TUTORS ON REGULATIONS

ByNones&Ermanzan

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IN INTRODUCTIONI ÓN ..............................................................................................2
2-AJ USTES I YOURCOLLEAGUES........................................................................................4
3-AJ UWING STAGE .....................................................................................5
4-RELACI ONMARCHES................................................................................6
5-EQUI LI BBRAKE RADIUS ..............................................................................9
6-ACHAS READINGI S.....................................................................................10
7-MUELLES 1 2
8-ADEADI GGUARDS .......................................................................................14
9-AR THE GUARD DOGS CION.................................................................................18
10-AR SECURITY CODEI DAD 2 0
11-D I FERENCI AL ..............................................................................................22
12-RESUMEN RAPI DTHE RULEJ ES................................................................27
13-UI AM FROM TELEMETRYÍ ACOMO AP OYO 28
14-USO DE HOFXLAP TO SEE RULEJ EFrom others againS ...................... 3 1

ByNones&Ermanzan

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 1-INTRODUCTION
With this tutorial we will try to give some advice so that any pilot can orient themselves when it comes to
create your own settings for a circuit, adapting the settings to your driving style to get the most out of them
the most out of each of the circuits. Before continuing, let us explain some definitions that
we will use very often in the tutorial:
- Aerodynamic load: when we talk about aerodynamic load we are referring to the
configuration of the flaps. By definition, it would be the resistance that the flaps oppose to
air moves at high speed. A lot of aerodynamic load means more resistance to the passage of air,
with which the car runs slower on the straights but sticks more to the ground, that is to say, better grip in
the curves; on the contrary, low aerodynamic load implies low resistance to the passage of air with it
that the car runs faster on the straights but there is less ground effect and therefore less grip in
the curves. The aerodynamic load to be used will depend on the circuit in which we will race.

The airflow passing over the wings generates downward forces that push the car to the ground in the curves.

- Oversteer: it occurs when, while taking a turn, the rear wheels do not follow the curve.
but tend to continue straight on the trajectory we were following, which produces an excess of turn
what we vulgarly call "going ass-first" and if it is mild it helps us to get the car into the curve, if
[Link].
- Understeer: it occurs when the front wheels do not follow the curve while turning.
but they tend to continue straight on the path we were taking, which makes the car not turn
sufficient and it is what we call 'going over the edge' since the car tends to go outward
the curve.

When throughout the tutorial we refer, for example, to varying a parameter we will achieve
oversteer, we will assume that we start from a balanced car that neither understeers nor oversteers.
We mention this because if our car is initially very understeering and then we vary a
Aparameter that produces unleveled oversteer may mean that the car's balance still tends to understeer.

For the circuit where we want to create some settings, we must first be clear about one thing, and that is
characteristics of the circuit, whether it has fast or slow curves, whether it has a lot or little grip, etc.
We will provide a guideline table of what the circuit has in store for us and that will serve as a starting point:

The provided text is not translatable as it appears to be a [Link] ByNones&Ermazan

 Load brought tonight
Surfaceof The cry of the raven Disgust of the Load to erod. delapole
track asfa lto pneumacits recommended actual
Monza lisa medium high low 1st
Nurburgring slippery little medium media 12th
know
nont si tI lisa a lot medium high media 17º
Spa variable half medium low/media 5th
Suzuka lisa much medium media 10th
Magnycours lisa medium medium media 11th
Silverstone lisa half medium media 11th
Hockeynotin lisa much half low 1st
Show at the irregular medium high low 6th
Melbourne lisa little half high media 12º
A1Ring lisa much medium media 10º
wI iglolater lisa much high lower/middle 12º
The people are roaring dusty half high high 20 degrees
amIola lisa little half high media 11th
Indianapolis peralted medium half media 6th
Interlagos irregular medium medium low/media 13th
Monte Carlo uneven medium low high 20º

For this tutorial, we have chosen the Melbourne circuit:

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 2-INITIALADJUSTMENTS
We will provide some initial values for certain configuration parameters that we will discuss in detail later.
forward. These parameters can serve as a starting point for standard adjustments in
any circuit.

Configurationoptions:wewil chooseappropriatetiresfortheweather,drythemout
The track is dry, wet if it is raining, and the intermediates could be mounted when after that.
The downpour has already stopped but the track is still wet and is drying little by little.
Normally, you won't need to use them since the demo usually suffices, unless it is...
raining a lot. As for the hardness of the tires, for situations where we make few laps to
lapista or playing with restoration points we wil use soft tires, which have a better
performance but they degrade earlier, while for long races we will choose between the soft and the
harddependingonthenumberofpitstopsandtirewearthatwesuffer.
Springs: Front 1200lb/in; Rear 800lb/in
Safetyarch:Front2000lb/in;Rear200lb/in
Chassis height: we will set enough height to not damage the plate that is under the car;
the rear height should be about 25 mm higher than the front
Set all: configure all with a value of 5
Shockabsorbers:
Forward Tra sero
Whataslowone 10 7
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Rebotelento 15 12
Bounce I ask 2 2

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 3-ADJUSTMENTOFAILERONS
Well, the tests begin on the circuit and we will do it by testing the wing configurations.
The rear wing conditions the maximum speed that the car will reach on the straights of the circuit providing
greaterorlesserresistancetothepassageofair.Thewingscanbeconfiguredfromavalueof1ºlike
minimal aerodynamic load (maximum speeds of up to 360 km/h but worse grip in curves) until
a value of 20º as maximum aerodynamic load (maximum speeds around 300Km/h but
excellent grip in curves). Starting from the circuit table, we see that Melbourne is a circuit that to
priori has low grip on asphalt and requires medium/high aerodynamic load so we will choose
first of all to test a rear wing with 16º of inclination for example (in this step, it is better
to exceed due to aerodynamic load rather than by default.

The front wing aerodynamicaly balances the car in the fast corners of the circuit correcting
understeer or oversteer or provoking it if that is what we are looking for. In principle, this means that with a
front wing also at 16º we would have in the front part of the car and in the rear the same grip
This does not have to be the case since the mechanical configuration of the car will also influence it.
we will see). On the other hand, with a front wing angle of 15º or less, we would already have less grip in
front part and more rear stiffened (we wil achieve understeer) and with a front wing angle of 17º
or more, we would have more grip on the front part and less on the rear (oversteer). For that
we will observe the following:

- for circuits with low aerodynamic load, the trend to have a neutral car tends to be
set the front wing a few degrees higher than the rear, as for example in Monza the
The aerodynamic load we can add that is more understeering will be 1° in front, 1° in the back.
- for circuits where we use a lot of aerodynamic load, to have a neutral car we will put the
the front wing about 2º lower than the rear, unlike before, for example in
MonteCarlotheaerodynamicloadthemostoversteerwecanputinwouldbe20ºforward,20º
behind.

