F1 23 Setup Tips: Suspension Geometry

Hello Top Driver!

Welcome to a new blog post by Setup and Telemetry Specialist Massimo Zecchinelli.

Today we'll be talking about Setup, specifically: Suspension Geometry.

In F1 23, when we refer to Suspension Geometry, we are talking about Camber and Toe.

These are two values that are often underestimated.

Indeed, they are critically important in determining how the tires function and, more generally, the behavior of your single-seater.

For this reason, it is necessary to analyze them in more detail.

In this article, we will tell you:

  • What Camber and Toe fundamentally are
  • The effects caused by modifications to these parameters

Enough talk, let's dive in!

Basic Concepts to Consider

The goal of good suspension geometry is to help you extract as much traction as possible from your tires.

The first important distinction to make is that camber is primarily used to even out the operating temperatures of the tires.

Toe, on the other hand, is used to improve the balance and responsiveness of the car.

Furthermore, changes in camber and toe are fine adjustments.

Therefore, they should be the last parameters you modify.

Let's now look together at the adjustable parameters in the setup under the heading SUSPENSION GEOMETRY.

Front Camber

Regarding camber, which is the angle formed between the vertical axis of the wheels and the vertical axis of the vehicle viewed from the front, higher negative values at the front help to have more grip in cornering, thanks to the larger contact patch of the outer tire.

More negative degrees will also benefit the grip on long, fast corners and overall stability.

Conversely, we will see our top speed decrease by a few km/h due to the smaller contact patch of the tires on the straights, in addition to more pronounced wear if we extremize the values too much.

Conversely, by decreasing the degrees, we can preserve tire wear as long as we do not overdo it in the opposite direction, but it will be more difficult to maintain grip in support.

Rear Camber

For the rear tires, a lower camber angle is preferable where it allows for better straight-line traction and better rear-end stability, although we must account for some oversteer.

By increasing the camber angle, we can have less oversteer and better grip in corners, but it will be more difficult to maintain traction in a straight line.

Front Toe

Toe: The angle at which, viewed from above, the wheels point relative to the central line of the car.

In F1, we only have positive values, and due to the configuration of Formula 1 cars, we speak of toe-out at the front and toe-in at the rear.

Increasing the toe-out at the front axle will reduce understeer and facilitate the car's entry into corners, at the cost of a more unstable vehicle.

Conversely, reducing the toe-out will make the car more difficult to turn into corners, but it will be more stable

Rear Toe

Regarding the rear axle, decreasing the toe-in will help improve traction when exiting corners, while also reducing understeer.

Conversely, increasing the degrees of toe-in will help mitigate oversteer but will not provide ideal traction upon exit.

In conclusion

Although it is often tempting to copy the same parameters for suspension geometries...

...we encourage you to try different settings to fully understand the effects these have on the drivability of your single-seater, especially in a racing context, where proper tire wear is crucial.

If you are struggling with setup and want to learn how to create setups that allow you to drive a single-seater that is sincere and 100% suited to your needs...

...continue reading our blog posts by clicking the button below:

See you soon and when in the doubt, flat out!