Setup Guide · Dialcraft

The quick ruleDriver first · baseline second · one question per run.

01

Driver first, setup second

Confirm line, braking point and control timing repeat before blaming the car.

02

Use the scientific method

Observe a repeatable symptom, propose one cause, change one relevant control, then compare evidence.

03

Build a baseline

Set fuel, tyres, weather, assists and track state before judging balance.

04

Prioritize the foundation

Tyre state, clearance and braking safety come before fine balance, damping or gearing.

05

Name the corner phase

Entry, mid-corner and exit use different loads; describe the first moment the problem appears.

06

Record every run

Write the baseline, exact change, representative laps and driver comment before the next adjustment.

07

Avoid compound changes

Changing several parameters together hides which change helped and which created the tradeoff.

08

Respect the discipline

Circuit tuning rewards precise repetition; rally tuning adds surface evolution and longer travel, but the evidence process is identical.

09

Keep, revert or refine

After each comparison, keep a proven gain, revert a loss, or test a smaller step—never stack guesses.

10

The complete test loop

Start from a known setup, run consistent laps, name the biggest repeatable problem and its phase, make one small change, compare equal laps, then keep, revert or repeat with the next problem.

11

What the setup sheet records

Record conditions, every baseline value, the exact before/after change, its purpose, representative lap data, hot/cold tyre data and a phase-specific driver comment.

12

Universal versus phase-specific controls

Tyres, height and aero platform can influence the whole lap; brake release, bars, dampers and differential often answer a narrower entry, middle or exit question.

Garage checklist

Use equal fuel, compound and weather.
Warm tyres to a stable window.
Change one control by one small step.
Log the result before another change.

Do not miss

A faster isolated lap is not proof when traffic, driving or tyre state changed.

The quick ruleSay where, when and at what speed—not only understeer or oversteer.

01

Slow understeer · Entry

The nose resists the first steering input in a slow corner. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

02

Slow understeer · Mid-corner

Steering angle builds while the car runs wide near the apex. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

03

Slow understeer · Exit

The front pushes wide as power is applied. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

04

Fast understeer · Entry

The car will not take the intended line at fast turn-in. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

05

Fast understeer · Mid-corner

The front loses authority under sustained high-speed load. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

06

Fast understeer · Exit

The front opens the line while accelerating from a fast corner. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

07

Slow oversteer · Entry

The rear rotates too far during braking or initial steering. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

08

Slow oversteer · Mid-corner

Rear grip fades around the slow apex. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

09

Slow oversteer · Exit

The rear steps out as throttle arrives in a slow corner. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

10

Fast oversteer · Entry

The rear is nervous at fast turn-in. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

11

Fast oversteer · Mid-corner

Rear stability disappears under sustained high-speed load. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

12

Fast oversteer · Exit

The rear opens the line on high-speed throttle application. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

13

Too little rotation

The car changes direction reluctantly across the corner. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

14

Too much rotation

Yaw builds faster than the driver can comfortably manage. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

15

Poor handling response

The car feels reluctant, disconnected or hard to place. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

16

Insufficient stability

The car needs frequent corrections in repeatable conditions. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

17

Not enough overall grip

The tyre limit arrives early across several phases. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

18

Not enough traction

The car cannot turn available engine torque into exit speed. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

19

Wheelspin

Driven tyre speed rises without matching acceleration. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

20

Torque steer

Power application pulls the steering or changes the line. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

21

Slow weight transfer

The chassis responds late to braking, steering or throttle. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

22

Low front downforce

High-speed front authority is weaker than low-speed balance suggests. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

23

Low rear downforce

High-speed rear stability is weaker than mechanical balance suggests. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

24

Too much drag

Straight-line speed is lost despite healthy gearing and power. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

25

Aero understeer

Understeer grows mainly with speed and aero load. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

26

Aero oversteer

Oversteer grows mainly with speed and aero load. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

27

Bottoming over bumps

Suspension or floor reaches its limit over surface impacts. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

28

Bottoming under braking

Front travel is exhausted during heavy deceleration. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

29

Bottoming in fast corners

Aero and lateral load consume the platform's travel. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

30

Unsettled over kerbs

A kerb kick or secondary bounce breaks the intended line. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

31

End speed too low

The car reaches less speed than expected at the end of a straight. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

32

Not enough acceleration

Engine response is healthy but the car gains speed too slowly. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

33

Limiter in highest gear

The engine reaches the limiter before the braking point. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

34

Not enough braking power

Full pedal does not produce the required deceleration. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

35

Poor braking traction

The tyres lock or slide before useful deceleration is reached. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

36

Brakes too cold

The braking system does not reach its effective temperature window. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

37

Brakes wearing too fast

Brake life drops faster than the stint requires. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

38

Tyres too hot

Temperatures exceed the useful window and grip fades. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

39

Tyres too cold

The tyre never reaches a stable working window. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

40

Uneven tyre wear

Wear or temperature is concentrated on one zone of the tread. Reproduce it at the same corner phase before selecting Fix; use Protect for behavior that is currently acceptable.

