Whereas toe in at the rear can see increased stability, but the car might feel a bit lazy as you initially turn into a corner. Toe out at the front will see the car respond more sharply on initial turn in, but you will lose some front stability. It is how the power is transmitted to the rear wheels, and changing this affects how that power is transmitted.Ī more open differential will see the rear wheels turn at different speeds, whereas a locked differential will see them spin at the same speed. The differential is one of the more complex items to adjust on the car. Here, you can adjust the On and Off Throttle Differential. To adjust the differential, go to the Transmission tab of the setup that you’re modifying. This can be changed to suit your own driving style and for a bit of extra downforce/top speed. By default, F1 22 offers a “recommended setup” when you enter the first setup screen. You will then be presented with a multitude of options to change, as well as the ability to load previous setups that you have created and saved. Cycle to the setup menu and press the requested button to customise.On the track, hit the relevant button on your wheel, keyboard, or controller to bring up the screen attached to your car, or the race strategy menu if you are in Grand Prix mode.For the latter two, head to the track once you’ve made it through all of the career hubs. Load up into one of the main game modes: Time Trial, Grand Prix, or Career/My Team.High camber or toe-in will increase grip in high-speed turns and general stability, at the expense of tire wear.In this guide, we will explain some of the basics for creating a good setup in F1 22, and what you should be looking out for in your playthrough. The former describes the angle of the tires when viewed from above, and the latter when viewed head-on. The same goes for many of the suspension settings, particularly toe and camber.
F1 2020 brazil setup full#
Run a full race with 100% brake pressure though and you’ll run into durability problems quickly. Setting your brake pressure to 100% means you can cut down on braking zones and get fantastic stopping power throughout the track-if you’re doing a one-lap time trial. The best example of setting a car up for raw pace over one lap versus a full race comes in the brake menu. Softening up front suspension or adding more front wing downforce will make it ‘pointier’ when you turn it into corners.įrom here your setup's just about fine tuning, and with this it’s important to identify whether you’re trying to make the car reliable over long races, or maximising pace over one lap. If you find it hard to hit the apexes because your car feels unresponsive and sluggish to your steering inputs, that's understeer, and remedying it is a matter of doing the exact reverse of the above. Finally, under transmission settings, you can either decrease the differential adjustment on throttle or increase the off throttle diff. Making the front suspension and roll bar stiffer than the rear will also introduce understeer, but again make sure you either increase front stiffness or decrease the rear, not both. The first is either increasing rear wing aero or decreasing front wing aero (but not both) to introduce some understeer from the air. If you’re struggling for traction mid-corner and on corner exits, or finding the car a bit too twitchy to your inputs all over the circuits, there are a few F1 2020 setup categories to tweak. Remember, you’re not trying to make the car as easy to drive, but as fast as possible before you’re unable to consistently control it.
Monaco and Hungaroring have a lot of low-speed corners and require a higher downforce level than normal, so you can pitch your initial front and rear wing aero levels a bit higher Spa has some huge straights and plenty of nearly flat-out turns, so it’s a low-downforce track. You can save yourself a bit of time here by looking at the circuit map and asking how many low-speed corners and high-speed corners it has.
Finding the best front and rear wing levels for a track is a bit more of a ‘feel’ thing-gradually reduce both until you’re finding your lap deltas suffer, then build them back up until you see the sweet spot reveal itself in the times you’re posting. It’s a sweet spot in a constant balancing act between speed and grip. You’re finding out how fast and unresponsive a car you can get away with before its understeer or lack of stability affects your ability to hit the apexes quickly and consistently. It’s not about making your car as easy to drive as possible. The ultimate aim for any setup on any track is to run with your downforce as low as possible, and your suspension as stiff as possible. Reduce your downforce as much as possibleīefore we get into a couple of example setups, here are a few basic principles that guide the process.
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