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MERCEDES-AMG GT4 // USER MANUAL
control for aerodynamic performance and overall chassis response but 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. This can be particularly detrimental
during braking events and during the initial turn-in phase though an increase in rebound stiffness can help to ‘slow down’ the
change in pitch of the car as the brakes are applied, potentially increasing braking stability.
CAMBER
As at the front of the car it is desirable to run significant amounts of negative camber in order to increase the lateral grip
capability; however, it is typical to run slightly reduced rear camber relative to the front. This is primarily for two reasons, firstly, the
rear tires are wider compared to the fronts and secondly the rear tires must also perform the duty of driving the car forwards
where benefits of camber to lateral grip become a tradeoff against reduced longitudinal (traction) performance.
TOE-IN
At the rear of the car it is typical to run toe-in. Increases in toe-in will result in improved straight line stability and a reduction in
response during direction changes. Large values of toe-in should be avoided if possible as this will increase rolling drag and reduce
straight line speeds. When making rear toe changes remember that the values are for each individual wheel as opposed to paired
as at the front. This means that individual values on the rear wheels are twice as powerful as the combined adjustment at the
front of the car when the rear toes are summed together. Generally, it is advised to keep the left and right toe values equal to
prevent crabbing or asymmetric handling behavior; however, heavily asymmetric tracks such as Lime Rock Park may see a benefit
in performance from running asymmetric configurations of rear toe and other setup parameters.
MERCEDES-AMG
GT4 // CHASSIS
