Since we "only" have three and not all compounds, you will most likely end up with some tracks not working with the soft, as it just overheats quickly (e.g. COTA), but also some tracks like Monza are unlikely to work for the hard as it just doesn’t build enough temperature.

Soft (C5) 95-110C where its optimal, wears fast, big grip drop off when too hot and when wearing, relies more on surface temperature than core temp (ratio 50:50), heats the surface very quickly, is sensitive to overdriving by generating a lot of temperature but it will grain when you push above the peak slip angle
 

Medium (C2.5) 100-125C (importance of core to surface 60:40), less sensitive to all the above
 

Hard (C0) 105-140C (importance core to surface 70:30), even less sensitive to all the above

They all want 25.0 psi currently as ideal. IRL F1 has very different mandatory minimum pressures per track, we can't really do that and it would be (even more) confusing.

 

[galakty 4 144]

Tryby jazdy to chyba jeden z lepszych smaczków EVO, dodać do tego tylko miejskie mapy i można śmigać GTB strzelając z wydechu  

[Dominix 499]

Potem jedziesz, do warsztatu, robisz straight pipe I jazda,;)

[Dominix 499]

 

 

[galakty 4 144]

U mnie poleciało z dysku ale dla Norsdhleife chyba zainstaluję  

[Dominix 499]

Ja mam teraz 4tb to będę trzymał cały czas

 

[piet 38]

Mam 2 tyg. zaplanowanego urlopu na przerwę świąteczną. Nie chciałbym już tracić już czasu na podłączanie antycznego g27. Pytanie czy Moza R5 zapewni jakiś fun w Evo i Rally( o ile zdążą załatać obsługę kierownic w grudniu dla Rally)?  

[JohnyWol 124]

W AC Rally Moza powinna działać dobrze. Nawet reklamowali się odnośnie pełnego wsparcia na Facebooku. W Evo Moza też powinna śmigać.

 

Moim zdaniem z G27 mogłoby być właśnie gorzej, bo to już starszy sprzęt.

[huudyy 3 270]

44 minuty temu, piet napisał(a):

Mam 2 tyg. zaplanowanego urlopu na przerwę świąteczną. Nie chciałbym już tracić już czasu na podłączanie antycznego g27. Pytanie czy Moza R5 zapewni jakiś fun w Evo i Rally( o ile zdążą załatać obsługę kierownic w grudniu dla Rally)?  

ale przecież ACR działa na R5...

[MaxxGroo 43]

Moza r5 to 5nm?

Zdecydowanie nie, mam Fanatec GT DD Pro (DD CSL 8nm) i próbowałem grać na 5nm, nie czuć wielu efektów prawidłowo, kasa wyrzucona w błoto. 

8nm to minimum dla DD, nie bez powodu wszystkie firmy produkowały 15 i 25 nm, ale rynek budżetowy i walka z marketami wymusiła na nich oszczędności, tak pojawiły się słabsze i tańsze kierownice DD ostatnimi laty, nie warto. 

8nm to minimum budżetowe, dla mnie również mało i gdybym nadal dużo grał zmieniłbym na DD1 - bo brakuje mocnego efektu optymalnego slipa przednich kół, zbyt słaba baza. 

Edytowane 4 Grudnia 2025 przez MaxxGroo

[galakty 4 144]

Jeśli to Moza to bym obstawiał sterowniki/grę, bo 5NM nie powoduje że nie czujesz efektów (no chyba że clipping miałeś). 

 

Kiedyś były tylko paskowe i jakoś było czuć. 

[m@rcinpl 28]

Poniżej 10nm to bym nie szedł.

Ale to moje zdanie.