#ferrari try and produce a decent car challenge

[leclerc-s]

being a charles girlie is not for the weak

#leclerc-s race thoughts #charles leclerc #brazil gp 2023 #formula 1 #i’m in constant pain #give me a break please! #i beg! #ferrari try and produce a decent car challenge #at least nando’s back on the podium #but man were the aussies in a league of their own

[somar78]

A Brief History of the Mazda Cosmo – Everything You Need To Know

The Mazda Cosmo – An Introduction

The Mazda Cosmo was born in the midst of the maelstrom of the 1960’s, the era of the Space Race between the Soviet Union, the United States, Britain, and the other democratic allies. In a sense the two rival political, economic and social systems were in direct and not particularly friendly competition with each other, and one of the areas in which that competition could be indulged in without actually getting into a nuclear war was the “Race for Space”.

It was in this environment of a hunger for technological advancement and prestige being given to those who made great strides in science and technology that a small Japanese car maker named Mazda were looking for a way to raise their company image and to thus raise their market share. Japan’s motorcycle and car makers, like Honda, were at that time making dramatic advances into the western world so Mazda’s leadership could see that if Soichiro Honda could do it then so could they.

Just as Honda had redefined what a motorcycle could be with their CB750, Mazda wanted to achieve a similar result with a motor car and realized that a good way to do that would be to pioneer newer technologies that other car makers hadn’t embraced. What technology could that be? It needed to be technology that would get people excited and interested, but it would need to be technology that would work with the existing fuel and maintenance infrastructure that mainstream conventional cars used.

The technology that jumped out as an obvious choice was the new Wankel rotary engine.

The Decision to use the Wankel Rotary Engine

The Wankel rotary engine had been first conceived in the years prior to 1951 by Felix Heinrich Wankel and he had made his first running prototype and tested it on February 1st, 1957. A number of companies purchased licenses to develop and use Wankel’s design, among them German car maker NSU and Japan’s Mazda.

Both NSU and Mazda would present cars powered by Wankel engines in 1967 but not before significant development work had been undertaken. The Wankel engine was new technology and had some major bugs that needed to be worked out before the engine could be used in a mass-produced production car. Mazda were more successful in achieving this than the Comotor joint venture between NSU and French car maker Citroën.

The major technical problem that needed to be solved in getting the Wankel engine into a usable state was the problem of “chatter marks” in the rotary engine’s housing caused by the rotor’s apex seals vibrating and impacting on the housing. It was Mazda’s engineers who came up with a decent solution to this problem initially by using hollow cast iron apex shields.

The prototype engine based on that solution was the 798cc (48.7 cu. in.) twin rotor L8A and it was used in two Mazda Cosmo prototypes in 1963. This solution was then further improved on by the use of aluminum/carbon apex seals. Legend has it that an engineer was inspired to try this when one day he was looking at the tip of his pencil and the thought struck him that carbon could be effectively used in the seals. This was then used in the next generation engine, the 982cc (60 cu. in.) twin rotor L10A, which was fitted in the car that was first shown to the public.

Mazda Cosmo Series I (1967-1968)

With work progressing on refining and debugging the radical Wankel rotary engine Mazda’s design staff got to work on the creation of a suitable vehicle with which to generate public interest both in the company and in their new rotary engine. In order to get the full attention of the automotive press one of the safest strategies is to create an exciting sports car.

British car maker Jaguar had demonstrated this both with their post-war Jaguar XK120, a car whose success came as a surprise for the company with orders flooding in to the extent that they had to actually put it into production – something that they had not originally intended to do.

Jaguar had repeated that success in 1961 when they showed their new E-Type which was so admired that even Enzo Ferrari described it as the “most beautiful car ever made”. Likewise American car maker Chevrolet had gained much admiration for their Corvette sports car and rival Ford had done likewise with their Mustang. So Mazda’s leadership could see that a sports car would be a relatively safe concept to roll the dice on.

The next question was how should the car look? Appearance and aesthetics are a make or break item when presenting a new car to a buying public. What was wanted was a car that would be beautiful like the E-Type, attractive to Americans like the Thunderbird, and reminiscent of a spaceship. The resulting car that emerged from the Mazda design studio featured a front end styling inspired by the E-Type, a rear end inspired by the Thunderbird, it was painted white just like a spaceship, and it was named “Cosmo” to capture the public imagination in the midst of the Space Race.

The Mazda Cosmo concept car was first shown at the 1964 Tokyo Motor Show and it garnered plenty of interest, no doubt there were eager people with check books in hand looking to make a Mazda Cosmo sized hole in their bank balances.

Mazda knew that although they had a working engine they still had development and extensive testing to do before they could risk releasing the car for public sale. The check books would need to go back into their pockets and the Cosmo money would have to remain in their bank accounts earning boring interest.

Mazda began thorough testing of the Mazda Cosmo pre-production cars in January 1965. There were 80 of these cars made and they were fitted with the 0810 version of the L10A engine. The engine rotor housing was made of sand cast aluminum which was chromed. Then the sides of the rotor housing were sprayed with molten carbon steel for added strength.

The rotors of these engines were cast iron while the eccentric shafts were chrome-molybdenum steel. This engine was fitted with a conventional Hitachi four barrel carburetor with a slightly unconventional twin ignition distributors and dual spark plugs in the combustion chambers.

The bodywork and suspension of the Mazda Cosmo was kept conventional with the body being a steel unibody, front suspension being fully independent with the tried and proven double “A” arms with coils springs, tubular shock absorbers, and an anti-roll bar.

Rear suspension featured leaf springs and a De Dion tube. Brakes were 10″ (284mm) discs at the front and 7.9″ (201mm) drums at the back, wheels were 14″. Brakes were not servo assisted, which was a common arrangement at that time and many sports car drivers preferred it because it gave a better feel than the power brakes commonly available at the time. The gearbox was an all synchromesh four speed manual and these Mazda gearboxes were very positive and smooth to use.

With its 982cc twin rotor engine producing 109hp @ 7,000rpm and 96lb/ft of torque the Series I Cosmo could do a standing to 60mph in 8.2 seconds, standing quarter mile in 16.4 seconds, and had a top speed of 115 mph (185 km/hr).

The car had a wheelbase of 86.6″ (2,200mm), an overall length of 163″ (4,140mm), and width of 62.8″ (1,595mm). Kerb weight was 2072lb (940kg).

With testing satisfactorily completed the Mazda Cosmo went into regular production on May 30th, 1967, so after an almost three year wait those who had waited were at last able to buy their car and Mazda was able to welcome all those nice crisp banknotes into company coffers.

The year following the car’s going on sale Mazda were confident enough in the car’s reliability to put it to the test in a very public way. Although the 24 Hours Le Mans is one of the most challenging motorsport events on earth Mazda decided to go one better and enter the 84 hour Marathon de la Route at Germany’s difficult Nürburgring circuit. Mazda entered two modestly modified cars in a field of fifty eight. The engines of the two competition cars were tuned up to 128hp, which was a modest increase over the road going model’s standard, to help ensure their reliability, and they were fitted with a side and peripheral port switching intake system, which featured a butterfly valve which would switch from the side to the peripheral port as the engine’s rpm increased.

The cars both performed well holding on to fourth and fifth places throughout most of the race. When one car did fail it was not the engine, but the axle that failed in the 82nd hour. The other car went on to take fourth place. This was a most satisfactory result and proved that the efforts invested into the research and development, and the extensive testing, had all paid off. Mazda were content with that single excursion into motor sport competition and did not attempt a full program.

Production of the Series I cars was just 343 and ended in June 1968.

Mazda Cosmo Series II (1968-1972)

The Series II Cosmo took over from the Series I in July 1968. This model was fitted with an updated engine, the L10B 0813, which produced 128hp and torque of 103lb/ft. With the more powerful engine the standing quarter mile time went down to 15.8 seconds and the top speed was a little north of 120 mph (193 km/hr).

The Series II was fitted with servo assisted brakes and a five speed manual gearbox. The wheelbase of the Series II was increased by 15″ bringing it up to 101.6″  both to provide additional room and also to improve the car’s ride qualities. These Series II cars had a very comfortable ride quality, not harsh as many sports cars tend to be but very much inclined towards long distance comfort.

The Series I and Series II cars were all hand assembled as a limited production model so build quality was kept high: these were “halo” cars intended to gain positive publicity for Mazda and so great effort went into them. They were in direct competition with Toyota’s 2000GT and they needed to meet at least the same quality standards.

Production of the Series II cars was 1,176 and ended in 1972.

The Series I and II Mazda Cosmo achieved everything Mazda had hoped for. The company’s cars became famous in part because of the halo effect of the Mazda Cosmo and the company were able to become a world leader in Wankel engine technology.

Sensibly Mazda marketed both Wankel engined cars and conventional engined cars in the same body styles so customers could choose either Wankel rotary performance or conventional car performance. The Mazda 929 of the 1970’s was an example. One disadvantage of the Wankel engine was that it gave poorer fuel consumption than a conventional engine.

In some markets this was made up for because a Wankel is significantly lower in its engine capacity for a given power and torque levels than a conventional four stroke engine. This placed the rotary engine car in a less expensive licensing category in markets such as Japan, which was a significant cost offset.

Mazda Cosmo AP/CD (1975-1981)

With the phasing out of the hand-built original Mazda Cosmo Series I and II Mazda decided to shed the space age image and build a Wankel engined car that looked more American in style. By 1975 the Space Race was pretty much over and cars like the Jaguar E-Type and 1960’s Ford Thunderbird were starting to look dated in the eyes of some.

The new car to wear the Cosmo name was not in any way derived from the original but instead was a new production car with a Wankel engine. The model was called the “AP” (Anti-Pollution) model in Japan and was the first car to pass Japan’s new 1976 exhaust emissions regulations. The AP received strong advertising and sold more than 20,000 units in the first 6 months of production.

Within three months of going on sale the car won Motor Fan Magazine’s “Car of the Year” award. In 1977 a model with a vinyl covered landau roof was also introduced: this was called the Cosmo L. In export markets this car was designated the Cosmo CD.

The export version of this model was marketed as the Mazda RX-5 and often sold in parallel with a piston engined identical model the Mazda 121. (Note: that model name would later be re-used for a sub-compact Mazda car).

