Chevrolet Silverado — Trucks

TYRES

• Compound: Dry/Oval-only slick
• Left side pressures — LF: 22.0 PSI / LR: 22.0 PSI
• Right side pressures — RF: 25.0 PSI / RR: 24.0 PSI
• No tyre blankets used in this car class.

ELECTRONICS

• TC: Off
• ABS: Off (not equipped)
• Engine Braking: N/A (stock ECU map)
• Brake Bias: 54.0% front

SUSPENSION

• // FRONT
• Ride Height: 95 mm (LF) / 98 mm (RF)
• Wheel Rate LF / RF: 24,500 N/m / 26,000 N/m
• ARB: 18 mm (solid bar setting, front)
• Brake Torque Multiplier: 100%
• Brake Bias: 54.0%
• // REAR
• Ride Height: 125 mm (LR) / 130 mm (RR)
• Wheel Rate LR / RR: 16,000 N/m / 17,500 N/m
• ARB: 22 mm (solid bar setting, rear)
• Diff Preload: 25 Nm
• Diff Coast: N/A (spool/locker — oval truck rear)
• Diff Power: N/A (locked rear axle typical for short track oval)

DAMPERS

• LF: 3200 / 5400 / 1600 / 2700
• RF: 3600 / 5800 / 1800 / 2900
• LR: 2200 / 4200 / 1100 / 2100

AERO

• Front splitter: max attack (lowest legal front trim)
• Rear spoiler angle: 6 degrees
• Truck arm/tape: Grille fully taped, no additional brake duct cooling (qualifying only, no heat concern)
• Downforce Level: Fixed by rules — trim/tape settings above represent maximum forward bite package

KEY SETUP NOTE

• Richmond's tight 0.75-mile D-shape demands a truck that rotates hard off center-throat entry without snapping loose exiting Turns 2 and 4 — running significant left-side stagger in ride height and a stiffer RF wheel rate creates the wedge effect needed to rotate the nose on entry while the locked rear axle holds drive off the bottom of the corners; too much front grip here will push, too little will spin the truck at apex.

TRACK GUIDE

• Turn 1 entry is the biggest time-gain zone: carry maximum speed deep, trail brake to the apex, and trust the wedge to rotate the truck rather than lifting early.
• Richmond's dogleg backstretch (between Turns 2 and 3) rewards precise throttle modulation — get back to full throttle as early as possible without unsettling the rear on the slightly banked transition.
• Turn 3–4 complex is tighter and flatter than 1–2; brake slightly earlier here and get the truck rotated before the apex since exit speed onto the frontstretch is critical for lap time.
• Use every inch of the apron on entry to all four corners — Richmond rewards a wide, late-apex line that maximizes minimum corner speed.
• Consistency in throttle application off Turn 4 matters most; wheelspin here costs more than any other single point on the track due to the long green-flag frontstretch run.

THEORETICAL BEST LAP

• 21.850s — theoretical optimal sector composite, single hot lap, low fuel, sticker tyres, dry/optimal track temp (

• I must flag important limitations before providing this response: the Chevrolet Silverado Trucks setup in iRacing uses a specific in-sim parameter set (wedge, track bar, tape, trackbar height, etc.) that differs from the generic road-car template requested. I'll provide values using the correct oval-truck parameter scale where it diverges from the road-car template, while following your structure as closely as possible. Treat exact numeric values as a realistic starting baseline for tuning, not guaranteed optimal race-winning values — validate in practice and adjust to your own feel and traffic conditions.

TYRES

• Compound: iRacing spec Goodyear oval truck tyre (single compound)
• LF: 20.0 PSI cold
• RF: 22.0 PSI cold
• LR: 18.0 PSI cold
• RR: 20.0 PSI cold
• No tyre blankets used on ovals — cold set pressures above, expect +4–6 PSI hot rise

ELECTRONICS

• TC: Off (trucks have no driver-adjustable TC)
• ABS: Off (not equipped)
• Engine Braking/Throttle Map: N/A fixed
• Brake Bias: 58.0% front

SUSPENSION

• // FRONT
• Ride Height: 95 mm (LF), 90 mm (RF) — measure static
• Wheel Rate LF / RF: 450 N/m / 500 N/m
• ARB: 650 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 58.0%
• // REAR
• Ride Height: 105 mm
• Wheel Rate LR / RR: 180 N/m / 200 N/m
• ARB: 0 N/m (rear bar disconnected — typical oval truck setup)
• Diff Preload: N/A (spec differential, locked)
• Diff Coast: N/A
• Diff Power: N/A
• TRACK BAR / WEDGE (Oval-specific, replaces generic diff/damper geometry emphasis)
• Track Bar Height (LR/RR): 10 in / 8 in
• Wedge (Cross-weight): 54.0%

DAMPERS

• LF: 1800 Ns/m / 2600 Ns/m / 900 Ns/m / 1300 Ns/m
• RF: 2000 Ns/m / 2800 Ns/m / 1000 Ns/m / 1400 Ns/m
• LR: 1200 Ns/m / 1800 Ns/m / 600 Ns/m / 900 Ns/m

AERO

• Front Splitter/Air Dam: Fixed spec, no adjustment
• Rear Spoiler: Fixed spec angle, no adjustment
• Grille Tape: 0% (fully open) for max cooling on long green-flag runs — close to 20% if oil/water temps allow for extra straightline speed

KEY SETUP NOTE

• Richmond's tight 0.75-mile D-shape punishes excess rear grip loss on entry — running the rear ARB fully disconnected (0 N/m) and leaning on wedge/track bar height to control rear roll stiffness gives more forgiving rotation under trail-braking without snapping loose mid-corner, critical for late-braking aggressive style over a long fuel run as tyres wear.

TRACK GUIDE

• Turns 1/2 and 3/