News

North American open wheel motorsport is riding the crest of a popularity wave in recent years, as the premier NTT IndyCar Series continues to provide some of the closest, most hard fought and exciting racing anywhere in the world. Enjoying an influx of talented drivers and close competition on outstanding circuits, IndyCar racing is seemingly stronger than it has ever been, which makes the inclusion of the 2022 Dallara IR-18 IndyCar in rFactor 2 all the more exciting, and the subject of our latest ‘Spotlight on…’ feature article. 

History

Dallara IR-18 INDYCAR | Steam Store: CLICK HERE

IndyCar racing has had a tumultuous history since the difficult parting with the then CART championship during the mid 1990s, growing considerably from those early, difficult days into what is now regarded as one of the most challenging and exciting open wheel competitions in the world. 

Starting out life under the ownership and vision of then Indianapolis Motor Speedway owner Tony George, IndyCar as we know it today was created as an alternative power play breakaway from the established CART Series, splitting in two the main North American open wheel series, in what was at the time considered to be a risky, even foolish endeavour at the height of popularity for CART in the US. 

Those early years running under the Indy Racing League banner would go some way to proving the naysayers right, as many of the big name teams and drivers elected to stay with CART and their established series, rather than branch out into the then oval only racing category. One key ingredient playing into the hands of IRL would be the annexation of the crown jewel Indy 500 race, a bitter blow to rival CART, and an event that even a few powerhouse CART teams would find themselves looking to enter on a one off basis during the month of May. 

Despite firmly coming off as second best in the early years of the split, IRL would gradually gather momentum, and more importantly the teams and drivers, as CART (now called Champ Car), slowly began to fall apart at the seams. Dwindling grids, a disinterested public and the loss of major star names would put pay to the Champ Car era of US open wheel racing, with the two series eventually forming a joint collaboration in time for 2008 – finally reuniting US open wheel racing under the same banner, and beginning what would become a second shot at stardom for the IndyCar championship. 

The 12-year divergence of the two top open wheel championships in North America would end in fine style in 2008, as many of the top US teams and drivers returned to what would now be called the IndyCar Series – adding a strength in depth not seen state side since the final peak years of CART. A healthy 19 races would be lined up for the new campaign, eight to be contested on road and street courses, and 11 on oval circuits, including of course the Indianapolis 500. 

It would take several years for the wounds to fully heal within the category, however, by the time IndyCar introduced the newly updated DW12 chassis in time for 2012, following the tragic fatality of fan favourite driver Dan Wheldon the previous season, IndyCar was very much on the path to becoming the series we know today. The DW12, despite its rather dramatic looks, would prove to be a great addition to the championship, keeping the same close racing enjoyed prior to the update, while vastly increasing driver safety, especially on ovals. The DW12, in spec form from Dallara, would remain in service until the 2015 racing season, whereupon IndyCar opened up the opportunity for teams to introduce aerodynamic updates developed by Honda and Chevrolet respectively, the two active engine manufacturers of the category. These changes had an unintended consequence of disadvantaging Honda, who couldn’t produce the same performance as their rival Chevrolet, and following two years of development the specifications would be frozen for 2017, before IndyCar introduced a new spec chassis ahead of the 2018 season. 

Thus, the IR-18 was born. Still developed by Dallara, but offering a much more modern and aggressive design than the previous DW12, the IR-18 immediately proved to be a hit with teams, especially due to the cost saving measures introduced with the updated spec chassis and standardized safety components. 

In keeping with the modern trend of increased driver head protection, the IR-18 would be retro fitted with a cockpit safety device called the Aeroscreen for the 2020 season. Developed by Red Bull technologies and following a similar path as the Halo in Formula One, the key difference with the Aeroscreen is the fighter jet style full cockpit wraparound screen, something that has already proved to be a valuable addition to the series in the two short years it has been in operation. 

