Tatuus FA1

TYRES

• Compound: Slick (Formula Abarth slick, only compound available)
• Front pressure: 20.5 PSI cold, settling to ~25.5 PSI hot
• Rear pressure: 20.0 PSI cold, settling to ~25.0 PSI hot
• Optimal operating temperature for maximum grip: 85–95°C (target ~90°C)
• Tyre blankets: session option, not a car property. Assume OFF, so lap 1 is a warm-up lap, then lap 2 is the flying lap. Cold values above already allow for the warm-up lap.
• Camber: Front -3.2° / Rear -1.8°
• Toe: Front -0.10° (toe-out) / Rear +0.15° (toe-in)
• Caster: 7.0° (Front)

ELECTRONICS

• TC: None fitted on this car
• ABS: None fitted on this car
• Engine braking / brake magic: Not adjustable on this car
• Brake bias: 57.5% front, adjustable in-cockpit. Move to 58.5% if the rear steps out on the Hangar Straight braking zone (Brooklands) entry.

SUSPENSION

• // FRONT
• Ride Height: 38 mm
• Wheel Rate FL / FR: 62,000 N/m / 62,000 N/m
• ARB: 24,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 57.5%
• // REAR
• Ride Height: 46 mm
• Wheel Rate RL / RR: 54,000 N/m / 54,000 N/m
• ARB: 18,000 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.3
• Diff Power: 0.4

DAMPERS

• Packers / bump stop: front 12 mm range, rear 14 mm range, standard bump stop rate

AERO

• Front wing: 6
• Rear wing: 7
• Downforce level: High-medium. Silverstone National is a short, flowing layout with no long straight to punish drag, so the wings are set first and mechanical grip is only used to fine-tune the balance.
• Brake ducts: Not adjustable on this car

KEY SETUP NOTE

• This car is light (~570 kg) and low-powered (~190 hp), so minimum lap time comes from carrying speed rather than straight-line power. The 1.5° front-to-rear camber spread plus the 1-step rear wing bias keeps the rear planted through Abbey, Copse and Maggotts-Becketts-style fast direction changes while the front still bites on aggressive turn-in. Because there is no TC, a rear diff power lock of 0.4 with only 0.3 coast keeps corner-exit rotation controllable under throttle.

TRACK GUIDE

• Verify the layout in the session: Silverstone National uses the Wellington Straight/Hamilton Straight section rather than the full GP loop. The fast Copse and Maggotts complex on the full GP is replaced by the National's own sequence of fast and medium corners.
• Abbey (T1): take it flat or with a tiny lift, turn in late on the inside kerb for maximum rotation, and let the car run out to the exit kerb without correcting.
• Braking zones (Brooklands and Luffield hairpins): brake hard and late in a straight line, trail-brake to the apex, and release progressively. The 57.5% bias is tuned for this. With no ABS, avoid locking the inside front.
• Traction zones (Club exit, Luffield exit): with no TC, squeeze the throttle from the apex rather than stabbing it, and use the curbs sparingly so the rear does not snap sideways under the 0.4 power lock.
• Time is won through the fast, flowing sections (Abbey, Copse approach, Woodcote) where aero is working, and lost by over-driving the slow corners. A clean exit onto the straights is worth more than a late brake.