That said, we will make the initial adjustments (we will balance the car mechanically later), so
We choose, for example, a front wing angle of 15º and head out onto the track. We must pay attention to the
car behavior, how it behaves in high-speed and medium-speed curves (in very curves
The flaps do not have excessive influence), if it oversteers too much or too little for our taste and when
let's be clear about what we want, go back to the garage, adjust the front wing by one degree and return to the track to
repeat the process. When we have found a balance that we like and makes us feel more or less
comfortable in the car we'll leave it like [Link], as we have discussed, we still need to adjust.
the mechanical part of the car, where we can compensate for understeering/oversteering by adding more grip in the
the corresponding part of the car, so we will come back to the spoilers later to make adjustments
when we have configured the mechanical part.

Well, to begin with, we will have a car that behaves like us in fast and medium curves.
we want to, but perhaps we could sacrifice a bit of grip in favor of higher speed in the
straights, since if we set the rear wing to 20º we are sure to be very comfortable in the curves, but at
It costs to sacrifice top speed and with this, depending on the circuit, we could lose tenths on the laps.
So now we will test different values of rear wings while keeping the constant.
difference in points with the front axle so that the degree of under/oversteer is more or less the same.
We will lower both wings by 1 degree and go out on the track to see how the car behaves, if it goes as expected.
we want to because the grip is good and the reactions are the same, we could lower them
flaps a little more. So let's repeat this process of lowering the flaps until we see that
we started to lose control of the car because the car doesn't grip in fast corners and we have
difficulties in taking them. When this happens, to return to a controllable car we will put the wings
With a couple of extra degrees, this way we will ensure that the car will run on the straights as much as possible.
but it will maintain a good level of grip in fast corners. So if we see that the car does not enter
the curves when we have the wings at 12/10 more or less we will set them at 14/12 to resume the
control in curves.

Invalid input for [Link] ByNones&Ermazan

 4- RELATION OF GEARS
Wemustalwaysreadjustthegearratioswheneverwechangetheangleofthewing.
backside, in our case as it has been so we will proceed with it. We will start with the march more
long, in our case the 7th, which must be configured for the maximum speed that is reached in the
circuit, so we take a lap around the circuit and we will see the telemetry of that lap, so off we go
getting familiar with it; specifically, here we have represented the speed throughout the lap, with the
numbering of each of the curves taken from our circuit map:

Wesee,zoominginifnecessarytoappreciateitbetter,thatthemaximumspeedvalueisreached.
just before her braking at turn 1 on the main straight. We will need to configure the 7th gear so that
at that point, the red light for revolutions per minute (RPM) of the steering wheel (which would indicate that we need to increase
(in gear) it lights up when going in 7th gear, but just like when we change from 4th to 5th,
The red light should only remain on for a brief period of time so that the limiter does not function.
of revolutions. So if we see that the red light doesn't even turn on, what we should do is shorten
7th march:

On the contrary, if the red light turns on very soon, it will stay on too long before
brake, so we should extend 7th gear. What we need to achieve is for the red light to
turn on an instant and practically coincide with the point where we started to brake, with which
Itwilturnoffimmediately:

The provided text does not contain translatable [Link] ByNones&Ermazan

 Sowearemakingallthenecessaryadjustmentsuntilthe7thgearisperfectlyadjusted.
Once we have it, we will move on to configure the 1st gear, which must be adjusted for the curve/curves.
slower parts of the circuit, which will be the only ones we take in 1st gear.

From the study of the speed graph, we see that the slowest turn of the circuit is turn 15.
Also, another very slow curve is curve 3, so we will proceed to adjust the 1st gear in these 2.
curves. Here it depends on each pilot's taste, but mainly we will be interested in the revolutions per
minute do not fall too much to exit rapidly from the curve but also do not be too
elevated because the excess traction on the exit of the curve with the steering wheel turned can make us
The rear wheels skid. In our case, we have chosen an appropriate ratio for first gear.
for the minimum RPMs in both curves to be around 11200-11700. On the other hand, we will already know
that these 2 curves will be the only ones we will take in 1st gear. If we are going to configure the car to
a race, it is possible that we want to configure the 1st gear even shorter to ensure a good
grilled output.

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among them to avoid us headaches, but this is not always the best, let's see again the
speed graph on the lap:

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By observing this diagram, we can start to infer the gears we will use in each curve, thus
example we relate curves with employed gears:

In the first group we have curve 3 and curve 15, which we have mentioned wil be 1st degree curves. Then the
the next group of curves with more or less similar minimum speed would be curve 6, curve 9, and curve 13, which
We could take them in 2nd gear. A few faster curves are curve 1, curve 4, and curve ...
16, which we could give in 3rd. In 4th I could enter curve 14 and in 6th curve 11. The remaining curves are
They take the pedal to the floor as if we were on a straightaway. We must be clear about one thing, a curve.
We can start at any speed we want without exceeding or falling short of revolutions.
only modifying the ratios at our will.

Sohavingsaidthat,wetrytoadjusttheshiftratiostotakethesegroupsofcurves.
with the appropriate gear. We choose a 2nd gear with a ratio sufficient for the range of revolutions that
cover this march well to give this group of curves without falling short of RPM or going over
neither,andsowiththerestofthemarches.

Its' a good idea to leave larger gaps between the short gears (1st, 2nd, 3rd) and smaler gaps between them.
long marches (5th 6th 7th); this is so because in short marches the car accelerates faster, but in
The long marches find it harder to gain speed, so we will aim to have an acceleration more or less.
similar in the gear range from 2nd to 6th.

On the other hand, there are people who configure the short gears closer together to have more acceleration in.
Thesegearssacrificeaccelerationinlonggears,soitwilldependoneachdriver.

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 5-BRAKEBALANCE
In a hard braking, it may happen that we lock the wheels; if we lock the front wheels
in braking, they lose grip and therefore will tend to go straight (understeer while braking), while
If we block the rear wheels, they will be the ones that lose grip and will tend to go straight.
(oversteering when braking). What we should look for is a balance so that the car performs well.
strong braking depending on our braking style and the type of circuit, but the balance of
brakes always have to be more distributed towards the front wheels than towards the rear ones because
slowingdowntheweightofthecarmovesforwardduetoinertia.

We can adjust the brake balance by finding the area of the circuit where we perform the braking the most.
strong, I mean where the difference between the speed at which we reach the curve and the minimum speed is
that curve is greater. From the study of the previous graph, it is easily seen that the strongest braking
we carry out in curve 3, so we are going to test our brakes in that curve. As we commented if
the car tends to spin out when braking (oversteering) we should adjust the brake balance towards
in front, while it is difficult for Sile to turn while braking, we will take the balance back, so we will put it on
an example of a restoration point on the straight before the braking and we will give this curve several times
evaluating the car's behavior. If we need to make any adjustments, press 'Shift-Q' to align
garage, we adjust the brake balance and return to turn 3. We will do this until we find a
brake balance that works well for us.