Technical Specs

• Length: 5123.18mm
• Width: 1943.1mm to 1917.7mm minimum (1917.7mm minimum and 1949.45mm maximum for ovals) measured outside rim to rim
• Wheelbase: 2984.5mm to 3086mm
• Engine: Honda HI21R Indy-V-6, Chevy IndyCar V6
• Capacity: 2.2 litre (134.25 cubic inches) V-6, twin-turbocharged
• Output: 550-700 horsepower, depending on turboboost pressure used at track
• Transmission: XTRAC #1011 gearbox. Six forward gears, one reverse gear, Mega-Line Assisted Gear Shift (paddle-shift)

The Car

2022 Q1 Content Pack | Steam Store: CLICK HERE

Born of a desire to bring down costs, retain the spectacle of high performance racing and deliver a safe environment for the drivers, the Dallara IR-18 has, quite frankly, proven itself to be a huge success on all fronts – remaining the base chassis of the series throughout the current boom years, and providing solid foundations on which IndyCar continues to grow. 

Much like traditional single seat race cars, the Dallara runs with a gear shift paddle mechanism behind the steering wheel, allowing drivers to quickly move up and down the gearbox without the need to perform heel and toe shifts or use the clutch in any way. As for the steering wheel itself, although certainly a step forward in terms of technicality than the previous generation of car, it would be fair to say that a modern IndyCar is far removed from the likes of Formula One in terms of technical detail and adjustable in-race technology. 

The main wheel design in IndyCar features an LCD screen with various pieces of information presented to the driver, such as lap time, time delta and key temperature readouts – as well as the now standard shift light sequence and flag warning light configurations. In terms of technology, from here drivers can make a number of changes to the car on track, in particular with two IndyCar specific variables – weight jacker and push to pass. 

Weight Jacker

Used exclusively on ovals, the weight jacker (marked as ‘wedge’ in the control profile settings page in sim) allows drivers an opportunity to change the balance of the car throughout the course of an oval race. Basically, a weight jacker is a hydraulic ram that can be engaged from within the cockpit of the car, raising or lowering the car depending on driver preference. 

Traditionally, the ram is placed atop of the coilover spring, and when activated will create distance between the spring and damper housing. When activated on the right rear suspension, as is desirable due to the nature of ovals only featuring left-hand turns, the weight jacker will cause diagonal load to place more weight on the left-front tyre, which will transfer to a reduction in understeer for the driver. 

Conversely, retracting the ram will have the opposite effect, reducing diagonal weight on the left-front, and in turn reducing the oversteer faced by the driver. 

Push to Pass

As with weight jacker, Push to Pass is also circuit configuration specific – this time, only made available to drivers on road course and street circuit layouts. Essentially, Push to Pass is an overtaking tool developed by IndyCar to boost the power of the car for a limited period, with a view to helping drivers pull alongside a rival and perform an overtake. Unlike similar systems elsewhere however, in IndyCar, all drivers have free rein to use this feature at any point on the circuit, so although it can help the overtaking driver, it is just as powerful as a defensive tool to retain track position. 

Push to Pass is normally allocated to teams as 200 seconds of boost in performance, available throughout the lap/race, in any amount of deployment. Power wise, Push to Pass offers around 40hp additional performance.

On the visual front, one of the most immediately noticeable differentiators between the IR-18 and other open wheel cars is the inclusion of the dramatic Aeroscreen device – a relatively new safety measure introduced by IndyCar to reduce the likelihood of drivers being struck by debris out on track. Unlike the Halo used in Formula One and other junior single-seater championships, the Aeroscreen offers a wrap around protective ‘window’ that covers the full driver cockpit spectrum. Developed by Red Bull Technologies and featuring a screen produced by long time IndyCar sponsor PPG, the Aeroscreen has proven an effective means of protection for drivers since its introduction in 2020, although the additional weight high on the car has dramatically changed the balance and behaviour characteristics of the current Dallara machine, which has led to some significant changes in the competitive pecking order of late. 

Another interesting challenge introduced by the Aeroscreen is how the new device behaves in wet conditions – something that IndyCar has rarely had to deal with in recent seasons. Unlike the open nature of the Halo, and by the fact the Aeroscreen does not have anything like windscreen wipers for the drivers to deploy, the build up and run off of rain and spray from the track makes for an interesting challenge for drivers to overcome – another aspect that is unique to IndyCar, and another experience tool that anyone looking to hunt for good results in this car needs to be aware of when taking to the virtual track in anger. 