41

How to use the symptom reference

Choose the earliest repeatable sensation, then identify speed range and corner phase. Fix means improve it; Protect means the chosen change must not make it worse.

42

Entry, middle and exit

Entry spans braking and turn-in, the middle carries sustained lateral load, and exit begins as steering unwinds and power returns. The same balance word can need different controls in each phase.

43

Slow versus fast evidence

A problem present mainly at high speed points more strongly toward aero platform and downforce; one present at all speeds deserves mechanical and tyre checks first.

44

Compound-problem strategy

When several symptoms appear in one corner, diagnose the first event in time. Later understeer or oversteer may be the consequence of the earlier slide, control input or load-transfer error.

Garage checklist

Identify the first repeatable event.
Separate entry, middle and exit.
Separate slow balance from fast aero behavior.
Mark good behavior as Protect.

Do not miss

Two opposite sensations can occur in one corner. Diagnose the earlier event instead of averaging them.

The quick ruleLess grip or more roughness → softer, higher and more progressive.

01

Dry tarmac

High, consistent grip supports a lower, firmer platform—provided it still follows bumps and protects the aero floor.

02

Wet tarmac

Reduce abrupt load transfer, leave water clearance and favor progressive braking and differential behavior.

03

Gravel

Use travel and compliance so the tyre can follow loose material and reach the firmer layer beneath it.

04

Snow & ice

Prioritize even forces, gentle controls, near-neutral contact patches and stable torque distribution.

05

Mixed conditions

Bias the setup toward the lower-grip or higher-risk section; losing tenths is cheaper than losing control.

Garage checklist

Classify grip and roughness separately.
Leave travel for the worst compression.
Retest braking and traction on the lowest-grip section.
Choose the safer compromise for mixed weather.

Do not miss

A setup that feels sharp on smooth asphalt can become unusable when the tyre cannot follow a rough or slippery surface.

The quick ruleUse the softest platform that controls travel and preserves clearance.

01

What springs do

They support mass, set static deflection and resist heave, pitch and roll together with the bars.

02

Spring rate

Higher rate reduces travel but raises tyre-load variation; lower rate adds compliance but consumes clearance.

03

Balance through axle split

Relative front/rear stiffness matters more than either number alone because it redistributes load transfer.

04

Ride height

Lower reduces center of gravity only while suspension, geometry and floor remain inside their valid range.

05

Natural frequency

Mass and spring rate combine into ride frequency; similar-looking rates behave differently on cars with different motion ratios and mass.

06

Springs and aero

Aero load compresses the platform with speed, so a static height can become a different dynamic height on track.

07

Bottoming diagnosis

Find whether the limit is spring travel, bumpstop engagement or floor contact before adding rate.

08

Practical workflow

Set safe height, verify travel, then tune axle stiffness using one representative corner and one surface test.

Garage checklist

Record static and minimum dynamic height.
Inspect peak travel and floor contact.
Change one axle by one step.
Retest kerbs and fast load after balance work.

Do not miss

A car riding on the floor or bumpstop no longer behaves like the nominal spring rate suggests.

The quick ruleSoften the axle that needs grip; stiffen the opposite axle to free rotation.

01

How bars work

A bar resists the difference in left/right wheel movement, so it acts strongly in roll and little in equal-wheel heave.

02

Primary mid-corner tool

Steady lateral load makes bar balance easier to isolate than spring or damper changes.

03

Front bar

More front bar usually removes front compliance and adds understeer; less can restore front grip.

04

Rear bar

More rear bar can add rotation; less can improve rear traction and make breakaway progressive.

05

Bars versus springs

Springs also act in braking and acceleration; bars primarily alter the roll case and wheel independence.

06

As soft as useful

Use enough bar for response and platform control, not more than the surface allows.

