ChockrickBear Gaming

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Assetto Corsa Car Setup Guide

ChockrickBearApr 18, 2020 2:55pm EDT
[t]Playing with the Pagani Zonda R[/t]
What I really like about this car is the sound. It is like multiple systems powering up as you step on the gas with the combination of the low rumble, the increasing whistle, and the loud scream. The cockpit is also quite stylish, looking simultaneously futuristic and retro.

After some fiddling around, I was able to shave my Silverstone GP lap time to 2:05. As I mentioned in the article, the car is not as tunable as others. The ride height and travel cannot be adjusted, and they are somewhat tall, so if you push this car too hard, the dampers take longer than necessary to recover, causing the car to want to keep turning. Stiffening the damper bump, softening the rebound, and stiffening the springs relative to my recommended settings can help with recovery. However, the differential cannot be adjusted for looser turning, so the car feels slow and tight to turn in, only made worse with stiffer suspension settings. The springs do not need to be stiffer than 146 N/mm for fast direction changes, which is the second lowest setting for the front.
ChockrickBearMay 31, 2020 12:31pm EDT
[t]Porsche 911 GT1-98[/t]
When I drove the GT1 back in Porsche Unleashed, I was impressed by its speed and grip. Given that it was the best car in the game, winning it in the final evolution race was very satisfying. A part of what got me interested in Assetto Corsa was seeing this car in the game. I wanted to see what this car looks and feels like with more modern graphics and physics simulation. However, it has been a long time since Porsche Unleashed, and the GT1 is an old car by now. The GT1, as good as I once thought it was, has been greatly superseded by the 919 Hybrid.

Despite being an older, uglier car, the GT1 slightly outperforms the Pagani Zonda R. It is more tunable than the Zonda, and I was able to get a better lap time on Spa (2:20.6 versus 2:21.5). Even though the GT1 has less horsepower, it can corner faster. The Zonda is resistant to turning and cannot take the curved hill as well as the GT1. Being able to tune gear ratios on the GT1 allowed me to reach the same top speed on the long straight, helped by being able to take the hill at a higher speed. The GT1 has adjustable ride height, and it has a much lower height than the Zonda, so it is less prone to staying leaned on its side when you intend to go straight. Adjustable differential preload and packers on the GT1 allow it to take sharp turns quicker.

The main disadvantage of the GT1 is the lack of traction control. As a result, it is prone to breaking loose and spinning out if you accelerate too hard coming out of a sharp turn, making it more challenging to drive compared to the Zonda. Just be careful with the throttle, use 6 degrees of rear wing, and the car will be quite stable. I also use a spring rate of 146 N/mm to make the handling more rigid and consistent for its speed with minor impact on turn radius.

I have also updated the article with a wider range for the suggested spring rate in addition to small corrections and clarifications regarding dampers, springs, and anti-roll bars.

[b]Update:[/b] After fiddling some more with the Zonda, I managed to shave my Spa lap time to 2:20 by putting 1 point into anti-roll bars to help compensate for its long travel dampers, and using a damper rebound of 4 to help it turn more sharply on corners. Taking the curved hill at over 200 km/h requires some careful steering to clip the apex, but once done, it can slightly exceed the GT1's top speed on the straight. I have also taken out my suggestion to reduce the rebound for the Zonda in the article.