The upcoming F1 game from EA Sports, F1 24, is scheduled to launch on May 31. This year’s iteration places a lot of emphasis on handling in addition to improved Career Mode and redesigned tracks, such as Spa-Francorchamps. Beyond just the tyre model, the Dynamic Handling system upgrade for the series affects suspension kinematics, aerodynamics, and power unit behaviour.
The chassis is where it all begins because F1 24’s physics will now more correctly depict dynamic changes in roll centres, camber and toe angles, and anti-dive and anti-squat effects.
With this year’s F1 game, EA Sports and Codemasters really want to create the best and most authentic handling to yet.
More accurate contact patch loading and slip curves are applied to the tyres, influencing tyre wear over a session in addition to comfort. Upgraded wet-weather mechanics raise the grip floor in an attempt to make the vehicles less quick on slick surfaces, while improved thermal representation and more intricate interaction with the environment should translate to rubber that breaks down more realistically than in earlier games.
At a press conference that The Drive was present for, Ringley stated, “One of the major changes we’ve made this year, particularly in the wet, is that wet tracks affect the tyre slip curves.”
“It made them very difficult to catch in the wet.” Wet-weather racing will also be impacted by the enhanced thermal simulation, since damp, cool areas of the track away from the racing line can prolong the life of breaking intermediates, for example.
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Utilising data from computational fluid dynamics, Codemasters has improved its ability to simulate the aerodynamic effects of slipstream and DRS usage. As a result, the latter is now “more closely linked to” rear-wing drag level, as it should have been from the beginning, given that DRS is essentially a mechanism that sacrifices rear downforce in favour of top speed.
It is also said that the new DRS behaviour would differ based on the aero profile of each team’s vehicle, thus when DRS is engaged across all constructors, players shouldn’t anticipate a uniform percentage speed increase or grip loss. According to Ringley, players will be able to feel the advantages and disadvantages of each team’s aero package, such as Williams’ preference for low-downforce circuits in 2023 and Red Bull and McLaren’s comparative advantage in mid-speed bends.
Now, you may modify engine braking exactly like other settings in the vehicle setup menu, which affects lift-and-coast and energy harvesting properties. Additionally, every Energy Recovery System mapping is accessible during every session—practice, qualifying, or racing—removing a peculiarity of earlier iterations. Depending on what a certain track or race strategy requires, players can further adjust on the fly how aggressively ERS is deployed by using a new differential toggle located in the in-race multi-function display.
When combined, these modifications depict a total benefit to physics. Ringley said that F1 2020 offers a “great balance and good reference point for how the cars behave and respond to inputs” in response to a question about how the dynamics of the cars in Formula One 24 compare to those of earlier entrants. This should be welcome news for fans, since many players still rank 2020 as the best F1 release of the contemporary era, thanks in large part to its excellent handling model. As the game’s release in just over a month approaches, we’ll have more to say about F1 24.