iRacing Car Setup Guide

(WithTechnicalContributionsbyDaleEarnhardtJr.&BarryWaddell)

TableofContents
1)Purpose: .................................................................................................................................................... 2
2)ImportantPoints:...................................................................................................................................... 2
3)Definitions:................................................................................................................................................ 3
4)RoadCourseChassis ................................................................................................................................. 3
a) Tires................................................................................................................................................... 3
FrontandRear ...................................................................................................................................... 3
b)Camber.............................................................................................................................................. 4
c)Caster ................................................................................................................................................ 5
d)Toe .................................................................................................................................................... 5
e)RollBars ............................................................................................................................................ 6
f)BrakeBias .......................................................................................................................................... 7
g)SpringPerchOffset ........................................................................................................................... 7
h)CornerWeights ................................................................................................................................. 8
i)Wings ................................................................................................................................................. 8
j)Springs................................................................................................................................................ 9
k)Dampers(Shocks).............................................................................................................................. 9
l)Gears ................................................................................................................................................10
m)PushRodLength ...........................................................................................................................11
5)OvalChassis ............................................................................................................................................11
a)Tires(FrontandRear) .........................................................................................................................11
a.

Front:...........................................................................................................................................12

b) LeftFront:....................................................................................................................................13
c)

RightRear:...................................................................................................................................14

d) RightFront ..................................................................................................................................14
e) LeftRear ......................................................................................................................................15
6)RacingTerms...........................................................................................................................................15
7)iRacingSetupGuideQuickReferenceChart...........................................................................................21

1)Purpose:

ThisguidedefineseachlistingintheGaragesectionforeachcaravailableintheiRacing.comMotorsportSimulation.
Explainsthefunctionofeachadjustment.
Explainshowtoselectadjustmentsthatmayaddressthecarsdeficienciesinthebeginning,middleandendofacorner.

2)ImportantPoints:

Itiseasiertodialacaroutthantodialitin.Thebaselinesetupssuppliedwitheachcarareprettygood.Beforeyoumake
anychassischangetoacaritisessentialthatyoufirstestablisharepeatablelaptimethatwillserveasabaselineto
determinewhetherachangehelpsorhurts.UtilizingtheTimeTrialsessionswithinthesimulationisagreattooltohelp
establishabaseline.Whenyouclearlycantdecreaseyourlaptimewiththecarasitis,thenyoucanbegintoadjustthe
car.
Ifyoumakeseveralmajoradjustmentsatonce,youwillalmostsurelymakethecarworseratherthanbetter.Make
adjustmentstothecarinadeliberate,oneatatimefashion,sothatyoucantellifeachadjustmentmakesthecar
betterorworse.BePatient!
Drivability,whichisdefinedasmakingthecarrespondbettertothedriversinputs,isoftenthemaingoalwhenmaking
chassisadjustments.Thereisnomagicsetup!
Rememberthatallthecomponentsareaffectingthebehaviorofthecaratalltimes.Thusonemaymakeanadjustment
foraparticularproblemontrackandcreateanegativeresponsesomewhereelse.Compromisingbetweenthepositive
responseachangemadeandthepotentialnegativeeffectinthecarsbehaviorisalwaysinvolvedinevaluatingthevalue
ofachange.Note:Theexceptionisbrakebiaswhenthereisnobrakepedalpressure.

Formostsettingsthereisacontinuumofadjustment.Dependingonwhereyouareonthecontinuum,itseitherTOO
SOFTorTOOSTIFF.ThisiswhyweTEST!
Youcouldthinkofthecargoingthroughthecornerastheproverbialrockonastring,butitsmoreusefulinthis
analogytothinkofitastworocksandtwostrings,wherethefrontaxleisonerockandtherearisasecondrock.As
corneringspeedsincreasesufficiently,generally,eitherthefronttiresortherearoneswillrunoutofgripfirst.Whenthe
fronttireslosegripfirst,itfeelstothedriverlikehe/sheneedstosteermoreinthedirectionoftheturn.Ifthereartires
losegripfirst,itfeelstothedriverasthoughthebackendofthecaristryingtocomearound.Thetechnicaltermsfor
thesetwophenomenaareundersteerandoversteer.
Ovaltrackandroadracersuseslightlydifferentvocabulariestodescribetheadjustmentsmadetotheircarsandthe
effectstheseadjustmentshaveonthecarshandling.Theimportantthingtorememberisthatthelawsofphysicsare
thesamewhetheryouareracingonanovaloraroadcourse.

3)Definitions:

UNDERsteer:Synonymouswithpushandtight.Theslipangleofthefronttiresisgreaterthantheslipangleofthe
rearswhenthecariscorneringatthelimit.Thecaristurninglessthanthesteeringinputorradiuswoulddictateandthe
driverwillneedtoaddsteeringinthedirectionoftheturn.Ifthecarisgoingfastenough,thedrivercantaddenough
steeringtopreventthecarfromrunningofftheroad,whichitwilldonosefirst.
OVERsteer:Synonymouswithloose.Theslipangleofthereartiresisgreaterthantheslipangleofthefronttires
whenacariscorneringatthelimit.TherearenumeroustypesofOVERsteersteadystate,trailingthrottle,power,
brakebiasinduced,andaerodynamicallyinduced.Tothedriveritfeelsasifthecaristurningmorethanthesteering
inputwoulddictate.Easingoffonthesteeringwithoutmakinganysuddenmoveswiththethrottlecanbringtherearof
thecarbackundercontrol,butifthecarisgoingtoofast,orthedriverdoesntrespondquickenough,thecarwillspin,
andtendtogooffthetrackbackwards.
Committomemorythebasicsequenceofacorner:BrakingPoint,Entry(turnin),MidCorner(apex)andExit(trackout).

BrakePoint:Aspecificreferenceonornexttothetrackwhichdriversusetostarttheapplicationofbrakes.Smart
driversstartwithaconservativebrakepointandmoveitclosertothecorneruntilexitspeediscompromised.Thisis
calledTheProceduretoFindtheBrakingPoint.(Learntomaintainthepressureonthebrakethatkeepsthecarat
maximumcontrolleddeceleration.Withcarsthatgeneratelittleornoaerodynamicdownforcethisisasteadypressure
justshortofbrakelockupthroughoutthebrakingzone.Forcarsthatgenerateagooddealofaerodynamic
downforcebrakepressurewillneedtobemodulated,decreasingasthecarslowsdownandthereislessdownforce
beingappliedtothetires.)
TurnIn:Thepointatwhichthedriverfirstturnsthesteeringwheel,transitioningthecarfromthestraightintothe
corner.
Apex:Theclippingpointontheinsideofacornerwherethecarisatthecorrectangleforaperfectexitontothenext
sectionoftrack.
TrackOut:Thepointthatthecartouchestheoutsideedgeoftheroadattheexitofacorner.Atthispointthedrivers
handsshouldbestraightwithnocorneringloadfeltthroughthewheel.

4)RoadCourseChassis

a) Tires

FrontandRear


TirePressures:Probablythemostpowerfulyoucanmakeasthetiresperformanceishasastrongeffectevery
partofalap.
Idealtirepressureisdeterminedbytheloadthetirecarrieshigherpressureshandlehigherloadsbetter.That
is,inaheaviercar,orabankedturn,orcompressionatthebaseofahill,moregripwillberetainedwithhigher
pressures,whereaswithlighterloads,lowerpressurestendtogivebettergrip.
IncreasingthepressurewillineffectSTIFFENthesidewallofthetire,whichmakesthetiremoreresponsiveto
thedriversinputs,particularlyduringtheinitialturninforacorner.Thecompromiseisthatasthetirebecomes
stifferitwillstarttolosecompliancewiththeroad.Therefore,bumps,curbsandviolentinputsfromthedriver
mayresultinalossoftraction.
DecreasingtirepressurewillSOFTENthesidewallofthetire.Asthetiresoftens,thecomplianceimprovesand,
generally,gripimproves.Thedownsideisthatthecarwillbecomelessresponsivetodriverinputs,(i.e.,thecar
feelssluggish).

