RACE TRACK ENGINEER

First of all, thank you for choosing maidirecamber's Race Track Engineer. This "software" will help you in optimizing your car setup, to improve your fee
as a result your lap times.
Its structure and its use are very simple and intuitive. The order of categories, and individual setup items, are divided exactly as in AssettoCorsa, then y
trouble finding their position in the software. This order,then, is not the order that you must follow to create your setup.
Each category contains a brief theoretical explanation and the race track engineer, which is the heart of the program. The engineer works by question a
have to select your feelings driving from the red drop down menu, and the engineer will advise you how to fix the car setup.
What you need to do is just drive and tell him your impressions on the car, it will advise you where and how to take action to improve your setup.
If you want to start from scratch, or completely change an existing setup, we advise you to start by springs, dampers, height, arb, aero, gears and then
Change always one thing at a time, to see if what you are actually changing solves your problem or not.
Important: the set-up is always a compromise of the adjustments of all the parts that make up the car, and then the tips of the engineer in some cases
noticeable results, or in particular cases may even worsen your feeling and times lap.

Style choises:
For stylistic choices, layout and various, the font size used and the layout chosen could give some problems in some video resolutions. if you have displ
recommend you to zoom +/- to be able to read the texts without problems. The best results are achieved with monitor with 1920x1080 resolution or h

This guide may be incomplete, inaccurate and may contain errors of various types. Be aware.
Known issues:
Libreoffice might give some problem during use and display of RaceTrackEngineer
- For a better experience disable the automatic correction
- To change section you must hold down CTRL and press the desired icon
- Some text may be gray instead of white
- Some text may be incomplete due to an error in the management of the font size. Find the full text in the input line

Have fun with yours RaceTrackEngineer!

mizing your car setup, to improve your feeling with the car and

divided exactly as in AssettoCorsa, then you will have no

your setup.
rogram. The engineer works by question and answer; you
x the car setup.
o take action to improve your setup.
ampers, height, arb, aero, gears and then all the rest.

en the tips of the engineer in some cases may not provide

n some video resolutions. if you have display problems we

h monitor with 1920x1080 resolution or higher.

put line
GEARS
The ratios in the box are set up for each individual circuit depending on information received during practice. A cog is fitted based on the top speed ne
straight and the remainder adjusted downwards.
Top gear is usually set up first. This should be chosen so that the engine can work flat out at the top of its power curve to achieve the maximum speed
of the circuit with no spare revs available.
The next gear to be decided upon is First. The lowest gear is the least used and its only function is at the start and tight hairpins.
The remainder of gears must be spread out between top and bottom, with a minimum difference between cogs. Gearing should be as tight as possible
works between maximum torque and peak power.
 A cog is fitted based on the top speed needed in the fastest At the end of the faster straight, just before the braking point, how are the motor revs?

wer curve to achieve the maximum speed on the fastest part Just arrived to the limit

and tight hairpins.

ogs. Gearing should be as tight as possible, so that the engine

When shifting a gear, the revs drop too much causing a slow acceleration?
No

Must you shift up a gear just before braking for a corner?

No

Must you shift up/down a gear in mid-corner?

No
Ok Just arrived to
the limit
I have revs
available
To the limit by
some time

Ok

Yes
No

Ok

Ok Yes
No

Yes
No
AERO:
- FRONT SPOILER
The front splitter helps the car to gain downforce at the front end.
Raise the value to eliminate understeer at medium/hign speeds.
Lower the value to make the car more stable at medium/high speeds.
You also gain downforse by making it work closer to the ground.
Extra bonus: You won't lose much top speed.
- REAR WING
The rear wing produces downforce at the rear end of the car, but at the expense of more drag.
Raise the value to make the car more stable at medium/high speeds and increase traction, but you will lose top speed.
Lower the value to make the rear end of the car more lively and gain top speed.
 Aerodynamics come into play over 110km/h

What are the main characteristics of the circuit?

Many corners, short straights

op speed.

When cornering at medium/high speed, how do you feel the car?

Neutral
Use high downforc Many corners,
short straights
A few corners,
long straights
Many corners,
long straights

Ok Understeering

Oversteering

Neutral
TYRES:
- PRESSURE
Raising the tyre pressure will give more precise steering, higher top speed and maybe lower tyre temperatures if you don't overdrive the car. On the ot
make the tyre side earlier if you overdo it.Lowering the tyre pressure will give more traction and grip, but also less precision, lower top speed and more
is all about compromise.

