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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) [Link] MotorsportSimulation. b) Explainsthefunctionofeachadjustment. c) Explainshowtoselectadjustmentsthatmayaddressthecarsdeficienciesinthebeginning, middleandendofacorner.

2) ImportantPoints:
a) [Link] [Link] repeatablelaptimethatwillserveasabaselinetodeterminewhetherachangehelpsorhurts. UtilizingtheTimeTrialsessionswithinthesimulationisagreattooltohelpestablishabaseline. Whenyouclearlycantdecreaseyourlaptimewiththecarasitis,thenyoucanbegintoadjust thecar. b) Ifyoumakeseveralmajoradjustmentsatonce,youwillalmostsurelymakethecarworserather [Link],oneatatimefashion,sothatyoucan [Link]! c) Driveability,whichisdefinedasmakingthecarrespondbettertothedriversinputs,isoftenthe [Link]! d) [Link] maymakeanadjustmentforaparticularproblemontrackandcreateanegativeresponse [Link] potentialnegativeeffectinthecarsbehaviorisalwaysinvolvedinevaluatingthevalueofa [Link]:Theexceptionisbrakebiaswhenthereisnobrakepedalpressure. e) [Link] continuum,[Link]! f) Youcouldthinkofthecargoingthroughthecornerastheproverbialrockonastring,butits moreusefulinthisanalogytothinkofitastworocksandtwostrings,wherethefrontaxleis [Link],generally, [Link] first,itfeelstothedriverlikehe/[Link] tireslosegripfirst,itfeelstothedriverasthoughthebackendofthecaristryingtocome [Link].

g) Ovaltrackandroadracersuseslightlydifferentvocabulariestodescribetheadjustmentsmade [Link] torememberisthatthelawsofphysicsarethesamewhetheryouareracingonanovalora roadcourse.

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3) Definitions:
a) UNDERsteer:[Link] [Link] thesteeringinputorradiuswoulddictateandthedriverwillneedtoaddsteeringinthe [Link],thedrivercantaddenoughsteeringto preventthecarfromrunningofftheroad,whichitwilldonosefirst. b) OVERsteer:[Link] [Link] OVERsteersteadystate,trailingthrottle,power,brakebiasinduced,andaerodynamically [Link]. Easingoffonthesteeringwithoutmakinganysuddenmoveswiththethrottlecanbringtherear ofthecarbackundercontrol,butifthecarisgoingtoofast,orthedriverdoesntrespondquick enough,thecarwillspin,andtendtogooffthetrackbackwards. c) Committomemorythebasicsequenceofacorner:BrakingPoint,Entry(turnin),MidCorner (apex)andExit(trackout). i) BrakePoint:Aspecificreferenceonornexttothetrackwhichdriversusetostartthe [Link] [Link] BrakingPoint.(Learntomaintainthepressureonthebrakethatkeepsthecarat [Link] downforcethisisasteadypressurejustshortofbrakelockupthroughoutthebraking [Link] needtobemodulated,decreasingasthecarslowsdownandthereislessdownforcebeing appliedtothetires.)

ii) TurnIn:Thepointatwhichthedriverfirstturnsthesteeringwheel,transitioningthecar fromthestraightintothecorner. iii) Apex:Theclippingpointontheinsideofacornerwherethecarisatthecorrectanglefora perfectexitontothenextsectionoftrack. iv) TrackOut:Thepointthatthecartouchestheoutsideedgeoftheroadattheexitofa [Link] throughthewheel.

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4) RoadCourseChassis
a) Tires
i) FrontandRear i) (1) Idealtirepressureisdeterminedbytheloadthetirecarrieshigherpressureshandle [Link],inaheaviercar,orabankedturn,orcompressionatthe baseofahill,moregripwillberetainedwithhigherpressures,whereaswithlighter loads,lowerpressurestendtogivebettergrip. (2) IncreasingthepressurewillineffectSTIFFENthesidewallofthetire,whichmakesthe tiremoreresponsivetothedriversinputs,particularlyduringtheinitialturninfora [Link] [Link],bumps,curbsandviolentinputsfromthedrivermayresultin alossoftraction. (3) [Link],the complianceimprovesand,generally,[Link] becomelessresponsivetodriverinputs,(i.e.,thecarfeelssluggish). ii) ColdPressure:Ameasurementofinflationpressure(measuredinpsipoundsper squareinch)whenthetireisatambienttemperatureinthepits,beforehavingbeenrunon theracetrack. iii) LastHotPressure:Thisisthetirepressureasrecordedwhenyouexityourcar,orpullinto yourpitstall,[Link],sodoesthepressure [Link],thispressurewillstabilizeafterafewlaps. iv) LastTempsOMI:Thisisthetiretemperatureasrecordedwhenyouexityourcar,orpull intoyourpitstall,[Link] displayedwithreadingstakenattheouteredge(O),middle(M)andinneredge(I). Generallyspeaking,[Link] ofthumbisthatthetemperaturedifferentialshouldbeabout10degrees(+/5)fromthe outertoinneredgeofthetire,withtheinneredgebeingthehottest. TirePressures:Probablythemostpowerfulyoucanmakeasthetiresperformanceishasa strongeffecteverypartofalap.

b) Camber
(1) AnalignmentmeasurementofhowmuchthetopofatireistiltedINtowardorOUT [Link],suchas1.0to2.0, thetopofthetireistiltedINtowardthecenterofthecar.