ColdPressure:Ameasurementofinflationpressure(measuredinpsipoundspersquareinch)whenthetire
isatambienttemperatureinthepits,beforehavingbeenrunontheracetrack.
LastHotPressure:Thisisthetirepressureasrecordedwhenyouexityourcar,orpullintoyourpitstall,
whicheverisfirst.Astiretemperatureincreasesinarun,sodoesthepressureinthetire.Generally,this
pressurewillstabilizeafterafewlaps.
LastTempsOMI:Thisisthetiretemperatureasrecordedwhenyouexityourcar,orpullintoyourpitstall,
whicheverisfirst.Attheendofarunthesurfacetiretemperaturesaredisplayedwithreadingstakenatthe
outeredge(O),middle(M)andinneredge(I).Generallyspeaking,thesereadingshintathowwellthetireis
beingmaximized.Agoodruleofthumbisthatthetemperaturedifferentialshouldbeabout10degrees(+/5)
fromtheoutertoinneredgeofthetire,withtheinneredgebeingthehottest.

b)Camber

AnalignmentmeasurementofhowmuchthetopofatireistiltedINtowardorOUTawayfromthecenterofthe
car.WhenyouADDNegativeCamber,suchas1.0to2.0,thetopofthetireistiltedINtowardthecenterofthe
car.
Camberchangeisanadjustmentintendedtooptimizethetirescontactpatchasthecarrollstowardtheoutside
ofthecorneratmaximumloads.Therefore,camberchangesaremosteffectiveintuningthecarforthe
midcorner(apex)duringmaximumcorneringloads.
Front:Ifgripatmidcorner(apex)isdesired,ADDINGnegativecambertotheFRONTofthecarshouldhelp.
Howeverthecompromiseisthatsincethetireistiltedin,lesscontactpatchisontheroadwheninastraight
line,andthereforelessperformanceisavailablethenegativeeffectofADDINGnegativecamberisin
straightlinefunctionssuchasbrakingwherethetirewillhaveatendencytolockupsoonerwithlesspedal
pressure.ToomuchnegativecambercanalsocauseasnapUNDERsteerslide,similartohittingapatchofoilin
theroad.ThistypeslideisalsoknownasaFLATslide.

REAR:Ifgripatmidcornerisdesired,ADDINGnegativecambershouldhelp.Thecompromiseintherearisthat
toomuchnegativecambermaycausesnapexitOVERsteerandexcessivetirewear.

c)Caster


Analignmentmeasurementonthefrontsuspensionthatrelatesthetirecontactpatchestothesteeringaxis.As
casterincreases,theforcesattemptingtostraightenthesteeringwheelwillincrease.
Casterchangesinroadracingarebestusedtoadjusttheamountofsteeringwheelfeedbackthedriverwantsto
feel.Thiseffectisgenerallypositiveuntilinstabilityoccursincornerexitorallthewaythroughhighspeed
corners.
Note:Onmanycarswhenacasteradjustmentismadethecambersettingmayalsochange.Thisissimplythenature
ofthesesuspensiongeometries.
d)Toe


Analignmentsettingthatrepresentsthedirectionthetwotiresofeitherthefrontorreararepointedinrelation
tothecenterlineofthecar.Ifthetire(s)ispointedabsolutelystraightaheadinparalleltothecenterlineofthe
caritisatZEROTOE.If,forexample,bothfronttiresaresettobepointingINtowardthecenterline(i.e.,
pigeontoed),theythenhavepositive(+)TOEorTOEIN.TheamountofTOEanaxlehasismeasuredin
fractionsofinchesormmandrepresentsthedeviationoffzerotoeandiscumulative.
Havingthetwotiresonanaxleslightlyworkingagainsteachotherkeepsthecarstableoverslightimperfections
intheroad.ThusasmallamountofpositiveTOEinthecarisgoodforoverallstabilityanddriveability.Generally
speaking,mostcarshaveabaselinesettingwithoneaxlerunning(+)TOEandtheotherrunning()TOE.
FrontToe:Thisisapowerfultooltotunehowthecarbehavesinastraightlineandatcornerentry.
ToeIn(+):AddingTOEshouldincreasestabilityinthebrakingzonesandslowdowntheresponsetothe
initialturnofthewheel.ThecompromiseisthatTOEINwillproduceanincreaseinscrubthatwillslow
straightlinespeeds.moredeviationtohavingthetirespointedstraight,themorestraightawayspeeds
arenegativelyaffected.
ToeOut():IncreasingTOEOUTwillhavethelargesteffectatcornerentrybyspeedingupthecars
responsetotheinitialturnofthewheel.Thetradeoffcanbestraightlinespeedandstability.

RearToe:Thisadjustmentaffectsthegeneralfeelandbehavioroftherearthroughoutthecorner.
ToeIn(+):Generally,havingtheoutsideloadedtireinacornerslightlypointedINortowardtheapexof
acornerhelpsreargripandoverallstability.

ToeOut():Atcornerentrytheoutsidetireisslightlypointedtotheoutsideofthecorner.Theresultis
usuallythatthecarrapidlytransitionstooversteerasthegriplimitisreached.Generally,Toeoutisonly
usedinroadracingcarstocombatasignificantUNDERsteerconditionthatcannotbeotherwise
addressed.

e)RollBars


ThemoreappropriatenameisANTIrollbars.Asacarturns,thecorneringforcescausethechassistolean,orroll,
towardtheoutsideofthecorner.Theamountofchassisrollneedstobelimitedinordertokeepsidetosidetireloading
andthecamberofthetiresintheoptimalrange.Theantirollbarscombinewiththewheelspringstodojustthat.
Antirollbarsaretransversespringsdesignedtoactonlywhenthecarisrolling;theymaybefittedtothefrontorrear
axleorboth.Theprimaryfunctionoftheantirollbaristoadjusttheundersteer/oversteerbalanceofthecarduring
cornering,whichitaccomplishesbyfinetuningtheamountofloadthattransferstotheoutsidetiresatthefrontversus
therear.Astifferantirollbaratoneendofthecarwillincreasetheloadontheoutsidetireatthatend.Ifbothbarsare
madestiffer,theloadtransferredwillremainthesame,butoverallchassisrollwillbereduced,whichmayrequirea
camberadjustment.Remember,oneoftheprimarygoalsistofindagoodbalancebetweengripatthefrontandrear
ofthecar.WhenadjustingtherollbarsettingsthehighernumberrepresentsanINCREASEinrollresistance,ineffect
makingthecarstiffer.Somecarsonlyhaveafrontantirollbar,andonsomecars,therearbarcanbedisconnected.
Somecarshavenoantirollbarsatall,inwhichcaseanytuningofrollstiffnessmustbedonewiththeregularwheel
springs.

FrontAntiRollBar:Apowerfultuningtooltoaffecttheoverallbehaviorofthecar.
Stiffer:WillincreaseoverallcarstabilityandshiftthecarsbalancetowardUNDERsteer(push),thusallowingthe
drivertobemoreaggressivewiththesteering.Thecompromisecanbeonbumpsand/orbraking.Astifferfront
barwillreducecompliance,sowhenonetirehitsabumptheentirefrontaxlewillbeaffectedthroughalossof
overallgrip.
Softer:WillshiftthecarsbalancetowardOVERsteer(orlessUNDERsteer.)Andthefrontwillimprovein
compliance,whichimprovesperformanceinbrakezonesandoverbumps.

