WRC 10's Final Update Released

WRC 10 January Update 01.jpg
KT Racing has released the January update of WRC 10 for Steam and Xbox players, marking the final update of the title.

WRC 10 players on Xbox and Steam can now enjoy the January update of the title, which developer KT Racing notes as the final major update for the rally racing title.

The January update notably doesn't include any new content, but there are some significant updates to the game modes. The update is currently only released to PC and Xbox users, but PlayStation users are due to receive the update next week. The contents of the update vary by platform.

KT Racing's time with the WRC license is nearing its end, as Codemasters will be reassuming the development of the official World Rally Championship game starting in 2023.

Any update noted as final tends to bring forth feedback from the community on why certain issues weren't addressed, so be sure to let us know in the comments below what you wish was fixed before the team moved on to the next installment.

All Platforms (PC+Consoles)

General
  • Online Multiplayer Championship Mode - The esports WRC Championship will be available from January to August 2022
  • NEW: Teams Online - In the Teams Online Mode, a player can only join or create a Team. To create a team you need to be at least Level 5.
Anniversary Mode
  • The reference timing has been revised to make the events more accessible
Spectator Mode
  • Custom liveries from other players are now visible in Spectator Mode
Livery Editor
  • Logos from certain esports Team of the 2021 esports WRC Championship have been added in the Livery Editor (esports section)
Vehicles
  • Fixed an issue in all rallies as some cars were sometimes not aligned with the starting line
Others
  • Fixed several Localization issues
PC only

Controllers & Peripherals
  • Fixed icons and prompts on the Thrustmaster T80
  • The Haptic Feedback from the DualSense PS5 controller is now supported on PC*Note: The Adaptive Triggers are not supported
Vehicles
  • Fixed the position of the Ford Fiesta 2017's exhaust flame
  • Fixed a missing texture on the door of several cars

Xbox Series Only
  • Fixed Localization issues in Online Lobby

Xbox Series, Xbox One & PlayStation 4 Only
  • Fixed an issue when completing a season in Career mode

PlayStation 5 Only
  • Fixed a crash when joining a co-driver lobby

PlayStation consoles Only
  • Fixed loading issues after creating a full Multiplayer Lobby
  • Fixed an issue after deploying a PS4 build on PS5
  • Added Hori steering wheel support for PS4 and PS5
About author
Mike Smith
Mike Smith
I have been obsessed with sim racing and racing games since the 1980's. My first taste of live auto racing was in 1988, and I couldn't get enough ever since. Lead writer for RaceDepartment, and owner of SimRacing604 and its YouTube channel. Favourite sims include Assetto Corsa Competizione, Assetto Corsa, rFactor 2, Automobilista 2, DiRT Rally 2 - On Twitter as @simracing604

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Comments

N
Kyuubeey said:
Internal vs external reference point. A car with higher peak slip angle in the rear, generating more lateral forces than the front tires at a lower peak slip angle, will still be yawed while understeering. ;)

So what would you describe it as, oversteer because the car has positive steady state yaw from slip angles, or understeer due to the lateral forces of the tires?

Anyway my point was that when the car performs a rotation, it's going to be around CG/middle of wheelbase if the tires are on the ground. So I suppose what I said isn't true per-se, I forget the moment cancelling sometimes.

The turn radius is a separate matter. The person I replied to originally is probably talking about that.
Click to expand...
Force alone is not enough to determine understeer or oversteer. The missing element is mass, in particular "weight distribution", so you can have more force on a certain axle and still have U/S, O/S or N/S. What matters is radial acceleration of each axle. In fact a=F/m. Again one of the the ways you can practically assess the balance is to place an accelerometer between the two tires of an axle as low as you practically can. This method is mentioned in Jorge Seger's book.
So we move to dynamics to kinematics. Acceleration relates to velocity.
If you need to know the point of rotation with respect to the car, just take the projection of the slip velocities to the y axis (the lateral axis) and calculate accordingly.
 
Last edited:
Kyuubeey
NobodyKnowsReally said:
Force alone is not enough to determine understeer or oversteer. The missing element is mass, in particular "weight distribution", so you can have more force on a certain axle and still have U/S, O/S or N/S. What matters is radial acceleration of each axle. In fact a=F/m. Again one of the the ways you can practically assess the balance is to place an accelerometer between the two tires of an axle as low as you practically can. This method is mentioned in Jorge Seger's book.
So we move to dynamics to kinematics. Acceleration relates to velocity.
If you need to know the point of rotation with respect to the car, just take the projection of the slip velocities to the y axis (the lateral axis) and calculate accordingly.
Click to expand...
Do remember that it's not weight distribution but lateral inertia distribution that'll affect that. Otherwise external forces loading the tires would mess it up.
 
