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L AMBORGHINI HURACÁN GT3 EVO | USER MANUAL
160 N/mm (914 lbs/in) to 280 N/mm (1600 lbs/in). The first portion of the range from 160 N/mm (914 lbs/in) to 250 N/
mm (1429 lbs/in) is in 30 N/mm (172 lbs/in) steps for coarse adjustment while the final 3 rates are stepped in 15 N/mm (86
lbs/in) steps for fine adjustment. Spring perch offsets must be adjusted to return the car to the prior static ride heights after any
spring rate change.
COMPRESSION DAMPING
The compression damping setting is a paired adjustment controlling both the low and high speed damping characteristics
of the damper. In this case -24 is minimum damping (least resistance to compression) while 0 is maximum damping (most
resistance to compression). Increasing the compression damping will result in a faster transfer of weight to this corner of the
car during transient movements such as braking and direction change with increased damping usually providing an increase in
turn-in response but a reduction in overall grip in the context of front dampers. High speed compression damping will increase
proportionally to the increase in low speed compression damping which will also result in harsher response to kerb strikes. At
smoother tracks more compression damping will typically increase performance while at rougher tracks or ones with aggressive
kerbs less compression damping can result in an increase in mechanical grip at the expense of platform control.
REBOUND DAMPING
The Rebound damping setting is a paired adjustment to both low and high speed rebound damping characteristics. Increasing
rebound damping will slow down the rate at which the damper extends in both low and high speed situations. A typical low damper
speed situation would be as the car rolls back to level on a corner exit while a high speed situation would be where the suspension
is extending after large kerb contact. -24 is minimum damping (least resistance to extension) while 0 is maximum damping (most
resistance to extension). While high rebound stiffness will result in improved platform control for aerodynamic performance and
overall chassis response it is important to avoid situations where the shock is too slow in rebounding as this will result in the tire
losing complete contact with the track surface which can induce or exacerbate severe oscillations.
CAMBER
Camber is the vertical angle of the wheel relative to the center of the chassis. Negative camber is when the top of the wheel is
closer to the chassis centerline than the bottom of the wheel, positive camber is when the top of the tire is farther out than the
bottom. Due to suspension geometry and corner loads, negative camber is desired on all four wheels. Higher negative camber
values will increase the cornering force generated by the tire, but will reduce the amount of longitudinal grip the tire will have
under braking. Excessive camber values can produce very high cornering forces but will also significantly reduce tire life, so it is
important to find a balance between life and performance. Increasing front camber values will typically result in increased front
axle grip during mid to high speed cornering but will result in a loss of braking performance and necessitate a rearward shift in
brake bias to compensate.
CASTER
Caster is the vertical angle of the steering axis relative to the side view of the chassis. Positive caster angle is where the steering
axis is leaned rearwards from this viewpoint, the more caster the larger the total trail of the contact patch behind the steering
axis. More caster angle will result in the mechanical trail being a larger proportion of the felt steering weight relative to the tires
pneumatic trail. This will result in a heavier overall steering feel but a possible loss in felt feedback from the tire. Increasing caster
angle will also have secondary effects such as an increase in dynamic camber when turning the wheel through large steering
angles which can be beneficial in chicances or hairpins. As well as this the more caster angle the greater the jacking effect during
cornering which will result in lifting the inside front wheel while lowering the outside front wheel. This jacking effect will also result
in the unloading and potentially lifting of the inside rear wheel which can aid in rotation around tight corners.
LAMBORGHINI HURACÁN GT3 EVO | ADVANCED SETUP OPTIONS | CHASSIS
