iRacing GT4 Aston Martin Vantage User Manual

iRacing GT4 Aston Martin Vantage

Specifications

• Chassis: Front double wishbone and rear multi-link suspension
• Length: 4520 mm (178.0 in)
• Width: 1948 mm (76.7 in)
• Wheelbase: 2703 mm (106.7 in)
• Dry Weight: 1283 kg (106.4 lbs)
• Wet Weight (with driver): 1464 kg (3477 lbs)
• Power Unit: Twin-turbo aluminum 90-degree V8
• Displacement: 4.0 Liters (244.1 cid)
• Torque: 425 lb-ft (576 Nm)
• Power: 460 bhp (343 kW)
• RPM Limit: 7175

Introduction

• The Aston Martin Vantage GT4 user manual provides a deeper understanding of the chassis setup adjustments available in the garage, allowing you to tune the chassis setup to your preference.

Getting Started

• Before starting the car, it is recommended to map controls for Brake Bias, TC, and ABS settings. This will allow you to make quick changes to suit your driving style while out on track.
• To start the car, pull the upshift paddle to put it into gear and hit the accelerator pedal. The car uses an automated sequential transmission and does not require manual clutch operation.
• However, downshifting may be restricted if the car feels you are traveling too fast for the requested gear.
• Upshifting is recommended when the shift lights on the dashboard are all fully illuminated, at approximately 6750 rpm.

Loading an iRacing Setup

• Upon loading into a session, the car will automatically load the iRacing Baseline setup [baseline. sto]. If you prefer one of iRacing’s pre-built setups for specific conditions, you can load it by clicking Garage > iRacing Setups and selecting the desired setup.
• If you want to customize the setup, make the changes in the garage and click apply. To save your setup for future use, click Save As on the right and name and save the changes.
• To access your personally saved setups, click My Setups on the right side of the garage. If you want to share a setup with another driver or everyone in a session, select Share on the right side of the garage.

FAQ

1. Can I manually shift gears in the Aston Martin Vantage GT4?

No, the car uses an automated sequential transmission and does not require manual clutch operation.

1. What is the recommended RPM for upshifting?

Upshifting is recommended when the shift lights on the dashboard are all fully illuminated, at approximately 6750 rpm.

1. 1.  **How do I load an iRacing setup for the Aston Martin Vantage GT4?**

Upon loading into a session, the car will automatically load the iRacing Baseline setup. If you prefer a different setup, you can select it in the Garage > iRacing Setups menu.

Dear iRacing User,

• Congratulations on your purchase of the Aston Martin Vantage GT4! From all of us at iRacing, we appreciate your support and your commitment to our product. We aim to deliver the ultimate sim-racing experience, and we hope that you’ll find plenty of excitement with us behind the wheel of your new car!
• Aston Martin has long used the Vantage as its entry into GT4-spec racing, putting the car through multiple revisions and decades’ worth of racing history. The current-spec GT4 made its debut in the 2019 24 Hours of Nurburgring, where a factory-prepared entry took the SP8T class win by four laps. The next year, KohR Motorsports gave the Vantage GT4 its first IMSA Michelin Pilot Challenge Grand Sport championship, as drivers Kyle Marcelli and Nate Stacy scored a weekend sweep at Mid-Ohio. Vantage GT4s remain in use with many of the top GT4 programs and events around the world.
• The following guide explains how to get the most out of your new car, from how to adjust its settings off of the track to what you’ll see inside of the cockpit while driving. We hope that you’ll find it useful in getting up to speed.
• Thanks again for your purchase, and we’ll see you on the track!