Richard Wilks
Richard Wilks said:
You hit the nail on the head. One of the biggest problems with many cars/mods/games is that they dont account properly for longitudinal weight transfer, because that is a hard concept for the heads of most "sim"racers to get around. They like their "sim" cars to be planks of wood that move as little as possible on their suspension, and have zero weight shfting management.
Click to expand...

Kyuubeey said:
What do you mean "account for"? I haven't ever run into a software where you can even affect load transfer apart from touching the code.

Just because the springs are infinitely stiff doesn't mean there is no load transfer, or that if the springs are soft there is very much. It's gonna be exactly the same kinematically apart from the lateral proportion which can be changed.

You are right though that generally because nobody correlates their actual roll stiffness, cars end up quite stiff. Doesn't mean they have less load transfer, or that you don't have to manage it.
Click to expand...
Well in the ISI motor, you can make the weight transfer have a bigger or smaller effect on car behaviour, depending how you program your tires. But no, i won't go now on an essay explaining how that happens, suffice to say it does, and many people dont bother/care/know.
 
Kyuubeey
Richard Wilks said:
Well in the ISI motor, you can make the weight transfer have a bigger or smaller effect on car behaviour, depending how you program your tires. But no, i won't go now on an essay explaining how that happens, suffice to say it does, and many people dont bother/care/know.
Click to expand...
That's just tire load sensitivity. It's not a bigger or smaller effect, it's a different effect arguably. Even if the slope is 0 there is still dynamics, although not very realistic ones.
 
Richard Wilks
Kyuubeey said:
That's just tire load sensitivity. It's not a bigger or smaller effect, it's a different effect arguably. Even if the slope is 0 there is still dynamics, although not very realistic ones.
Click to expand...
No, its not just that. But i will emulate the poster above and leave it at that.
 
Kyuubeey
Richard Wilks said:
No, its not just that. But i will emulate the poster above and leave it at that.
Click to expand...
Okay, you are right, there is also tire saturation limit modulation from load, not just mu. Still not sure what it has to do with spring deflection. Anyway, good day.
 
N
Kyuubeey said:
Do remember that it's not weight distribution but lateral inertia distribution that'll affect that. Otherwise external forces loading the tires would mess it up.
Click to expand...
Please excuse me but I'm not quite sure what are you referring to by "that". Also, I never heard about "lateral intertia distribution", could you define it? Sounds like moment of inertia. I heard a certain developer using that term, so I think it's how people call it when talking about mods and such game related stuff.

Just to clarify my previous comment, let me rephrase it.
If you want a neutral steering car, you need to balance yaw moments. Every axle handles a certain amount of mass, and to meet said balance, a force needs to be provided by each pair of tires in proportion to the mass of each axle. This is why I mentioned weight distribution.

Assuming you meant moment of inertia, I don't see how that affects the balance alone. It will affect the yaw acceleration, but not the balance itself. In other words, if a car start rotating, it will do so slowly if it has a high MOI but it will also take more time to stop this angular acceleration.
 
Kyuubeey
NobodyKnowsReally said:
Please excuse me but I'm not quite sure what are you referring to by "that". Also, I never heard about "lateral intertia distribution", could you define it? Sounds like moment of inertia. I heard a certain developer using that term, so I think it's how people call it when talking about mods and such game related stuff.

Just to clarify my previous comment, let me rephrase it.
If you want a neutral steering car, you need to balance yaw moments. Every axle handles a certain amount of mass, and to meet said balance, a force needs to be provided by each pair of tires in proportion to the mass of each axle. This is why I mentioned weight distribution.

Assuming you meant moment of inertia, I don't see how that affects the balance alone. It will affect the yaw acceleration, but not the balance itself. In other words, if a car start rotating, it will do so slowly if it has a high MOI but it will also take more time to stop this angular acceleration.
Click to expand...
It's more semantics, but the weight/load over the axle doesn't decide how much work it has to do for a given acceleration, but the mass it has to move ie: the inertia. Actually, I'm probably using the wrong term, it's likely the "distribution of inertia along the longitudinal axle"; but I mean in respect to lateral accelerations. It's linear inertia, not MOI.
 
