Category: Opinion Pages

Opinion pages for fans of Formula One to voice their F1 opinions.

F1 2018 Game Review

There’s a specific time of year that those gamers inclined towards F1 get a little bit giddy. It’s around mid-year when Codemasters announce the launch date for its latest installment in the F1 game franchise. To build anticipation to a fever pitch this is also underscored by the release of dev diaries and beta testers who clog up your timeline with content of what’s to come. It’s that simultaneously joyous and painful period just before you get your own hands on the latest that Codemasters has to offer.

There’s a bit of wistfulness too for F1 2017. After all, it was such a great title. But the nostalgia doesn’t last long. For as soon as you’re strapped into your virtual F1 2018 cockpit, you drive out on track, and set off on your first flying lap that nostalgia is replaced by a giddiness matched in wattage only by the mega grin on your face.

From the first fire up of F1 2018 the most evident change is to its graphics. Everything from the track surface to the way tiny blades of grass stick to your rear tyres (following a slight off at Variante Ascari) has been impeccably overhauled. The general in-game atmosphere is so comprehensive and nuanced that it doesn’t just make the player/driver feel as if you’re switching between different circuits but truly racing at a wholly different venue complete with its own ambiance and iconic features. And that’s just the visuals!

If this isn’t enough to make you buy F1 2018 then the audio on it will be. I am ready and confident enough to say/write that F1 2018 has the best sounding engine notes of any racing title on the market. Have I played every racing game on the market? No. But I don’t have to in order to know that that the audio of F1 2018 is head and shoulders above the rest. That subtle whine of the turbo, the spike in revs when you ramp a kerb you shouldn’t be on, and the unmistakably exhilarating pam…pam…pam…pam…pam…as you whip down the gears is a thing of beauty.

The handling model in F1 2018 also feels improved and importantly more immersive. The overall and accurate edge, no pun intended, to kerbs and your inability to simply ride them at will adds a level of realism and challenge that was missing from F1 2017. Clout the kerbs at Singapore consistently and it’ll come not only a cost for your laptime but will likely eventuate in you getting better acquainted with the wall.

The AI aggression too has been ramped up. There is no more sticking to the racing line as you close up and ready for a pass. Now the AI will hug the inside line tighter than their favourite granny. And that’s not all, even if you do manage to send it at the expense of compromising your speed on corner exit the AI will be there and more than ready to bang wheels if it means keeping or getting back their place. Pulling off a clean move against the more aggressive AI gives a true sense of satisfaction further ratcheting up the sense of immersion.

Career mode remains as one of the biggest draw cards for an F1 title. In F1 2018 there is much more to consider. First, you get to choose a team. Do you want to go for Mercedes and dominate Hamilton-esque? Or do you want to slum it at the back of the grid and build up your team? The choice is completely yours. Once you do make your selection you’re thrust into the world of F1. From team expectations, to R&D, to paddock interviews everything requires a level of micro-management very much akin to real-life Formula 1.

The practice programs, through which you earn precious resource points, remain with the challenging addition of ERS management. That’s right, in F1 2018 the player/driver can choose to have full control of the ERS. There are five modes of deployment/harvesting in total under your control and it’s a rather involved process to figure out the perfect lap-by-lap strategy for it. But it’s a challenge and there is, arguably, nothing more that F1 gamers love more than that. My only gripe with this addition is that the ability to swap between ERS modes is confined to the MFD (multi-function display) where you also manage engine maps, brake bias, and the differential setting. I would’ve liked to see the player/driver given the option of mapping the ERS management to a button/toggle of your own choosing.

Something else that seemed to have not received an abundance of attention is the helmet customization. It’s a fairly innocuous gripe and it doesn’t detract from the game. But I do wish there was more freedom in terms of helmet design so as to personalize your experience even more. Perhaps Codemasters would even consider allowing players/drivers to choose the colour of their gloves and racing boots in the future too.

F1 2018 is something special. Codemasters have achieved and delivered a truly amazing title that even the most ardent of naysayer cannot legitimately criticize.

It’s not an easy thing to capture the nuance and emotion and passion of such a beloved sport but Codemasters have achieved it, and brilliantly so.

The speed of technological development and the simultaneous evolution of gaming mean that gamers continually ask for more. More features, more realism, more immersion. The great news is that F1 2018 is more.

September 3, 2018
Codemasters F1 2017 Game Review

In the month of August two great things normally happen if you’re a fan of Formula 1. The first is the return of the world’s most elite racing series from its Summer break to the, arguably, the greatest circuit in the world, Belgium’s Spa-Francorchamps.

The second great thing that happens in August is the release of a new F1 gaming title. This year Codemasters, who’ve been in charge of the official F1 game for a number of years, released the much-anticipated title on the 25^th of August.

I’ve been playing F1 titles for a long time. We’re talking from pre-Pentium PCs and PlayStation 1 here and because of this I love the finer details that are included in these titles. For example, in F12017, as your car is readied to leave the pit garage the engine is blipped slightly and when you open the DRS, on track, the volume of the woosh of the air increases. I especially appreciate the texture of the tyres too, which look so realistic that if you were to your finger over them on the screen they’d probably feel like very expensive Pirelli rubber. These are the smaller details that can and does elevate a game.

But, arguably, the most sought after and appreciated aspect of any simulation game is realism, which goes hand-in-hand with immersion. While we’ll not ever truly replicate the F1 experience to a tee with a game Codemasters has, arguably, delivered the most seriously immersive experience in the history of the franchise.

While the core of F1 2017 is the racing Codemasters have packed so much more into the experience. The biggest draw card of F1 2017 is undoubtedly its career mode. As a female gamer the fact that you can now select a female avatar is no small thing. It says that Codemasters considers all their gamers important and it’s a classy move from them.