RearAntiRollBar:Avaluabletoolfortuningthebehaviorofthecarparticularlyfrommidcornerouttotheexit.
Stiffer:Asyouaddthrottlethroughthecornerwhilethesteeringwheelisstillturned,therearantirollbar
becomesveryeffective.StiffeningthebarsupportstherearandshiftsthebalancetolessUNDERsteeratcorner
exit.Again,thecompromiseisincompliance;apossibleSNAPorFLATOVERsteermayresultifrearantirollbar
isTOOstiff.
Softer:Allowsmorerollatthebackofthecar,whichwillbemostevidentatcornerexit.IfthebarisTOOsoft,
thecarwillexhibitexitOVERsteer.Inthiscase,comparedtoarearbarthatisTOOstiff,theexitOVERsteer
conditionwillbemoregradualinsteadofasnap,hencethephraserollOVERsteer.

f)BrakeBias


Asacardecelerates,loadtransferstothefronttires,whichgenerallyimprovestheirgrip,whiledecreasingthegripat
therearofthecar.Thegoalistoadjusttheproportionofthebrakingforcesbetweenfrontandrear(brakebias)inorder
tomaximizeoverallbrakingefficiency.Ifthebrakesarestillappliedasthecarturnsintothecorner,thebrakebias
settingwillalsohaveaneffectonthecarsturninbalance.
IncreasingFrontbias:Shownasalargernumber,increasingbrakebiastothefrontwillputmorebrakingforce
intothefronttires.Thiswillstabilizethecarinbrakingzonesandincreaseundersteeratcornerentry.The
compromiseisthatwithtoomuchfrontbiasthereartiresarebeingunderutilizedandoverallbrakingefficiency
willsuffer.
ReducingFrontbias:Thisputsmorebrakingonthereartires,which,withinlimits,improvesbrakingefficiency.
Toomuchrearbrakebias,though,hurtsperformanceintwoways.First,itreducesoverallbrakingefficiency.
Moreseriously,toomuchrearbrakebias,particularlyifthedriverisnotbrakinginastraightlineorhasweak
footworkondownshifts,cancausethereartirestolockup,whichputsthecarinadynamicallyunstable
conditionthatcaneasilyresultinlossofvehiclecontrol.Notethatwithamoderateamountofrearbrakebias,
thecarwillhaveatendencytorotate(OVERsteer)atcornerentryuponbrakerelease.

g)SpringPerchOffset


IneffectthisisaRIDEHEIGHTadjustment.Forcarswithcoiloverspring/damperunits,thespringperchoffsetisthe
distancefromthespringseatofthespringperch(orshockcollar)ontheshockbodytotherodendoftheshockbody.
Withnootherspringchanges,reducingthisoffsetwillextendtheshock(raisingtherideheightatthatcornerofthecar),
whereasincreasingitwillcollapsetheshock(loweringtherideheight).Thisnumbersimplyrepresentsthelengthening
orshorteningofthespringwithzerobeingabaselinestartingpoint.Thoughasymmetrical(lefttoright)rideheightsand
springratesareverycommoninovaltracktuning,inthevastmajorityofcases,keepingthecarsymmetrical
(lefttoright)isbest.Thisisaverypowerfultoolaffectingtheoverallbehaviorofthecarthroughoutthelap.Noticethat
whenrideheightchangesaremadesymmetrically,theatrestcornerweightswillgenerallystaythesame;itisin
dynamiccircumstances(i.e.whilerunningonthetrack)thathandlingperformancechangesoccur.
NOTE:ThetermusedwhencomparingthefrontrideheighttotherearrideheightisRAKE.Whenthefrontsuspension
issetlowerthantherear,thecarissaidtohavePOSITIVERAKE.
Front:
IncreasingOffset:LOWERStherideheightofthefrontofthecar.Thiswillshiftmoreweighttofront,improving
fronttiregripandthusshiftingthebalancetolessUNDERsteerand/ormoreOVERsteer.
DecreasingOffset:RAISEStherideheightofthefront.Thechangewillshiftweighttotherear,improvingthe
gripofthetiresatthatendofthecarandshiftingthehandlingbalancetowardUNDERsteer.

Rear:
IncreasingOffset:LOWERStherideheightattherear,whichshiftsweightandgriptothatendofthecar.This
shiftsthehandlingbalancetowardUNDERsteer.
DecreasingOffset:RAISEStherideheightattherear,whichshiftsweightandgriptothatfrontendofthecar.
ThisshiftsthehandlingbalancetowardOVERsteer.
h)CornerWeights

Thisnumberreflectstheamountofloadoneachtireasitsitsinthegarage.Asnotedabove,rideheightsandcorner
weightsshouldalmostalwaysbesymmetric(sidetoside)foraroadracingcar.Cornerweightadjustmentismostoften
usedonovals.Asnotedabove,whenrideheightchangesaremadesymmetrically,theatrestcornerweightswill
generallystaythesame;itisindynamiccircumstances(i.e.,whilerunningonthetrack)thathandlingperformance
changesoccur.Takecaretoinsurethatthesteeringwheelisstraightwhileinthegarage,becauseofcaster,havingthe
wheelturnedwillshiftthebaselinecornerweightsandcausedifferencesincornerweightsoncethesteeringisreturned
tothestraightaheadposition.
i)Wings


Wingsaredifferentthantheotherhandlingadjustmenttoolsforseveralreasons.Themagicofawingisthatitproduces
loadonthetireswhichtranslatestoincreasedcornerspeedandinthecaseofverypowerfulcars,stronger
accelerationoffthecornerwithoutwheelspinwithoutasignificantweightpenalty.Thedownforceproducedbythe
wingincreasesasvehiclespeed(andthereforethespeedoftheairoverthewing)increases,albeitwithaconcurrent
increaseinaerodynamicdragthatslowsthecarsstraightawayspeed.
Differentwingdesignshavedifferentlift/dragratios,butinmostracingclassestodaytheaerodynamicdesignofthe
wingissetbytherules.Whatisadjustableistheangleofattackofthewing.Thenumbershownisinreferencetothe
horizontal.Thehigherthenumber,whichisgivenindegrees,thesteepertheangleofthewingrelativetotheairflow.
Uptothepointthatthewingbecomesaerodynamicallystalled,astheangleofattackincreasessodoesthelevelof
downforce,aswellastheamountofdrag,whichslowsstraightawayspeeds.(Astalledwingproducestheworstofall
possibleworlds;downforceisgreatlyreducedanddragincreasessharply.)
Itisimportanttonotethatwithproperlyadjustedwings,thespeedlostonthestraightawayduetodragisfarexceeded
bythebeneficialeffectsofincreasedcornerspeeds.Notonlydoesthecarspendlesstimenegotiatingthecorner,but
thesharplyincreasedspeedatwhichthecarentersthestraightwaymeansashortertimefromtheexitofonecornerto
theentryofthenext,evenifterminalspeedonthestraightawayisdecreased.

FrontWing:Typicallyusedasatuningtooltobalancewiththerearwing.
Raisingtheangleofattackofthefrontwing:Increasestheleveloffrontgrip,especiallyatthehigherspeed
sections,suchasthebrakingzonesatendofstraights.Thecompromiseisanincreaseindrag,butasimilar
changetotherearwingwillgenerallyresultinanevengreaterincreaseindrag.

RearWing:Tendstobemuchlargerthanthefrontwingandhasamajoreffectonthecarsoverallperformance.

