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iRacingSetupGuide
(WithTechnicalContributionsbyDaleEarnhardtJr.&BarryWaddell)

Contents
1) Purpose:................................................................................................................................................2 2) ImportantPoints:..................................................................................................................................3 3) Definitions:............................................................................................................................................4 4) RoadCourseChassis.............................................................................................................................5 a) Tires...................................................................................................................................................5 i) FrontandRear..............................................................................................................................5

b) Camber..............................................................................................................................................5 c) Caster................................................................................................................................................6

d) Toe....................................................................................................................................................6 e) RollBars............................................................................................................................................7 f) g) BrakeBias..........................................................................................................................................8 SpringPerchOffset...........................................................................................................................9

h) CornerWeights.................................................................................................................................9 i) j) k) v) Wings..............................................................................................................................................10 Springs.............................................................................................................................................11 Dampers(Shocks)...........................................................................................................................11 Compression(Front)...................................................................................................................12

vi) Compression(Rear).....................................................................................................................12 vii) viii) l) m) Rebound(Front)......................................................................................................................12 Rebound(Rear).......................................................................................................................13

Gears...............................................................................................................................................13 PushRodLength(InsertGraphicDepictingPushRod)...............................................................13

iii) Front:...........................................................................................................................................13 iv) Rear:............................................................................................................................................14 5) OvalChassis ........................................................................................................................................14 . a) Front:...............................................................................................................................................14

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b) LeftFront: .......................................................................................................................................16 . c) RightRear:.......................................................................................................................................17

d) RightFront......................................................................................................................................17 e) LeftRear..........................................................................................................................................18 6) RacingTerms.......................................................................................................................................19 7) QuickReferenceGuide.......................................................................................................................26

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1) Purpose:
a) ThisguidedefineseachlistingintheGaragesectionforeachcaravailableintheiRacing.com MotorsportSimulation. b) Explainsthefunctionofeachadjustment. c) Explainshowtoselectadjustmentsthatmayaddressthecarsdeficienciesinthebeginning, middleandendofacorner.

2) ImportantPoints:
a) Itiseasiertodialacaroutthantodialitin.Thebaselinesetupssuppliedwitheachcarare prettygood.Beforeyoumakeanychassischangetoacaritisessentialthatyoufirstestablisha repeatablelaptimethatwillserveasabaselinetodeterminewhetherachangehelpsorhurts. UtilizingtheTimeTrialsessionswithinthesimulationisagreattooltohelpestablishabaseline. Whenyouclearlycantdecreaseyourlaptimewiththecarasitis,thenyoucanbegintoadjust thecar. b) Ifyoumakeseveralmajoradjustmentsatonce,youwillalmostsurelymakethecarworserather thanbetter.Makeadjustmentstothecarinadeliberate,oneatatimefashion,sothatyoucan tellifeachadjustmentmakesthecarbetterorworse.BePatient! c) Driveability,whichisdefinedasmakingthecarrespondbettertothedriversinputs,isoftenthe maingoalwhenmakingchassisadjustments.Thereisnomagicsetup! d) Rememberthatallthecomponentsareaffectingthebehaviorofthecaratalltimes.Thusone maymakeanadjustmentforaparticularproblemontrackandcreateanegativeresponse somewhereelse.Compromisingbetweenthepositiveresponseachangemadeandthe potentialnegativeeffectinthecarsbehaviorisalwaysinvolvedinevaluatingthevalueofa change.Note:Theexceptionisbrakebiaswhenthereisnobrakepedalpressure. e) Formostsettingsthereisacontinuumofadjustment.Dependingonwhereyouareonthe continuum,itseitherTOOSOFTorTOOSTIFF.ThisiswhyweTEST! f) Youcouldthinkofthecargoingthroughthecornerastheproverbialrockonastring,butits moreusefulinthisanalogytothinkofitastworocksandtwostrings,wherethefrontaxleis onerockandtherearisasecondrock.Ascorneringspeedsincreasesufficiently,generally, eitherthefronttiresortherearoneswillrunoutofgripfirst.Whenthefronttireslosegrip first,itfeelstothedriverlikehe/sheneedstosteermoreinthedirectionoftheturn.Iftherear tireslosegripfirst,itfeelstothedriverasthoughthebackendofthecaristryingtocome around.Thetechnicaltermsforthesetwophenomenaareundersteerandoversteer.

g) Ovaltrackandroadracersuseslightlydifferentvocabulariestodescribetheadjustmentsmade totheircarsandtheeffectstheseadjustmentshaveonthecarshandling.Theimportantthing torememberisthatthelawsofphysicsarethesamewhetheryouareracingonanovalora roadcourse.

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3) Definitions:
a) UNDERsteer:Synonymouswithpushandtight.Theslipangleofthefronttiresisgreater thantheslipangleoftherearswhenthecariscorneringatthelimit.Thecaristurninglessthan thesteeringinputorradiuswoulddictateandthedriverwillneedtoaddsteeringinthe directionoftheturn.Ifthecarisgoingfastenough,thedrivercantaddenoughsteeringto preventthecarfromrunningofftheroad,whichitwilldonosefirst. b) OVERsteer:Synonymouswithloose.Theslipangleofthereartiresisgreaterthantheslip angleofthefronttireswhenacariscorneringatthelimit.Therearenumeroustypesof OVERsteersteadystate,trailingthrottle,power,brakebiasinduced,andaerodynamically induced.Tothedriveritfeelsasifthecaristurningmorethanthesteeringinputwoulddictate. Easingoffonthesteeringwithoutmakinganysuddenmoveswiththethrottlecanbringtherear ofthecarbackundercontrol,butifthecarisgoingtoofast,orthedriverdoesntrespondquick enough,thecarwillspin,andtendtogooffthetrackbackwards. c) Committomemorythebasicsequenceofacorner:BrakingPoint,Entry(turnin),MidCorner (apex)andExit(trackout). i) BrakePoint:Aspecificreferenceonornexttothetrackwhichdriversusetostartthe applicationofbrakes.Smartdriversstartwithaconservativebrakepointandmoveitcloser tothecorneruntilexitspeediscompromised.ThisiscalledTheProceduretoFindthe BrakingPoint.(Learntomaintainthepressureonthebrakethatkeepsthecarat maximumcontrolleddeceleration.Withcarsthatgeneratelittleornoaerodynamic downforcethisisasteadypressurejustshortofbrakelockupthroughoutthebraking zone.Forcarsthatgenerateagooddealofaerodynamicdownforcebrakepressurewill needtobemodulated,decreasingasthecarslowsdownandthereislessdownforcebeing appliedtothetires.)

ii) TurnIn:Thepointatwhichthedriverfirstturnsthesteeringwheel,transitioningthecar fromthestraightintothecorner. iii) Apex:Theclippingpointontheinsideofacornerwherethecarisatthecorrectanglefora perfectexitontothenextsectionoftrack. iv) TrackOut:Thepointthatthecartouchestheoutsideedgeoftheroadattheexitofa corner.Atthispointthedrivershandsshouldbestraightwithnocorneringloadfelt throughthewheel.