Once you’ve selected your avatar of choice and customised your helmet you’re set to commence your, hopefully illustrious career in Australia. Career mode retains some aspects from its 2016 predecessor such as meeting the team’s expectations and beating your rival. Likewise, the practice objectives too have been retained but in 2017 they’ve been fleshed out more with added programs such as fuel saving and race strategy sims. These aren’t just for show either as they earn you valuable resource points which you put towards the development of the car.

The area of Research and Design has received significant attention which has resulted is a massive expansion of gameplay. While in 2016 there was a linear path to follow for upgrading the performance the R&D tree in 2017 includes four branches of aerodynamics, chassis, powertrain, and durability. Within each of these branches are different types of upgrades all of which have, potentially, bigger impact than others. However, it’s not as simple as just bolting on the upgrade and gaining performance from it. In 2017, just as in real-life F1, there is every possibility that an upgrade may not perform as expected or fail completely. And to add insult to lack of pace or performance you wont get your hard earned resource points back!

Similarly, you have to manage all six elements of the power unit (internal combustion engine, MGU-K, MGU-H, control electronics, energy store, and turbo) as well as the gearbox. Overstress the components and you’ll soon have a more in-depth understanding of McLaren has been going through. This aspect of career mode demands for the gamer to make strategic calls on, firstly, management, and secondly, on when the most opportune time to fit new components is; fitting a new gearbox before its run its compulsory six races will result in a grid penalty and may not be the best decision ahead of the Monaco grand prix.

It’s not only your own team’s expectations that are important either. Other teams in the paddock are also tracking your results and performances. If you’re looking for a drive higher up the grid you’d best keep an eye on the opinion meter as it’s sure to give you a good indication as to where your next offer will come from.

In between the season’s races there are invitational events, which allows you driver one of the twelve classic cars included in F1 2017. These events are merely a bit of fun and don’t gain you any resource points. The classic cars are also available via the Time Trial and Grand Prix game modes. The classic cars included range from, amongst others, Mika Hakkinen’s 1998 championship winning McLaren, Ayrton Senna’s McLaren MP4-4, Nigel Mansell’s Williams to Fernando Alonso, Kimi Raikkonen, and Lewis Hamilton’s title winning cars. But by far the most majestic of the classic cars is Michael Schumacher’s Ferrari F2004. It’s the car with which he won his seventh world title and though this is just a game the sense of history that I got from driving this car was enough to form a lump in my throat. It’s beautiful and Codemasters could not have done any better in paying homage to the great history of this sport.

On a more technical aspect F1 2017 delivers stunning graphics from the cars and to the revamped paddock area and the circuits. While the tracks are not laser scanned they nevertheless provide detailed and accurate representations of the circuit’s frequented by Formula 1. The physics of driving a 2017 car is spot on. Initially, the level of grip is mind-blowing but nevertheless accurate and makes you feel pretty arrogant when throwing the car into corners. But, be warned, a 2017 F1 car does not like to be out of position when turning and if you are you’ll be swopping ends before you know it.

The AI of F1 2017 has been improved dramatically too. Now AI drivers wont simply be scared off the racing line but instead fight tooth and nail for their position. Also, AI drivers are no longer infallible and actually make mistakes, which again adds to the realism of the title. The only criticism of F1 2017 is probably the sound of the engines, which sound a bit flat in comparison to their genuine counterparts. But this is a minor issues and certainly not one that is going to detract from how much you’ll enjoy F1 2017.

It’s as if through all of their previous F1 titles Codemasters were building towards something truly exceptional and they’ve delivered, spectacularly, with F1 2017.

Buy F12017 here

F12017 Career Mode Gameplay:

September 2, 2017
2017 Italian Grand Prix: Thursday Press Conference – Part 2

PART TWO: DRIVERS – Romain GROSJEAN (Haas), Nico HULKENBERG (Renault), Carlos SAINZ (Scuderia Toro Rosso)

PRESS CONFERENCE

Q: Romain, strong run in Spa, seventh place finish means that Haas have actually now gone past their 2016 points total with another eight races to go, so does that feel like progress or is it just a case of having two drivers that are scoring points?

Romain GROSJEAN: I think it’s progress. Last year we scored most of our points in the first two races and then we struggled a little bit to get them but this year we’ve been a bit more consistent. We still need to improve that aspect, clearly, because there are a few races where we were fighting at the front like Austria or Belgium but some other races like Budapest where we were really struggling. It’s all part of the learning curve, we have only a year and a half experience but I think we are much stronger in year two than we were in year one.

Q: Can you clear up for us what’s being going on with the brakes in particular because it seems to have been a bit of a running narrative with your car; either it flies like in Spa or you’re on the radio saying these brakes are doing my head in. Can you explain what the problem is, why it’s taking a while to get on top of it?

RG: I think the problem is the media. I haven’t complained – yeah, in Spa we had one set where one brake – the front left – we had an issue with that brake and we only had two sets and one wasn’t working so we tried to make it work, couldn’t better. Since… actually after Baku or Canada we’ve had the parts that we want to run and we’ve been swapping with CI and Brembo, depending on the track layout and it’s been fine.

Q: So what was it, what was the issue?

RG: Inconsistency, some of it was the running temperature that was… it was the way we were operating the brakes, some of the materials of the brake being inconsistent but in between those two factors we’ve struggled a little bit to find the right balance. It’s better, I would say we’ve reached 100 percent but to be fair, we haven’t complained much about it recently.

Q: Nico, you’ve had more top six finishes than Renault managed in the previous three years combined and you’ve started seventh or better on the grid four times this year and that made Cyril Abiteboul – in our press conference in Belgium – say that he believes now you clearly have the fourth fastest car in Formula One. What will it take to make the next step?

