power (hp)

weight (kg)

kg/hp ratio

soft lock rotation

handbrake-option

notes, other info

layout, engine, gears, cars with steering on right

DS21: this car has gear-lever behind the steering wheel and clutch is not needed so driving with sequential (paddles or stick) or H-pattern without clutch isn't really wrong either

Soft locks on these cars could be bugged (VW 1035, Peugeot 540 as of Nov 11th 2019)

Stratos: didn't have handbrake in -78 (on gravel?) according to Markku Alen

BMW: I think 675degrees is for the track car version and rally car maybe had it higher, got proper handbrake later

Opel: Ari Vatanen drove this car with 990dor in -83

Ford: according to internet lock to lock was 1.8 turns = 648degrees

Lancia: according to Markku Alen it got hb sometimes after mid-season -86 but I'm not 100% sure of this

Ford Escort Cosworth and Lancia had soft lock rotation of 720degrees in DR1.0 so idk why they got so much more dor now, also not consistent when compared to Gr A BMW M3 Ford Sierra Gr A with 720 on soft lock

- degrees of rotation: I watched a youtube video of Juha Kankkunen drive Toyota Celica in San Remo -94 and it looked like he was using 540degrees already back then, but not 100% sure of this

- Dogbox = H-pattern but clutch is not needed for shifting but have Clutch Override on

- Mitsubishi: have Clutch Override enabled for proper starts and clutch-kicks

- Focus -01: Colin McRae used 720degrees in 2001 and to shift he had to move hand off the wheel allthough gear lever was attached behing steering wheel

- Subaru -01: Richard Burns used 540 degrees in 2001, if u use 720 then have gears on seq stick

all cars: have Clutch Override enabled for proper starts and clutch-kicks

- Dogbox = H-pattern but clutch is not needed for shifting but have Clutch Override on

- have Clutch Override on with Dogbox or seq stick

- rotation: using 720degrees because they feel that much slower so it might not be an issue, but need to test how much it affects stage times

all cars: have Clutch Override enabled for proper starts and clutch-kicks

rotation: using 720degrees because they are that much slower so it's shouldn't be an issue

- all cars: have Clutch Override enabled for proper starts and clutch-kicks

- rotation: using 720degrees because they are that much slower so it's not an issue

all cars: have Clutch Override enabled for proper starts and clutch-kicks

rotation: swedish R5 driver F. Åhlin uses 330degrees, current wrc drivers like Ogier, Tänak have something like 495degrees

VW Polo R5 might share engine with Skoda(both VW Group brands) so it doesn't make sense that it has 8hp less, so that 272hp could be a typo and Polo really has 282hp(and it has been used to make wr times on Germany stages)

power (hp)

weight (kg)

kg/hp ratio

soft lock rotation

handbrake-option

notes, other info

layout, engine, gears, cars with steering on right

all cars: have Clutch Override enabled for proper starts and clutch-kicks

have Clutch Override enabled for proper starts and clutch-kicks

have Clutch Override enabled for proper starts and clutch-kicks

all cars: have Clutch Override enabled for proper starts and clutch-kicks

all cars: have Clutch Override enabled for proper starts and clutch-kicks

average fps 80-100 with these settings

Wheel settings (Thrustmaster T300 base + 30cm alcantara rim)

Wheel settings (Fanatec Podium DD1 base with High Torque 15-20Nm adapter + 32cm [12.6in] Porsche 918 rim)

(cpu= i7-6700K, gpu= gtx1070 and 16gb ram)

Control panel (in wheel base)

aka centering spring

CSL Elite baseline (with stock 11.5in rim approx. 29,2cm), 6Nm

CSW V2.5 with 32cm(12.6in.) rim, 8Nm

Advanced Graphics

allow game to do changes: YES

Control panel (wheel base)

have them like I do (all 100%)

self aligning torque 40

wheel friction 24

self aligning torque

soft lock (if in use) 100?

soft lock (if in use) 100?

steering centre force 30?

steering centre force 25?

soft lock and steering centre force doesn't have effect on ffb

steering centre force

for tire+wheel friction sliders to have any effect in the game then

damper+spring effects need to have value(high-ish) in control panel

Settings on my Samsung Super UltraWide display 49" CHG90 (3840x1080)