For fast circuits with long straights, the brake balance should be more forward, while for
slow and very winding circuits we can take it a little further back, although to generalize, the balance
you should always be on the front part between 62% for the fastest circuits and 57% for the slowest
slow

Once we have adjusted the brakes, we will take a few laps to see if they work properly.
also in the fast curves.

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 6-HEIGHTOFTHE CHASSIS
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car performance. This factor determines the height of the center of gravity of the single-seater, and the lower
height of the same greater grip and lower lateral displacement of the car.

F1 cars have a wooden plank (referred to as Plank in GP4) on the lower part under the car, that
it marks the limit to which the F1 can "lower" in height, and that an abnormal or excessive wear
measurement (defined in millimeters) may be subject to disqualification in reality or delimitation of
performance (lack of top speed) in the game. That is why configuring the height correctly allows us
it can gain some tenths per lap, in addition to preventing us from being 'flat' and watching how the
the performance of our single-seater drastically decreases.

For this we must take into account numerous factors already mentioned and to be mentioned, such as example
the aerodynamic load of the car, spring stiffness, etc.

The greater the aerodynamic load, the higher the chassis height, since as the speed of the F1 increases, the force that
Thewingsaretilteddownwardbytheactionofthewind,increasingproportionallytotheirangle;
less aerodynamic load we can lower our chassis more, but keeping this in mind:

CHASSISLOW High chassis

Greatergripinthecurve Lessgripincurves
IMPLIES AND/OR ALLOWS: IMPLIES AND/ALLOWES:
Carry less aerodynamic load. Carry more aerodynamic load
Carry hard springs. Use softer springs.

To adjust the chassis height, we will first say that given the aerodynamic design of the car, the height
Thechassisintherearpartofthecarshouldbeabout25mmhigherthanthefrontpart,so
taking this into account in the configuration we adopt, we will focus on the type of race in which
let's go play (free training with save points, 60 lap race, etc), and in the
wear of the plate indicated in the lower area of the game screen. The wear of the plate
it appears in yellow color if the board is intact and in red if we have worn it out, the upper value
left (in the example below 0.70) corresponds to the front left area of the car, the 0.76 to
front right zone, the 0.19 to the rear left zone and the 0.20 to the rear right zone:

Setingstoachievefastlapsw
, ithrestorepoints:herethesetupisnotrequired
It shouldn't take too long, but it should last at least one fast lap. At the finish line,
At the end of the lap, the plate must have arrived intact in the 4 parts of the car, which means they must
appear in yellow (value less than 1.0), as this means we have not 'overloaded' it.
Iron along the way. If we want it to last 2-3 laps, we'll have to raise the chassis a little more, with 4.
more turns still, etc... As we have discussed, the chassis must be as low as possible for greater ...
I took into account more or less those 25 mm of difference between the rear part and the front part.
Lowering 1mm in front and 1mm in the back would keep the car's balance constant but would give it
moregrip,butifthecar:

LEADS US TO TO BALANCE IT WE WILL HAVE TO

Overturn Raisethechassisatthefrontand/orloweritattherear
Subvert Raisethechassisfromthebackand/orlowerfromthefront

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In this way, we wil adjust the chassis as low as possible for the number of laps we want.
the board, but in addition to this going down/up from the corresponding place to maintain balance
to the car to our liking.

Configurationforlongraces:heretheboardmusltastheentireraceiw
f, eplayarace.
With 100% of its length, it means the board must withstand 60 turns, so here is the thing.
drastically. In races that are not too long, we must achieve with the load.
maximum gasoline we plan to carry in the race, so the plank only brushes the ground at the finish line
the lines at high speed (that are not constantly rubbing), moreover, and this is the most important part, do not
it must graze while we are drawing the curves of the circuit, paying special attention above all to the
fastest curve of the circuit. To study all of this, we will take a lap and go to see telemetry,
specifically the heights of the car:

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With the appropriate zoom values, we will study the heights of the car during the curves.
long turn. In the above example, we see that in the double curve 11-12 we have a problem with
The board rubbing on the ground, specifically in curve 11, is rubbing the right side of the car.
(front and rear) and in curve 12 it grazes the left side of the car, also front and rear so
we will have to raise the height of the chassis. If by raising the chassis we want to maintain the balance of the car like
theonewehadnow,weshouldliftfromthefrontandbackasmanymmasnecessarysothatitdoesn't
We will make it touch the floor at no curve. We will do it like this, 1mm at a time, with each change.
We will return to the track to make a lap and then go back to see the telemetry. When we have finished.
We will have the chassis height correctly adjusted for the race while waiting to introduce the...
dressing rings; if we also want under/oversteering, we will lift only from the front or only from the back
in the same way we said before to balance the car (now we will not lower the chassis) and it will continue without
to brush the table in the curves so that we can finish the race with the car in full capacity.

For very long races, it will be better if the plate never touches the ground, as it will have to withstand.
50-60 laps.

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 7-BUOYS
Thespringsarepartofthesuspension,andtheypreventtheirregularitiesofthetrackfrombeingtransmittedas
impacts on the chassis, for this they compress and expand in an oscillatory motion until they reach the
rest, exactly like a normal spring. Then the shock absorbers will be responsible for
to absorb/dampen the oscillations of the springs to make the chassis "immune" to the irregularities of
the track, since without the shock absorbers, the springs would oscilate and the car would continue to bounce until the
springs returned to rest.

Thespringsareresponsibleforensuringthatthecarhasgripintheslowcurvesofthecircuitwherethe
Winglets do not provide much ground effect. On the other hand, the springs have their greatest influence.
when we are braking or accelerating, since for example when we are braking, we are applying
a force backward that causes the car to lose speed and as a consequence the weight of the
The car tends to move forward (principle of action and reaction, like when we are on a train and it brakes, if
we are not grasped by something we tend to move forward), with the springs being the most
In this phase, the forwards compress while the backs expand. First, we will give
a series of basic data that must be known when configuring the springs:
SOFT SPRINGS HARD SPRINGS
Alotofgripincurves Lessgripinthecurves
Lesstirewear Moretirewear
They require carrying the highest chasm. Wewillbeabletolowerthechassis.

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address

These data relate to the part of the car in which the corresponding spring acts, that is to say that
we could put hard springs in the front (little grip in the front) and soft springs in the back
(a lot of grip in the rear part) for example.

For circuits where slow curves predominate (Monaco, Hungaroring), a good starting point
I would adjust the front springs to be stiff (around 1200lb/in) to have a quick and precise response.
the steering turns, that the car goes exactly where we want it to, with it too
we will have less grip in the front part of the car (understeering), but we will be able to correct this
subsequently lowering the chassis at the front to balance the car. The rear springs
we will adjust softs (around 800lb/inch) to have a lot of grip at the rear (understeer), with what
we will improve the traction. The configuration of the springs is linked to the height of the chassis, so if
We will need to adjust the springs and also configure the chassis height to help balance it.
car as we have discussed in the table.

