LF: 24 psi, RF: 28 psi, LR: 24 psi, RR: 28 psi

Invest early in Engine Power, followed by Efficiency, and then Chassis, as this provides the best return on investment for speed.

For "plate" tracks like Daytona and Talladega, shorter gearing (higher numerical ratio) can help you stay in the draft and reach a higher top speed. 2. Tuning for Handling: Wedge and Springs

Superspeedways demand minimum aerodynamic drag and maximum top-end draft speed. 29.0 degrees Rear Spoiler: 55.0 degrees

Before we get track-specific, you need a baseline that works for intermediate tracks (1.5 miles). Start here and adjust based on your driving style.

Lowering the front springs allows the car to handle better in turns, providing a "looser" feel. Going as low as possible without scraping the track is usually best.

Start with the “Qualifying” preset , then soften it slightly for race runs.

However, the community has long agreed on a that works for most intermediate tracks (like Charlotte, Atlanta, or Texas). From there, you tweak a few key sliders.

This tilts the tires to maximize the contact patch while leaning into a banked turn. For standard left-turn ovals, use positive camber on the left front tire and negative camber on the right front tire. Gearing and Suspension

Keep a notebook (or a text file) of your wedge and track bar adjustments. After two decades, the sweet spots are known:

Shifting weight forward increases stability under braking but induces understeer mid-corner. Keeping it balanced around 51-52% is ideal for most ovals. Tire Pressure and Camber

These tracks require a balanced approach. You need enough downforce to maintain speed in the corners without sacrificing too much on the straights.

Allows the car to sit lower in the turns, providing more grip and a "looser" feel. Go as low as possible without the car bottoming out.