Raisingtherearwing:Shownasanincreaseindegreesofangleofattack,willaddgripandshiftthebalanceto
UNDERsteer.Thecompromiseisthatdragincreasesandstraightlinespeedswillbelower.
Loweringtherearwing:Shownasadecreaseindegreesofangleofattack,willreducethereargriplevelwhile
reducingdrag.

j)Springs


Thespringsarewhatholdthecarofftheground.Therelativestiffnessofaspringisbasedontheamountofforce
neededtocompressthespringoneinch.Thusa900lb.springisstifferthanan800lb.spring.Quiteliterally,everybitof
feedbackthatadriversensesfromtheroadssurfacecomesthroughthesprings.Changingthespringsinthecarisone
ofthemostpowerfultoolsavailable.
Front:
Stiffer:StabilizesthecarandshiftsthehandlingbalancetowardUNDERsteer.Thecompromiseisless
compliance.
Softer:Addsasignificantamountoffrontgrip.Thecompromiseisalessstablecar.

Rear:
Stiffer:ReducesUNDERsteer,particularlyatmidcornerandexit.Thecompromiseislesscomplianceintherear
andlessgrip.
Softer:AddsreargripandshiftsthebalancetoUNDERsteer.

k)Dampers(Shocks)


Theprimaryfunctionoftheshockabsorbers(ordampersastheyareproperlyknown),istocontrolordampenthe
energyasitentersandexitsthesprings,whichwhencompressed(bump)andthenreleased(rebound)havea
naturaltendencytoovershoottheiroriginallengthastheyreleasetheenergyimpartedbytheoriginalcompression.
(Anyonewhohasdrivenacarwithabrokenshockcanattesttothedeleteriouseffectonhandling;acarwithoutshocks
isliterallyundrivableatspeedsfasterthanawalk.)
Damperswontlimitthetotalamountofloadtransferthroughthecar,butwillaffecttheamountoftimeittakesthe
loadstotransfer.Therefore,thecarsbehaviorduringmomentsoftransition;suchasinitialbrakeapplication,brake
release,initialturninandapplicationofthrottlecanbeaffectedbyadampersettingchange.
Thedamperadjustmentsavailableinthesimulationareforthecompression(bump)motionandreboundmotionofthe
spring.Ifwetakethefrontsuspensionasanexample,thecompression(bump)happenswhenadditionalloadisputon
thespring,aswhenhittingabumpand/orhittingthebrakepedal.Asthespringcompressesinresponsetothis
additionalload,thecompressionsettingonthedampersprovidesadditionalresistance.Thereboundmotionissimply
thespringtryingtoreboundtonormalafterbeingcompressed,aswhenthecarcomesoffabumporthedriver
releasesthebrakepedal.Resistancetohowfastthishappenscomesfromthedampersreboundsetting.

Whenanincreaseinresistance(stiffer)ineithermotionisdesired,selectalargernumber,whichrepresentsadded
resistance.Thezerosettingissimplythemidpointintherangeofresistanceavailable;itcouldalsobeafive(5)ona
zerototenscale.Eventhelowest(softest)numberprovidessomeresistance.A5settingprovidesmoreresistance
(stiffer)thana10setting.
Becauseofthevarietyofcornersinroadracingitisagoodideatokeepthecarsymmetricalonitslongitudinal
(leftright)axis.

Compression(Front)

StifferCompression:Slowsdownthecarsfrontwardweighttransferuponinitialbrakeapplication.The
compromiseisaslightlossofcompliance.

SofterCompression:Addsgriptothefronttiresthroughbettercompliance,butatthecostofstabilityofthe
vehicle.

Compression(Rear)

StifferCompression:ThischangeismosteffectiveatreducingUNDERsteeratturninandmidcornerand
resistingUNDERsteeratinitialthrottleapplication,atthecostofpossibleOVERsteerbothatturninand
throttleonattheexitofthecorner.

SofterCompression:Thischangeshouldimprovereargripthroughbettercompliance.Thecornerentry
handlingbalancewillmovetowardUNDERsteeralongwithimprovedpowerdown.Thecompromiseisincreased
UNDERsteeratturninandunderthrottleonconditions,suchasatthecornerexit.

Rebound(Front)

StifferRebound:Asthebrakesarereleasedatcornerentry,theinitialturninshouldbemorepositive,withless
UNDERsteer.Takentoofar,thiscanproduceturnentryOVERsteer.
SofterRebound:Asthebrakesarereleasedatcornerentry,thetireswillhavebettercompliance,whilethe
handlingbalancewillshifttowardUNDERsteer.ThecompromiseisthepotentialforincreasedUNDERsteerat
cornerexit.

Rebound(Rear)

StifferRebound:WillproduceincreasedUNDERsteeratcornerentry.Thepotentialdownsideislesscompliance
whenthethrottleisopened.

SofterRebound:ThischangewillbebestfeltatcornerentrywithlessUNDERsteerandimprovedthrottleopen
compliance.Thepotentialdownsideisthatthedrivermayhavelesscontrolatcornerentry.

l)Gears


Thechoicesforgearingforagivencarinthesimulationaredictatedbytheseriesrules.Somecarshavewidegearing
options,whileothers,suchasshowroomstockorspecseries,mayhaveonefixedsetofgears.
Short:Referstoaselectionofgearsthatarebestsuitedforquickaccelerationandshorterstraights.
Tall:Referstogearingthatisbestsuitedforlongstraightsandhighertopspeeds.

Oval:Gearingthatissuitedforthecartoberunningcontinuouslyathighspeedswithlittledeviationbetween
corneringandstraightspeeds.

m)PushRodLength


Thepushrodisthecomponentonsomecarsthatisusedtoadjustrideheight.Lengtheningthepushrodatonecorner
ofthecarwillincreasetherideheightatthatcorner.(Again,itsgenerallyagoodideatokeepthecarsymmetricalfrom
lefttorightwithrideheightadjustments.)
Front:
LengtheningtheRods:Raisesthefrontrideheightofthecar,shiftingthehandlingbalancetowardUNDERsteer
bytakingsomeperformancefromthefrontofthecar.
ShorteningtheRods:Lowersthefrontrideheight,providingbettergripfromthefronttiresandshiftingthe
balancetowardOVERsteer(orlessUNDERsteer.)
Rear:
LengtheningtheRods:Raisestherearofthecar,shiftingthebalancetowardOVERsteer(orlessUNDERsteer.)
Thepotentialdownsidelessrearbrakingavailablemayneedtobeaddressedwithanincreaseinbrakebias
tothefrontofthecar.
ShorteningtheRods:LowerstherearrideheightandshiftsthebalancetowardUNDERsteer.

5)OvalChassis

a)Tires(FrontandRear)

TirePressures:Changingtirepressuresisprobablythemostpowerfuladjustmentavailableastireperformanceaffects
everypartofalap.
Idealtirepressureisdeterminedbytheloadthetirecarrieshigherpressureshandlehigherloadsbetter.Thatis,ina
heaviercar,orabankedturn,orcompressionatthebaseofahill,moregripwillberetainedwithhigherpressures,
whereaswithlighterloads,lowerpressurestendtogivebettergrip.
IncreasingthepressurewillineffectSTIFFENthesidewallofthetire,whichmakesthetiremoreresponsivetothe
driversinputs,particularlyduringtheinitialturninforacorner.Thecompromiseisthatasthetirebecomesstifferit
willstarttolosecompliancewiththeroad.Therefore,bumps,curbsandviolentinputsfromthedrivermayresultina
lossoftraction.
DecreasingtirepressurewillSOFTENthesidewallofthetire.Asthetiresoftens,thecomplianceimprovesand,
generally,gripimproves.Thedownsideisthatthecarwillbecomelessresponsivetodriverinputs,(i.e.,thecarfeels
sluggish).