For circuits with fast curves, we can use somewhat stiffer springs because we won't need
So much grip at a low speed and by hardening the springs we will have a better response in
address.

Sonowwewilltakeafewlapsaroundthecircuittoseehowthecarbehaves,ifitoversteersincertainareas.
we could soften the rear springs and/or stiffen the front ones while
If it tilts, we could soften the front or stiffen the rear. We will make slight adjustments.
the springs (about 20lb/inch each time) and with each adjustment we will return to the track to see the behavior
from the car until we leave it to our liking (to the side after balancing it better by modifying it
height of the chassis).

If the circuit in question requires quickly passing through the curbs (e.g., Imola where there are many curbs
usable) and we see that passing through them is not as effective as it should be because the car loses control when
We will need to adjust our spring settings. In soft pianos this will not be necessary.
necessary, but in the Melbourne circuit we have turn 5 and the double turn 11-12, where we pass

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fast with half a car over the curbs and you easily lose control as soon as we touch
too many pianos. We will see that in other circuits there are pianos that practically have no influence on
the car while other pianos will make us take off the ground, so if the passage through the pianos is good,
we will not have to modify the springs but if it gets complicated we will have to soften the springs so that
the car is more 'tolerant' with the bumps and has more grip when going over them. So having in
tell the relationship we have in the springs, (e.g.: 1200/800) we will soften the springs while maintaining
more or less this relationship (so that the car's balance does not change) until passing over the curbs is
comfortable.

As we have discussed, the springs have their maximum influence when accelerating and braking, so for example if
we have stiffened the front springs, in braking it will decrease the grip at the front of the car, so
that perhaps the brake balance needs to be adjusted.

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 8-SHOCKABSORBERS
One of the lesser-known components of the game, which if the car is doing well we leave with the values "of
factory" but that also correctly configured can allow us to earn some pennies and make
more controllable the car, since we will be able to adapt it to our way of entering curves, exiting
them, changing direction in a chicane, etc...

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complicated to find a balance with so many combinations, although knowing that it is what it is
Get with each of them not so much.

First a brief explanation of each one:

- Rearshockabsorbers/slow:Theseshockabsorbersareresponsiblefor
absorb the irregularities of the track, potholes, bumps, undulations on the road, etc. in a way
Those wheels in the size of the possible do not detach from the track, achieving the best grip.
possible.
- Rebounddampersfast/slow:Whenthebumpdamperstretches,itproduces
a contraction in the dock; since the dock will tend to return to its original position with the
the same force with which it has been compressed, the rebound dampers are responsible for trying
andabsorbthatenergyinsuchawaythatthe"rebound"effecttypicalofspringsdoesnotoccur.

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as shown in the image, with 0 being the softest value.

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Theshockabsorbersofthebicycle/workslowlyforallpurposeslikesprings,thatistosay:

SOFT SHOCK ABSORBER HARD DAMPER

Alotofgripincurves Lessgripinthecurves
Lesstirewear Moretirewear
They require carrying the highest chasism. Wewillbeabletolowerthechassis

Lessprecisionandspeedofit Moreresponsefromtheaddress
address

Therebounddampersreactquickly/slowlyandalso"behave"liketheirpotholesiblings.
they have this peculiarity.

- Front end: Greater stiffness of the shock absorber implies more understeer of the vehicle.
- Rear axle: Greater shock absorber stiffness implies more oversteer.

Theshockabsorbersworkthemostincurveswhenweareturningthesteeringwheel,thatis,
making transitions between turns, for example in a short curve where we turn the steering wheel and then it
we quickly straighten the wheel for a short time being static in the middle of the curve. In long curves
We will comment later that the element that works the most is the arch, the dampers are the ones that...
predominate in the entry phase of the curve and in the exit of the curve. This is so because other elements
The car's springs or spoilers affect the car throughout the duration of a curve, while the
Shock absorbers can affect the balance of the car in different parts of the turn; depending on where
part of the curve we find ourselves in, different dampers will prevail. So we will be able to adjust the
car balance at the entrance and exit of curves independently, for example introducing something of
oversteer at the entrance of the curve and have understeer at the exit for example, to the liking of each
pilot.

Quickshockabsorberconfiguration
Going over a pothole at a certain speed produces a large and rapid movement of the shock absorber, hence
[Link],thatis,thereactionstobumpsand
pianos. To set up the quick damping, we will choose a bumpy curve of the circuit, or a curve in
where we pass over pianos that have a certain height (that are not flat).

We will start with the front bump and rebound dampers set according to the initial settings.
that we provided before. We will give the chosen curve several times and we will increase the value of these.
shock absorbers until we experience understeer due to a lack of grip on the front axle
the bumps/pianos, at which point we will soften the dampers by 1-2 points. The quick rebound must
itshouldalwaysbehigherthanthequickbump(1.5to3timesgreater),avalueof2timesgreaterisusuallyacceptable.
good.

Next, we will do the same with the rear shock absorbers for bumps and rebounds, only that we want
rising both until we experience oversteer over bumps/pianos, at which point
We will also soften them by 1-2 points. Likewise, the quick bounce must always be higher than that of
quickly increases (1.5 to 3 times greater), a value of 2 times greater also tends to work well.

Slowshockabsorbersetings
Tohw
eslyhatsiet,sdm
alengtreafscopvim
e-w
ivsrw
heonheitfadhrlseit
curves and the transitions between turns (chicanes). As we have mentioned how dampers work.
different depending on which phase of the curve we are in, we will classify the curves according to how
we will tackle your entry, since for example if we are braking, we will be applying a force towards
back that causes the car to lose speed, which by action-reaction (let's remember what we said
while we were setting up the springs), causes the weight of the lead car to move forward and
compress the front shock absorbers while the rear ones expand. In the same way, if

[Link] ByNones&Ermazan
 we are turning the steering wheel in a left curve, we will be applying a force inward
the curve that makes the car turn with a certain radius, which due to action-reaction causes the
the weight of the car and the driver lean outward of the curve (the car tilts) with which what
The outer dampers compress and the inner ones expand. Well, we classify it that way.
to face the entry into the curves to see which forces and dampers prevail:

- Entry to curve type 1: in this type of curve entry, we will start braking while
This time we steer the wheel towards the inside of the curve, if we have applied all the braking force.
Before starting to turn, it would already be a type 2 curve entry. It will also depend on our style.
of braking when we face the entries to curves such as type 1 or type 2 but a typical curve
Type 1 would be the entry to a curve that has a decreasing radius, that is, the curve goes
closing little by little.
- Type 2 curve entry: in this type of curve entry, unlike the previous one, first
We will have applied all the braking force, and while we are finishing the braking and releasing.
Whenbraking,[Link].
or the entry seal in a constant radius curve or the first curve of a slow chicane. If
we play with the keyboard or with a high percentage of assisted steering, the game no matter how much we turn
the steering wheel while we are braking, will tend to brake first and turn later, that is to say to do
Type 2 curve entries. In conlantelemeter we can observe it better by looking at the values of
direction, acceleration and brake.
- Transition in the middle of a chicane: it would be what happens in the middle of a chicane (e.g.: first
right curve - second left) when you stop turning right at the exit of the first
You start to straighten the steering wheel to the left to face the second curve.
chicane. As soon as the steering wheel passes its central resting position, we would already be entering a
type 3 curve.
- Type 3 curve entry: this type of entry would be a curve in which we are only moving the
steering wheel and we have not braked previously, such as the turn in a chicane after the phase of
transition (the transition phase ended with the steering wheel in the resting position), while we continue
moving the steering wheel from the resting position to get the car into the second turn of the
chicane. It would also be an entry of this type, a curve where we enter accelerating.
maximum.