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(2) Camberchangeisanadjustmentintendedtooptimizethetirescontactpatchasthecar [Link],camberchanges aremosteffectiveintuningthecarforthemidcorner(apex)duringmaximum corneringloads. (a) Front:Ifgripatmidcorner(apex)isdesired,ADDINGnegativecambertothe [Link] tiltedin,lesscontactpatchisontheroadwheninastraightline,andthereforeless performanceisavailablethenegativeeffectofADDINGnegativecamberisin straightlinefunctionssuchasbrakingwherethetirewillhaveatendencytolockup [Link] UNDERsteerslide,[Link] knownasaFLATslide. (b) REAR:Ifgripatmidcornerisdesired,[Link] compromiseintherearisthattoomuchnegativecambermaycausesnapexit OVERsteerandexcessivetirewear.

c) Caster
(1) Analignmentmeasurementonthefrontsuspensionthatrelatesthetirecontactpatches [Link],theforcesattemptingtostraightenthesteering wheelwillincrease. (2) Casterchangesinroadracingarebestusedtoadjusttheamountofsteeringwheel [Link] incornerexitorallthewaythroughhighspeedcorners. Note:[Link] simplythenatureofthesesuspensiongeometries.

d) Toe
i) Analignmentsettingthatrepresentsthedirectionthetwotiresofeitherthefrontorrear [Link](s)ispointedabsolutely [Link],forexample,both fronttiresaresettobepointingINtowardthecenterline(i.e.,pigeontoed),theythen havepositive(+)[Link] inchesormmandrepresentsthedeviationoffzerotoeandiscumulative.

ii) Havingthetwotiresonanaxleslightlyworkingagainsteachotherkeepsthecarstableover [Link]

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[Link],mostcarshaveabaselinesettingwith oneaxlerunning(+)TOEandtheotherrunning()TOE. (1) FrontToe:Thisisapowerfultooltotunehowthecarbehavesinastraightlineandat cornerentry. (a) ToeIn(+):AddingTOEshouldincreasestabilityinthebrakingzonesandslowdown [Link] [Link] havingthetirespointedstraight,themorestraightawayspeedsarenegatively affected. (b) ToeOut():IncreasingTOEOUTwillhavethelargesteffectatcornerentryby [Link] straightlinespeedandstability. (2) RearToe:Thisadjustmentaffectsthegeneralfeelandbehavioroftherearthroughout thecorner. (a) ToeIn(+):Generally,havingtheoutsideloadedtireinacornerslightlypointedIN ortowardtheapexofacornerhelpsreargripandoverallstability. (b) ToeOut():Atcornerentrytheoutsidetireisslightlypointedtotheoutsideofthe [Link] [Link],Toeoutisonlyusedinroadracingcarstocombata significantUNDERsteerconditionthatcannotbeotherwiseaddressed.

e) RollBars
i) [Link],thecorneringforcescausethe chassistolean,orroll,[Link] belimitedinordertokeepsidetosidetireloadingandthecamberofthetiresinthe [Link] barsaretransversespringsdesignedtoactonlywhenthecarisrolling;theymaybefittedto [Link] understeer/oversteerbalanceofthecarduringcornering,whichitaccomplishesbyfine tuningtheamountofloadthattransferstotheoutsidetiresatthefrontversustherear.A stifferantirollbaratoneendofthecarwillincreasetheloadontheoutsidetireatthat [Link],theloadtransferredwillremainthesame,butoverall chassisrollwillbereduced,whichmayrequireacamberadjustment. ii) Remember,oneoftheprimarygoalsistofindagoodbalancebetweengripatthefrontand [Link] INCREASEinrollresistance,[Link]

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rollbar,andonsomecars,[Link] barsatall,inwhichcaseanytuningofrollstiffnessmustbedonewiththeregularwheel springs. iii) FrontAntiRollBar:Apowerfultuningtooltoaffecttheoverallbehaviorofthecar. (1) Stiffer:WillincreaseoverallcarstabilityandshiftthecarsbalancetowardUNDERsteer (push),[Link] compromisecanbeonbumpsand/[Link], sowhenonetirehitsabumptheentirefrontaxlewillbeaffectedthroughalossof overallgrip. (2) Softer:WillshiftthecarsbalancetowardOVERsteer(orlessUNDERsteer.)Andthe frontwillimproveincompliance,whichimprovesperformanceinbrakezonesandover bumps. iv) RearAntiRollBar:Avaluabletoolfortuningthebehaviorofthecarparticularlyfrommid cornerouttotheexit. (1) Stiffer:Asyouaddthrottlethroughthecornerwhilethesteeringwheelisstillturned, [Link] [Link],thecompromiseisin compliance;apossibleSNAPorFLATOVERsteermayresultifrearantirollbarisTOO stiff. (2) Softer:Allowsmorerollatthebackofthecar,whichwillbemostevidentatcorner [Link],[Link],comparedto arearbarthatisTOOstiff,theexitOVERsteerconditionwillbemoregradualinsteadof asnap,hencethephraserollOVERsteer.

