EA Sports WRC (EA WRC) setups

Front wheel lean seen head-on (always negative or 0). More negative = more cornering grip; toward 0 = better braking and straight-line traction.

If you increase ↑

Toward 0 (less negative): improves braking and straight-line traction and evens wear, loses bite when turning.

If you decrease ↓

More negative: more front lateral grip when loaded (ideal on tarmac), at the cost of straight-line.

Rear axle camber (negative or 0). Negative = more rear lateral grip in corners; toward 0 = more straight-line traction.

If you increase ↑

Toward 0: favours straight-line traction, the rear grips less laterally.

If you decrease ↓

More negative: stabilises the rear when loaded, costing some pure traction.

Where the front wheels point seen from above, in degrees. Toe-out (negative) = sharper turn-in; toe-in (positive) = more straight-line stability.

If you increase ↑

Toward toe-in (positive): more stability, lazier response and a tendency to understeer.

If you decrease ↓

More toe-out (negative): sharpens turn-in and steering, with a twitchier feel.

Rear axle toe, in degrees. Toe-in (positive) = stability and exit traction; toe-out (negative) = more rear rotation.

If you increase ↑

More toe-in (positive): stabilises the rear on power and braking, costing some rotation.

If you decrease ↓

Toward toe-out (negative): the rear rotates more; too much causes oversteer.

ABSOLUTE front ride height, in mm (not an offset). Low = better stability and lower centre of gravity (tarmac); high = more suspension travel for rough terrain (gravel/snow).

If you increase ↑

Raising: more travel and avoids bottoming on rough stages, with more body roll.

If you decrease ↓

Lowering: less roll and more tarmac stability, risks bottoming on loose ground.

Front spring stiffness, in real N/mm. The range VARIES by class (this is the Rally1's; kit cars and modern customer cars differ). Soft absorbs bumps and adds grip; stiff sharpens response but follows terrain worse.

If you increase ↑

Stiffer front: better response and handling, worse over bumps and tends to understeer.

If you decrease ↓

Softer front: follows the terrain better and adds grip; softer than the rear reduces understeer.

How much the front axle resists roll, in N/mm. Stiffer = balance toward understeer and a more stable platform; softer = more front grip and compliance.

If you increase ↑

Stiffer front: shifts balance toward understeer and adds stability, follows bumps worse.

If you decrease ↓

Softer front: more front grip and compliance under braking; fixes understeer.

ABSOLUTE rear ride height, in mm. The difference vs the front sets the 'rake': a slightly higher rear helps rotation and turn-in; lower stabilises at high speed.

If you increase ↑

Raising the rear: more rake and rotation, more travel over big bumps.

If you decrease ↓

Lowering the rear: less rake, a more stable rear at high speed, a bit less rotation.

Rear spring stiffness, in real N/mm (varies by class). Sets how much the rear rotates and how the rear axle follows the terrain.

If you increase ↑

Stiffer rear: more rotation and response, with risk of oversteer and worse over bumps.

If you decrease ↓

Softer rear: shifts balance toward understeer and improves traction over rough ground.

Rear axle roll resistance, in N/mm. Stiffer = more rotation/oversteer; softer = more rear traction and stability.

If you increase ↑

Stiffer rear: more rotation and oversteer; helps understeer but loosens the rear.

If you decrease ↓

Softer rear: shifts balance toward understeer and adds rear traction over bumps.

Front low-speed compression factor (sustained transfers: braking, cornering loads). A firm value (+) aids stability; a soft value (-) absorbs slow hits better.

If you increase ↑

Firmer (+): more controlled weight transfer and tarmac precision, less absorption.

If you decrease ↓

Softer (-): smoother transitions and better grip on loose ground, a less stable platform.

Front high-speed compression factor (sharp impacts: bumps, rocks, kerbs). Soft (-) lets the wheel move up quickly on gravel; firm (+) controls impacts on tarmac.

If you increase ↑

Firmer (+): keeps it off the bump stops on big hits, but the wheel skips on gravel.

If you decrease ↓

Softer (-): the wheel absorbs bumps and rocks without upsetting the car; ideal on gravel/snow.

Wheel speed (m/s) at which the front damper crosses from the 'slow' to the 'fast' curve. Lower = fast damping engages sooner (better for sharp impacts); higher = more range under the slow curve. Advanced tweak; the rules leave it at base.

If you increase ↑

Higher: more events stay under the slow curve (more sustained control).

If you decrease ↓

Lower: the fast curve engages sooner, better reaction to sharp bumps.

Front low-speed extension factor (how fast the body recovers when releasing brake/load). EA WRC has no separate fast rebound: this channel governs recovery.

If you increase ↑

Firmer (+): the body recovers more slowly; stability, but the wheel is slow to return to the ground.

If you decrease ↓

Softer (-): quick front recovery; more grip on broken ground, a less controlled platform.

Rear low-speed compression factor. Manages rear weight transfer under power and load; key for traction and rear stability.

If you increase ↑

Firmer (+): a more controlled rear platform on tarmac, less traction over bumps.

If you decrease ↓

Softer (-): more grip and traction on loose ground, with a bit more rear roll.

Rear high-speed compression factor (sharp rear impacts). Soft (-) lets the rear absorb bumps and keep traction on gravel.

If you increase ↑

Firmer (+): more impact control on tarmac, but the rear skips on gravel.

If you decrease ↓

Softer (-): the rear absorbs bumps and rocks while keeping traction; ideal on loose ground.