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4) RoadCourseChassis
a) Tires
i) FrontandRear i) (1) Idealtirepressureisdeterminedbytheloadthetirecarrieshigherpressureshandle higherloadsbetter.Thatis,inaheaviercar,orabankedturn,orcompressionatthe baseofahill,moregripwillberetainedwithhigherpressures,whereaswithlighter loads,lowerpressurestendtogivebettergrip. (2) IncreasingthepressurewillineffectSTIFFENthesidewallofthetire,whichmakesthe tiremoreresponsivetothedriversinputs,particularlyduringtheinitialturninfora corner.Thecompromiseisthatasthetirebecomesstifferitwillstarttolosecompliance withtheroad.Therefore,bumps,curbsandviolentinputsfromthedrivermayresultin alossoftraction. (3) DecreasingtirepressurewillSOFTENthesidewallofthetire.Asthetiresoftens,the complianceimprovesand,generally,gripimproves.Thedownsideisthatthecarwill becomelessresponsivetodriverinputs,(i.e.,thecarfeelssluggish). ii) ColdPressure:Ameasurementofinflationpressure(measuredinpsipoundsper squareinch)whenthetireisatambienttemperatureinthepits,beforehavingbeenrunon theracetrack. iii) LastHotPressure:Thisisthetirepressureasrecordedwhenyouexityourcar,orpullinto yourpitstall,whicheverisfirst.Astiretemperatureincreasesinarun,sodoesthepressure inthetire.Generally,thispressurewillstabilizeafterafewlaps. iv) LastTempsOMI:Thisisthetiretemperatureasrecordedwhenyouexityourcar,orpull intoyourpitstall,whicheverisfirst.Attheendofarunthesurfacetiretemperaturesare displayedwithreadingstakenattheouteredge(O),middle(M)andinneredge(I). Generallyspeaking,thesereadingshintathowwellthetireisbeingmaximized.Agoodrule ofthumbisthatthetemperaturedifferentialshouldbeabout10degrees(+/5)fromthe outertoinneredgeofthetire,withtheinneredgebeingthehottest. TirePressures:Probablythemostpowerfulyoucanmakeasthetiresperformanceishasa strongeffecteverypartofalap.

b) Camber
(1) AnalignmentmeasurementofhowmuchthetopofatireistiltedINtowardorOUT awayfromthecenterofthecar.WhenyouADDNegativeCamber,suchas1.0to2.0, thetopofthetireistiltedINtowardthecenterofthecar.

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(2) Camberchangeisanadjustmentintendedtooptimizethetirescontactpatchasthecar rollstowardtheoutsideofthecorneratmaximumloads.Therefore,camberchanges aremosteffectiveintuningthecarforthemidcorner(apex)duringmaximum corneringloads. (a) Front:Ifgripatmidcorner(apex)isdesired,ADDINGnegativecambertothe FRONTofthecarshouldhelp.Howeverthecompromiseisthatsincethetireis tiltedin,lesscontactpatchisontheroadwheninastraightline,andthereforeless performanceisavailablethenegativeeffectofADDINGnegativecamberisin straightlinefunctionssuchasbrakingwherethetirewillhaveatendencytolockup soonerwithlesspedalpressure.Toomuchnegativecambercanalsocauseasnap UNDERsteerslide,similartohittingapatchofoilintheroad.Thistypeslideisalso knownasaFLATslide. (b) REAR:Ifgripatmidcornerisdesired,ADDINGnegativecambershouldhelp.The compromiseintherearisthattoomuchnegativecambermaycausesnapexit OVERsteerandexcessivetirewear.

c) Caster
(1) Analignmentmeasurementonthefrontsuspensionthatrelatesthetirecontactpatches tothesteeringaxis.Ascasterincreases,theforcesattemptingtostraightenthesteering wheelwillincrease. (2) Casterchangesinroadracingarebestusedtoadjusttheamountofsteeringwheel feedbackthedriverwantstofeel.Thiseffectisgenerallypositiveuntilinstabilityoccurs incornerexitorallthewaythroughhighspeedcorners. Note:Onmanycarswhenacasteradjustmentismadethecambersettingmayalsochange.Thisis simplythenatureofthesesuspensiongeometries.

d) Toe
i) Analignmentsettingthatrepresentsthedirectionthetwotiresofeitherthefrontorrear arepointedinrelationtothecenterlineofthecar.Ifthetire(s)ispointedabsolutely straightaheadinparalleltothecenterlineofthecaritisatZEROTOE.If,forexample,both fronttiresaresettobepointingINtowardthecenterline(i.e.,pigeontoed),theythen havepositive(+)TOEorTOEIN.TheamountofTOEanaxlehasismeasuredinfractionsof inchesormmandrepresentsthedeviationoffzerotoeandiscumulative.

ii) Havingthetwotiresonanaxleslightlyworkingagainsteachotherkeepsthecarstableover slightimperfectionsintheroad.ThusasmallamountofpositiveTOEinthecarisgoodfor

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overallstabilityanddriveability.Generallyspeaking,mostcarshaveabaselinesettingwith oneaxlerunning(+)TOEandtheotherrunning()TOE. (1) FrontToe:Thisisapowerfultooltotunehowthecarbehavesinastraightlineandat cornerentry. (a) ToeIn(+):AddingTOEshouldincreasestabilityinthebrakingzonesandslowdown theresponsetotheinitialturnofthewheel.ThecompromiseisthatTOEINwill produceanincreaseinscrubthatwillslowstraightlinespeeds.moredeviationto havingthetirespointedstraight,themorestraightawayspeedsarenegatively affected. (b) ToeOut():IncreasingTOEOUTwillhavethelargesteffectatcornerentryby speedingupthecarsresponsetotheinitialturnofthewheel.Thetradeoffcanbe straightlinespeedandstability. (2) RearToe:Thisadjustmentaffectsthegeneralfeelandbehavioroftherearthroughout thecorner. (a) ToeIn(+):Generally,havingtheoutsideloadedtireinacornerslightlypointedIN ortowardtheapexofacornerhelpsreargripandoverallstability. (b) ToeOut():Atcornerentrytheoutsidetireisslightlypointedtotheoutsideofthe corner.Theresultisusuallythatthecarrapidlytransitionstooversteerasthegrip limitisreached.Generally,Toeoutisonlyusedinroadracingcarstocombata significantUNDERsteerconditionthatcannotbeotherwiseaddressed.

e) RollBars
i) ThemoreappropriatenameisANTIrollbars.Asacarturns,thecorneringforcescausethe chassistolean,orroll,towardtheoutsideofthecorner.Theamountofchassisrollneedsto belimitedinordertokeepsidetosidetireloadingandthecamberofthetiresinthe optimalrange.Theantirollbarscombinewiththewheelspringstodojustthat.Antiroll barsaretransversespringsdesignedtoactonlywhenthecarisrolling;theymaybefittedto thefrontorrearaxleorboth.Theprimaryfunctionoftheantirollbaristoadjustthe understeer/oversteerbalanceofthecarduringcornering,whichitaccomplishesbyfine tuningtheamountofloadthattransferstotheoutsidetiresatthefrontversustherear.A stifferantirollbaratoneendofthecarwillincreasetheloadontheoutsidetireatthat end.Ifbothbarsaremadestiffer,theloadtransferredwillremainthesame,butoverall chassisrollwillbereduced,whichmayrequireacamberadjustment. ii) Remember,oneoftheprimarygoalsistofindagoodbalancebetweengripatthefrontand rearofthecar.Whenadjustingtherollbarsettingsthehighernumberrepresentsan INCREASEinrollresistance,ineffectmakingthecarstiffer.Somecarsonlyhaveafrontanti