B
Dr. Death said:
Why do you think WRC and DR are just simcades?
Click to expand...
Well, I don't think !
I know, after driving a tuned Subaru Impreza on gravel, RBR is the only one that comes close to the real thing !
The graphics and sounds are kind of dated and there are not as many stages but the the thrill is one of a kind that still haven't been surpassed IMHO !
WRC and DR is fun for a while but I get bored after a couple of months !
 
DRDNA333
BlobbeLobbe said:
Well, I don't think !
I know, after driving a tuned Subaru Impreza on gravel, RBR is the only one that comes close to the real thing !
The graphics and sounds are kind of dated and there are not as many stages but the the thrill is one of a kind that still haven't been surpassed IMHO !
WRC and DR is fun for a while but I get bored after a couple of months !
Click to expand...
try the Hungarian version of RBR 100's apon 100's of stages a huge amount of car classes and cars! https://www.rallysimfans.hu/rbr/download.php?download=rsfrbr
ITS FREE!
 
Last edited:
N
Kyuubeey said:
It's more semantics, but the weight/load over the axle doesn't decide how much work it has to do for a given acceleration, but the mass it has to move ie: the inertia. Actually, I'm probably using the wrong term, it's likely the "distribution of inertia along the longitudinal axle"; but I mean in respect to lateral accelerations. It's linear inertia, not MOI.
Click to expand...
I want to be as honest as possible, so I need to say that this last post is confusing. I asked a clarification about your terminology, please do not ignore that. In order to keep this conversation meaningful, we need to use universally accepted definitions. Please use those only. Vehicle Dynamics is a science that involves physics, and as such, very specific vocabulary is needed to avoid misinterpretation.
For example, I have no idea what "linear inertia" is. I have not seen it anywhere.
From now on please include some formulas. Those are much more clear.
Also I think my earlier post was misunderstood, because I stated that moment of inertia has nothing to do with yaw moments balance, yet again you corrected me by saying the same thing again ("It's linear inertia, not MOI").
I am confident in my knowledge, but I am open to admit any mistake I may commit, because I truly am interested in the topic.
If you want me to use formulas or diagrams, just let me know.

The original question was about center of rotation but then you wrote: "So what would you describe it as, oversteer because the car has positive steady state yaw from slip angles, or understeer due to the lateral forces of the tires?". That made me think that a simple explanation of what causes O/S or U/S was needed. That's how I wanted to contribute to the conversation.

I am not sure but it could be possible that some confusion may be generated by how I used the word "acceleration". What I mean is radial acceleration with respect to the earth-fixed frame of reference. I am not talking about longitudinal acceleration with respect of the car frame of reference.
 
D
NobodyKnowsReally said:
I want to be as honest as possible, so I need to say that this last post is confusing. I asked a clarification about your terminology, please do not ignore that. In order to keep this conversation meaningful, we need to use universally accepted definitions. Please use those only. Vehicle Dynamics is a science that involves physics, and as such, very specific vocabulary is needed to avoid misinterpretation.
For example, I have no idea what "linear inertia" is. I have not seen it anywhere.
From now on please include some formulas. Those are much more clear.
Also I think my earlier post was misunderstood, because I stated that moment of inertia has nothing to do with yaw moments balance, yet again you corrected me by saying the same thing again ("It's linear inertia, not MOI").
I am confident in my knowledge, but I am open to admit any mistake I may commit, because I truly am interested in the topic.
If you want me to use formulas or diagrams, just let me know.

The original question was about center of rotation but then you wrote: "So what would you describe it as, oversteer because the car has positive steady state yaw from slip angles, or understeer due to the lateral forces of the tires?". That made me think that a simple explanation of what causes O/S or U/S was needed. That's how I wanted to contribute to the conversation.

I am not sure but it could be possible that some confusion may be generated by how I used the word "acceleration". What I mean is radial acceleration with respect to the earth-fixed frame of reference. I am not talking about longitudinal acceleration with respect of the car frame of reference.
Click to expand...
Im not gonna get in the conversation but what he means with Linear inertia i think he means that the changes in load to the axles of a car when accelerating, de-accelerating, or turning are not increasing or decreasing.
 

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