Not sure if this will be of any help to you or anyone else but I found this kicking around on my PC. Think I found it on another forum and was based on running Nascars so would be more relevant to F1 and F2s. For SSC, Bangers and Hot Rods just reverse the settings really.
Tire Pressure:
Lower tire pressures result in a more forgiving car, and result in higher tire temperatures.
Higher pressures allow higher top speeds with less temperature buildup. The recommended pressure
will keep the middle (M) temperature of the tires near the average of the inside (I) and outside
(O) temperatures. Going higher than recommended can result in more speed at a high-speed track,
but the loss in grip can hurt at slower tracks.
Settings
Raise R/F Loosens car off the corner.
Lower R/F Tightens car up
Raise R/R Tighter into corner looser off
Lower R/R Looser on short runs, as heat builds tightens up. (Think of those long runs)
Raise L/F Tightens car up into and off the corner.
Lower L/F Looser off the corners.
Raise L/R Looser off the corners but tighter in the middle.
Lower L/R Looser at start but tightens up on long runs.
Shock Bump:
At the front, a lower number (softer shock compression) loosens the car during the transition to
braking, and at the rear, softer shock compression tightens the car during the transition to
throttle. Higher numbers (stiffer shock compression) give quicker reactions during these
transitions, and the opposite effects.
Shock Rebound:
At the front, a lower number (softer shock rebound) loosens the car during the transition to
throttle, and at the rear, softer shock rebound tightens the car during the transition to braking.
Higher numbers (stiffer shock rebound) give quicker reactions during the transitions, and the
opposite effects.
Shocks General
Raise R/F Tighter off the corner.
Lower R/F Looser off the corner.
Raise R/R Looser from the middle and off the corner.
Lower R/R Tighter from the middle and off the corner.
Raise L/F Also tighter from the middle off.
Lower L/F Looser into corners if done in combination with raising r/r.
Raise L/R Looser in and off corner.
Lower L/R Tightens car up off corners.
Springs:
Softer front springs usually loosen the car (turns better), while softer rear springs tighten it
(less likely to spin). Use the softest springs you can without letting the car scrape the ground.
If the car rolls too much, stiffen the sway bars.
Settings (partial)
Raise R/R Loosens car into corners.
Lower R/R Tightens car off corner.
Raise L/R Tightens car off corner.
Lower L/R Loosens car in the middle to off corner.
Camber:
Some positive left side and negative right side camber will help the car turn left. Too much
camber will reduce grip and increase tire wear. Tire temperatures on the edge of the tire leaning
into the turn (outside -O- on left, inside -I- on right) should be 5 to 10 degrees hotter than
the other edge. Negative equal cambers on both sides are usually best on a road coarse, with
inside temperatures 5 to 10 degrees hotter than outside.
Front Brake Bias:
If the car doesn't turn well under braking, decrease the front brake bias. If it wants to spin
under braking, increase the front brake bias. Go with the lowest front bias you can control.
Front Sway Bar:
Stiffening the front sway bar (larger diameter) tightens the car and reduces body roll when
cornering, which can give better control over the tire camber during cornering. Too stiff a bar
can lift a front wheel off the track when cornering.
Rear Sway Bar:
Stiffening the rear sway bar (larger diameter) loosens the car and reduces body roll when
cornering.
Final Gear Ratio:
The final gear ratio is used to adjust all four gears together. A smaller ratio allows for higher
top speeds, but produces less torque at the rear wheels, so it will take longer to reach top
speed.
Transmission Gear Ratios:
Allows each gear to be individually adjusted. A smaller ratio allows for higher top speeds, but
produces less torque at the rear wheels, so it takes longer to reach top speed.
DON'T FORGET, once you set the individual gear ratio, it will act accordingly to a change in the
final gear ratio.
Grill Tape:
More tape reduces air drag and increases front down force, but can cause engine overheating.
Spoiler:
Less spoiler reduces air drag and rear down force, giving higher top speeds and a looser car. A
setting of 70% is mandated at the super-speedways.
Front Weight Bias:
Shifting weight to the front (a higher front bias) can help the car turn in better, but may give
more mid-corner push. Shifting weight back can stabilize the car at turn entry, but may loosen in
mid-corner.
Left Weight Bias:
On an oval, use the maximum left weight allowed. On road courses, it's usually best to keep the
weight equal on the left and right sides.
Wedge:
Less wedge will loosen the car, allowing it to turn better. More wedge tightens the car, and can
help in putting the power down. On a road course, use 50% wedge to keep the car from pulling to
the left or right under power.