- COMPOUND
The tyre ranges are not perfect ranges but a min max range that you might not be able to understand a difference in tyre grip. Temperatures are also v
from straight to inside a turn, so optimally you need a tyre that stays at the lower end of the optimum temperature just before the braking zone and at
the optimum temperature at the exit of the turn. Not so easy to obtain.

- Lotus Exos 125 Tyres

Optimum range temperature 90°-120°C. They do get pretty nasty if they cold down under 60°C. In terms of tyre wear, the tyres should be able to go th
fuel tank of the car without any big problems.
- Lotus Exos 125 S1 Tyres
Super Soft: 85°C -110°C. The tyre will wear quite fast. Practically you'll be able to do 7-10 laps before having severe degradation
Soft: 105°C -125°C The tyre will last a bit more than the SuperSofts. You could do around 15-20 laps but the degradation will be linear as you cover mo
Medium: 90°C -115°C The tyre will last for a long distance. It might be even possible to do a whole distance race, but you will experience slower laptim
Hard: 110°C -135°C A very stable tyre. Obviously less grip than the others but if the temperatures are good and the driving style adeguate, it might eve
the best laptimes, towards the end of the stint, when the fuel tank will be empty.
- Road legal tyres
Street tyres: 75°C - 85°C but "easy" under and over those temps. Very easy to overheat after some laps on a circuit, especially on fast corners.
Semislicks: 75°C - 100°C but a bit less grip under that and overheat quite faster over that. They have more grip of course and can resist more fast laps,
much abuse and drifting. They wear gradually and lose grip km after km.
- GT2 slicks:
SuperSoft/Soft: 90-105°C Don't like to be driven under or over that range. They wear out very fast
Medium: 85°C-105°C as supersofts over their range. They wear out in a linear gradual way
Hard: 80-100°C a tiny bit easier than supersoft outside their range but nothing too radical. They wear just a tiny bit after the initial laps and then stay q
long time until they start to lose lot's of grip
SuperHard: 80-100°C as Hards. They wear a tiny bit and stay stable for lot's of laps until they let go.
- GT3 slicks:
Softs: 80-110°C . Wear VERY fast. We've been told that they were actually used only for a couple of times in qualifying.
Mediums: 75-105°C Wear linearly and predictably. all around tyre
Hard: 70-100°C Wear a tiny bit after a couple of laps and stay stable for a long sting. Not great grip but they are predictable and can be used in a wide
temperatures. Often "forced" by regulations on cars.
- Hypercars slicks (Zonda R and 599XX) are a bit worse parents of the GT3 tyres. Let's say a generation behind. Rest of their characteristics is very simila
- Vintage F1 67 Tyres
Optimum range 50-90°C The tyres are good at low temps, and can withstand overheating pretty well. The tyre wear is gradual, you can expect to do a
problems, except if you overdrive and overheat them too much.
 [] [] [ ] Front [ ] [] []
O M I I M O
es if you don't overdrive the car. On the other hand it will [] [] [ ] Rear [ ] [] []
o less precision, lower top speed and more heat. Tyre pressure O M I I M O

ence in tyre grip. Temperatures are also vary quite widely

rature just before the braking zone and at the higher end of
I=inside
M=medium
yre wear, the tyres should be able to go through the whole O=outside

severe degradation
degradation will be linear as you cover more distance How are the tyre temperatures? [ compound ]
ace, but you will experience slower laptimes towards the end
nd the driving style adeguate, it might even be possible to do In general are higher than optimal

circuit, especially on fast corners.

ip of course and can resist more fast laps, but do not like
How are the tyre temperatures? [ camber / pressure ]
The M temp is higher or equal to I and O
tiny bit after the initial laps and then stay quite stable for a

qualifying.

are predictable and can be used in a wide variety of tracks and PS: we used 6° as the ideal difference between I and O, but you can climb up to 10° without any problems
. Rest of their characteristics is very similar to the GT3 tyres.

re wear is gradual, you can expect to do a full race without

 Use a harder compound In general are
higher than
In general are
optimal
lower than
In the optimal
optimal
range