The Dallara IR-18 is a car we at Studio 397 are very excited to have brought to rFactor 2, and as you would expect, we have worked very closely with IndyCar to ensure this representation is as close to the real thing as possible. Lots of power, not much downforce and a thoroughly exciting driving experience, if you like open wheel race cars and aren’t afraid of a challenge, then this is one for you! 

Dallara IR-18 INDYCAR | Steam Store: CLICK HERE

Previous Spotlight Features

• Chevrolet Corvette C8.R GTE
• McLaren MP4/8
• Circuit de la Sarthe
• Daytona International Raceway
• Porsche 911 RSR GTE

Dallara Ir-18 INDYCAR – Available now in rFactor 2

The next car we are looking at in our ‘Spotlight on…’ feature series is a machine that has been around the racing scene in various guises for a number of years, the mighty Porsche 911 RSR GTE. 

One of the finest driving experiences within rFactor 2, and a brutally effective car to take on the GTE competition within the sim, the Porsche 911 RSR GTE is certainly the type of car that keeps you on your toes! 

History

Endurance Pack | Steam Store: CLICK HERE

The fabled Porsche name is likely to be forever linked with the world of motorsport, most notably for the long-standing commitment of the German manufacturer to closed top endurance GT racing. Established by Ferdinand Porsche back in 1931, it wouldn’t take long for the Stuttgart company to find their feet in the racing world, initially as a small volume engine manufacturer before moving into developing their own racing machinery into the late 1950s. 

Early success would be sporadic for the German brand, with moderate racing results coming the way of the company in a wide variety of different classes, mostly running lower powered and lightweight machinery for a number of smaller teams and customer drivers. The big breakthrough victory would come on the famed Targa Florio in 1956, a result Porsche would quickly follow up on with a further eight overall victories at the Italian event over the next 14 years. In reality, it would be sports car racing where Porsche finally broke out of niche motorsport success, with the 1960s and 70s proving to be an incredible time for the brand, going on to prove themselves a dominant force in racing competition across the globe – nowhere more so than at Le Mans, fielding some of the most iconic motorsport machinery ever produced. 

It would be fair to consider the 917 as the car that started the ball rolling for Porsche at the top of the motorsport food chain. Designed by Hans Mezger and powered by the potent Type 912 flat-12 engine, the 917 carried Porsche to their first outright win at Le Mans in 1970, the same year the German giant conquered the United States and the popular Can-Am series. 

That 1970 victory, and the devastating effectiveness of the previously troublesome 917, would pave the way for Porsche to go on an incredible run of success throughout the 1970s, with Porsche cars racking up outright and class victories in many major sports car racing events, leading to what would become a golden period for the brand.  

Success for Porsche would continue well into the next decades, with multiple title triumphs at World Championship and national level, even branching out into the world of rallying with much success. 

Much like their enviable road going collection, perhaps the biggest success story would be achieved by the mighty reign of the 911 series of cars. Starting life over 50 years ago, the 911 has taken many forms over the following years, but one thing has remained firmly associated with the model – victory. From some of the most iconic cars in world motorsport, to seemingly being on the grid in every conceivable GT championship, the 911 always has a reassuring presence in any category, and has proven to be one of the most reliably fast, dependable and spectacular cars ever produced by the motorsport arm of Porsche. 

Recent years have seen massive grid numbers in the single make Porsche Cup series, as well as a fully refreshed and strengthened assault on top level GT endurance racing… which leads us nicely onto the subject of our spotlight focus for today… 

Technical Specs

• length: 4,557 mm (179 in)
• Width: 2,048 mm (81 in)
• Wheelbase: 2,516 mm (99 in)
• Engine:  Porsche MA1.76/MDG.G 3,996 cc (244 cu in) flat-6 naturally-aspirated
• Power:  510 PS (375 kW; 503 hp)
• Weight: 1,245 kg (2,745 lb)

Achievements

• Constructors’ Championships: 1 (IMSA) / 1 (WEC)
• Drivers Championships: 1 IMSA / 2 WEC
• FIA WEC Wins: 10
• IMSA Wins: 10

The Car

Porsche 911 RSR GTE | Steam Store: CLICK HERE

Built to compete at the forefront of grand touring specification endurance racing, the 911 RSR GTE is somewhat of a change in direction for Porsche, marking the first time the German manufacturer has produced a mid-engined racing machine. 

