Forza Nation - September 2012

FORZA NATIONMAGAZINE

AVAILABLE THE FIRST MONDAY OF EVERY MONTH ISSUE 1 // SEPTEMBER 2012

LEARN HOW TO SPEAK PORSCHE + THE MEANING OF DRIFTING

THE 2013 SRT VIPER & PAGANI HUAYRA REVIEWED INSIDE + MORE!

IT’S A FORZA FEASTINSIDE: ALL THE GREAT

CONTENT YOU KNOW & LOVE WRAPPED IN A SLEEK NEW DESIGN

TRACK GUIDES, CAR REVIEWS, HINTS & TIPS AND A WHOLE LOT MORE!

WE’RE BACK! WITH A FRESH NEW DESIGN

2 FORZA NATION SEPTEMBER 2012

THE FORZA NATION TEAM: DEVLINGFS + F4H BANDICOOT + CAR KILLA + SEPS1974 +

WEDCIRCLE673 + BEN2012X + BAZT3RD + SLEAZY KIBBLES + MANUAL CLUTCH + OPERATOR1 + MAKO6669 +

STANDAMAN 94 + B WALD BIG MEK + KRAZEE DD + KILL3KT0R + TURBO280 + SJD KEMURI + NOSNIBO D

SEPTEMBER 2012 FORZA NATION 3

REVIEWS SNAKE BITE: 2013 SRT VIPER

HEIR TO THE THRONE: 2012 PAGANI HUAYRAA JAPANESE SUPERHERO: 1992 NSX-R

ROOM FOR FOR A FEW: COUNTRY SQUIRE

HEAD TO HEADSBATTLE OF BRITAIN: EVORA VS Z4 M

MID ENGINE KICKOFF: 458 ITALIA VS MP4-12C

FN POWERLAP BOARD

ARTICLESHOW TO SPEAK PORSCHE

THE MEANING OF DRIFTINGSUPERCAR SYDROME

GAMING WITH A DISABILITY

PAINT + TUNE OF THE MONTH

TRACK GUIDESUZUKA WEST

QUESTION TIMEDEVLINGFS

CONTENTS


A BIG THANKS TO EVERYONE INVOLVED IN PAST FORZA NATION ISSUES. I COULDN’T HAVE DONE IT WITHOUT YOU. - DEVLINGFS


DevlinGFS

A QUICK HISTORY LESSON

A MESSAGE FROM THE EDITOR

Forza 4 arrived to a slew of critical acclaim, brining with it a whole host of new features. Autovista, Rivals mode and of course the triumphant return of Car Clubs to name just a few. Forza 4 was more of what we loved with some added shine and more meat on the bone. For the Forza Faithful, Forza Motorsports is the first and last word in automotive racing & car culture. Being totally honest here though, I haven’t put as much time thus far into Forza 4. Maybe 200 hours or so, but with Forza 3 I had probably clocked up twice as many miles at this stage in the game. I love Forza, don’t get me wrong, but I think it’s a simple case of life getting in the way. Which, incidentally leads me on to my next point... Forza Nation. Just as we had started to gain a great following and shortly after issue 2, we had tons of content and issue 3 almost wrapped up. We even had a Forzatography special issue almost finished up and ready to go. It looked as though thing’s were really starting to motor (pun intended) along nicely, but sadly this was not the case. To anyone unfamiliar with Forza Nation we released two issues a couple of months apart and had tons of new things planned. We had a race series set up and running, lots of great ideas floating around and some amazing input from the Forza community.

So where did it all go wrong? Well as I stated earlier mainly life. Forza Nation was such a time intensive project it started impacting on my gaming, work and home life. I did pretty much the whole design of the mag, pictures and lots of the articles. We had lot’s of contributors that did so on a casual basis and this obviously led to sometimes having blanks in the publication. Blanks I’d have to fill quickly myself, leading to some sloppy articles with mistakes. It’s so frustrating when you know you can do something well, and you want so much to achieve what you set out to accomplish. I took a year or so out, moved house 2 times and now have a different job. A lot has happened in the past year or so, some good; some bad. As my time in Forza 4 has declined I do feel Forza Nation is the reason. When working on an issue, I tinker with set ups, cars, tracks, photo mode and anything else I can think of to come up with articles and create the content. It enhances my enjoyment of the game immensely. It’s not just about playing the game, which of course I love, but also I get something tangible in the real world (as real as online / digital can be anyway) to show for it. So now I feel is the time to once again suit up, climb in and fire up the engine of Forza Nation. This time I’m asking for help and bringing some friends along for the ride.


The Dodge Viper, as most readers will know, is the spiritual descendant of the

legendary (and completely bonkers) Shelby Cobra 427 of the 1960s. In the 1980s, Chrysler sought out the same half-mad Chicken Farmer-turned-automotive-legend who had created the Cobra: Carroll Shelby. They politely asked him to build them a sports car. Mr. Shelby, to the benefit of all mankind, said yes. He began by taking the same approach, more or less, as he had done with his 1960’s roadster, by asking to see the largest internal-combustion engine in Chrysler’s inventory. The Chrysler techs introduced him to their new mammoth V-10, destined for the new lineup of Dodge Ram pickups and vans. Shelby rounded up a team and got to work, tuning the engine and building a lightweight body around it. Shelby had created the Cobra by stuffing a 7-litre/427 c.i. Ford truck engine into a tiny roadster from the U.K. The resulting car looked eerily like a larger, modernised version of the Cobra. Keeping with the “snake” theme, the car was named “Viper” and put on display in 1988. The public reaction to the car’s unveiling was so positive, the car

was rushed into production within just a few years. The original Viper R/T10 was a barely-restrained monster, just like it’s grandfather: A bare-bones mechanical dragon with no air conditioning, ABS, or proper roof. Handing the keys to an eager teenager would have qualified as child endangerment and/or disregard for human life, and would most certainly result in damage to the surrounding area. Demand exceeded supply, and the MSRP of $50,000 USD quickly doubled, or even tripled. A 6-month waiting list developed. The Viper became a legend, and posters were pinned up on every little motor head’s bedroom wall alongside the Lamborghini’s, Ferraris, and Porsches. The car was refined (a little) over the years, and even got a roof in the late 90s! Fast forward to today, and we have both a new version of the Viper, and an excellent driving simulator to drive it in. The 2013 SRT Viper is a TON of fun to drive in FM4. In factory trim, it blows the doors off it’s forebears, outgunning the older cars in every category. I’m not the greatest driver out there, but I managed to sling it around

Nürburgring in 8:32, hitting speeds of 160-170 mph around the twisty track and 190mph on the UPHILL part of the straightaway. On flat ground, it would sail past 200 with no problems. Taking it out for a spin, the first thing one will notice is that it’s turn entry is much more crisp and responsive than the older Vipers, and you have to back off the gas a little more when entering a corner to prevent the back end stepping out. Oversteer is very easy to induce mid-corner, especially in 1st through 3rd gears. It has a TON of power and a rather springy chassis, so sloppy left-right transitions make it quite angry. Chrysler have said it’s a more user-friendly car, but don’t let that fool you! They’re only be talking about the REAL car. In Forza, this car still wants to kill something, probably YOU. Once the back end does step out, it doesn’t take a huge amount of skill to control it- modulating the throttle and gently counter steering. As with any car, you have to watch your counter-steering or it will snap around REAL fast when the front tires grip. Put in a little practice though, and this thing will go sideways all day.