ASTON MARTIN VANTAGE GT4

TECH SPECS

CHASSIS

• FRONT DOUBLE WISHBONE AND REAR MULTI-LINK SUSPENSION.
• LENGTH 4520 mm 178.0 in
  • WIDTH 1948 mm 76.7 in
• WHEEL BASE 2703 mm 106.7 in
  • DRY WEIGHT 1283 kg 106.4 lbs
• WET WEIGHT WITH DRIVER 1464 kg 3477 lbs

POWER UNIT

TWIN-TURBO ALUMINUM 90-DEGREE V8

• DISPL ACEMENT 4.0 Liters 244.1 cid
  • TORQUE 425 lb-ft 576 Nm
• POWER 460 bhp 343 kW
• RPM LIMIT 7175

Introduction

• The information found in this guide is intended to provide a deeper understanding of the chassis setup adjustments available in the garage, so that you may use the garage to tune the chassis setup to your preference.
• Before diving into chassis adjustments, though, it is best to become familiar with the car and track. To that end, we have provided baseline setups for each track commonly raced by these cars. To access the baseline setups, simply open the Garage, click iRacing Setups, and select the appropriate setup for your track of choice. If you are driving a track for which a dedicated baseline setup is not included, you may select a setup for a similar track to use as your baseline. After you have selected an appropriate setup, get on track and focus on making smooth and consistent laps, identifying the proper racing line, and experiencing tire wear and handling trends over many laps.
• Once you are confident that you are nearing your driving potential with the included baseline setups, read on to begin tuning the car to your handling preferences.

GETTING STARTED

• Before starting the car, it is recommended to map controls for Brake Bias, TC, and ABS settings.
• While this is not mandatory, this will allow you to make quick changes to the brake bias and stability management systems to suit your driving style while out on track.
• Once you load into the car, getting started is as easy as pulling the “upshift” paddle to put it into gear, and hitting the accelerator pedal.
• This car uses an automated sequential transmission and does not require manual clutch operation to shift in either direction. However, the car’s downshift protection will not allow you to downshift if it feels you are traveling too fast for the gear requested.
• If that is the case, the downshift command will simply be ignored.
• Upshifting is recommended when the shift lights on the dashboard are all fully illuminated. This is at approximately 6750 rpm.

LOADING AN iRACING SETUP

• Upon loading into a session, the car will automatically load the iRacing Baseline setup [baseline. sto].
• If you would prefer one of iRacing’s pre-built setups that suit various conditions, you may load it by clicking Garage > iRacing Setups > and then selecting the setup to suit your needs.
• If you would like to customize the setup, simply make the changes in the garage that you would like to update and click apply. If you would like to save your setup for future use click “Save As” on the right to name and save the changes.
• To access all of your personally saved setups, click “My Setups” on the right side of the garage.
• If you would like to share a setup with another driver or everyone in a session, you can select “Share” on the right side of the garage to do so.
• If a driver is trying to share a setup with you, you will find it under “Shared Setups” on the right side of the garage as well.

Dash Pages

DASH PAGE 1

• Left Light Stack – Left side wheel lockup indicators. The uppermost two will illuminate in blue to indicate a LF lockup while the lowermost two will illuminate in blue to indicate a LR lockup.
• The second and third lights in the stack will also flash red when the engine is stalled.
• Right Light Stack – Right side wheel lockup indicators. The uppermost two will illuminate in blue to indicate a RF lockup while the lowermost two will illuminate in blue to indicate a RR lockup.
• The second and third lights in the stack will also flash red when the engine is stalled.
• Row 1 Left (SPEED) Road speed (km/h or mph)
• Row 1 Center Currently selected gear
• Row 1 Right (BEST LAP) Session best lap time as mm:ss: ms
• Row 2 Left (WATER TEMP) Engine water temperature (Celsius or Fahrenheit)
• Row 2 Right (LAST LAP) Last lap time as mm:ss: ms
• Row 3 Left (FUEL USED) Fuel used relative to a full tank (Liters or US Gallons)
• Row 3 Right (DELTA) Current lap time delta to best lap as ss: ms
• Row 4 Left (PIT) Pit limiter indicator, illuminates green when the pit limiter is active
• Row 4 Second from left (TC SLIP) Current traction control setting
• Row 4 Third from left (MAP) Current engine map setting (non-adjustable)
• Row 4 Center (A/C) Current air conditioning setting (non-adjustable)
• Row 4 Third from the right (WIPER) Current windscreen wiper setting
• Row 4 Second from the right (ABS) Current ABS setting
• Row 4 Right FCY indicator