f) BrakeBias
i) Asacardecelerates,loadtransferstothefronttires,whichgenerallyimprovestheirgrip, [Link] brakingforcesbetweenfrontandrear(brakebias)inordertomaximizeoverallbraking [Link],thebrakebias settingwillalsohaveaneffectonthecarsturninbalance. ii) IncreasingFrontbias:Shownasalargernumber,increasingbrakebiastothefrontwillput [Link] [Link] reartiresarebeingunderutilizedandoverallbrakingefficiencywillsuffer.

iii) ReducingFrontbias:Thisputsmorebrakingonthereartires,which,withinlimits,improves [Link],though,[Link], [Link],toomuchrearbrakebias,particularlyif

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thedriverisnotbrakinginastraightlineorhasweakfootworkondownshifts,cancausethe reartirestolockup,whichputsthecarinadynamicallyunstableconditionthatcaneasily [Link],the carwillhaveatendencytorotate(OVERsteer)atcornerentryuponbrakerelease.

g) SpringPerchOffset
i) [Link]/damperunits,the springperchoffsetisthedistancefromthespringseatofthespringperch(orshockcollar) [Link],reducing thisoffsetwillextendtheshock(raisingtherideheightatthatcornerofthecar),whereas increasingitwillcollapsetheshock(loweringtherideheight).Thisnumbersimply representsthelengtheningorshorteningofthespringwithzerobeingabaselinestarting [Link](lefttoright)rideheightsandspringratesareverycommonin ovaltracktuning,inthevastmajorityofcases,keepingthecarsymmetrical(lefttoright)is [Link]. Noticethatwhenrideheightchangesaremadesymmetrically,theatrestcornerweights willgenerallystaythesame;itisindynamiccircumstances([Link]) thathandlingperformancechangesoccur.

NOTE:ThetermusedwhencomparingthefrontrideheighttotherearrideheightisRAKE. Whenthefrontsuspensionissetlowerthantherear,thecarissaidtohavePOSITIVERAKE. ii) Front: (1) IncreasingOffset:[Link] weighttofront,improvingfronttiregripandthusshiftingthebalancetoless UNDERsteerand/ormoreOVERsteer. (2) DecreasingOffset:[Link] therear,improvingthegripofthetiresatthatendofthecarandshiftingthehandling balancetowardUNDERsteer. iii) Rear: (1) IncreasingOffset:LOWERStherideheightattherear,whichshiftsweightandgripto [Link]. (2) DecreasingOffset:RAISEStherideheightattherear,whichshiftsweightandgripto [Link].

h) CornerWeights
iv) [Link] above,rideheightsandcornerweightsshouldalmostalwaysbesymmetric(sidetoside)for [Link],

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whenrideheightchangesaremadesymmetrically,theatrestcornerweightswillgenerally staythesame;itisindynamiccircumstances(i.e.,whilerunningonthetrack)thathandling [Link] thegarage,becauseofcaster,havingthewheelturnedwillshiftthebaselinecornerweights andcausedifferencesincornerweightsoncethesteeringisreturnedtothestraightahead position.

i) Wings
i) [Link] magicofawingisthatitproducesloadonthetireswhichtranslatestoincreasedcorner speedandinthecaseofverypowerfulcars,strongeraccelerationoffthecornerwithout [Link] increasesasvehiclespeed(andthereforethespeedoftheairoverthewing)increases, albeitwithaconcurrentincreaseinaerodynamicdragthatslowsthecarsstraightaway speed. ii) Differentwingdesignshavedifferentlift/dragratios,butinmostracingclassestodaythe [Link] [Link], whichisgivenindegrees,[Link] thepointthatthewingbecomesaerodynamicallystalled,astheangleofattackincreasesso doesthelevelofdownforce,aswellastheamountofdrag,whichslowsstraightaway speeds.(Astalledwingproducestheworstofallpossibleworlds;downforceisgreatly reducedanddragincreasessharply.) iii) Itisimportanttonotethatwithproperlyadjustedwings,thespeedlostonthestraightaway [Link] doesthecarspendlesstimenegotiatingthecorner,butthesharplyincreasedspeedat whichthecarentersthestraightwaymeansashortertimefromtheexitofonecornerto theentryofthenext,evenifterminalspeedonthestraightawayisdecreased. iv) FrontWing:Typicallyusedasatuningtooltobalancewiththerearwing. (1) Raisingtheangleofattackofthefrontwing:Increasestheleveloffrontgrip,especially atthehigherspeedsections,[Link] compromiseisanincreaseindrag,butasimilarchangetotherearwingwillgenerally resultinanevengreaterincreaseindrag. v) RearWing:Tendstobemuchlargerthanthefrontwingandhasamajoreffectonthecars overallperformance.

