Know the craft.
The vocabulary of fast laps — with diagrams. Tap any card for an AI deep-dive with a worked example.
Gradually releasing the brake while turning in, rather than fully releasing before turn-in. This keeps weight on the front tyres for grip and helps rotate the car.
Braking right at the edge of tyre adhesion (just before lockup or ABS engagement) for maximum deceleration in a straight line.
Load shifting between front/rear (under braking/acceleration) and left/right (under cornering). Understanding it is the foundation of car control.
The optimal path through a corner: out-in-out. Late apex on slow corners maximises corner exit; geometric apex on fast corners maximises mid-corner speed.
Front tyres lose grip before rear; the car pushes wide. Often caused by too-soft front, too-stiff rear, excessive front toe-in, low front tyre pressure, or simply too much speed for the corner.
Rear tyres lose grip first; the rear steps out. Often caused by stiff rear ARB, aggressive throttle, off-throttle lift, low rear tyre pressure, or too-high differential preload.
Angular difference between where the tyre points and where it actually travels. Peak grip occurs at an optimal slip angle (typically 5-8 degrees for racing slicks).
The innermost point of your path through a corner. Geometric apex = midpoint of the curve; late apex = past midpoint, used to maximise exit speed onto a following straight.
Distribution of braking force front-to-rear. More forward bias = stable entry but lazy rotation; more rearward = sharp rotation but risk of locking the rear and spinning.
How locked the diff is at low torque. Higher preload = more lock under coast/cruise, more stability but reduced rotation. Affects how the car behaves off-throttle.
Connects left and right suspension. Stiffer front ARB → more understeer; stiffer rear ARB → more oversteer. Use them to balance mid-corner behaviour.
Front-to-rear downforce ratio. Front-biased aero = sharp high-speed entry but unstable rear; rear-biased = stable but the car pushes through fast corners.
ACC target hot pressures: GT3 ~27.5–27.9 psi, GT4 ~26.0–26.5 psi. Too high = smaller contact patch and greasy feel; too low = overheating, vague turn-in, and tyre damage.
Distance between the car floor and the ground. Lower = more downforce + lower centre of gravity, but risk of bottoming out. Generally the rear sits higher than the front to create rake.
Damper settings. Bump (compression) controls how the damper resists being compressed; rebound controls how it returns. Slow bump/rebound affects body movement; fast bump/rebound affects sharp impacts (curbs, bumps).
Rubber stops that limit damper travel. Bump stop range = how much travel before they engage; rate = how stiff they are. Critical for high-downforce cars — they prevent the splitter from grounding out at high speed.
The angle of the steering axis when viewed from the side. More caster = more self-centring + more dynamic negative camber when turning, but heavier steering. ACC GT3 range typically 10-14 degrees; most cars run 12.
How the wheels point relative to straight ahead. Toe-in (front) = stable but lazy turn-in; toe-out (front) = sharp turn-in but unstable. Rear is almost always run with slight toe-in for stability.