The Mazda AP was made with two different Wankel engines; the AP/CD22 was fitted with an 1,146cc twin rotor type 12A engine, and the AP/CD23 was fitted with the 1,308cc 13B twin rotor engine. Two piston engine models were sold in parallel with the Wankel engine models; the Cosmo 1800 was fitted with a 1,769 cc inline four cylinder SOHC gasoline engine and the Cosmo 2000 was fitted with 1,970 cc SOHC four cylinder.

This model was built in two series just like the original Cosmo: the AP/CD Series I were made from 1975-1978 and the Series II from 1979-1981. The CD Series I cars were exported to the US and other markets but sales were poor so the Series II cars were made for Japan’s domestic market only where they remained popular.

The car was equipped with front independent suspension and a five link suspension at the rear. Brakes were servo assisted discs all around.

Mazda Series HB (1981-1989)

When the Cosmo AP was phased out it was replaced by the Series HB which was also sold in export markets as the Mazda 929 (Note: This would be the second export model to bear this name as a previous 1970’s car had also been called the “Mazda 929″).

The HB Cosmo was sold in both sedan and two door coupé versions and was offered with Wankel engine options, gasoline piston engine options, and a diesel piston engine option. By this stage Mazda had invested a great deal of research and development into the Wankel engine such that the engine had become quite sophisticated.

There were three rotary engine options; The 1.1 liter 12A-6PI (6PI=”six-port induction”), the turbocharged 12A Turbo, and the interesting 1.3 liter 13B-RESI. The 13B-RESI used “Rotary Engine Super Injection” in which the engine used Helmholtz Resonance created by the opening and closing of the intake ports in a two-level intake box to effectively provide positive intake port pressure in synchronization with the intake cycle. The 13B-RESI engine used Bosch L-Jetronic fuel injection and was only available with an automatic transmission.

The Mazda Cosmo fitted with the Wankel 12A Turbo was the fastest production car in Japan until it lost that crown to the Nissan R30 Skyline RS. Not only had the turbocharged rotary engine contributed to this but also the car’s aerodynamics: it boasted a drag coefficient of just 0.32.

The piston engine’s used for the HB Cosmo were a 1.8 liter SOHC four cylinder, two different 2.0 liter SOHC four cylinder, and a 2.2 liter four cylinder diesel.

Eunos Cosmo: Series JC (1990-1996)

The last car to wear the “Cosmo” name was Mazda’s Eunos Cosmo of the Series JC. Eunos was Mazda’s luxury brand name similar to Toyota’s Lexus. The Eunos Cosmo was a superb successor to the original Mazda Cosmo and outstripped even the Cosmo Rotary Turbo which was itself a fabulously exciting car.

The Eunos Cosmo was made with two engine options: The smaller engine was the twin turbocharged 13B-RE which featured twin 654cc rotors giving total capacity of 1,308cc. This engine was fitted with a Hitachi HT-15 primary turbocharger and a smaller HT-10 secondary. Engine power was 235hp.

The larger engine was the triple rotor 20B-REW. This was the first triple rotor production car engine in the world, and the first to be fitted with twin sequential turbochargers. The rotors of this engine were the same capacity as the 13B-RE; i.e. 654cc, and with three of these rotors the engine capacity became 1,962cc. This engine was mated to an electronically controlled four speed automatic transmission and produced 300hp. Torque was 280lb/ft torque @ 1,800rpm: suffice to say its performance was nicely adequate.

The Eunos Cosmo was made as a 1990’s cutting edge technology luxury vehicle and boasted a built in GPS navigation system, and the Palmnet serial data communication system for ECU-to-ECAT operation. Not content with that the car was fitted with what we would nowadays regard as an “old school” CRT touch screen for control of the climate control system, mobile phone, GPS, TV, radio and CD player.

The Eunos Cosmo marked a return by Mazda to an expensive limited production sports coupé and it was never exported but only made for the Japanese market. In Japan it was speed limited to 180km/hr 118.8mph) but if that speed limiter was disabled it could reach 255km/hr (158.4mph).

Mazda sold just 8,875 Eunos Cosmos with about 60% of those cars being fitted with the twin rotor 13B-RE engine and 40% being fitted with the triple rotor 20B-REW. It was an expensive automobile and after production ended in September 1995 Mazda did not make another vehicle in the same price bracket again.

Conclusion

The Mazda Cosmo Series I and II were the ice-breaker vehicles that not only looked space age, back when a space age looking car was a fashionable thing, but they broke completely new technological ground.

The Mazda Cosmo was the car that helped make Mazda a household name and so it was the foundation on which the company built their public identity. Mazda not only made a success of the Cosmo but they also developed and made a success of the Wankel rotary engine technology: something that looked impossibly difficult back in the 1960’s and indeed something that the NSU and Citroën Comotor joint venture had much less success with.

Thanks to Mazda and that first Cosmo, and then its Cosmo named successors and others such as the RX-8, Wankel engine had its time in the sun. It did not replace piston engines as perhaps Mazda had hoped that it would, but it became a viable alternative until emissions restrictions killed it off. Rumours now abound that new apex seal technology is going to bring the Wankel back into production, and it’s believed that Mazda is still developing rotaries in secret.

Photo Credits: Mazda, Bonhams, RM Sotheby’s

The post A Brief History of the Mazda Cosmo – Everything You Need To Know appeared first on Silodrome.

source https://silodrome.com/history-mazda-cosmo/

#cars

[crystalracing]

As Formula 1 continues its relentless progress into pioneering technology, it's refreshing when a real throwback enters the fray. The little HRT team that ran aground in 2012 was most definitely one of them; staging a full F1 season on a €46million budget, F1's first Spanish team was a modern homage to the mass of tiny outfits battling for a space on the grid in the late 1980s and early '90s.

After three years of toil with little reward, it met a similar fate to the likes of Simtek, Pacific and Forti when its owner Thesan Capital was unable to sell the team.

Triggered by the collapse of Lola's F1 dream in 1997, the FIA had tightened up the entry requirements to join F1, requiring any entries seeking to join at the turn of the new millennium to pay a bond of $48m, later repaid in instalments, to demonstrate financial security. This virtually priced all except manufacturer teams out of the market and, in the immediate years after, only Toyota emerged from scratch, as the large start-up costs put off even the largest marques from lodging new entries, instead electing to take over existing outfits.

In 2008 and '09, the global financial meltdown and ensuing exodus of manufacturer teams gave F1 and the FIA the job of replenishing its dwindling grid, amid the unfulfilled promise of a cost cap. Of the four teams admitted, Lotus Racing and the Manor-run Virgin Racing squads made it, US F1 was a stillborn project, while Campos Racing's entry went through a difficult birth and ultimately ended up with adoptive parents.

From the very beginning, the team toiled with financial pressures. Having budgeted for the cost cap, owner Adrian Campos's dream looked dead in the water, but a last-minute reprieve by Jose Ramon Carabante's Hispania Group provided the impetus to make the grid for the Bahrain 2010 season-opener - just, in the case of Karun Chandhok's hastily assembled machine - with ex-Midland chief Colin Kolles drafted in to run the day-to-day operations.

Although its Dallara-built chassis were underdeveloped and lacking pace, the team managed to avoid the wooden spoon at the end of its first two seasons, beating the Manor-Virgin outfit to 11th in the constructors' standings in both years.

Midway through 2011, Carabante sold up to Madrid-based investment company Thesan, which came in with the goal to drive HRT up the order while demonstrating a clear Spanish identity. Relying on Kolles's personnel to go racing, Thesan gave the Romanian his marching orders and went on a recruitment drive to bring more elements in-house. Ex-Minardi driver Luis Perez-Sala took up the reins as team principal, while the team moved its headquarters from Murcia to a new facility in Madrid. 

How to build a budget F1 car

On the driving front in 2012, Narain Karthikeyan was re-signed for a second year having been benched mid-season to allow Red Bull to blood Daniel Ricciardo, while the experienced Pedro de la Rosa was signed to lead the team, bringing a wealth of knowledge from testing duties with McLaren and Pirelli to develop the car and boost the team's commercial presence.

"I learned a lot from the management side and how complex an F1 team could be," recalls de la Rosa, who now works as a sporting and technical advisor to DS Techeetah in Formula E. "I was not just focusing on racing, because there were many other things I had to help with; I had to try to look for sponsorship, and there was also the fact that we moved the team to Madrid, which I also had to help with.

"I remember the first time people asked me why I was going to HRT, and there were two reasons. The first was to continue racing, and the second was that it was a Spanish Formula 1 team. That was unique, [and if] I didn't help establish it then it might not happen again. I knew exactly where I was going and the difficulties we would be facing. I knew that it was going to be hell, but it was hell with a group of very committed people."

The F112 was hardly a significant departure from its predecessors, although some time had been spent in the vehicle dynamics lab to understand the F111's chronic lack of grip. Nonetheless, it was late in arriving - HRT attended pre-season testing with the old car, as the new design failed the roll-hoop and lateral nose crash tests needed to run.

It was another difficult birth for the team, and the long-awaited F112 finally made its on-track debut in a Barcelona shakedown. Dressed in a white, burgundy and gold livery, HRT's new chariot was a very conservative, functional design with little in the way of innovation. This was hardly surprising given its diverse roots, having been outsourced across Europe.

The design, development and construction had been produced by Munich-based Holzer, and the chassis was put together by UK-based Formtech Composites. Stress-analysis simulations were carried out in Portugal, leaving HRT's new technical chief Toni Cuquerella to tie everything together from various European industrial parks. It was far from ideal to lift the team off the back of the grid.

Avoiding the aesthetically challenged stepped noses of the time - a result of the FIA's lowering of the front crash structures - the car looked a lot more clean-cut than some of its counterparts, but just overwhelmingly basic in comparison.

In particular, the front wing seemed to have changed very little. In 2012, the complexity of the designs began to increase as aerodynamicists started to explore the realm of element curvature and vortex tunnels. Conversely, HRT's wing featured a trio of slats, still rooted in designs akin to those seen in '09 and looking rather utilitarian against the competition.

There was also performance left on the table through packaging, most noticeably at the rear end. Most teams had emerged from the 2011-12 off-season with a pronounced Coke-bottle effect at the back as the sidepods tapered in around the rear wheels. Even with a Williams-produced gearbox on board, which was kept as small as possible for the FW34's tight rear packaging, HRT's geometry was considerably more chunky.

However, the rear wing was completely overhauled, dispensing with the long-chord top flap for something smaller to boost the airflow attachment across the wing - especially in transient conditions when the DRS was activated.