Wheel speed (m/s) at which the rear damper crosses from the 'slow' to the 'fast' curve. Same concept as the front. Advanced tweak; the rules leave it at base.

If you increase ↑

Higher: more events under the rear slow curve (more sustained control).

If you decrease ↓

Lower: the rear fast curve engages sooner, better for sharp bumps.

Rear low-speed extension factor (how fast the rear recovers off throttle/brake). Affects lift-off oversteer.

If you increase ↑

Firmer (+): the rear recovers more slowly; stability, but slow to return the wheel to the ground.

If you decrease ↓

Softer (-): quick rear recovery; better compliance on gravel, a touch twitchier on tarmac.

Maximum braking torque available, in N·m. High = stronger, shorter braking, with more locking risk; low = more modulation and fewer lock-ups on low grip (gravel/snow).

If you increase ↑

More force: sharper, shorter braking, greater risk of locking the wheels.

If you decrease ↓

Less force: more progressive feel, fewer lock-ups on loose surfaces.

Percentage of braking sent to the front axle. Forward (higher %) = stable, powerful braking; rearward (lower %) = helps brake-rotation and avoids front locking on loose. In rally, don't go too far rearward (rotation comes from the handbrake).

If you increase ↑

More forward: more stable braking, but more risk of locking the fronts and understeering.

If you decrease ↓

More rearward: helps brake-rotation and avoids locking on gravel/snow, with risk of the rear stepping out.

Handbrake torque, in N·m. More force locks the rear wheels sooner, allowing sharper rotation in hairpins and tight corners.

If you increase ↑

More force: the rear locks more easily with the handbrake (tight turns, hairpins).

If you decrease ↓

Less force: a more progressive, modulable handbrake, less instant rotation.

How much the FRONT diff locks on power (4WD/FWD only). High = better straight-line traction, with possible understeer on low grip; low = better cornering, less straight-line stability. Educational: the rules leave it at base.

If you increase ↑

Higher: more traction and straight-line stability, with risk of understeer on low grip.

If you decrease ↓

Lower: better cornering, with less straight-line stability.

How much the FRONT diff locks off-throttle and braking (4WD/FWD only). High = more entry stability; low = more rotation on lift. Educational: the rules leave it at base.

If you increase ↑

Higher: more stable entry, a bit more lift-off understeer.

If you decrease ↓

Lower: more entry rotation on lift, less stable.

Baseline lock of the front diff under gentle throttle changes (4WD/FWD only). More preload = the front behaves more like a locked axle (stable but understeery). Educational: the rules leave it at base.

If you increase ↑

More front preload: stabilises the front in transitions, adds understeer.

If you decrease ↓

Less front preload: frees the front to turn, with more throttle reaction.

How much the REAR diff locks on power (4WD/RWD only). High = more exit traction and stability (the rear doesn't snap), with risk of throttle understeer; low = more exit rotation. The rules' main rear lever.

If you increase ↑

Higher: more exit traction and stability, both wheels pull evenly; some throttle understeer.

If you decrease ↓

Lower: more exit rotation and cornering, with less stability and traction.

How much the REAR diff locks off-throttle and braking (4WD/RWD only). High = a more stable rear on entry (prevents lift-off oversteer); low = more entry rotation.

If you increase ↑

Higher: more stable entry, stops the rear stepping out on lift/brake; some understeer.

If you decrease ↓

Lower: more rotation on lift into corners, less stable.

Baseline lock of the rear diff under gentle throttle changes (4WD/RWD only). More preload = a more stable rear and more baseline traction, with some entry understeer; less = more rotation and a livelier rear.

If you increase ↑

More rear preload: stabilises the rear and gives baseline traction, adding some entry understeer.

If you decrease ↓

Less rear preload: frees rotation, with a livelier rear in transitions.

1st-gear ratio (normalised value). A short ratio (low value) improves acceleration at the cost of top speed; too short makes the power hard to modulate.

If you increase ↑

Longer: less initial acceleration, more speed before shifting.

If you decrease ↓

Shorter: more acceleration for hairpins and slow exits, less top speed.

2nd-gear ratio. Sets the step between slow-corner exit and mid speed; keep the spacing between gears even to avoid torque holes.

If you increase ↑

Longer: extends the useful range of 2nd, less acceleration between 1st and 2nd.

If you decrease ↓

Shorter: more acceleration out of corners, but you shift to 3rd sooner.

3rd-gear ratio. The medium-fast corner gear: key to pace on most stages.

If you increase ↑

Longer: more top speed in 3rd, slightly lazier response.

If you decrease ↓

Shorter: better pull out of medium corners, less top speed.

4th-gear ratio. Fast sections: balances acceleration and sustained speed.

If you increase ↑

Longer: more top speed on long straights, less push.

If you decrease ↓

Shorter: more push on fast rolling sections, you hit the limiter sooner.

5th-gear ratio (the longest). Sets top speed on the fastest straights of the rally.

If you increase ↑

Longer: higher top speed; if excessive, you never reach max revs.

If you decrease ↓

Shorter: you hit the limiter sooner on straights, useful on slow, twisty rallies.

Final drive: scales ALL gears at once (normalised value). The most practical global tweak: short for slow/mountain stages, long for fast, open rallies.

If you increase ↑

Longer (higher value): raises top speed in every gear, at the cost of acceleration.

If you decrease ↓

Shorter (lower value): more acceleration and engine braking in every gear, less top speed.