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rollbar,andonsomecars,therearbarcanbedisconnected.Somecarshavenoantiroll barsatall,inwhichcaseanytuningofrollstiffnessmustbedonewiththeregularwheel springs. iii) FrontAntiRollBar:Apowerfultuningtooltoaffecttheoverallbehaviorofthecar. (1) Stiffer:WillincreaseoverallcarstabilityandshiftthecarsbalancetowardUNDERsteer (push),thusallowingthedrivertobemoreaggressivewiththesteering.The compromisecanbeonbumpsand/orbraking.Astifferfrontbarwillreducecompliance, sowhenonetirehitsabumptheentirefrontaxlewillbeaffectedthroughalossof overallgrip. (2) Softer:WillshiftthecarsbalancetowardOVERsteer(orlessUNDERsteer.)Andthe frontwillimproveincompliance,whichimprovesperformanceinbrakezonesandover bumps. iv) RearAntiRollBar:Avaluabletoolfortuningthebehaviorofthecarparticularlyfrommid cornerouttotheexit. (1) Stiffer:Asyouaddthrottlethroughthecornerwhilethesteeringwheelisstillturned, therearantirollbarbecomesveryeffective.Stiffeningthebarsupportstherearand shiftsthebalancetolessUNDERsteeratcornerexit.Again,thecompromiseisin compliance;apossibleSNAPorFLATOVERsteermayresultifrearantirollbarisTOO stiff. (2) Softer:Allowsmorerollatthebackofthecar,whichwillbemostevidentatcorner exit.IfthebarisTOOsoft,thecarwillexhibitexitOVERsteer.Inthiscase,comparedto arearbarthatisTOOstiff,theexitOVERsteerconditionwillbemoregradualinsteadof asnap,hencethephraserollOVERsteer.

f) BrakeBias
i) Asacardecelerates,loadtransferstothefronttires,whichgenerallyimprovestheirgrip, whiledecreasingthegripattherearofthecar.Thegoalistoadjusttheproportionofthe brakingforcesbetweenfrontandrear(brakebias)inordertomaximizeoverallbraking efficiency.Ifthebrakesarestillappliedasthecarturnsintothecorner,thebrakebias settingwillalsohaveaneffectonthecarsturninbalance. ii) IncreasingFrontbias:Shownasalargernumber,increasingbrakebiastothefrontwillput morebrakingforceintothefronttires.Thiswillstabilizethecarinbrakingzonesand increaseundersteeratcornerentry.Thecompromiseisthatwithtoomuchfrontbiasthe reartiresarebeingunderutilizedandoverallbrakingefficiencywillsuffer.

iii) ReducingFrontbias:Thisputsmorebrakingonthereartires,which,withinlimits,improves brakingefficiency.Toomuchrearbrakebias,though,hurtsperformanceintwoways.First, itreducesoverallbrakingefficiency.Moreseriously,toomuchrearbrakebias,particularlyif

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thedriverisnotbrakinginastraightlineorhasweakfootworkondownshifts,cancausethe reartirestolockup,whichputsthecarinadynamicallyunstableconditionthatcaneasily resultinlossofvehiclecontrol.Notethatwithamoderateamountofrearbrakebias,the carwillhaveatendencytorotate(OVERsteer)atcornerentryuponbrakerelease.

g) SpringPerchOffset
i) IneffectthisisaRIDEHEIGHTadjustment.Forcarswithcoiloverspring/damperunits,the springperchoffsetisthedistancefromthespringseatofthespringperch(orshockcollar) ontheshockbodytotherodendoftheshockbody.Withnootherspringchanges,reducing thisoffsetwillextendtheshock(raisingtherideheightatthatcornerofthecar),whereas increasingitwillcollapsetheshock(loweringtherideheight).Thisnumbersimply representsthelengtheningorshorteningofthespringwithzerobeingabaselinestarting point.Thoughasymmetrical(lefttoright)rideheightsandspringratesareverycommonin ovaltracktuning,inthevastmajorityofcases,keepingthecarsymmetrical(lefttoright)is best.Thisisaverypowerfultoolaffectingtheoverallbehaviorofthecarthroughoutthelap. Noticethatwhenrideheightchangesaremadesymmetrically,theatrestcornerweights willgenerallystaythesame;itisindynamiccircumstances(i.e.whilerunningonthetrack) thathandlingperformancechangesoccur.

NOTE:ThetermusedwhencomparingthefrontrideheighttotherearrideheightisRAKE. Whenthefrontsuspensionissetlowerthantherear,thecarissaidtohavePOSITIVERAKE. ii) Front: (1) IncreasingOffset:LOWERStherideheightofthefrontofthecar.Thiswillshiftmore weighttofront,improvingfronttiregripandthusshiftingthebalancetoless UNDERsteerand/ormoreOVERsteer. (2) DecreasingOffset:RAISEStherideheightofthefront.Thechangewillshiftweightto therear,improvingthegripofthetiresatthatendofthecarandshiftingthehandling balancetowardUNDERsteer. iii) Rear: (1) IncreasingOffset:LOWERStherideheightattherear,whichshiftsweightandgripto thatendofthecar.ThisshiftsthehandlingbalancetowardUNDERsteer. (2) DecreasingOffset:RAISEStherideheightattherear,whichshiftsweightandgripto thatfrontendofthecar.ThisshiftsthehandlingbalancetowardOVERsteer.

h) CornerWeights
iv) Thisnumberreflectstheamountofloadoneachtireasitsitsinthegarage.Asnoted above,rideheightsandcornerweightsshouldalmostalwaysbesymmetric(sidetoside)for aroadracingcar.Cornerweightadjustmentismostoftenusedonovals.Asnotedabove,

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whenrideheightchangesaremadesymmetrically,theatrestcornerweightswillgenerally staythesame;itisindynamiccircumstances(i.e.,whilerunningonthetrack)thathandling performancechangesoccur.Takecaretoinsurethatthesteeringwheelisstraightwhilein thegarage,becauseofcaster,havingthewheelturnedwillshiftthebaselinecornerweights andcausedifferencesincornerweightsoncethesteeringisreturnedtothestraightahead position.

i) Wings
i) Wingsaredifferentthantheotherhandlingadjustmenttoolsforseveralreasons.The magicofawingisthatitproducesloadonthetireswhichtranslatestoincreasedcorner speedandinthecaseofverypowerfulcars,strongeraccelerationoffthecornerwithout wheelspinwithoutasignificantweightpenalty.Thedownforceproducedbythewing increasesasvehiclespeed(andthereforethespeedoftheairoverthewing)increases, albeitwithaconcurrentincreaseinaerodynamicdragthatslowsthecarsstraightaway speed. ii) Differentwingdesignshavedifferentlift/dragratios,butinmostracingclassestodaythe aerodynamicdesignofthewingissetbytherules.Whatisadjustableistheangleofattack ofthewing.Thenumbershownisinreferencetothehorizontal.Thehigherthenumber, whichisgivenindegrees,thesteepertheangleofthewingrelativetotheairflow.Upto thepointthatthewingbecomesaerodynamicallystalled,astheangleofattackincreasesso doesthelevelofdownforce,aswellastheamountofdrag,whichslowsstraightaway speeds.(Astalledwingproducestheworstofallpossibleworlds;downforceisgreatly reducedanddragincreasessharply.) iii) Itisimportanttonotethatwithproperlyadjustedwings,thespeedlostonthestraightaway duetodragisfarexceededbythebeneficialeffectsofincreasedcornerspeeds.Notonly doesthecarspendlesstimenegotiatingthecorner,butthesharplyincreasedspeedat whichthecarentersthestraightwaymeansashortertimefromtheexitofonecornerto theentryofthenext,evenifterminalspeedonthestraightawayisdecreased. iv) FrontWing:Typicallyusedasatuningtooltobalancewiththerearwing. (1) Raisingtheangleofattackofthefrontwing:Increasestheleveloffrontgrip,especially atthehigherspeedsections,suchasthebrakingzonesatendofstraights.The compromiseisanincreaseindrag,butasimilarchangetotherearwingwillgenerally resultinanevengreaterincreaseindrag. v) RearWing:Tendstobemuchlargerthanthefrontwingandhasamajoreffectonthecars overallperformance.