Wheel settings (Logitech G25, G27, DFGT, G29, G920)

- Picture Mode: Custom

- Brightness: 72

- Local dimming: OFF

just something u could start with

- Refresh rate: 144Hz

- Eco saving plus: OFF

- Overall strength: 100%

- Black equalizer: 13

- Sharpness: 60

- Springs and dampers: both 100%

- Response time: Standard

- Eye saver mode: OFF

- Centering spring: 0% and off

- Allow game to do changes: yes

if wheel is too heavy reduce wheel fricton(wf), if that's not enough then

start reducing also tire friction(tf) and maybe also lower SAT to same as TF

- Color tone: Custom

- Gamma: Mode1

NOTE: Lens Flares: April 6th 2020 this effect makes sun shine through the ground in Legacy and Impreza S4 cars so turn it off

in Euros and some prices excl. shipping (prices incl. value add tax of 19-24%)

in use since (or bought but not in use)

Fanatec DD1 base (PS4-version)

Fanatec Clubsport F1 wheel with podium paddles (PS4, blue alcantara)

Fanatec Porsche 918 RSR

Fanatec Clubsport V3

Clubsport V3 Damper Kit

bought 04 / 2019

Clubsport Brake Performance Kit

bought 04 / 2019

Fanatec Clubsport Shifter SQ V1.5 (also H-pattern mode)

Clubsport Shifter Table Clamp

Fanatec Clubsport Handbrake V1.5

08 / 2019 -> warr. 10 / 2019 ->

other info: broke after about 1month of use but got a new(or refurb.) under warranty

Clubsport usb adapter

Handbrake (horizontal):

Thrustmaster TH8A shifter (in analogue mode)

Sim-Lab GT1 Evo black (aluminium profile)

Sparco R100 +seat slider

Sabelt seat brackets (steel 3mm)

bought 10 / 2020

Sim-Lab triple screen mount black

Sim-Lab quad monitor stand add-on black

Sim button box 27 functions (from Ebay.co.uk)

Sim-Lab buttton box holder black

Track ir5 +Pro clip

extra mounting black (sim-lab)

extra connector brackets 40mm slot 8-10 10pce (sim-lab)

Caster wheels (8 pce)

Cup holder 1pce

Sim holder 2pce (for headphone, rim)

TH8A shifter mount plate (sim-lab)

spacers for monitor offset (3 x 4pce)

other mount plates and bolts (sim-lab)

main: Samsung 49" C49HG90D 32:9 (3840x1080 @144Hz)

secondary: Lenovo 27" ThinkVision T27i-10 (1920x1080 @60Hz)

Blue Yeti +arm and pop filter

Elgato 15-buttons

Sparco Lap RG-5 (size 10, outside seams)

F33L IT (2pairs, size 8.5 medium, outside seams)

other info: 1pair worn out (some holes on it)

Sparco Slalom+ blue 2020 (size 42)

sim rig + streaming stuff + clothing

maybe total 6800€ with all missing shipping costs included

incl. Intel 6700K, 16gb ram, 2ssd, 1hdd

Gpu: Nvidia GTX 1070

total also incl. pc stuff

Step 1. Make 1st gear long enough so it can be used throughout hairpins so about 65-80kph or 40-50mph (in H1 fwd maybe as low as 60kph 37mph). U don't want to be shifting up in mid corner/apex even if it's a hairpin

Step 2. When u know max speed on 1st gear u can calculate out top speed on highest gear using gear ratios and this formula

[highest gear ratio divided by 1st gear ratio multiplied with 1st gear max speed]

for example: if 5th gear is highest and it has ratio of 1.000 and 1st gear at 0.350 has max speed of 75kph(47mph) u do this 1.000 : 0.350 x 75kph(47mph) = 214kph (134mph)

now u have theoretical top speed with 5th gear. If u change ratios or final drive after this u need to check new 1st gear max speed and re-calculate to get correct top speed on highest gear

Step 3. My minimum top speed goals for fastest cars in the game (Gr B 4wd: Lancia+Audi+Peugeot, Group A: Lancia, 2000cc: Citroen C4+Ford Focus -07)

