Rear - Ford GT GT3 User Manual

FORD GT GT3 | ADVANCED SETUP OPTIONS | CHASSIS
C A MBER
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 25 mm (~1") 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.
T OE -IN
At the rear of the car it is typical to run toe-in. Increasing 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.

REAR

FUEL L E V EL
The amount of fuel in the fuel tank. Tank capacity is 115 L (30.4 g). Adjustable in 1 L (0.26 g) increments.
A RB ARMS
The configuration of the Anti-Roll Bar arms, or "blades", can be changed to alter the overall stiffness of the ARB assembly.
Increasing the ARB assembly stiffness will increase the roll stiffness of the rear suspension, resulting in less body roll but
increasing mechanical oversteer. This can also cause the car "take a set" more quickly at initial turn-in. Conversely, reducing the
ARB assembly stiffness will soften the suspension in roll, increasing body roll but decreasing mechanical oversteer. This can
result in a less-responsive feel from the rear especially in transient movements, but grip across the rear axle will increase. 4
configurations of ARB arms are available and range from 1 (softest) to 4 (stiffest).
DI FF PREL OAD
Diff preload is a static amount of locking force present within the differential and remains constant during both acceleration and
deceleration. Increasing diff preload will increase locking on both sides of the differential which will result in more understeer when
off throttle and more snap oversteer with aggressive throttle application. Increasing the diff preload will also smooth the transition
between on and off throttle behaviour as the differential locking force will never reach zero which can be helpful in reducing lift-off
oversteer and increasing driver confidence. Typically diff preload should be increased when there is noticeable loss in slow corner
exit drive and/or over-rotation during transition between the throttle and brake in low to mid speed corners.
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F ORD G T G T3 | US ER M A N UA L