“ BEAUTIFUL CONTROLLED POWER SLIDES ARE AS SIMPLE AS DROPPING TO 2ND OR 3RD AND SQUEEZING RT ”

SNAKE BITE: 2013 SRT VIPER GTSBY B WALD BIG MEK


The one thing this car will NOT forgive is entering a corner too fast. Even just a little. In some cars, you can wrestle with the steering and brakes to recover some semblance of your line and make it through, but not this one. If you miss your braking zone and stay on the brakes too long, it’s ditches and guardrails for you. Once you get the hang of reining in it’s terrifying speed, though, and nail those braking zones, it is an extremely satisfying and rewarding car to drive fast.I haven’t really upgraded the 2013 Viper in my garage, beyond better tires and a few bits bolted to the engine. When you consider how good it is stock, though, it certainly has the potential to be a real cruise missile. The car is gorgeous in-game, with a poly model as accurate as any that T10 has produced. One gimmick that I quite like on the real car is a Viper-logo-shaped shift light that flashes over the tachometer. It didn’t make it into the game, unfortunately, but it is in the auto vista. The new styling won’t please everyone, but it’s still unmistakably a Dodge Viper, even if it isn’t actually a “Dodge” anymore (it’s simply known as “Viper” now). Too bad it still sounds like a UPS truck from Hell.

“ ONE GIMMICK THAT I QUITE LIKE ON THE REAL CAR IS A VIPER LOGO SHAPED SHIFT LIGHT THAT FLASHES OVER THE TACHOMETER. IT DIDN’T MAKE IT INTO THE GAME, UNFORTUNATELY, BUT IT IS IN THE AUTO VISTA.. ”

WORDS B WALD BIG MEKIMAGES DEVLINGFS


Since 1999, Pagani has been known for two things; the Zonda, and a whole lot of carbon fibre. If you know anything about cars, you’ll know that the Zonda needs no introduction. I’d be surprised if you didn’t. The Zonda is famously named after the warm, dry foehn wind, originating at the Andes, and making its way across the central area of Argentina. This name might imply that the Zonda is an easy-going, comforting experience, binding one with nature.If you thought this, then meet my friend, The Flying Pig. In no way is the Zonda easy going, and in no way does it bind you with nature. It’ll actually do the exact opposite of both – It will pull you apart until you see your spleen, and it’ll rip apart the air like a weightlifter with a phonebook. The Zonda didn’t have a 7 litre AMG V12 DHOC for nothing; The C12S produced almost 550 hp, which took it just past 200mph.These Zondas were certainly not for the common man. In 2000, the Zonda C12S cost about $500,000, for a car with only 14 other duplicates. When Pagani had enough of the C12, it started on the Zonda F – The F standing for the Zonda’s original concept name, Fangio, named after F1 champion Juan Manuel Fangio. The F uses the same AMG V12 engine, powering the car just shy of 600 hp.

Following the success of the F, the R was built; A race-bred track car infamous for not being used on the track. Although it looked like the F, the R was almost entirely new, and took on more of the FXX rather than the previous Zondas. A road-legal version of the R was built in 2009 – The Cinque. Combined, there are only ten Cinque and Cinque Roadster iterations, each costing over a staggering £1,000,000. The final mass-produced Zonda was the Tricolore, celebrating 50 years of the Frecce Tricolori, the Italian Aerobatic Squadron. “Mass Produced” is used lightly here; Only three were built, all costing upwards of £1,200,000.

And that is where it ends. Various one-offs were built for exclusive customers – Those with more money than mind. The Zonda left a legacy behind that no other single car could copy; It’s jarring features and exquisite design made the car and exotic icon. In ten years, around 100 Zondas were built, which would make Pagani over £100,000,000. Whichever car Pagani chooses to take such a pedestal has more than just massive expectations to follow; it also has to be worth it.

In school, there’d always be one kid whose name was hard to pronounce. Whoever they were, they’d be known all around the school; not because they’re exceedingly popular, but because no one could say their name without external input. In school, that kid was me. My surname may only be six letters long, but no one could pronounce it right. It’s not even particularly hard, either. No crazy vowels or consonant pairings here – just good old regular

English. Yet I was known around the school. Of course, no one knew who I was, they just knew my name.I like to think that this is what Horacio Pagani had in mind with his latest creation out of the crazy scientist’s lab – The Huayra, pronounced why-rah. It must be the most ridiculous name in automotive history. Many cars have long acronyms that actually mean something. ‘Huayra’ is not an acronym, and doesn’t actually mean anything, as it is named after Huayra-Tata, the God of Wind, worshiped by the Puruhá Quechuas and Aymaras of the Bolivian and Peruvian Andes. Recognise the Andes wind theme here? Because apart from its striking looks, that’s all the Huayra shares with the Zonda.

If the Zonda is a wild, jet-fuelled, crazy man-eater, then the Huayra is its educated, peaceful, intellectual younger brother. The Huayra is more powerful than the Zonda; the 6 litre twin-turbo V12 AMG M185 is similar to the engine used in the Mercedes-Benz SL65 AMG Black Series, producing a neat 700 hp. However, unlike the Zonda, the Huayra keeps this power under control by using an interesting adaptive aero system. At the front and rear of the car there are two flaps which all work independently. According to Pagani, these are powered by a unit that is constantly given information from the ABS and ECU, and information about the yaw rate, lateral acceleration, steering angle and the car’s speed and throttle position. These flaps also act as airbrakes, and the front suspension lifts under braking to keep the car stable by counteracting weight transfer to the front.

Other interesting characteristics are the car’s gull-wing doors, and 7-speed sequential gear box with a duel-disk clutch. The choice to use a duel-disk clutch rather than a more common duel-clutch was the increase in weight; a duel-clutch is more heavy than a duel-disk clutch, so much so that the Huayra benefits more from the loss of weight than an otherwise quicker gear change. In fact, the Huayra goes to many lengths to cut down on excess weight. The expansion tank is fitted directly on the engine to reduce piping, the exhaust is made from titanium, and the air conditioning system is integrated into the monocoque structure of the car.

As such, the car reaches absurd speeds of 230 mph, and weighs only 3153 lbs. Pagani are pricing the Huayra at £850,000 starting in 2013 – cheap, compared to the £1m price tag of its predecessors; then again, the first Zonda only cost half a million. Pagani say they also want to produce no more than 40 units per year, which will soon make it the most common Pagani model in the world.

The Huayra is not only a piece of engineering excellence, but also a work of art. Everything about this car says aerodynamics; from its blade-like rims designed to funnel air to the brakes, its gaping front splitter and rear diffuser, the elongated cockpit module, and the leaf-shaped wing mirrors. But the Huayra’s design originates from the Zonda, which is clear from the pointed snout, the front and rear light clusters, the raised quad-exhausts, and the bare carbon fibre rear end. Despite this, however, it’s

THE HUAYRA, PRONOUNCED WHY-RAH. IT MUST BE THE MOST RIDICULOUS NAME IN AUTOMOTIVE HIS-TORY. IT IS NAMED AFTER HUAYRA-TATA, THE GOD OF WIND. IMAGE BY DEVLINGFS

HEIR TO THE THRONE

PAGANI HURAYA REVIEW


clearly a wholly unique car – The pinnacle of automotive engineering.Hopping inside the car, traits from the Zonda flood back in. The open, exposed cockpit is ridden with bare carbon, and the steering wheel and its components extend from the dashboard; which is itself low and covered in modular air vents, buttons, and the likes. Starting the engine, the dashboard comes alight with various information about the car. The engine whines with its two turbos in the rear, and you instantly know what this car wants to do.

