Notable road car examples on iRacing are the V8 Supercars.Ī completely open differential allows the left and right tires to rotate entirely independently. Spools are typically used in karts, drag racecars, some oval race cars and some road race cars. In terms of handling, this causes understeer when decelerating, and oversteer when accelerating. This causes stress (wear) on both tires and the drive train. So, the inside is forced to rotate faster than it needs for the turn radius and hence spins. When going around a corner, the outside tire has to travel a longer distance. A spool ensures both left and right tires rotate at exactly the same speed.Ī spool gives you good traction accelerating on a straight line, but the handling of the car is compromised during turning. Some people weld their differential fixed, for instance to allow easier drifting. The spool is essentially a solid axle connection between the left and right wheels, or a fixed differential. Locked differential (also known as a spool) If you’re interested in the mechanical workings of a differential, we recommend you check out the following videos: ‘ How a Differential Works?’, ‘ Understanding Limited Slip Differential’, and ‘ Working of Limited Slip Differential’. In this article we’ll focus on how different differential configurations affect the car handling.
Its configuration determines how much of the torque coming off the engine is transferred to each wheel. High camber or toe-in will increase grip in high-speed turns and general stability, at the expense of tire wear.The differential (or diff, for short) allows the left and right wheels to rotate independently, which helps balance the car through corners. The former describes the angle of the tires when viewed from above, and the latter when viewed head-on. The same goes for many of the suspension settings, particularly toe and camber.
F1 2020 brazil setup full#
Run a full race with 100% brake pressure though and you’ll run into durability problems quickly. Setting your brake pressure to 100% means you can cut down on braking zones and get fantastic stopping power throughout the track-if you’re doing a one-lap time trial. The best example of setting a car up for raw pace over one lap versus a full race comes in the brake menu. Softening up front suspension or adding more front wing downforce will make it ‘pointier’ when you turn it into corners.įrom here your setup's just about fine tuning, and with this it’s important to identify whether you’re trying to make the car reliable over long races, or maximising pace over one lap. If you find it hard to hit the apexes because your car feels unresponsive and sluggish to your steering inputs, that's understeer, and remedying it is a matter of doing the exact reverse of the above. Finally, under transmission settings, you can either decrease the differential adjustment on throttle or increase the off throttle diff. Making the front suspension and roll bar stiffer than the rear will also introduce understeer, but again make sure you either increase front stiffness or decrease the rear, not both.
The first is either increasing rear wing aero or decreasing front wing aero (but not both) to introduce some understeer from the air. If you’re struggling for traction mid-corner and on corner exits, or finding the car a bit too twitchy to your inputs all over the circuits, there are a few F1 2020 setup categories to tweak. Remember, you’re not trying to make the car as easy to drive, but as fast as possible before you’re unable to consistently control it. Monaco and Hungaroring have a lot of low-speed corners and require a higher downforce level than normal, so you can pitch your initial front and rear wing aero levels a bit higher Spa has some huge straights and plenty of nearly flat-out turns, so it’s a low-downforce track.
You can save yourself a bit of time here by looking at the circuit map and asking how many low-speed corners and high-speed corners it has. Finding the best front and rear wing levels for a track is a bit more of a ‘feel’ thing-gradually reduce both until you’re finding your lap deltas suffer, then build them back up until you see the sweet spot reveal itself in the times you’re posting. It’s a sweet spot in a constant balancing act between speed and grip.
You’re finding out how fast and unresponsive a car you can get away with before its understeer or lack of stability affects your ability to hit the apexes quickly and consistently. It’s not about making your car as easy to drive as possible. The ultimate aim for any setup on any track is to run with your downforce as low as possible, and your suspension as stiff as possible. Reduce your downforce as much as possibleīefore we get into a couple of example setups, here are a few basic principles that guide the process.
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