Nico HULKENBERG: It will take more hard work and more of the same of what we’re doing. Obviously we had three races in a row where we were the fourth fastest team so that’s pretty good. The team is working extremely hard. Every weekend we have new bits arriving but it’s all in the detail so you can just feel the package coming together, better and better. That allows me to push harder, build my confidence. Just a nice feeling overall. But yeah, obviously the gap to the top three teams is very large. Also I saw Kimi, how he came flying past me in Spa after his penalty; it’s quite amazing to see the pace they have so it will take a lot of hard work from us and all the other teams to try and close that gap.

Q: The seat alongside you next season is now pretty much the most attractive one on the driver market. What’s the right experience profile for your teammate if your team is to move forward, as you’ve just talked about?

NH: You’re asking me that? Why?

Q: I’m just interested!

NH: I think it’s not my decision at all so probably a decision for Cyril and the management. I think they just want a good competitive driver package. I’d be happy to race with anyone, alongside anyone. For me, I’m obviously focused on myself and make sure everything is moving in the right direction there with me.

Q: And Carlos, coming to you, your 23^rd birthday tomorrow, I believe, so happy birthday in advance.

Carlos SAINZ: Thank you very much.

Q: You’ve scored points in every race you’ve finished this season and you reached 100 career points with Toro Rosso which makes you, in points terms, Toro Rosso’s most successful driver ever. So does it feel like a positive year and do you feel that you’re moving forward in your career?

CS: Yeah, many nice statistics coming together there. Thanks for the info, I didn’t really know but yeah, I think we’ve had quite a successful year for us. We’ve been pushing hard all year to get into the points and the result of that is whenever we finish, we finish in the points, so hopefully we can keep that statistic going. I think the team can be extremely proud of that and we will push hard to continue like that.

Q: And intriguingly, you’re one of four teams, including the two alongside, four teams in midfield from fifth place to eighth place which I believe are separated by just I think it’s 11 points, something like that, so does every race feel like a tense battle for points, and does Toro Rosso have enough in the pipeline to finish on the right side of this battle?

CS: It is a very interesting situation, a very tight battle that we’ve been doing… going on the whole year, really, in which every single detail makes a difference. At the moment, I think it’s even more interesting because we have Williams at the front which are maybe struggling a bit but then Renault and McLaren coming from behind, pushing very hard with development, so I expect the second half of the season will be really really exciting. We will do our best to keep ourselves in P5, P6, in that area there but I know it’s going to be tough.

Q: Before we throw it open to the floor, just asking everyone about Ferrari’s seventieth anniversary being celebrated this weekend, just one particularly Ferrari Formula One memory… can be from your childhood or from your racing experience in Formula One. Just pick one in particular. Romain?

RG: Ferrari is… when you’re a kid, one of my first cars must have been red and that’s the Ferrari spirit. Memories in Formula One, I guess every time they went to Monza I could see all the tifosi going crazy and it’s very very special and I guess being a Ferrari driver is one of the best things in the world.

NH: Memories obviously going back to when I was still a teenager and I was a kid, looking at Michael when he was scoring many many world titles with Ferrari. These were the years when I was dreaming about Formula One and obviously working towards it and a lot of history written there and a very special brand.

CS: Yes, probably the same as Nico, watching Michael either win or lose titles when I was starting to follow Formula One, was probably my best and biggest memory at the moment but the thing that really impressed me a lot is when I arrived to Monza in 2015 for my first Formula One race and I saw all the tifosi queueing in the paddock and trying to get an autograph of all the drivers. It’s probably the most special feeling you can have, to see them all queueing, doing half an hour of queues every day just to get a sign and it’s incredible.

QUESTIONS FROM THE FLOOR

Q: (Manuel Franco – Diaros As) Carlos, has there been any change about your future because there are rumours of Honda, Toro Rosso, Renault and a question to Nico, do you like Carlos as teammate for next year?

CS: I’ll go first. Well, one thing I’ve learned this year is to comment in (indistinct) is not the best thing to do in press conferences.

RG: What are you talking about?

CS: Apart from that, I think I was very clear after Austria what I want and I want of my future. I have full trust in Red Bull that they’re going to do the right thing for me. It’s all in their hands. I have full trust in them, they’ve always done the right thing for me in my career and I hope it goes like that.

Q: Nico, you shook your head when he asked the question.

NH: Yeah, to go back to your question, 23 is too young, sorry!

Q: (Alex Combralier – Nextgen-Auto) Romain, we know that in Monza it is one of the toughest braking points of the season and particularly at the first turn so do you now have full confidence in your brakes, in Carbon or Brembo?

RG: I think we are on top of things.

Q: (Peter Farkas – Auto Motor) Nico, it’s been mentioned that the Renault car is now very quick, also in race trim, not only in qualifying. Could you please describe how different the car behaviour feels from the cockpit since the latest big aerodynamic update with the new floor, where it feels quicker especially in quick corners, slow corners, braking things like that?

NH: Well, everywhere pretty much. The updates that we’ve introduced at Silverstone just made the car a lot more competitive so especially the aerodynamics, I think they work a lot better, allows me to brake later, to carry more speed into the corners, to get on the power earlier so overall it’s just a much better (indistinct) scenario, more grip, allows you to go faster, quite simple.

Q: (Louis Dekker – NOS) Carlos and Nico, there’s been a lot of talk in the Dutch press about Max, his problems with the Renault engine and the reliability. Can you tell us what your experience has been in the twelve races?
CS: I think the works driver can answer that better.

NH: Well, what did I have, I think I had the gearbox problem in Monaco. Apart from that, obviously another gearbox penalty in Budapest but engine-wise I think I’ve been pretty OK.

