You can also use the anti-roll bar to help restore the balance of the car, just never change it together with the spring rates, because it makes it hard to tell which change is causing which effect. After the tyre pressures, which we handled in 5. First of all, you need to understand what an ARB is and what it does to the car. The ARB connects the suspension elements of two wheels on the same axle.
As a result, as soon as one wheel moves up or down, the other wheel is forced to follow that motion. However, the ARB is essentially a torsion spring which stores some of the energy when twisted, so not the entire movement of one tire is transferred to the other. This is because the mass of the chassis is not willing to change direction, while the tyres that grip to the surface are. Relative to the chassis, the left tyres move upwards, the right tyres move downwards, causing body roll.
Try to visualise this in your mind. To understand how balance is affected, we need to understand that as vertical load on a tyre is increased, the coefficient of friction of that tyre decreases.
You still get more grip, but proportionally less. This is known as load sensitivity. At kg of vertical load on a tyre, the coefficient of friction is 1. By multiplying the two numbers, you get the amount of friction force provided by the tyre:.
If we have a perfectly balanced axle where each wheel is loaded with kg, the total available grip at that axle is:. Vertical load will increase on the outside tires and will decrease on the inside tires. The coefficient on the left tyre decreases from 1. So while the total load on the axle remains the same kg , the total available grip is now only kg. Just when you need grip the most! Now we understand how an axle can lose grip under cornering, and is this precisely what causes handling issues.
When the available grip of the rear tyres is exceeded first, the car goes into oversteer; when the grip of the front tyres is exceeded first, the car goes into understeer. An ARB can balance this out. This can improve the balance of the car, and increase overall grip on the axle as shown in the earlier example. The ARB stiffness can also determine the lateral load transfer between the front and rear axles, even if a car only has one ARB, like the Skippy, which only has one on the rear.
A stiffer rear ARB causes more of the lateral load transfer to be distributed to the rear axle. Softer rear ARB means more of the lateral load transfer is distributed to the front axle. A stiffer rear ARB thus reduce available grip at the back while increasing it at the front, hence, making the car more oversteery and less understeery. Conversely, softening the rear ARB increases available grip at the back while decreasing it at the front, hence, making the car less oversteery and more understeery.
Controlling how much lateral load is transferred on the front versus rear axle is a balancing act, to optimise how much grip is available at each axle. Tuning the rear ARB on the Skip Barber car is mostly a question of driver preference: If you find the car too unstable for your liking, you can try reducing rear ARB stiffness. If you find the car unwilling to turn, you can try stiffening the rear ARB.
See if you feel the effect of it, and try to visualise the forces working on the car as you go through the corners. One of the few setup options available to the Skip Barber car is the pressure in the tyres.
Tyre pressures influence a number of factors in the performance of the car, and both high and low tyre pressures have their drawbacks.
Factors: Deflection, contact patch, vertical and lateral stiffness A tyre is a spring and damper unit after all, and becomes stiffer with higher tyre pressures. A higher tyre pressure also changes the curvature of the tyre, from a flat shape to like that of a bicycle. Lower tyre pressures lower the vertical stiffness, which in turn causes a bigger contact patch flatter tyre , and in theory sounds promising. Yet a bigger contact patch also increases the rolling resistance of the car.
An even lower tyre pressure will cause the shoulders of the tyre to bare the grunt of the load, less than ideal see illustration. It can cause the sidewalls of the tyres to nearly fold.
This is also not ideal see image. We recommend you take either of these for a spin on low tyre pressures, so you get familiar to the feeling of too-low tyre pressures. As with almost every setup option that will be covered later on, some compromise is needed. Fortunately, for the Skip Barber car and its tyres, finding the ideal pressure is fairly easy and does not depend on the track or weather conditions too much.
We suggest you select a track, default weather and start a test session. Use the baseline setup, and drive a few laps to get the heat into the tyres. When the pressures stabilize, you have reached the stable operating temperature of the tyres. You have to use telemetry to find out after how many laps this takes.
Observe the car and check your laptimes. Then increase the pressure a bit, and check behaviour and laptimes again. Repeat this step until the improvement stops or the car becomes worse again. The Skip Barber, as a non-downforce car, can be driven with the same pressure at practically every track. However, with higher end cars, especially those with high amounts of downforce, finding the right tyre pressure becomes a little more complex. A given tyre pressure is ideal for one specific amount of load on the tyres, yet this load varies greatly because of the different amount of downforce generated through high and low speed corners.
