Wreckfest 2 · Content Update #8 setup menu · '69 Camaro-style RWD muscle coupe · B class
| DIRT — throttle steering, big slip angles | STREET — hook the exits, sharpen the nose | MIXED — torque-safe all-rounder |
| Braking Force Balancemoderate nose weight — front-biased, but it rotates on the brakes | 62%front | 58%front | 61%front | |
| Braking Force Pressurehighest that won't lock — lighter than the big muscle, so it takes a touch more | 50–58% | 82–90% | 62–72% | |
| Front Balancertoggle | Test both ways in one hard braking zone; keep whichever entry you trust. Re-check after any Balance change. | OFF | OFF*test | OFF |
| Powerthe torque already locks it for you — keep it moderate or every exit is a fight | 64–70% | 48–55% | 58–62% | |
| Coastnose-heavy = fairly entry-stable, but it's still a lively pony car | 42–46% | 50–56% | 46–50% | |
| Preloadbaseline lock — a touch up tames the brake-to-throttle handover | 44% | 52% | 48% |
| Final Driveshortening just spins the rears and caps the top end sooner | Med–Long | Long | Med–Long |
| Front Springsfirmer than the tail on tarmac, but it's lighter than the big muscle — ease off theirs | 38% | 62% | 50% | |
| Rear Springssoft rear = the traction that meters the torque | 28% | 55% | 42% | |
| Front Ride Heightmoderate — the nose is heavy, but the car isn't a barge | 66% | 34% | 52% | |
| Rear Ride Heightslight rake — rear above front helps turn-in | 70% | 38% | 55% |
| Front ARBsoft front frees a nose that wants to push | 32% | 50% | 42% | |
| Rear ARBclose to the front — resist the muscle-car urge to crank it | 34% | 54% | 44% |
| Lock to Lockyou'll want counter-steer range for the power-on slides | High | Med | Med-Hi | |
| Steering Ratioquick enough to gather the rear; gamepad: one step slower | Quick-Med | Med | Med |
Camber (front view)More negative = more cornering grip. The Hurricane rolls onto its outside tires like any muscle car, so it rewards solid front camber on tarmac to fight the entry push — but keep rear camber meaningful too; on this torquey rear axle, cornering grip back there is exit traction and anti-spin insurance. Mild everywhere on dirt. |
Toe (top view)Front toe-out is your cheapest turn-in fix against the nose push. Rear toe-in is the exit insurance — the torque wants to swing the tail, and toe-in keeps it honest over bumps and power. Keep both small; toe is drag on the straights this car lives for. |
Ackermann & WedgeAckermann: high for hairpins and low-speed stuff — the heavy nose needs the low-speed help. Wedge: ovals only, where the Hurricane is a natural bully and wedge becomes your main balance knob. Neutral on road courses. |
| Front Camber | −0.5° to −1° | −2° to −2.5° | −1.5° | |
| Rear Camberkeep some — it's exit traction | −0.5° | −1° to −1.5° | −1° | |
| Front Toe | −0.1° to −0.15°out | −0.15°out | −0.1°out | |
| Rear Toeexit anti-spin insurance | +0.2°in | +0.15° to +0.2°in | +0.2°in | |
| Ackermann | High | Med | Med | |
| Wedge | Neutral in all three templates. On ovals the Hurricane is a natural bully — add wedge if loose off the corner, remove if too tight, and make it your primary adjustment there. | 0 | 0 | 0 |
DIRTThrottle steering. That fat low-end torque is a gift on loose ground — high Power lock and generous steering lock let you point the car with your right foot and hold big, easy slides. Soft rear springs put the power down between slides; low brake pressure keeps the lighter chassis from locking on gravel. Gear long-ish anyway: the low redline means short gearing just spins the rears and runs out of revs sooner, not faster. | STREETHook the exits. On tarmac the whole game is metering the torque — Power lock stays moderate (crank it and every exit is a smoky fight), and the soft-ish rear springs, not the diff, provide the traction. Up front, aggressive camber and toe-out wake a nose that wants to push; firmer springs and near-balanced bars keep the mass flat. Gear long: it tops out on the limiter, not on grip, so protect the straights and short-shift out of the slow stuff. | MIXEDTorque-safe. Everything moderates: mid springs with extra ride height and rake for the rough bits, front-biased brakes at dirt-safe pressure, and generous rear toe-in as insurance for when the grip changes under power. Short-shift out of slow corners so a torque spike doesn't swap the tail on a surface you didn't expect. Not the fastest setup on any one surface — the one that never bites you across all of them. |
| Problem | Phase | Fix, in order of preference |
|---|---|---|
| Lights up the rear on exit (its signature sin) | EXIT | −Power lock → soften rear springs → short-shift out of slow corners → +Rear toe-in |
| Pushes wide on entry | ENTRY | Front toe-out → soften front ARB → −Coast lock → +1 notch rear brake bias |
| Hits the limiter before the braking zone | STRAIGHTS | Lengthen the final drive — it's out of revs, not grip |
| Won't rotate mid-corner | MID | Stiffen rear ARB one notch → more negative front camber → raise rear ride height (rake) — but watch the exit |
| Snaps on a bump under braking or lift | ENTRY | +Coast lock → +Preload → soften rear springs |
| Locks the fronts on loose ground | ENTRY | −Brake pressure → shift balance rearward one notch |
| Wallows and leans in fast corners | ANY | Stiffen both ARBs → stiffer springs → lower ride height (tarmac only) |
| Loose off oval corners | OVAL | Add wedge → then −Power lock |
Push toward OVERSTEER (more rotation)Rear brake bias · softer front ARB · stiffer rear ARB · softer front springs · raise rear ride height (rake) · more negative front camber · front toe-out · less Coast lock · less preload · remove wedge (ovals) |
Push toward STABILITY (less rotation)Front brake bias · stiffer front ARB · softer rear ARB · softer rear springs · lower rear ride height · more negative rear camber · rear toe-in · more Coast lock · more preload · add wedge (ovals) |