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(1) Raisingtherearwing:Shownasanincreaseindegreesofangleofattack,willaddgrip andshiftthebalancetoUNDERsteer.Thecompromiseisthatdragincreasesand straightlinespeedswillbelower. (2) Loweringtherearwing:Shownasadecreaseindegreesofangleofattack,willreduce thereargriplevelwhilereducingdrag.

j) Springs
i) Thespringsarewhatholdthecarofftheground.Therelativestiffnessofaspringisbased ontheamountofforceneededtocompressthespringoneinch.Thusa900lb.springis stifferthanan800lb.spring.Quiteliterally,everybitoffeedbackthatadriversensesfrom theroadssurfacecomesthroughthesprings.Changingthespringsinthecarisoneofthe mostpowerfultoolsavailable.

ii) Front: (1) Stiffer:StabilizesthecarandshiftsthehandlingbalancetowardUNDERsteer.The compromiseislesscompliance. (2) Softer:Addsasignificantamountoffrontgrip.Thecompromiseisalessstablecar. iii) Rear: (1) Stiffer:ReducesUNDERsteer,particularlyatmidcornerandexit.Thecompromiseis lesscomplianceintherearandlessgrip. (2) Softer:AddsreargripandshiftsthebalancetoUNDERsteer.

k) Dampers(Shocks)
ii) Theprimaryfunctionoftheshockabsorbers(ordampersastheyareproperlyknown),is tocontrolordampentheenergyasitentersandexitsthesprings,whichwhen compressed(bump)andthenreleased(rebound)haveanaturaltendencytoovershoot theiroriginallengthastheyreleasetheenergyimpartedbytheoriginalcompression. (Anyonewhohasdrivenacarwithabrokenshockcanattesttothedeleteriouseffecton handling;acarwithoutshocksisliterallyundrivableatspeedsfasterthanawalk.) Damperswontlimitthetotalamountofloadtransferthroughthecar,butwillaffectthe amountoftimeittakestheloadstotransfer.Therefore,thecarsbehaviorduringmoments oftransition;suchasinitialbrakeapplication,brakerelease,initialturninandapplicationof throttlecanbeaffectedbyadampersettingchange.

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Thedamperadjustmentsavailableinthesimulationareforthecompression(bump)motion andreboundmotionofthespring.Ifwetakethefrontsuspensionasanexample,the compression(bump)happenswhenadditionalloadisputonthespring,aswhenhittinga bumpand/orhittingthebrakepedal.Asthespringcompressesinresponsetothis additionalload,thecompressionsettingonthedampersprovidesadditionalresistance.The reboundmotionissimplythespringtryingtoreboundtonormalafterbeingcompressed, aswhenthecarcomesoffabumporthedriverreleasesthebrakepedal.Resistancetohow fastthishappenscomesfromthedampersreboundsetting. iii) Whenanincreaseinresistance(stiffer)ineithermotionisdesired,selectalargernumber, whichrepresentsaddedresistance.Thezerosettingissimplythemidpointintherangeof resistanceavailable;itcouldalsobeafive(5)onazerototenscale.Eventhelowest (softest)numberprovidessomeresistance.A5settingprovidesmoreresistance(stiffer) thana10setting. iv) Becauseofthevarietyofcornersinroadracingitisagoodideatokeepthecarsymmetrical onitslongitudinal(leftright)axis. v) Compression(Front) (1) StifferCompression:Slowsdownthecarsfrontwardweighttransferuponinitialbrake application.Thecompromiseisaslightlossofcompliance. (2) SofterCompression:Addsgriptothefronttiresthroughbettercompliance,butatthe costofstabilityofthevehicle. vi) Compression(Rear) (1) StifferCompression:ThischangeismosteffectiveatreducingUNDERsteeratturnin andmidcornerandresistingUNDERsteeratinitialthrottleapplication,atthecostof possibleOVERsteerbothatturninandthrottleonattheexitofthecorner. (2) SofterCompression:Thischangeshouldimprovereargripthroughbettercompliance. ThecornerentryhandlingbalancewillmovetowardUNDERsteeralongwithimproved powerdown.ThecompromiseisincreasedUNDERsteeratturninandunderthrottle onconditions,suchasatthecornerexit. vii) Rebound(Front) (1) StifferRebound:Asthebrakesarereleasedatcornerentry,theinitialturninshould bemorepositive,withlessUNDERsteer.Takentoofar,thiscanproduceturnentry OVERsteer.

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(2) SofterRebound:Asthebrakesarereleasedatcornerentry,thetireswillhavebetter compliance,whilethehandlingbalancewillshifttowardUNDERsteer.Thecompromise isthepotentialforincreasedUNDERsteeratcornerexit. viii) (1) StifferRebound:WillproduceincreasedUNDERsteeratcornerentry.Thepotential downsideislesscompliancewhenthethrottleisopened. (2) SofterRebound:ThischangewillbebestfeltatcornerentrywithlessUNDERsteerand improvedthrottleopencompliance.Thepotentialdownsideisthatthedrivermayhave lesscontrolatcornerentry. Rebound(Rear)

l) Gears
i) Thechoicesforgearingforagivencarinthesimulationaredictatedbytheseriesrules. Somecarshavewidegearingoptions,whileothers,suchasshowroomstockorspec series,mayhaveonefixedsetofgears. (1) Short:Referstoaselectionofgearsthatarebestsuitedforquickaccelerationand shorterstraights. (2) Tall:Referstogearingthatisbestsuitedforlongstraightsandhighertopspeeds. (3) Oval:Gearingthatissuitedforthecartoberunningcontinuouslyathighspeedswith littledeviationbetweencorneringandstraightspeeds.

m) PushRodLength
ii) Thepushrodisthecomponentonsomecarsthatisusedtoadjustrideheight.Lengthening thepushrodatonecornerofthecarwillincreasetherideheightatthatcorner.(Again,its generallyagoodideatokeepthecarsymmetricalfromlefttorightwithrideheight adjustments.) iii) Front: (1) LengtheningtheRods:Raisesthefrontrideheightofthecar,shiftingthehandling balancetowardUNDERsteerbytakingsomeperformancefromthefrontofthecar. (2) ShorteningtheRods:Lowersthefrontrideheight,providingbettergripfromthefront tiresandshiftingthebalancetowardOVERsteer(orlessUNDERsteer.)

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iv) Rear: (1) LengtheningtheRods:Raisestherearofthecar,shiftingthebalancetoward OVERsteer(orlessUNDERsteer.)Thepotentialdownsidelessrearbrakingavailable mayneedtobeaddressedwithanincreaseinbrakebiastothefrontofthecar. (2) ShorteningtheRods:Lowerstherearrideheightandshiftsthebalancetoward UNDERsteer.

5) OvalChassis
a) Tires(FrontandRear)
i) (3) Idealtirepressureisdeterminedbytheloadthetirecarrieshigherpressureshandle higherloadsbetter.Thatis,inaheaviercar,orabankedturn,orcompressionatthe baseofahill,moregripwillberetainedwithhigherpressures,whereaswithlighter loads,lowerpressurestendtogivebettergrip. (4) IncreasingthepressurewillineffectSTIFFENthesidewallofthetire,whichmakesthe tiremoreresponsivetothedriversinputs,particularlyduringtheinitialturninfora corner.Thecompromiseisthatasthetirebecomesstifferitwillstarttolosecompliance withtheroad.Therefore,bumps,curbsandviolentinputsfromthedrivermayresultin alossoftraction. (5) DecreasingtirepressurewillSOFTENthesidewallofthetire.Asthetiresoftens,the complianceimprovesand,generally,gripimproves.Thedownsideisthatthecarwill becomelessresponsivetodriverinputs,(i.e.,thecarfeelssluggish). ii) ColdPressure:Ameasurementofinflationpressure(measuredinpsipoundsper squareinch)whenthetireisatambienttemperatureinthepits,beforehavingbeenrunon theracetrack. iii) LastHotPressure:Thisisthetirepressureasrecordedwhenyouexityourcar,orpullinto yourpitstall,whicheverisfirst.Astiretemperatureincreasesinarun,sodoesthepressure inthetire.Generally,thispressurewillstabilizeafterafewlaps. TirePressures:Changingtirepressuresisprobablythemostpowerfuladjustmentavailable astireperformanceaffectseverypartofalap.

