Simagic P700: installation, settings and driving impressions

The Simagic P700 completes the brand’s more affordable bundles, but I wanted to know whether it also makes sense as a separate purchase. I installed the two-pedal version supplied by Simagic, explored its adjustments and then drove in Le Mans Ultimate. The load-cell brake and upgrade options are convincing, although a few positioning details deserve attention before choosing a configuration.

Where the P700 fits and what is in the box

Moving from a position sensor to a load cell changes the reference you try to repeat: with the latter, you modulate force. The P700 particularly interests me as an upgrade from a basic pedal set. In the video, the two-pedal price is around €225–229. The clutch and haptic motors are optional; I did not receive them and therefore cannot offer hands-on impressions of them.

Construction is mainly metal, with plastic pedal faces whose finish I find tidy. The box contains several springs, two elastomer hardnesses, the baseplate, floor pads, mounting hardware and cables. The throttle measures position; the brake has both a load cell rated at 150 kg and a position sensor.

Installing it on the cockpit

I remove the silicone section to reach the mounting points and choose pedal spacing. The cover then goes back into place, conceals the bolts and provides softer contact for the heels. The hardware allows the plate to attach to an existing deck or directly to aluminium profiles. The pedals can also be mounted separately.

The controller under the plate takes the pedal connections, including a dedicated connection for the brake load cell. USB allows PC use with another brand’s wheelbase; connection to a Simagic base is also provided. Simagic offers an optional wall-bracing support for desk setups, although my test takes place on a cockpit.

Pedal-face angle is adjustable, and I feel it needs changing from the fairly reclined stock position. Height has only a few steps. With my large feet and the relatively tall plate, heel placement matters. I would also have liked to move the heel support forwards or backwards, as its position is fixed.

Throttle, end stop and my modification

The throttle is simple, smooth, quiet in use and returns correctly. Changing its spring quickly adapts resistance. Its main shortcoming for me is the lack of an adjustable end stop: the original travel is too long for my taste.

I therefore modelled a printable cylindrical part that fits around the existing stop. Increasing its diameter makes contact occur sooner and shortens movement. You unscrew the stop, fit the chosen spacer and reinstall it. This modification addresses my own preference; not everyone will need it.

While I was editing the video, Simagic announced a $35 Racing Kit with stop spacers, additional elastomers and parts to raise the pedals. Its approach addresses several of my comments, although I would have appreciated those adjustments in the original box.

Building the brake feel with springs and elastomers

The red knobs release the mechanism easily. You can try a spring alone for softer, linear movement, or combine a spring and elastomers for two-stage braking. The spring compresses first, then resistance increases through the elastomers.

I appreciate being able to change combinations without dismantling half the pedal set. Elastomer compression progressively forms the end of travel; with a spring alone, the stop becomes much more important. Firm combinations require good support and are better suited to a stable cockpit. Even the softest supplied elastomers already produce a fairly stiff brake for my use.

Calibration and adjustments in SimPro Manager

Calibration means operating the pedals to the travel or force you want to use. I repeat it after changing a spring, elastomers or stop. The software then lets you choose position or load-cell measurement. On my cockpit I keep the load cell; position measurement can suit a floor installation with low resistance.

Curves change how the input builds. I choose a fairly quick brake ramp because the mechanical configuration is already firm. Dead zones prevent a resting foot from generating unintended input and allow maximum input slightly before the stop.

The two sensors are associated with a feature called Full Range Adaptive Sensing Tech. I remain cautious about its precise benefit: the software explanations do not let me isolate its contribution in this test. Calibration, curves and dead zones, however, cover my usual needs well.

Driving at Spa and overall impressions

I drive the Porsche GT3 R in Le Mans Ultimate. After a few laps of adaptation, I recover my reference points and consistent braking. Without a haptic motor, I do not receive ABS feedback through my foot. That does not prevent good driving, but it is an upgrade I would consider.

A friend accustomed to active pedals also settled in quickly, while finding the brake already firm. The P700 therefore seems a worthwhile step up from pedals without a load cell. For someone already using high-end pedals, the change would naturally be less significant.

What we liked

• Brake modulation and quick spring or elastomer changes.
• Construction and adjustment options at this price level.
• The ability to add a clutch and haptics progressively.

What we liked less

• The stock stop is not adjustable, especially noticeable on the throttle.
• The fixed heel support and limited height adjustment.