Review disclosure: Asetek supplied the Invicta S brake and throttle for review. My earlier three-pedal Invicta set was a separate purchase made with my own money. The affiliate link below may earn me a commission at no extra cost to you and leads to the newer T.H.O.R.P. II model, not the exact version tested here.
Returning to the Invicta pedals gave me a chance to reassess them after using several alternatives. I liked their construction and understood what Asetek was trying to achieve with the brake, but that did not automatically make them my ideal everyday pedals. The separated S layout improved the positioning options; it did not fundamentally change the firm, short-travel character of the original brake.
My verdict at a glance
Best suited to: Drivers who specifically want the original Invicta’s firm hydraulic brake feel and the spacing flexibility of separate pedals.
What stood out: Solid construction, independently positioned brake and throttle, pressure-based control and approachable RaceHub calibration.
What to consider: Brake effort and limited travel, heel-plate comfort, aggressive pedal faces and the distinction from today’s T.H.O.R.P. II version.
Which Invicta pedals this review covers
I tested the original Invicta S-Series brake and throttle in July 2024. The S version separated the pedals, unlike the original combined-base arrangement.
That made it easier to position the brake and throttle independently for my preferred two-foot driving position. It was a useful change for fitting the pedals around the driver.
Asetek did not include a clutch in this review package. My clutch comments came from the older three-pedal Invicta set I had previously bought and used, not from a newly supplied clutch.
The old product link is no longer available. Asetek now lists an Invicta S-Series T.H.O.R.P. II with revised adjustment possibilities. My original brake-feel comments should not be treated as a test of that newer model.
The original hydraulic brake feel
The defining feature was the two-stage T.H.O.R.P. hydraulic system. In use, there was a short initial movement followed by a very firm stage, with pressure still controlling the braking input.
Asetek designed that feel around its interpretation of a race-car brake. I could explain what it felt like on my rig, but I had not validated an identical feeling in a real race car.
Changing the elastomer altered the resistance through the initial stage. The underlying design still gave me a short-travel brake rather than a long, progressively moving pedal.
I spent much of the review using the medium elastomer. It could be tiring in a long session, and the softer option made reaching the firm stage easier for me.
I would not assume that more resistance is automatically better for every driver. The useful question is whether you can control the pedal comfortably and consistently in your own seating position.
Adjustment has limits on this version
There were adjustments for pedal position, angle, throttle travel and resistance. I could also calibrate how much input corresponded to full braking in the sim.
Those settings helped fit the pedals to me, but calibration did not change the physical mechanism. Reducing the force needed for full in-game braking was different from changing the brake’s travel.
The optional longer-travel arrangement discussed in my earlier coverage offered another choice, but I did not consider it a transformation into a completely different brake.
That conclusion applies to the original hardware reviewed here. The current T.H.O.R.P. II is a separate version, so its available range needs to be assessed on its own merits.
Heel plates and pedal faces
The integrated heel plates were not my favourite part of the design. Their grooves could feel awkward, and my heel occasionally caught around the lip during throttle use.
Position, height and angle made a meaningful difference. I reduced the problem by working on the fit, but it did not disappear completely for me.
I generally preferred the flexibility of a separate adjustable heel plate on my cockpit. Comfort mattered more to me than keeping every part of the pedal lighting visible.
The textured Invicta faces provided substantial grip, particularly with shoes. They were more demanding in socks, which is how I often prefer to race.
I bought smoother Forte pedal faces for my own preferred setup. That was an extra choice I wanted buyers to notice, rather than assume the standard aggressive faces would suit every style of footwear.
Construction, wiring and lighting
I liked the black finish and the overall appearance of the pedals on my test rig. They felt solid under use, with no notable flex distracting me.
The exposed thin sensor wire around the brake mechanism was a detail I wanted better protected or more neatly integrated.
The orange knobs made the adjustable parts easy to identify. Red would have matched my own preferences better, but the colour was a matter of taste.
The RGB strips added ambient lighting. RaceHub could also use telemetry effects during this review period, although I found them less useful down by my feet than on a wheel or dashboard.
I was rarely looking at the pedals while driving, and my feet could obscure the lights. Their presence was a visual extra rather than a reason I would choose the set.
Throttle and earlier clutch experience
The throttle provided the adjustment I expected, with spring choices, preload and travel settings. It was straightforward to find a usable feel.
The hard contact at the end of travel was my main complaint. It felt abrupt and could be noisy; I wanted a better-damped stop.
The clutch I had used with my older Invicta set had a defined bite-point feel and useful physical adjustment. I liked it at the time, but it was not part of the new two-pedal review package.
If a clutch is important to you, include it in the current configured price and check its specification separately.
RaceHub and calibration
RaceHub remained one of the manufacturer applications I found easiest to navigate. Its clean layout and explanatory information made the settings approachable.
Calibration was important after changing the pedal setup. I could set the working range and dead zones, and shape the response curves to my preference.
The hydraulic pressure display offered another way to understand brake input. I did not need to use the maximum force capability to get a useful calibration.
For me, the aim was repeatable control without unnecessary fatigue. My settings were specific to my physical setup and the original review period, rather than a prescription for every owner.
Why I still preferred alternatives for myself
After adapting to the Invicta brake, I could appreciate the way it encouraged me to concentrate on pressure. At its best, modulating the input felt natural.
But my previous ownership also taught me that appreciating the idea was different from wanting that same feel for every session. I had moved from my original Invictas to Heusinkveld Ultimate+ pedals because they suited me more comfortably.
By this review, I was using a Simucube ActivePedal on my main rig, which let me choose a firmer or softer, longer-feeling setup when I wanted.
That more expensive option was not a universal recommendation. It illustrated what I personally valued: the ability to change the feel more broadly.
The Invicta S was more convincing for someone already committed to its specific braking style. If that was uncertain, I felt trying the pedals first would be much more informative than buying on realism claims alone.
Original price and verdict
My July 2024 review quoted US$799.99 for the separate brake and throttle, with an optional clutch at US$249.99. Those were the original figures, not prices for the current replacement model.
The S layout was a useful improvement in positioning freedom. The build, appearance and software were strong points, and the hydraulic brake had a clear purpose.
The heel plates, pedal-face texture and throttle end stop were details I would improve. More fundamentally, the original brake’s effort and travel were characteristics a buyer needed to want.
My verdict was not that every racer should learn to like these pedals. They were a well-made option for a particular preference, and my own long-term preference remained a more flexible feel.
Use this review to understand the original Invicta S experience. If buying the current T.H.O.R.P. II, compare that version’s changes rather than assume either my praise or my reservations transfer unchanged.
Explore the current Invicta S-Series.
This review covers the original Invicta S pedals. The link leads to the newer T.H.O.R.P. II version, which Asetek describes as offering more brake adjustment. I did not test that version for this article.
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About this article: Adapted from my original review script and video review. Driving impressions refer to the original review period. The current T.H.O.R.P. II listing was checked to identify the successor and the correct current destination.
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