TRAINING AND SETUP

F1 Suspension Guide Applied to F1GP by Microprose

The theory explained in the previous chapters will guide us in car setup. Car setups are different for each driver and for each track. Sometimes they will differ even for the same driver, depending on what performance he wants.
If we want to train, we will start with the basic 'neutral' setup and modify it to match our needs.

METHODOLOGY

Find neutral setup
Modify one setting by session
Note any positive or negative effect
Modify back to previous setting (if negative) or proceed to step 2

You'll have to write down all relevant data for the session, such as:

Circuit, driver, engine, date, hour
Tyre composition
Front and rear wing settings
Gear setup, traction control, steering control

MODIFICATIONS
We should ALWAYS modify one thing at time, as to easily discard or accept it as positive change. If we change two settings within a session, we won't be able to identify the important setting.
We will divide the trainings in several sessions of four or five laps each. Why? One lap for warm-up, two or three laps at full performance, and one lap to cool and go back to boxes. More laps in one session will not be productive for finding new settings but could be positive for training the driver for a specific setup.

ORDER OF WORK
First, find the right mechanical stability and brake bias. These settings are crucial for low and medium-speed curves. Then proceed to aerodynamical setup in order to optimize the car performance in fast curves.

CIRCUIT AND CURVE ANALYSIS
We must methodicallly analyse the circuit and the potential trouble points. Usually, we will divide the track in 8-15 sectors, and then sort them by importance:

Curve exit which joins the longest straight
Curve exits which join fast straights
Curve entrances which are after fast straights
Curve apex of fast curves
Curve apex of medium and slow curves
Other sectors of the circuit

If we optimize for the most important sectors, we will reduce lap time significantly. Remember: it is not important the curve entry speed, it's more important how long can we maintain this speed within the curve.

Each curve must be analysed separately, although some close chicanes and S-splits can be taken as one curve. We must identify three points of each curve and train for best performance for each one of them:

Curve entry: Here the driver brakes and transfers the weight forward. The external tyre will exercise increasing steering force while the interior tyre will almost completely lose its grip. Sometimes we will prefer oversteering car, especially in slow curves with small radius. Here we brake and start to steer. Steering while braking will almost always spin the car.
Steering phase: Here we maintain curve steering speed or increase it a little. The car suspension is stabilised. Here we should maintain gas or make small throttle bursts. (NOTE: This phase can be omitted for small curves)
Curve exit: Here we point the car out of curve and apply throttle to quickly complete the curve. Here is where gear changes and aerodynamics play an important role.

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