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Index

Anti-Roll Bar (front) ............................................................................................................. 2


Anti-Roll Bar (rear) .............................................................................................................. 2
Brake Bias .......................................................................................................................... 2
Brake Power ....................................................................................................................... 2
Bump (front) ...................................................................................................................... 2
Bump (rear) ....................................................................................................................... 2
Bump – Fast (front) ............................................................................................................. 3
Bump – Fast (rear) .............................................................................................................. 3
Camber (front).................................................................................................................... 3
Camber (rear)..................................................................................................................... 3
Diff Coast ........................................................................................................................... 3
Diff Power .......................................................................................................................... 3
Diff Preload ........................................................................................................................ 4
Front Splitter ...................................................................................................................... 4
Rear wing ........................................................................................................................... 4
Rebound (front) .................................................................................................................. 4
Rebound (rear) ................................................................................................................... 4
Rebound – Fast (front) ......................................................................................................... 4
Rebound – Fast (rear) .......................................................................................................... 5
Ride Height (front) .............................................................................................................. 5
Ride Height (rear) ............................................................................................................... 5
Tire pressure ...................................................................................................................... 5
Toe (front) ......................................................................................................................... 5
Toe (rear) .......................................................................................................................... 5
Travel Range (front) ............................................................................................................ 5
Travel Range (rear) ............................................................................................................. 6
Wheel rate.......................................................................................................................... 6

This document transcribes the setup help tips from Assetto Corsa, a racing simulation game
created by Kunos Simulazione. Barring a few linguistic improvements the text remains unchanged
and can be used as a tool to help set up your car in other videogames, or as a reference. Special
thanks to Jordan Ruddock (a.k.a. Mr. Slowly) for screencapping the individual texts allowing me to
transcribe them. If anyone has sold you this document, demand your money back.

Website: http://www.FelixDicit.com
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Twitter: @FelixDicit
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Anti-Roll Bar (front)
 Raise the value to make the front end roll less and gain in stability, precision and fast turn in.
Usually you might lose some grip on the front end, but it’s not always the case, depending on
the suspension geometry.
 Lower the value to make the front end roll more. You will have better mid turn grip but you will
lose precision and agility and a slower turn in.
Keep higher values on tracks with lots of bumps and kerbs to aid stability

Anti-Roll Bar (rear)


 Raise the value to make the rear end roll less and be more reactive on driver inputs. Usually
you might lose some grip on the rear end, but it’s not always the case, depending on the
suspension geometry and rear weight distribution.
 Lower the value to make the rear end roll more. You will have better traction but you will lose
reactivity and agility and a slower turn in.
Keep lower values on tracks with lots of bumps and kerbs to aid stability.

Brake Bias
Changes the amount of braking power towards the front or the rear of the car.
 More forward bias makes the car more stable but also can block faster the front tyres and make
the front end uncontrollable under braking and turn in.
 More rearwards bias makes the car more agile and willing to rotate in turn in but also less stable
and easy to spin.

Brake Power
Modifies the power of the brakes in order to avoid the locking of the wheels.
 A value of 100 defines the maximum brake power and equals to shorter braking distances with
a higher chance of locking the wheels.
 When the value is less than 100 the chance of locking the wheels is lower but the braking
distances get longer.

Bump (front)
The damper stops the spring oscillation. Damper bump creates a force to slow the speed of the
suspension in compression (bump) when slow movements occur, primarily on weight transfers
(roll, pitch).
 Higher values make the car more reactive, giving better feeling and precision, stability under
braking but also higher tyre temperatures and tyre wear.
 Lower values make the car more predictable but slower in reactions, less precision and less
stability under braking. Lowers tyre temperature and tyre wear.

Bump (rear)
The damper stops the spring oscillation. Damper bump creates a force to slow the speed of the
suspension in compression (bump) when slow movements occur, primarily on weight transfers
(roll, pitch).
 Higher values make the car more reactive giving better feeling and precision, but also gives
more oversteer under acceleration or at the moment you release the brakes entering a turn.
 Lower value makes the car more predictable but slower in reactions, less precision when drifting
but also more traction and more stability the moment you release the brakes entering a turn.
Lowers tyre temperature and tyre wear.
Bump – Fast (front)
The damper stops the spring oscillation. Damper fast bump creates a force to slow the speed of the
suspension in compression (bump) when fast movements occur, primarily road irregularities and
kerbs.
 Higher values make the suspension absorb less of the impact from a kerb but also keep the
spring compression limited which can be useful as you don’t want the spring to gain much
energy and bounce back violently after a bump. Makes the front end a bit nervous over kerbs
and bumps.
 Lower value makes the suspension capable of absorbing more energy on bumps and kerbs but
then you need to make sure it won’t bounce down again upsetting the car.