Decrease the pressure The I temp is higher than 6° to the O

The O temp is higher than the I

The M temp is lower than I and O

The M temp is higher or equal to I and O

The I and M temps are more than 6° respect to O

o 10° without any problems

The M and O temps are more than 6° respect to I
ALIGNMENT:
- CAMBER
Raising the value makes the wheel gain negative camber. More negative camber gives more turn in and lateral grip but less longitudinal grip while brak
More camber also raises tyre temperatures.
Lowering the value makes the wheel lose negative camber. Less negative camber gives less lateral grip but also more longitudinal grip while braking or
lower tyre temperatures spreading them more equally.
- TOE
A negative value means the wheel, as seen from above, looks towards the outside of the car. Gives faster turn in, but also instability under braking, high
temperatures and less mid turn grip.
A positive value means the wheel, as seen from above, looks towards the inside of the car. Gives slower turn in, but more stability under braking and h
temperatures.
A zero value gives higher top speed, lower tyre temperatures and less wear.
 During the brake and in corner entry, how do you feel the car?
al grip but less longitudinal grip while braking or accelerating.
Little reactive
so more longitudinal grip while braking or accelerating. It also

n in, but also instability under braking, higher tyre

in, but more stability under braking and higher tyre

At the rear is generally used a convergence to zero or slightly closed (positive).

Anyway you can still do several tests with the rear toe to find the car's behavior you prefer. The engineer's tips written
 Open the front toe (go towards negative numbers) Little reactive
Precise
Unstable

or you prefer. The engineer's tips written above can beapplied to both axes.
DAMPERS:
- BUMP
The damper stops the spring oscillation. Damper bump creates a force to slow the speed of the suspension in compression (bump) when slow moveme
on weight transfers (roll, pitch).
Higher values make the car more reactive giving better feeling and precision, stability under braking but also higher tyre temps and wear.
Lower the value makes the car more predictable but slower in reactions, less precision and stability under braking. Lowertyre temperature and wear.
- FAST BUMP
The damper stops the spring oscillation. Damper fast bump creates a force to slow the speed of the suspension in compression (bump) when fast move
primarily road irregularities and kerbs.
Higher values make the suspension absorb less the impact from a kerb but also keep the spring compression limited which can be useful as you don't w
gain much energy and bounce back violently after a bump.
Makes the front end a bit nervous over kerbs and bumps.
Lower the value makes the suspension capable of absorbing more energy on bumps and kerbs but then you need to make sure it won't bounce down a
car.
- REBOUND
The damper stops the spring oscillation. Damper rebound creates a force to slow the speed of the suspension in extension (rebound) when slow move
primarly on weight transfers (roll, pitch).
Higher values at the front, make the car more stable under acceleration and on fast change direction like chicanes.
Lower values eliminates understeer under acceleration but also makes the car more sluggish on changing direction.
- FAST REBOUND
The damper stops the spring oscillation. Damper fast rebound creates a force to slow the speed of the suspension in extension (rebound) when fast mo
primarily road irregularity and kerbs.
Higher values make the suspension extension slower, thus limiting the shock the tyres get from the energy of a compressed spring. If the fast rebound
then the suspension might not have time to extend again after a kerb and it will keep the front end lower to the ground. This can be good for aerodyna
because on the next bump there will be no suspension travel available.
Lower values left the suspension extend more freely, but can also provoke a bouncing of the tyres and thus worsening the tyre contact on the ground m
lose grip on bump and kerbs.
Find the correct compromise.
 DAMPERS:
n compression (bump) when slow movements occur, primarly
As starting, set the dampers to achieve the values of critical damping recommended: (use dev_app CarEngineer). fast
higher tyre temps and wear.
aking. Lowertyre temperature and wear. - (slow) bump 0.5

on in compression (bump) when fast movements occur, - fast bump 0.3

limited which can be useful as you don't want the spring to - (slow) rebound 0.7
- fast rebound 0.4
need to make sure it won't bounce down again upsetting the

In general, how do you feel the car?

n in extension (rebound) when slow movements occur,
It seems balanced
anes.
ection.

nsion in extension (rebound) when fast movements occur,

a compressed spring. If the fast rebound value is too high How do you feel the car in corner entry?
he ground. This can be good for aerodynamics but also bad Neutral
orsening the tyre contact on the ground making the front end

How do you feel the car on bumps and holes

Neutral

How do you feel the car in corner exit?