DASH PAGE 2

• Left Light Stack – Left side wheel lockup indicators. The uppermost two will illuminate in blue to indicate a LF lockup while the lowermost two will illuminate in blue to indicate a LR lockup.
• The second and third lights in the stack will also flash red when the engine is stalled.
• Right Light Stack – Right side wheel lockup indicators. The uppermost two will illuminate in blue to indicate a RF lockup while the lowermost two will illuminate in blue to indicate a RR lockup.
• The second and third lights in the stack will also flash red when the engine is stalled.
• Row 1 Left (SPEED) Road speed (km/h or mph)
• Row 1 Center Currently selected gear
• Row 1 Right (BATTERY VOLTAGE) Battery voltage (Volts)
• Row 2 Left (OIL PRESSURE) Engine oil pressure (bar or psi)
• Row 2 Right (FUEL USED) Fuel used relative to a full tank (Liters or US Gallons)
• Row 3 Left (WATER TEMP) Engine water temperature (Celsius or Fahrenheit)
• Row 3 Right (GEARBOX TEMP) Gearbox oil temperature (Celsius or Fahrenheit)
• Row 4 Left (PIT) Pit limiter indicator, illuminates green when the pit limiter is active
• Row 4 Second from left (TC SLIP) Current traction control setting
• Row 4 Third from left (MAP) Current engine map setting (non-adjustable)
• Row 4 Center (A/C) Current air conditioning setting (non-adjustable)
• Row 4 Third from the right (WIPER) Current windscreen wiper setting
• Row 4 Second from the right (ABS) Current ABS setting
• Row 4 Right FCY indicator

DASH PAGE 3

• Left Light Stack – Left side wheel lockup indicators. The uppermost two will illuminate in blue to indicate a LF lockup while the lowermost two will illuminate in blue to indicate a LR lockup.
• The second and third lights in the stack will also flash red when the engine is stalled.
• Right Light Stack – Right side wheel lockup indicators. The uppermost two will illuminate in blue to indicate a RF lockup while the lowermost two will illuminate in blue to indicate a RR lockup.
• The second and third lights in the stack will also flash red when the engine is stalled.
• Row 1 Left (SPEED) Road speed (km/h or mph)
• Row 1 Center Currently selected gear
• Row 1 Right (BEST LAP) Session best lap time as mm:ss: ms
• Row 2 Left (WATER TEMP) Engine water temperature (Celsius or Fahrenheit)
• Row 2 Right (LAST LAP) Last lap time as mm:ss: ms
• Row 3 Left Current tire pressures LF/RF top row, LR/RR bottom row (kPa or psi)
• Row 3 Right (LAP COUNT) Current session lap count and current lap time delta to best lap as ss: ms
• Row 4 Left (PIT) Pit limiter indicator, illuminates green when the pit limiter is active
• Row 4 Second from left (TC SLIP) Current traction control setting
• Row 4 Third from left (MAP) Current engine map setting (non-adjustable)
• Row 4 Center (A/C) Current air conditioning setting (non-adjustable)
• Row 4 Third from the right (WIPER) Current windscreen wiper setting
• Row 4 Second from the right (ABS) Current ABS setting
• Row 4 Right FCY indicator

PIT LIMITER

• When the pit limiter is active all shift lights will begin to flash in green, the ‘pit’ text will illuminate on the dashboard and the display graphics will change from yellow to green.

TRACTION CONTROL ACTIVATION LIGHTS

• When traction control is active, all lights in the clusters affixed to the top of the dashboard will flash in green.