ColdPressure:Ameasurementofinflationpressure(measuredinpsipoundspersquareinch)whenthetire
isatambienttemperatureinthepits,beforehavingbeenrunontheracetrack.
LastHotPressure:Thisisthetirepressureasrecordedwhenyouexityourcar,orpullintoyourpitstall,
whicheverisfirst.Astiretemperatureincreasesinarun,sodoesthepressureinthetire.Generally,thispressurewill
stabilizeafterafewlaps.
LastTempsOMI:Thisisthetiretemperatureasrecordedwhenyouexityourcar,orpullintoyourpitstall,
whicheverisfirst.Attheendofarunthesurfacetiretemperaturesaredisplayedwithreadingstakenattheouteredge
(O),middle(M)andinneredge(I).Generallyspeaking,thesereadingshintathowwellthetireisbeingmaximized.A
goodruleofthumbisthatthetemperaturedifferentialshouldbeabout10degrees(+/5)fromtheoutertoinneredge
ofthetire,withtheinneredgebeingthehottest.

a. Front:

Toein:Toeinwillhelpyourcarturn,particularlyatexitofthecorner.Reducingtoein(orgoing
totoeout)willmakethecartighterandnoticeablymorestableonexitofthecorner.

FrontBrakebias:Raisingthispercentagewillincreasebrakepressuretothefrontofthecar,
whichwilltypicallymakethehandlingunderbrakingtendtowardundersteerandmayresultin
somelossofbrakingefficiency.Loweringthisnumberwilldecreasethefrontbrakepressure.

FrontWheeloffset:OntheLegendsCarthefrontlowercontrolarmscanbechangedsothattheleftsideisshorterthan
therightby5/8.Thisjustputsmoreweightontheleftside,whichimprovescorneringinlefthandturns.Onovals,setit
to5/8.Onroadcircuits,itisbestat0.

SwayBar:Asmallerswaybarwillcausethecartorollmoretotheoutsideincorners.Theresultisthatthecarwilltend
tobelooser(handlingshiftstowardOVERsteer)astherightfronttravelsandtakesweightofftheleftrearofthecar.
Swaybarsettingsaremostlydriverpreference.
Thereisnowronganswerorsweetspot.Whenyoulikethecarsattitudemidcornertheswaybarisdoingitsjob.
Changingtheswaybardiametergivesbiggerchangesinbarstiffness.Forfineradjustment,usetheswaybararms(see
below.)
SwaybarArmLength:Theswaybararmlengthcanbeadjustedinthreesettings:14,15,and16.Thisarmis
connectedfromtheswaybaritselfdirectlytothelowerAframeonboththerightandleftfrontsuspension,onearm
foreachside.Changingthearmlengthfinetunesthestiffnessoftheswaybar.
Ashorterarmwillenhancetheswaybarseffectoncornering.Alongerarmwilllessentheswaybarseffects.Shorter
armswilltightenthecarup.Thisincreasesthebarseffectivestiffnessbyreducingthelengthoftheleverarmthrough
whichthewheelactsonthebar.Alongerarmwillsoftentheswaybarandallowthecartoturnbetter.Theeffectsof
theswaybararmchangeswillmostlybefeltonentranceandexitofthecorner,andlesssoduringsteadystate
cornering.
LeftBarendoffset:Offsetishowishowswaybargap(discussedimmediatelybelow)isdetermined.
Swaybargap:Theswaybargapsettingismeasuredontheleftfrontsuspension.Wheretheswaybararmconnectsto
thelowerAframe,thereisanadjustableHeimjoint.ThisHeimjointdeterminestheswaybargap.IniRacing,swaybar

gaphaspositiveandnegativemeasurements.Negativemeasurementsmeantheswaybarisloadedandwillactasan
antirollbarimmediatelyuponleftandrighthandsteeringinputs.Thiswillmakethecarlesslikelytorotateorturn.
Loadcanincreasecomfortonacarthatislooseonentry.Positivenumbersmeanstheswaybarisnotloaded.Thegap
willallowacertainamountofrolltooccurasaresultrighthandsteeringinputsbeforetheantirollbarwillbeginacting
onthesuspension.Increasingthisnumberwillmakeacarrotateheavilyonentryandturningabilitywillincrease
throughouttherestofthecorner.Aneutralbarwillhaveasettingof0.Swaybargapistypicallyasettingofdriver
preference.Findaspotyoulikeandrememberthatthissettingishighlyaffectedbymanyotherchangeswithinthe
garage.Itisimperativeyoukeepagoodwatchonyourswaybargapasitislikelytochangedrasticallywithminor
adjustmentstothecarsothercomponents.Toavoidunintentionallychangingyourswaybargap,setittoalarge
positivenumber(largegap),makeyourotheradjustmentsandthenreadjusttheswaybargaptoyourpreferred
setting.

b) LeftFront:


Cornerweight:Thisistheweightoftheleftfrontasitwouldshowifthecarwereonascale.Increasingthis
numberhelpsthecarturn.
Rideheight:Thisistheheightoftheleftfrontcornerofthecarschassis.Raisingthiswilllikelyresultinalackof
grip;loweringitwillincreasegripatthefrontofthecar.
Shockcollaroffset:Thisisthemeasurementfromtheshockcollartothelowerendoftheshockbody.
Increasingthismeasurementwilllowertherideheightandtightenthecarup.Decreasingthismeasurementwill
havetheoppositeeffect.

SpringRate:Thisistherateoftheleftfrontspring.Increasingthiswillhelpthecarturnandloweringthespring
ratewilltightenthecarup(movethehandlingbalancetowardUNDERsteer.)
Camber:Thisistheadjustableangle(lefttoright)ofthetiretoensureyouhavethemaximumamountoftireon
thegroundwhilecornering.Onovals,wherethecarisalwaysturningleft,thissettingwillbeinthepositive
numbers,sothatasthecarrollsintheturn,thetirestandsupandgeneratesmaximumgrip.Notethattoomuch
cambercanoverheatthetiresouteredgeandintheendresultinlossofgrip.
Caster:Thisistheadjustableangleofthespindle(fronttorear),whichallowstheleftfronttiretobeforcedinto
theracetracksurface.Mostovalcarsmaintainsomewherearoundatwodegreesplitincasterlefttoright.The
leftwilltypicallyhavealowercastersettingthantheright.Lesscasterintheleftfrontwillhelpthecarturn,
particularlyfromcornerentrancethroughthecenterofthecorner.Closingthesplitbetweenleftandrightwill
tightenthecar,whileincreasingthesplitwillloosenit.
ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompresstheshock.Thissetting
worksmuchlikethespringsthemselves.Changesinshockstiffnessaffectthecarmuchlessthanincreasing
springrateby50or100pounds,whichmeansthatshockadjustmentcanbeagoodwaytodialthecarin.A
stiffershockontherightfrontorleftrearwillincreasethedynamicwedgewhilecorneringandmakethecar
morestableandreducerotation.Astiffershockontherightrearorleftfrontofthecarwilldecreasethe
dynamicwedgewhilecorneringandincreaserotation.

c) RightRear:


Cornerweight:Thisistheweightoftherightrearasitwouldshowonascale.Increasingrightrearcorner
weighthelpsthecarturn.
Rideheight:Thisistheheightoftherightrearcornerofthecarschassis.Raisingtherideheightwillreducerear
grip.
Shockcollaroffset:Thisisthemeasurementfromtheshockcollartothelowerendoftheshockbody.
Increasingshockcollaroffsetraisestherideheightandtightensthecar(changesthehandlingbalancetoward
understeer.)Decreasingtheoffsethastheoppositeeffect.
SpringRate:Thisistherateoftherightrearspring.Increasingthespringratehelpsthecarturn,whilelowering
ithastheoppositeeffect.
ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompresstheshock.Thissetting
worksmuchlikethespringsthemselves.Changesinshockstiffnessaffectthecarmuchlessthanincreasing
springrateby50or100pounds,whichmeansthatshockadjustmentcanbeagoodwaytodialthecarin.A
stiffershockontherightfrontorleftrearwillincreasethedynamicwedgewhilecorneringandmakethecar
morestableandlesslikelytorotate.Astiffershockontherightrearorleftfrontofthecarwilldecreasethe
dynamicwedgewhilecorneringandallowthecartorotatemore.

d) RightFront


CornerWeight:Thisistheweightoftherightfrontasitwouldshowonascale.Increasingthisnumbertightens
thecar.
RideHeight:Thisistheheightoftherightfrontcornerofthecarschassis.Raisingtherightfrontrideheightcan
increasefrontgripiftherightfronttireisbeingoverloaded,resultinginanadversecambereffect.Optimumride
heightcanvarygreatlydependingonotherchassissettingsandthedegreeofbankingataparticulartrack.
ShockcollarOffset:Thisisthemeasurementfromtheshockcollartothelowerendoftheshockbody.
Increasingrightfrontshockcollaroffsetlowerstherideheightandhelpsthecarturn.Decreasingshockcollar
offsetwillhavetheoppositeeffect.
SpringRate:Thisistherateoftherightfrontspring.Increasingtherightfrontspringratetightensthecar,while
loweringithastheoppositeeffect.
Camber:Thisistheadjustableangle(lefttoright)ofthetiretoensureyouhavethemaximumamountoftireon
thegroundwhilecornering.Onovalstherightfronttireshouldbenegative,sothatasthecarrollsintheturn,
thetirestandsupandproducesmaximumgrip.Toomuchcamberoverheatsthetiresinneredge,which
reducesthetirestotalgrip.
Caster:Thisistheadjustableangleofthespindle(fronttorear),whichallowstherightfronttiretobeforced
intotheracetracksurface.Mostovalcarsrequireapproximatelyatwodegreesplitincasterlefttoright,with
theleftfrontrunningalowercastersettingthantheright.Lesscasterintherightfrontwillhelpthecarturn,
particularlyfromtheentrancetotheturnthroughthecenter.Closingthesplitbetweenleftandrightwillmake
thecarmorestableandpossiblytighter.

ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompresstheshock.Thissetting
worksmuchlikethespringsthemselves.Changesinshockstiffnessaffectthecarmuchlessthanincreasing
springrateby50or100pounds,whichmeansthatshockadjustmentcanbeagoodwaytodialthecarin.A
stiffershockontherightfrontorleftrearwillincreasethedynamicwedgewhilecorneringandmakethecar
morestableandlesslikelytorotate.Astiffershockontherightrearorleftfrontofthecarwilldecreasethe
dynamicwedgewhilecorneringandallowthecartorotatemore.

e) LeftRear


CornerWeight:Thisistheweightoftheleftrearasitwouldshowonaweightscale.Increasingleftrearcorner
weighttightensthecar(changesthehandlingbalancetowardUNDERsteer.)
RideHeight:Thisistheheightoftheleftrearcornerofthecarschassis.Adjustedinisolation,changestoride
heightwillaffectcrossweight.SeeShockcollarOffsetformoreinfoaboutchangingtherideheight.
ShockcollarOffset:Thisisthemeasurementfromtheshockcollartothelowerendoftheshockbody.
Increasingleftrearshockcollaroffsetlowerstherideheightandhelpsthecarturn.Decreasingleftrear
shockcollaroffsetwillmovethehandlingbalancetowardUNDERsteer.
SpringRate:Thisistherateoftheleftrearspring.Increasingtherateofthisspringwilltightenthecar,while
loweringthespringratewillmovethehandlingbalancetowardoversteer.
ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompresstheshock.Thissetting
worksmuchlikethespringsthemselves.Changesinshockstiffnessaffectthecarmuchlessthanincreasing
springrateby50or100pounds,whichmeansthatshockadjustmentcanbeagoodwaytodialthecarin.A
stiffershockontherightfrontorleftrearwillincreasethedynamicwedgewhilecorneringandmakethecar
morestableandlesslikelytorotate.Astiffershockontherightrearorleftfrontofthecarwilldecreasethe
dynamicwedgewhilecorneringandallowthecartorotatemore.

6)RacingTerms

AEROShortforaerodynamic.Aeroadjustmentsonaracecaraffectthebehaviorofthecarinthespeedrangewhere
theflowofairisfastenoughtocreatedownforceonthetires.
ANGLEOFATTACKTheangleofanaerodynamicdevicerelativetotheairstream.Ifnotexcessive,increasesinangleof
attackcreatemoredownforceanddrag.
APEXTheclippingpointontheinsideofacornerwherethecarisatthecorrectangleforaperfectexitontothenext
sectionoftrack.
ASPECTRATIOTherelationshipbetweenatiressidewallheightanditstreadwidth.Smalleraspectratiosdescribea
tirethatislowprofileandwide,versustallandthin.
BALANCEThemixoffrontversusreargripthatisdeterminedbychassis,aeroandbrakebiassettings.Chassissettings,
aswellasaccelerationandbraking,influencehandlingatallspeeds.Aeroadjustmentsaffectbalancemainlyin
highspeedturns.Brakebiasdetermineswhichtireslockupfirstunderdeceleration.

BINDExcesssteeringanglelimitingacarsacceleration.
BLIPProperdownshiftingtechniquerequiresthattheenginerevsbeincreasedtoallowsmoothengagementofthe
nextlowestgear,andtomatchenginespeedwithroadspeed.The"Blip"isaquickapplicationofthethrottlepedal,
usuallydoneusingtheheelandtoetechnique,tomomentarilyincreasetheengineRPM.
BRAKEBIASTherelativeproportion,fronttorear,ofbrakingforce.Inmostmodernracecars,brakebiasisadjustable
tocompensateforchangesintrackconditions,fuelload,andaerodynamicdownforce.
BRAKEPOINTAspecificreferenceonornexttothetrackwhichdriversusetostarttheapplicationofbrakes.Smart
driversstartwithaconservativebrakepointandmoveitclosertothecorneruntilexitspeediscompromised.Thisis
calledTheProceduretoFindtheBrakingPoint.
BRAKETURNINGCombiningthecar`sbrakingandturningabilitiessimultaneouslyintheareabeyondtheturnin
point.Thisisaveryefficientuseofatirestractioncapabilityandenablesthedrivertosafelybrakelater.Italsohelps
thecarturnintoacorner.
BREATHINGTHETHROTTLEAlift(invaryingdegrees)offthethrottletoneutralizeundersteerorinduceTTO.
CFCoefficientoffriction:Aconvenientwayofcomparingthegripoftiresfromonetoanother.Itisameasureofthe
ratioatwhichatireconvertsdownloadingtotraction.
CGCenterofgravity:Thepointinspacewherethecar`smassiscentered.
CHOPAbruptlyturningintoacornertopreventapass.
COMMANDFLAGFlagrequiringactiononthepartofthedriver.
COMPROMISECORNERS
Acornerwhereyoucompromiseormodifyyourlinetogainorbenefitinanothercorner.
CONSTANTRADIUSCORNERSTurnswhichcanbemeasuredwithonearcstartingattheturninpoint.
CONTACTPATCHThatpartofatirethatsincontactwiththeroadatanyonepointintime.
CORNERENTRYThesectionoftrackbetweenthebrakepointandwherethrottleapplicationstarts.
CORRECTIONThefirstphaseinhandlingaslide(SeeCPR,below)isthe"Correction."Thedriverlookswherehe
wouldliketogoandturnsthesteeringwheeltowardthedirectionthattherearofthecarissliding.
CPIdriver`sSafetyRatingisderivedfromtheirCornersPerincident(CPI)average.Eachtrackhasasetnumberof
corners.ForexampleLimeRockParkhassevencorners.Ifyougetoneincidentpointeverylap,yourCPIwouldbeseven.
Ifyoudrove100laps,withonlyoneincident,yourCPIwouldbe700.
CPRAskidcontroltechniqueinvolvingtheCorrection,thePause,andtheRecovery.
CRAB/CRABBINGGraduallydriftingtowardtheinsideoftheroadandsacrificingradiusontheapproachtoacorner.
Crabbingisasymptomofloweyesandslowhandspeed,andresultsinanearlyapex.
DAMPERThetechnicallycorrecttermforshockabsorber.Itdampensthefrequencyofaspringsmotion;itdoesnot
supporttheweightofthecar.

