AMS2 Setup guide

This is a setup guide specifically made for AMS2. Even though general setup principles can be transferred into the sim, it has some specific things which are needed to think about when making setups.

## Tyres

### Camber and tyre temperature

The inside of the front tyres should be 7C hotter than the outside of the front tyres. The inner side of the rear tyres should be 3C-5C degrees hotter than the outside of the tyre. To adjust the temperature difference, use the camber. Camber adjusts the angle of the tyres compared to the side of the car. A higher value moves the contact patch further out which means the outside of the tyre gets warmer. A lower value moves the contact patch further towards the inside of the tyre.

### Tyre pressure

When adjusting the temperature, it is not only the inner and outer which should be looked, but also the middle tyre temperature. The middle temperature should always be in between the inner and outer temperature. If the middle temperature isn’t correct, then you shouldn’t adjust the camber, you need to adjust the tyre pressure. If the middle temperature is too low, then increase the pressure. And if the temperature is too much, make the tyre pressure lower.

### Steering lock

The steering lock in AMS2 changes how much the front tyres can turn. A higher value increases the degrees of movement and makes the steering more responsive since you don't need to turn as much for the same angle. A lower value decreases the degrees of movement for the rear tyres and makes the steering less responsive. Adjust this how you like, but remember to still make it possible to navigate the tightest corner on the circuit.

### Toe-in angle

The toe-in angle changes how much the tyres point inwards towards the centerline of the vehicle. A higher value will make the tyres point more inwards. That leads to the car being more stable in a straight line, but the car becomes less responsive. A lower value makes the car more responsive, but less stable in a straight line. Just remember that the more toe angle means the more heat produced in the tyres and more tyre wear.Try to keep the front toe at -1 or below and the rear at 0.8 and below.

### Caster

Caster adjusts the angle of the steering axis compared to the tyre when looking from the side of the car. A higher value increases the relative angle and a lower value decreases the relative angle. In real life, you try to have a high enough value so the wheel doesn't get too heavy, but in AMS2, we can change the FFB per car so try to increase this until you feel understeer in high-speed corners

### Traction control

Traction control is what public cars and some race cars use to eliminate wheelspin and oversteer. The traction control setting changes how much loss of grip is needed until it gets activated. A higher value means that traction control gets activated with less slip and a lower value means more slip is needed for it to be activated. Try to have it as low as possible without destroying your tyres or losing time.

### Fine tuning the tyres

When the tyre Temperature is correct, then you can have a look at what the difference is between the different tyres. The difference between left and right outer Temperature can max be 10C and the rear middle temperature should be around 5C hotter than the middle temperature of the front tyre.

## Brakes

### Brake bias

When setting up the brakes, make sure that the fronts always lock up before the rear since you want to understeer instead of aggressive oversteer. To tune this, change the brake bias. The brake bias changes how much of the brake pressure goes to the front relative to the rear. A higher value means more pressure goes to the front tyres and a lower value means more pressure goes to the rear. It's common that the best drivers adjust this depending on the corner, but try to first adjust the value per track. I've learned that front-engined cars like a value over 60/40 and mid- engined or rear-engined cars like a value under 60/40.

### Brake pressure

If you generally lock up when driving, then you can either modulate more or change the brake pressure. That adjusts how much pressure can be put on the brakes. A higher value means that more brake pressure goes to the tyres and a lower value means less pressure. Adjust this depending on what you feel is right, but you shouldn't lose time by adjusting this. It can also help if you're locking up everywhere.

### Anti-lock brakes

Anti-lock brakes, as the name suggests, eliminate the brakes from locking when you apply too much brake pressure by automatically lowering the brake pressure so the brakes aren't locking. A higher value means that it engages with less locking and a lower value makes it engage with more locking and interferes less. Have this as low as possible without locking your tyres and without losing time.

### Duct opening

The front and rear ducts are designed so air cools down the brakes. A higher value means the brakes and tyres will cool down more and a lower value means that they won't be able to cool down as much. The brakes should never go red or blue for prolonged periods so adjust it depending on that.

## Suspension

### 3RD spring/heave spring

This spring connects the right and left side. It engages when downforce tries to push the car down. A higher value makes the spring stiffer and needs more downforce to push that axis down. A lower value makes the spring softer and makes that axis easier to push down by the downforce produced. IF you change this spring, change the slow bump and rebound.

### Bumpstop

The bumpstop is used as protection for suspension damage when the spring is getting close to fully compressed. A higher value makes the bumpstop longer which means it gets compressed with less spring compression. A lower value makes the bumpstop shorter and gets compressed with more suspension compression. Try to make it long enough that it prevents you from bottoming out, but so it doesn't get engaged during normal driving.