SHIFT LIGHTS

• The shift lights illuminate from the left to right in the following order:
• 1 Green 5850 rpm
• 2 Green 5950 rpm
• 1 Red 6050 rpm
• 2 Red 6150 rpm
• 3 Red 6250 rpm
• 4 Red 6350 rpm
• 5 Red 6450 rpm
• 6 Red 6550 rpm
• 1 Red 6650 rpm
• All Flashing Blue 6750 rpm

ADVANCED SETUP OPTIONS

• This section is aimed at more advanced users who want to dive deeper into the different aspects of the vehicle’s setup. Making adjustments to the following parameters is not required and can lead to significant changes in the way a vehicle handles.
• It is recommended that any adjustments are made incrementally and only singular variables are adjusted before testing changes.

Tires

COLD AIR PRESSURE

• Air pressure in the tire when the car is loaded into the world. Higher pressures will reduce rolling drag and heat buildup but will decrease grip. Lower pressures will increase rolling drag and heat buildup but will increase grip. Higher speeds and loads require higher pressures, while lower speeds and loads will see better performance from lower pressures. Cold pressures should be set to track characteristics for optimum performance.
• Generally speaking, it is advisable to start at lower pressures and work your way upwards as required.

HOT AIR PRESSURE

• Air pressure in the tire after the car has returned to the pits. The difference between cold and hot pressures can be used to identify how the car is progressing through a run in terms of balance, with heavier-loaded tires seeing a larger difference between cold and hot pressures. Ideally, tires that work similarly should build pressure at the same rate to prevent a change in handling balance over the life of the tire, so cold pressures should be adjusted to ensure that similar tires are at similar pressures once up to operating temperature. Hot pressures should be analyzed once the tires have stabilized after a period of laps.
• As the number of laps per run will vary depending on track length a good starting point is approximately 50% of a full-fuel run.

TIRE TEMPERATURES

• Tire carcass temperatures once the car has returned to the pits, measured in three zones across the tread of the tire: Inside, Middle, and Outer.
• Wheel Loads and the amount of work a tire is doing on track are reflected in the tire’s temperature, and these values can be used to analyze the car’s handling balance. Middle temperatures are useful for directly comparing the work done by each tire, while the
• Inner and Outer temperatures are useful for analyzing the wheel alignment (predominantly camber)
  while on track.

TREAD REMAINING

• The amount of tread remaining on the tire once the car has returned to the pits. Tire wear is very helpful in identifying any possible issues with alignment, such as one side of the tire wearing excessively, and can be used in conjunction with tire temperatures to analyze the car’s handling balance. These values are measured in the same zones as the temperatures.

Chassis

FRONT

ARB SET TING

• Increasing the ARB setting shortens the ARB arm and will increase the roll stiffness of the front suspension, resulting in less body roll but increasing mechanical understeer. This can, in some cases, lead to a more responsive steering feel for the driver.
• Conversely, reducing the ARB setting lengthens the ARB arm, softening the suspension in roll and increasing body roll but decreasing mechanical understeer. This can result in a less-responsive feel from the steering, but grip across the front axle will increase.
• Along with this, the effects of softening or stiffening the ARB assembly concerning aerodynamics should also be considered, a softer ARB configuration will result in more body roll which will decrease control of the aero platform in high-speed corners and potentially lead to a loss in aero efficiency. Three ARB settings are available ranging from 1 (softest) to 3 (stiffest).

TOE-IN

• The toe is the angle of the wheel, when viewed from above, relative to the centerline of the chassis. Toe-in is when the front of the wheel is closer to the centerline than the rear of the wheel, and Toe-out is the opposite.
• On the front end, adding a toe-out will increase slip in the inside tire and decrease straight-line stability while adding a toe-in will reduce the slip and increase straight-line stability.

