Community Manager
@EA_Groguet @cm_caseyringley hey, beautiful initiative there! I can't overstate how glad I am for seeing this little Q&A tradition being picked up 🫶
Casey, will we finally be able to break away from the unrealistic "meta" of RRLL/LLRR geometry settings now with the new suspension kinematics?
The setup window for those parameters naturally isn't what wide, but the community has been hung up on those unintentionally binary parameters for so long that people has long neglected the benefits of say rear toe for handling stability or camber for correct tyre temp profile.
@mariohomoh wrote:
@EA_Groguet @cm_caseyringley hey, beautiful initiative there! I can't overstate how glad I am for seeing this little Q&A tradition being picked up 🫶
Casey, will we finally be able to break away from the unrealistic "meta" of RRLL/LLRR geometry settings now with the new suspension kinematics?
The setup window for those parameters naturally isn't what wide, but the community has been hung up on those unintentionally binary parameters for so long that people has long neglected the benefits of say rear toe for handling stability or camber for correct tyre temp profile.
Oh yeah, I wouldn't expect that kind of setup to give happy results this year. The tyres have seen a particularly big effort into better modeling of camber thrust and other effects and you'd be giving up a ton of cornering performance for a small gain in longitudinal grip by running them with as little camber as possible. You'll feel significantly more effect on handling balance by changing camber now. (spoiler: it was mostly placebo effect before)
Toe angle will see similar changes in setup approach due to the new kinematics and how it all combines with other aspects of your setup. You could run very little rear toe for extra rotation on entry, but this might work best in combination with a setup that is soft in roll so there is enough suspension movement and bump steer to add a little stability mid-corner. A setup that is more focused on aero will be lower and stiffer and might benefit from a little more static rear toe-in because it won't see as much toe gain with suspension travel in corners. We've been finding the cars are very responsive to setup changes in internal testing.
Related thing on toe angle: We're showing combined toe in the tuning UI this year instead of single wheel toe. So a value of 0.1° single-wheel toe from F1 23 would read at 0.2° combined toe in F1 24. Just kind of a personal preference thing and I've seen more real setup sheets specify combined toe than the other way around.
One other suspension tuning change has happened which I think will help with building your setups: We've made the Front/Rear Suspension work mainly on the heave/3rd spring element. This means the suspension stiffness is primarily for heave and ride height control while anti-roll bars adjust stiffness in pure roll. This is closer to how the real teams make setup adjustments and means you won't unintentionally add a ton of rear roll stiffness by adding rear spring for ride height control in a straight line.
This sounds very promising!