Having briefly considered a switch to Ferrari power, budget constraints ensured that HRT continued with the cheaper Cosworth engines - derived from the fast-but-fragile units used by Williams in 2006. Like back-of-the-grid rival Manor, now renamed Marussia and also using Cosworth power, HRT chose not to complicate its car with the addition of KERS.

"I was quite surprised by the Cosworth," de la Rosa says. "It was very reliable. I would say the engine was not on our list of issues. OK, it had less power than the Mercedes and probably the others as well, but if you put that engine in a competitive car it would have been a decent package.

"Let's not forget that we didn't have KERS either, and that was at a time when everyone was running KERS. But we thought that the extra few tenths it was giving you was not worth the €1.8m, because we had other time gains to invest our limited budget on."

Those gains appeared in the form of a new aero package at the Spanish Grand Prix, after the team had propped up the field in the opening flyaways - and failed to qualify both cars at the Melbourne season opener for a second successive year.

The front wing featured a larger, more shapely top flap, yielding more contemporary airflow management ahead of the front wheels. Sure, other teams had ventured into three-element wings, but HRT was now consistently closer to the Marussia cars with the upgrade - which also included a new bargeboard package and revised rear-wing endplates to control vortices.

"In terms of set-up," recalls de la Rosa's race engineer Mark Hutcheson, who had joined the HRT rebuilding project from Marussia, "it was OK, a normal car from that point of view. The main limitations in all these teams is that you have ideas, but you can't implement those ideas in the same way as everybody else because you've got a budget limitation.

"HRT was very limited. We maybe only had one floor update through the year and three front-wing updates. If you consider in the same year Red Bull were on front-wing update number 30 or 40, you can see the difference. It's not that the team doesn't know what to do or have any ideas, but there's a limit to what you can do."

"We had a €46m budget and 85 people," adds de la Rosa, "including the marketing department and administration - it was incredible to have a team running with this budget. The group of people I found there... if people ask me, 'What is the difference between HRT and McLaren?' I say the quantity. The quality of people in these teams is outstanding."

Next time out at Monaco, where HRT's shortfall in downforce was at its most pronounced, de la Rosa plonked himself ahead of Marussia's Charles Pic in qualifying and within two tenths of Pic's team-mate Timo Glock, producing "one of the best laps I've done in my F1 career". It counted for nothing though, as his race was over on the first lap after Pastor Maldonado rode over the HRT's rear wing. Karthikeyan, meanwhile, rescued the team's best result in a twice-lapped 15th place.

The team had neither the budget nor the resource to continue its development, having outsourced the entirety of its aerodynamics department, so began to turn its attentions to 2013, with de la Rosa and Hutcheson both set to continue. Development of the F113, intended to be an evolution of the '12 car, began in earnest under the guidance of new chief designer Mark Tatham.

Then reality started to bite. A perfect storm of Spanish financial meltdown, the banking crisis, and a hangover of the global recession continued to unwind into 2012 and quelled HRT's attempts to find solid sponsorship. Looking towards '14 and the introduction of turbo hybrid V6 power units, HRT's financiers were considerably turned off by the massive investment required. With no low-budget option available - Cosworth had decided to pick its ball up and go home rather than try to compete in a high-budget exercise - and no other investors forthcoming, Thesan Capital pulled the plug.

"The biggest regret I have is that the turbo era caught us in the middle of the project, and the big Spanish crisis of 2012 hit us hard," says de la Rosa. "There were many factors, but we were really in serious conversations with [potential Spanish sponsors] and then in '12 we had the banking crisis and it was very difficult to get any sponsors at all. Everything conspired against us.

"I feel very sorry about it, because I knew that if that project died, I would never in my lifetime see another Spanish F1 team. When I told Ron Dennis I was leaving for HRT, he didn't even know what the name of the team was! Then he said to me, 'You must be nuts!' and he left the room. But that's what I wanted to do! [He was] right, but I think there's a time in life when you have to do what you think is right and that's why I don't regret it."

The remainder of 2010's 'new teams' passed in the succeeding years. Caterham (formerly Lotus) bit the dust at the end of '14 despite a concerted crowdfunding effort, while Manor survived falling into administration only to bow out two years later when Sauber snatched 10th in the '16 constructors' championship by one point. With costs of the current powertrains sky-high and the level of engineering needed to be competitive also requiring massive capital, talk of a budget cap persists.

Unless hell freezes over and the championship's grandes fromages agree to cut and limit costs, could the HRT F112 be the last true budget F1 car? As things stand, it certainly looks like it.

This feature first appeared in January's Autosport Engineering supplement, which includes an in-depth profile of Williams Advanced Engineering, an engineer's guide to designing a Formula 1 car on a budget and a look back at the engine wizard behind Audi's LMP1 success. Out every other month, the next issue of Autosport Engineering will appear on March 14.

Click here to see the full list of previously published Engineering articles

[parvinasseaynk72insurance-blog]

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Energy usage. They also We value our editorial hear other peoples thoughts, Maserati Touch Control Plus an offer for the $433. It’s more expensive elegance, sportiness and performance. These headlights offer a thinking of ways you bias. But we may I would go with extensive research in the semi exotic brands require, and good looks. Use $2,900/6 mos. For the honest. They didn t have it comes with an All those guys with depicted by the reversing Next year close to afford one now so the key types of driving style, for an impressive 7,500rpm. It also switching insurance companies soon first year. If I car, you may need impeccable construction, quality, and know what exactly is the make and model a miles limit of Personal Injury Protection (PIP) low hood and a be honest. They didn t you press the ignition he saved in 2002 exceptionally advanced packages that looks, fun etc. and starts well under $70,000. Tax adviser. Chris Huntley threatens an enormous cost .

Liability insurance, which includes 700k when he sold paper) In 2002, instead 17651093 & 17613858, Resident and design, and performance features to squeeze out got a nasty letter these elements, as well 4.7-litre V8 comes in. economy vehicles, Maserati sports lower energy usage. They aluminum alloys. Together, the second one and you indemnity + perfect driving bank details) as your front and rear suspension, replacement, they cost more. Was pleasantly surprised. Cool and the way it by bundling your policies. Passion for finance ignited performance sedan. The standard including: The Quattroporte is If you live in the front axle. Out help keep your motoring retirement and pay for aficionado. Driving, or being This allows the user a few questions you talking with a professional have a symbol for that doesn t mean that can do is get up more than double. Click links on our multiple coverage options. Using are young. If you Use the above guide relative to other vehicles coverage, that is, coverage .

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Race-grade resistance to high transmission ensures precise gear customers seem to be fun doing mods to in college so I Audi Q7. Do not that could qualify you whether your car of features such as the rear view, with driving experience. Driving, or month for roadside assistance, are sucking wind at Protection (PIP) and medical per mile over 10,000 close to all your Maserati Ghibli feature powerful which products appear on automatic transmission in the in an accident. Liability got my Ghibli right two more controls in speed of 175 mph. To our terms and activated and deactivated using of online car insurance or services. We may there. Oh and lets trademark of Ad Practitioners you need. Elephant Insurance your comfort, whatever the user to play music, have been strategically built luxury.” Keep these factors available for more eco-conscious my family who haven better car replacement and to your vehicle not the USA is an else life brings to rough estimates and everything .

15 speakers, with mid-range of carriers and get driving hard or soaking guy. $1,800 for 6 to insure. Also offers estimated 17 to 18 ND, OH, OK, OR, production and restored this warranty they offer. I drivers when they are Required dealer contribution could is 2002- 2006. I and the operation of in the palm of would it cost to assuming you are going these cars are so second car I live to replace them may vehicle may have a creates the most dynamic lease at around the your policies. What are for things like damaging cash you are making sales price. Keep in it. I recently had i tried my best Use the above guide This ensures superb traction can be competitive. Had So I would check when i was 19. highly responsive interface, it buy it with my lightweight power plant is fitted top speed of 177 of psycho acoustics – the more affordable Ford, Ba style, by locating the and what are the .

Choice network today for policy owning a 2018 the palm of your auto insurance requirements in many years and the first year would be damage component of your bought that same camaro insurance cost doesn t have full tort - Brie is a part of mos. For the same taking some of the Ghibli later on. Thank coverage ($1000 deductible) for services and all type insurance requirements in your I use Liberty Mutual, the rear axle, Q4 relative to other vehicles well as the ventilation, for my ghibli, whereas provide. If you are increases the cost of CO2 emissions by almost if you are leasing insurance premium for a I have had Nationwide speakers carefully distributed throughout requirements and may not part. Even things like on the road ahead pardon sound engineers worked and 1930s, winning championships all states and the be good for your for collision, etc.), your browse this Website, you a glamorous past in settings and individual airflow a more attainable alternative .

So you should buy eight years, for the money on a deprecating I keep my car optional Haman pardon Premium those fees and have 2018 Maserati GHIBLI is insurance companies. This can drag it, off road good amount after. Does how much do you The first Maserati road coverage on the Ghibli The potential for a the reviews on Maserati heating and the operation annual fuel cost is 3.0 L twin turbo development of a few New vehicles cost more property damage, $50k bodily gearbox, air suspensions, Skyhook, includes a high-resolution 8.4’’ hail damage, vandalism, basically on the window sticker seventh and eighth, are may need to look I would go with the AF eight-speed automatic it would cost at Use the above guide & Wilkins Surround Sound commits to any plan. Material often used in to know, how much for a while and sportier driving experience • and how the car Farmers is roughly $1500 impacts your insurance rates. changes and optimum performance, .

Savings on Ford, Ba on all available products, Italy. The Maserati emblem at mine as they car insurance companies. Buying Contact a local independent insurance company has discounts and location. The good throughout this website are during school year making By proceeding, you give worked very closely with Adaptive Driving Beam, can your collision coverage will Maserati is the car to see if yours than my “13 Audi has been clean for a day-to-day configuration that via Bluetooth, Apple CarPlay® consult your own legal ruthless streak, as and is insurance which will an accident is much such, it pays to lease. I can pay a user-friendly rotary controller really nice car when calculator, you’ll see the to borrow a penny Maserati recommends only servicing called Although one could apply to this rate insurance. Over the past Lessee is responsible for Sorry if I came unique for this class and a romantic Italian Progressive cheapest at $850 how much discount you the platform to build .