The car would make its first public appearance in the United States at the LA Autoshow in 2016, attracting considerable attention not only due to the mid-engine design, a significant departure from traditional racing machinery from the brand, but also for the aggressive aerodynamic styling of the new car – clearly seen courtesy of the large rear diffuser and smaller aerodynamic winglets that set the car apart from earlier iterations of racing 911’s. The new car, set to debut in at the 2017 Rolex 24 Hours of Daytona, had been made with eligibility for competition in the top classes of GT racing at the time, namely the FIA World Endurance Championship, IMSA WeatherTech SportsCar Championship, the European Le Mans Series and of course the crown jewel of them all, the Le Mans 24 Hours. 

The 911 would come out of the blocks strongly during that debut season, with the Porsche GT Team fielding three WEC cars (2 in Pro, Gulf Racing in AM) and two cars in the GT Le Mans segment of IMSA competition in the US. Wins wouldn’t be particularly forthcoming during that initial season, with a sole victory the highlight in IMSA, but Porsche would end the year reasonably satisfied with the performance of the new machine, ending the year runners-up in the WEC driver standings, and often showing the raw pace of the car to be amongst the strongest – an ominous sign for their rivals should the manufacturer be able to put all that potential together for the following season. 

Those fears would end up being proven right, as the 2018-19 season proved to be a dominant one for Porsche in WEC competition. In a year that comprised of only eight races, the Porsche GT Team would secure three class victories and a further seven podiums across both cars, to commandingly secure both driver and manufacturer titles for the first time. Despite considerable success, Le Mans victory would again escape the team, an itch the German outfit are still to scratch with the new car. 

Over in IMSA, the 911 RSR would continue to run under the Porsche GT Team banner into 2018, and again, solid results would come the way of the two cars with three race victories and a further four podium finishes – however, in part due to both a strong field of competition and the fact that the squad often had bad days on track, neither car really looked to be in championship contention like their WEC counterparts. The #912 car of Earl Bamber, Laurens Vanthoor, Gianmaria Bruni and Mathieu Jaminet proving the most successful over the course of the season, albeit only coming home in fifth position overall in the driver standings, with the team finishing third of five in the manufacturers’ classification. 

Things changed significantly for the North American outfit the following season, as finally the team made the breakthrough they have been waiting for in 2019, with both cars proving to be very much the class of the field over the season, taking the top two steps of the championship in both drivers and teams classification come season end – the undoubted highlight for the car state side, as the following two years would prove much harder going against renewed competition from BMW and Corvette in particular. 

The Porsche 911 RSR in rFactor 2 has been built in close collaboration with Porsche themselves, and as such, we feel this is one of the best opportunities for sim racers to really experience what driving a modern GTE specification car is like out on a (virtual) racetrack. Initially launching to rFactor 2 as part of the Endurance Pack back in 2018 – one of the first major car pack releases for the simulation – the Porsche remains one of the finest driving experiences within the title. As with all Porsche race cars, it takes a certain type of driver to gather the most performance from the car, but when you get it right, the feeling is like no other!

Previous Spotlight Features

• Chevrolet Corvette C8.R GTE
• McLaren MP4/8
• Circuit de la Sarthe
• Daytona International Raceway

The Porsche 911 RSR GTE – Available Now in rFactor 2

One of the more recent track additions to rFactor 2, and arguably one of the most prestigious endurance racing venues in American motorsport – Daytona is every inch the iconic racetrack for both national and international level competition. 

Technically, the RC configuration at Daytona could be considered a ‘roval’ – part oval, part road course, but that distinction would be doing the circuit a massive injustice when taken into context of all the venue has to offer. Using considerable portions of the famed Daytona oval banking, the road course layout of this Floridian circuit has rightly earned a reputation as both an enjoyable track to drive, but more importantly, a venue that often produces great racing in a variety of different classes. Offering up a near perfect combination of corners and infrastructure that accommodates one of the biggest endurance races in the world – the Rolex 24 Hours – Daytona is THE traditional start to the season for sportscar racing fans, teams and drivers alike. Without a doubt, an exceptional place to race on the real or virtual tarmac.

