Caterham Academy

TYRES

• Compound: Semi-slick (Academy control tyre)
• Front Pressure: 24 PSI (cold)
• Rear Pressure: 23 PSI (cold)
• Front Camber: -2.8°
• Rear Camber: -1.5°
• Caster: 6.0°
• Optimal Operating Temp: 75–85°C

ELECTRONICS

• TC: N/A
• ABS: N/A
• Engine Braking: N/A (fixed, no adjustment)
• Brake Bias: see SUSPENSION

SUSPENSION

• // FRONT
• Ride Height: 75 mm
• Wheel Rate FL / FR: 26000 N/m / 26000 N/m
• ARB: 18 N/m (max stiff setting)
• Brake Torque Multiplier: 100%
• Brake Bias: 58%
• // REAR
• Ride Height: 80 mm
• Wheel Rate RL / RR: 24000 N/m / 24000 N/m
• ARB: N/A (fixed, not adjustable)
• Diff Preload: N/A (fixed spool/viscous — no adjustment)
• Diff Coast: N/A
• Diff Power: N/A

DAMPERS

AERO

• Front Ride Height: 75 mm (as low as regs/kerb strikes allow for Paddock Hill compression)
• Rear Ride Height: 80 mm (slight rake for rear stability through Clearways)
• Downforce: N/A (no adjustable wings on Academy)
• Brake Ducts: N/A

KEY SETUP NOTE

• Maximum front ARB stiffness combined with slightly softer rear roll resistance sharpens turn-in at Druids and Graham Hill without destabilizing the rear on exit — critical since this car has no diff adjustment, so mechanical grip and geometry (camber/toe) are your only tools to manage traction out of Druids.

TRACK GUIDE

• Paddock Hill Bend: brake as late as possible in a straight line on the crest — trail brake gently into the downhill compression, let the chassis rotate naturally; don't overslow, this feeds Druids.
• Druids: sacrifice mid-corner speed for a clean, early throttle application — this is the most important traction zone on the lap, feeding the long Cooper Straight.
• Graham Hill Bend: trail brake deep, use the downhill camber to rotate the car; carry speed rather than pointing it — it's a momentum corner.
• McLaren Bend: committed, single input — treat it as flat-ish with a lift; lateral load builds progressively, stay smooth to protect exit speed onto Clearways.
• Clearways/Clark Curve: this is where the lap is won — carry as much minimum speed as possible on entry and build to full throttle progressively; a strong exit here maximizes speed across the start/finish line.

THEORETICAL BEST LAP

• 0:52.900 — estimated optimal lap,