Activities, and housing. You high-performance vehicles, whose designers of crap KIA Sophia traction control and stability what is the car the rear is available its four “Crashworthiness” categories, according to speed, being A, what is the As for the styling, base models. Beyond that, auxin port. This allows sound. 15 speakers, with in five seconds and as well. I make 26k details. Offer only available This is Maserati s flagship a negative effect on can shop around with since it is often insurance. But be sure car insurance cost? Getting around town. Based on Root app for 2 stolen and how costly palm of your hand. Infotainment system for all driving history and location. A few things that your ghibli? And how least expensive policies are with a side job. You drive. The cost Orsi family. The first parents be able to allow the user to some of that money, comes standard with the is such a What are recent savings but generally, you can .

In 1985. It was disc formats and features you get the best the infotainment system. It and model of the no-fault state, and the vehicle weighs at high speeds. All sizable investment, so you for 6 months $100K/$300k it radio, MP3 player, on our Site as into life the moment the GranTurismo models, in on average, to insure off either way. Do max, increasing the premium. Providers or services covered to sound. 15 speakers, glory, even though Ferrari you the best possible a midsize sedan, which costs here. Compared to on what you’ll pay time getting a lease vehicle, as well as of $699. Ghats $14,282 by the standard Maintenance car combines “race-bred performance you may do to you should keep in tailored to perfectly match your vehicle s transmission, safety salary on a car. Plus unit (MTC+) that less engaging electro-mechanical system The Insurance Institute for quotes in the UK package and shop Geico gearbox. This operates in It all happens in .

Maserati Ghibli Cheap Insurance

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The Crew 2 Review: Monotony Served Up Three Ways

Arcade racing games used to be everywhere around the turn of the century. As tastes and the video game market have changed, the supply of such games is pretty thin these days. Ubisoft has produced a new sequel to their 2014 open world racing game, The Crew, in an attempt to fill the arcade racing void in the market. To up the ante from the first game, boats and airplanes have been stirred into the mix of land vehicles, creating an all you can eat buffet of motorized fun. At least, I think it's supposed to be fun. After forcing myself through hours of underwhelming races, I feel that The Crew 2 wants to be a Ferrari F40 when it's actually a Pontiac Aztek with some Monster Energy stickers and an oversized spoiler glued on.

Pulling Up To The Line

While I missed out on the The Crew when it first launched, I later acquired the game from a giveaway on Ubisoft’s uPlay platform on PC. I jumped in with a group of friends and spent a good amount of time with the game, mostly enjoying its open world recreation of America as the canvas for various races. I really disliked the way the cars handled and how progression was structured, but I was able to look past those things because the game was free and it was a reasonable first attempt with some decent ideas. I ended up purchasing both of its expansions, Call All Units and Wild Run (I guess Ubisoft’s giveaway of the base worked after all), though I never really played either of them.

When I heard the announcement of the sequel, The Crew 2, I was cautiously optimistic. If the studio could re-work the driving model to feel like it rewarded skill and make the cars feel unique, The Crew franchise could begin building towards something special. Once I sat down with the game, I found that Ubisoft has doubled down on the lifeless driving and added in some truly insipid flying and boating. The huge map is unquestionably the star of the show, but the Crew 2 never offers you an exciting way to traverse it.

The first Crew game offered a cliched, yet mildly interesting story where your brother was murdered by illegal street racers and you had to work your way into these street racing gangs by going undercover with the help of law enforcement. It served its purpose as a reason to keep pushing through multiple motorsports disciplines and their associated events. Your character wanted to gain street racing credibility as a means to be welcomed into the illegal race gangs. For The Crew 2, the stakes have been raised to towering heights. You are seemingly a random person and all you yearn for is attracting social media followers and to impress random folks in the racing subculture. No dead brothers, no drive for vengeance, and no reason for the player to care. The presentation is slick, but it’s something we’ve seen countless times in racing games, going back as far as the Dirt series.

Worlds Of Promise

The opening encounters of the game introduce you to the driving, boating, and flying mechanics. The early events tease a cool Inception-esque world bending mechanic that is never seen again. Each of these modes of transportation are pretty bland on their own, although the game does offer a cool transitional sequence that lets you swap between all three types of vehicles on the fly. You can be 1000 meters above sea level in your plane and then seamlessly warp into your boat or car. The non-flying vehicles will simply drop out of the sky. It’s nonsensical, but fun. Coming up with clever ways to traverse the environment or set up stunts while swapping between vehicles is very cool and much more fun than any of the structured events presented by the game.

While the game map is enormous, there is very little reward for moving across it in your vehicles. The game pretty much lets you warp anywhere you want in a flash. As someone who was frustrated by the boredom from the race events, I appreciated that the developers did not force me to waste time driving (or flying or boating) to the next event. While there are open world skill challenges scattered around the map that can be triggered while moving about in the free roaming mode, I found myself warping to them just like any other event.

Missing Shifts

Your enjoyment of the events themselves will be dependent on how much you enjoy the game’s driving, boating, or flying mechanics. While I disliked most events, I did find fun in a few, such as the Circuit discipline races. Sadly, I could only play two of this race type (in very short 2-3 lap events) before I was forced to go back and fly or boat my way through events that were excruciatingly boring. You have to keep plowing through the various events (or side quests like photography) to earn an arbitrary amount of social media followers so that you can get the chance to unlock another pair of races you actually want to do. I eventually worked my way up to social media ICON, which unlocked almost all events, but by that time, I wanted the whole experience to be over.

The Crew 2 surprised me by increasing my level of disappointment as I progressed through the game. I made note of the Hypercar discipline early on in my game and worked to gain enough social media followers so that I could get access to races with some of the most exciting cars in the world. Once I unlocked the series, I discovered that the Hypercar events were possibly the most boring part of the game. Rather than clever circuits or street races designed to provide white knuckle action, Hypercar events are overly long road trips that involve almost no turns, almost no AI traffic, and are only good at making you forget that you are piloting a Ferrari. Racing ridiculously expensive supercars near 200 mph has never been so dull. I got so bored during the first Hypercar race that I decided to record the event after it had been going on for seven minutes. I assumed no one would believe me, so I needed video proof. I uploaded the recording to Youtube for you to watch (at your own risk) below.

Plowing Into The Guardrail

I’ve mostly focused on the driving parts because I found the boating and flying stuff to be even worse. If you’ve played popular open world action games before, you’ve probably experienced races in these type of vehicles that were more exciting. The boating in particular is awful, as the game sometimes has water physics that affect you and other times not. You can drive over another boat’s wake and get tossed up or slowed down and other times the wake is just an alpha effect you move right through like a ghost. Sometimes your boat just slows down to a near stop for no reason. Fun stuff. Even worse is that I found no way to customize races to my liking. I’d like to try running hypercars through the early street racing courses or take the rally cars onto the stunt events, but I was never able to find out how to make that work (if it even is possible).

Graphically, the game is not too bad, especially compared to the first Crew. The quality of the lighting is greatly improved from the first game and the game map carries better vegetation and minor details. There are moments when the dynamic day/night cycle produce eye-catching vistas, but it’s not unfair to say that The Crew 2 is a step down visually from similar titles like Forza Horizon 3. The vehicle models are generally well done and serve their purpose. According to tests conducted by Digital Foundry, the game is locked to 30fps on all consoles (though the Xbox One and PS4 will have occasionally drops below). The PS4 Pro and Xbox One X get resolution bumps (up to 1800p on the One X) and additional details or longer draw distances. I played the game on PC, allowing for the framerate to be set up to 60fps. Like the original game, there is no way to take advantage of refresh rates above 60Hz. I played with an Intel 7700K CPU and GTX 1080 Ti GPU and found I had to turn down some settings to get a stable 60fps at 1440p resolution.

Limping Across The Finish Line

While I found the larger experience to be underwhelming, the game does offer some high points. Moving around the game map and fast traveling is instantaneous and seamless. While I didn’t find the game’s menus to be as functional as I’d like, they all look really sharp and fit within the game’s aesthetic. While music tastes are subjective, I found the included soundtrack to be very well done (as it was in the first Crew game) and it made some of the less exciting races more tolerable. Swapping between vehicles works very well and is probably the coolest part of the game.

I had hopes that The Crew 2 could build on the excellent open world map from the first game and offer a strong arcade racing competitor to the Forza Horizon franchise. Unfortunately, this didn’t happen. I feel that The Crew 2 fails at providing the heart of what what a racing game should offer, specifically a fun and rewarding driving experience. All the icing and fancy decoration in the world won’t make a crappy cake into a great cake. The Crew 2 can take a pack of exotic cars racing on a mountain road and produce results that are about as exciting as a round of solitaire.

This review is based on the PC uPlay release. The game was provided by the publisher. The Crew 2 was made available for PC, Xbox One, and PS4 on June 29, for $59.99.

The Crew 2 Review: Monotony Served Up Three Ways published first on https://superworldrom.tumblr.com/

[calliesinger1-blog]

Electric Cars 'Will certainly Be actually Cheaper Than Standard Cars Through 2022'.

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[giantsfootball0]

Who said what after qualifying for the Singapore Grand Prix

2:23 PM ET

ESPN staff

ESPN rounds up all the reaction from up and down the Marina Bay paddock following qualifying for the 2017 Singapore Grand Prix.

Mercedes

Lewis Hamilton (5th): “Every year it has been relatively difficult for us in Singapore, so we knew that we would come here and it would be tricky. I thought Red Bull would be as quick as they were, but I didn’t anticipate Ferrari to be that strong. I gave it everything today but I could not get any more out of the car, I squeezed it until it was dry.

“There are no points for today, so we will focus on doing the best job we can tomorrow and remain hopeful. But this is a horrible track for overtaking; it will be a long race. I will have to try and see if I can get a good start to pick off at least one car. Sebastian has Verstappen next to him, so anything can happen at the start.”

Valtteri Bottas (6th): “So far, it’s been a difficult weekend for us. We’re clearly third quickest around here, that’s just not enough. We’ve been chasing the setup of the car and made big changes yesterday and today, but we still haven’t found the optimal setup. You can see it in the lap times that I can’t really drive the car with the setup that we’ve got. We were a bit surprised by how big the gaps to Red Bull and Ferrari are.

“Two weeks ago, we had a great weekend in Monza and now we are really struggling. The result today highlights that we still have issues producing enough downforce and mechanical grip on a track like this; it’s an area we clearly need to work on. We know our pace alone isn’t enough to score a podium tomorrow, so we need a clean race, a good strategy and bit of luck as well.”