Daytona International Speedway | Steam Store: CLICK HERE

History

Surprisingly, Daytona International Speedway hasn’t been around that long, in terms of some of the equally storied venues in world motorsport at least, having only officially welcomed the roar of racing engines for the first time in 1959, following two years of development in order to bring the Daytona Beach location up to permanent racetrack standards. Developed by NASCAR owner Bill France Snr, Daytona has been a mainstay on the NASCAR schedule since that first race in February of 1959.

Initially known as an oval venue, built specifically to allow NASCAR drivers of the era to run at significant speeds while offering great viewing opportunities for trackside fans, Daytona immediately proved to be a hugely popular addition to the growing collection of American circuits, attracting no less than 42,000 fans for the initial Daytona 500 event. That first year, NASCAR racing would be joining by the top level of open wheel competition in the United States with the popular Champ Car series hosting what would become the first motor race ever at the time, until tragedy struck and took the life of driver George Amick – Indycar would not return to the Florida venue. 

Daytona Pack | Steam Store: CLICK HERE

As well as proving to be a very popular and fast oval circuit, Daytona has also firmly established itself as a potent sportscar venue, with a significant portion of the land within the compound having been taken up to produce the Road Course configuration. Built at the same time as the main oval, the road course wouldn’t see its first competitive action until 1962, when the Daytona Continental 3-hour event played host to a number of national sportscar stars of the era. The Continental would change to a 1000km race the following season, before morphing into the Rolex Daytona 24 Hours in time for the start of the 1966 season.

The track, although simple in nature, has proven itself to be a fantastic venue for endurance racing over the following years, often marking the start of the international sportscar racing season. Somewhat testament to the foresight and engineering skills employed in the original construction of the track, little has changed in the intervening years at Daytona, with the only major renovation work occurring in 1973 and 1984.

For the ’73 season, Daytona introduced a new chicane to reduce speeds ahead of turn three of the oval layout, however despite the obvious safety improvements introduced with the corner, the new chicane was almost universally disliked by drivers, leading to further changes being introduced in the early 1980s – producing what is now known as the ‘Bus Stop’ chicane (now known as the Le Mans Chicane). 

During these changes, the circuit owners also took the opportunity to reprofile the first three corners of the lap, adjusted the layout of turns 1 and 2, while reducing the distance towards the third corner of the track and improving overtaking opportunities for drivers. T3, also known as the Rodriguez International Horseshoe, is now one of the clearest passing opportunities at Daytona, and despite it being an hairpin in nature, still retains a flowing nature respected by drivers.

Further, minor changes to the bus stop would be forthcoming in later years, however Daytona retains much of the same challenge and flavour as the original, 1959 configuration.

The Track

• Opened: 1959
• Road Course Length: 3.560 mi (5.729 km)
• Turns: 12
• Location: Daytona Beach, Florida, United States.
• Race lap record: 1:33.724 – Álex Palou, Cadillac DPi-V.R, 2022

Key Corners

T1

The start to any lap is always an important time for a driver, as here you want to set the tone for the following corners and begin your endeavours around the circuit positively. Here at Daytona, Turn 1 is especially difficult for drivers thanks to the rapid approach speed from the preceding run out of the Le Mans Chicane, and over the famed NASCAR banking. 

Suboptimal tyre and brake temperatures will greet the drivers as they dive off from the oval banking and hunt for that important braking spot into the first corner, made doubly difficult thanks to the increasing radius of the approach and the need to deal with heavy braking whilst also fighting the steering to ensure the right trajectory is achieved for minimal tyre scrub and avoidance of locking the inside wheel. Top tip for this corner is to get the business of slowing down and positioning done nice and early, so you can fully open up the car on exit and maximize your speed down to the next big breaking event at the Rodriguez International Horseshoe.

Rodriguez International Horseshoe

Likely to be considered as one of the better overtaking opportunities presented to drivers at Daytona, the Rodriguez International Horsehoe is a deceptive corner when approached at speed. Faster and shallower than appears on paper, often leading to difficult moments in traffic should the overtaking car not hold a firm overlap or proves to be hesitant in their attempts to get past. 