At a track with lots of high speed corners you may want to run higher pressures to increase grip in high-load situations. When playing with the pressures you should be able to notice differences in traction in slow corners between higher and lower pressures.
Likewise, you should notice a difference in grip in higher speed corners, although this might be more difficult to notice. Use the delta-bar to keep track of time gained or lost in individual corners. The process of finding a good tyre pressure, at least for short runs, is the same iterative process as with the lower end cars. For now, start your setup crafting career by finding the right tyre pressure.
Continue with anti-roll bars, in 5. One of these tools is car setup. And while most beginner series have friendly communities with lots of setups being shared on the forums, the willingness to share setups significantly drops off at more competitive series. Especially at the top level of sim racing, setups are seen as highly guarded intellectual property.
Thus, having a basic understanding of car setups becomes a very useful asset in your sim racing career. But before you start, here are few questions you should answer to ascertain whether diving into setups is the best use of your time:.
If you can answer all these questions with a definitive yes, then this guide is for you. Also, the trade-offs between different adjustments become quite interesting in the FR2. Ready to get started? Head on to 5.
There are a number of third party software tools that integrate with iRacing to improve your simracing experience or to aid you in your driving practice or racing. If you are part of a team, there are some nifty tools for team communication and sharing files such as setup or replays. YouTube, there is software to help you with that as well. To make the chunks of information a little smaller and easier to digest, this is split into the multiple posts. Academy Archives.
Preload spring: defines the base amount of force that is applied on these friction and clutch plates. With small enough or negative preload, you can open up your differential. The heavier the preload spring, the easier your differential will lock. The more locking force, the more it behaves like a locked diff and vice versa, the less locking force, the more it behaves like an open diff.
You may consider the preload as a form of general trigger for sensitivity. It set a minimum amount of locking force that is applied at all times.
Up to you Once you understand what ride heights are and what interactions ride heights have with suspension geometry, you need to spend a lot of time testing and experimenting with different settings in order to find out what works with each specific car. A lower spring rate gives a softer spring, which allows more displacement per unit of force the spring compresses more easily.
A spring rate adjustment affects the following: Weight transfer causes the ride height to change. For instance, during braking a car with softer front springs compresses more on the front, which pitches the car forward dynamic reduction of ride height at the front. This impacts the mechanical grip of the car, because it changes the center of gravity. Aside from mechanical grip, an increased pitch also known as rake may also have aerodynamic effects, because the angle of the car changes.
Stiffer springs will reduce body roll. See the illustration for the difference between pitch and roll. Aerodynamics will cause the ride height to change. For example, softer springs will compress more on the straights, as higher speeds generate more downforce.
Lower dynamic ride heights are advantageous in reducing aero drag unless the floor is scraping the track! For example, with stiffer springs, going over bumps and curbs may cause one or more tires to get momentarily unloaded or completely lose contact with the track, which would cause handling issues. Over to you Try fiddling with the spring rates, and see if you can improve your laptime with it. The ratio of roll stiffness between the front and rear axles affect the balance of the car, especially its tendency to under- or oversteer.
Unlike downforce, this is highly relevant for the Skippy. By multiplying the two numbers, you get the amount of friction force provided by the tyre: x 1. Up to you: The process of finding a good tyre pressure, at least for short runs, is the same iterative process as with the lower end cars.
But before you start, here are few questions you should answer to ascertain whether diving into setups is the best use of your time: Are you willing to study and learn how to create a setup from scratch? Setting up a car is about trade-offs within the limits of physics. Gaining proficiency in car setup is a process that requires you to experiment and analyze a lot. Are you able to consistently hit lap times within 0. If not, then your biggest gains might not come from setups.
Can you tell whether time loss was due to car or driver? You should be able to distinguish driver errors causing understeer, from a car setup change causing understeer. This means you should already be a driver capable of in-the-moment driving analysis. Pick the simulator for which you want to check the mod out v1. California Raceway v1. Formula Alpha - - J91 v1. Formula Alpha - - Ferrenzo B v1. Formula Alpha - - Willians W19 v1. Formula Alpha - - Rombo 25 v1. Formula Alpha - - Ferrenzo F07 v1.
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