Setup sheets - link
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Joined: Dec 2005
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From: New England
Matt's point is sound, even if you don't go as hard core as he does. The best drivers are aware of all the minute changes and signals the car is sending them every foot of every lap, and especially as the car and conditions change. They have put the basic mechanics of driving into their subconscious so their conscious can pay attention to the car and thus stay way ahead of it. Experimenting with small changes can train this instinct, and very often can also incidentally yield a faster and easier to drive car...
I'm not saying this isn't the right thing to do and if my race budget were at cup levels you bet I would do it every time without fail. Your points are 100% valid
Nice thing I've thus far noticed in my own progression is being relaxed and driving the car as it is at my capability is both enjoyable and competitive enough
If 100k were to fall into my racing budget then coaches and a race engineer would be first items
Now! Can someone tell me what hot pressures they are running with RRs?
Thread Starter
Former Vendor
Joined: Oct 2015
Posts: 510
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From: Atlanta, GA
I certainly think with a solid baseline setup you can be 95% of the way there, and just get in and go. But the pointy end of the field is tweaking and fine tuning, which is all part of the fun, IMO.
If you find the data or the setup overwhelming, a good coach can help you with the data, analysis, and feedback.
If you find the data or the setup overwhelming, a good coach can help you with the data, analysis, and feedback.
Thread Starter
Former Vendor
Joined: Oct 2015
Posts: 510
Likes: 39
From: Atlanta, GA
You don't need a cup budget or even 100k. A good trackside support operation will be able to guide you through setup and make the changes (eg we always have scales setup at the track), and/or a good coach will be able to act as your engineer and analyze what you and the car are doing and suggest setup changes.
Making changes on a test day and tracking them (thus the setup sheets), along with noting what the car does differently, will help you build a database of changes and how they affect the handling.
The SPB's are not difficult to setup once you know what settings do what. The hard part is assessing the car's handling while you're busy driving...sometimes you just have to take a few laps and just focus on what the car is doing (away from other traffic).
One way to think of it is: "What do I need the car to do better so I can go faster?" Hint: the answer usually isn't HP!
Making changes on a test day and tracking them (thus the setup sheets), along with noting what the car does differently, will help you build a database of changes and how they affect the handling.
The SPB's are not difficult to setup once you know what settings do what. The hard part is assessing the car's handling while you're busy driving...sometimes you just have to take a few laps and just focus on what the car is doing (away from other traffic).
One way to think of it is: "What do I need the car to do better so I can go faster?" Hint: the answer usually isn't HP!
Offset is putting car in air and monkeying around with it dripping in sweat and bleeding fussing with crap
I'm not saying this isn't the right thing to do and if my race budget were at cup levels you bet I would do it every time without fail. Your points are 100% valid
Nice thing I've thus far noticed in my own progression is being relaxed and driving the car as it is at my capability is both enjoyable and competitive enough
If 100k were to fall into my racing budget then coaches and a race engineer would be first items
Now! Can someone tell me what hot pressures they are running with RRs?
I'm not saying this isn't the right thing to do and if my race budget were at cup levels you bet I would do it every time without fail. Your points are 100% valid
Nice thing I've thus far noticed in my own progression is being relaxed and driving the car as it is at my capability is both enjoyable and competitive enough
If 100k were to fall into my racing budget then coaches and a race engineer would be first items
Now! Can someone tell me what hot pressures they are running with RRs?
Rennlist Member
Joined: Aug 2001
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From: New York, NY
Rennlist Member
Joined: Dec 2005
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From: New England
West coast guys share everything
I'm happy to send you my setup.
Burning Brakes
Joined: Jun 2011
Posts: 1,081
Likes: 34
From: Colorado
If you've been scribbling your setup notes on the back of a napkin here's a link to the setup sheets we use. Should help keep you organized:
http://atlspeedwerks.com/setup/
here's a link to the setup sheets we use. Should help keep you organized:http://atlspeedwerks.com/setup/
Rennlist Member
Joined: Aug 2001
Posts: 4,473
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From: New York, NY
It's not a static configuration, it's knowing what the car is doing under given conditions and how to respond to it then staying on top of it for that day at that circuit. Then on to the next....
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Joined: Aug 2006
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From: SC
at your convenience.....
Did you get an answer for hot temps for RRs yet?.....
Exactly my point......
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Joined: Aug 2006
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From: SC
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Joined: Sep 2006
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From: Onterrible
Toyo's guidelines are uselessly broad and inclusive re. a bunch of different car weights and setups.
In general we found that 35 was a good initial hot temp target for the dry. The tire seems to develop good grip across a 3-4 degree spread and being at 35 gives you a couple degrees of room (if you over drive the car, turtles, scrub, abrasive surface) before grip falls off. Keep in mind that your pressures will likely be asymmetrical and/or different on all corners depending on the track and your driving style re. rotation and slip angle. And rain is a different animal re. changing your camber and generally lowering tire pressure a bit to help decrease overall spring rate.
Testing of course is helpful since self-directed learning always sticks better than someone telling you stuff
In general we found that 35 was a good initial hot temp target for the dry. The tire seems to develop good grip across a 3-4 degree spread and being at 35 gives you a couple degrees of room (if you over drive the car, turtles, scrub, abrasive surface) before grip falls off. Keep in mind that your pressures will likely be asymmetrical and/or different on all corners depending on the track and your driving style re. rotation and slip angle. And rain is a different animal re. changing your camber and generally lowering tire pressure a bit to help decrease overall spring rate.
Testing of course is helpful since self-directed learning always sticks better than someone telling you stuff