Two hundred miles-per-hour later and 700 hp rages through my right foot. The engine roars and whines behind me, pulling the car through its seven gears. Suddenly there’s a kink in the road ahead. I lift off the throttle and apply some brake. All four flaps lift up is various degrees of movement, and as I turn in and feather the throttle, they shift around as they struggle to keep the V12 at bay. Another sharper turn, and I’m hard on the brakes. The front flaps lift right in front of me; I can physically see the car balancing itself. But this entire struggle is to no avail, as the rear slides out to the right, the left flaps bouncing around to keep it from getting worse. This car speaks to you through these... ‘Gills’. It breathes to you, telling you where the problem is. It asks you if you know what you’re doing. Every time you brake, it says “You’re braking now. Are you sure about this?” Every time you turn, it reminds you “We’re going left now. I’ve got this under control, but feel free to help.”

This really is a remarkable experience. Active

aero has been around for a considerable time now, but never before has anything like the Huayra ever actively shifted to your actions. But sometimes it just seems like a gimmick, as 700 lb-ft of torque easily overcomes these mere flaps. Unlike the Zonda, the Huayra doesn’t have a permanent spoiler, because the flaps lift up to become one at 60mph (and lift further at 100mph, and lower at 150mph). The Huayra is also heavier than the Zonda, approximately 300 lbs more than the Cinque. As such, the Huayra

has some annoying transitional oversteer, and doesn’t feel very responsive at lower speeds, making it also understeer in some situations.The Huayra really is something Pagani should be proud of. Its incredible speed, power and technology make it one of the best supercars to date. I believe that Pagani can buff out any of the Huayra’s flaws over time, just as they did with the Zonda. Who knows? In ten years time we could have a Pagani Huayra R that actually can race. The future is bright; the future is Huayra.

TWO HUNDRED MILES-PER-HOUR LATER AND 700 HP RAGES THROUGH MY RIGHT FOOT. THE ENGINE ROARS AND WHINES BEHIND ME PULLING THE CAR THROUGH ITS SEVEN GEARS

THE HUAYRA IS NOT ONLY A PIECE OF ENGINEERING EXCELLENCE, BUT ALSO A WORK OF ART. EVERYTHING ABOUT THIS CAR SAYS AERODYNAMICS; FROM ITS BLADE-LIKE RIMS DESIGNED TO FUNNEL AIR TO THE BRAKES, ITS GAPING FRONT SPLITTER AND REAR DIFFUSER. IMAGE BY DEVLINGFS

WORDS STANDAMAN 94IMAGES DEVLINGFS


I could probably finish this whole thing right now by simply saying eleven words; Ayrton Senna thought it was the best car of all time.

That was 1992. A time when the best hardware in your home was your Sega Mega Drive, and text-messaging was about to creep up on your expensive “beeper”. If you don’t know what the previous sentence meant, then it’s obvious that we’ve come a long way since then.

Honda commissioned Pininfarina to design the NSX way back in 1984. Honda’s target was the Ferrari 328, another mid-engine super car, also designed by Pininfarina. Ayrton Senna himself had input in the car, suggesting the car should be stiffer; in fact, the NSX is notorious for being stiff and responsive, similar to an F1 car. Compared to the standard NSX, the NSX-R dropped about 250lbs from the car, by removing anything non essential such as the spare wheel, audio system, leather seats and some electrical equipment, the latter costing the car its traction control. The engine also got the treatment, as the 3 litre DOHC VTEC V6 shares similar components to Honda’s racing engines, producing a fair 276 HP, and 217lb-ft of torque.

The NSX-R is, for its time, very good looking. In fact, if anything it was way ahead of its time. The low rear spoiler swoops across the length of the car, joining smoothly with the bodywork

at both sides. Behind this, the rear lights follow the curves of the car and onto the back of the spoiler as a thin horizontal strip. Unlike most super cars, the NSX-R isn’t clad with vents and holes, and has simply a neat side vent and an air intake at the front. The pop-up lights were of course a must for the early 90s, blending in smoothly with the rest of the car. Another noticeable feature is the door handle, located in the rear corner of the windscreen. Upon reaching for the handle, Honda politely reminds you what feat of engineering you are entering today, as the NSX-R logo is emblazoned in chrome on the plastic handle.

I took this car to the track at Suzuka... But not just any Suzuka. I specifically chose the Suzuka West layout, where the legendary Senna took the car for a spin in an infamous video, wearing simply a shirt, jacket, aviator sunglasses and Italian loafers, and neatly showed off his impressive heal-and-toe technique.

The interior is very simplistic; a racing wheel, carbon seats and trim, and a gear lever. Starting the engine up, the NSX-R roars into life, its legendary VTEC variably timing all valves. Revving past 6000RPM makes the engine give an iconic Japanese wine, all the way up to 8700. Lifting the clutch and leaving the pit-straight, the car jumps to 60MPH in less than five seconds. A tap on the brakes and turning into 130R, the rear end slides out as I near the corner

exit. I manage to catch it before braking into the west shortcut through Casio. The car brakes suddenly and abruptly without locking, and I shift down into 2nd as I turn in. The car slides a little, so I dab the pedal, trying not to let the car step out. Going through Dunlop and Degner, the car grips the road surprisingly well. Although it doesn’t like the jarring curbs of Degner, the car rolls on its chassis and maintains the grip it needs.

Although it is 20 years old, it still feels better than some of its modern-day counterparts, such as the Ferrari F430. However, the NSX-R may be responsive, but that doesn’t mean it excels everywhere. The tight, stiff suspension means that the car tends to oversteer, particularly when braking. This transitional oversteer comes at a cost, as the technological wonders of today mean that where the NSX-R beat other cars into the dirt, today it just doesn’t compare with the newer cars in some situations.

This doesn’t mean it’s terrible. It doesn’t mean that I wouldn’t choose it. It wouldn’t have lasted 15 years if technology had overtaken it. The NSX-R, like all other NSXs, is good because it is raw. The NSX is to the modern super car what Spiderman is to Batman; it doesn’t need technology, computers, and a tonne of cash to work, it just does the job because it can do it better without.

A JAPANESE SUPERHERO: 1992 HONDA NSXWORDS BY STANDAMAN 94 IMAGES BY SEPS1974


ROOM FOR A FEW: 1966 FORD COUNTRY SQUIREWORDS BY B WALD BIG MEK IMAGES BY SEPS1974The Ford Country Squire is the quintessential

American-family-road-trip car. Some readers may

recall the horrible, mutant, octo-headlamped

1980-something LTD Country Squire driven by the

“Griswold” family in the National Lampoon’s Vacation

movies, starring the ironically-named (in this case)

Chevy Chase.

The Country Squire was produced for four decades,

from 1951 right up until Ford got out of the “big

wagon” game in 1991. It was always based on

whatever Ford’s full-size family car was at any given

time: In the first year of production, it was based on

the Custom DeLuxe*. In ‘52, ‘53 and ‘54, it was the

Crestline. Through the years, the Fairlane, Galaxie,

LTD and Crown Victoria all provided platforms for

Country Squire wagons. The car was also available

from Ford’s Mercury division, known over there as the

“Colony Park”.

In 1966 an engineer named Donald Frey developed

an innovative rear door for the car, which allowed

the tailgate to “fold down” like a pickup truck’s, OR

open out like a conventional door. This was further

refined so one could open it, either way, with the

window open or closed. The “magic tailgate” made

the Country Squire one of the most versatile wagons

on the market. Others later copied the feature, but

Ford had it first.

* the 2-door, 1940 model of this car is also available

in an FM4 DLC pack.

The Country Squire weighs over 4,000 lbs, and has

a big-block V8 putting out over 300 BHP and 400

torques. So, despite it’s Atlas’-burden-esque mass,

it can go pretty fast in a straight line. Getting this

mass to change directions, or, heaven forbid, STOP,

is quite a different story. FM4 cannot display a car

characteristic as having a value below 3.0. That

being said, The Country Squire’s handling number

IS that, and one wonders how much lower the

ACTUAL value is. Braking is not much better at 3.1,

and stopping this wooden box in a straight line

from anything above highway speeds is a tall order

indeed.