Bump – Fast (rear)


The damper stops the spring oscillation. Damper fast bump creates a force to slow the speed of the
suspension in compression (bump) when fast movements occur, primarily road irregularities and
kerbs.
 Higher values make the suspension absorb less of the impact from a kerb but also keep the
spring compression limited which can be useful as you don’t want the spring to gain much
energy and bounce back violently after a bump. Makes the rear end a bit nervous over kerbs
and bumps.
 A Lower value makes the suspension capable of absorbing more energy on bumps and kerbs but
then you need to make sure it won’t bounce down again upsetting the car.

Camber (front)
 Raising the value makes the wheel gain negative camber. More negative camber gives more
turn in and lateral grip but less longitudinal grip while braking or accelerating. More camber also
raises tyre temperatures.
 Lowering the value makes the wheel lose negative camber. Less negative camber gives less
lateral grip but also more longitudinal grip while braking or accelerating. It also lowers tyre
temperatures spreading them more equally.

Camber (rear)
 Raising the value makes the wheel gain negative camber. More negative camber gives more
turn in and lateral grip but less longitudinal grip while braking or accelerating. More camber also
raises tyre temperatures.
 Lowering the value makes the wheel lose negative camber. Less negative camber gives less
lateral grip but also more longitudinal grip while braking or accelerating. It also lowers tyre
temperatures spreading them more equally.

Diff Coast
Differential lock in coast. When braking or simply coasting the locked differential will try to keep
both wheels at the same speed. This can change the handling of the car.
 Higher values make for a more stable car under braking but also make the car want to turn less
(more understeer).
 Lower values make the car less stable under braking and in turn in, but also make the care
more agile and willing to rotate.

Diff Power
Differential lock under power. When a wheel is spinning under power it loses grip. A locked
differential will transmit more power on the non-spinning wheel, thus aiding traction but also
changer the handling of the car.
 Higher values will aid traction until grip is enough but then will provoke both driven wheel
spinning. This will give oversteer to RWD-cars and understeer on FWD-cars under power.
 Lower values will give less traction, allowing the spinning wheel to continue spinning. This
makes the car more stable under power but also makes you lose time while overheating the
spinning tyre.

Diff Preload
Differential preload keeps the differential locked until the torque difference is equal to the value
indicated. When equal, the lock becomes the one in power or coast.
 Zero or low values make the car agile on the initial turn in, but can also make it nervous or lose
traction if driven very abruptly.
 Higher values can make the car more stable and give traction but can also overcome the
differential power and coast settings making the car feel very tight and resistant to rotate.

Front Splitter
The front splitter helps the car to gain downforce at the front end.
 Raise the value to eliminate understeer at medium/high speeds.
 Lower the value to make the car more stable at medium/high speeds.
You also gain downforce by making it work closer to the ground (lower front ride height). Extra
bonus: you won’t lose much top speed by adding more front splitter.

Rear wing
The rear wing produces downforce at the rear end of the car, but at the expense of more drag.
 Raise the value to make the car more stable at medium/high speeds and increase traction, but
you will lose top speed.
 Lower the value to make the rear end of the car more lively and gain top speed.

Rebound (front)
The damper stops the spring oscillation. Damper rebound creates a force to slow the speed of the
suspension in extension (rebound) when slow movements occur, primarily on weight transfers (roll,
pitch).
 Higher values at the front make the car more stable under acceleration and on fast direction
changes like chicanes.
 Lower values eliminates understeer under acceleration, but also makes the car more sluggish on
changing direction.

Rebound (rear)
The damper stops the spring oscillation. Damper rebound creates a force to slow the speed of the
suspension in extension (rebound) when slow movements occur, primarily on weight transfers (roll,
pitch).
 Higher values at the rear make the car less stable under braking and initial turn in, but also
much more agile on slow turns that need the whole car to rotate.
 Lower values at the rear make the car more stable at initial turn in, but can provoke inertia
movements of the rear end on chicanes and fast direction changing.