GROSS WEIGHT

• The percentage of total vehicle weight in the garage acting across the right front and left rear corners. A setting of 50.0% is generally optimal for non-oval tracks as this will produce symmetrical handling in both left and right-hand corners providing all other chassis settings are symmetrical. Higher than 50% cross weight will result in more understeer in left-hand corners and increased oversteer in right-hand corners.
• Cross weight can be adjusted by making changes to the spring perch offsets at each corner of the car.

IN-CAR DIALS

DASH DISPLAY PAGE

• Changes the currently selected digital dash page. Three options are available as previously described in the dash configuration section of this manual.

BRAKE PRESSURE BIAS

• Brake Bias is the percentage of braking force that is being sent to the front brakes. Values above 50% result in greater pressure in the front brake line relative to the rear brake line which will shift the brake balance forwards increasing the tendency to lock up the front tires but potentially increasing overall stability in braking zones.
• This should be tuned for both driver preference and track conditions to get the optimum braking performance for a given situation.

BRAKE PADS

• The vehicle’s braking performance can be altered via the Brake Pad Compound.
• The “Low” setting provides the least friction, reducing the effectiveness of the brakes but allowing the most modulation, while “Medium” and “High” provide more friction and increase the effectiveness of the brakes but allow the least modulation.

ABS SET TING

• The current ABS map the car is using. Twelve positions are available: Position 1 has the least intervention/support, position
  11 has the most support, and position 0 disables the ABS completely. Position 7 is the recommended baseline setting.

• More intervention reduces the possibility of and the duration of lockups during braking but can result in longer braking distances if the system is set overly aggressively for the amount of available grip.

TC SET TING

• The position of the traction control switch determines how aggressively the ECU cuts engine torque in reaction to rear wheel spin. Twelve positions are available: Settings 1-11 range from the least intervention/sensitivity (position 1) to the highest intervention/sensitivity (position 11) while position 0 disables the traction control completely.
• Position 1 is the recommended baseline setting. More intervention will result in less wheelspin and less rear tire wear but can reduce overall performance if the traction control is cutting engine torque too aggressively and stunting corner exit acceleration.

LEFT/RIGHT FRONT

CORNER WEIGHT

The weight underneath each tire under static conditions in the garage. Correct weight arrangement around the car is crucial for optimizing a car for a given track and condition. Individual wheel weight adjustments and cross-weight adjustments are made via the spring perch offset adjustments at each corner.

FRONT RIDE HEIGHT

Distance from the ground to a reference point on the chassis. Since these values are measured to a specific reference point on the car these values may not necessarily reflect the vehicle’s ground clearance, but instead provide a reliable value for the height of the car off of the race track under static conditions. Adjusting Ride Heights is key for optimum performance, as they can directly influence the vehicle’s aerodynamic performance as well as mechanical grip. Increasing front ride height will decrease front downforce as well as decrease overall downforce, but will allow for more weight transfer across the front axle when cornering. Conversely, reducing ride height will increase front and overall downforce, but reduce the weight transfer across the front axle. The minimum legal front ride height is 93.0 mm.

SPRING RATE

This setting determines the installed corner spring stiffness. Stiffer springs will result in a smaller variance in ride height between high and low load cases and will produce superior aerodynamic performance through improved platform control. However, overly stiff springs will result in increased tire load variation which will manifest as a loss in mechanical grip. Typically the drawbacks of stiffer springs will become more pronounced on rougher tracks and softer springs in these situations will result in increased overall performance. Corner spring changes will influence both roll and pitch control of the platform and ARB changes should be considered when altering corner spring stiffnesses to retain the same front to rear roll stiffness and overall balance. When reducing corner spring stiffness the ARB stiffness should be increased to retain the same roll stiffness as previously. Three options for spring rate are available ranging from 240 N/mm (1370 lbs/in) to 280 N/mm (1599 lbs/in). Spring perch offsets must be adjusted to return the car to the prior static ride heights after any spring rate change.