Approached at high speed thanks to the blast through the small T2 kink immediately following the conclusion of the opening corner, T3 can easily catch out the unwary, and is another of the many corners here at Daytona that requires drivers to absolutely nail the corner exit in order to carry that speed all the way through the following straight before hitting the middle pedal again for a significant stop into the West Horseshoe bend. 

West Horseshoe

Another hairpin, another opportunity to overtake, and another corner that looks very different in reality to that on paper.

Key points to this turn has to be the bumpy nature of corner entry, another aspect that drivers have to firmly keep in mind when running long on used tyres, plus the deceptively high entry speeds that encourage late and committed braking in order to hustle the car into the apex and keep any determined rivals from hooking a nose up the inside in search of gaining track position. 

Trail braking and a late apex are optimal here to ensure the highest possible minimum corner speed, and maintain strong momentum and early acceleration onto the short straight that follows.

Le Mans Chicane

Yes, yes, for many, including me, this corner will forever be known as the ‘Bus Stop Chicane’. Taking its new name from another famous endurance venue, Le Mans, the chicane was originally installed as a way to help keep speeds in check following a long blast through the banking of the NASCAR oval. 

On paper this looks like the definition of a hastily put together safety measure corner, one that is very much out of sync with the flow of the Daytona Road Course circuit, however in practice, this part of the track could easily be considered one of the most memorable and spectacular aspects of the entire Daytona lap. 

Drivers arrive at the Le Mans Chicane on absolute full throttle before hitting the brakes hard on approach for the first left-hand turn. A good setup here, and plenty of bravery with the curbs reward the committed with a significant lap time advantage over their rivals – get it wrong however, and the Le Mans Chicane offers little in the way of escape from the infield barriers – leaving drivers with the difficult choice of exactly how much room for error they are willing to leave on the racetrack. 

Another key aspect to the Le Mans Chicane is the need to once again maximize your minimum speed and corner exit, as a near flat out follow-up chicane is all that separates drivers from this portion of track, and another long blast onto the NASCAR oval to start another tour of the famed circuit. 

T11 / T12

Speaking of blasts onto the oval, turns 11 and 12 are firmly into StockCar territory here, as drivers are left with nothing to do now but keep the foot firmly planted to the floor, and hope they managed to carry enough speed through the Le Mans Chicane section to help propel them through the final banked corners and into the start of another lap.

As with any oval experience, here it is critical to ensure you remain smooth and calm with your steering inputs, follow the fastest groove offered by the track and keep a firm eye ahead and on the mirrors to make your way through any potential traffic situations. A fast, a spectacular and a fitting way to end a lap of one of the best tracks in the whole of the endurance racing calendar. 

The last encounter before the end of the lap, the Ford Chicane is one of the more traditional types of corner to be found at Le Mans, yet much like the rest of the circuit, the seemingly simple nature of the configuration easily hides opportunities to both win or lose critical lap time if not attacked with appropriate levels of precision and commitment. Possibly one of the slower and more frustrating sections of this mammoth venue, the Ford Chicane is nevertheless an entertaining ride if done right, and oh so very easy to get it wrong and bounce over the aggressive curbing that lines the circuit, and straight into difficulty at the furtherest post of the track from the pit lane entry for good measure. 

The Daytona International Raceway in rFactor 2 offers the most recent version of this circuit in sim racing. Developed with the aid of detailed laserscanning technology, and featuring both the sportscar Road Course and oval configurations, Daytona International Raceway has very quickly risen to the top of many players ‘must have’ list of tracks for the simulation. Available as both a standalone item, part of the Daytona Pack and the mighty 2022 Q1 Pack featuring the 2022 NTT INDYCAR, Ligier JS P320 LMP3 and BMW M4 GT3 in the rFactor 2 Steam Store, if you want your endurance racing thrills, then Daytona is the track for you!

Daytona International Speedway – Available now in rFactor 2

Le Mans – the most iconic of iconic venues and a track at the very heart of endurance racing for almost a century. Having very firmly established itself as one of the most prominent race circuits in the world – mention motorsport to the general person on the street, and it’s highly likely that Le Mans will be the first name on their lips – such is the lore of this iconic venue in the public conscience.

