1.3.3. Slow-Damping

Slow damping is what the driver feels ie: turn-in throttle-out, and mid-corner transitions (chicanes). It controls the dynamic weight transfer and overall motion of the main chassis relative to the track surface as the car is turned, slowed, and accelerated. These motions cause �slow� and small movements of the damper shaft, again the name. The slow rebound usually ends up being higher than the bump, but can be at times 1:1.

Most fiddling will be done with the slow speed settings. First settle on a spring and roll bar setting using a constant radius neutral throttle corner. Next do the �fast� bump adjustments as described previously, then fine tune with slow speed adjustments. First we�ll need to understand the different cornering �phases� before we can make a decision as to what slow
speed adjustments to make.

Entry type 1: Increasing braking + increasing steering

This phase is the first part of a fast decreasing radius turn. This phase will not occur at all if you get all your braking done before you turn-in. Since weight is being transferred both forward and outboard, the outside front damper moves in bump and the inside rear damper moves in rebound. These are the dominant two dampers in this phase of turn-in. The other two have minimal effects during this phase.

Entry type 2: Decreasing braking + increasing steering

This is the turn-in phase of a slow corner. This phase may or may not occur depending on the type of turn or driving technique. Weight is being transferred outboard and to the rear, so the outboard rear damper moves in bump and the inside front damper moves in rebound. The other two dampers are considered stationary.

Entry type 3: Increasing steering at constant throttle

This phase can be a chicane turn-in or a turn entry taken at full throttle. Weight is being transferred outboard only, so both outside dampers are moving in bump and both inside dampers are moving in rebound.

Mid-corner Transition: Decreasing steering back to zero at constant throttle

This is really the opposite of a type 3 entry. It�s what happens in the middle of a chicane, as you flick the steering back away from the current cornering direction. As soon as the lateral acceleration passes back through zero, the turn reverts to a type 3 entry again.

Exit: Decreasing steering + increasing throttle (or decreasing braking)

This is the apex-to-exit phase. Weight is being transferred inboard and to the rear. The outside front damper moves in rebound and the inside rear moves in bump. The others are considered stationary.

Below is a chart to help understand low speed damper adjustments:

Diagram 1: Slow-Speed Damper Adjustments

Cornering Phase More Understeer More Oversteer
Entry Type1 F bump + F bump -
R rebound - R rebound +

Entry Type2 F rebound + F rebound -
R bump - R bump +

Entry Type3 F bump + F bump -
F rebound + F rebound -

or or

R bump - R bump +
R rebound - R rebound +

Mid-corner Transition F bump - F bump +
F rebound - F bump +

or or

R bump + R bump -
R rebound + R rebound -

Exit F rebound - F rebound +
R bump + R bump -

Key:
+ = increase adj.
- = decrease adj.
F = front
R = rear

2. Tyres

We�ve included 4 different tire types in GTR2002. Here�s an overview of the minor differences:

Dunlop: Broad slip curve, probably the most forgiving of the lot. Medium wear, but will generate heat (which leads to wear) if abused.

Michelin: Narrowest slip curve of them all. More precise, but rewarding if driven that way. Medium heat � the worst wear, but if you drive them like they demand, the wear will be quite good. Don�t over-drive them if you are looking to last 100 litres
fuel run.

Pirelli: Similar to the Michelin, but not quite as precise. The most durable of the bunch, with the best wear rate, but will reach its slip peak at a lower load then the others, so they might bite a bit more than the rest. These tires are hard to beat in long races, though.

Yokohama: GT only. A bit behind the rest in technology so grip is a tad below the rest, but very similar to the Dunlops in forgiveness, but has the excellent wear of the Pirelli. Only used on the 993GT2.

2.1. Tyre Warming

The optimum temperature range for all the tires is 95-115C. Please note that the tires take two full laps to get up to operating temperature. So don�t judge any setup changes until you�ve done 4 or 5 laps.

2.2. Rain Tyres

Rain tyres are fully implemented in GT Racing 2002 J. However, the characteristic differences outlined above are not as great as with the dry tyres.