While we haven’t tested it yet, on paper it sounds like significant changes have been made to how the next Formula 1 driving game will perform.
The roll-out of EA SPORTS F1 24 details has begun in earnest, with a focus on claimed physics upgrades being released today, 22nd April.
Recent releases in the series, such as F1 22, witnessed on-the-limit snaps which were not communicated fluently to the driver. F1 23 was seen as a step forward by some in this regard.
While the 2024 game runs on a variation of the longstanding Ego engine, developer Codemasters is insistent that notable updates will change how it drives.
This begins with further tweaks to its tyre model, with work on its behaviour at the peak slip angle and including tyre temperature as a wear factor. Wet weather behaviour is said to be ‘refined’ – running into damp patches on a drying track will cool your rubber.
The predominately Birmingham-based team has worked a new suspension kinematic model, with dynamic camber gain and toe change. The difference in turn radius between the front tires (aka the Ackermann affect) is now factored in.
The aforementioned tyre model is claimed to have been updated in unison with the suspension changes, as have spring and damper forces.
Engine braking strength can now also be adjusted within transmission setup options.
“You'll notice the chassis respond more positively to your interests as a driver, whether it's feathering the brakes to trail brake into an apex, or feeling the suspension squat and tyres bite into the track as load shirts rearward under acceleration,” said Casey Ringley to OverTake, Senior Game Designer and Vehicle Handling Lead for the game.
Ringley is a sim racing industry veteran, starting out on GT Legends and GTR2, before working with Slightly Mad Studios through its Project CARS tenure. Following Electronic Arts’ purchase of Codemasters, he moved to lead the vehicle handling team for F1 23 in place of a departing David Greco.
The aerodynamic systems allegedly now factor in chassis rake (differences between front and rear ride height), alongside a revision on how cars behave when in a slipstream. The strength of the drag reduction system (DRS) should now be linked to the rear wing drag levels and turbulent air is supposedly noticeable.
The team states that it has implemented a different aerodynamic model for each team to try and match each of their real-world characteristics.
“Williams is a strong example of this, with its outstanding performance at low downforce circuits,” explained Ringley.
“This year, we are already seeing similar differences, with Ferrari looking very efficient at high speeds. Red Bull and McLaren are rocket ships in mid-speed cornering. Those are the kinds of differences you will be feeling in the cars this year.”
The final potentially significant point is energy usage. Theoretically, drivers can harvest electrically using throttle control alone, should they choose. All ERS modes will be available across all sessions – in F1 23, for example, they were only available in practice, before being locked to specific types for qualifying and the race.
That’s a lot to digest. Ultimately, F1 24 will be judged by how these systems come together on track and in player’s hands.
Is it a cohesive driving experience, or does it feel like more of the same? We'll hopefully find out ahead of its release with our full review.
For now, let us know in the comments below which elements of the F1 game’s driving dynamics you’d like to see improved when compared to recent instalments.
The roll-out of EA SPORTS F1 24 details has begun in earnest, with a focus on claimed physics upgrades being released today, 22nd April.
Recent releases in the series, such as F1 22, witnessed on-the-limit snaps which were not communicated fluently to the driver. F1 23 was seen as a step forward by some in this regard.
While the 2024 game runs on a variation of the longstanding Ego engine, developer Codemasters is insistent that notable updates will change how it drives.
Updated Tyre Model and Suspension Systems
This begins with further tweaks to its tyre model, with work on its behaviour at the peak slip angle and including tyre temperature as a wear factor. Wet weather behaviour is said to be ‘refined’ – running into damp patches on a drying track will cool your rubber.
The predominately Birmingham-based team has worked a new suspension kinematic model, with dynamic camber gain and toe change. The difference in turn radius between the front tires (aka the Ackermann affect) is now factored in.
The aforementioned tyre model is claimed to have been updated in unison with the suspension changes, as have spring and damper forces.
Engine braking strength can now also be adjusted within transmission setup options.
“You'll notice the chassis respond more positively to your interests as a driver, whether it's feathering the brakes to trail brake into an apex, or feeling the suspension squat and tyres bite into the track as load shirts rearward under acceleration,” said Casey Ringley to OverTake, Senior Game Designer and Vehicle Handling Lead for the game.
Ringley is a sim racing industry veteran, starting out on GT Legends and GTR2, before working with Slightly Mad Studios through its Project CARS tenure. Following Electronic Arts’ purchase of Codemasters, he moved to lead the vehicle handling team for F1 23 in place of a departing David Greco.
Aero and ERS Changes
The aerodynamic systems allegedly now factor in chassis rake (differences between front and rear ride height), alongside a revision on how cars behave when in a slipstream. The strength of the drag reduction system (DRS) should now be linked to the rear wing drag levels and turbulent air is supposedly noticeable.
The team states that it has implemented a different aerodynamic model for each team to try and match each of their real-world characteristics.
“Williams is a strong example of this, with its outstanding performance at low downforce circuits,” explained Ringley.
“This year, we are already seeing similar differences, with Ferrari looking very efficient at high speeds. Red Bull and McLaren are rocket ships in mid-speed cornering. Those are the kinds of differences you will be feeling in the cars this year.”
The final potentially significant point is energy usage. Theoretically, drivers can harvest electrically using throttle control alone, should they choose. All ERS modes will be available across all sessions – in F1 23, for example, they were only available in practice, before being locked to specific types for qualifying and the race.
That’s a lot to digest. Ultimately, F1 24 will be judged by how these systems come together on track and in player’s hands.
Is it a cohesive driving experience, or does it feel like more of the same? We'll hopefully find out ahead of its release with our full review.
For now, let us know in the comments below which elements of the F1 game’s driving dynamics you’d like to see improved when compared to recent instalments.
