Audi R18 e-tron quattro

[Falloc]

I have tried this car in the game but something is not right. There seems to be no ERS sound when I apply the brakes. Also the car is presented as RWD in the menu.

In AC it was 4WD and had much higher hp along with ERS.
Why?

[Mahjik]

The ERS is there, it's just quiet.

Here's some details from the devs:

Audi R18 e-tron quattro (2016):

Being that the car was retired after 2016, Audi went the extra mile and provided some impressive reference material for this one; something of a rarity for top-level, high-tech cars. It was possible to fill in the few remaining gaps with data from the 2014 car and make a model which I feel is a very good representation of the real thing in our systems.

Engine is the same 4.0L turbo diesel they have been using for 6 years with constant, little updates for the regulations. By 2016, being in the 6MJ hybrid that meant reduced fuel flow so it would only make about 520hp peak and it holds that from 3500-4250rpm, which is the entire rev range you use. The ICE drives the rear wheels through a 6-speed sequential (down from 7 in previous years) with ratios that, best I can tell, didn't change through the entire season. We have added in a couple alternate final drive ratios in ours to cater to the wider variety of tracks.

Up front, the hybrid system had a huge upgrade since 2014. Flywheel is gone and replaced with batteries, with the motor upgraded for 350kW peak power (limited by rule to 300kW at Le Mans). Analyzing on-board telemetry shows the energy store works out to a nice, round 1kWh and the system software does some fancy tricks to send an average of 260-270kW to the wheels during each energy burn. The hybrid system normally cuts off around 260km/h even if there is plenty of energy left in storage; getting up to that speed is what makes lap time, not excessive burn for higher top speed. Our hybrid system can't do all the same tricks as the real thing (steering sensors, GPS, etc.) but it was possible to calibrate for a similar result to the real thing while using the full 6MJ over each lap at Le Mans.

Aero model is similar to our 2014 car data with more efficiency and less drag to hit the right top speed reference points: ~320km/h at Le Mans, 295 @ CotA. There were some rules changes meant to cut LMP1H downforce in 2016, but the teams surely clawed it all back and cornering performance looks close to the mark on the 2014+ downforce levels. We do have the R18 artwork split to Le Mans and high-downforce variants for liveries. Jussi had a great idea to split our aero model between the two, so the low-drag LM version gets steps 0-5 and high-downforce model has steps 4-10. Choose your variant wisely to suit a track and your own driving style.

Neatest thing about this one was the detail sent over by Audi in the CAD model. First LMP1 car where we could do an exact model of the suspension geometry to see how they handle sending so much power to the front wheels without harming steering feel. There is an almost absurd amount of caster angle built in, and the front would be better described as multi-link than double wishbone. The front and rear bars of what look like wishbones aren't actually connected at all at the upright, and allow the wheel to move fore-aft slightly when steered. It looks like it shouldn't work at all, but it actually drives great and gives better FFB than approximating a pure double wishbone setup from the same links.

LM P1H 2016 Hybrid use and strategy:

One big difference for these 2016 cars is that we've changed the hybrid system to activate on button press rather than throttle input. Rules for the real car don't allow it to be on a button like this, but the real systems are becoming so complex that we can't really copy their action from throttle input alone; it worked fine for the simpler cars of 2014, but not now that everyone is in the high energy categories and working out better energy deployment strategies. Manually controlling the hybrid to match closer what we see done in the real thing has a significant effect on lap times. Avoiding any wasted energy on unimportant parts of the track and saving it for big burns made me about 4s per lap faster in the Porsche and 2s in the Audi; plus it gives a fun push-to-pass feature if you manage to save a little energy while racing closely with anyone.

The most effective hybrid strategy in these three cars tends to center around finding the slowest corners of a track and burn energy on the exit up to about 260-275km/h. Using more of the battery than that yields diminishing returns and is better saved for a slow spot elsewhere on the track. Run some practice laps at each track to see how the car recharges over a lap and where you might want to save hybrid energy to have a full boost out of the slowest corners.

Qualifying can change your strategy a bit too; consider Fuji as an example. In a race at Fuji, you would typically save up charge from the second half of a lap and boost out of the final corner to reach a 290km/h top speed early on the long, Start:Finish straight, doing this consistently lap after lap. In qualifying, however, you don’t care about the lap before or after and can use this to your advantage. Exit that last corner and accelerate to about 240km/h, only then using the hybrid for extra top speed of 310+ from the start-finish line into braking for the first corner. Then finish the lap with a long boost right out of the final corner for the best lap time. It doesn’t work for multiple laps in a row, but stringing together a fast second half of the straight to start a lap plus fast first half of the straight to end it shaved over 1s from my typical race pace lap time.

A similar quirk comes into play at Spa-Francorchamps. Rather than burn all of your energy our of La Source before Eau Rouge, save 50% charge or so for the Kemmel straight afterwards. It is a long, uphill run, and boosting to top speed immediately after Eau Rouge can be a huge win for your lap time. Every track will have unique strategy plays like this, so experiment and keep an eye out for what works best in both qualifying and race situations.

http://forum.projectcarsgame.com/showthread.php?63550-Physics-of-Spirit-of-Le-Mans-DLC

[melenaus]

The '14 version has ers but it deploys automatically when you are on the Throttle. The hybrid whine is just missing, as for the HP thingy my guess would be that ac adds the hp from the hybrid and pc2 doesen't. The dlc version of the car has the hybrid whine but it is very quiet along with manually deployable ers.
For me it shows up as 4WD in the menu but maybe that is because of the dlc? And as far as i know the front wheels only get power from the Electic motor

[Falloc]

Originally posted by melenaus:

The '14 version has ers but it deploys automatically when you are on the Throttle. The hybrid whine is just missing, as for the HP thingy my guess would be that ac adds the hp from the hybrid and pc2 doesen't. The dlc version of the car has the hybrid whine but it is very quiet along with manually deployable ers.
For me it shows up as 4WD in the menu but maybe that is because of the dlc? And as far as i know the front wheels only get power from the Electic motor

Yes I know the hp is added by both engine types.
Only I miss the hybrid whine. It wasn't as good as the Assetto Corsa version in PC 1 too.
That is the only thing I miss abaut AC. I'd take PC 2 any day considering overall(especially the UI)