SPRING PERCH OFFSET

Used to adjust the ride height at the corner of the car by changing the installed position of the spring. Increasing the spring perch offset will result in lowering the corner of the car while reducing the spring perch offset will raise the corner of the car. These changes should be kept symmetrical across the axle (left to right) to ensure the same corner ride heights and no change in cross weight. The spring perch offsets can also be used in diagonal pairs (LF to RR and RF to LR) to change the static
cross weight in the car.

BUMP STIFFNESS

The bump stiffness setting is a paired adjustment controlling both the low and high-speed compression-damping characteristics of the damper. For the Vantage GT4, setting “0” is minimum damping (least resistance to compression) while “25” is maximum damping (most resistance to compression). Increasing the bump stiffness will result in faster weight transfer to the wheel during transient movements, such as braking and direction change, with increased damping usually providing an increase in turn-in response but a reduction in overall grip in the context of front dampers. High-speed compression damping will increase proportionally to the increase in low-speed compression damping which will also result in a harsher response to curb strikes.
At smoother tracks, more bump stiffness will typically increase performance while at rougher tracks or ones with aggressive curbs less compression damping can result in an increase in mechanical grip at the expense of platform control.

REBOUND STIFFNESS

The Rebound Stiffness setting is a paired adjustment to both low and high- speed rebound damping characteristics. Increasing rebound damping will slow down the rate at which the damper extends in both low and high-speed situations. A typical low damper speed situation would be as the car rolls back to level on a corner exit while a high speed situation would be where the suspension is extending after large curb contact. Setting “0” is minimum damping (least resistance to extension) while “18” is maximum damping (most resistance to extension). While high rebound stiffness will result in improved platform control for aerodynamic performance and overall chassis response it is important to avoid situations where the shock is too slow in rebounding as this will result in the tire losing complete contact with the track surface which can induce or exacerbate severe oscillations.

CAMBER

Camber is the vertical angle of the wheel relative to the center of the chassis. Negative camber is when the top of the wheel is closer to the chassis centerline than the bottom of the wheel, positive camber is when the top of the tire is farther out than the bottom. Due to the suspension geometry and corner loads, a negative camber is desired on all four wheels. Higher negative camber values will increase the cornering force generated by the tire but will reduce the amount of longitudinal grip the tire will have under braking. Excessive camber values can produce very high cornering forces but will also significantly reduce tire life, so it is important to find a balance between life and performance. Increasing front camber values will typically result in increased front axle grip during mid to high-speed cornering but will result in a loss of braking performance and necessitate a rearward shift in brake bias to compensate.

LEFT/RIGHT REAR

REAR RIDE HEIGHT

Distance from the ground to a reference point on the rear of the chassis. Increasing rear ride height will decrease rear downforce as well as increase overall downforce and will allow for more weight transfer across the rear axle when cornering. Conversely, reducing ride height will increase the rear downforce percentage but reduce overall downforce while reducing the weight transfer across the rear axle. Rear ride height is a critical tuning component for both mechanical and aerodynamic balance considerations and static rear ride heights should be considered and matched to the chosen rear corner springs for optimal performance. The minimum legal rear ride height is 102.0 mm while the maximum legal rear ride height is 120.0 mm.

SPRING RATE

Similar to the front axle, stiffer springs will result in a smaller variance in ride height between high and low load cases and will produce superior aerodynamic performance through improved platform control at the expense of mechanical grip. This can be particularly prominent when exiting slow-speed corners with aggressive throttle application. Stiffer springs will tend to react poorly during these instances especially so on rough tracks which will result in significant traction loss. Spring stiffness should
be matched to the needs of the racetrack and set such that the handling balance is consistent between high and low-speed cornering. As an example case, a car that suffers from high-speed understeer but low-speed oversteer could benefit from an increase in rear spring stiffness. This will allow for a lower static rear height which will reduce rear weight transfer during slow- speed cornering while maintaining or even increasing the rear ride height in high-speed cornering to shift the aerodynamic balance forward and reduce understeer. Three options for spring rate are available 100 N/mm (571 lbs/in) to 120 N/mm (685 lbs/in). Spring perch offsets must be adjusted to return the car to the prior static ride heights after any spring rate change.