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iv) LastTempsOMI:Thisisthetiretemperatureasrecordedwhenyouexityourcar,orpull
intoyourpitstall,whicheverisfirst.Attheendofarunthesurfacetiretemperaturesare displayedwithreadingstakenattheouteredge(O),middle(M)andinneredge(I). Generallyspeaking,thesereadingshintathowwellthetireisbeingmaximized.Agoodrule ofthumbisthatthetemperaturedifferentialshouldbeabout10degrees(+/5)fromthe outertoinneredgeofthetire,withtheinneredgebeingthehottest.

b) Front:
i) ii) FrontBrakebias:Raisingthispercentagewillincreasebrakepressuretothefrontofthe car,whichwilltypicallymakethehandlingunderbrakingtendtowardundersteerandmay resultinsomelossofbrakingefficiency.Loweringthisnumberwilldecreasethefrontbrake pressure. iii) FrontWheeloffset:OntheLegendsCarthefrontlowercontrolarmscanbechangedso thattheleftsideisshorterthantherightby5/8.Thisjustputsmoreweightontheleftside, whichimprovescorneringinlefthandturns.Onovals,setitto5/8.Onroadcircuits,itis bestat0. iv) SwayBar:Asmallerswaybarwillcausethecartorollmoretotheoutsideincorners.The resultisthatthecarwilltendtobelooser(handlingshiftstowardOVERsteer)astheright fronttravelsandtakesweightofftheleftrearofthecar.Swaybarsettingsaremostlydriver preference.Thereisnowronganswerorsweetspot.Whenyoulikethecarsattitudemid cornertheswaybarisdoingitsjob.Changingtheswaybardiametergivesbiggerchangesin barstiffness.Forfineradjustment,usetheswaybararms(seebelow.) v) SwaybarArmLength:Theswaybararmlengthcanbeadjustedinthreesettings:14,15, and16.ThisarmisconnectedfromtheswaybaritselfdirectlytothelowerAframeon boththerightandleftfrontsuspension,onearmforeachside.Changingthearmlength finetunesthestiffnessoftheswaybar. Ashorterarmwillenhancetheswaybarseffectoncornering.Alongerarmwilllessenthe swaybarseffects.Shorterarmswilltightenthecarup.Thisincreasesthebarseffective stiffnessbyreducingthelengthoftheleverarmthroughwhichthewheelactsonthebar. Alongerarmwillsoftentheswaybarandallowthecartoturnbetter.Theeffectsofthe swaybararmchangeswillmostlybefeltonentranceandexitofthecorner,andlessso duringsteadystatecornering. vi) LeftBarendoffset:Offsetishowishowswaybargap(discussedimmediatelybelow)is determined. Toein:Toeinwillhelpyourcarturn,particularlyatexitofthecorner.Reducingtoein(or goingtotoeout)willmakethecartighterandnoticeablymorestableonexitofthecorner.

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vii) Swaybargap:Theswaybargapsettingismeasuredontheleftfrontsuspension.Where theswaybararmconnectstothelowerAframe,thereisanadjustableHeimjoint.This Heimjointdeterminestheswaybargap.IniRacing,swaybargaphaspositiveandnegative measurements.Negativemeasurementsmeantheswaybarisloadedandwillactasananti rollbarimmediatelyuponleftandrighthandsteeringinputs.Thiswillmakethecarless likelytorotateorturn.Loadcanincreasecomfortonacarthatislooseonentry.Positive numbersmeanstheswaybarisnotloaded.Thegapwillallowacertainamountofrollto occurasaresultrighthandsteeringinputsbeforetheantirollbarwillbeginactingonthe suspension.Increasingthisnumberwillmakeacarrotateheavilyonentryandturning abilitywillincreasethroughouttherestofthecorner.Aneutralbarwillhaveasettingof0. Swaybargapistypicallyasettingofdriverpreference.Findaspotyoulikeandremember thatthissettingishighlyaffectedbymanyotherchangeswithinthegarage.Itisimperative youkeepagoodwatchonyourswaybargapasitislikelytochangedrasticallywithminor adjustmentstothecarsothercomponents.Toavoidunintentionallychangingyoursway bargap,setittoalargepositivenumber(largegap),makeyourotheradjustmentsandthen readjusttheswaybargaptoyourpreferredsetting.

c) LeftFront:
i) ii) Rideheight:Thisistheheightoftheleftfrontcornerofthecarschassis.Raisingthiswill likelyresultinalackofgrip;loweringitwillincreasegripatthefrontofthecar. iii) Shockcollaroffset:Thisisthemeasurementfromtheshockcollartothelowerendofthe shockbody.Increasingthismeasurementwilllowertherideheightandtightenthecarup. Decreasingthismeasurementwillhavetheoppositeeffect. iv) SpringRate:Thisistherateoftheleftfrontspring.Increasingthiswillhelpthecarturnand loweringthespringratewilltightenthecarup(movethehandlingbalancetoward UNDERsteer.) v) Camber:Thisistheadjustableangle(lefttoright)ofthetiretoensureyouhavethe maximumamountoftireonthegroundwhilecornering.Onovals,wherethecarisalways turningleft,thissettingwillbeinthepositivenumbers,sothatasthecarrollsintheturn, thetirestandsupandgeneratesmaximumgrip.Notethattoomuchcambercanoverheat thetiresouteredgeandintheendresultinlossofgrip. vi) Caster:Thisistheadjustableangleofthespindle(fronttorear),whichallowstheleftfront tiretobeforcedintotheracetracksurface.Mostovalcarsmaintainsomewherearounda twodegreesplitincasterlefttoright.Theleftwilltypicallyhavealowercastersettingthan theright.Lesscasterintheleftfrontwillhelpthecarturn,particularlyfromcorner entrancethroughthecenterofthecorner.Closingthesplitbetweenleftandrightwill tightenthecar,whileincreasingthesplitwillloosenit. Cornerweight:Thisistheweightoftheleftfrontasitwouldshowifthecarwereona scale.Increasingthisnumberhelpsthecarturn.

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vii) ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompress theshock.Thissettingworksmuchlikethespringsthemselves.Changesinshockstiffness affectthecarmuchlessthanincreasingspringrateby50or100pounds,whichmeansthat shockadjustmentcanbeagoodwaytodialthecarin.Astiffershockontherightfrontor leftrearwillincreasethedynamicwedgewhilecorneringandmakethecarmorestableand reducerotation.Astiffershockontherightrearorleftfrontofthecarwilldecreasethe dynamicwedgewhilecorneringandincreaserotation.

d) RightRear:
i) ii) Rideheight:Thisistheheightoftherightrearcornerofthecarschassis.Raisingtheride heightwillreducereargrip. iii) Shockcollaroffset:Thisisthemeasurementfromtheshockcollartothelowerendofthe shockbody.Increasingshockcollaroffsetraisestherideheightandtightensthecar (changesthehandlingbalancetowardundersteer.)Decreasingtheoffsethastheopposite effect. iv) SpringRate:Thisistherateoftherightrearspring.Increasingthespringratehelpsthecar turn,whileloweringithastheoppositeeffect. v) ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompress theshock.Thissettingworksmuchlikethespringsthemselves.Changesinshockstiffness affectthecarmuchlessthanincreasingspringrateby50or100pounds,whichmeansthat shockadjustmentcanbeagoodwaytodialthecarin.Astiffershockontherightfrontor leftrearwillincreasethedynamicwedgewhilecorneringandmakethecarmorestableand lesslikelytorotate.Astiffershockontherightrearorleftfrontofthecarwilldecreasethe dynamicwedgewhilecorneringandallowthecartorotatemore. Cornerweight:Thisistheweightoftherightrearasitwouldshowonascale.Increasing rightrearcornerweighthelpsthecarturn.

e) RightFront
i) CornerWeight:Thisistheweightoftherightfrontasitwouldshowonascale.Increasing thisnumbertightensthecar.

ii) RideHeight:Thisistheheightoftherightfrontcornerofthecarschassis.Raisingthe rightfrontrideheightcanincreasefrontgripiftherightfronttireisbeingoverloaded, resultinginanadversecambereffect.Optimumrideheightcanvarygreatlydependingon otherchassissettingsandthedegreeofbankingataparticulartrack. iii) ShockcollarOffset:Thisisthemeasurementfromtheshockcollartothelowerendofthe shockbody.Increasingrightfrontshockcollaroffsetlowerstherideheightandhelpsthe carturn.Decreasingshockcollaroffsetwillhavetheoppositeeffect.