Having hosted the famous round the clock classic each year since 1923, Le Mans has been the scene of near countless triumphs and tragedies over the years, playing host to some of the biggest teams and drivers in the world of motorsport throughout it’s 98 years of operation – from the titanic 1966 battle immortalized in the recent Ford vs Ferrari film, to the tragedy of the 1955 Le Mans disaster that took the lives of 83 spectators and French driver Pierre Levegh.

Circuit de la Sarthe | Steam Store: CLICK HERE

History

Le Mans is an interesting mix of public roads and race specific tarmac located in the Le Mans region of Sarthe, in France. Currently, one of the longest circuits in the world at an impressive 13.626 km in length, the track itself has undergone significant changes over its long and storied history, whilst retaining that essentially Le Mans vibe of incredibly high speeds and challenging sections of corners sure to test drivers and cars alike. 

Speed is very much the key to being fast at Le Mans, with upwards of 85% of the lap spent on full throttle and speeds easily surpassing 200 mph at the fastest points of the circuit, with heavy braking zones and difficult fast and flowing sections that require a deft touch behind the wheel – all while navigating through intense traffic and trying to keep your car in one piece for the duration of the full 24 hours – not a challenge for the faint of heart! 

The onset of war would mean Le Mans would take a decade long hiatus from 1939, only formally welcoming the sound of engines again from the 1949 season following considerable construction work to the circuit infrastructure. With the public appetite for high speeds and exotic cars undimmed through the absence of racing, the Circuit de la Sarthe would enjoy some of its most prolific adventures over the following years, until the tragic events of 1955 again brought the dangers of motorsport firmly to the forefront of public mind. 

That dark day in 1955 could push the event organizers to reconsider much of the circuit safety infrastructure, leading to several modernizations and revisions, particularly around the pit lane area and Dunlop curve portion of the track. These changes, although important, would not be the final modifications to come the way of Le Mans in the years ahead, with the 1960s and 1970s seeing multiple revisions as the track slowly looked to modernize following a spate of serious accidents and near misses throughout the early post-war period. 

rFactor 2 Track Expansion Pack | Steam Store: CLICK HERE

Further significant upgrades would come the way of the venue in time for the Group C heyday of sportscar racing in the 1980s, with various changes designed to reduce the colossal overall speeds of the circuit,  adding a brand-new chicane in 1987, followed by a further two new chicanes in time for the 1990 racing campaign. Although these changes would attract much criticism from drivers during this period, over time they have done little to detract from the undoubted spectacle the Circuit de la Sarthe offers both fans and drivers alike. 

Never afraid to bring modifications to the venue in order to ensure its ongoing place as the pinnacle of long distance racing, further dramatic improvements would come the way of Le Mans during the early 2000s, with dramatic reprofiling and rebuilding of the section between the former Dunlop Bridge to the Esses having been completely reworked into a new configuration of sweeping corners in time for the 2002 race – the final significant change that has occurred to the track aside from minor tweaks and improvements over the following years. 

The version of the legendary Le Mans circuit in rFactor 2 has been faithfully developed with the aid of detailed laserscan technology, producing one of the closest to reality and finest recreations of this hallowed piece of endurance racing tarmac in sim racing today.  Initially released to rFactor 2 on the weekend of the 2019 Le Mans 24 Hours, and having since been substantially updated to incorporate all the latest technology on offer within the simulation, the Circuit de la Sarthe remains one of the finest tracks available within rFactor 2 today – and a true test of skill for any endurance racing fan

The Track

• Opened: 1923
• FIA Grade 2
• Length: 13.626 km (8.467 mi)
• Turns: 38
• Location: France
• Race lap record: 3:17.297 – Mike Conway, Toyota TS050 Hybrid, 2019, LMP1

Key Corners

T1 / Dunlop Chicane

The start of the journey – the beginning of an odyssey into one of the most spectacular laps in world motorsport. Packed with spectators keen to catch a glimpse of their heroes and the scene of some of the most iconic shots from the Le Mans race, in theory this should be a relatively simple approach and braking zone, however as can be evidenced on multiple occasions in the past few years, get too enthusiastic here on the opening lap, and the next 24 hours might well prove to be more of a challenge than originally planned. 