Q: (Silvia Arias – Parabrisas) For all three drivers: which are the new parts or modifications do you have for this race and especially on your cars?

RG: We’ve got a rear wing for here. There’s a front wing flap going with it, that’s mainly what we’ve got here.

NH: Yeah, it’s just the low downforce configuration really for Monza, a few small things to try, to test tomorrow on the floor, that’s it.

CS: Same really: low downforce configuration for the weekend and we will try some bits and bobs for hopefully upcoming races but nothing that we will run.

Q: (Ysef Harding – Xiro Xone News) Romain, with all this good food here in Italy and you love to cook, what is your favourite Italian dish?

RG: That’s a good question, how long have you got in front of you? Italian kitchen cooking is amazing. Between the north and the south it is so different that I cannot really pick up one. From the simple pizza that you can find on the motorway to the three Michelin star chefs that I know in Italy, it’s all amazing.

August 31, 2017
F1 2017: Mid-Season Report

The 2017 Formula 1 season ushered in fundamental change both on and off the circuit.

One of the biggest changes to F1 came in the form of the new aerodynamic regulations that drastically changed the aesthetics and the speed of the cars. Wider and faster the 2017 cars have, mostly, brought a refreshing change to F1. While cars have been cornering significantly quicker than they ever have before the issue of overtaking has still not been solved. The wider cars, and bigger tyres, have instead made the ability of following a competitor closely a lot tougher. However, the flip of side of this has been that, when presented with an overtaking opportunity, drivers have been more aggressive in making their moves, which has led to more entertaining racing.

While the change to the cars has been a substantial change the biggest change has been, arguably, the resurgence of Ferrari. Less we forget, up until 2017, Mercedes has dominated the hybrid era with consummate ease. The fact that Ferrari is a bona fide championship challenger has been a refreshing change that the sport desperately needed. While the championship battle will likely, and hopefully, carry all the way to the final race of the season, the most impressive aspect of Ferrari’s resurrection has been how the team has achieved it. Though it may be paying off in this season it isn’t something that’s happened overnight. The first pieces of the puzzle were put in place years ago, as noted in this column back in 2014, and is testament to an inspired dedication by all involved at Maranello.

Nevertheless, while Ferrari has been, mostly, impressive in 2017, Mercedes haven’t exactly been slouching. Lewis Hamilton, faced with consistent pressure from Sebastian Vettel, is probably driving as well as he ever has in his career. With due respect to the deserved 2016 Hamilton always believed that he had enough to beat Rosberg and he did so two times out of three. But with Vettel it’s different as he’s now up against a four-time champ who is relentless, ruthless, and ready for title number five.

One of the most impressive drivers this season has been Valtteri Bottas. The Finnish driver has quietly made his way into the championship fight with some impressive drives. It’s never beating a master of qualifying such as Hamilton and Bottas has finally begun to fulfill the potential he entered F1 with. Many wouldn’t have easily written off his chances of beating Hamilton, over a season, at the start of the year. But this question isn’t so comfortably answered after half a season of Bottas vs. Hamilton.

Formula 1 is a baptism of fire for any driver but even more so for rookie drivers.Williams’ newly signed Canadian rookie Lance Stroll had one such rough start to his F1 career. While he wasn’t to blame for the three retirements in the first three races of the season it was evident that he was struggling and over-driving his car.

But the turning point came in Canada with a fine ninth place finish on home soil. Since then, he’s matured and become more comfortable which he capped, so far, with a memorable third place in Baku. While circumstances conspired to elevate him to that position he still needed to do the job in the cockpit.

Elsewhere, Esteban Ocon has quickly found his feet in Force India and F1. So much so that he’s been more than a nuisance to his highly rated teammate Sergio Perez. Yes, he’s made a few mistakes but overall Ocon has been a brilliant addition to the team who could easily be mistaken for a seasoned F1 driver.

As it stands Vettel leads Hamilton by fourteen points in the driver’s championship but its not a comfortable lead by any stretch of the imagination.

And the best thing of all about the 2017 Formula 1 season as that for the first time in quite a while we have no idea which way the championship will go. The season resumes at Belgium’s Spa-Francorchamps circuit on August 27.

August 7, 2017
Fanatec Formula Simracing Equipment Review

For as long as I can remember I have loved simulation gaming. All the way from the PlayStation 1’s Colin McCrae Rally I have arrived here today with Project Cars, Formula 1, and many more simulators. Heck I was so enamoured with the original rFactor I wrote a treatise about it.

To fully appreciate the advancement that gaming has made over time, especially racing sims, you need to be immersed in it. And in order for you to become immersed you need to right gear. Fortunately, I have recently been privileged enough to get my hands on Fanatec gear. Endor, the company under which the Fanatec brand is sold, is headquartered in Landshut/Bavaria and was founded in 1997 by Thomas Jackermeier. Through his own gaming exploits Jackermeier appreciated the important role that input devices would have on the gaming experience.

Armed with Masters degree of Business Administration and having recently sold his own business Jackermeier bought AB-Union, which he would re-name Endor Ltd, known today as Endor AG. Initially, Endor sold various PC products including the legendary “Command & Conquer Mission Controller” Trackball. Early on steering wheels formed part of the planning stages and culminated in the successful launch of the “Le Mans” wheel for PC and the “Speedster 2” in for PlayStation. Endor also worked with Turn10 in developing the first Forza Motorsport wheel for the Xbox.

The Fanatec brand today is completely focused on the sim racing market with a range of high quality products including, amongst others, steering wheels, pedals, and shifters. They’ve coined the phrase ‘Germaneering’ which includes a network of highly qualified German engineers and technological partners as part of their product development team.

