The Dallara 324

Dry fits slicks; Wet fits a treaded tire for wet track surfaces.

Pressure when the car loads in. Higher pressure cuts rolling drag and heat buildup but costs grip; lower does the opposite. Higher speeds and loads need higher pressures. The manual suggests starting low and working upward as required.

Pressure after returning to the pits. The cold-to-hot delta shows how hard each tire is working; tires doing similar work should build pressure at the same rate, so cold pressures are adjusted until similar tires match once up to temperature.

Carcass temperatures inside the tread. Center values compare how much work each tire does; inner and outer values read on alignment and pressure.

Wear read-back. Useful for spotting alignment problems (one shoulder wearing fast), but the manual says temperatures, not wear, are the primary balance read.

High DF gives the most aerodynamic grip at the highest drag, Low DF trims most of the drag at the cost of grip, Medium DF sits between. Changing package can change which wing parts and ranges are available, so the manual says to track aero balance before and after a package change.

High DF or Low DF front upper flaps. High and Low packages lock the matching flap; the Medium package accepts either.

Higher angle adds front downforce and drag and shifts aero balance forward; lower angle sheds both and shifts balance rearward.

Optional 5 or 10 mm wicker on the top front flap. Installing it adds significant front downforce and drag and a large forward balance shift; removing it sheds drag and shifts balance rearward.

Higher angle adds downforce and drag and shifts balance rearward; lower angle sheds both and shifts balance forward.

Lower rear element above the axle. Higher angle adds overall downforce and shifts balance rearward; lower angle reduces downforce and shifts balance forward.

Inputs for the calculator, not the setup. Used to preview how rake affects aero before committing ride-height or spring changes; on-track truth comes from the ride-height channels in telemetry.

Offsets from the base drag and downforce of the chosen package. Higher means more of each.

How far the center of pressure has moved from the base value: forward for higher values, rearward for lower. Not the absolute aero balance.

Downforce produced per unit of drag. Higher reads as efficient; lower is typical of slippery low-drag trims.

Percentage of total downforce on the front axle at the chosen at-speed ride heights. The manual says to hold this constant across chassis changes so mechanical effects don't get masked by aero shifts.

Reference measurements from the ground to the chassis, used for setup and aero work rather than literal ground clearance. Raising or lowering either end changes downforce, drag, and balance; the manual points to the aero calculator before committing a change.

Lengthening raises that end's ride height, shortening lowers it, without changing spring preload. The manual's order: set corner springs and the heave/third spring first, then set ride height with the P-rods. Also the tech-inspection fix: positive clicks raise, negative lower.

Acts only in vertical travel, with no roll contribution. Its main job is holding the platform against aero load as speed builds: stiffer keeps the aero platform steadier but gives up mechanical grip over rough surfaces; softer gains mechanical grip but lets the platform move.

Preloads the heave spring to move front ride height symmetrically: decreasing the value preloads the spring and raises the front, increasing unloads and lowers it.

The rear's pitch-only element; the manual calls it crucial for holding rear ride height so the rear bodywork keeps producing downforce. The third perch offset changes its static load.

The front corner springs. Larger outer diameter is stiffer: holds the front wing platform under aero load but costs mechanical grip and can add slow-corner understeer. Smaller is softer: more front movement, more front mechanical grip. Torsion bar preload adjusts corner height and weight, in pairs to protect crossweight.

Hold ride height and aero attitude under changing wheel load. Stiffer preserves the platform at the cost of mechanical grip; softer absorbs bumps and gains mechanical grip while the platform suffers. Homologation requires symmetric rates, changed in pairs. Spring perch offset preloads a corner: decreasing adds height and weight there.

Bar diameter sets roll stiffness at that axle. Stiffer front adds mechanical understeer; softer front reduces it. Softer rear increases grip across the rear axle. Disconnecting the front bar removes its roll stiffness entirely, a big mechanical-understeer reduction that can hurt high-speed aero platform control.

Longer arms soften the assembly in roll; shorter arms stiffen it.

Blade orientation #1 (softest) to #5 (stiffest), a finer roll-stiffness trim on top of bar size. The front blades are adjustable from the cockpit via the F8 black box (FARB).

Resistance to compressing at low shaft speeds: body motion from steering, braking, throttle, and cornering. Higher values transfer load onto that tire faster; on the front the manual reads this as inducing understeer, lower values slowing the transfer and reducing it.

Resistance to extending at low shaft speeds. Higher front rebound controls the aero attitude (less splitter lift) but can hold a wheel off the surface and add on-throttle mechanical understeer; lower keeps front grip longer at the cost of more platform movement. Excessive rebound causes oscillation as the wheel skips instead of tracking.

Negative camber is wanted on all four wheels. More negative camber adds cornering force but costs longitudinal grip and tire life. More front camber adds mid/high-speed front grip but costs braking; the manual notes it can need a rearward bias shift to compensate. More rear camber adds cornering stability but reduces braking stability.

Front toe-out (negative in the garage) sharpens turn-in and reduces straight-line stability; front toe-in does the reverse. Rear toe-in adds straight-line stability but can dull direction change.

Lower angle = more locking on that side. More coast locking adds entry understeer; less adds entry oversteer. More power locking adds exit oversteer on throttle; less adds exit understeer. The two sides are independent, so entry and exit can be tuned separately.

Multiplies total locking force by the face count. More faces: more entry understeer off-throttle, more exit oversteer on-throttle. Fewer faces: the reverse.

The static locking force present regardless of throttle state. More preload: entry understeer, exit oversteer on throttle. Less preload: the reverse.

A larger cylinder at one end lowers line pressure there, shifting bias to the other axle and raising pedal effort to lock that end; a smaller cylinder does the reverse.

Share of line pressure sent to the front. More forward bias can add understeer under braking; more rearward adds oversteer under braking. Too far either way causes lockups, so it is set where heavy braking stays lockup-free on both axles. The manual recommends mapping a bias control before driving.

Shorter stacks accelerate harder with a lower ceiling; longer stacks carry more top speed. The manual's rule: run the shortest stack that does not over-rev 6th on the longest straight, using the garage's calculated top speed per stack.