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(1) Raisingtherearwing:Shownasanincreaseindegreesofangleofattack,willaddgrip [Link] straightlinespeedswillbelower. (2) Loweringtherearwing:Shownasadecreaseindegreesofangleofattack,willreduce thereargriplevelwhilereducingdrag.

j) Springs
i) [Link] [Link] [Link],everybitoffeedbackthatadriversensesfrom [Link] mostpowerfultoolsavailable.

ii) Front: (1) Stiffer:[Link] compromiseislesscompliance. (2) Softer:[Link]. iii) Rear: (1) Stiffer:ReducesUNDERsteer,[Link] lesscomplianceintherearandlessgrip. (2) Softer:AddsreargripandshiftsthebalancetoUNDERsteer.

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

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Thedamperadjustmentsavailableinthesimulationareforthecompression(bump)motion [Link],the compression(bump)happenswhenadditionalloadisputonthespring,aswhenhittinga bumpand/[Link] additionalload,[Link] reboundmotionissimplythespringtryingtoreboundtonormalafterbeingcompressed, [Link] fastthishappenscomesfromthedampersreboundsetting. iii) Whenanincreaseinresistance(stiffer)ineithermotionisdesired,selectalargernumber, [Link] resistanceavailable;itcouldalsobeafive(5)[Link] (softest)numberprovidessomeresistance.A5settingprovidesmoreresistance(stiffer) thana10setting. iv) Becauseofthevarietyofcornersinroadracingitisagoodideatokeepthecarsymmetrical onitslongitudinal(leftright)axis. v) Compression(Front) (1) StifferCompression:Slowsdownthecarsfrontwardweighttransferuponinitialbrake [Link]. (2) SofterCompression:Addsgriptothefronttiresthroughbettercompliance,butatthe costofstabilityofthevehicle. vi) Compression(Rear) (1) StifferCompression:ThischangeismosteffectiveatreducingUNDERsteeratturnin andmidcornerandresistingUNDERsteeratinitialthrottleapplication,atthecostof possibleOVERsteerbothatturninandthrottleonattheexitofthecorner. (2) SofterCompression:Thischangeshouldimprovereargripthroughbettercompliance. ThecornerentryhandlingbalancewillmovetowardUNDERsteeralongwithimproved [Link] onconditions,suchasatthecornerexit. vii) Rebound(Front) (1) StifferRebound:Asthebrakesarereleasedatcornerentry,theinitialturninshould bemorepositive,[Link],thiscanproduceturnentry OVERsteer.

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(2) SofterRebound:Asthebrakesarereleasedatcornerentry,thetireswillhavebetter compliance,[Link] isthepotentialforincreasedUNDERsteeratcornerexit. viii) (1) StifferRebound:[Link] downsideislesscompliancewhenthethrottleisopened. (2) SofterRebound:ThischangewillbebestfeltatcornerentrywithlessUNDERsteerand [Link] 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) [Link] 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 [Link],inaheaviercar,orabankedturn,orcompressionatthe baseofahill,moregripwillberetainedwithhigherpressures,whereaswithlighter loads,lowerpressurestendtogivebettergrip. (4) IncreasingthepressurewillineffectSTIFFENthesidewallofthetire,whichmakesthe tiremoreresponsivetothedriversinputs,particularlyduringtheinitialturninfora [Link] [Link],bumps,curbsandviolentinputsfromthedrivermayresultin alossoftraction. (5) [Link],the complianceimprovesand,generally,[Link] becomelessresponsivetodriverinputs,(i.e.,thecarfeelssluggish). ii) ColdPressure:Ameasurementofinflationpressure(measuredinpsipoundsper squareinch)whenthetireisatambienttemperatureinthepits,beforehavingbeenrunon theracetrack. iii) LastHotPressure:Thisisthetirepressureasrecordedwhenyouexityourcar,orpullinto yourpitstall,[Link],sodoesthepressure [Link],thispressurewillstabilizeafterafewlaps. TirePressures:Changingtirepressuresisprobablythemostpowerfuladjustmentavailable astireperformanceaffectseverypartofalap.