What was immediately obvious is that ‘Germaneering’ is evident throughout your entire Fanatec experience.

Packaging

The gear arrives professionally, and importantly safely, packaged in specially designed boxes. All the products are well packaged with polystyrene for added protection. Further, the steering wheel and pedals are placed in a bag emblazoned with the Fanatec logo for extra protection.

The only item not included with the gear is the drivers need to install them to your PC or console. However, these are easily obtainable via a quick and easy download on the Fanatec website.

Look and feel, quality

The aesthetic quality of the Fanatec gear is right up there with anything on the market if not the clear leader. The Formula wheel, used in this review, has beautifully moulded grips covered in genuine Italian Alcantara, which is a suede-like material, normally found in luxury cars, that presents increased durability. It might ostensibly seem like a minor detail but the Alcantara grips make a big impact on the feel and level of comfort with the wheel. If you have, for example, ever played with leather stitched rim, for a few hours you would know how important the comfort factor is. After all, you can’t afford to be distracted when you’re trying to eek out that final half a tenth of lap time. What the Alcantara grips further illustrate is that Fanatec has left no stone unturned in production and every detail, no matter how seemingly small, is considered important.

ClubSport Steering Wheel Formula Black

Immediately out of the box the Formula wheel feels sturdy without being too heavy. It’s elegantly black finish and CNC machined and anodized aluminium front plate gives it a polished and well-designed look.

The diameter of the Fanatec Formula wheel sits at 26cm and is the perfect size to allow the flawless level of comfort throughout long races.

The wheel is also fitted with a quick release system, which, while improving ease of use, certainly ups the realism stakes in terms of making you feels like you’re driving a real racing car.

The one feature that I was goner for is the row of LEDs runs along the top of the wheel, which are utilized as rev lights. Formula 1 has been my greatest passion for a very long and I’ve been gaming for even longer than that. The one thing I’ve always wanted was a steering wheel with rev lights. It’s enough to reduce any open wheel racing fan to a geeky mess.

Coincidentally, Fanatec’s Formula style wheel is the only one of its kind that has this feature built into its wheel and if you’re an open-wheel racer you more than appreciate this addition. Directly underneath the rev lights is a full LED display ready to show all your telemetry ranging from speed, gear, and any other parameter you need during gameplay.

There are eleven programmable buttons, which are colour-coded in an arrangement of black, grey, blue, purple, and red. While the Formula Carbon wheel rim’s range of buttons are colour-coded predominantly in black and grey my personal preference is for the more colourful assembly as they are easier to pick up in your peripheral vision.

In addition to these eleven buttons the wheel further includes a fully programmable analog joystick and a 7-way encoder switch that has several different mapping options. If you needed proof that Fanatec considered every last detail the two paddle shifters, made of metal, are fully adjustable in terms of angle, distance and travel.

Not one but two vibration motors are integrated into to the wheel and is especially impressive in relaying the feeling from the tyres and circuit, down to the small bump on the track surface. This function, and several others, is directly adjustable through the wheel’s on-board menu that includes the ability to save up to five different profiles.

A word of advice would be to tinker with the setup of the wheel, outside of your preferred sims, until you find a combination of settings suited to your driving style and preference. Be warned now, Fanatec is serious gaming gear and if you’re Force Feedback is set relatively high it will have a physical impact in long sim racing sessions.

CSL Elite Wheel base

The front of the base has the Fanatec name emblazoned on it and is set in a beautiful mosaic-inspired design. The material used for the outer shell of the base is nicely moulded in high quality plastic with visual contrast of space grey and black.

The wheelbase is rather heavy but it makes up for it by being quite compact. Because it doesn’t take up a lot of space you can adapt it to fit just about any rig. Further, the base is absolutely silent with the exception of when the fan kicks in. But even then it’s barely noticeable and no louder than your CPU fan.

It’s effortlessly hard-mounted to a rig with its easily accessible mounting points at the bottom on the base. Alternatively, the base comes equipped with a mount for attachment to any desk. It’s as simple as lining it up and tightening the bolt to your desk.

The CSL Elite Wheelbase is compatible with PC, Xbox and can be easily switched between the two platforms with the use of the mode button on the front of the base. The wheelbase is also compatible with all other Fanatec wheel rims.

Arguably, the most important feature for any sim racer is precision. With the Fanatec Formula wheel and this wheelbase a single belt driven brushless servo motor with 6Nm of torque manages the precision of your inputs to the steering wheel. Because of this combination the lack of dead spots or lag is non-existent and whatever you input is directly transmitted in game. The smoothness is also instantly perceptible and no matter how many laps you rack up everything will continue to run pleasingly smoothly for as long as you can turn the wheel, which, by the way, is up to 1080 degrees of rotation.

ClubSport Pedals V3

As a gamer nothing is going to make you happier than taking these pedals out of the box. The entire assembly is made from CNC machined aluminum and there is no denying that this is a gorgeous piece of gear that looks racy before they’re even hooked up.

The high-resolution pedals include 12bit resolution and have a pressure sensitive brake with 90-kilogram load cell sensor. However, if you feel that the brake stiffness is not to your preference it’s easily modifiable but adjusting simply turning the knob directly on the brake pedal. In addition, the stiffness of the throttle pedal can be adjusted by exchanging the spring in the pedal with a stiffer provided spring. But Fanatec didn’t stop there because not only can the stiffness of the pedals be adjusted but the brake and throttle also include vibration motors, which simulate wheel spin and locking tyres. It is important to note though that these vibration motors are not compatible with all sim racing titles and may require third party plugins or software in order to coax them to life.