BUMP STIFFNESS

The bump stiffness setting is a paired adjustment controlling both the low and high-speed compression damping characteristics of the damper with identical ranges to those of the front dampers. Increasing the compression damping will result in faster weight transfer to the wheel during transient movements, such as accelerating and direction change, with increased damping usually providing an increase in response but a reduction in overall grip especially at corner exit traction in the context of rear dampers. Excessively stiff compression damping can cause very poor traction on rough tracks as it can result in large tire load variation and a reduction in overall grip.

REBOUND STIFFNESS
The rebound stiffness setting is a paired adjustment controlling both the low and high-speed damping characteristics of the damper with identical ranges to those of the front dampers. Increasing rebound damping will slow down the rate at which
the damper extends in both low and high-speed situations. High rebound stiffness will result in improved platform control for aerodynamic performance and overall chassis response but it is important to avoid situations where the shock is too slow in rebounding as this will result in the tire losing complete contact with the track surface. This can be particularly detrimental during braking events and the initial turn-in phase though an increase in rebound stiffness can help to “slow down” the change in pitch of the car as the brakes are applied, potentially increasing braking stability.
CAMBER
As with the front of the car, it is desirable to run significant amounts of negative camber to increase the lateral grip capability; however, it is typical to run a slightly reduced rear camber relative to the front. This is primarily for two reasons, firstly, the rear tires are wider compared to the fronts and secondly, the rear tires must also perform the duty of driving the car forward where the benefits of camber to lateral grip become a tradeoff against reduced longitudinal (traction) performance.
TOE-IN
The toe is the angle of the wheel, when viewed from above, relative to the centerline of the chassis. Toe-in is when the front of the wheel is closer to the centerline than the rear of the wheel, and Toe-out is the opposite. At the rear of the car, it is typical to run toe-in. Increases in toe-in will result in improved straight-line stability and a reduction in response during direction changes. Large values of toe-in should be avoided if possible as this will increase rolling drag and reduce straight-line speeds. When making rear toe changes remember that the values are for each wheel as opposed to paired as at the front. This means that individual values on the rear wheels are twice as powerful as the combined adjustment at the front of the car when the rear toes are summed together. Generally, it is advised to keep the left and right toe values equal to prevent crabbing or asymmetric handling behavior; however, heavily asymmetric tracks such as Lime Rock Park may see a benefit in performance from running asymmetric configurations of the rear toe and other setup parameters.

REAR

FUEL LEVEL

The amount of fuel in the fuel tank. The tank capacity is 105 L (27.8 g). Adjustable in 1 L (0.26 g) increments.

ARB SET TING

Increasing the ARB assembly stiffness will increase the roll stiffness of the rear suspension, resulting in less body roll but increasing mechanical oversteer. This can also cause the car to “take a set” more quickly at the initial turn-in. Conversely, reducing the ARB assembly stiffness will soften the suspension in roll, increasing body roll but decreasing mechanical oversteer. This can result in a less-responsive feel from the rear especially in transient movements, but grip across the rear axle will increase. Three ARB settings are available ranging from 1 ‘soft’ to 3 ‘stiff’.

WING SET TING

The wing setting refers to the relative angle of attack of the rear wing, this is an aerodynamic device that has a significant impact upon the total downforce (and drag!) produced by the car as well as shifting the aerodynamic balance of the car rearwards with increasing angle. Increasing the rear wing angle results in more total cornering grip capability in medium to high-speed corners but will also result in a reduction of straight-line speed. Rear wing angle should be adjusted in conjunction with the front and rear ride heights, specifically the difference between front and rear ride heights known as ‘rake’. To retain the same overall aerodynamic balance it is necessary to increase the rake of the car when increasing the rear wing angle.

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