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iv) LastTempsOMI:Thisisthetiretemperatureasrecordedwhenyouexityourcar,orpull
intoyourpitstall,[Link] displayedwithreadingstakenattheouteredge(O),middle(M)andinneredge(I). Generallyspeaking,[Link] ofthumbisthatthetemperaturedifferentialshouldbeabout10degrees(+/5)fromthe outertoinneredgeofthetire,withtheinneredgebeingthehottest.

b) Front:
i) ii) FrontBrakebias:Raisingthispercentagewillincreasebrakepressuretothefrontofthe car,whichwilltypicallymakethehandlingunderbrakingtendtowardundersteerandmay [Link] pressure. iii) FrontWheeloffset:OntheLegendsCarthefrontlowercontrolarmscanbechangedso thattheleftsideisshorterthantherightby5/[Link], [Link],setitto5/[Link],itis bestat0. iv) SwayBar:[Link] resultisthatthecarwilltendtobelooser(handlingshiftstowardOVERsteer)astheright [Link] [Link] [Link] [Link],usetheswaybararms(seebelow.) v) SwaybarArmLength:Theswaybararmlengthcanbeadjustedinthreesettings:14,15, [Link] boththerightandleftfrontsuspension,[Link] finetunesthestiffnessoftheswaybar. [Link] [Link] stiffnessbyreducingthelengthoftheleverarmthroughwhichthewheelactsonthebar. [Link] swaybararmchangeswillmostlybefeltonentranceandexitofthecorner,andlessso duringsteadystatecornering. vi) LeftBarendoffset:Offsetishowishowswaybargap(discussedimmediatelybelow)is determined. Toein:Toeinwillhelpyourcarturn,[Link](or goingtotoeout)willmakethecartighterandnoticeablymorestableonexitofthecorner.

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vii) Swaybargap:[Link] theswaybararmconnectstothelowerAframe,[Link] [Link],swaybargaphaspositiveandnegative [Link] [Link] [Link] [Link] occurasaresultrighthandsteeringinputsbeforetheantirollbarwillbeginactingonthe [Link] abilitywillincreasethroughouttherestofthecorner.Aneutralbarwillhaveasettingof0. [Link] [Link] youkeepagoodwatchonyourswaybargapasitislikelytochangedrasticallywithminor [Link] bargap,setittoalargepositivenumber(largegap),makeyourotheradjustmentsandthen readjusttheswaybargaptoyourpreferredsetting.

c) LeftFront:
i) ii) Rideheight:[Link] likelyresultinalackofgrip;loweringitwillincreasegripatthefrontofthecar. iii) Shockcollaroffset:Thisisthemeasurementfromtheshockcollartothelowerendofthe [Link]. Decreasingthismeasurementwillhavetheoppositeeffect. iv) SpringRate:[Link] loweringthespringratewilltightenthecarup(movethehandlingbalancetoward UNDERsteer.) v) Camber:Thisistheadjustableangle(lefttoright)ofthetiretoensureyouhavethe [Link],wherethecarisalways turningleft,thissettingwillbeinthepositivenumbers,sothatasthecarrollsintheturn, [Link] thetiresouteredgeandintheendresultinlossofgrip. vi) Caster:Thisistheadjustableangleofthespindle(fronttorear),whichallowstheleftfront [Link] [Link] [Link],particularlyfromcorner [Link] tightenthecar,whileincreasingthesplitwillloosenit. Cornerweight:Thisistheweightoftheleftfrontasitwouldshowifthecarwereona [Link].

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vii) ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompress [Link] affectthecarmuchlessthanincreasingspringrateby50or100pounds,whichmeansthat [Link] leftrearwillincreasethedynamicwedgewhilecorneringandmakethecarmorestableand [Link] dynamicwedgewhilecorneringandincreaserotation.

d) RightRear:
i) ii) Rideheight:[Link] heightwillreducereargrip. iii) Shockcollaroffset:Thisisthemeasurementfromtheshockcollartothelowerendofthe [Link] (changesthehandlingbalancetowardundersteer.)Decreasingtheoffsethastheopposite effect. iv) SpringRate:[Link] turn,whileloweringithastheoppositeeffect. v) ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompress [Link] affectthecarmuchlessthanincreasingspringrateby50or100pounds,whichmeansthat [Link] leftrearwillincreasethedynamicwedgewhilecorneringandmakethecarmorestableand [Link] dynamicwedgewhilecorneringandallowthecartorotatemore. Cornerweight:[Link] rightrearcornerweighthelpsthecarturn.

e) RightFront
i) CornerWeight:[Link] thisnumbertightensthecar.

ii) RideHeight:[Link] rightfrontrideheightcanincreasefrontgripiftherightfronttireisbeingoverloaded, [Link] otherchassissettingsandthedegreeofbankingataparticulartrack. iii) ShockcollarOffset:Thisisthemeasurementfromtheshockcollartothelowerendofthe [Link] [Link].