Rebound – Fast (front)


The damper stops the spring oscillation. Damper fast rebound freates a force to slow the speed of
the suspension in extension (rebound) when fast movements occur, primarily road irregularities
(bumps) and kerbs.
 Higher values make the suspension extension slower, thus limiting the shock the tyres get from
the energy of a compressed spring. If the fast rebound value is too high then the suspension
might not have time to extend again after a kerb and it will keep the front end lower to the
ground. This can be good for aerodynamics but also bad because on the next bump there will be
no suspension travel available.
 Lower values let the suspension extend more freely, but can also provoke a bouncing of the
tyres and thus worsening the tyre contact on the ground making the front end lose grip on
bumps and kerbs.

Rebound – Fast (rear)


The damper stops the spring oscillation. Damper fast rebound creates a force to slow the speed of
the suspension in extension (rebound) when fast movements occur, primarily road irregularities
(bumps) and kerbs.
 Higher values make the suspension extension slower, thus limiting the shock the tyres get from
the energy of a compressed spring. If the fast rebound value is too high then the suspension
might not have time to extend again after a kerb and it will keep the rear end lower to the
ground. This can be good for aerodynamics but also bad because on the next bump there will be
no suspension travel available.
 Lower values let the suspension extend more freely, but can also provoke a bouncing of the
tyres and thus worsening the tyre contact on the ground making the rear end lose grip on
bumps and kerbs.

Ride Height (front)


Front ride height modifies the length of the damper rod and subsequently the ride height of the
car. Keep in mind that ride height also varies depending on the wheel rate values, the tyre
pressures, the fuel load and the travel and rigidity of the bumpstop packers.

Ride Height (rear)


Rear ride height modifies the length of the damper rod and subsequently the ride height of the car.
Keep in mind that ride height also varies depending on the wheel rate values, the tyre pressures,
the fuel load and the travel and rigidity of the bumpstop packers.

Tire pressure
 Raising the tyre pressure will give more precise steering, higher top speed and maybe lower the
tyre temperatures if you don’t overdrive the car. On the other hand it will make the tyre slide
earlier if you overdo it.
 Lowering the tyre pressure will give more traction and grip, but also less precision, lower top
speed and more heat.

Toe (front)
 A negative value means the wheel, as seen from above, looks towards the outside of the car.
Gives faster turn in, but also instability under braking, higher tyre temperatures and less mid
turn grip.
 A positive value means the wheel, as seen from above, looks towards the inside of the car.
Gives slower turn in, but more stability under braking and higher tyre temperatures.
 A zero value gives higher top speed and lower tyre temperatures.

Toe (rear)
 A negative value means the wheel, as seen from above, looks towards the outside of the car.
Gives faster turn in, but also instability under braking, higher tyre temperatures and less mid
turn grip.
 A positive value means the wheel, as seen from above, looks towards the inside of the car.
Gives slower turn in, but more stability under braking and higher tyre temperatures.
 A zero value gives higher top speed and lower tyre temperatures.

Travel Range (front)


Front suspension travel range is the range of suspension travel before it hits the bumpstops.
 With a higher value the suspension has more travel before it eventually hits the bumpstop.
 With a lower value you hit the bumpstop sooner, thus blocking the suspension travel.
Check the bumpstop rate text to understand what happens when your suspension hits a bumpstop.

Travel Range (rear)


Rear suspension travel range is the range of suspension travel before it hits the bumpstops.
 With a higher value the suspension has more travel before it eventually hits the bumpstop.
 With a lower value you hit the bumpstop sooner, thus blocking the suspension travel.
Check the bumpstop rate text to understand what happens when your suspension hits a bumpstop.

Wheel rate
This is the spring force, multiplied by the install ratio of the suspension.
 Raise the value to stiffen the suspension and get a more direct and precise handling with fast
reactions.
 Lower the value to soften the suspension and get a more slow and predictable handling.
General wisdom says the stiffer the suspension the less grip you get, but this is not always the
case and it depends on suspension geometry and other design choices. As usual, you have to try
and find a compromise.