Tertre Rouge

One of the more famous corners on the Circuit de la Sarthe, Tertre Rouge, is where drivers first encounter public roads around this dramatic circuit. Approached at high speed, danger is never fare away thanks to the ever present risk of running afoul of track limits on corner exit, a critical portion of the lap as here drivers will be desperate to maximize corner exit speed for the long drag down the following Mulsanne Straight.

Daytona Chicane

A big stop from high speed on uneven surfaces, the first major chicane to break up the Mulsanne straight, is an important one for a strong lap here at Le Mans. Often used as a prime place to negotiate your way through slower traffic, the relatively aggressive curbs and the need for a strong exit into the following straight do make this a tricky place to consider passing cars of similar speeds – however it is certainly possible, and without doubt one of the corners where drivers will be keenly aware that opportunities are there to be taken, under the right circumstances. 

When racing at night, this chicane is the first part of the lap that isn’t fully illuminated by trackside lighting, and can present a challenge to spot exactly where to place the car in the heat of competition. 

Mulsanne

Tricky. No other word can really do justice to the Mulsanne Corner, and many drivers have found out just how tricky indeed this turn is during the near 100-year history of the race. Approached at considerable speeds thanks to the long run from the preceding straight, here at Mulsanne drivers have to first navigate their way around the right-hand kink just before corner entry, before balancing the car on the brakes for a big stop into the tight Mulsanne hairpin. The key to gaining the most lap time is to remain brave and resolute through the right-hand kind, and spot your braking point with pinpoint precision in order to scrub off enough speed to make the hairpin apex, but without unsettling the car and pushing you out of the track boundaries. For added jeopardy, Mulsanne is followed by another sizeable flat out blast, so get this one wrong, and just watch that lap time advantage disappear. 

Indianapolis

Arguably one of the most difficult sections of track, the corner with the famous name offers a critical opportunity for drivers to make or lose time over the lap – with an ever present risk of suffering potentially race impacting damage should you skirt too close to the fine line between success and failure. 

Another corner that drivers approach at considerable speed, Indianapolis is incredibly narrow and surrounded by both gravel and barriers, coupled with a dangerous corner entry thanks to the proceeding high speed right-hander that requires drivers to brake, turn and balance the car all while setting up an optimal approach into Indianapolis. A real test of concentration, and a corner that has claimed its fair share of victims when tiredness creeps in during the dead of night. 

Arnage

For a track that’s famous for incredibly high speeds, Le Mans has its fair share of hard braking zones and tight, slow sections – Arnage firmly fitting into that category. A good opportunity to overtake, Arnage is also one of the most strategic corners of the lap, with the exit especially important to maximize lap time over the following straight. The slowest corner of the track and often suffering from reduced grip in comparison to the other sections of the circuit, again this is a place where drivers have to balance the desire to maximize speed while keeping the car firmly within the confines of the racing surface. 

Porsche Curves

Iconic corners on an iconic track. The Porsche Curves are pretty much synonymous with Le Mans, and likely to be THE corner section that most fans gravitate towards during a visit to this fabled race. Depending on the machinery underneath you, the Porsche Curves are either an exhilarating thrill ride of downforce and commitment, or a frustrating upward battle against the negative effects of understeer and burning too quickly through tyres and patience. Approached slower than you might expect when at the limit, good drivers can find significant gains by managing their speed and track position perfectly in this sector, with the most talented able to thread the needle in such a way that cars appear almost effortless as they glide through these wonderful sweeping turns. 

Ford Chicane

The last encounter before the end of the lap, the Ford Chicane is one of the more traditional types of corner to be found at Le Mans, yet much like the rest of the circuit, the seemingly simple nature of the configuration easily hides opportunities to both win or lose critical lap time if not attacked with appropriate levels of precision and commitment. Possibly one of the slower and more frustrating sections of this mammoth venue, the Ford Chicane is nevertheless an entertaining ride if done right, and oh so very easy to get it wrong and bounce over the aggressive curbing that lines the circuit, and straight into difficulty at the furtherest post of the track from the pit lane entry for good measure. 

You can purchase the wonderful laserscanned version of the Circuit de la Sarthe on the rFactor 2 Steam Store, either as a standalone item or as part of the Track Expansion pack, including legendary circuits Nürburgring, Circuit d’Azur and Sebring International Raceway. 

Circuit de la Sarthe (Le Mans) – Available Now in rFactor 2