- for Argentina, Greece, Monaco 185kph or 115mph

- for Australia, New Zealand, Sweden, Wales 200kph or 124mph

- for Germany, Spain 205kph or 127mph

- for Finland, Poland, USA 210kph or 130mph

Use those top speed goals to start with and do adjustments to highest gear and re-adjust gear gaps. If u can't reach limiter on highest gear for 2-3s on longer straights just make highest gear maybe little bit shorter (put 3-5 clicks shorter at first and then more if needed)

If u are hitting limiter for more than that 3s multiple times on regular straights then maybe put highest gear longer (start with 3-5clicks and add more if needed).

Some stages can have 1-2 extremely long straights were u can be on limiter for 10-15s but u can't set gearing for only that straight because then u may start tosing lose time elsewhere and too long gearing can have negative effect to handling

(maybe in time trial/custom stage hotlapping u could make gearing extremely long for that specific straight in mind)

For weaker/slower cars u need to set those top speed goals slightly lower

- in R5, NR4/R4, R-GT, F2 Kit Car, Gr B rwd, H3 rwd maybe take off 5-15kph (3-9mph)

- in R2, H2 fwd, H2 rwd maybe take off 15-25kph (9-16mph)

- in H1 fwd maybe take off 40kph (25mph)

Once u have set 1st gear and calculated out top speed with highest gear then adjust gears between 1st and highest so that gaps are more evenly spaced. Also even out gaps after making highest gear shorter/longer afterwards

---1 ---------------------------------

do not leave/have them like this

---1----------------------------------------

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------------------3-------------------------

-----------------------4--------------------

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------------------------------5-------------

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- Driving lock: affects acceleration and amount understeer u get on throttle (lower % means slower acceleration but less understeer on throttle)

- Braking lock: affects understeer under braking (lower value reduces understeer under braking), too low value can cause some instability under hard braking

- Preload: only active when not applying throttle or brake (high value means higher engine braking, may cause understeer)

- Driving lock: affects acceleration and amount oversteer u get on throttle (lower % means slower acceleration but also less oversteer on throttle)

- Braking lock: affects how much oversteer u get under braking (high value can cause snap-oversteer)

- Preload: only active when not applying throttle or brake (high value means higher engine braking, may cause oversteer)

Front and Rear Differential

- Driving locks: stronger locks give better traction and acceleration in high grip conditions, maybe increased tire wear in low grip conditions due to increased amount of wheelspin

, difference between Front and Rear driving locks affects how car handles under throttle (example: 35% and 40% means not much oversteer, 30% and 50% should give more oversteer)

- Braking locks: difference between Front and Rear affect how car handles under braking (example F 35% and R 40% values means not much turning with brakes, F20% and R45% should give more turning with brakes)

, higher braking lock values may cause more understeer in overall (maybe less understeer with values F10% and R20% if compared to values F25% and R50%

- Preload: only active when not applying throttle or brake (stonger values give higher engine braking, bigger difference between front and rear values for example 40 and 80 may give oversteer)

Center Differential

- Driving, Braking locks and preloads : having values much higher than in front diff can cause understeer

- Kgf-m value: higher value makes car more stable but handling can also become understeery

- Torque bias: adjusts how power is split to front and rear axles (50% is even power between axles, 45% front means that rear axle gets 55% of the power giving more oversteer)

- Cambers: negative cambers give more cornering grip when car "rolls" onto it. Too much camber can make some cars feel more snappy(bad) when losing rear grip(old rwd). U can also have too much negative camber and then u don't get full use of it meaning car doesnt roll fully onto it (with very stiff car)

If the car has tendency to barrell roll due to increased ride height + soft spring rates + soft arb + soft damping then reducing(moving towards 0.00) negative cambers can help

front toe out (negative) gives better turning

rear toe out (negative) gives better turning

toe in (positive)values can help to stabilize car if it's very over/understeery otherwise

Damping: (this advice might not be that good cause idk how they really affect grip levels/hadling, I've just gone by feel when doing these)

