Originally Posted by: Maxisone 
Originally Posted by: fifty inch 
Thanks Maxisone.
Now you made me curious: what are the 10% that are different? :-)
Your Damping and your Diff
For me setting
overall damping is to ensure grip and stability for road types undulations and maintaining grip on kerbs and at the crest of hills. After that .. I adjust front and rear bump/rebound to adjust oversteer or understeer corner entry/exit tendencies.
Damping for me separates a good tune from a great tune. Ridiculous amounts of time can be gained from working kerbs and if your car cannot handle kerbs (either flying off the high kerbs or slipping off the rumble strips) you are losing seconds on some tracks.
I will use Diff accell for adjusting how much power is put down to ensure optimum traction for corner exit and I will use decel for obtaining the most optimum corner entry speed in slow corners and for ensuring that the vehicle predictably corrects its tracking if I lift or bleed a little speed if my car is understeering a little when I am aiming for the apex in the corner.
I do not use accell to help power my way around a corner (post apex) in an understeering car. That to me indicates a poorly tuned car. I want to confidently get the car to the apex and start unwinding the steering lock (without much correction) and applying as much power as possible without losing precious tenths from wheelspin at every single corner. The tenths people lose at corner exit from every corner massively adds up over the length of the entire track.
But if the way you tune those components works for you then I have no problem with that. :)
Cheers
Hi Maxisone,
Thanks for elaborating.
DampingTo be honest I don't tune specifically for kerbs, from my experience kerbs are usually on places where you don't accelerate really (corner entry, apex, corner exit), if you have to accelerate there on occasion of course you have to be gentle but most of the times it comes down to able to coast over them without hassle. A lot of people also claim that a reasonably high ride height is also important for running kerbs, I personally don't have that experience either as most of the time I run minimum ride height without problems.
I do agree that damping separates a good from a great tune though. The main difference between us is that you obviously tune specifically for tracks while I always aim for a general purpose tune and I've yet to see a track specific tune that is faster than my general purpose approach.
You say: choose the right damping for the track (and car)
I say: choose the right damping for the car no matter what track
Again I don't believe in track specific tunes, only in track specific builds.
DiffMy main observation is that the relation between accel and decel together with the dampers and alignment (mainly caster) define the cars corner entry and exit behaviour. So whenever you change accel or decel you will change corner entry and exit behaviour as well. While it is common sense that the decel mainly affects corner entry changing the accel also affects corner entry subtlety as raising the accel will create a little more corner entry resistance (understeer) while lowering accel will decrease corner entry resistance (oversteer).
Also optimum corner exit traction is influenced by other factors such as rear bump and rear spring rate. From my experience you can run all of the cars with surprisingly similar Diff that only varies slightly around the 70/35 mark. If you experience on-throttle oversteer on corner exit then the Diff is most probably not the problem. And sometimes if the car is really high powered you just have to be gently on the throttle, if you lower accel (or rear bump / springs) you will create other problems.
Edited by user Monday, August 29, 2016 12:14:48 AM(UTC)
| Reason: Not specified