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iv) SpringRate:Thisistherateoftherightfrontspring.Increasingtherightfrontspringrate tightensthecar,whileloweringithastheoppositeeffect. v) Camber:Thisistheadjustableangle(lefttoright)ofthetiretoensureyouhavethe maximumamountoftireonthegroundwhilecornering.Onovalstherightfronttireshould benegative,sothatasthecarrollsintheturn,thetirestandsupandproducesmaximum grip.Toomuchcamberoverheatsthetiresinneredge,whichreducesthetirestotalgrip. vi) Caster:Thisistheadjustableangleofthespindle(fronttorear),whichallowstheright fronttiretobeforcedintotheracetracksurface.Mostovalcarsrequireapproximatelya twodegreesplitincasterlefttoright,withtheleftfrontrunningalowercastersettingthan theright.Lesscasterintherightfrontwillhelpthecarturn,particularlyfromtheentrance totheturnthroughthecenter.Closingthesplitbetweenleftandrightwillmakethecar morestableandpossiblytighter. vii) ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompress theshock.Thissettingworksmuchlikethespringsthemselves.Changesinshockstiffness affectthecarmuchlessthanincreasingspringrateby50or100pounds,whichmeansthat shockadjustmentcanbeagoodwaytodialthecarin.Astiffershockontherightfrontor leftrearwillincreasethedynamicwedgewhilecorneringandmakethecarmorestableand lesslikelytorotate.Astiffershockontherightrearorleftfrontofthecarwilldecreasethe dynamicwedgewhilecorneringandallowthecartorotatemore.

f) LeftRear
i) CornerWeight:Thisistheweightoftheleftrearasitwouldshowonaweightscale. Increasingleftrearcornerweighttightensthecar(changesthehandlingbalancetoward UNDERsteer.)

ii) RideHeight:Thisistheheightoftheleftrearcornerofthecarschassis.Adjustedin isolation,changestorideheightwillaffectcrossweight.SeeShockcollarOffsetformore infoaboutchangingtherideheight. iii) ShockcollarOffset:Thisisthemeasurementfromtheshockcollartothelowerendofthe shockbody.Increasingleftrearshockcollaroffsetlowerstherideheightandhelpsthecar turn.Decreasingleftrearshockcollaroffsetwillmovethehandlingbalancetoward UNDERsteer. iv) SpringRate:Thisistherateoftheleftrearspring.Increasingtherateofthisspringwill tightenthecar,whileloweringthespringratewillmovethehandlingbalancetoward oversteer. v) ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompress theshock.Thissettingworksmuchlikethespringsthemselves.Changesinshockstiffness affectthecarmuchlessthanincreasingspringrateby50or100pounds,whichmeansthat shockadjustmentcanbeagoodwaytodialthecarin.Astiffershockontherightfrontor leftrearwillincreasethedynamicwedgewhilecorneringandmakethecarmorestableand

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lesslikelytorotate.Astiffershockontherightrearorleftfrontofthecarwilldecreasethe dynamicwedgewhilecorneringandallowthecartorotatemore.

6) RacingTerms
AEROShortforaerodynamic.Aeroadjustmentsonaracecaraffectthebehaviorofthecarinthe speedrangewheretheflowofairisfastenoughtocreatedownforceonthetires. ANGLEOFATTACKTheangleofanaerodynamicdevicerelativetotheairstream.Ifnotexcessive, increasesinangleofattackcreatemoredownforceanddrag. APEXTheclippingpointontheinsideofacornerwherethecarisatthecorrectangleforaperfectexit ontothenextsectionoftrack. ASPECTRATIOTherelationshipbetweenatiressidewallheightanditstreadwidth.Smalleraspect ratiosdescribeatirethatislowprofileandwide,versustallandthin. BALANCEThemixoffrontversusreargripthatisdeterminedbychassis,aeroandbrakebiassettings. Chassissettings,aswellasaccelerationandbraking,influencehandlingatallspeeds.Aeroadjustments affectbalancemainlyinhighspeedturns.Brakebiasdetermineswhichtireslockupfirstunder deceleration. BINDExcesssteeringanglelimitingacarsacceleration. BLIPProperdownshiftingtechniquerequiresthattheenginerevsbeincreasedtoallowsmooth engagementofthenextlowestgear,andtomatchenginespeedwithroadspeed.The"Blip"isaquick applicationofthethrottlepedal,usuallydoneusingtheheelandtoetechnique,tomomentarily increasetheengineRPM. BRAKEBIASTherelativeproportion,fronttorear,ofbrakingforce.Inmostmodernracecars,brake biasisadjustabletocompensateforchangesintrackconditions,fuelload,andaerodynamicdown force. BRAKEPOINTAspecificreferenceonornexttothetrackwhichdriversusetostarttheapplicationof brakes.Smartdriversstartwithaconservativebrakepointandmoveitclosertothecorneruntilexit speediscompromised.ThisiscalledTheProceduretoFindtheBrakingPoint. BRAKETURNINGCombiningthecar`sbrakingandturningabilitiessimultaneouslyintheareabeyond theturninpoint.Thisisaveryefficientuseofatirestractioncapabilityandenablesthedrivertosafely brakelater.Italsohelpsthecarturnintoacorner. BREATHINGTHETHROTTLEAlift(invaryingdegrees)offthethrottletoneutralizeundersteeror induceTTO.

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CFCoefficientoffriction:Aconvenientwayofcomparingthegripoftiresfromonetoanother.Itisa measureoftheratioatwhichatireconvertsdownloadingtotraction. CGCenterofgravity:Thepointinspacewherethecar`smassiscentered. CHOPAbruptlyturningintoacornertopreventapass. COMMANDFLAGFlagrequiringactiononthepartofthedriver. COMPROMISECORNERS Acornerwhereyoucompromiseormodifyyourlinetogainorbenefitinanothercorner. CONSTANTRADIUSCORNERSTurnswhichcanbemeasuredwithonearcstartingattheturninpoint. CONTACTPATCHThatpartofatirethatsincontactwiththeroadatanyonepointintime. CORNERENTRYThesectionoftrackbetweenthebrakepointandwherethrottleapplicationstarts. CORRECTIONThefirstphaseinhandlingaslide(SeeCPR,below)isthe"Correction."Thedriver lookswherehewouldliketogoandturnsthesteeringwheeltowardthedirectionthattherearofthe carissliding. CPIdriver`sSafetyRatingisderivedfromtheirCornersPerincident(CPI)average.Eachtrackhasaset numberofcorners.ForexampleLimeRockParkhassevencorners.Ifyougetoneincidentpointevery lap,yourCPIwouldbeseven.Ifyoudrove100laps,withonlyoneincident,yourCPIwouldbe700. CPRAskidcontroltechniqueinvolvingtheCorrection,thePause,andtheRecovery. CRAB/CRABBINGGraduallydriftingtowardtheinsideoftheroadandsacrificingradiusonthe approachtoacorner.Crabbingisasymptomofloweyesandslowhandspeed,andresultsinanearly apex. DAMPERThetechnicallycorrecttermforshockabsorber.Itdampensthefrequencyofasprings motion;itdoesnotsupporttheweightofthecar. DECREASINGRADIUSCORNERAcornerwherethefirstsectionoftheturnhasalargerradiusthanthe second. DEEP/GOINGDEEPGoingtothebrakesascloseaspossibletoacorner. DIVEBOMBAnilladvised,lateattemptatapass. DOUBLECLUTCHAdownshiftingtechniqueusedtomanuallyspeedupthemainshaftinanon synchronizedtransmission.Doesnotapplytosequentialgearboxes. DRAFTUsingtheslipstreamtoapproachandpassothercars.Alsoknownastow.