Neutral
ended: (use dev_app CarEngineer). fast always less than the slow

Ok It is so rigid, it
seems to have
It
noseems
dampers
balanced
It seems that
bounces, that
pump

Ok Understeering
Neutral
Oversteering

Ok Understeering
Neutral
Oversteering

Ok Understeering
Neutral
Oversteering
DRIVETRAIN:
- DIFF POWER
Differential lock under power. When a wheel is spinning under power it loses grip. A locked differential will transmit more power on the non spinning w
tracion but also changing the handling of the car.
Higher values will aid traction until grip is enough but then will provoke both driven wheel spinning. This will give oversteer to the RWD cars and under
power.
Lower values will give less traction, letting the spinning wheel to continue spinning. Makes the car more stable under power but also makes you lose ti
the spinning tyre.
- DIFF COAST
Differential lock in coast. When braking or simply coasting the locked differential will try to keep both wheels at the same speed. This can change the h
Higher values make for a more stable car under braking but also make the car want to turn less (more understeer).
Lower values make the car less stable under braking and in turn in, but also make the car more agile and willing to rotate.
- DIFF PRELOAD
Differential preload. Keeps the differential locked intil the torque difference is equal to the value indicated. Then the lock becomes the one in power or
Zero or low values make car agile in the initial turn in, but can also make it nervous or lose traction if driven very abruptly.
Higher values can make the car more stable and give traction but can also overcome the differential power and coast settings making the car feel very ti
rotate.
 DIFF POWER
ansmit more power on the non spinning wheel, thus aiding
Exiting from the corner in acceleration, the inside drive wheel spins?
give oversteer to the RWD cars and understeer on FWD under
No
e under power but also makes you lose time and overheat

at the same speed. This can change the handling of the car.
teer).
ng to rotate. When you press the gas pedal to go out of the corner, how do you fell the car?
Neutral
hen the lock becomes the one in power or coast.
ery abruptly.
nd coast settings making the car feel very tight and resistant to

DIFF COAST
When in braking you shift-down the gears, how do you fell the car?
Neutral

DIFF PRELOAD
In mid corner, without large accelerations or braking, how do you feel the car?
Neutral
Ok Yes
No

Ok Understeering
Neutral
Oversteering

Ok Understeering
Neutral
Oversteering

Ok Understeering
Neutral
Oversteering

Little reactive
Precise
Unstable
GENERIC:
- FUEL
Amount of fuel in the tank.
- ENGINE LIMITER
Engine rev limiter. Modify the rev limiter action.
Higher rev limiter will give more power and acceleration but less reliability.
Lower rev limiter will keep the engine safe from damage.
Only works under power, not when brajing. You can always over rev an engine if you downshift too fast.
- BRAKE BIAS
Changes the amount of braking power towards the front or the rear of the car.
More forward bias makes the car more stable but also can block faster the front tyres and make the front end uncontrollable under braking and turn in
More rearwards bias makes the car more agile and willing to rotate in turn in but also less stable and easy to spin.
 When you enter in the curve during braking, how do you feel the car?
Neutral-slight understeer

d uncontrollable under braking and turn in.