- my rule is for gravel+sweden: put all +2 and 0.48mps for starters, after this go with feel so if car feels too soft/bouncy/unstable then put all +3 and maybe also down 0.24mps or test these separately (also try values 0 and +1 or sometimes even +4, +5 is needed)

- my rule for asphalt+monaco: put all +3 and 0.10mps for starters, after this go with feel so if car feels too soft/bouncy/unstable then put all +4 and maybe also down 0.08mps or test these separately (also try values +1 and +2 or sometimes even +5 is needed)

having damping as soft as possible can increase grip level with cost of overall stability and handling (more bodyroll, bottoms out more)

Asphalt locations aren't that bumpy so damping can be vfirmer and bump zones slower (also ride height can be lowered a lot which increases stability)

Some of the bottoming out might be caused also by too soft spring rates (so if firmer damping+slower bump zones+increased ride height doesn't seem to help then also make spring rates firmer and try gain)

- Higher ride height gives better ground clearance to reduce bottoming out (specially more modern cars with very low front bumpers need this), higher ride height moves center of gravity up affecting how car handles

- Lower ride height increases stability, but can make car bottom out more (also possibly more understeer)

- Softer rates should give more grip but eventually stability+handling of the car is affected (increased bodyroll, bottoming out more, becomes more uncontrollable in bumps etc)

Anti-Roll Bars:

- not sure how these work

currently setting these very similar values and then tuning other things to get handling I want (not too much under/oversteer, bodyroll etc)

other info, test stages etc

will be added soon, test stage: Chandlers Creek (AUS) in Custom +spare tire (dry 12th 6:25.5, wr 6:13.5 with Lancia)

test stage: Time Trial on Frauenberg (GER) dry 6:01.504 (TT wr 5:49.300 with Renault)

test stage: Time Trial on Centenera (SPA) dry 70th 5:09.274 (TT wr 4:50.238 with Lancia)

Germany+Spain

not test in Spain, monthly event stages

monthly event stages

monthly event stages

but needs more testing

montly event stages

test stage: Col de Turini descente (MON) in Custom +spare tire (clear 22nd 3:20.0, wr 3:10.6 with Porsche)

all long stages in Time Trial (dry), test stage: Oberstein (GER) in Custom +spare tire (dry 151st 5:44.2, wr 5:34.8 with Ford MkII)

still very difficult to drive

test stage: Newhouse Bridge(SCO) in Custom +spare tire (dry 5th 6:21.2, wr 6:15.0 with Ford Mk1)

test stage: Waldabstieg (GER) in Custom +spare tire (dry 417th 3:12.3, wr 3:04.3 with Citroen)

test stage: Vinedos Dardenya (SPA) in Custom +spare tire (dry 92nd 3:05.7, wr 2:59.3 with Citroen)

untested in Poland but should be okay there too, test stage: Jyrkysjärvi (FIN) in Custom +spare tire (dry 12th 3:22.1, wr 3:13.9 with Renault)

test stage: Jyrkysjärvi (FIN) in Custom +spare tire (dry 40th 3:04.4, wr 2:58.7 with Ford -07), test stage: Marynka (POL) in Custom +spare tire (dry 28th 3:52.1, wr 3:43.2 with Citroen)

test stage: South Morningside in Custom +spare tire (dry 33rd 6:21.2, wr 6:04.8 with Citroen)

test stage: Fferm Wynt Reverse (WAL) in Custom +spare tire (dry 21st 3:10.0), wr 3:01.0 with BMW

test stage: Camino a La Puerta (ARG) in Custom +spare tire (dry 35th 6:11.7, wr 5:55.1 with Lancia), highlight https://www.twitch.tv/videos/804644324

test stage: Kakaristo (FIN) in Custom +spare tire (dry 6:47.8) and in Time Trial dry 5th 6:44.648 (wr 6:37.934 with Lancia), highlight https://www.twitch.tv/videos/804653278