### Dampers

Dampers are very tricky to tune and it's recommended to tune it using your telemetry software of your choice (I (Racinglegend1234) personally use MoTec). Also remember that the dampers are only working when the suspension is moving.

Though there are some interesting things which dampers change. Stiffer dampers cause scrub, heat and understeer. This means that your tyres get hotter with stiffer dampers. Softer dampers give you grip, less heat into the tyres and more oversteer. If the front right tyre is too hot, soften the front right bump and stiffen left side rebound. If it's too cool, stiffen front right bump and soften left side rebound. If the front left tyre is too hot, soften front left bump and stiffen right side rebound. If it's too cool, stiffen front left bump and soften right side rebound. If your left rear tyre is too warm, soften rear left bump and front right rebound. If it's too cold, stiffen the rear left bump and front right rebound. If the rear right tyre is too warm, soften rear right bump and front left rebound. If it's too cold, stiffen the rear right bump and front left rebound. Remember though that softening these will cause more exit understeer for the rear corner of the car which you're tuning the dampers for. You get more exit oversteer if you make them stiffer.

#### Slow and fast bump

Bump is when the dampers get compressed. Slow bump is tuned for when the car decelerates (front slow bump) and when the car accelerates (rear slow bump). A higher value makes the compression stiffer and a lower value makes it softer. Fast bump is tuned for when the car goes over kerbs or similar quick compressions. Just like the slow bump, a higher value makes the quick compressions stiffer and a lower value makes it softer.

#### Slow and fast rebound

Rebound is for when the suspension is decompressing and going to its original state. Slow rebound is tuned for decelerating (rear slow rebound) and acceleration (front slow rebound). A higher value makes the slow rebound stiffer and a lower value makes it softer. Fast rebound is tuned for when the car goes over kerbs or similar quick decompressions. Just like the slow rebound, a higher value makes the quick decompressions stiffer and a lower value makes it softer.

### Anti-roll bars (arbs)

Arbs are designed so the car rolls less and has a more consistent and flat platform. A higher value makes that axis stiffer and easier to lose traction. A lower value makes that axis softer and less prone to lose traction. If you want more understeer, either stiffen the front or soften the rear. If you want more oversteer, stiffen the rear or soften the front.

### Ride height

Ride height adjusts how close to the ground each side of the car is. It's important to tune this depending on what angle of attack (rake) you want. A low rake means that the rear isn't a lot higher than the front and a high rake means that the rear is a lot higher than the front. A low rake setup makes moves the center of pressure towards the rear and makes the car more prone to understeer. A high rake setup makes the car more prone to oversteer.

Another thing you need to think about is the downforce levels that the car produces. The closer the front is to the ground, the more downforce the front produces. The rear has a sweet spot range so it's important to find that range and not to leave it.

### Spring rate

Spring rate is how stiff the springs are which determines how much force is needed to compress the springs a given distance. A higher spring rates means the springs need more force to be compressed and a lower value means the springs need less force to compress them. A stiffer spring value also means that the car has quicker weight transfer. Though the car has an easier time to break traction. Tune the spring stiffness depending on how bumpy the circuit you're driving on is.

## Weight

### Lateral weight bias

Lateral weight bias changes the left and right location of the weight bias. A higher value moves the weight bias to the left and a lower value moves it to the right. Adjust this when driving on an oval circuit. Move it towards the inside of the oval.

### Longitudinal weight bias

This changes the balance of a car through a corner. A higher value causes more understeer, less traction and on power oversteer. A lower value causes less understeer, more traction and less on power oversteer. Setting up this value correctly makes the car smoother and easier to turn.

### Weight jacker

The weight jacker increases the ride height of the right rear to increase the load on the front left tyre. A higher value induces oversteer for better turn in and a lower value increases straight line speed. Only adjust this when racing on ovals.

## Downforce

### Front downforce

Front downforce adjusts the amount of downforce produced by the front wing/splitter. A higher value makes the front produce more downforce which induces oversteer in mid to high speed corners. A lower value makes the front produce less downforce which induces understeer in medium to high speed corners. Downforce levels is track dependent so tune this depending on what you do with the rear downforce.

### Rear downforce

Rear downforce adjusts the amount of downforce produced by the Rear wing. A higher value makes the rear produce more downforce which induces understeer in mid to high speed corners. A lower value makes the rear produce less downforce which induces oversteer in medium to high speed corners. Downforce levels is track dependent so tune this depending on how top speed dependant the track you're driving on is.