I took the Country Squire around the ‘Ring, against

my better judgement, and set a time of 10:47.

0-to-60 took a surprisingly quick 8.3 seconds, and

I reached a top speed of 136 mph, in the stage-B

downhill slalom. Driving at that speed on a downhill

slalom, in a 46-year-old car that could probably

seat 15 comfortably was one of the most terrifying

experiences I’ve ever had in FM4, by the way. Other

cars are faster, but few are this scary at speed.

This car handles like it would mostly prefer to be

a Zeppelin of some sort. It’s even *worse* than

most of the other big, overpowered American cars

(although you can’t help but love them). Enter a

corner at anything resembling a high speed, and

inertia simply takes over. If you DO get it going ‘round

a corner properly, and time the throttle just right, this

car’s monster engine CAN overcome the weight of

the rear end and get you drifting. Doing this can

ALSO get you moving too fast to easily control the

drift, but hey, one problem at a time, right? The best

way to drift this car is using “the ol’ Swedish flick”: use

its mass and long wheelbase in a left/right transition

to destabilise the car, counter steer, and ride it out

on the throttle. Mind that snap around, now!

Like all large American cars, the Country Squire

is truly in its element when cruising. The “sloppy”

handling and weak brakes actually translate into

smooth, lifelike slow-speed turns, and the engine

sounds superb at low RPM in high gear. It also has

enough power that you can go all the way around

most tracks in top gear, with only the sharpest

hairpins excepted. Avoiding downshifts makes for a

smoother cruise, for those who cruise assists-off. The

car’s poly model features the fake wood-paneling

(real wood in the early 50s, btw) which was a

hallmark of the real car, although you can easily

paint over it with decals (the real car was sold to

commercial fleets without it). However, if you want a

metallic or “special” paint colour, you’re stuck with it.

A huge amount of the Country Squire’s weight is

in the interior, more so than other cars. Along with

upgrading the snot out of the eminently-upgradable

big-block, stripping this weight out makes this

car very, very fast.. But for God’s sake, upgrade

the suspension and brakes as well!!Like all the V8

engines in the game, the Country Squire’s 6.4 L lump

sounds incredibly lifelike. The only problem is that you

just don’t expect a “woody wagon” to sound like a

Mustang Boss 429...


I’ve got two cars lined up in my sights: the Lotus Evora and the BMW Z4 M coupe. I have only tried one of these cars on Forza 3 (the one being the Z4 M), and I had a bad time with it, but in this iteration of Forza, Turn 10 turned it over and gave it a rework, and now, it’s astounding!

So, lets start with my favorite of the two, the BMW Z4 M. BMW started out as airplane company, but now it main thing is cars, and my, what a car this is.

The Z4 M has a 3.2 I6 engine from considerably the best M3 ever, the E46, and a 6-speed

manual gearbox. Zero to 60 is done in 4.7 seconds, and a top speed of 174 on the old LeMans straight. The Z model line in BMW started out in 1989 with the limited run Z1. Then the Current Zs started in 1996 with the Z3. The Z3 starred in the James Bond movie, one of my personal favorite 007 movies, “Goldeneye”. Since then the Z8 (also starred in “The World Is Not Enough”), and the now current Z4 was made.

The Z4 M coupe is not in production anymore, but the current Z4 is homologated for GT3 series.Now, on to Lotus. Lotus, being the Lotus I’ve always known, has always been powered by

Toyota engines, and this one isn’t any different. Being a track bred car, let’s see what up with this one.

The Evora has a 3.5 liter V6 from Toyota, and a 6-speed manual gearbox. Zero to 60 is done in 4.9 seconds, and a top speed of 168 on the old LeMans straight. The Evora is name just like a Lambo is, but instead of a bull’s name, Lotus came up with just having their cars name’s start with E. So that the names history, so on to why Lotus has been Toyota powered. Back in 86’, Lotus was owned by GM, and they made GM’s Ecotec I4 engine, but since being sold off to

THE BATTLE OF BRITAIN CONTINUESBY BAZT3RD


Proton, they have use the economical I4s and V6s from the now defunct Toyota Celica GT-S, and the current Camry, respectively. The Evora has been homologated as the endurance racer, Type 124, and GT4 racing.

Now on to my comparison, starting with, you guessed it, the Z4 M. As I said I driven it before in Forza 3, and it was wretched. It never turned when I wanted to, but now it’s total obedient, border line boring. Turn 10 passed those previous traits to Z3 M, which I driven to compare to the Z4 M. Now the Z3 M was a bit wild to drive, and the gearbox, lets just say I

agree with James May of TG during his drive in the Z3 Convertible in the Middle East special, that there’s a special place in hell for the inventor of this gearbox.

The Gearbox in the Z4 M is a little different then the one used in the Z3 M, but it still a little too long of a gear from 4th to 6th, but it has the legs on the Evora. It also can stay up with an Evora. On a bendy track like Sebring short, the Evora can pounce on the Z4, but the Z4 can get away anytime on those straights. The Evora reminded me of the Z3 M, a bit of a wretched car, and after a lap in it, I never

wanted to drive one again. It’s tameness on the track is awesome, but for me, it’s not my type of Lotus, AND THE GEARBOX! Please God shoot me! It’s not like I had a bad time with it, it just the gearing was worst with this then the Z3 M, a total nightmare!

After these conclusions, and me wanting to keep going around and around with the Z4 M, and losing track of time with it, I got a three words, VIVA LA GERMANY!

P.S. Britain lost badly this time.

LOTUS EVORA:

PI: B 493

COST: 90,000 CR

SPEED: 6.3 HANDLING: 5.4 ACCELERATION: 6.9 LAUNCH: 7.9 BRAKING: 5.3

STATSBMW Z4 M:

PI: B 492

COST: 46,000 CR

SPEED: 6.7HANDLING: 5.2ACCELERATION: 7.2LAUNCH: 7.3 BRAKING: 5.1


The Ferrari 458 Italia, “a no compromised” sports car, and its rival, the McLaren MP4-12C, “a civilized racer”. Two cars of very similar design, but don’t be fooled, they are different.

Ferrari was started by Enzo Ferrari as a racing team and soon after a luxury sports car company, and has a car named after the founder, and a short live brand called Dino, named after Enzo’s late son. The F40 was the last of his cars he would ever see made. So let’s see what Ferrari has in its bullpen.

The 458 Italia come with a 4.5 liter

V8 derived from the Maserati/Ferrari 4.2 V8 design, and a F1 inspired 7-speed double-clutch gearbox. Zero to 60 is done in 3.4s, and has a top speed of 202 mph. Described as the successor of the F430, the 458 was built with F1 in mind. Never mind the distance between the two; the steering is made like a F1-style steering wheel, which makes it a bit confusing when you actually own one, and the suspension system is like the one on their most current F1 racer. The 458 has been homologated for GT2 and GT3 racing.

Now the MP4s turn. McLaren started off, too,

like Ferrari, but much later, and incorporated their cars with F1 technology from the get go. They went in production car with the iconic and ironic F1, the world’s current fast naturally aspirated car. Then they teamed up with Mercedes to make the powerhouse SLR, and they planned even more cars with them, but at last only one car model was made. After the two manufacturers went their separate ways, plans for the MP4-12C were made, along with a hypercar concept, and a baby model. So, let’s take a look at the McLaren.