Thenafterenteringthecurves,whatevertypetheymaybe,wehavetheoutputofthecurves,whereitisalways
they work the same shock absorbers:

- Exit of the curves: in a right turn it is the moment when you begin to straighten out the
steer left to its resting position (center position) while accelerating.

elhetotngniurt w
lehngiretshet sineilupw
darhet m
,m
eonvnteitcerdi:ueblghtLi
right
eakbrhet ofeus

[Link] ByNones&Ermazan
In the graph, we have represented the possible phases in a left-right chicane, the first phase is
In a type 2 entry, the braking force is applied first and once we stop braking
we start to turn the steering wheel to the left facing the first curve of the chicane. When it stops
Entry type 2 is when we start turning to the right facing the second curve of the chicane and
until the steering wheel passes through its resting position (central position), at which point a
Entry type 3 link has not had braking previously while we continue to turn the steering wheel to the right.
T
etpnhsgae.w
ilw
tdreonw
,hfuelgbhtelshrneiatw
dxnroebgeitlsca
to its central position.

We can set the slow shock absorbers in the following way depending on which phase of the
previously we find ourselves:

IF WE WANT TO SUBSIDIZE IF WE WANT TO SURVIVE

ENTRY TYPE 1 Increasefrontpotholeand Decrease front bache and
decrease rear rebound increaserearrebound
TYPE 2 ENTRY Increasefrontreboundand Decrease front rebound and
decrease rear bump increaserearbulge
[Link] Decrease front bump.
ENTRY TYPE 3 increasebounceof. reduce rebound of.
O O
Decrease rear bump and decrease Increaserearbumpandincrease
rear rebound rear rebound
Decrease front bump. Increasefrontbump.
TRANSITION reduce rebound of. increasereboundof.
CHICANE O O
Increaserearholeand Lower rear bump and decrease
increaserearrebound rear rebound
CURVED EXIT Decrease front rebound and Increasefrontreboundand
increaserearbump decrease rear bump

Wewillkeepthereboundbufferalittlehigherthanthebachelento.
buttheycansometimesreacha1:1relationship

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 9-REINFORCEMENTRINGS
Put like this, it seems like we're talking about some potato or onion rings that accompany a good steak.
but I would rather ;-), it is more about some rings or stops that are 1mm thick that are placed on the
damper whose purpose is to shorten the total travel of the damper.

And now the question comes, what is this for if we have talked before about the importance of the
shock absorbers and their hardness? Easy, sometimes with very soft shock absorber settings and chassis
relatively low on four curves we have loaded the plate; putting these rings on the
shock absorbers we will achieve that at the moment of maximum downward push due to
aerodynamics and the speed of F1, they should hit the limit first and not prematurely wear out the board.

Careful, this should be used with some caution, because if we overdo it with the rings the journey of the...
The shock absorbers will be so short that they will hardly function, and it will be like driving the car without suspension.
(ungovernable). We must therefore find a compromise between the hardness of springs / dampers,
Yaros chassis height. In summary:
- The garrison's signal reaches its maximum distance.
- Byaddingrings,welimitthetravelofthesuspension.
- Ifwekeepputtingonrings,thesuspensionwillnotmakeanytravel.

Them
m
xaiumnumnbrgesoifprewhleonhoesntrxal4if0nadonyohm
erlsatfxdrl8aei0;i
my point of view is to maintain the greatest possible travel of the dampers, but there will be people who
I prefer a more responsive car in order to gain some grip thanks to a lower chassis; the ratio
As you can imagine, there is no solution; as almost always, it's about covering kilometers and seeing how things are.
eachonemorecomfortablewiththecar.

Configurationforlongraces:leutsrememberthaw
t ehadpreviouslyconfiguredforlongraces
a chassis height so that the plate does not touch the ground in any curve. Since the plate does not touch
on the ground on no curve, we will be taking all curves over the suspension (springs and
shock absorbers). We must introduce enough sealing rings to limit the movement of the
suspension but without going overboard, as then the car would lean on the rims in the corners instead of on
the suspension and would cause us control problems. To see if the car is supported on the rings in
the curves, we will study telemetry again, specifically the movement of the suspension, so
Let's take a lap with the fuel load we are going to use in the race and we will look at the telemetry.

Thoew
lrehptoafrgphposendrocstaonpuinesmom
evnetof0mmno(mom
ev)net
leftrearsuspension

[Link] ByNones&Ermazan
We should study the curves where there is no displacement of the suspension (0 mm).
For example, we see that in the double curve 11-12 we have a problem since the suspension in the rear zone
(both sides left and right) does not perform any movement which is surely causing us
a problem with the car's control in that curve, so to solve it we will remove trim rings from
the rear zone. We will study each of the 4 areas of the car separately by removing rings in the curves.
in which there is no suspension displacement. On the other hand, if any of the 4 areas of the car is
far from reaching a suspension displacement of 0mm in the curves, we can add some in that
zone until the suspension movement is a few mm so that the car does not rest on the
Rings on no curve. Every time we put/take off rings, we will make a turn and study the effect.
of the changes made to the suspension until the rings are perfectly configured.

With the rings already in place, we will have to verify that the plate will withstand all the turns of the.
race, for example, if we are going to run 20 laps, the wear of the board per lap must be
at most 1/20 = 0.05 with which we will take for example 3 laps at race pace with load of
race fuel and we will check that the plate in its 4 parts has not reached a wear of 0.05
x 3 = 0.15 to see if it is within the permitted limits. If the board does not pass the "test," it will need to be
raise the chassis a little more until leaving the plate "safe." Let's remember that if we raise the height of the chassis
1mm, we will surely be able to remove 1 trim ring.

Setingstoachievefastlapsw
, ithrestorepoints:herethegarnishringsdonot
theywillbeveryusefultoussincetheplatecanonlywithstand1-2turnsatmaximumspeedand
We cannot afford control problems with the car that could arise from the inclusion of the rings.
Still,theringscanbeusefulincircuitswherewereachveryhighspeedsandthe
the tires wear out very quickly (Hockenheim, Monza...), not even lasting a full lap. So if we choose
To measure rings, we must do as we discussed before, make sure there is movement of it.
suspension in the curves, that is, it should not be 0mm.