## Differential

### Clutch Limited Slip Differential (LSD)

The clutch lsd is the most common type of differential and uses clutches to decide which tyre should get more power

#### Clutches

The clutches adjusts the size of the friction surface and how amplified the different effects are. A higher value increases the amount of clutches which increases the friction surface which amplifies the effects of the clutch. A lower value decreases the amount of clutches which makes the different effects less amplified. Remember that the differential is locked until the correct amount of force surpasses the friction force.

#### Coast ramp

This adjusts the locking effect when off power. A higher value increases oversteer on corner entry and a lower value increases understeer on corner entry. Change this depending on what makes the car feel better and quicker.

#### Power ramp

This adjusts the locking effect when on power. A higher value increases oversteer on corner exit and a lower value increases understeer on corner exit. Change this depending on what makes the car feel better and quicker. It is used to prevent excess wheelspin on corner exit.

#### Preload

This adjust the amount of natural locking effect in the differential. A higher value causes the car to have a larger natural locking effect which decreases maneuverability. A lower value decreases the natural locking effect which increases the car's maneuverability. Have this high enough to give enough stability during neutral throttle application, but low enough not to get excess understeer.

### Geared LSD

A geared lsd is a mechanical differential which tries to limit slip.

#### Coast ratio

Coast ratio changes the torque distribution when off throttle. A higher value increases the locking effect when off throttle and a lower value decreases the locking effect when off throttle. if it's set too high, it will cause turn in understeer. If it's set too low, it will cause turn in oversteer.

#### Power ratio

Power ratio changes the torque distribution when on throttle. A higher value increases the locking effect when on throttle and a lower value decreases the locking effect when on throttle. The aim is to find a between on throttle understeer, oversteer and snap oversteer.

### Spool differential

A spool differential is a fully locked differential which means that the inner wheel will spin at the same speed as the outer tyre.

## Transmission

### Engine braking

Engine braking is the deceleration effect caused by the engine when off throttle. A higher value decreases the engine braking effect and a lower value increases the engine braking effect. Change this depending on feeling, but AMS2 has a bug. If the value is set to over 5, the engine will blow. So keep it at MAX 5 if you have enabled mechanical damage or doing time trial. This only affects some cars so be careful when setting this up.

### Fuel map

The fuel map changes how much fuel is used by limiting how much throttle is used when at full throttle. A higher value means the engine takes in more fuel and produces more power. A lower value decreases the amount of fuel used and limits how much power is produced. Change this depending on how much fuel you want to use. This setting is different to the in-car fuel map which is just 3 settings. Increases it if you're pushing and lower it if you're under safety car or any other reduced speed conditions.

### Gear ratios

Gear ratios changes how big the different gears are compared to the main gear from the engine. A higher value means the gears are longer and the tuned gear will be able to have a higher speed when redlining, but the gear will have slower acceleration. A lower value means the gears are shorter which means that gear will have more acceleration, but lower speed at the redline. Changing the gear ratio on the final drive adjusts all gears at the same time. A higher value of the final drive will give the car a higher top speed, but slower acceleration. A lower value for the final drive gives the car higher acceleration, but lower top speed. Gear ratios are very track dependent and it's better if you adjusts this when you're done with everything else.

### Radiator opening

The radiator opening changes how much air goes to the radiators and cools the engine down. A higher value gives the radiators more air which means more cooling for the engine, but gives the car more drag which lowers the top speed. A lower value gives the radiators less air which means the engine runs hotter, but the car will have less drag and a higher top speed. Change this so the engine never runs hot, but on tracks with long straights it might be useful to try and minimise the opening. At tracks which are less top speed dependant, it could be possible to run with a bigger radiator opening.

## Final comments

Each track and car have their own challenges so a setup for Barcelona won't work at Monaco without adjustments. Each driver also has their won driving style so oversteer and understeer setup options are very driver dependent. I hope this guide will be of good use to everyone who has read it.

1. ↑ 1.0 1.1 1.2 https://youtu.be/opk0b-ZH7d0?si=Vd0RmIx5meCd2f3A
2. ↑ 2.0 2.1 https://www.youtube.com/watch?v=Q9P2tfEfwUo&list=PLKABgBfKhWNd-xEzZwvkr6N0Gt1nONnMp&index=2
3. ↑ https://www.youtube.com/watch?v=hmHgyRqhjtA&list=PLKABgBfKhWNd-xEzZwvkr6N0Gt1nONnMp&index=4
4. ↑ https://www.youtube.com/watch?v=rOWZC6TVC2M