DECREASINGRADIUSCORNERAcornerwherethefirstsectionoftheturnhasalargerradiusthanthesecond.
DEEP/GOINGDEEPGoingtothebrakesascloseaspossibletoacorner.
DIVEBOMBAnilladvised,lateattemptatapass.
DOUBLECLUTCHAdownshiftingtechniqueusedtomanuallyspeedupthemainshaftinanonsynchronized
transmission.Doesnotapplytosequentialgearboxes.
DRAFTUsingtheslipstreamtoapproachandpassothercars.Alsoknownastow.
DROPWHEELSTheactofdrivingwithoneormorewheelsofthecarofftheracetrack.
DUMPSHIFTSkippinggearswhendownshifting.Typicallygoingdirectlyfromtopgeartofirstratherthandownshifting
througheachgear.
EARLYAPEXAnearlyapexrequiresadditionalsteeringinputbeyondtheclippingpointofacorner.Thisisgenerallythe
mostcommonlinemistake,butearlyapexingcanbeusedifthereisanincreaseinelevationand/orcorneringgrip
aftertheapex.
EXITSPEEDThespeedofacaratthetrackoutpointofthecorner.
FASTHANDSMovingthesteeringwheelquickly.
FLAGSUsedtocommunicatewiththedriver.
FLAT/FLATOUTNeverliftingofffullthrottle.Alsodefinedasdrivingabsolutelyatthelimit,leavingnomarginforerror.
FRICTIONCIRCLEAgraphusedtoshowatiresmaximumcapabilitiesinthethreeforcesitcangenerate:Braking,
Cornering,Accelerating.
G(g)Themeasureofforcethatgravityexertsonearth.Itisusedasareferencepointtocomparethelateral
accelerationforcesthatcarsgenerateduringbraking,turningandaccelerating.
GRIDStartingpositionsforthebeginningofarace.
GRIPThetractionoftiresinbraking,turningandaccelerating.GenerallymeasuredinunitsofG(g).
HAIRPINArelativelyslowcornerwithmorethan120degreesofdirectionchange.
HEELANDTOETheprocessofkeepingconsistentpressureonthebrakepedalwhileblippingthethrottlefor
downshifts.Thistechniqueisactuallyamisnomer(ithashistoricalequity,however)sincemodernpedallayoutsenable
theuseoftheballofthefootonthebrakewhileatthesametimeusingtherightsideofthesamefoottorev(blip)the
throttle.Thisisanessentialskillthatallgreatdriversusetoshortenbrakingzonesandturnfastlaps.
HOOKAspingenerallytotheinsideofaturn.Thisisthemostcommonspininracing.Differsfromasecondreaction
hookslide.
HOOKSLIDEThesecondreactionslide.
INCREASINGRADIUSCORNERAcornerwheretheradiusoftheearlypartofthecorneristighterthantheradiusofthe
latersection.
INFORMATIONFLAGSTrackadvisoryflags.

IRATINGYouriRatingisameasureofyourskillascomparedtootheriRacing.comdrivers.iRatingsareusedtoensure
similarlyskilleddriverscompeteagainsteachotherinofficialsessionsandRaceSeries.
KINKAjogintheroad,normallyfoundonpartofastraight.
LADDERSYSTEMiRacing.com`suniquesystemthatcantakedriversfromaracingschoolallthewayuptomotorsports
topranks
LATEAPEXAclippingpointontheinsideofaturnthatpermitsadecreaseofsteeringangleduringthesecondhalfofa
corner.Generallyusedtopermitacceleration,especiallyifgripisdecreasedforanyreasoninthelastpartofaturn.
LEADFOLLOWAmethodusedtolearntheracingline,wherethedriverfollowsaninstructoraroundtheracetrack.
LIFTComingofforreducingthrottle.
LINETheoptimumpatharoundtheracetrack.Thelinecanvarywithtrackconditionsandthetypeofracecarbeing
driven.Othervariablesincludeelevationchange,pavementchange,andhowwellacarturnsintoacorner.
LOADTRANSFERThechangeintheverticaldownforceonatirethatresultsfrombraking,turningoraccelerating.
LOCKUPOccursunderbrakingwhenatirestopsrotating.Lossofsteeringcontrol,flatspottedtires,anda30%
decreaseinbrakingtractionaretheresultsoflockup.Causesincludeoverbraking,improperbrakebias,orcrabbingthe
entryintoacorner.
LOOSESynonymouswithoversteer.
MAINTENANCETHROTTLEThrottleapplicationintendedtomaintainthecurrentspeedofthecar,andtherebysettle
thebalanceofthechassis.
MODULATIONChangingthepressureonthebrakeorthrottleinanefforttokeepthetiresnear,butnotover,their
tractionlimits.
NEUTRALHANDLINGWhenbothfrontandrearsetsoftiresoperateinthesameslipanglerangewhenacaris
corneringatthelimit.
OUTBRAKINGBrakinglaterthananotherdriver.
OVERREVHighRPMinarangethatislikelytocausedamagetoanenginesinternalcomponents.
OVERSTEERSynonymouswithloose,occurswhentheslipangleofthereartiresisgreaterthantheslipangleofthe
fronttireswhenacariscorneringatthelimit.Numeroustypes:Steadystate,trailingthrottle,trailingclutch,power,
brakebias,andaerodynamicallyinducedOVERsteerareallexamples.Anotherdescription:Thecaristurningmorethan
thesteeringinputorradiuswoulddictate.
PACELAPThewarmuplappriortoaracestart.
PAUSEDuringaskid,thatmomentwhenthemovementoftherearofthecartowardtheoutsidestops.Thesprings
areabouttoreboundandtransferweighttowardtheinsidetires.ThisprecedestheRecoveryphaseofCPR.Also
describedasthemomentduringaskidwhentherotationofthespiniscaughtandconvertedtoasidewaysslide.
PINCHINGAddingsteeringinputtoacarwhenitscornering.Mostfrequentinthesecondhalfofthecornertorecover
fromanearlyapex,addingaccelerationtoosoonorapoorlytimedpass.