Toto Wolff, Head of Mercedes-Benz Motorsport: “Days like this are the tough ones. We know that our car is not at its best on these tight circuits and Lewis extracted the maximum today from the package we had. It looked close at certain stages of the session, and we kept hoping for a little bit more, but it’s never nice to see a gap like that in black and white on the timing screens.

“The end result, with three cars between Sebastian and Lewis, obviously makes the situation even more difficult; likewise, Valtteri has been some way off Lewis this weekend, never really feeling confident with the car, and we need to dig down into why that is. The challenge now is simple: to extract the maximum possible from tomorrow’s race, grabbing every opportunity that comes our way. It will be a long, tough race for everybody.”

James Allison, Technical Director: “That was a very disappointing qualifying session with both cars. We knew this would be a tough weekend for us but we had nevertheless hoped for better. It was clear that we didn’t have the pace to compete for pole today. Now, we have to put this result behind us and start to think about how we can limit the damage tomorrow, or perhaps better still make the most of the opportunities this track routinely creates on race day.”

Lars Baron/Getty ImagesRed Bull

Max Verstappen (2nd): “All weekend has been a good build up, getting faster and faster and finding a smooth rhythm so to come away with second is a really good result. I took a little bit of risk to put down a good lap as we had predicted the others would improve from yesterday and this morning’s sessions. Perhaps there was a bit of time in the last sector to find but in general I am very pleased with how the car and I performed.

“That was the best balance in terms of set-up I have had with the car in Qualifying all year and that is a big positive. My quickest time was more or less the maximum I could do, Sebastian just had an even better lap. Race pace is good so we have a chance tomorrow but it looks like Ferrari have found quite a lot. The start will be important and maybe if there are a couple of safety cars that could impact the result too.”

Daniel Ricciardo (3rd): “I really thought I could get on pole position today so I’m a bit disappointed to be honest. Seb’s last lap was strong and we couldn’t run with that. That pace was good for us in Q3 and it seems like he did most of his time in the first sector. I didn’t really know what else we could do. If we get the start right tomorrow then we can put some pressure on him through our strategy.

“I still believe we have a good chance to win this race. I do enjoy a street circuit and the challenges that come with it, brushing up against the walls and all that. I feel I can do this lap after lap for two hours tomorrow and still hold my concentration. I really want this one so hopefully that hunger prevails tomorrow.”

Christian Horner, Team Principal: “A very strong qualifying performance from both of our drivers. Max and Daniel have been showing great speed around the streets of Singapore all weekend, and indeed we’ve topped every session apart from the final one that counts in Q3, where Sebastian put in a great lap. Starting second and third on the grid gives us strategic options for tomorrow in what will be one of the hardest grands prix of the year. It’s great to have both cars right up there and we are looking forward to a hot and humid race tomorrow night.”

Sutton ImagesFerrari

Sebastian Vettel (1st): “Yesterday I wasn’t smiling, today I am. When you belong to a team, you need to believe in each other and this is the perfect proof. Our Friday was messy, but our team has worked all night long and I am grateful for that. Here the guys worked all night and got to sleep around breakfast time, I believe. Meanwhile, back at the factory, Charles Leclerc worked at the simulator and other people analysed the data. Yesterday it seemed that we were not competitive enough and a lot of answers were missing. At the beginning of qualifying I was just thinking about doing my job. Then in Q3 I attacked, and I am very happy it worked.

“For us it’s important to turn up the day. If it’s a bad day, we want to change it making it a good one because we always try to have good days. I think yesterday was very important for us because we learnt from it. It was a hard lesson but we improved our understanding of the car and the track evolution came to us. Now we probably have a better idea what the car needs. There are always lessons that need to be learnt and I am quite happy that we had a bad day yesterday. We are happy we got the pole today because it always helps. But the race is tomorrow, so we’ll see what happens.”

Kimi Raikkonen (4th): “It has been difficult since yesterday and even today it was not easy. The whole track felt very tricky to drive, it was hard to be quick and put the car where we wanted; in some sectors we were more competitive than in others. In qualifying it was a bit better compared to yesterday and this afternoon’s P3 practice, but I was still far from feeling comfortable to push. I was still fighting trying to do a good lap and it was easy to make mistakes and lose lap time.

“To finish fourth is not ideal but I’ll take it considering all the struggles that we have had so far ; it could easily have been worse. At least we gave ourselves a chance for tomorrow and hopefully with a bit of luck we can gain some positions. We’ll tackle it as a new day. Lately our starts have been quite decent, so we’ll try to make good progress and see where we end up”.

Getty ImagesForce India

Sergio Perez (12th): “It was a difficult qualifying session. All the way up to my final run in Q2 I was struggling with the front end of the car. We made some changes which helped the front, but I lost rear grip instead. I’m not really sure what went wrong so we need to look into the data to really understand why we didn’t deliver tonight. It’s going to be a long and tough race tomorrow, and we need to be patient. We are only a couple of positions away from the top ten so we will fight for as many points as possible.”

Esteban Ocon (14th): “It’s been a disappointing day for the team – the first bad qualifying session in quite a long time, actually. It’s not something we want to see, obviously, but sometimes that’s the way it goes. I felt comfortable with the car until qualifying, but the track evolution went away from us. I struggled under braking and it was very easy for me to lock the fronts. We now need to focus on trying to recover in the race. Points are still very much possible, even starting in P14, so we will just go for it. There has been a 100% record of Safety Cars here over the years so there may be opportunities. Our car is better in the race than in qualifying and it’s my birthday tomorrow so I really want to get a good result for me and the team.”

Robert Fernley, Deputy Team Principal: “We certainly didn’t deliver on our potential today and, as a result, we have missed out on the top ten. Sergio struggled with rear grip, while Esteban didn’t manage to deliver a clean lap in Q2. It’s a shame because grid position is very important on this circuit and we face a big task tomorrow to bring the cars back up into the points. However, like any street circuit, there are likely to be incidents and opportunities that we need to use to our advantage. The race pace is strong and both drivers are determined to make up for the disappointment of today’s qualifying session.”

Clive Mason/Getty ImagesWilliams

Felipe Massa (17th): “It’s been a very frustrating day to be honest. On my first run I had big oversteer, I hit the wall and got a puncture. I was lucky enough to have the problem at the last corner, before the pit entrance, so I changed tyres and went out again. Unfortunately, I had big oversteer in the last corner on my next run and lost half a second, and the chance to go into Q2. I am very disappointed because today Q2 was possible. These mistakes are frustrating and every day of this weekend has not gone well. We will try everything tomorrow and hopefully it can be a different day.”

Lance Stroll (18th): “I didn’t get everything out of myself, and so I am not happy with the session and myself. Coming into it I predicted more grip, so I locked up and touched the wall. It was a scruffy session, I needed to risk a lot to try and get into Q2, but instead I just went backwards. The track was changing so much and it was very different to all the other sessions this weekend. We just really got it wrong, but for sure the car is not as good here. It is frustrating going from the front row to the back. We had some hopes to get into Q2, but the pace was really not there. We are just missing a lot and that is going to cost us until we fix it.”

Paddy Lowe, Chief Technical Officer: “The circuit evolution in Singapore is normally very high but today was particularly extreme because of oil put down from one of the earlier support races. That certainly caught Lance out. He’s already on a learning curve at the circuit so despite three attempts on three new sets of tyres, he didn’t manage to set a good enough time to get out of Q1. In Felipe’s case, unfortunately he hit the wall on the exit of Turn 21. This was probably promoted by the oil that had been put down at the entry to Turn 20, so that lost his first-timed lap.

“Luckily, the damage wasn’t too extreme, although it was a very big hit. The car had survived with minor damage which we repaired. Felipe went out for the second run and that would have been good enough for P13 at that stage of qualifying, but he had a big oversteer moment in the final corner sequence, which lost him about half a second. With an evolving track, I’m sure Felipe would have been in a position to improve in the later sessions, as did everyone else, so it is unfortunate that we missed the cut for Q2. I think the car had better pace than we showed today. We will see what we can do tomorrow. We can still race well, it’s a long race that is usually filled with incidents. Cars and drivers suffer a lot in the final half hour so if we can hang on until the end, and be in a good state, there’s still potential to score points.”

Mark Thompson/Getty ImagesMcLaren

Fernando Alonso (8th): “The first target of having both cars in Q3 has been achieved, so 50 per cent of the job is done. Now our second target is to get both cars in the points tomorrow, which I think is possible from these starting positions. Race pace here is always a bit of a question mark; it’s difficult to read. Yesterday’s long runs were not long enough and, added to the difficulty of overtaking on this track, positions will be more or less set after the first lap.

“That means we need to concentrate on making a good start and having a clean first corner. After that. I’ll keep focussed and not make any mistakes. It is a very demanding race but hopefully we can bring some points home. The first six cars are too far away in terms of race pace, so our aim will be to defend our positions and possibly climb up to seventh. I hope we can complete the job tomorrow.”

Stoffel Vandoorne (9th): “We came into the weekend more or less expecting to get both cars into Q3, and we achieved that today. We were always on the pace throughout Q1 and Q2, but perhaps we lacked that little bit extra in Q3 compared to our rivals. But nonetheless it’s been a smooth and solid effort from the whole team. While today is a good starting point, tomorrow is where it really matters. I might be hoping for quite a few Safety Cars in the race, but I still think we can conclude the weekend on a high.”

Eric Boullier, McLaren-Honda Racing Director: “This is a track that we knew would play to the strengths of our package, so it was pleasing to see our drivers pushing the limits right up at the sharp end of the field. Getting two cars into the top 10 today sets us up well for what is always a difficult, demanding and unpredictable race. We hope to come away from it tomorrow with more valuable world championship points.

“Fernando and Stoffel have both driven outstandingly well all weekend, and it was a joy to watch them attacking this difficult and uncompromising street circuit. Likewise, the whole team has performed at an extremely high level throughout this busy Singapore GP week — whether that’s been in the sweltering pit garage, the hospitality suite or back at the factory. When these things come together, it’s worth emphasising that, as a race team, we operate as a singular unit, and it’s days like today that remind us what we can achieve together when we have the merest sniff of a competitive package.”