, test stage: Zagorze (POL) in Custom +spare tire (dry 5th 7:19.3, wr 7:04.6 with Lancia), highlight https://www.twitch.tv/videos/804638686

small gearing changes(no test), previously tested on: Centenera (SPA) in Custom +spare tire (dry 4:52.0) and in Time Trial (dry 279th 4:51.1)

untested in Poland, test stage: Kailajärvi (FIN) in Custom +spare tire (dry 37th 3:08.5, wr 3:03.3 with VW)

test stage: Taylor Farm Sprint (AUS) in Custom +spare tire (dry 29th 3:21.5, wr 3:11.9 with Ford MkII)

test stage: Jyrkysjärvi (FIN) in Custom +spare tire (dry 14th 3.01.6, wr 2:57.6 with Ford), test stage: Jezioro Rotcze (POL) in Custom +spare tire (dry 5:43.5, wr 5:35.9 with Ford)

test stage: North Fork Pass Reverse (USA) in Custom +spare tire (dry 39th 5:45.2, wr 5:30.1 with Mitsubishi)

test stage: Camino a Coneta (ARG) in Custom +spare tire (dry 36th 2:28.6, wr 2:24.0 with Mitsubishi)

untested in Poland, test stage: Hämelahti (FIN) in Custom +spare tire (dry 8th 6:10.0, wr 5:49.8 with Peugeot)

untested in Poland, test stage: Pitkäjärvi (FIN) in Custom +spare tire (dry 6th 7:07.9, wr 6:58.3 with VW)

test stage: Hancock Creek Burst (USA) in Custom +spare tire (dry 34th 3:38.2, wr 3:34.8 with Ford)

untested in Poland, test stage: Kotajärvi (FIN) in Time Trial 19th 3:30.585, wr 3:24.581 with Citroen

test stage: Hammerstein (GER) in Custom +spare tire (dry 511th 6:04.1, wr 5:52.6 with VW)

test stage: Ampelonas Ormi (GRE) in Custom +spare tire (dry 10th 3:25.2)

test stages: Hancock Creek Burst (USA) in Time Trial 8th 3:12.748, Fuller Mountain Descent (USA in Time Trial 2:38.926, Hancock HIll Sprint Reverse (USA) in Time Trial 4th 2:51.591

test stages: Fuller Mountain Descent (USA) in Time Trial 34th 2:38.803, Hancock Hill Sprint Reverse (USA) in Time Trial 2:55.725

test stages: Oksala (FIN) in Custom +spare tire (dry 48th 3:17.6), Czarny Las (POL) in Custom +spare tire (dry 138th 2:57.2)

test stage: Elsthorpe Sprint Forward (NZ) in Custom +spare tire (dry 6th 3:42,8)

untested in Spain, test stage Waldaufstieg in Time Trial 9th 2:59.139 (opt. 2:58.6) WR 2:55.799 with Ford, test stage Oberstein in Time Trial 11th 6:07.902 (opt. 6:07.5) WR 6:01.039 with Ford

untested in Spain, test stage Waldaufstieg in Time Trial 2:59.194 (opt. 2:58.8) WR 2:55.799 with Ford

10 stages in a weekly (but with only 3/5 engine mapping)

untested in Finland, not properly tested in Poland

untested in Germany but can work, test stage: Ascenso por Valle Gualet (SPA) in Custom +spare tire (dry 55th 4:04,9) footage

two stages in a club

untested in Poland, in Finland 6 stages in a club, test stage: Naarajärvi (FIN) in Custom +spare tire (dry 1st 3:04,3), handling: can still bottom out in some places on medium+high degr

test stage: Centenera (SPA) in Custom +spare tire (dry 184th 4:51.7)

test stage: Oberstein (GER) in Custom +spare tire (dry 5:45.7)

test stage: Centenera (SPA) in Custom +spare tire (dry 4:51.9)

6 stages in a club, test stage: Fuller Mountain Ascent (USA) in Custom +spare tire (dry 65th 2:49,2)

Greece + Argentina have same untested setup for now

September 16th 2020

club 4 stages, test stage: Noorinbee Ridge Ascent (AUS) in Custom +spare tire (dry 59th 3:20.0)

club 3 stages, test stage: Descenso por carretera (SPA) in Custom +spare tire (dry 62nd 2:19.3)

masters career 12 stages

masters career 12 stages

September 12th 2020

masters career FIN+POL 12stages, test stage: Kakaristo (FIN) in Custom +spare tire (dry 5th 6:46.5)

masters career 12stages

Surface: heavy gravel