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iv) SpringRate:[Link] tightensthecar,whileloweringithastheoppositeeffect. v) Camber:Thisistheadjustableangle(lefttoright)ofthetiretoensureyouhavethe [Link] benegative,sothatasthecarrollsintheturn,thetirestandsupandproducesmaximum [Link],whichreducesthetirestotalgrip. vi) Caster:Thisistheadjustableangleofthespindle(fronttorear),whichallowstheright [Link] twodegreesplitincasterlefttoright,withtheleftfrontrunningalowercastersettingthan [Link],particularlyfromtheentrance [Link] morestableandpossiblytighter. vii) ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompress [Link] affectthecarmuchlessthanincreasingspringrateby50or100pounds,whichmeansthat [Link] leftrearwillincreasethedynamicwedgewhilecorneringandmakethecarmorestableand [Link] dynamicwedgewhilecorneringandallowthecartorotatemore.

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

ii) RideHeight:[Link] isolation,[Link] infoaboutchangingtherideheight. iii) ShockcollarOffset:Thisisthemeasurementfromtheshockcollartothelowerendofthe [Link] [Link] UNDERsteer. iv) SpringRate:[Link] tightenthecar,whileloweringthespringratewillmovethehandlingbalancetoward oversteer. v) ShockStiffness:Shockstiffnessisthemeasureofhowmuchforceisrequiredtocompress [Link] affectthecarmuchlessthanincreasingspringrateby50or100pounds,whichmeansthat [Link] leftrearwillincreasethedynamicwedgewhilecorneringandmakethecarmorestableand

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[Link] dynamicwedgewhilecorneringandallowthecartorotatemore.

6) RacingTerms
[Link] speedrangewheretheflowofairisfastenoughtocreatedownforceonthetires. [Link], increasesinangleofattackcreatemoredownforceanddrag. APEXTheclippingpointontheinsideofacornerwherethecarisatthecorrectangleforaperfectexit ontothenextsectionoftrack. [Link] ratiosdescribeatirethatislowprofileandwide,versustallandthin. BALANCEThemixoffrontversusreargripthatisdeterminedbychassis,aeroandbrakebiassettings. Chassissettings,aswellasaccelerationandbraking,[Link] [Link] deceleration. BINDExcesssteeringanglelimitingacarsacceleration. BLIPProperdownshiftingtechniquerequiresthattheenginerevsbeincreasedtoallowsmooth engagementofthenextlowestgear,[Link]"Blip"isaquick applicationofthethrottlepedal,usuallydoneusingtheheelandtoetechnique,tomomentarily increasetheengineRPM. BRAKEBIASTherelativeproportion,fronttorear,[Link],brake biasisadjustabletocompensateforchangesintrackconditions,fuelload,andaerodynamicdown force. BRAKEPOINTAspecificreferenceonornexttothetrackwhichdriversusetostarttheapplicationof [Link] [Link]. BRAKETURNINGCombiningthecar`sbrakingandturningabilitiessimultaneouslyintheareabeyond [Link] [Link]. BREATHINGTHETHROTTLEAlift(invaryingdegrees)offthethrottletoneutralizeundersteeror induceTTO.

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CFCoefficientoffriction:[Link] measureoftheratioatwhichatireconvertsdownloadingtotraction. CGCenterofgravity:Thepointinspacewherethecar`smassiscentered. CHOPAbruptlyturningintoacornertopreventapass. COMMANDFLAGFlagrequiringactiononthepartofthedriver. COMPROMISECORNERS Acornerwhereyoucompromiseormodifyyourlinetogainorbenefitinanothercorner. CONSTANTRADIUSCORNERSTurnswhichcanbemeasuredwithonearcstartingattheturninpoint. CONTACTPATCHThatpartofatirethatsincontactwiththeroadatanyonepointintime. CORNERENTRYThesectionoftrackbetweenthebrakepointandwherethrottleapplicationstarts. CORRECTIONThefirstphaseinhandlingaslide(SeeCPR,below)isthe"Correction."Thedriver lookswherehewouldliketogoandturnsthesteeringwheeltowardthedirectionthattherearofthe carissliding. CPIdriver`sSafetyRatingisderivedfromtheirCornersPerincident(CPI)[Link] [Link] lap,yourCPIwouldbeseven.Ifyoudrove100laps,withonlyoneincident,yourCPIwouldbe700. CPRAskidcontroltechniqueinvolvingtheCorrection,thePause,andtheRecovery. CRAB/CRABBINGGraduallydriftingtowardtheinsideoftheroadandsacrificingradiusonthe [Link],andresultsinanearly apex. [Link] motion;itdoesnotsupporttheweightofthecar. DECREASINGRADIUSCORNERAcornerwherethefirstsectionoftheturnhasalargerradiusthanthe second. DEEP/GOINGDEEPGoingtothebrakesascloseaspossibletoacorner. DIVEBOMBAnilladvised,lateattemptatapass. DOUBLECLUTCHAdownshiftingtechniqueusedtomanuallyspeedupthemainshaftinanon [Link]. [Link].