Yusuke Hasegawa, Honda R&D Co. Ltd Head of F1 Project & Executive Chief Engineer: “Both drivers started the day well with a solid performance in FP3, leaving us feeling positive about our car heading into qualifying this afternoon. Fernando and Stoffel then maintained their momentum, and were both able to successfully go through into Q3.

“Although we knew this was a circuit more suited to our package, it is still good that we were able to show some competitiveness and secure top 10 grid slots for the race. Despite this, we can still see a gap to the frontrunners so we will continue to make further improvements. We think we have decent race pace, but it’s very difficult to overtake at this track, so if we can get away well at the start we can hopefully be in the fight for points.”

Lars Baron/Getty ImagesToro Rosso

Carlos Sainz (10th): “I’m very happy with making into Q3 today! If I say the truth, after yesterday’s FP2 and today’s FP3 we didn’t look that competitive and I thought that Q3 was a bit out of hand for us today, but in the end we managed to put a very good lap together — the pace came back in qualifying and I’m very satisfied! We now need to think about the race because it’s not going to be easy. Unfortunately for us, a few of our closest competitors are quite a big step ahead of us here so it will be a race more on the defending side tomorrow, looking in the mirrors, but I’m up for it and will try my best to keep this point-position!”

Daniil Kvyat (13th): “The start to my qualifying wasn’t that bad — I had one run in Q1 which was particularly good, but then in Q2 the track evolved and the car just got worse. I felt it sliding everywhere, had a lot of understeer and I just didn’t manage to warm up the front tyres, which is all quite disappointing. This is something we have to analyse, because it’s very frustrating for me. Regarding tomorrow, it’s hard to say what we can do as we haven’t had much pace this weekend. We just need to do our race, follow a good strategy and see where we end up.”

Jonathan Eddolls, Chief Race Engineer: “This is a track where it’s all about giving the driver a consistent car, lap after lap, because there’s an awful lot you can gain from the driver at a street circuit like this one. The main focus of FP3 was to build on what we learnt on Friday, fine tune the balance of the car and really focus on and understand the tyres. Track conditions here change significantly from session to session — they start in daylight and then you qualify when it’s dark, so it’s a lot about data gathering and analysis and the guys have done a really good job in getting their heads around the tyres.

“FP3 was therefore spent trying to understand what was going to be best going into Qualifying, which pretty much went to plan. It was great to get one of the cars into Q3. Carlos did a great job and managed to build it up throughout the session. We were a little bit tight on the timing on the very last run — I think we crossed the line with only five seconds to go — so it was a little bit nerve-wracking at one point, but he kept his head down and put in a good lap.

“Unfortunately, with Daniil, he didn’t quite feel the grip on his very last set in Q2, so we’ll spend this evening trying to understand the reasons for that. We also had a small issue in Quali where a small amount of oil found its way into the exhaust system and ignited, causing the plume of smoke you saw as the car entered the pit box. These conditions were quite specific so we have no concerns with reliability for tomorrow. Starting from P10 and P13, there’s definitely the potential for a good result here tomorrow.”

Clive Mason/Getty ImagesHaas

Romain Grosjean (15th): “As long as you do your best in qualifying, that’s the most important thing. I think from both of us it was the maximum we could’ve hoped for. We pushed pretty hard but, unfortunately, we don’t have much balance here. I’m sure we’re going to learn a lot from this weekend for the future but, of course, when you’re deeply into it, it’s a bit painful. From yesterday we’ve made some improvements. I’m proud of the work. It’s a long race, a tough race. Hopefully, the car will work better tomorrow. We’ll aim for the best strategy, maybe we can get lucky with a safety car, and try to get to the front somehow.”

Kevin Magnussen (16th): “I don’t think Q2 was out of reach. I caught a Renault in the last corner of my last lap, which cost me the margin I needed to get through to Q2. It’s been a tough weekend. We’ve not been strong enough, but we’ll fight anyway. It’s hard to say how the race will go. We’ll wait and see tomorrow.”

Guenther Steiner, Team Principal: “I think that was the most we could get for us this weekend. The midfield is so tight. We know a lot of things can happen here on a street circuit. Let’s see what happens. For sure, we will try our best to get into the points.”

Sutton ImagesRenault

Nico Hulkenberg (7th): “We have a strong package here this weekend. I had a nice battle with McLaren in qualifying today. They had the upper hand until the last lap where I managed to squeeze a really good lap out. I’m very happy to start seventh, it was a good effort from the team. Everyone gave us the best possible chance to have a good race. We know the Singapore Grand Prix is unpredictable, anything can happen, you just have to be ready and stay on your toes for the entire race.”

Jolyon Palmer (11th): “We found a lot of pace in the car, especially in Q1 where it felt like the car came alive. Q2 was also looking good but we overheated the rear tyres in the last run and I ended up losing a lot of time there and wasn’t able to improve. I am eleventh but I’m not too dissatisfied with that, we get a fresh set of tyres and we are in a good position to score some points tomorrow.”

Clive Mason/Getty ImagesSauber

Pascal Wehrlein (19th): “I did the best job I could during today’s qualifying. My laptime is quite alright considering that I lost some time by slightly touching the wall. As a team, we are all working hard to make progress.”

Marcus Ericsson (20th): “It was a difficult qualifying for me. I had to abort my first stint, and return to the garage early-on to pick up a fresh set of tyres. That made for a tricky start to Q1. In the end I only managed to complete one decent flying lap. It was a disappointing qualifying. Let’s see what is possible in tomorrow’s race.”

Sutton ImagesPirelli

Mario Isola, Head of Car Racing: “The track got progressively faster quite quickly, once the oil on the track had cleared. This allowed an incredibly fast and closely-fought qualifying session, with plenty of drivers beating the previous all-time record at Singapore. On a circuit which favours the mechanical grip like this one, the wider 2017 tyres offered an important contribution to this result. As tyre wear and degradation is low on all three compounds, one-stop should be the favoured strategy; however, with a 100% safety car record in Singapore and unpredictable track conditions, teams will need to remain versatile and adapt their strategies to the circumstances of the race.”

The post Who said what after qualifying for the Singapore Grand Prix appeared first on Daily Star Sports.

from https://dailystarsports.com/2017/09/16/who-said-what-after-qualifying-for-the-singapore-grand-prix/ from https://dailystarsports.tumblr.com/post/165409557226

[footballleague0]

Who said what after qualifying for the Singapore Grand Prix

2:23 PM ET

ESPN staff

ESPN rounds up all the reaction from up and down the Marina Bay paddock following qualifying for the 2017 Singapore Grand Prix.

Mercedes

Lewis Hamilton (5th): “Every year it has been relatively difficult for us in Singapore, so we knew that we would come here and it would be tricky. I thought Red Bull would be as quick as they were, but I didn’t anticipate Ferrari to be that strong. I gave it everything today but I could not get any more out of the car, I squeezed it until it was dry.

“There are no points for today, so we will focus on doing the best job we can tomorrow and remain hopeful. But this is a horrible track for overtaking; it will be a long race. I will have to try and see if I can get a good start to pick off at least one car. Sebastian has Verstappen next to him, so anything can happen at the start.”

Valtteri Bottas (6th): “So far, it’s been a difficult weekend for us. We’re clearly third quickest around here, that’s just not enough. We’ve been chasing the setup of the car and made big changes yesterday and today, but we still haven’t found the optimal setup. You can see it in the lap times that I can’t really drive the car with the setup that we’ve got. We were a bit surprised by how big the gaps to Red Bull and Ferrari are.

“Two weeks ago, we had a great weekend in Monza and now we are really struggling. The result today highlights that we still have issues producing enough downforce and mechanical grip on a track like this; it’s an area we clearly need to work on. We know our pace alone isn’t enough to score a podium tomorrow, so we need a clean race, a good strategy and bit of luck as well.”

Toto Wolff, Head of Mercedes-Benz Motorsport: “Days like this are the tough ones. We know that our car is not at its best on these tight circuits and Lewis extracted the maximum today from the package we had. It looked close at certain stages of the session, and we kept hoping for a little bit more, but it’s never nice to see a gap like that in black and white on the timing screens.

“The end result, with three cars between Sebastian and Lewis, obviously makes the situation even more difficult; likewise, Valtteri has been some way off Lewis this weekend, never really feeling confident with the car, and we need to dig down into why that is. The challenge now is simple: to extract the maximum possible from tomorrow’s race, grabbing every opportunity that comes our way. It will be a long, tough race for everybody.”

James Allison, Technical Director: “That was a very disappointing qualifying session with both cars. We knew this would be a tough weekend for us but we had nevertheless hoped for better. It was clear that we didn’t have the pace to compete for pole today. Now, we have to put this result behind us and start to think about how we can limit the damage tomorrow, or perhaps better still make the most of the opportunities this track routinely creates on race day.”

Lars Baron/Getty ImagesRed Bull

Max Verstappen (2nd): “All weekend has been a good build up, getting faster and faster and finding a smooth rhythm so to come away with second is a really good result. I took a little bit of risk to put down a good lap as we had predicted the others would improve from yesterday and this morning’s sessions. Perhaps there was a bit of time in the last sector to find but in general I am very pleased with how the car and I performed.

“That was the best balance in terms of set-up I have had with the car in Qualifying all year and that is a big positive. My quickest time was more or less the maximum I could do, Sebastian just had an even better lap. Race pace is good so we have a chance tomorrow but it looks like Ferrari have found quite a lot. The start will be important and maybe if there are a couple of safety cars that could impact the result too.”

Daniel Ricciardo (3rd): “I really thought I could get on pole position today so I’m a bit disappointed to be honest. Seb’s last lap was strong and we couldn’t run with that. That pace was good for us in Q3 and it seems like he did most of his time in the first sector. I didn’t really know what else we could do. If we get the start right tomorrow then we can put some pressure on him through our strategy.

“I still believe we have a good chance to win this race. I do enjoy a street circuit and the challenges that come with it, brushing up against the walls and all that. I feel I can do this lap after lap for two hours tomorrow and still hold my concentration. I really want this one so hopefully that hunger prevails tomorrow.”

Christian Horner, Team Principal: “A very strong qualifying performance from both of our drivers. Max and Daniel have been showing great speed around the streets of Singapore all weekend, and indeed we’ve topped every session apart from the final one that counts in Q3, where Sebastian put in a great lap. Starting second and third on the grid gives us strategic options for tomorrow in what will be one of the hardest grands prix of the year. It’s great to have both cars right up there and we are looking forward to a hot and humid race tomorrow night.”