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DROPWHEELSTheactofdrivingwithoneormorewheelsofthecarofftheracetrack. DUMPSHIFTSkippinggearswhendownshifting.Typicallygoingdirectlyfromtopgeartofirstrather thandownshiftingthrougheachgear. EARLYAPEXAnearlyapexrequiresadditionalsteeringinputbeyondtheclippingpointofacorner. Thisisgenerallythemostcommonlinemistake,butearlyapexingcanbeusedifthereisanincreasein elevationand/orcorneringgripaftertheapex. EXITSPEEDThespeedofacaratthetrackoutpointofthecorner. FASTHANDSMovingthesteeringwheelquickly. FLAGSUsedtocommunicatewiththedriver. FLAT/FLATOUTNeverliftingofffullthrottle.Alsodefinedasdrivingabsolutelyatthelimit,leavingno marginforerror. FRICTIONCIRCLEAgraphusedtoshowatiresmaximumcapabilitiesinthethreeforcesitcan generate:Braking,Cornering,Accelerating. G(g)Themeasureofforcethatgravityexertsonearth.Itisusedasareferencepointtocomparethe lateralaccelerationforcesthatcarsgenerateduringbraking,turningandaccelerating. GRIDStartingpositionsforthebeginningofarace. GRIPThetractionoftiresinbraking,turningandaccelerating.GenerallymeasuredinunitsofG(g). HAIRPINArelativelyslowcornerwithmorethan120degreesofdirectionchange. HEELANDTOETheprocessofkeepingconsistentpressureonthebrakepedalwhileblippingthe throttlefordownshifts.Thistechniqueisactuallyamisnomer(ithashistoricalequity,however)since modernpedallayoutsenabletheuseoftheballofthefootonthebrakewhileatthesametimeusing therightsideofthesamefoottorev(blip)thethrottle.Thisisanessentialskillthatallgreatdriversuse toshortenbrakingzonesandturnfastlaps. HOOKAspingenerallytotheinsideofaturn.Thisisthemostcommonspininracing.Differsfroma secondreactionhookslide. HOOKSLIDEThesecondreactionslide. INCREASINGRADIUSCORNERAcornerwheretheradiusoftheearlypartofthecorneristighterthan theradiusofthelatersection. INFORMATIONFLAGSTrackadvisoryflags.

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IRATINGYouriRatingisameasureofyourskillascomparedtootheriRacing.comdrivers.iRatingsare usedtoensuresimilarlyskilleddriverscompeteagainsteachotherinofficialsessionsandRaceSeries. KINKAjogintheroad,normallyfoundonpartofastraight. LADDERSYSTEMiRacing.com`suniquesystemthatcantakedriversfromaracingschoolallthewayup tomotorsportstopranks LATEAPEXAclippingpointontheinsideofaturnthatpermitsadecreaseofsteeringangleduringthe secondhalfofacorner.Generallyusedtopermitacceleration,especiallyifgripisdecreasedforany reasoninthelastpartofaturn. LEADFOLLOWAmethodusedtolearntheracingline,wherethedriverfollowsaninstructoraround theracetrack. LIFTComingofforreducingthrottle. LINETheoptimumpatharoundtheracetrack.Thelinecanvarywithtrackconditionsandthetypeof racecarbeingdriven.Othervariablesincludeelevationchange,pavementchange,andhowwellacar turnsintoacorner. LOADTRANSFERThechangeintheverticaldownforceonatirethatresultsfrombraking,turningor accelerating. LOCKUPOccursunderbrakingwhenatirestopsrotating.Lossofsteeringcontrol,flatspottedtires, anda30%decreaseinbrakingtractionaretheresultsoflockup.Causesincludeoverbraking,improper brakebias,orcrabbingtheentryintoacorner. LOOSESynonymouswithoversteer. MAINTENANCETHROTTLEThrottleapplicationintendedtomaintainthecurrentspeedofthecar,and therebysettlethebalanceofthechassis. MODULATIONChangingthepressureonthebrakeorthrottleinanefforttokeepthetiresnear,but notover,theirtractionlimits. NEUTRALHANDLINGWhenbothfrontandrearsetsoftiresoperateinthesameslipanglerangewhen acariscorneringatthelimit. OUTBRAKINGBrakinglaterthananotherdriver. OVERREVHighRPMinarangethatislikelytocausedamagetoanenginesinternalcomponents. OVERSTEERSynonymouswithloose,occurswhentheslipangleofthereartiresisgreaterthanthe slipangleofthefronttireswhenacariscorneringatthelimit.Numeroustypes:Steadystate,trailing throttle,trailingclutch,power,brakebias,andaerodynamicallyinducedOVERsteerareallexamples. Anotherdescription:Thecaristurningmorethanthesteeringinputorradiuswoulddictate.

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PACELAPThewarmuplappriortoaracestart. PAUSEDuringaskid,thatmomentwhenthemovementoftherearofthecartowardtheoutside stops.Thespringsareabouttoreboundandtransferweighttowardtheinsidetires.Thisprecedesthe RecoveryphaseofCPR.Alsodescribedasthemomentduringaskidwhentherotationofthespinis caughtandconvertedtoasidewaysslide. PINCHINGAddingsteeringinputtoacarwhenitscornering.Mostfrequentinthesecondhalfofthe cornertorecoverfromanearlyapex,addingaccelerationtoosoonorapoorlytimedpass. PITLANE/HOTPITSAnareaadjacenttotheracetrackwherecarsareworkedonduringpractice, qualifyingorarace.Topitmeanstomakeapitstop. PITCHChangesofthefronttorearrideheight;also,theangleofattackofacarinresponseto accelerationandbraking. POLESITTERThefastestqualifier. RECOVERYRecoveryisthethirdphaseofskidcontrol(CPR).Asaslidestops,theoutsidesprings unload,transferringweighttotheinsidetires.Gooddriversknowthattheymuststraightenthesteering wheeltopreventasecondreactionhookslide. REDLINE/REVLIMITThemaximumRPMdepictedonthetachometerthatanenginecanturnwithout damagetoitsinternalcomponents. REFERENCEPOINTAnypointonorbesidetheracetrackthatadriverusestotriggersomeaction; turningin,apexing,brakeapplicationpoint,etc. REVSTermusedtodescribetheRPM(revolutionsperminute)oftheengine. ROADCAMBERTheangleoftheroadsurfacerelativetothehorizon.Positiveroadcamber(banking) helpsthecar`scorneringforce.Negativecamberreducesthegripofthecar. ROLLTheupwardordownwardmovement,leftorrightalongacarscenterline,inresponseto corneringforces. ROLLCENTERApointinspacedeterminedbysuspensiongeometrythattheCGrollsaroundateach endofthecar. ROTATIONDeliberateOVERsteercausedbythereleaseofthebrakesduringthetrailbrakingphaseof braketurning. RPMRevolutionsperminute. SCCASportsCarClubOfAmerica,asanctioningbody.