07

Ratio over number

Front-to-rear distribution sets balance; absolute stiffness sets how much independence remains.

08

Compliance tradeoff

A sharp response can hide poorer grip when the inside tyre unloads over kerbs or roughness.

09

Common symptom map

Steady mid-corner push usually asks for more front compliance or more rear roll share; steady rotation asks the opposite. Kerb wheelspin or an unloaded inside tyre warns that total bar stiffness may already be too high.

Garage checklist

Use one medium-speed steady corner.
Compare steering angle at equal speed.
Check inside-wheel load and wheelspin.
Retest the roughest representative section.

Do not miss

Do not fix an entry or kerb transient with a bar until steady-state balance is understood.

The quick ruleBump = compression · rebound = extension · slow = body · fast = impact.

01

Weight-transfer components

Mass, geometry, springs and damping all shape the transient; damping changes rate, not the final steady load split.

02

Bump versus rebound

Bump resists a wheel moving into the chassis; rebound resists it extending away.

03

Slow versus fast

Slow circuits handle body roll, pitch and squat; fast circuits handle kerbs, stones and sharp surface inputs.

04

Slow bump

Use it to shape how an axle accepts load during braking, steering and throttle application.

05

Slow rebound

Use it to shape how an axle releases load and how long weight transfer persists.

06

Fast bump

Too stiff kicks the tyre away; too soft consumes travel and can reach the stop.

07

Fast rebound

It controls recovery after impact; too much can hold the wheel up, too little can allow a second bounce.

08

Rebound balance

Rebound often needs more control than bump, but a fixed ratio is not universal across damper curves.

09

Telemetry

Use travel traces, wheel-load variation and damper-speed histograms to confirm which velocity range is active.

10

Curve and adjuster type

Linear, digressive and combined adjusters change what one click affects; read the car's documentation.

11

Bumpstop stiffness

Add only enough end-travel support to protect the platform; abrupt engagement creates a second spring-rate event.

12

Damper tuning sequence

Verify springs, ride height and travel first. Start from the car's known baseline, isolate one body or impact motion, move one adjuster one click, and judge the first response separately from recovery.

13

Corner-phase map

Entry emphasizes front compression and rear extension, steady middle minimizes damper influence, and exit emphasizes rear compression with front extension. Kerbs activate the fast circuits regardless of phase.

14

Independent and combined adjusters

Some cars separate slow/fast bump and rebound; others pair ranges or axles. Treat the label as a clue and verify the actual damper curve before transferring click advice.

15

Common damper symptoms

A kick at impact suggests excessive fast resistance; repeated bounce suggests too little recovery control; delayed body response suggests too much slow control or a platform issue that damping cannot repair.

Garage checklist

Name compression or extension.
Name body-speed or impact-speed motion.
Inspect travel before adding damping.
Judge first response and recovery separately.

Do not miss

Dampers cannot permanently hold ride height. If the car stays compressed, fix spring, height or bumpstop support.

The quick ruleCamber shapes loaded contact · toe shapes response · caster shapes self-alignment.

01

Camber

Negative camber tilts the tyre so the loaded outside wheel can stand up during cornering.

02

Camber tradeoff

More negative can improve lateral contact but costs braking, traction and inner-edge temperature.

03

Temperature diagnosis

Compare inner, middle and outer temperatures immediately after equal representative laps.

04

Toe

Toe changes the tyres' direction relative to the chassis, adding response, stability, scrub or drag.

05

Front toe

A response-biased setting can sharpen turn-in; a stability-biased setting calms straights and braking.

06

Rear toe

More stabilizing rear toe protects braking and power; less frees rotation and reduces scrub.

07

Caster

Caster tilts the steering axis and creates self-aligning torque plus dynamic camber as steering angle grows.

08

Caster effects

It couples steering weight, return-to-center and loaded camber; judge all three rather than one sensation.

Garage checklist

Verify toe sign convention.
Use stabilized hot temperatures.
Retest braking after camber work.
Retest straights after toe work.

Do not miss

Do not chase a visual stance. Optimize the loaded tyre and verify the displayed sign convention.

The quick ruleJudge stabilized hot pressure and the full temperature pattern—not one cold number.

01

Pressure role

Pressure supports the carcass, shapes the contact patch and changes heat generation and response.

02

Higher pressure

Adds support and response but can reduce compliance and concentrate load near the center.

03

Lower pressure

Adds compliance and area but can overwork the carcass, shoulders and rolling resistance.