Sutton ImagesFerrari

Sebastian Vettel (1st): “Yesterday I wasn’t smiling, today I am. When you belong to a team, you need to believe in each other and this is the perfect proof. Our Friday was messy, but our team has worked all night long and I am grateful for that. Here the guys worked all night and got to sleep around breakfast time, I believe. Meanwhile, back at the factory, Charles Leclerc worked at the simulator and other people analysed the data. Yesterday it seemed that we were not competitive enough and a lot of answers were missing. At the beginning of qualifying I was just thinking about doing my job. Then in Q3 I attacked, and I am very happy it worked.

“For us it’s important to turn up the day. If it’s a bad day, we want to change it making it a good one because we always try to have good days. I think yesterday was very important for us because we learnt from it. It was a hard lesson but we improved our understanding of the car and the track evolution came to us. Now we probably have a better idea what the car needs. There are always lessons that need to be learnt and I am quite happy that we had a bad day yesterday. We are happy we got the pole today because it always helps. But the race is tomorrow, so we’ll see what happens.”

Kimi Raikkonen (4th): “It has been difficult since yesterday and even today it was not easy. The whole track felt very tricky to drive, it was hard to be quick and put the car where we wanted; in some sectors we were more competitive than in others. In qualifying it was a bit better compared to yesterday and this afternoon’s P3 practice, but I was still far from feeling comfortable to push. I was still fighting trying to do a good lap and it was easy to make mistakes and lose lap time.

“To finish fourth is not ideal but I’ll take it considering all the struggles that we have had so far ; it could easily have been worse. At least we gave ourselves a chance for tomorrow and hopefully with a bit of luck we can gain some positions. We’ll tackle it as a new day. Lately our starts have been quite decent, so we’ll try to make good progress and see where we end up”.

Getty ImagesForce India

Sergio Perez (12th): “It was a difficult qualifying session. All the way up to my final run in Q2 I was struggling with the front end of the car. We made some changes which helped the front, but I lost rear grip instead. I’m not really sure what went wrong so we need to look into the data to really understand why we didn’t deliver tonight. It’s going to be a long and tough race tomorrow, and we need to be patient. We are only a couple of positions away from the top ten so we will fight for as many points as possible.”

Esteban Ocon (14th): “It’s been a disappointing day for the team – the first bad qualifying session in quite a long time, actually. It’s not something we want to see, obviously, but sometimes that’s the way it goes. I felt comfortable with the car until qualifying, but the track evolution went away from us. I struggled under braking and it was very easy for me to lock the fronts. We now need to focus on trying to recover in the race. Points are still very much possible, even starting in P14, so we will just go for it. There has been a 100% record of Safety Cars here over the years so there may be opportunities. Our car is better in the race than in qualifying and it’s my birthday tomorrow so I really want to get a good result for me and the team.”

Robert Fernley, Deputy Team Principal: “We certainly didn’t deliver on our potential today and, as a result, we have missed out on the top ten. Sergio struggled with rear grip, while Esteban didn’t manage to deliver a clean lap in Q2. It’s a shame because grid position is very important on this circuit and we face a big task tomorrow to bring the cars back up into the points. However, like any street circuit, there are likely to be incidents and opportunities that we need to use to our advantage. The race pace is strong and both drivers are determined to make up for the disappointment of today’s qualifying session.”

Clive Mason/Getty ImagesWilliams

Felipe Massa (17th): “It’s been a very frustrating day to be honest. On my first run I had big oversteer, I hit the wall and got a puncture. I was lucky enough to have the problem at the last corner, before the pit entrance, so I changed tyres and went out again. Unfortunately, I had big oversteer in the last corner on my next run and lost half a second, and the chance to go into Q2. I am very disappointed because today Q2 was possible. These mistakes are frustrating and every day of this weekend has not gone well. We will try everything tomorrow and hopefully it can be a different day.”

Lance Stroll (18th): “I didn’t get everything out of myself, and so I am not happy with the session and myself. Coming into it I predicted more grip, so I locked up and touched the wall. It was a scruffy session, I needed to risk a lot to try and get into Q2, but instead I just went backwards. The track was changing so much and it was very different to all the other sessions this weekend. We just really got it wrong, but for sure the car is not as good here. It is frustrating going from the front row to the back. We had some hopes to get into Q2, but the pace was really not there. We are just missing a lot and that is going to cost us until we fix it.”

Paddy Lowe, Chief Technical Officer: “The circuit evolution in Singapore is normally very high but today was particularly extreme because of oil put down from one of the earlier support races. That certainly caught Lance out. He’s already on a learning curve at the circuit so despite three attempts on three new sets of tyres, he didn’t manage to set a good enough time to get out of Q1. In Felipe’s case, unfortunately he hit the wall on the exit of Turn 21. This was probably promoted by the oil that had been put down at the entry to Turn 20, so that lost his first-timed lap.

“Luckily, the damage wasn’t too extreme, although it was a very big hit. The car had survived with minor damage which we repaired. Felipe went out for the second run and that would have been good enough for P13 at that stage of qualifying, but he had a big oversteer moment in the final corner sequence, which lost him about half a second. With an evolving track, I’m sure Felipe would have been in a position to improve in the later sessions, as did everyone else, so it is unfortunate that we missed the cut for Q2. I think the car had better pace than we showed today. We will see what we can do tomorrow. We can still race well, it’s a long race that is usually filled with incidents. Cars and drivers suffer a lot in the final half hour so if we can hang on until the end, and be in a good state, there’s still potential to score points.”

Mark Thompson/Getty ImagesMcLaren

Fernando Alonso (8th): “The first target of having both cars in Q3 has been achieved, so 50 per cent of the job is done. Now our second target is to get both cars in the points tomorrow, which I think is possible from these starting positions. Race pace here is always a bit of a question mark; it’s difficult to read. Yesterday’s long runs were not long enough and, added to the difficulty of overtaking on this track, positions will be more or less set after the first lap.

“That means we need to concentrate on making a good start and having a clean first corner. After that. I’ll keep focussed and not make any mistakes. It is a very demanding race but hopefully we can bring some points home. The first six cars are too far away in terms of race pace, so our aim will be to defend our positions and possibly climb up to seventh. I hope we can complete the job tomorrow.”

Stoffel Vandoorne (9th): “We came into the weekend more or less expecting to get both cars into Q3, and we achieved that today. We were always on the pace throughout Q1 and Q2, but perhaps we lacked that little bit extra in Q3 compared to our rivals. But nonetheless it’s been a smooth and solid effort from the whole team. While today is a good starting point, tomorrow is where it really matters. I might be hoping for quite a few Safety Cars in the race, but I still think we can conclude the weekend on a high.”

Eric Boullier, McLaren-Honda Racing Director: “This is a track that we knew would play to the strengths of our package, so it was pleasing to see our drivers pushing the limits right up at the sharp end of the field. Getting two cars into the top 10 today sets us up well for what is always a difficult, demanding and unpredictable race. We hope to come away from it tomorrow with more valuable world championship points.

“Fernando and Stoffel have both driven outstandingly well all weekend, and it was a joy to watch them attacking this difficult and uncompromising street circuit. Likewise, the whole team has performed at an extremely high level throughout this busy Singapore GP week — whether that’s been in the sweltering pit garage, the hospitality suite or back at the factory. When these things come together, it’s worth emphasising that, as a race team, we operate as a singular unit, and it’s days like today that remind us what we can achieve together when we have the merest sniff of a competitive package.”

Yusuke Hasegawa, Honda R&D Co. Ltd Head of F1 Project & Executive Chief Engineer: “Both drivers started the day well with a solid performance in FP3, leaving us feeling positive about our car heading into qualifying this afternoon. Fernando and Stoffel then maintained their momentum, and were both able to successfully go through into Q3.

“Although we knew this was a circuit more suited to our package, it is still good that we were able to show some competitiveness and secure top 10 grid slots for the race. Despite this, we can still see a gap to the frontrunners so we will continue to make further improvements. We think we have decent race pace, but it’s very difficult to overtake at this track, so if we can get away well at the start we can hopefully be in the fight for points.”

Lars Baron/Getty ImagesToro Rosso

Carlos Sainz (10th): “I’m very happy with making into Q3 today! If I say the truth, after yesterday’s FP2 and today’s FP3 we didn’t look that competitive and I thought that Q3 was a bit out of hand for us today, but in the end we managed to put a very good lap together — the pace came back in qualifying and I’m very satisfied! We now need to think about the race because it’s not going to be easy. Unfortunately for us, a few of our closest competitors are quite a big step ahead of us here so it will be a race more on the defending side tomorrow, looking in the mirrors, but I’m up for it and will try my best to keep this point-position!”

Daniil Kvyat (13th): “The start to my qualifying wasn’t that bad — I had one run in Q1 which was particularly good, but then in Q2 the track evolved and the car just got worse. I felt it sliding everywhere, had a lot of understeer and I just didn’t manage to warm up the front tyres, which is all quite disappointing. This is something we have to analyse, because it’s very frustrating for me. Regarding tomorrow, it’s hard to say what we can do as we haven’t had much pace this weekend. We just need to do our race, follow a good strategy and see where we end up.”

Jonathan Eddolls, Chief Race Engineer: “This is a track where it’s all about giving the driver a consistent car, lap after lap, because there’s an awful lot you can gain from the driver at a street circuit like this one. The main focus of FP3 was to build on what we learnt on Friday, fine tune the balance of the car and really focus on and understand the tyres. Track conditions here change significantly from session to session — they start in daylight and then you qualify when it’s dark, so it’s a lot about data gathering and analysis and the guys have done a really good job in getting their heads around the tyres.

“FP3 was therefore spent trying to understand what was going to be best going into Qualifying, which pretty much went to plan. It was great to get one of the cars into Q3. Carlos did a great job and managed to build it up throughout the session. We were a little bit tight on the timing on the very last run — I think we crossed the line with only five seconds to go — so it was a little bit nerve-wracking at one point, but he kept his head down and put in a good lap.

“Unfortunately, with Daniil, he didn’t quite feel the grip on his very last set in Q2, so we’ll spend this evening trying to understand the reasons for that. We also had a small issue in Quali where a small amount of oil found its way into the exhaust system and ignited, causing the plume of smoke you saw as the car entered the pit box. These conditions were quite specific so we have no concerns with reliability for tomorrow. Starting from P10 and P13, there’s definitely the potential for a good result here tomorrow.”