But what if these pedals aren’t comfortable? The great news is that regardless of your requirements these pedals can accommodate any preference thanks to the fact that they are completely adjustable. From the position of the pedals, to the angle can be fiddled with. Heck, if you don’t like the custom pedal plates Fanatec even includes a full set of D-shape pedal plates as an alternative. Didn’t I tell you that they though of everything?

Fanatec’s “germaneering” is mostly definitely extended to their pedals too. Often times gear can be adjustable but actually making changes require a degree in engineering. It’s not the case here though and many a sim racer will appreciate the thoughtful engineering that went into it and the simplicity of making changes.

Naturally, there was quite a bit of fiddling with the stiffness of the throttle and brake pedal. While the throttle was adjusted to my liking pretty quickly I found that I just wasn’t getting the feel from the brake pedal that I wanted. But fear not, should you find yourself with in the same scenario Fanatec does offer a brake performance kit which allows you to configure your brake pedal just the way you like it.

While I did alternate between the two sets of pedal plates I didn’t note a major difference between them. I ended up reverting to the stock pedal plates just because they look, to my eye at least, racier than the D-shape plates.

Overall the performance of the pedals cannot be faulted. And no matter how hard you stamp on the brake pedal there is no fear that it’s either going to be damaged or fail at any time.

Compatibility

Even though this is high level sim racing gear it’s still as straightforward as simple as plug and play. You can choose whether to attach the pedals straight to your PC or plug them directly into the wheelbase.

While you can easily switch between PC and Xbox all Fanatec wheel rims are also compatible with the wheelbase and easily interchangeable with the quick release system.

FanaLEDs

For most PC games you will need to download FanaLEDS in order to make the rev lights on the wheelbase and the wheel, as well as the LED display function.

The good news is that FanaLEDs is a third party software program that is freely available for download. It allows you to customize the display on your wheel to your own preference. Configuration ranges from setting the REV light sequence, to programming each individual LED to your own preference.

Performance

Once I’d set up the wheel to a spec that I was comfortable with I ran about 200 laps on Project Cars and roughly 400 laps on F1 2016. The Fanatec showed no signs of laboring at any point. In fact, it was clear that it would keep running as long as I did.

I’ve never been known to be kind to pedal sets but despite my consistent hammering of the brake pedal it never once complained. The same goes for the Formula wheel and CSL elite wheelbase and, in my opinion, if I were to find fault with any of the components I’d be nitpicking and there genuinely isn’t anything to be dissatisfied with here.

Will it make you a better and/or quicker driver?

In truth there is no racing gear in the world that will make you a quicker racing driver if you don’t have the basics down. Speed comes from an inherent feel, an understanding of just when to start applying throttle, how much steering angle to input, or when to start bleeding off the brakes. What the Fanatec gear will give you though is incredible feel and precision. Feel through your hands and feet that will allow for finding the cars limit a bit easier, to feel where the grip is and when you’re on the limit of the braking potential.

It will also allow you the ability to be marvelously precise. With the Fanatec wheelbase and Formula rim there is no lag whatsoever meaning that whatever input you put through the wheel is instantaneously replicated in game. With this set-up you can catch the back-end if it steps out slightly, correct a slide, and even feel the tiniest bumps in the surface of a circuit. It is this level of staggering precision which sets Fanatec apart from the competition.

While it may not make you better and/or quicker it will provide a sim racing experiencing that is unparalleled in terms of immersion and enjoyment.

Finally, while all of these components deserve to stand and be lauded individually the most impressive aspect is not in the Fanatec Formula rim, or the v3 ClubSport pedals, nor is it in the CSL Elite wheelbase. Instead the most impressive aspect is in how well all of these components combine to deliver a simulation experience that every gamer dreams of. Fanatec gear is quite simply sim racing art.

August 4, 2017
F1 2017: Austria Gp Preview – Advantage Mercedes

From the confines of Baku City Formula 1 returns to the sprawling vista of Austria for the ninth round of the 2017 championship.

Situated in Spielberg the Red Bull Ring is a short circuit consisting of nine corners in total. These corners are linked with several long straits and though it may be a power-dominant circuit its layout allows more than a few good spots for overtaking. “At any kind of power circuit like Austria you want to be smooth and get good exits in order to give yourself the best chance on the long straights,” said Red Bull’s Daniel Ricciardo. “The compromise is always the aero package. In the middle to the end of the lap you want more downforce because the corners are quite fast but more downforce means you are slower on the straights, so the key is to find a good balance throughout the lap”.

The Austrian circuit is of course owned by Red Bull which makes the weekend all the more important for the team. Ironically the layout of the Red Bull Ring and its demand on engine power has never been a Renault strong suit. Nevertheless, a minor upgrade, brought by Renault in Baku, has moved them slightly forward in terms of ultimate power output. What’s more, both Red Bulls ran relatively well in Baku, which is similarly in its demands on the power unit. It is perhaps unlikely that Ricciardo or Verstappen could, on pure pace, beat either Mercedes or Ferrari but likewise, they’ll likely not be challenged by either Williams or Force India who traditionally perform well at low drag circuits. Red Bull and their drivers are probably the most canny drivers on the grid and they will be close enough to snatch up any positions should something go awry.

The Pirelli tyre compounds available this weekend, the ultra- and supersoft, would ordinarily play to the strength of the Ferrari. While they’ll still likely fair better on the ultrasoft compound the low level of degradation will limit any creativity on pit stop strategies. What’s more the ultrasoft tyre is effectively last year’s supersoft tyre and on a circuit where drivers made do with a one-stopper in 2016 it’s unlikely that any one team will carry a significant advantage.