04

Hot versus cold

Cold pressure is only the starting point; compare the stabilized hot state reached on track.

05

Front/rear balance

Axles may need different starts because load, drive, brake and aero work differ.

06

Three temperature zones

Inner, middle and outer readings reveal pressure, camber and driving together—not in isolation.

07

Left/right differences

Track direction naturally loads sides differently; compare against corner distribution before forcing symmetry.

08

Wear interaction

Pressure, camber, toe, slip and temperature combine into wear; one worn edge has several possible causes.

09

Surface strategy

Rough or low-grip surfaces generally reward compliance, but tyre construction and puncture risk set limits.

10

Pressure and aero height

Tyre growth and deflection change dynamic ride height, which can move an aero floor in or out of its window.

11

Practical workflow

Warm, record, adjust the smallest step, repeat equal laps and compare the same measurement point.

12

Load sensitivity

Doubling vertical load does not double tyre grip, so balance work redistributes usable force rather than creating it free.

Garage checklist

Record cold and stabilized hot pressure.
Measure at the same point after equal laps.
Compare all three tread zones.
Separate pressure from camber and toe causes.

Do not miss

Target windows vary by tyre model and car. Use reliable car-specific telemetry when available.

The quick ruleCoast shapes entry · preload shapes transition · power shapes exit.

01

Why a differential exists

Inside and outside wheels travel different distances; the differential allows the required speed difference.

02

Open differential

Maximum speed freedom improves rotation but sends useful torque toward the easiest-spinning wheel.

03

Locked differential

A spool forces equal driven-wheel speed, maximizing coupling while resisting turning and surface variation.

04

Limited-slip differential

An LSD adds controllable coupling when torque or speed difference crosses its mechanism's threshold.

05

1-way, 1.5-way, 2-way

These describe how strongly the unit locks on power and coast; implementations and ramp labels vary.

06

Preload

Preload is background coupling before strong ramp action and is most visible around transition.

07

Power lock

More coupling can stop one-wheel spin; too much makes both driven tyres push or break away together.

08

Coast lock

More coast lock stabilizes entry; less frees off-throttle rotation.

09

Center differential

AWD center distribution changes which axle receives torque and how power balance develops.

10

RWD behavior

Rear coupling dominates throttle rotation and exit traction; protect progressive breakaway.

11

FWD behavior

Front coupling must share steering and power, so excess lock commonly adds exit push.

12

AWD behavior

Axle diffs and center split interact; change one element and watch both rotation and total traction.

Garage checklist

Name coast, transition or power.
Watch inside driven-wheel speed.
Keep throttle timing constant.
Verify what higher values mean.

Do not miss

Percentages, ramps and direction labels vary between cars and simulations. Confirm the real locking direction before applying advice.

The quick ruleRear lock → forward bias · front lock → carefully rearward.

01

Brake bias

The displayed front percentage determines how total brake force is shared between axles.

02

More front bias

Adds stability and rear-lock margin but can overload the front and resist entry rotation.

03

More rear bias

Frees the front and helps rotation but reduces the safety margin against rear lock.

04

Find the optimum

Use one straight heavy-braking zone and move in the smallest step while monitoring which axle limits first.

05

Brake pressure

Peak pressure should reach the tyre's useful limit without turning every full pedal application into lock or constant ABS.

06

Trail braking

Bias remains active as pressure releases, changing how much front capacity remains for steering.

07

Temperature

Cold brakes lack friction; overheated brakes fade and wear. Cooling and duct choices must suit the stint.

08

Baseline values

Use car documentation as a start, not a universal target; mass, aero and tyre state move the optimum.

09

Race adjustment

Fuel burn, tyre wear, temperature and rain can justify small in-car bias changes over a stint.

Garage checklist

Use one repeatable braking zone.
Identify which axle limits first.
Change one click at a time.
Stop if rear locking appears.

Do not miss

Rearward bias is safety-sensitive. A setting that rotates well on one lap can become unstable downhill, over bumps or with fuel change.

The quick ruleFast-only problem → aero evidence · all-speed problem → mechanical evidence first.

01

How downforce works

Air devices create load without static mass, increasing tyre load as speed rises.

02

Downforce versus drag

More useful load usually costs straight-line speed; compare lap value, not wing angle alone.

03

Front wing / splitter

More front load adds fast-corner authority but reduces rear margin and may add drag.

04

Rear wing

More rear load adds confidence and traction at speed but shifts balance toward understeer.

