Peter Covells Tuning Guide

Chassis set-up table

Shock absorbers
Front mounting position		Rear mounting position
More upright	Less upright	More upright	Less upright
Stiffens spring tension More chassis roll More progressive spring action Less steering Quicker steering response	Softens spring tension Less progressive spring action More steering Lower steering response	Stiffens spring tension Quicker steering response More steering out of corner	Softens spring tension More steering into corners Less steering out of corners
Damping Note: match damping to springs
Front		Rear
Heavy damping	Light damping	Heavy damping	Light damping
Less front end grip Less chassis roll Less steering Quicker steering response Prevents nose diving under braking Use on high grip smooth tracks	More front end grip More chassis roll More steering Milder steering response Causes nose diving under braking (use bump stops) Use in bumpy or low grip situations	Less rear end grip Less chassis roll More steering Quicker steering response Prevents squatting under acceleration	More rear end grip More chassis roll Less steering Milder steering response Better over bumps

Springs
Front		Rear
Softer springs	Stiffer springs	Softer springs	Stiffer springs
More steering Slower steering response More nose diving under braking	Less steering Quicker steering response	More traction out of corner Slower steering response Chassis squats under acceleration	Less rear end traction Quicker steering response

Anti roll bars
Increase front tension	Decrease front tension	Increase rear tension	Decrease rear tension
Decrease front end grip Decrease steering response May be used to tame a twitchy rear end	Increase front end grip Increase steering response Can hook entering corners	Decrease chassis roll Decrease rear end grip Increase steering into corners May cause rear end to snap Can hook under power coming out of corners	Increase chassis roll Increase rear end grip More stable in entering and exiting corners

Camber Note: normally 1-2 deg leaning in
Too little = unstable at speed & cornering		To much = less forward traction
Front		Rear
More	Less	More	Less
Lower centre of gravity Quicker steering response More side traction Less chance of grip roll	Increase ride height Increase chassis clearance Less side traction More chance of grip roll	More traction under braking More side traction Less chance of grip roll	Less side traction may equal more steering Less traction under braking More chance of grip roll

Camber change
Shorter top link increases camber change. Increasing angle of top link increases camber change, but less than shortening top link
Front		Rear
Increase	Decrease	Increase	Decrease
More steering into corners Decrease chance grip roll Decrease straight line stability over bumpy sections	Less steering into corners Increase chance grip roll Increase consistency of contact between tyre and track in straight line	More rear end grip into corners Decrease chance of traction rolling May cause understeer	Less rear end grip into corners Increase chance of traction rolling

Caster		Ackerman
Increase	Decrease	Increase	Decrease
More stable at high speed Sharper turn in under braking More steering entering corners Less steering under power	More manoeverable at high speed Less turn in Less steering under braking More steering exiting corners	Increases smoothness during cornering Decrease turn in capacity	May cause sudden power off oversteer Very responsive sharp turn in

Ride height
Run as low as possible without bottoming		Chassis angle
Lower	Higher	Lower at front	Lower at rear
Less roll Less weight transfer More side traction More responsive	More roll More weight transfer Less side traction Less twitchy	More steering under braking More steering when accelerating	More traction under acceleration - good for rwd More stable under braking

Toe in/out
Front toe in/out		Rear toe in
Low traction little front toe in	High traction little front toe out to increase steering	Only toe in is used on the rear. Rear toe out would make the car very unstable
In	Out	More	Less
Less steering Increase straight line stability Slower steering response	Increase steering response entering corners Less straight stability Some cornering loss exiting corners	Increase high speed stability More traction out of corner Less steering into corner Less steering out of corner Less straight line speed	Decrease straight line stability More top speed

Droop Note: test on flat surface remove wheels and shocks Adjust using shock length
Negative front suspension travel		Negative rear suspension travel
Increase front droop	Decrease front droop	Increase rear droop	Decrease rear droop
More steering under power More steering out of corner Less straight line stability Negative aerodynamic effect Above causes lift reduces downforce	Less steering under power Less steering out of corner Chassis stays flatter under acceleration	Less traction under braking More steering into corners Much better over bumps	More rear traction under braking More rear traction entering corners