spin.
Ok Understeering
Neutral-slight
understeer
Oversteering

Understeering
Neutral
Oversteering

Understeering
Neutral
Oversteering

Understeering
Neutral
Oversteering

Little reactive
Precise
Unstable
SUSPENSIONS:
- PACKER RATE
Packers or bumpstop rate. This is usually a rubber spring before the actual end of the suspension range. Think of it as an extra spring that start working
suspension is compressed enough to hit on it.
Raise the value to limit the suspension travel after it hits the bump stop, make the front end more reactive, limit the aero pitch sensitivity effects and s
under braking.
Lower the value to permit a bit more suspension travel after it hits the bump stop, make the front end more predictable and raise the aero pitch sensiti
braking.
- TRAVEL RANGE
This is the suspension travel before it hits the bumpstops.
With a higher value the suspension has more travel before it eventually hits the bumpstop.
With a lower value you hit the bumpstop sooner, thus blocking the suspension travel.
Check the bumpstop rate help you to understand what happens when you the suspension hits a bumpstop.
- ARB FRONT
Front Anti Roll Bar.
Raise the value to make the front end roll less and gain in stability, precision and fast turn in. Usually you might lose some grip on the front end, but it's
case, depending on the suspension geometry.
Lower the value to make the front end roll more. You will have better mid turn grip but you will lose precision and agility and a slower turn in.
Keep higher values on tracks with lots of bumps and kerbs to aid stability.
- ARB REAR
Rear Anti Roll Bar.
Raise the value to make the rear end roll less and be more reactive on driver inputs. Usually you might lose some grip on the rear end, but it's not alwa
depending on the suspension geometry and the rear weight distribution.
Lower the value to make the rear end roll more. You will have better traction but you will lose reactivity and agility and a slower turn in.
Keep lower values on tracks with lots of bumps and kerbs to aid stability.
- WHEEL RATE
As starting, find the car of your class and sets the wheel rate to get the corresponding hz: (use dev_app CarEngineer)
- 0.5-1.5Hz = standard car
- 1.5-2.5Hz = racing car without wings or ground effect
- 2.5-3.0Hz = low downforce racing car and GT car
- 3.0-4.5Hz = racing car with moderate downforce
- 4.5-8.0+Hz = racing car with high downforce
This is the spring force, multiplied by the install ratio of the suspension.
Raise the value to stiffen the suspension and get a more direct and precise handling with fast reactions.
Lower the value to soften the suspension and get a more slow and predictable handling.
- HEIGHT
Ride height affects the downforce of the vehicle .
On cars without wings, the height is used to adjust understeer and oversteer. It's preferable to have ride height as low as possible to increase downforc
A lower car will require stiffer springs, shock absorbers and anti-roll bars.
 ARB
k of it as an extra spring that start working when the
When steering and during fast changes of direction, how do you feel the car?
mit the aero pitch sensitivity effects and stabilise the car
Reactive, responds immediately to steering
predictable and raise the aero pitch sensitivity effects under

During the curve, how do you feel the car?

Neutral

ht lose some grip on the front end, but it's not always the

n and agility and a slower turn in.

In corner exit, how do you feel the car?
Neutral
ome grip on the rear end, but it's not always the case,

agility and a slower turn in.

ngineer) SPRINGS (WHEEL RATE) - First find the Hz of your car class
How are the front/rear Hz?
[car without downforce] The rear Hz is 10/20% higher than front

In general, how do you feel the car?

Neutral
ht as low as possible to increase downforce and grip.

HEIGHT/PACKER RATE/TRAVEL RANGE

Is the rear height greater than the front?
Yes, between 15mm and 50mm

The bottom of the car touches the tarmac?

Rarely
Ok Slow
reactions,
Reactive,
does not react
responds
immediately
immediately
to the
to steering
steering

Ok Understeering
Neutral
Oversteering

Ok Understeering
Neutral
Oversteering

Ok [car without
downforce]
[car without
The rear Hz is
downforce]
10/20%
[car
The with
rear
higher Hz is
than
downforce]
equal/lower
front
The
thanfront
frontHz is
10/20%
[car with downforce] the front Hz is equal/lower than rear

Ok Understeering
higher than
rear
Neutral
Oversteering

Ok No
Yes , less than
15mm
Yes, between
15mm and
50mm
Yes, more than 50mm

Ok , you can try to continue to reduce the height from Yes

the ground and use the packer (or bumpstop) to limit No
the suspension travel, until the suspension travel is too
Rarely
low in the corners or over bumps
Setup FAQ: answers to common problems

The car does not want to steer into the corners

- increase front wing
- decrease rear wing
- open the toe
- increase rear rebound damper values, and/or lower the front bump values
- move brake balance towards rear
- soften the front arb
- stiffen the rear springs, and/or soften the front
- increases the rear ride height
The car wants to turn into the corners too quickly or spins too easily when cornering
- decrease front wing
- increase rear wing
- close the toe
- lower rear rebound value, and/or increase front bump values
- move brake balance to the front
- stiffen the front arb
- stiffen the front springs, and/or soften the rear
- decreases the rear ride height
Other cars run much faster on the long straights
- reduce wings front and rear
- lengthen the gear ratios
- check the ride height
- check driving line to optimize the corner exit before the straight
Car does not grip in corners / other cars are faster in corner
- increase wings front and rear
- soften the arb
- select softer compound tyres
The car lacks acceleration over short distances
- shortens the gear ratios
- increases the differential power value
The car has tendency to spin on when braking into corners
- move brake balance towards the front
- increases the differential coast value
- close the toe
Tyres wear out too quickly
- raising the tyre pressure
- lessen wing downforce
- fit harder compound
FOV CALCULATOR

Enters the dimensions

H - Monitor height ( cm ) D - Distance between your eyes and the monitor ( cm )
25 107

Vertical FOV calculated

13
s and the monitor ( cm )