The MP4-12C comes with a twin turbo 3.8L V8

MP4-12C:

PI: S 664

COST: 220,000 CR

SPEED: 9.2HANDLING: 5.9

ACCELERATION: 8.9LAUNCH: 8.0BRAKING: 5.8

STATSITALIA 458:

PI: S 645

COST: 240,000 CR

SPEED: 9.7HANDLING: 6.1

ACCELERATION: 8.6LAUNCH: 8.3 BRAKING: 6.0

MID ENGINE KICK OFF: MP4-12C VS ITALIA 458BY BAZT3RD


that was derived from Nissan’s twin turbo 3.5L V8 that was in the Nissan R390 GT1 racer, and a 7-speed dual-clutch transmission. The MP4-12C goes zero to 60 in 3.3 seconds, and has a top speed of 207 mph. The name, MP4-12C, needs to be broken down to understand its meaning. MP4 stands for the chassis model that has been used in all of their F1 cars since 1981, ‘MP4’ standing for McLaren Project 4, ‘12’ stands for McLaren’s own internal Vehicle Performance Index through which it rates key performance criteria both for competitors and for its own cars, and ‘C’ stands for the carbon fiber body. This car has been homologated for GT3.

The MP4-12C has been said by JC of Top Gear as a “civilized racer.” A racer indeed, but what he didn’t tell you about is the braking. The speed is an awesome thing, but when it comes to a corner, I suggest braking earlier then later. It’s slippery when braking, but it’s a ton of fun to powerslide around a corner. Though it does have an air brake, but it doesn’t seem to help in my personal opinion. Now, back to the Ferrari. The 458 has the pedigree, but it lacks an important factor, speed. Speed gets an edge in a race. While it does well in the corners, it can fall flat on a straight away. The 458 does have the advantage over the MP4-12C in braking, but

it doesn’t have acceleration to keep up with the MP4-12C when it finishes a corner, so it loses out on a short straight away where the McLaren will be at the next corner with you right behind it about 400 ft.

In the corners the 458 is brilliant, but on the straights the MP4-12C is the better choice. So it seems like a toss up, but for me the McLaren is better and faster.


SOME SAY HE WAS BANNED FROM XBOX LIVE FOR PARTICIPATING IN ILLEGAL UNDERGROUND HORSE RACING TOURNIMENTS IN SKYRIM. SOME SAY HE HAS FINSIHED FORZA 4. TWICE. ALL WE KNOW IS, HE’S THE FORZA NATION STIG.

ALL LAP TIMES WERE DONE BY THE SAME DRIVER, FROM A STANDING START ON THE TOP GEAR TEST TRACK.

BUGATTI VEYRON SS 1:11.0

GUMPERT APOLLO 1:11.7

ZONDA CINQUE 1:13.0

NOBLE M600 1:13.1

MURICELAGO SV 1:14.2

AVENTADOR 1:14.6

MC12 1:14.6

LP570-4S 1:14.8

CARRERA GT 1:14.8

CC8S 1:14.9

ENZO 1:14.9

430S 1:14.9


Hi folks! This is a quick lesson on how to drive a Porsche! Now, when I say “a Porsche”, I’m

talking about a proper, old-school, rear-engined, rear-wheel-drive one, such as the iconic 911. Front-engined Porsches handle much like other “conventional” cars, and the AWD models handle rather differently than the RWDs. Please note, however that the (insane) 959 handles much more like an RWD. These tips could also apply to other rear-engined cars, like a Corvair Monza or Lancia Q37.

Due to its unusual, rear-engined layout, a traditional RR/RD car like the 911 speaks a different language than every other sportscar. The aim of this article is to teach you the 3 key “phrases”, so you can tell it what to do. Used in combination, these techniques ought to have your 911 simply flying around the track.

HOW TO SPEAK PORSCHEDRIVING TIPS WITH B-WALD IMAGES BY SEPS1974


#1: Decelerate Straight

Do as much of your braking as possible in a straight line. Any straight line. The split-second of neutrality in the middle of a left/right transition is the perfect spot to lose 10~20 mph before diving into the next corner. For light bends, adjust your speed while traveling in a straight line. Get back on the gas before any steering input, but use just enough throttle to maintain speed through the bend and balance the car. Sudden braking or sloppy steering mid-bend is not recommended. If you do have to decelerate mid-corner, do so by slowly backing off the throttle, not by cutting power abruptly or braking. Any sudden weight shift towards the front while cornering will cause the much-heavier rear end to develop a mind of its own.

#2: Slow In, Fast Out.

People use this cornering technique in cars other than Porsches. The difference is, in a Porsche, you must use it. Having done all your slowing-down in a straight line, as noted before, enter the corner slower than you usually would, and exit faster. Use this in conjunction with the next phrase on tight corners, especially before a long straightaway.

#3: Late Apex

As you employ the slow in, fast out technique, enter the corner wide, and stay wide most of the way through. Apply light to medium throttle before turning the wheel, to keep the weight shifted to the rear and keep the car stable. Dive towards the inside quite late, and aim to make your apex in the final 1/3rd of the corner. Slowly roll onto the throttle while doing this, then “drop the hammer” as you straighten out and exit the corner. The exit speeds this can generate will result in tremendous straightaway speeds. I can personally attest that in an A-class ‘95 911, this technique can put an NSX or even a 360 Modena to shame.

FOOT TO THE FLOOR AND EVER-SO-SLIGHTLY SIDEWAYS,GIVES ME AN EAR TO EAR GRIN EVERYTIME

Conclusion

Stay smooth and balanced. Keep the weight shifted to the back of the car. Never let off the throttle suddenly or brake while cornering. Brake in straight lines. Stay focused! If you lose your edge and start getting sloppy, these cars will kick your teeth in. On the other hand, they reward those who show consistency and precision with a thrilling drive and very decent lap times. As with any driving style, practice makes perfect. Sedona raceway park is an excellent track to practice taking light to medium bends in your 911, and to become accustomed to the car’s bizarre left/right transitions. Road America is good for 90-degree turns, and of course the Nurburgring is the ultimate test track for virtually all aspects of driving.

To be perfectly honest with you, I’m not in love with Porsches to the degree that so many others are. I do like them, don’t get me wrong. They are quick little sportscars, after all! There are just so many cars I like more. Having said that: Flying out of a late-apex corner in a 911, foot to the floor and ever-so-slightly sideways, gives me an ear-to-ear grin every time.


Drifting, in my opinion, is one of the greatest motor sports on earth (possibly the best, in fact) and yet also the most conflicted. In other motor sports the aim of the game is very simple, and deducing a winner is even simpler. It’s pretty much whoever crosses the finish line first, unless there is an unexpected circumstance. So in other words it’s an entirely objective claim for victory. In drifting, however, it’s entirely subjective. Sometimes it is obvious who wins, sometimes too close to call and whilst most would see this is as a faulted way to decide winners, I believe it is incredibly exciting. You never really know what will happen in the brief 20 odd seconds of smoke filled, camber destroying madness. Yes, of course some judges are biased, but isn’t that obvious? Would you really think that a sport whose winners are deduced through individual judging wouldn’t be biased? No.

So, you may ask, if a championship is based on possibly precarious judgements, why do it? Isn’t it frustrating? Well, if you’ve ever got the tail kicking out in a RWD car and held it, you’ll immediately see the appeal. It’s fun. Some people from the Drifting Lounge may scorn me for using this word, as it’s well known that whilst people evangelically and zealously claim to be apart of this drifting social movement (KDF = Keep Drifting Fun), they still explode with child-like vivacity if someone else wins a round. No. The fun I’m thinking of is drifting because you can. Drifting because it’s an art form, because it requires a deft touch and a perceptive driver. Drifting because it means something different to each individual driver.