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DROPWHEELSTheactofdrivingwithoneormorewheelsofthecarofftheracetrack. [Link] thandownshiftingthrougheachgear. EARLYAPEXAnearlyapexrequiresadditionalsteeringinputbeyondtheclippingpointofacorner. Thisisgenerallythemostcommonlinemistake,butearlyapexingcanbeusedifthereisanincreasein elevationand/orcorneringgripaftertheapex. EXITSPEEDThespeedofacaratthetrackoutpointofthecorner. FASTHANDSMovingthesteeringwheelquickly. FLAGSUsedtocommunicatewiththedriver. FLAT/[Link],leavingno marginforerror. FRICTIONCIRCLEAgraphusedtoshowatiresmaximumcapabilitiesinthethreeforcesitcan generate:Braking,Cornering,Accelerating. G(g)[Link] lateralaccelerationforcesthatcarsgenerateduringbraking,turningandaccelerating. GRIDStartingpositionsforthebeginningofarace. GRIPThetractionoftiresinbraking,[Link](g). HAIRPINArelativelyslowcornerwithmorethan120degreesofdirectionchange. HEELANDTOETheprocessofkeepingconsistentpressureonthebrakepedalwhileblippingthe [Link](ithashistoricalequity,however)since modernpedallayoutsenabletheuseoftheballofthefootonthebrakewhileatthesametimeusing therightsideofthesamefoottorev(blip)[Link] toshortenbrakingzonesandturnfastlaps. [Link] secondreactionhookslide. HOOKSLIDEThesecondreactionslide. INCREASINGRADIUSCORNERAcornerwheretheradiusoftheearlypartofthecorneristighterthan theradiusofthelatersection. INFORMATIONFLAGSTrackadvisoryflags.

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[Link] usedtoensuresimilarlyskilleddriverscompeteagainsteachotherinofficialsessionsandRaceSeries. KINKAjogintheroad,normallyfoundonpartofastraight. [Link]`suniquesystemthatcantakedriversfromaracingschoolallthewayup tomotorsportstopranks LATEAPEXAclippingpointontheinsideofaturnthatpermitsadecreaseofsteeringangleduringthe [Link],especiallyifgripisdecreasedforany reasoninthelastpartofaturn. LEADFOLLOWAmethodusedtolearntheracingline,wherethedriverfollowsaninstructoraround theracetrack. LIFTComingofforreducingthrottle. [Link] [Link],pavementchange,andhowwellacar turnsintoacorner. LOADTRANSFERThechangeintheverticaldownforceonatirethatresultsfrombraking,turningor accelerating. [Link],flatspottedtires, anda30%[Link],improper brakebias,orcrabbingtheentryintoacorner. LOOSESynonymouswithoversteer. MAINTENANCETHROTTLEThrottleapplicationintendedtomaintainthecurrentspeedofthecar,and therebysettlethebalanceofthechassis. MODULATIONChangingthepressureonthebrakeorthrottleinanefforttokeepthetiresnear,but notover,theirtractionlimits. NEUTRALHANDLINGWhenbothfrontandrearsetsoftiresoperateinthesameslipanglerangewhen acariscorneringatthelimit. OUTBRAKINGBrakinglaterthananotherdriver. OVERREVHighRPMinarangethatislikelytocausedamagetoanenginesinternalcomponents. OVERSTEERSynonymouswithloose,occurswhentheslipangleofthereartiresisgreaterthanthe [Link]:Steadystate,trailing throttle,trailingclutch,power,brakebias,andaerodynamicallyinducedOVERsteerareallexamples. Anotherdescription:Thecaristurningmorethanthesteeringinputorradiuswoulddictate.

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PACELAPThewarmuplappriortoaracestart. PAUSEDuringaskid,thatmomentwhenthemovementoftherearofthecartowardtheoutside [Link] [Link] caughtandconvertedtoasidewaysslide. [Link] cornertorecoverfromanearlyapex,addingaccelerationtoosoonorapoorlytimedpass. PITLANE/HOTPITSAnareaadjacenttotheracetrackwherecarsareworkedonduringpractice, [Link]. PITCHChangesofthefronttorearrideheight;also,theangleofattackofacarinresponseto accelerationandbraking. POLESITTERThefastestqualifier. RECOVERYRecoveryisthethirdphaseofskidcontrol(CPR).Asaslidestops,theoutsidesprings unload,[Link] wheeltopreventasecondreactionhookslide. REDLINE/REVLIMITThemaximumRPMdepictedonthetachometerthatanenginecanturnwithout damagetoitsinternalcomponents. REFERENCEPOINTAnypointonorbesidetheracetrackthatadriverusestotriggersomeaction; turningin,apexing,brakeapplicationpoint,etc. REVSTermusedtodescribetheRPM(revolutionsperminute)oftheengine. [Link](banking) helpsthecar`[Link]. ROLLTheupwardordownwardmovement,leftorrightalongacarscenterline,inresponseto corneringforces. ROLLCENTERApointinspacedeterminedbysuspensiongeometrythattheCGrollsaroundateach endofthecar. ROTATIONDeliberateOVERsteercausedbythereleaseofthebrakesduringthetrailbrakingphaseof braketurning. RPMRevolutionsperminute. SCCASportsCarClubOfAmerica,asanctioningbody.