Clive Mason/Getty ImagesHaas

Romain Grosjean (15th): “As long as you do your best in qualifying, that’s the most important thing. I think from both of us it was the maximum we could’ve hoped for. We pushed pretty hard but, unfortunately, we don’t have much balance here. I’m sure we’re going to learn a lot from this weekend for the future but, of course, when you’re deeply into it, it’s a bit painful. From yesterday we’ve made some improvements. I’m proud of the work. It’s a long race, a tough race. Hopefully, the car will work better tomorrow. We’ll aim for the best strategy, maybe we can get lucky with a safety car, and try to get to the front somehow.”

Kevin Magnussen (16th): “I don’t think Q2 was out of reach. I caught a Renault in the last corner of my last lap, which cost me the margin I needed to get through to Q2. It’s been a tough weekend. We’ve not been strong enough, but we’ll fight anyway. It’s hard to say how the race will go. We’ll wait and see tomorrow.”

Guenther Steiner, Team Principal: “I think that was the most we could get for us this weekend. The midfield is so tight. We know a lot of things can happen here on a street circuit. Let’s see what happens. For sure, we will try our best to get into the points.”

Sutton ImagesRenault

Nico Hulkenberg (7th): “We have a strong package here this weekend. I had a nice battle with McLaren in qualifying today. They had the upper hand until the last lap where I managed to squeeze a really good lap out. I’m very happy to start seventh, it was a good effort from the team. Everyone gave us the best possible chance to have a good race. We know the Singapore Grand Prix is unpredictable, anything can happen, you just have to be ready and stay on your toes for the entire race.”

Jolyon Palmer (11th): “We found a lot of pace in the car, especially in Q1 where it felt like the car came alive. Q2 was also looking good but we overheated the rear tyres in the last run and I ended up losing a lot of time there and wasn’t able to improve. I am eleventh but I’m not too dissatisfied with that, we get a fresh set of tyres and we are in a good position to score some points tomorrow.”

Clive Mason/Getty ImagesSauber

Pascal Wehrlein (19th): “I did the best job I could during today’s qualifying. My laptime is quite alright considering that I lost some time by slightly touching the wall. As a team, we are all working hard to make progress.”

Marcus Ericsson (20th): “It was a difficult qualifying for me. I had to abort my first stint, and return to the garage early-on to pick up a fresh set of tyres. That made for a tricky start to Q1. In the end I only managed to complete one decent flying lap. It was a disappointing qualifying. Let’s see what is possible in tomorrow’s race.”

Sutton ImagesPirelli

Mario Isola, Head of Car Racing: “The track got progressively faster quite quickly, once the oil on the track had cleared. This allowed an incredibly fast and closely-fought qualifying session, with plenty of drivers beating the previous all-time record at Singapore. On a circuit which favours the mechanical grip like this one, the wider 2017 tyres offered an important contribution to this result. As tyre wear and degradation is low on all three compounds, one-stop should be the favoured strategy; however, with a 100% safety car record in Singapore and unpredictable track conditions, teams will need to remain versatile and adapt their strategies to the circumstances of the race.”

The post Who said what after qualifying for the Singapore Grand Prix appeared first on Daily Star Sports.

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The Crew 2 Review: Monotony Served Up Three Ways

Arcade racing games used to be everywhere around the turn of the century. As tastes and the video game market have changed, the supply of such games is pretty thin these days. Ubisoft has produced a new sequel to their 2014 open world racing game, The Crew, in an attempt to fill the arcade racing void in the market. To up the ante from the first game, boats and airplanes have been stirred into the mix of land vehicles, creating an all you can eat buffet of motorized fun. At least, I think it's supposed to be fun. After forcing myself through hours of underwhelming races, I feel that The Crew 2 wants to be a Ferrari F40 when it's actually a Pontiac Aztek with some Monster Energy stickers and an oversized spoiler glued on.

Pulling Up To The Line

While I missed out on the The Crew when it first launched, I later acquired the game from a giveaway on Ubisoft’s uPlay platform on PC. I jumped in with a group of friends and spent a good amount of time with the game, mostly enjoying its open world recreation of America as the canvas for various races. I really disliked the way the cars handled and how progression was structured, but I was able to look past those things because the game was free and it was a reasonable first attempt with some decent ideas. I ended up purchasing both of its expansions, Call All Units and Wild Run (I guess Ubisoft’s giveaway of the base worked after all), though I never really played either of them.

When I heard the announcement of the sequel, The Crew 2, I was cautiously optimistic. If the studio could re-work the driving model to feel like it rewarded skill and make the cars feel unique, The Crew franchise could begin building towards something special. Once I sat down with the game, I found that Ubisoft has doubled down on the lifeless driving and added in some truly insipid flying and boating. The huge map is unquestionably the star of the show, but the Crew 2 never offers you an exciting way to traverse it.

The first Crew game offered a cliched, yet mildly interesting story where your brother was murdered by illegal street racers and you had to work your way into these street racing gangs by going undercover with the help of law enforcement. It served its purpose as a reason to keep pushing through multiple motorsports disciplines and their associated events. Your character wanted to gain street racing credibility as a means to be welcomed into the illegal race gangs. For The Crew 2, the stakes have been raised to towering heights. You are seemingly a random person and all you yearn for is attracting social media followers and to impress random folks in the racing subculture. No dead brothers, no drive for vengeance, and no reason for the player to care. The presentation is slick, but it’s something we’ve seen countless times in racing games, going back as far as the Dirt series.

Worlds Of Promise

The opening encounters of the game introduce you to the driving, boating, and flying mechanics. The early events tease a cool Inception-esque world bending mechanic that is never seen again. Each of these modes of transportation are pretty bland on their own, although the game does offer a cool transitional sequence that lets you swap between all three types of vehicles on the fly. You can be 1000 meters above sea level in your plane and then seamlessly warp into your boat or car. The non-flying vehicles will simply drop out of the sky. It’s nonsensical, but fun. Coming up with clever ways to traverse the environment or set up stunts while swapping between vehicles is very cool and much more fun than any of the structured events presented by the game.

While the game map is enormous, there is very little reward for moving across it in your vehicles. The game pretty much lets you warp anywhere you want in a flash. As someone who was frustrated by the boredom from the race events, I appreciated that the developers did not force me to waste time driving (or flying or boating) to the next event. While there are open world skill challenges scattered around the map that can be triggered while moving about in the free roaming mode, I found myself warping to them just like any other event.

Missing Shifts

Your enjoyment of the events themselves will be dependent on how much you enjoy the game’s driving, boating, or flying mechanics. While I disliked most events, I did find fun in a few, such as the Circuit discipline races. Sadly, I could only play two of this race type (in very short 2-3 lap events) before I was forced to go back and fly or boat my way through events that were excruciatingly boring. You have to keep plowing through the various events (or side quests like photography) to earn an arbitrary amount of social media followers so that you can get the chance to unlock another pair of races you actually want to do. I eventually worked my way up to social media ICON, which unlocked almost all events, but by that time, I wanted the whole experience to be over.

The Crew 2 surprised me by increasing my level of disappointment as I progressed through the game. I made note of the Hypercar discipline early on in my game and worked to gain enough social media followers so that I could get access to races with some of the most exciting cars in the world. Once I unlocked the series, I discovered that the Hypercar events were possibly the most boring part of the game. Rather than clever circuits or street races designed to provide white knuckle action, Hypercar events are overly long road trips that involve almost no turns, almost no AI traffic, and are only good at making you forget that you are piloting a Ferrari. Racing ridiculously expensive supercars near 200 mph has never been so dull. I got so bored during the first Hypercar race that I decided to record the event after it had been going on for seven minutes. I assumed no one would believe me, so I needed video proof. I uploaded the recording to Youtube for you to watch (at your own risk) below.

Plowing Into The Guardrail

I’ve mostly focused on the driving parts because I found the boating and flying stuff to be even worse. If you’ve played popular open world action games before, you’ve probably experienced races in these type of vehicles that were more exciting. The boating in particular is awful, as the game sometimes has water physics that affect you and other times not. You can drive over another boat’s wake and get tossed up or slowed down and other times the wake is just an alpha effect you move right through like a ghost. Sometimes your boat just slows down to a near stop for no reason. Fun stuff. Even worse is that I found no way to customize races to my liking. I’d like to try running hypercars through the early street racing courses or take the rally cars onto the stunt events, but I was never able to find out how to make that work (if it even is possible).

Graphically, the game is not too bad, especially compared to the first Crew. The quality of the lighting is greatly improved from the first game and the game map carries better vegetation and minor details. There are moments when the dynamic day/night cycle produce eye-catching vistas, but it’s not unfair to say that The Crew 2 is a step down visually from similar titles like Forza Horizon 3. The vehicle models are generally well done and serve their purpose. According to tests conducted by Digital Foundry, the game is locked to 30fps on all consoles (though the Xbox One and PS4 will have occasionally drops below). The PS4 Pro and Xbox One X get resolution bumps (up to 1800p on the One X) and additional details or longer draw distances. I played the game on PC, allowing for the framerate to be set up to 60fps. Like the original game, there is no way to take advantage of refresh rates above 60Hz. I played with an Intel 7700K CPU and GTX 1080 Ti GPU and found I had to turn down some settings to get a stable 60fps at 1440p resolution.

Limping Across The Finish Line

While I found the larger experience to be underwhelming, the game does offer some high points. Moving around the game map and fast traveling is instantaneous and seamless. While I didn’t find the game’s menus to be as functional as I’d like, they all look really sharp and fit within the game’s aesthetic. While music tastes are subjective, I found the included soundtrack to be very well done (as it was in the first Crew game) and it made some of the less exciting races more tolerable. Swapping between vehicles works very well and is probably the coolest part of the game.

I had hopes that The Crew 2 could build on the excellent open world map from the first game and offer a strong arcade racing competitor to the Forza Horizon franchise. Unfortunately, this didn’t happen. I feel that The Crew 2 fails at providing the heart of what what a racing game should offer, specifically a fun and rewarding driving experience. All the icing and fancy decoration in the world won’t make a crappy cake into a great cake. The Crew 2 can take a pack of exotic cars racing on a mountain road and produce results that are about as exciting as a round of solitaire.

This review is based on the PC uPlay release. The game was provided by the publisher. The Crew 2 was made available for PC, Xbox One, and PS4 on June 29, for $59.99.

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