Wreckfest 2 · Content Update #8 setup menu · heavy nose-first American V8 muscle
| DIRT — momentum & throttle discipline | STREET — point the nose, manage the torque | MIXED — conservative all-rounder |
| Braking Force Balance% toward front | 65%front | 60%front | 63%front | |
| Braking Force Pressureheavy car locks late on tarmac, early on dirt | 45–55% | 85–95% | 60–70% | |
| Front Balancertoggle | Test both ways in one hard braking zone. The heavy nose already loads the fronts hard under braking — re-check after any Balance change. | OFF | OFF*test | OFF |
| Powerless than lighter cars — the torque does the locking for you | 65–75% | 45–55% | 55–65% | |
| Coastlow — the nose-heavy chassis is already entry-stable | 40% | 45–55% | 45% | |
| Preloadbaseline lock | 45% | 50% | 45% |
| Final Drivegear to the track's fastest point — the limiter is the enemy | Med | Long | Med-Long |
| Front Springsneeds more spring than light cars, but keep front relatively soft | 40% | 70% | 55% | |
| Rear Springssoft rear = traction for the V8 | 30% | 60% | 45% | |
| Front Ride Heightheavy car bottoms out — stay higher than light cars | 70% | 35% | 55% | |
| Rear Ride Heightkeep rake — rear above front helps turn-in | 75% | 40% | 60% |
| Front ARBsoft front frees the nose | 30% | 55% | 40% | |
| Rear ARBrun stiffer than front — opposite of light cars | 35% | 60% | 45% |
| Lock to Lockmax steering angle | High | Med | Med-Hi | |
| Steering Ratiothe mass responds slowly anyway — quick ratio just adds twitch | Med | Slower | Med |
Camber (front view)More negative = more cornering grip. The heavy RoadSlayer rolls hard and leans on its outside tires, so it rewards more front camber than light cars on tarmac. Stay mild on dirt. |
Toe (top view)Front toe-out is your cheapest understeer fix on this car. Rear toe-in keeps the torque from swinging the tail on exit. Keep angles small; toe adds drag you'll feel on the straights this car lives for. |
Ackermann & WedgeAckermann: high for tight stuff — the long, heavy nose needs all the low-speed help it can get. Wedge: ovals only; this car is a natural oval bully, and wedge is your main balance knob there. Neutral everywhere else. |
| Front Camber | −0.5° to −1° | −2° to −2.5° | −1.5° | |
| Rear Camber | 0° to −0.5° | −1° to −1.5° | −0.5° to −1° | |
| Front Toe | −0.15°out | −0.15°out | −0.1°out | |
| Rear Toe | +0.2°in | +0.1° to +0.2°in | +0.2°in | |
| Ackermann | High | Med | Med | |
| Wedge | Neutral in all three templates. On ovals this is the RoadSlayer's primary balance knob — add wedge if loose off the corner, remove if too tight. | 0 | 0 | 0 |
DIRTMomentum machine. Keep Power lock moderate — the V8 torque already overwhelms dirt grip, so lock it up fully and every exit becomes a fight. Low brake pressure: two tons locks tires on loose ground instantly. Soft-front / stiffer-rear bars pivot the nose in; then it's throttle discipline — roll on, don't stab. Height way up: this chassis bottoms out where light cars skim. | STREETPoint the nose, manage the torque. Aggressive front camber and toe-out wake up turn-in; stiff-ish springs and bars keep the mass from wallowing. Power lock stays modest — traction off slow corners comes from the soft rear springs, not the diff. Brake early and straight: the weight means it will not trail-brake like a light car, but it out-drags nearly everything down the next straight. | MIXEDConservative everywhere because mass punishes surprises. Mid-range springs with extra ride height for the rough sections, front-biased brakes at dirt-safe pressure, and low Coast lock so the nose still turns when the surface changes under you. The RoadSlayer forgives contact better than any setup detail — use the body, protect the exits. |
| Problem | Phase | Fix, in order of preference |
|---|---|---|
| Plows wide on entry (its default sin) | ENTRY | Front toe-out → soften front ARB → −Coast lock → +1 notch rear brake bias |
| Torque spins it on exit | EXIT | −Power lock → soften rear springs → short-shift out of slow corners |
| Still won't rotate mid-corner | MID | Stiffen rear ARB → more negative front camber → raise rear ride height (rake) |
| Locks fronts and slides straight on | ENTRY | −Brake pressure → shift balance rearward one notch |
| Wallows and leans in fast corners | ANY | Stiffen both ARBs → stiffen springs → lower ride height (tarmac only) |
| Bottoms out over jumps and ruts | ANY | Raise ride height — this car needs more clearance than most |
| Loose off oval corners | OVAL | Add wedge → then −Power lock |
| Feels numb after understeer fixes | ANY | Walk changes back one at a time; front ARB first |
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) |