I’ll explain what it means to me now, although I fear I may lapse into some sort of cheesy “believe in yourself” monologue. I’ll try not to. To me, drifting is all about the freedom, which can be seen from the cars I drift. I drift mainly muscle cars (people of the DL may have seen me drifting my maroon ’70 Camaro Z28), not because they are competitive because honestly, they aren’t. I drift muscle cars because: 1) they can drift at all, and 2) muscle cars are close to my heart. In racing, you’ll usually see the same car racing around the track simply because it’s the best in it’s class (the Audi S5 comes to mind from FM3). In drifting, if you like the car and if you’re willing to work on it, chamfer down it’s rough edges and hone it, which is entirely possible with almost any car in the game, then you’ve found your drift car. If you wanna drift a Pontiac G8 GXP, or a Porsche 911 GT2 RS, ’70 Mustang Boss or Miata, you can. This individualism is what fuels the culture and makes it thrive.

Another great thing about drifting culture? The co-operation and help you can receive. If you’re having trouble with a tune, simply ask someone who already has a well set up car and decipher the issue together. I have Compresshun, or SCS Wanted, to thank for the help he gave me in tuning my Camaro when FM4 came out. Without him, I reckon I would have given up on drifting all together. That’s why I love drifting, and it’s why, at heart, I’ll always be a drifter before any other Forza profession. Now I’ve got some quotes from various members of the DL who I gave the opportunity to say something about drifting and it’s culture.

Thanks for reading.

THE MEANING OF DRIFTINGBY SJD KEMURI


“The appeal of drifting is different than any other motorsport. Most motor sports are judged by who crosses a finish line first, regardless of how the race is run. Drifting, however, offers drivers the ability to be artistic in an automobile, a sport where style is encouraged, and it still offers that awesome competitive vibe as well. Put simply, Drifting is Art + Skill = A whole other level in motor sports.” – DIS OldManTiger

“Keep drifting fun because in the end it’s just a hobby that we all share” – xOptimizm

“Drifting is not always about who is the fastest or the most experienced drifter. But it is about just relaxing and having fun doing something you enjoy. Drift with your heart not your ego. Look back to when you first started getting into drifting, How much fun you had. At that very moment let go of everything going on and just have fun. Drifting is about friendship and friendship can be everything.” – APX Exiles“Drifting is a very personal sport, everything is either customized or modified to suit the driver. The livery, the helmet, the car setup, the driver’s style. What you experience with drifting is a rather emotional attachment. Everything has a story, and those stories reflect the driver. We’re not all glory hunters, some of us are just here to hang out with friends and have a good time. In it’s own right, drifting is the pinnacle definition of variety.” – x Bks

“The thing I love most about the drifting community is it doesn’t matter what skill level you are, everyone treats you warmly. Not just in Forza, but in real life too. Even while competing against each other. If you blew a tire or something of that nature right before the semi-finals, the guy you were supposed to go up against would be the first to help you replace it. We’re in it for the fun, and I think that’s what makes drifting the most enjoyable thing to do in a car” – APX Walker

“What’s so appealing about drifting? Is it the adrenaline rush you get from kicking out that rear end at high end speeds, submerging the people behind you in a cloud of thick musty smoke or is it when you go into a battle as the under dog and wipe the floor clean with your opponents fuel, as you beat them again and again over and over until they cant take any more and hit that big green flashing X. For me its the people, the community that surround the art-form that we call Dorifuto (Drifting) The people that don’t mind giving a helping hand and that drift for fun, that don’t mind how good you are as long as you can tandem they don’t mind. That and the amazing cars is what make drifting so appealing to me. I can’t fully describe it in text, there are lots of things that make it appealing to me. I guess you have to find out for your self as everybody will have a different answer. KDF.” – TSM BeeDee

IMAGES BY XJUSTSAUCY + END IMPULSE + A CREEPY SMURF + DIS OLDMANTIGER + SCS ONEVIA + SNF MINTY + TNT SCAIFEY + X BKS + DMI ACEX + JOCKANESE DORI + SJD KEMURI


It seems as though the ultimate expression of a car has been sucked into the vortex of spec-sheet top trumps and the obsession with speed. Fret not, though, I have a solution.

It seems that in this day and age, super car manufacturers have a minor obsession with speed and power. Now this isn’t necessarily a bad thing; the Ferrari 458 Italia is undoubtedly one of Ferrari’s greatest creations, and the McLaren MP4-12C, whilst sounding like a WiFi access password, is a technical and innovative marvel. Currently, I don’t think we have anything to worry about, but, in the future, what will the standard super car be?

To see into the automotive crystal ball, lets take a look at the Lamborghini Murcielago. When it was released in 2001, it produced 572bhp, more than enough for the average Joe, even now 11 years on. Even so, by the end of the Murcielago’s life span, it had 661bhp, found in the LP670-4 SV. Now there’s nothing wrong with having such atomic power in the greatest derivative of one of Lamborghini’s arguably greatest cars. Here comes the problem however. The Lamborghini Aventador, the next incarnation of the V12 Lamborghini herd, has 691bhp. This begs the question of just how much power the next editions of the Aventador will have. 750bhp? 800bhp? 850bhp? To me, it just seems like too much to actually enjoy on the road, maybe even on the track as well.

Don’t worry I do have a point with this. It seems to me that the prerequisite for modern super car manufacture is to have an impressive stats sheet. This also applies to the actual performance stats too. I mean, take the Nissan GT-R. The 2012 version goes from 0-60 in 2.7 seconds, and completes a ¼ mile in 10.67 seconds at 125mph. Incredible numbers for a car that’s power to weight ratio is nothing special, at 310bhp/ton. Now this is very impressive, but is it really necessary to implant vulgar amounts of technology to gain these numbers? Because, after all, they are just that. Numbers. This isn’t to say that the GT-R isn’t fun to drive. Many critics have praised it’s ‘hoonability’ around a race track. But there is a kind of unsettling feeling about the GT-R, like it could be more fun if it were a little simpler.

This leads me to my solution to the festering super car issue. What made the Ferrari F40 an immediate member of the super car monarchy? I’d like to argue that it was its simplicity that gave it greatness. The recipe included; a twin turbo-charged V8 producing 471bhp, mounted in the middle and sending power to the rear, a carbon fibre shell with paint from an Airfix Spitfire model assembly kit, a manual gearbox and a weight similar to that of a feather in a vacuum.

Now, doesn’t this list for achieving greatness seem rather sparse? Ok, so in 1987 there wasn’t a great deal of technologically revolutionary kit available. But in comparison to the Porsche 959 of the same era, its kit list is considerably Spartan.

What’s also worrying is that this quest for spec sheet one-up-manship is being implemented into hot-hatches. Take the Clio 200. It’s arguably one of the most fun cars you can purchase today, yet its recipe is similar to the F40. Low-weight, manual gearbox, sparse cabin and yellow seat belts. Critically, it’s already got a place on the hot hatch hall of fame, the hall where the Clio Williams and 205 GTI sit. But, the announcement of the new Clio and Renualt Sport model included a strictly DSG-esque gearbox only. This makes me a little sad, as the visceral sensation of swapping cogs and timing your foot movements is part of the thrill of driving, in my eyes. My little 2001 Clio with a 1.2 engine, whilst only producing a mere 60hp, is more than exciting on famed British B-roads. It’s vimmy little engine, notchy gearbox and excellent pedal feel all adhere to this. It’s a simple concoction.