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[Link] counteredbytheRecoveryphaseofCPRtopreventahookslide. SEGMENTTIMEThetimeittakestodrivefrompointtopointonasectionofracetrack. SEQUENTIALTRANSMISSIONAfastshifting,constantmesh,motorcycletypegearboxthatshifts directlytoeachgearwithoutgoingthroughneutral. SHAVEDTIRESStreettirescanbeshavedsothattheirtreaddepthisgreatlyreducedtomakethem [Link]. SIGHTPICTUREAvisualtemplatethatdriversusetolocatethemselvespreciselyontheracetrack. AfterusingTheProceduretoFindtheLine,[Link]/shenowwill knowwheretobeineveryturnandbeabletocatchmistakesearly. SLIPANGLEWhilecornering,thereisadifferencebetweenthedirectionthatthecenterlineofthe [Link] [Link] corneringtraction. [Link] behindothercars. SLOWHANDSTheoppositeoffasthands. STACKUPAtthestartoftherace,thetendencyforallthecarstoarriveinthefirstturnatthesame time. STEERINGLOCKThemaximumdegreeofsteeringinputavailableonacar. STRAIGHT(straightaway)Selfexplanatory,exceptthatiftheportionofthecircuitcanbedrivenas fastasthecarcango,theroaddoesn`tnecessarilyhavetobeperfectlystraighttobeconsideredpartof thestraightaway. SWAYBAR/ANTIROLLBARAnadjustablesuspensiondeviceatoneorbothendsofacarthatlimits [Link] suspension. SWEEPERAfast,sweepingcorner. TACHOMETER(tach)Deviceformeasuringenginespeedinrevolutionsperminute(RPM). TFTSTooFast,TooSoon. THEPROCEDUREThemethodofworkingyourwayuptothelimitbystartingoffconservativelyand takingsmall,incrementalstepstoincreaseyourspeed.

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THRESHOLDBRAKINGUsing100%ofacar`[Link] threshold"limit,thetirewillberevolvingapproximately15%slowerthanitwouldbeiffreelyrolling overtheroad. THROTTLEThegaspedal. THROTTLEAPPLICATIONPOINTThepointinaturnwhereadriverbeginstoapplypowertodriveaway fromthecorner. TIGHTSynonymouswithUNDERsteerandpush. TIREPERFORMANCECURVEAgraphtoshowatiresgripandslipanglearerelated. TOWSeeDraft. [Link] pointinacornerwhenthehandsarestraightandthereisnocorneringload. TRAILBRAKINGAgradualreleaseofthebrakesduringbraketurningthatleadstorotationatthe limit. TRAILINGTHROTTLEOVERSTEER(TTO)OVERsteercausedbyliftingoffortrailingthethrottlewhen thecarisnearitscorneringlimit. TURNINThepointatwhichthedriverfirstturnsthesteeringwheel,transitioningthecarfromthe straightintothecorner. [Link] generallyrequirealateapextomaximizeexitspeed. TYPETHREETURNSSetup(orcompromise)[Link] mostchallengingcornerssinceyoumustknowwheretogoslowtoturnafastlap. TYPETWOTURNSCornersthatcomeattheendoflongstraightswherecarryingentryspeedproduces abetterlaptime. [Link] [Link] inputorradiuswoulddictate. [Link] massofthecarasdeterminedbythedriversinputs. YAWANGLETheanglebetweenthecenterlineofacarandthedirectionthecaristravelingwhen cornering.

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7) iRacingSetupGuideQuickReferenceChart
TheattachedQuickReferenceChartoffersacolorcodedcheatsheetprovidingsuggestedsetup [Link],[Link] [Link] changesoneatatime. BelowisanexampleofhowtousetheQuickReferenceChart. EXAMPLE: i) Uponcompletingafewtestlaps,youconcludethatyourcarneedsabigadditionofFRONT GRIP. ii) FindtheFRONTGRIPcolumnintheQuickReferenceGuide. iii) Followingthecolumndown;alltheareasingreenrepresentchangesthatwouldincrease theFRONTGRIP. iv) Forexample,wepickTIREPRESSURE/FRONTS/decrease(). v) Bythenfollowingtherowtotherightonecanquicklyreferenceothercharacteristicsof decreasingFRONTTIREpressure. vi) [Link] stabilitymayshowupasanOVERsteerconditionandbeinterpretedasalossof [Link] FRONTperformanceoverpoweredtheREAR. vii) Also,bycontinuingtoscrolltotheright,intotheMostAffectedpartofthetable,wesee thateverypartofcornersequenceissignificantlyaffected,indicatedbythelightlyshaded [Link] 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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