CORNER EXIT GRIP CORNER ENTRY BALANCE DRIVER PREFERENCE

Primary setup goals: Maximize corner exit Secondary goals: Tune corner entry balance Tertiary goals: Within a reasonable range,
grip. Minimize understeer and oversteer while ideally not compromising corner exit these have minimal impact on grip and
at full throttle or the edge of wheelspin. grip (recommended order.) can be tuned based on driver preference.

Brake Bias
If available, use all of these adjustments (typical adjustment order, but may vary by circumstance.)

Wheel Rate (Spring Rate x Motion Ratio2) Rear toe out can
Set bias so front wheels lock momentarily before greatly increase turn-in
Stiffer wheel rates allow lower ride height at the Rear Toe rate. Generally not
cost of reduced grip over bumps (smoother track rear wheels in straight-line threshold braking.
recommended unless
= stiffer springs.) Front to rear wheel rate ratio Rear toe in smooths overcoming other
should generally equal weight distribution (more Engine Brake Mapping turn-in response. handling issues.
weight in rear = stiffer rear springs.) (Off-Throttle) Understeer Recommend 0 to
Decrease Throttle minimal toe in. High
Ride Height Oversteer settings increase tire
Increase Throttle heat and drag. Front toe out smooths
The minimum possible without excessive clearance
problems. Rake may directly affect aero balance. turn-in response and
Limited Slip Differential PRELOAD & Front Toe reduces centering
DECELERATION Lock Understeer force on steering
Tire Pressure Understeer wheel. Recommend 0
Decrease Lock Front toe in increases
+ or - FRONT Oversteer to minmal toe out.
Oversteer turn-in rate and
Increase Lock
+ or - REAR strengthens centering
force on steering

Greater effect on handling.

Dampers (LOW-SPEED
Understeer wheel.
Camber Understeer Also, look for Adjustment Only) Soften FRONT and/or
Only go below dashed red line if necessary.

+ or - FRONT Oversteer stiffen REAR

Oversteer even to inside-
Stiffen FRONT Dampers (LOW-SPEED Adjustment again)
+ or - REAR biased tire wear.
and/or soften REAR
Increasing front and rear can be used to
Anti-Roll Bars Understeer quicken chassis response to driver input.
Soften FRONT May aid chicane transition speed, but
Oversteer and/or stiffen REAR Brake Bias (again) may increase HIGH-SPEED adjustment as
Understeer
Stiffen FRONT well depending on damper design.
Adjust FRONT/REAR ARB in Bias Rearward
and/or soften REAR Oversteer
equal proportion to maintain Bias Forward Caster
same overall roll stiffness.
Limited Slip Differential (ACCELERATION Lock) Anti-Roll Bars (again) Understeer Higher settings strengthen centering
Soften FRONT and/or force on steering wheel. Increasing caster
The minimum acceleration lock that prevents Oversteer stiffen REAR generally beneficial to performance
inside wheelspin in the slowest corner. Stiffen FRONT unless high steering effort hinders a
and/or soften REAR driver's car control ability.
Dampers (HIGH-SPEED Adjustment if separate)
The minimum rate that avoids chassis oscillation as
reduced tire load variation increases grip. Rebound Terminology definitions
rate typically 1 to 1.5 x compression rate. F/R damper available in our Motorsport
rate ratio should generally equal spring rate ratio. Terms Glossary on our site.