I fear now that I may sound a little morbid and foreboding about the fate of super cars, but honestly I’m not trying to be. There is hope, found in the Toyota GT86. Whilst it may not be a super car by any stretch, it does show how modern automotive industry still has awareness for old-school methods. It has low-weight, and admittedly low power too but that just gives you an excuse to thrash it, a manual gearbox and rear-wheel drive. Et voila. And it costs £25K ($25K for the Scion FR-S due to cheaper imports to the States). So, super car manufacturers of the world, take heed in the conceptual design of the GT86/FR-S/BRZ, and apply it to your cars. Ignore who has the biggest numbers, ignore the fact that it may not be as fast as the next supercar, but take pride in the fact that you’ll be providing impossible amounts of fun on the road, wherever you go.

SUPER CAR SYNDROMEBY SJD KEMURI


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Gaming with a disability is something a lot of us probably don’t think about. It’s only when we know someone with a disabilty or hurt ourselves that we may even consider the idea of gaming with a disability. For some people though this is a very real reality. Think of the driving line aid as a tool used only by casual gamers or noobs? Think again. What if you we’re partialy sighted and spoting that tiny smudge where you would normaly break at was all but impossible? Even in HD on a 50” TV. Think automatic breaking is just for kids? What if you had arthiritus or another condition that limited your ability to full utilize the 360 controller? Whilst a wheel may help in these cases, for every solution that exists there are for more conditions that can impact your ability to play. For some conditions no solutions exist at all. We catch up with WedCircle673, a hardcore Forza fan with a medical condition and his experience with Forza.

WedCircle673

“ I have to admit, Forza is one of the more user-friendly games for disabled people. Regardless of their level of ability. The reason for this is because of the flexibility of gaming within Forza. The amount choices you have be it in gameplay or driver aids. For example, you can choose whether you want to complete the single-player events or play in the lobbies with other people.

The difficulties I personally have with Forza 4 is the lobbies because I’m not the the world’s best driver. I tend to brake too hard or my car spins out of control and sometime I knock other people out of the race. Not because I want to but because I sometimes have difficulties controlling the car with the Xbox contoller because I have bad dexterity in my hands, this means I cant control all the muscles in my hands.

Another problem I have with the lobbies (although some may call it an advantage, depends on the way you look at it) is that when I do crash into someone, they hurl insults at me with their audio mikes. However, I’m also hearing impaired so I can’t hear what they say and I can’t tell them that I’m sorry that I crashed into them. So whenever I do play in the lobbies, a lot of racers kick me out. Also I find typing a message on xbox live with the remote too slow as it takes a while for me to type to pm someone.

Some ways to solve this problem could be:

When people send an audio message through xbox live or they are talking during the game, perhaps microsoft could find a way to record what the players say during the game create subtitles so people who are hard of hearing or deaf can understand what they are saying

I dont know if this is a solution, but Turn 10 could create a thread or a lobby just for disabled people can talk about cars and Forza? Make it so anyone can join. It would be a good because it would make disabled people feel more included in the Forza community and encourages them to feel more included.

In the forums another way you could let other people know that you have a disability is creating a new driver status. You know how some people have a B-class racing licence or a U-class racing licence? Maybe they implement the same thing for disabled people? I know some people might not feel comfortable with this idea but I’m quite open with my disability. “

So the next time you get bumped off the track, think, was it deliberate? Or perhaps could it have been an accident, or maybe even a gamer with a disabilty. Forza and gaming in general should be for everyone. You can donate to The AbleGamers Foundation, a charity dedicated to bring greater accessibility for the disabled community into the digital space by visiting;

www.ablegamers.org


PAINT OF THE MONTHCOLAB BY: FRDT URUS + KAZING + SAC SCRAWL FAK

CAR: 2005 LAMBORGHINI GALLARDO

PRICE: 1000 IN GAME CREDITS

In honour of the final parrt of Chris Nolan’s epid Batman saga, we have chosen this months paint by the FRDT Design guys as paint of the month. Featuring breathtaking detail and on an awesome car to boot, it can be yours for only 1000 credits.


Upon approaching the first corner, 130R, make sure you’re as far to the right as you can without touching the grass. Depending on your car, you may need to lift off or break to stop your car going wide or sliding here; the lamppost on the left of the track is a good marker for this. Try not to ride up the curb on the apex, as this may unsettle your car on this fast corner. After hitting the apex, let your car swing out to the curb on the right, again not riding it (of course, if your car is perfectly able to then do so). Power on and follow the shape of the curb as it curves around, then head to the left of the track before the barriers close in.

The Casio Triangle is the hardest braking point on the track, and the West Shortcut is no exception. Although there is no decent visible braking marker, there is a slightly darker patch of grass on the right which you should brake before. When you reach the first right-hander, don’t start to turn in until you see a small access road ahead of you. By hitting the late apex, you avoid the grass on the left closing in on you, and you’ll be set up well for taking the next corner, which has an apex a lot earlier than it may at first seem. Clipping the grass slightly may save you time here, but not so much that it’ll take speed off you.

As you follow the Dunlop Curve down the hill to the left, make sure you keep in to the left before Degner. Hitting the grass anywhere along Dunlop will kill your speed dramatically, and it’ll trap you in before you can compensate. Getting to the first turn of Degner curve, you may have to tap the brakes to distribute the weight to the front, otherwise you’ll go wide. You can clip the inside curb without losing speed, and if all goes to plan you should find yourself on the left ready to turn into the second turn. Be wary of the curb and Astroturf on the outside, as this could disturb the car and slow you down. Brake for the second corner, cut the inside curb slightly, and let the car roll out onto the outside curb, avoiding the grass after, and then under the bridge.

The Hairpin is tricky to get exact, but so long as you don’t make any major mistakes, the outcome is usually the same. Turn in late for the right turn before Hairpin, and you’ll be perfectly in line on the right hand side. Finding the braking point is hard, but so long as you brake before the yellow boxes on the right, you should make the turn in time. Turn in late, hit the apex exactly halfway around the bend as it starts to go uphill, slowly accelerate out, and the car should be about halfway down the outside curb on the right.

200R is a very simple curve, and if there’s faster traffic behind you, it’s a great corner to hold them back. After Hairpin, edge towards the left, then head towards the cones on the right. Get as close to them as possible, then follow the curvature of the track and edge to the left again. As the curb on the right comes into view, head towards it (don’t hit it) and you should be on the straight and narrow to the final Spoon Curve.

Spoon is where it is won or lost, and is notoriously tricky to master. All you have to remember is; a) From 200R, it’s almost completely blind, and b) The second turn’s apex is surprisingly late. Approaching the first turn, brake before the access road on the right (it’s hard to see, so get ready for it), and head towards the inside curb on the left. If you hit the curb, the car may be unstable, but it may also pull the car to the left even more. After the apex, go out to the right, but don’t ride the curb or Astroturf. You may notice it starts to bend slightly to the left; this is your cue to start braking. Start to turn in, but don’t try to hit the apex until you see the end of the curb, because that’s the apex. Passing the apex, the car should neatly find its way to the outside curb, then all you have to do is head downhill to the left and over the finish line. Done.

In terms of motorsports, Suzuka is one of the most iconic circuits in the world. Originally a Honda test track, it is now used for the biggest racing events on the motorsport calendar, such as F1, Super GT, WTCC, NASCAR, and the FIM Endurance World Championship, among others. It is one of the few tracks in the world to feature a figure-of-8 layout, and one of two featured in Forza Motorsport. Situated in Ino, Suzuka City, Mie Prefecture, the circuit is part of the MOBILITYLAND group, along with Twin Ring Motegi.

In the last 50 years, Suzuka Circuit has taken the lives of 17 individuals. Degner, Spoon, and the “fastest corner in Formula 1”, 130R, are the most common corners to have witnessed these events. As a result, the track has undergone continuous improvement, mainly at Degner and 130R.