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SECONDREACTIONThereboundofthechassistowardtheinsidespringsafteraslidestops.Mustbe counteredbytheRecoveryphaseofCPRtopreventahookslide. SEGMENTTIMEThetimeittakestodrivefrompointtopointonasectionofracetrack. SEQUENTIALTRANSMISSIONAfastshifting,constantmesh,motorcycletypegearboxthatshifts directlytoeachgearwithoutgoingthroughneutral. SHAVEDTIRESStreettirescanbeshavedsothattheirtreaddepthisgreatlyreducedtomakethem raceready.Thispreventsthetirefromoverheatingandprovidesmoretraction. SIGHTPICTUREAvisualtemplatethatdriversusetolocatethemselvespreciselyontheracetrack. AfterusingTheProceduretoFindtheLine,adrivertakesavisualsnapshotofeachturn.He/shenowwill knowwheretobeineveryturnandbeabletocatchmistakesearly. SLIPANGLEWhilecornering,thereisadifferencebetweenthedirectionthatthecenterlineofthe wheelispointingandthedirectionthatthetireistraveling.Thisdifferenceismeasuredindegreesand referredtoasslipangle.Tireshavearangeofslipangleswheretheydelivertheirmaximumlevelof corneringtraction. SLIPSTREAMTheareaofcleanairbehindamovingcar.Alsodefinedasfollowingcloselyinthedraft behindothercars. SLOWHANDSTheoppositeoffasthands. STACKUPAtthestartoftherace,thetendencyforallthecarstoarriveinthefirstturnatthesame time. STEERINGLOCKThemaximumdegreeofsteeringinputavailableonacar. STRAIGHT(straightaway)Selfexplanatory,exceptthatiftheportionofthecircuitcanbedrivenas fastasthecarcango,theroaddoesn`tnecessarilyhavetobeperfectlystraighttobeconsideredpartof thestraightaway. SWAYBAR/ANTIROLLBARAnadjustablesuspensiondeviceatoneorbothendsofacarthatlimits weighttransfer.Somearecockpitactuated.Swaybarscontroltherateofchassisrollrelativetothe suspension. SWEEPERAfast,sweepingcorner. TACHOMETER(tach)Deviceformeasuringenginespeedinrevolutionsperminute(RPM). TFTSTooFast,TooSoon. THEPROCEDUREThemethodofworkingyourwayuptothelimitbystartingoffconservativelyand takingsmall,incrementalstepstoincreaseyourspeed.

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THRESHOLDBRAKINGUsing100%ofacar`sbrakingcapabilitywhilebrakinginastraightline.Atthe threshold"limit,thetirewillberevolvingapproximately15%slowerthanitwouldbeiffreelyrolling overtheroad. THROTTLEThegaspedal. THROTTLEAPPLICATIONPOINTThepointinaturnwhereadriverbeginstoapplypowertodriveaway fromthecorner. TIGHTSynonymouswithUNDERsteerandpush. TIREPERFORMANCECURVEAgraphtoshowatiresgripandslipanglearerelated. TOWSeeDraft. TRACKOUTThepointthatthecartouchestheoutsideedgeoftheroadattheexitofacorner.Orthe pointinacornerwhenthehandsarestraightandthereisnocorneringload. TRAILBRAKINGAgradualreleaseofthebrakesduringbraketurningthatleadstorotationatthe limit. TRAILINGTHROTTLEOVERSTEER(TTO)OVERsteercausedbyliftingoffortrailingthethrottlewhen thecarisnearitscorneringlimit. TURNINThepointatwhichthedriverfirstturnsthesteeringwheel,transitioningthecarfromthe straightintothecorner. TYPEONETURNSCornersthatprecedelongstraights.Thesearethemostcommontypesofturnsand generallyrequirealateapextomaximizeexitspeed. TYPETHREETURNSSetup(orcompromise)turns.AlwaysprecedesTypeOneTurns.Thesearethe mostchallengingcornerssinceyoumustknowwheretogoslowtoturnafastlap. TYPETWOTURNSCornersthatcomeattheendoflongstraightswherecarryingentryspeedproduces abetterlaptime. UNDERSTEERSynonymouswithpushandtight.Theslipangleofthefronttiresisgreaterthanthe slipangleoftherearswhenthecariscorneringatthelimit.Thecaristurninglessthanthesteering inputorradiuswoulddictate. WEIGHTTRANSFERAlsoKnownasLoadTransfer.Thelateralandlongitudinalmovementofthe massofthecarasdeterminedbythedriversinputs. YAWANGLETheanglebetweenthecenterlineofacarandthedirectionthecaristravelingwhen cornering.

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7) iRacingSetupGuideQuickReferenceChart
TheattachedQuickReferenceChartoffersacolorcodedcheatsheetprovidingsuggestedsetup adjustmentstoaddressgeneralhandlingissues.Remember,therearenoabsolutes.Each adjustmentinvolvescompromisebetweenintendedresultsandsideeffects.Bepatientandmake changesoneatatime. BelowisanexampleofhowtousetheQuickReferenceChart. EXAMPLE: i) Uponcompletingafewtestlaps,youconcludethatyourcarneedsabigadditionofFRONT GRIP. ii) FindtheFRONTGRIPcolumnintheQuickReferenceGuide. iii) Followingthecolumndown;alltheareasingreenrepresentchangesthatwouldincrease theFRONTGRIP. iv) Forexample,wepickTIREPRESSURE/FRONTS/decrease(). v) Bythenfollowingtherowtotherightonecanquicklyreferenceothercharacteristicsof decreasingFRONTTIREpressure. vi) InthisexampletheREDboxindicatesapotentiallossofstability.Understandthatalossof stabilitymayshowupasanOVERsteerconditionandbeinterpretedasalossof performanceintheREARofthecar.Butinfactitmaybeasituationwheretheincreasein FRONTperformanceoverpoweredtheREAR. vii) Also,bycontinuingtoscrolltotheright,intotheMostAffectedpartofthetable,wesee thateverypartofcornersequenceissignificantlyaffected,indicatedbythelightlyshaded boxes.TheMidcornersectionofthecornerwouldbethemostaffectedasindicatedby highlightedbox.

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iRacingSetupGuideQuickReferenceChart
CHANGE FRONT tire pressure increase(+) PRESSURES tire pressure decrease(-) REAR tire pressure increase(+) tire pressure decrease(-) BARS FRONT STIFFEN SOFTEN REAR STIFFEN SOFTEN CAMBERS FRONT MORE Negative (tilt-in) LESS Negative (stand-up) REAR MORE Negative (tilt-in) LESS Negative (stand-up) FRONT MORE (+ or -) TOES LESS REAR MORE (+ or -) LESS MORE FRONT (+) BRAKE BIAS LESS FRONT (-) RIDE HEIGHTS FRONT MORE (+) LESS (-) REAR MORE (+) LESS (-) MORE (+) FRONT WINGS LESS (-) MORE (+) REAR LESS (-) STIFFER (+) FRONT SPRINGS SOFTEN (-) STIFFER (+) REAR SOFTEN (-) STIFFER (+) FRONT DAMPERS Compression SOFTEN (-) STIFFER (+) REAR Compression SOFTEN (-) STIFFER (+) FRONT SOFTEN (-) Rebound STIFFER (+) REAR Rebound SOFTEN (-)

TIRES

NNEGATIVE FRONT REAR MOST AFFECTED Braking ENTRY Mid-Corner Exit POSITVE GRIP STABILITY GRIP STABILITY * * * * MOST AFFECTED * * * * some effect * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *

* *

* * * * * * * *

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