[Link] ByNones&Ermazan
 10-SAFETYARCH
Safetybeam(ARB)stabilizerbar,itisabarthatconnectstwowheelsofthesameaxle,and
its function is to control and transfer the weight of the car from one side to the other when it is turning, that is,
transfer on a curve part of the load supported by the outer wheel to the inner wheel, thus decreasing
the car's lean when taking the curve.

Juksitlewhtihtespnirgs,whatweneedotbecelaraboustihteoflwnigd(ateraltdothtecarpatr
linkactsthecorrespondingarch)

SOFT ARCH HARD ARCH

Moregripincurves Lowergripinthecurves
Lesstirewear Moretirewear
Lessprecisionandspeedofit Moreresponsefromthemanagement
address

The safety arc has its greatest influence on long curves, and to try to isolate the action that
it provokes the bow and thus avoid 'masking' with other elements of the car that also affect its
function, we will try to find a long curve on the circuit, where we have the steering wheel turned but
static, and we will give it a constant speed, without acceleration. The reason for this is that in the curves
the dampers and the springs also act; we already mentioned that the springs mainly act when
we accelerate or brake, so we will avoid accelerating or braking, only keeping the foot on the accelerator
sufficient for the speed not to decrease, but to remain constant. On the other hand, the
shock absorbers work the most during curves when we are turning the steering wheel, that is to say making
transitions between turns, for example in a short curve where we turn the steering wheel and then
We quickly straighten out while the steering wheel is static for a short time in the middle of the curve. So
we will look for a long curve where we would first turn the steering wheel to enter it (predominantly
shocks), then we would continue within the curve with the steering wheel turned but in a fixed position
(the safety arc predominates), to finally straighten the steering wheel when we are exiting the curve
(the shock absorbers would predominate again). Specifically, in the Melbourne circuit, long curves do not
There are only 2 and 8, but they can hardly be considered curves as they are
Sure; on the other hand, the curves 14 and 16 are not excessively long but they can be useful to us.
for the adjustment of the safety arch. Ideal curves to configure the arch would be the parabolic curve.
Monza,theRenaultcurveofBarcelona,EstorilofMagny-Cours,etc.

om
sth,rucahetofstrparheottceffanothsdceryatefashet,m
esnlterheokteU
inl
they are an effective way to find the final mechanical balance. The tendency is to adjust the front arch hard.
(1000-4000lb/inch) to have more response in direction and thus facilitate turns. On the other hand, the arc
We will adjust the soft tracer (0-500lb/inch) to have more grip at the rear part and therefore better.
traction. So based on our preferences, we will adjust the arc until we find a combination.
may it go well for us, also remembering the following arrival table:

[Link] ByNones&Ermazan
 IF WE WANT WE WILL HAVE TO
Oversteer in long curves Softenfrontarcorharden
back
Oversteer in long curves Softenreararcorharden
forward

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 11-DIFFERENTIAL
Since the differential group is the only element that is not commented on in the game's GPedia,
We will give a brief explanation to understand its function in a conventional road car. If you already know
What it is and how it works, spare me this explanation and go directly to the configuration several paragraphs.
furtherdown.

Thedifferentialgroup,likethegearboxandtheclutch,ispartofthecars' transmission.
Imean,itisalinkinthe"chain"thattransfersthemovementfromtheenginetothedrivewheels,inthiscase.
from a Formula 1 the rear wheels. In short gears the car's propulsion force is greater than in
long marches, that’s why we always start in 1st gear, because the car pushes harder.
shorter relationship of the geared speed) and accelerates earlier; to this thrust or propulsion force
we will call it motor torque. The differential group is responsible for gathering this torque and transmitting it to
the drive wheels, but not the same amount to the two wheels, we explain: in a straight line each of the two
driving wheels travel the same distance in the same time, meaning they go at the same speed:

But in the middle of the curves, the driving wheels do not cover the same distance in the same time, due to
not only do they not go at the same speed, but the outer driving wheel will cover more distance in meters than
the interior at the same time:

[Link] ByNones&Ermazan
Sothisisthemissionofthedifferentialgroup,tocollectthetorqueitreceivesfromthetransmissionanddistributeit.
between the 2 drive wheels as appropriate, allowing the wheels to turn at different speeds in
the curves and creating a difference in speed between them.

But the question that arises is, how is this done? The best way to start explaining it will be ...
understand exactly what a differential is:

Definition of Differential: A mechanical system that allows for compensating the differences in rotation between the two wheels.
motors of the same axis. The transmission system is coupled to the pinion of the differential that connects to the gearbox.
of satellites through a toothed crown. The satellite box contains the planetary bodies inside.
(gears that spin in solidarity with the wheel hubs) and the satellites (gears that mesh with the)
planetariums but that are dragged by the box when turning). When the vehicle moves in a straight line, the
A box of satellites drags the planetary bodies through the satellites and both wheels turn at the same time.
revolutions:

In a straight line

On a curve, the inside wheel tends to slow down while the outside wheel accelerates.
satellites rotate on their axis and allow reducing the revolutions of one shaft and increasing those of the other.

[Link] ByNones&Ermazan
 In a curve

In this way, the different paths of the wheels are compensated when tracing a curve. The drawback that
It is that if a wheel loses traction, the entire rotation of the transmission takes place on that wheel, since
it does not offer resistance. To avoid this situation it is necessary to proceed to the locking of the differential or use
locking differentials.

There are different types of Differentials:

- Self-locking:Thistypeofdifferentialallowsforslippingbetweenthetwoaxeswhenthevalue
the resistance that the wheels present is high, while if a wheel does not offer resistance
(loses traction or becomes unresponsive) the rotation speed of the two axes is equalized. These
differentials can be of the viscous type (locking differential that changes its mechanics of
hydraulic fluid gears and disks.), Torsen (Type of locking differential that transmits
mayor for the motor to the wheel that has greater grip.), or through the anti-lock system
slowing down the spinning wheel. The differential output is indicated in %, with 0% corresponding to a
normal differential and 100% to a completely locked differential (both wheels turn with
the same revolutions).
- Blockable or controlled: Differential that can cancel its ability to allow the difference in rotation
between wheels. It is used in vehicles with all-wheel drive, in off-road vehicles, in industrial vehicles.
and agricultural. Its operation is based on canceling the rotation of the satellites by blocking one of the
layers with the satellite box. The entire set rotates together and the wheels do too. It achieves a
100%[Link].
with little adhesion. Otherwise, the transmission suffers and could even lead to a break.
[Link],electrical,andevenpneumatic.