The FIA had announced that there would be no further punishment for Vettel behaviour in Baku during which he turned his Ferrari into the side of Hamilton’s Mercedes behind the safety car. While the outcome of the re-investigation has gone in Vettel’s favour it is an important weekend for the Ferrari driver regardless. As it stands Vettel remains in the lead of the championship but there’s no denying that Canada and Baku were messy races, which has somewhat, stalled Ferrari’s momentum. This will not be an easy weekend for Ferrari either. The circuit layout means that Mercedes start the weekend as clear favourites and you can bet that the media will still be posing questions about the Baku-incident. In fact, it wouldn’t come as a surprise if Ferrari institutes a media blackout on their drivers this weekend.

Whatever your opinion of Vettel’s behaviour and what sort of punishment he does, or does not deserve, he must deliver this weekend. The best way to put the last race behind him and to control the story is by delivering on track. It wont be easy though. Hamilton and Mercedes not only start the weekend as clear favourites and without the incessant and uncomfortable attention of the media, but, vitally, with a sort of momentum that can quickly become ominous.

July 5, 2017
F1 2017: Canadian Gp Preview – Can Mercedes Stem Ferrari Momentum

Formula 1 swops Monaco for Montreal as it heads to the seventh round of the season around Canada’s Gilles Villeneuve circuit.

The flowing circuit set in the heart of the St. Lawrence Seaway has become a classic on the F1 calendar, which often turns up unpredictable races. Although it’s one of the shorter circuits it’s flowing nature allows for close racing and, though limited, some chances for overtaking. While the average lap speed is significantly higher than at the last round in Monaco the close proximity of the walls and barriers create the impression of a street circuit. The demand on brakes is some of the highest experienced in the entire season.

For the first time in more than a decade the ardent Canadian fans will have a local driver in the mix. Williams’ Lance Stroll will be the first Canadian to race on home soil since Jacques Villeneuve’s retirement in 2006. So far, Stroll’s journey into F1 hasn’t been an easy one with several retirements and a couple of mistakes making for a brutal introduction to the sport. Nevertheless, if the Montreal native is going to step up anywhere this would be the best place to do so.

In 2016 the Canadian grand prix was well within Sebastian Vettel’s grasp but it slipped through Ferrari’s fingers as they called an ill-advised strategy, which cost them victory. While the German comfortably held of second-placed Hamilton the Ferrari pitwall decided to opt for two-stop strategy while Mercedes ran a one-stop race, which ultimately resulted in the top step of the podium for Hamilton.

The picture in 2017 looks far different than twelve months ago. This weekend Vettel arrives in Canada with a healthy lead in the championship and with a car quick enough to challenge for victory. However, there is a suspected reliability issue with the turbo unit on Vettel’s Ferrari. If the unit has to be replaced it could mean a five place grid penalty for the championship leader.

But while it remains only a threat without official confirmation of a penalty Ferrari will be feeling confident ahead of the weekend. The efficiency of their aerodynamic package in 2017 has proven to the class of the field and should come into its own around the circuit Gilles Villeneuve. The most significant area in which Ferrari hold an advantage is its relatively big set-up window. The coveted sweet spot of balance between both axles of the car seem easier to come by for Ferrari than its championship rivals Mercedes. It is this specific factor that is Ferrari’s biggest advantage in 2017.

Further to Ferrari’s advantage is the combination of ultra- and supersoft tyre compounds nominated by Pirelli for this grand prix weekend. The Ferrari’s liking of the ultrasoft tyre stems from its ability to bring the compound into its optimal working range quicker than Mercedes as was seen in Monaco and Russia. Still, Merc is far from out of the equation. The naturally cooler temperatures often experienced over the Canadian race weekend will be to the advantage of Mercedes as it decreases the operating temperature window of the tyre.

The Canadian Gp weekend is an interesting one for Mercedes as both Lewis Hamilton and Valtteri Bottas have shone, to varying degrees, on this circuit. While Ferrari has shown no qualms in advancing the interests of Vettel, as the championship leader, it begs the question as to what call Mercedes will make should Bottas be in front of Hamilton.

June 7, 2017
F1 2017: Opinion: Fernando Alonso Racing The Indy 500

By now you will have heard, or read, that Fernando Alonso will run in this year’s Indianapolis 500 behind the wheel of a McLaren Honda Andretti Indy Car.

In doing so he will miss the Formula 1 Monaco grand prix. The Monaco grand prix is one of the most attritional races on the calendar, which makes it, probably, McLaren’s best opportunity to bag some much-needed points.

This move, by McLaren Honda, is indicative of their desperation to hold onto the considerable talents of Fernando Alonso going forward. And while this is an exiting announcement for motorsport fans and the Indy Car Series I have a bit of a problem with this.

But first some much needed context. There is little doubt in the heart and mind of any motorsport fan that Fernando Alonso is easily one of the most talented drivers of his generation. There is even less doubt that were he behind the wheel of front-running car he’d be giving Lewis Hamilton and Sebastian Vettel more than a hard time.

Alas, he finds himself in lackluster McLaren Honda that can barely make it to the chequered flag. Is this where a double world champion of Alonso’s talents should be? The answer is a resounding and definitive no. But, and it is a rather significant but, at this moment in time it is where he finds himself and where he should be. He should be in the trenches, slumming it with his team. He should be leading by example and pushing as hard as he can. Instead, he’s buggering off to an Indy Car race.

You could make the argument that he has the right be frustrated. And you’d be right but it still wouldn’t change the fact that he is the center of a team, aside from Honda, that in many ways look to him for inspiration. What sort of message does it send to the hundreds of people who have invested every ounce of their being that their driver is off frolicking in the States?

Coincidentally, Jenson Button is McLaren’s reserve driver. The same Jenson Button who unflinchingly stuck with Honda through season after season of difficulty.