PITLANE/HOTPITSAnareaadjacenttotheracetrackwherecarsareworkedonduringpractice,qualifyingorarace.
Topitmeanstomakeapitstop.
PITCHChangesofthefronttorearrideheight;also,theangleofattackofacarinresponsetoaccelerationand
braking.
POLESITTERThefastestqualifier.
RECOVERYRecoveryisthethirdphaseofskidcontrol(CPR).Asaslidestops,theoutsidespringsunload,transferring
weighttotheinsidetires.Gooddriversknowthattheymuststraightenthesteeringwheeltopreventasecondreaction
hookslide.
REDLINE/REVLIMITThemaximumRPMdepictedonthetachometerthatanenginecanturnwithoutdamagetoits
internalcomponents.
REFERENCEPOINTAnypointonorbesidetheracetrackthatadriverusestotriggersomeaction;turningin,apexing,
brakeapplicationpoint,etc.
REVSTermusedtodescribetheRPM(revolutionsperminute)oftheengine.
ROADCAMBERTheangleoftheroadsurfacerelativetothehorizon.Positiveroadcamber(banking)helpsthecar`s
corneringforce.Negativecamberreducesthegripofthecar.
ROLLTheupwardordownwardmovement,leftorrightalongacarscenterline,inresponsetocorneringforces.
ROLLCENTERApointinspacedeterminedbysuspensiongeometrythattheCGrollsaroundateachendofthecar.
ROTATIONDeliberateOVERsteercausedbythereleaseofthebrakesduringthetrailbrakingphaseofbraketurning.
RPMRevolutionsperminute.
SCCASportsCarClubOfAmerica,asanctioningbody.
SECONDREACTIONThereboundofthechassistowardtheinsidespringsafteraslidestops.Mustbecounteredbythe
RecoveryphaseofCPRtopreventahookslide.
SEGMENTTIMEThetimeittakestodrivefrompointtopointonasectionofracetrack.
SEQUENTIALTRANSMISSIONAfastshifting,constantmesh,motorcycletypegearboxthatshiftsdirectlytoeachgear
withoutgoingthroughneutral.
SHAVEDTIRESStreettirescanbeshavedsothattheirtreaddepthisgreatlyreducedtomakethemraceready.This
preventsthetirefromoverheatingandprovidesmoretraction.
SIGHTPICTUREAvisualtemplatethatdriversusetolocatethemselvespreciselyontheracetrack.AfterusingThe
ProceduretoFindtheLine,adrivertakesavisualsnapshotofeachturn.He/shenowwillknowwheretobeineveryturn
andbeabletocatchmistakesearly.
SLIPANGLEWhilecornering,thereisadifferencebetweenthedirectionthatthecenterlineofthewheelispointing
andthedirectionthatthetireistraveling.Thisdifferenceismeasuredindegreesandreferredtoasslipangle.Tireshave
arangeofslipangleswheretheydelivertheirmaximumlevelofcorneringtraction.
SLIPSTREAMTheareaofcleanairbehindamovingcar.Alsodefinedasfollowingcloselyinthedraftbehindothercars.

SLOWHANDSTheoppositeoffasthands.
STACKUPAtthestartoftherace,thetendencyforallthecarstoarriveinthefirstturnatthesametime.
STEERINGLOCKThemaximumdegreeofsteeringinputavailableonacar.
STRAIGHT(straightaway)Selfexplanatory,exceptthatiftheportionofthecircuitcanbedrivenasfastasthecar
cango,theroaddoesn`tnecessarilyhavetobeperfectlystraighttobeconsideredpartofthestraightaway.
SWAYBAR/ANTIROLLBARAnadjustablesuspensiondeviceatoneorbothendsofacarthatlimitsweighttransfer.
Somearecockpitactuated.Swaybarscontroltherateofchassisrollrelativetothesuspension.
SWEEPERAfast,sweepingcorner.
TACHOMETER(tach)Deviceformeasuringenginespeedinrevolutionsperminute(RPM).
TFTSTooFast,TooSoon.
THEPROCEDUREThemethodofworkingyourwayuptothelimitbystartingoffconservativelyandtakingsmall,
incrementalstepstoincreaseyourspeed.
THRESHOLDBRAKINGUsing100%ofacar`sbrakingcapabilitywhilebrakinginastraightline.Atthethreshold"limit,
thetirewillberevolvingapproximately15%slowerthanitwouldbeiffreelyrollingovertheroad.
THROTTLEThegaspedal.
THROTTLEAPPLICATIONPOINTThepointinaturnwhereadriverbeginstoapplypowertodriveawayfromthe
corner.
TIGHTSynonymouswithUNDERsteerandpush.
TIREPERFORMANCECURVEAgraphtoshowatiresgripandslipanglearerelated.
TOWSeeDraft.
TRACKOUTThepointthatthecartouchestheoutsideedgeoftheroadattheexitofacorner.Orthepointinacorner
whenthehandsarestraightandthereisnocorneringload.
TRAILBRAKINGAgradualreleaseofthebrakesduringbraketurningthatleadstorotationatthelimit.
TRAILINGTHROTTLEOVERSTEER(TTO)OVERsteercausedbyliftingoffortrailingthethrottlewhenthecarisnearits
corneringlimit.
TURNINThepointatwhichthedriverfirstturnsthesteeringwheel,transitioningthecarfromthestraightintothe
corner.
TYPEONETURNSCornersthatprecedelongstraights.Thesearethemostcommontypesofturnsandgenerally
requirealateapextomaximizeexitspeed.
TYPETHREETURNSSetup(orcompromise)turns.AlwaysprecedesTypeOneTurns.Thesearethemostchallenging
cornerssinceyoumustknowwheretogoslowtoturnafastlap.
TYPETWOTURNSCornersthatcomeattheendoflongstraightswherecarryingentryspeedproducesabetterlap
time.

UNDERSTEERSynonymouswithpushandtight.Theslipangleofthefronttiresisgreaterthantheslipangleofthe
rearswhenthecariscorneringatthelimit.Thecaristurninglessthanthesteeringinputorradiuswoulddictate.
WEIGHTTRANSFERAlsoKnownasLoadTransfer.Thelateralandlongitudinalmovementofthemassofthecaras
determinedbythedriversinputs.
YAWANGLETheanglebetweenthecenterlineofacarandthedirectionthecaristravelingwhencornering.

7)iRacingSetupGuideQuickReferenceChart

TheattachedQuickReferenceChartoffersacolorcodedcheatsheetprovidingsuggestedsetupadjustmentsto
addressgeneralhandlingissues.Remember,therearenoabsolutes.Eachadjustmentinvolvescompromisebetween
intendedresultsandsideeffects.Bepatientandmakechangesoneatatime.
BelowisanexampleofhowtousetheQuickReferenceChart.
EXAMPLE:
Uponcompletingafewtestlaps,youconcludethatyourcarneedsabigadditionofFRONTGRIP.
FindtheFRONTGRIPcolumnintheQuickReferenceGuide.
Followingthecolumndown;alltheareasingreenrepresentchangesthatwouldincreasetheFRONTGRIP.
Forexample,wepickTIREPRESSURE/FRONTS/decrease().
BythenfollowingtherowtotherightonecanquicklyreferenceothercharacteristicsofdecreasingFRONTTIRE
pressure.
InthisexampletheREDboxindicatesapotentiallossofstability.Understandthatalossofstabilitymayshowupasan
OVERsteerconditionandbeinterpretedasalossofperformanceintheREARofthecar.Butinfactitmaybeasituation
wheretheincreaseinFRONTperformanceoverpoweredtheREAR.
Also,bycontinuingtoscrolltotheright,intotheMostAffectedpartofthetable,weseethateverypartofcorner
sequenceissignificantlyaffected,indicatedbythelightlyshadedboxes.TheMidcornersectionofthecornerwouldbe
themostaffectedasindicatedbyhighlightedbox.