ConfigurationintheGP4
In EnelGP4, the differential acts like a limited-slip differential, but tuning it manualy; that is, we must
manually block or unblock the differential without the possibility of automatic adjustment that it has
(except with the use of Traction Control, which would then make it act like a limited-slip differential).

Within the GP4, there are two categories:

- Difference between low acceleration: It acts when we keep the accelerator pressed, distributing the
block that we have defined while we are accelerating. This, in turn, is divided into:
Acceleration / Axis: in which we define whether we block (both wheels pull equally in a curve)
or if we unlock it (there is a compensation in cornering, the inner wheel turns
slower)thedifferential.
Acceleration / Torque: In which we define the % of torque that we are going to transmit.
axis that drives, that is, the force that the engine of our car will apply on the axle
thatdependingonthedifferentialhasmoretraction.
- Difference between deceleration: It acts at the moment we stop pressing the accelerator.
distributing the block that we have defined. In turn divided into:

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 Deceleration / Axis: In which we define the % of engine braking that we are going to distribute to
each axis. That is to say, we quantify the difference in rotation between one wheel and another in a curve.
Deceleration / ParMotor: Here we indicate the force with which the motor will 'brake' in
themomenttoreleasetheaccelerator,thatis,howmuchthecarwillslowdownwhenreducing.

ConfigurationintheGP4-Accelerationdiferential
For the differential under acceleration, we have these two values:

- Acceleration-Axis:Itissetfrom0to10,with0beingthevalueofmaximumlocking(bothwheelsrotateinthesamedirection)
same speed and there is hardly any compensation in curve) and 10 is the highest unlocking value
(acts as a normal differential).

In this way, a value of 0 wil give us greater traction (both wheels are pulling at the same time) with which the
accelerations will be simpler" (especially for the player who plays with traction control,
removing it and putting oneself in understanding) but the car will tend to understeer during acceleration since this
the configuration does not favor the car "turning" (since both wheels rotate at the same speed),
while a value of 10 will complicate accelerations a bit more, but the car will tend to 'twist'
better; it should be noted that this value logically increases the possibilities of oversteer.

- Acceleration-Torque:Itissetfrom0to10,with0beingthevalueoflowesttorque(lowestthrustthatis
transfer to the driving wheel) and the 10 the value of the highest torque (maximum force to the wheel that
pulls.

Pure deceleration al this is r'elative' and I put relative in quotes because it is like that, that is to say it works.
in this way, but it will not be noticeable if traction control is used, since when it is activated, no matter how much
For when I apply to the wheels if they start to lose grip, the traction control will regulate that.
entry of pairs to avoid skidding; which really we will not have noticed any benefit; for the
people who do play by removing traction control when possible, will appreciate greater
acceleration, and an approximately estimated gain (in Melbourne, starting from a standstill) of about 2 to 3
km/h top speed at the end of the straight (same torque setting, with and without traction control); which gives us
I could earn around a tenth of profit on every well-executed acceleration (a lot of drifting doesn't yield much)
benefit).

In fast curves with the accelerator fully pressed is probably where it is most noticeable, since if the load
Aerodynamics is not enough; the car may start to oversteer by lowering this value a bit.
we could neutralize this skid.

All of this implies that a low torque value will make the car more smooth and manageable during acceleration.
It costs to lose a bit of time, while a high par value will make us accelerate with more joy but
also with more chances of oversteer (if it skids from the back, the chances of spinning out increase)
increase).

ConfigurationintheGP4-Decelerationdiferential
For the Differential under Deceleration, we have these two values:

- Deceleration - Axis: It is zeroed from 0 to 10, with 0 being the value of maximum differential locking (equal
traction with both wheels) and 10 the highest value of differential unlocking (compensation of
turn of the wheels in a curve.

As expected, putting a 0block will make the Differential is that when releasing the accelerator the Differential
It will block the axes so that they rotate at the same speed, allowing us to "retain" more and better.
car in braking (engine brake with both wheels) will make the car less jittery during deceleration; for the
it will tend to overturn, given that as we have mentioned before, the rear wheels
the intake does not help the F1 turn at curve speed.

[Link] ByNones&Ermazan
With 10loque we achieve the opposite effect, the car will tend to twist during deceleration (and therefore to
will oversteer if we exceed) but we will have a more nervous car when braking and that will "brake" less and
worse, since it will be the outer wheel that will oppose the most force at the moment of deceleration.

- Deceleration - Motor torque: It is regulated between 0 and 10, with 0 being the lowest input torque value.
(lower engine thrust and therefore greater engine braking effect) and 10 the input torque value
higher(greaterenginethrustandthereforelessenginebrakingeffect).

The lower we can set that value, the more the car will retain when reducing speeds, as it will not enter.
Bytheengine,theenginedoesnotpushthecar;becareful,becauseifwegotoofarwecanblocktherearwheels.
and therefore produce oversteer. It will depend on the driving style and gear shifting of each person, since
For example, with automatic transmission, it is complicated to lock the rear wheels, but with manual it is.
note more.

As a general rule, lower values in the Difference l Deceleration - Ejenos will also allow for values
lower in the difference l deceleration - par, since there are two instead of one wheels that
"supporting" the engine brake makes it more complicated to block the wheels, in addition to providing greater braking.

On the other hand, the higher we set the torque value, the higher we can set the Difference l.
Descent acceleration - It means that by not holding the car back so much during deceleration, it will twist but as the action
The engine brake will not be very harsh as it will probably not skid; which will allow us to take curves.
quickly without learning with the steering wheel.

As a conclusion we will say that:

Diff / Acc / Ejeba jo Diff / Acc / Axis to high

Noticeinacceleration. Twist during acceleration
It tends to subvert Tends to survive
Make it easier and faster. Ist' morecomplicatedtoaccelerate

Diff / Acc / Pa r ba jo Diff / Acc / Para lto

Facilitate acceleration. Allows for faster accelerations
spectacular
Allows removing the TC during acceleration Morenervousinacceleration
Neutralizes reactions in acceleration It tends to survive

Diff / Dec / Axis Diff / De c / Axis to height

Noticeofdeceleration. Twist in deceleration
It tends to subvert Tends to survive
Morestabilityandenginebraking. Lessstabilityandenginebraking

Diff / Dec / I don't know Diff / Dec / Par alto

Increasesenginebraking Reduces engine braking
More drastic reductions Softer reductions
Tends to survive Tends to subvert / Neutral

[Link] ByNones&Ermazan
 12- QUICK SUMMARYOF REGULATIONS
IF THE CAR OVERSTEERS/UNDERSTEERS WE WILL HAVE TO ACT ON
In fast curves Aileronadjustment
In the brakes Brake balancing
In slow curves Docks
In long curves Safetyarch
About potholes/pianos Quickdampers
At the entrance/exit of the curves Slowdampers
In the accelerations Differential of acceleration
During decelerations (going down Deceleration differential
marches

We will also consider that this data can overlap, as a curve can be fast and
Long, or for example in a braking situation we are also decelerating downshifting gears and also entering into
a curve, which can also be slow, so we will always be able to act on several parameters,
It will be important to correct the car's balance in one area of the circuit, but at the same time, this should not be...
counterproductive, that is, we should not unbalance the car in the rest of the circuit. There are no combinations.
Correct or incorrect, just different and by trying we will find the one that works best for us. Finally, remember
that we can also modify the height of the chassis to correct under/oversteer.