April 12, 2017
F1 2017: The Case For Valtteri Bottas

By now the news has spread far and wide that Mercedes have, officially, picked Valtteri Bottas to partner Lewis Hamilton at Mercedes for the 2017 season. Instinctively, the dominant question will be how he will shape up against his three-time world champion teammate.

It wasn’t the electrifying choice many were looking for but Bottas is a known quantity with a solid track record, literally. He isn’t considered as exciting as a Max Verstappen but that has more to do with his circumstances rather than his ability. For an independent mid-field team such as Williams the constructor’s championship is vitally important. Hence, Bottas could not afford to throw caution to the wind as Red Bull drivers often do. Williams needed a consistent driver and one that would convert his points-scoring opportunities and this is what Bottas delivered.

Since it didn’t include flashy overtakes it’s easy to forget Bottas’ performances in 2014 and 2015 that ensured Williams finished ahead of significantly richer teams Ferrari and Red Bull respectively in the constructor’s standings. His four years at Williams has undoubtedly ensured that is much better prepared to step into the Merc seat, and into the limelight, than any younger driver would be.

What’s more, over their three years as teammates Bottas regularly out-qualified his veteran teammate Felipe Massa. While Lewis Hamilton will undoubtedly be a much tougher benchmark Bottas has the potential to challenge his new teammate in this arena.

Nevertheless, while the Finnish driver has spent four seasons at Williams he remains somewhat unproven. At Williams his good performance were praised, but they were just that good. Not great, not awesome, never enough to induce a genuine thrill amongst those watching. What he has now is a golden opportunity to unleash all of his talent and show what he is truly capable of without inhibitions.

There is no doubt that Mercedes’ first choice for Nico Rosberg’s replacement would have been either a Sebastian Vettel, or Fernando Alonso, or even Daniel Ricciardo. Since these drivers were all locked into contracts Valtteri Bottas was the next best option. However, the likes of Vettel and Alonso are only signed up with their respective teams until the end of 2017. Therefore, Bottas has signed a one-year deal with Mercedes and he’ll have twenty-one races to prove that he deserves to be signed ahead of them.

The other aspect of being a driver in a top team is life outside the car. The media focus on Valtteri Bottas will be intense, unrelenting, with a microscopic level of interest. But he is Finnish and like most of the great Finns in Formula 1 history, like Kimi Raikkonen, Mika Hakkinen, Bottas will likely be unflustered by the pomp and circumstance.

All this assumes that Mercedes’ 2017 car will be at the sharp-end of the grid. Given the comprehensive rule changes this prediction is impossible. But wherever Merc stack up in the pecking order Bottas’ performance against Hamilton will be one of the most fascinating developing stories of the season.

Will Bottas beat Hamilton in 2017? Probably not, but he will be closer to Hamilton than many predict.

January 23, 2017
Rosberg’s shock retirement – a sad indication that something’s wrong with modern F1

You know, I’ve been watching Formula One for a very long time. Since I can remember, really. I started watching F1 with my Dad when I was less than knee high to a brick. Schumacher!, Lauda!, Senna!, Prost!, Patrese!, Alesi!, Hunt!, and so many more iconic names were being exclaimed by good old Murray Walker. It was the best!

Nico Rosberg retired from Formula One immediately after winning his damn hard fought for then 2016 World Championship title. As a parent of a pretty young kid who was born under the hashtag #F1baby, I’ll tell you it’s been a learning curve. Your priorities change when you become a parent.

But Rosberg’s retirement is hitting a nerve with me. It’s hitting a nerve that says F1 is not what it used to be. You give me back the exclamations and sheer excitement of pure, unobliterated, uninhibited racing any frikken day or minute of the week! I miss that stuff. And I bet today’s F1 drivers – who are around my parental age by the way – feel a lot of the same. That excitement business is gone these days. This despite the valiant efforts of the misers to bring said excitement back while filling their pockets.

Rosberg’s retirement brings up so many different emotions for me. I am torn though between the understanding that when you have a family priorities change, and then the feeling that these guys, these greatly exclaimed names, are no longer being allowed to just do what they love doing most. Racing their frikken hearts out. Don’t pass unless this guy’s moved this way, and don’t overtake if you’re hitting the brakes that way, and don’t drive a couple centimeters over this white line or there’ll be trouble, and let’s not even get into team orders. Multi-21 and move over XYZ is faster than you. And all the pressure of the media spotlight, analysing every little encounter on the track as we’ve now all been trained to do.

Can we not just let the best racing drivers in the world … drive. Let them race their flippen hearts out! And why are we giving them anything but the best equipment anyway? These are the best damn drivers in the world. Or that’s what I grew up believing, anyway. They have the best technology at their fingertips but Bernie and his Formula One management continues to inhibit and restrict in order to increase the spectacle. Their goal is to increase viewership – i.e dollars/pounds in their bank accounts. But I feel as though miserly, greedy decisions are clouding the goal for fans, and drivers.

None of exclaimed names back in the day would have backed away after winning a world championship. None of them. There’s no way they would have backed down. Back then the goal was to be the best racing driver of all time and that’s that. Get out on the track and do that. And they all loved it. Now? Now the pressure is insurmountable. I’ll be honest, I’m not a Rosberg fan. I’d be first to voice my opinion about his Sulky Sue faces when he’s losing, but the guy is a damn good racing driver. We’re losing one of the best drivers on our current grid. But as a parent, I get it. The pressure in today’s F1 is too much. You can’t just go out and drive to win.

Rosberg’s news really concerns me. Why are we limiting the limitless? Formula One is such a spectacular sport and I will never stop watching. But if drivers aren’t passionate anymore because of all this incredible pressure, and our drivers stop wanting to drive … we’re going to have nothing left to watch eventually.

December 5, 2016