Suzuka West is a very fast, flowing circuit, albeit the first two corners at the West Shortcut, coming to a total length of about 2.2 miles. The start line is positioned on the Back Stretch, just before the Crossover. There is no usable pit lane here, only an access road.

TRACK GUIDE: SUZUKA WESTWITH STANDAMAN 94


So tell us about Forza Nation. How did it start and where is it headed?

So tell us about Forza Nation. How did it start and where is it headed?

Well that’s a difficult question to answer. It’s something that started back in 2008 roughly. Originally conceived as a magazine for my old car club and it’s members. We wanted to cover cool stories, competitions and basically be a wrap up of our news and events. Giving a little something back to our members. Eventually though we decided to open it up to the whole Forza community and it really evolved from there.

As to where it is headed? Who knows. We obviously have a lot of ideas and ambition driving us forward. For the time being we are wanting to establish a greater level of quality than previous issues and build upon what we have achieved so far. We want to establish a regular release schedule and build up our reader base. The more readers and support we get the further we will take it. Rest assured we’re only just getting started.

Are you affiliated with Turn 10 / Microsoft in anyway?

Quite a common question. I get a lot of messages asking if I or any of the FN team work for Turn 10. Sadly the short answer is no. I personally am an Xbox Ambassador, but other than that have no direct affiliation with Forza, Turn 10, Microsoft or Playground games. To the best of my knowledge neither are any of the other guys on our team. We are just fans that love the Forza community, enjoy what we do and want to give something back. The community managers like Brian and Jube have given us shout outs and been supportive of what we do which is awesome. I’d like to think Turn 10 / Playground games or even people at Microsoft read Forza Nation and dig it. I’d

love to have a picture of Dan sat in Starbucks reading Forza Nation or something. It would be an awesome endorsement for us and make a cool front cover.

Tell us about yourself. How much of a time investment is Forza Nation?

For sure it takes up a huge chunk of my time, co ordinating things, doing the artwork and generally running the publication. We have a very solid team, although currently in it’s infancy. The more members we have, the more work their is for me to begin with, but as we grow I’m hoping to have people to help run things. We currently have an assistant editor and a staff editor going into issue two. That helps a lot. As the only art guy at the moment that’s a huge time investment right there. Plus getting people on board and up to speed on top of the actual art. It’s a lot. I enjoy it though and I know things will only get easier. Especially after people see issue one. I hope it draws in a ton of new people to ease the workload on everyone else. We actually have tons of content either finished or in the works, too much for one issue. I like this though, it means your never going to be short of content. I feel issue one probably lacks variety you will see in future issues, but it’s a solid start.

As for a bit about me? Well I originally wanted to get into video games. Either level design or art, modelling whatever. I never really got to the stage where I could specialise. Back then (I’m only 27 but feel old saying that) there were no game courses in the UK. In fact the year I was due to go to University the first course started in Salford. So the way you went about it back then was Graphic Design. I got into that and did a course at college. When I finished life took over, never made it to Uni, but carried on doing freelance work as well as working full time. I’ve worked in warehouses, call centres, banks, supermarkets and various retail jobs. I have had a few design jobs over the years also, but it’s hard to get a full time long term job. So I revert back to sales / customer service roles

as it’s something I enjoy. I’d love to go to work at Rockstar Leeds, or even better Turn 10 in America. Although I’m not qualified. I’m all self taught other than 2 years at college. I do logos, websites, print and just about anything else you would expect. I dabble in Cinema 4D, a bit of music production and can make some pretty crude low polly 3D models. All self taught.

I enjoy my music, been in a few bands in my teenage years, guitar drums and vocals. I love my games and movies, and I’m pretty crazy about my cars. Hence Forza. Match made in heaven. When I was 5 I wanted to be a fighter pilot, until I was 8 when I wanted to be a race driver. I’ll never be one, so Forza is my release. Plus loving design the paint booth is where I’m at when I’m not tuning or on track. Grip or drift, if it has an engine (or sometimes even if it doesn’t) I’m there.

So when your not playing Forza, what do you play?

More like what DON’T I play! I’m a huge sandbox guy. Just Cause 2, Crackdown 2, GTA and Saints Row 3 to name but a few, I love, plus their prequels. I’m actually currently replaying through GTA: San Andreas. That game still blows me away. It’s art to me. Of course I love my ‘car’ games. I say car because it’s more than just the racing for me. Test Drive Unlimited 2 is more about the exploration and cruising. Maybe because of the shocking handling. GRID, DIRT, F1 2011, even ‘that other game on the other console’. Yeah I have a PS3 too. Although that only gets dusted off for the exclusives. I like my FPS games, played a lot of Black Ops with friends, ploughed 100’s of hours into Far Cry 2 online, Halo, Gears of War, Crysis and most recently Battlefield. Always loved Battlefield. I even dabble in Minecraft (mainly with my daughter as she lives with her mum, we play online together) and love my RPG’s. Fable, Elder Scrolls and some JRPG stuff like Blue Dragon. Not been a huge fan of Final Fantasy games. I could go on through my gaming history, consoles,

QUESTION TIMEINTERVIEW WITH DEVLINGFS


obscure Japanese games etc but I won’t. I love games, could probably have started a magazine in something like Red Dead Redemption, but I always come back to Forza time and again.

What advice would you give someone wanting to start their own magazine like Forza Nation?

Hmm. Be committed. Don’t expect things to happen over night, you have got to work at it. Surround yourself by the best people you can - the Forza community is the best place to start. Have a clear, distinct vision and stick to it to begin with. Write lot’s of lists and don’t let anything get on top of you. Lastly if you stop enjoying it, stop

doing it.

What software do you use to create Forza Horizon?

Another common question. Mainly a combination of Photoshop for art elements like the FN Power Lap Board, then the actual layout is mocked up in inDesign. The artwork and articles are then dropped in and adjustments made. I use a ton of various programmes but other than the design I use Text Edit and Pages (I’m on a Mac) for the actual writing. I dont think it matters too much what programmes you use, as long as your write cool content and do the best you can.

Finally, what’s your favourite thing to do in Forza?

So many. If I had to choose though... I’d say showing off my latest paint as I chat with friends cruising on a track whilst the hours melt away, and the miles get eaten. Then something cool happens, it might be a friend drifts in-between yourself and the car next to you, missing you both by millimetres. It may be a weird but cool glitch. Just something, anything cool happens, and then that night you remember for a long time. That’s what I love to do in Forza.

Bring on Horizon!

WHY HAS IT TAKEN SO LONG FOR THIS ISSUE? WELL I HAVE SPENT THE LAST YEAR OR SO TWEAKING THE DESIGN FLOW OF THE MAGAZINE, PREPEARING CONTENT AND GENERALLY LIVING LIFE. THE AIM IS TO NOW HAVE A FASTER TURN AROUND BETWEEN ISSUES AS WELL AS INCREASING QUALITY

A TYPICAL DAY IN THE PRODUCTION OF FORZA HORIZON. RUNNING PAGES, PHOTOSHOP, FIREFOX AND IN THE OPEN WINDOW INDESIGN. I PROBABLY SHOULD REMOVE SOME OF THE APPLICATIONS I DON’T USE FROM MY DOCK... IMAGE CAPTURE OF DEVLINGFS’S DESKTOP

30 PRIMOPAGES JUNE 11

Fruit?Isn’t it nice...

Probably the best lemonson the face of the earth!

P

FROM EVERYONE ON THE

FORZA NATION TEAM -

“ SEE YOU AT THE FESTIVAL ”

Forza Nation - September 2012

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Transcript of Forza Nation - September 2012