[Link] ByNones&Ermazan
 13-USE OF TELEMETRYAS SUPPORT
The use of telemetry to analyze the laps can be useful for improving our setups.
including our piloting. Remember that at all times we can overlay a map of the circuit to
See which section of the circuit the data we have on screen represents. Let's look at the possible options.
what we have:

ezyanlot tuicrichet ofsgm

esntelalnidepsevreobsanR
c+
P
w
M
edSpe:
what point do we reach the maximum speed, the minimum speed, and in general the flow speed in each
circuit curve. We will also be able to compare 2 laps and analyze where we "lose" the tenths.
regarding a lap of another person, observing both speeds at all times. The RPM in red indicates us
they allow us to see the engine's regime, when the RPM reaches its peak is when we change gears,
which matches at 18300-18500 RPM. We will also be able to observe that if the RPM drop too much in a
Curved, perhaps we should take that curve on a shorter march. The same if we curve it very high.
we could give RPM in a higher gear, or we could even modify the gear ratios to
RPM in the curves should not be too low (loss of acceleration at the exit) nor too
highs (possible loss of traction in the rear axle on exit). In yellow we have included the gear in the
whatarewegoingtodo:

hacenideussargehetesoteablbellwieng:irets+seakbr+oratreleca+
M
hcar
We visualize this data at the same time as the RPMs, as we will see that when the RPMs reach their peak, we change.
in gear, the moment when the RPM decreases since we are in a higher gear. With the graph
of acceleration and brake we see the percentage of how much we are pressing the accelerator and the brake throughout the
return. Finally, the steering position that represents the position of the steering wheel at all times with respect to its
rest position (0º). If it moves to the upper area (positive values), it means we have it
turned to the left and if it moves downwards (negative values) they will be right curves. The study
from the brake, accelerator, and steering can help us identify our way of approaching curves to
configure the slow dampers:

[Link] ByNones&Ermazan
All heights: they represent the height in millimeters of the chassis relative to the ground in the front area.
left, front-right, rear-left and rear-right of the car, useful for seeing where it brushes against us
flat on the floor to see where we need to raise/lower the chassis and avoid excessive wear of the
Iron in that part of the car. Remember that the height we configure for the chassis in
stopped, and therefore in fast curves the car leans (lowers the height of the chassis on the outside
ofthecar)andinstraightlinesathighspeedthechassissticksmoretotheground:

All suspension displacement values: represents the vertical displacement of the suspension
(shock-absorbing springs) and that will help us configure the rim rings. A displacement of the
0mm suspension if it occurs in a curve can cause control issues in the car.
The trim rings should be removed from the corresponding area, while if the displacement is
excessive, the table will touch the ground more easily, which we can avoid by adding rings that limit the
suspension movement in that part of the car:

All slip values: it represents the speed of each of the 4 wheels of the car, peaks
Ascendants on a wheel mean that this wheel is spinning too fast compared to the others.
This wheel's skid, while descending peaks represent the opposite, which could be a
blocking of that wheel during braking. This graph can help us configure the distribution of
braking or to evaluate traction in the curves, the wheels must not lose grip in the turns. For
to gain more rear traction in curves we could soften the rear springs:

[Link] ByNones&Ermazan
noitarelecalaretal T
eh:noitarelecalaretaldnalanidutiL
gno
experiment the pilot, positive in right turns and negative in left curves. The acceleration
Longitudinal (in blue) are also forces G, but now they will be negative when braking and positive when accelerating.
With these 2 accelerations we will be able to find out how much each tire is working at all times. If
for example, the lateral acceleration (red) is positive (turning right) will mean that the wheels that more
The weight they support will be on the left side because they are the exterior ones. Also, on the other hand, if the...
longitudinal acceleration (blue) is negative (braking) the wheels that will bear the most weight will be the
front wheels. So we will have to try to ensure that the wheels that bear more weight have good grip/traction.
tokeepthecargluedtothetrack:

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 14-USE OF HOFXLAPTO VIEW SETTINGS OF OTHER ROUNDS
ConHOFxLappodemos open any lap and see the settings used by another driver or even extract them.
It is easier to borrow someone else's settings, which we can do with File-Save.
thesetupwouldbe...althoughthiswouldn'thavemuchmeritsinceitwouldn'trequireusanyeffortotherthan
those settings would not be optimized for our driving style and we could not get the best out of it
We ourselves with those adjustments, as the ideal will be to adapt the car's behavior to our style.
of piloting, not the reverse.

But it is indeed interesting to observe data from his return, specifically the data of the settings used.
that appear in sight as soon as we open the turn in HOFxLap, which can be useful to us
help/guidance to see a specific data such as flap configuration for example, in case of
that we are 'stuck' with our settings. Let's take any lap on a circuit and look at the
data provided by HOFxLap:

Setup:
19,20R42.250:57.750F 24,29,35,40,45,50,54 10/10,9/9
ARB:F01000R0150 Tyre type: Soft Drys
22/6/6/01/01/1030/30.0[0.06]22/6/6/01/01/1030/30.0[0.04]
42/6/6/01/01/0700/48.0[0.07]42/6/6/01/01/0700/48.0[0.05]

Line 1: 19, 20 are the front/rear wings

R42.250:57.750F is the braking distribution rear (R) and front (F)
24, 29, 35, 40, 45, 50, 54 are the gear change ratios from 1st to 7th.
10/10, 9/9 are the differentials, acceleration use axis, acceleration use pair, deceleration use axis,
deceleration use for

2nd line: ARB: F01000 R 0150 is the front/rear safety arc

Tyre type: Soft Drys is the type of tires used

3rd and 4th line: we see that there are 4 groups of values, in the first line there are values corresponding to the
left front wheel and to the right, while in the second line they correspond to the rear wheel
left and right

22/6/6/01/01/1030/30.0 [0.06] are values of the front left wheel, while

22/6/6/01/01/1030/30.0[0.04]theyarefortherightfrontwheel
42/6/6/01/01/0700/48.0 [0.07] for the left rear wheel, and 42/6/6/01/01/0700/48.0 [0.05] for the
right rear.

For each wheel, taking the example of the left front wheel, we have:
22 are garnish rings
6/6/01/01aretheshockabsorbers,fastbump,fastrebound,bumpy,slowrebound
1030 are the springs of that wheel
30.0istheheightofthechassisinmillimeters
0.06isthewearoftheplateatthemomentofstoringitupsidedown.

ByNones&Ermanzan

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