05

Aero balance

Front/rear distribution matters across the speed range; a stable high-speed balance can differ from low-speed mechanics.

06

Rake and pitch

Front/rear height difference changes floor angle and can move load distribution non-linearly.

07

Speed dependency

A symptom that grows rapidly with speed is stronger aero evidence than one present in every corner.

08

When to adjust aero

Stabilize tyre state, clearance and mechanical balance first, then use one repeatable fast corner.

09

Packers and bumpstops

End-travel support can protect an aero height but may cause abrupt balance change when it engages.

Garage checklist

Compare a fast and slow corner.
Record minimum dynamic ride height.
Check top speed after wing changes.
Retest in traffic or yaw where relevant.

Do not miss

Floor contact or aero stall can remove grip abruptly. Do not assume lower is always better.

The quick ruleGear the important exits first, then preserve limiter and draft margin.

01

Final drive

It scales every gear: shorter adds wheel torque and RPM, longer adds speed range and calms traction demand.

02

Individual ratios

Adjust spacing to keep the engine useful after shifts and move shifts away from apex or traction-limited moments.

03

Power band

Use the engine's torque and power curve rather than assuming the limiter is always the best shift point.

04

Diagnose gearing

Limiter before braking means too short; poor pull below the useful band means too long; repeated extra shifts may mean poor spacing.

05

Start context

Standing starts reward launch leverage; rolling starts and long races reward usable spacing, traction and margin.

Garage checklist

Record RPM at key exits.
Count shifts through the lap.
Leave draft and over-rev margin.
Retest traction after shortening.

Do not miss

Do not shorten gearing to hide a slow exit caused by understeer, wheelspin or driving line.

The quick ruleUse aids to manage force delivery—not to disguise a platform that cannot grip.

01

Traction control

TC estimates slip and reduces torque when the driven tyre exceeds its target; more intervention favors consistency and tyre protection.

02

ABS

ABS releases brake pressure near lock. More intervention protects repeatability; less leaves more responsibility and potential modulation to the driver.

03

Engine maps

Maps can change torque delivery, throttle response, fuel use or energy strategy; numbering is car-specific.

04

Order of work

Choose a repeatable aid baseline early, solve tyre and mechanical causes, then refine intervention around the proven setup.

05

Rally context

Some rally cars omit TC or ABS; progressive pedals, differential control and surface reading must provide that repeatability instead.

Garage checklist

Record the active aid and map.
Watch intervention and speed together.
Keep pedal timing repeatable.
Recheck tyre temperature and wear.

Do not miss

Lower intervention is not automatically faster. A repeatable stint can beat one aggressive corner exit.

The setup guidebuilt for the pit lane.

Driver first, setup second

Use the scientific method

Build a baseline

Prioritize the foundation

Name the corner phase

Record every run

Avoid compound changes

Respect the discipline

Keep, revert or refine

The complete test loop

What the setup sheet records

Universal versus phase-specific controls

Slow understeer · Entry

Slow understeer · Mid-corner

Slow understeer · Exit

Fast understeer · Entry

Fast understeer · Mid-corner

Fast understeer · Exit

Slow oversteer · Entry

Slow oversteer · Mid-corner

Slow oversteer · Exit

Fast oversteer · Entry

Fast oversteer · Mid-corner

Fast oversteer · Exit

Too little rotation

Too much rotation

Poor handling response

Insufficient stability

Not enough overall grip

Not enough traction

Wheelspin

Torque steer

Slow weight transfer

Low front downforce

Low rear downforce

Too much drag

Aero understeer

Aero oversteer

Bottoming over bumps

Bottoming under braking

Bottoming in fast corners

Unsettled over kerbs

End speed too low

Not enough acceleration

Limiter in highest gear

Not enough braking power

Poor braking traction

Brakes too cold

Brakes wearing too fast

Tyres too hot

Tyres too cold

Uneven tyre wear

How to use the symptom reference

Entry, middle and exit

Slow versus fast evidence

Compound-problem strategy

Dry tarmac

Wet tarmac

Gravel

Snow & ice

Mixed conditions

What springs do

Spring rate

Balance through axle split

Ride height

Natural frequency

Springs and aero

Bottoming diagnosis

Practical workflow

How bars work

Primary mid-corner tool

Front bar

Rear bar

Bars versus springs

As soft as useful

Ratio over number

Compliance tradeoff

Common symptom map

Weight-transfer components

The setup guide
built for the pit lane.