"There are slow corners after the long straights and this means that good driveability is again important as is rapid turbo response.
F1 2018 setup full#
The Montreal circuit is known for its long straights, where over 60% of the lap is spent at full throttle. The updates are mainly to the ICE, focusing on improving performance. "We are introducing an updated PU for this event, fitting it to both cars. The engines get a good workout and fuel consumption is an important factor. Long straights and heavy braking, high speeds and low grip, with barriers very close mean it's not a track for the fainthearted.
F1 2018 setup drivers#
Spectators take a short Metro ride from downtown and they are treated to watching the drivers perform on a truly old-skool circuit. Will the mighty fall at the hands of the wall? It’s back to Circuit Gilles Villeneuve.Įveryone in F1 loves the annual trip to Montreal: the city gives the sport a very warm welcome and the track itself, made up of roads built around the Ile Notre Dame and the rowing basin used for the 1968 Olympic Games, is truly unique. This is a simple fix, but again reduced straight line speed a touch.Honda F1 2018 Round 7 Canadian GP - Setup : Will the mighty fall at the hands of the wall? It’s back to Circuit Gilles Villeneuve.Įveryone in F1 loves the annual trip to Montreal: the city gives the sport a very warm welcome and the track itself, made up of roads built around the Ile Notre Dam
If the car is under-steering too much for your liking, you can raise the rear ride height to create rake and generate some oversteer. The 3-3 setup is on the extreme end and is something you'd use around Monza as well, but it works well here. With stiff suspension to stop weight transfer under acceleration and braking and less wing angle creating less downforce we can lower the car. The final part of this section is ride height, which is exactly what is sounds like. With just one high-speed change of direction at Campus we can get away with softer anti-roll bars, but at places like Suzuka and Circuit of The Americas you will want stiffer ones for the Esses sections. It makes the car a little less responsive, but it saves life in the tyres for the heavy breaking zones. by softening the roll bars just a touch we allow more lateral weight transfer, unloading the inside tyre in cornering. So far this setup is harsh on the tyres, and the anti-roll bars are where we get some of that back. By making the rear stiffer we create a little understeer, just like we do with the transmission, to help us get the power down earlier. For this setup we have stiffened the suspension to help us in sector two, and since the kerbs in Spa are friendly, it doesn't hurt us too much. The 6-6 default setup for suspension is good for most tracks, but by creating a difference in your front and rear suspension you can create over- or understeer. It's best to just make minor adjustments here. You will want extra camber and toe during sector two as you try to fly through Bruxelles, turn 11, and Pouhon, but as you accelerate down from La Source and through Blanchimont, you will bemoan it. This is countered by mounting the rear wheels in a toe-in position, but adding more tyre angle simply serves to increase tyre wear.Īgain, Spa requires very little play with the camber and toe due to its makeup as an all-rounder circuit. This helps with cornering responsiveness, but adding more toe-out decreases straight line stability.
Front tyres are in what's called a toe-out position, with the front of the tyre further away from its opposite than the rear of the tyre is. Toe describes the way the tyres angle away from one another. When you add negative camber to the front, as a general rule, add half as much to the rear. For Spa you shouldn't play with the camber too much since it has both long straights and a lot of mid-speed corners where grip is vital.