Embedded Files
Slow In, Fast Out, Speed and Precision
Where Speed Meets Control
Brakes aren’t just there to slow you down, they’re one of the most powerful tools for going faster. Mastering brake bias, pad choice, and cooling isn’t just about stopping; it’s about controlling weight transfer, unlocking rotation, and carrying more speed through every corner. In the right hands, the brake pedal becomes a scalpel, carving perfect lines and shaving tenths off your lap. Welcome to the art, and science, of stopping fast to go faster
Brake Bias
Brake bias refers to the percentage of total braking force sent to the front wheels compared to the rear. It’s usually expressed as a split, for example: 60/40 means 60% of the braking force is applied to the front and 40% to the rear. A neutral brake bias would be 50/50.
In Assetto Corsa Competizione, iRacing, and most other simulators, brake bias can be adjusted on the fly using steering wheel controls. Over 50% means more braking force is sent to the front; under 50% shifts more force to the rear.
Why It Matters
Changing brake bias has a significant impact on car behavior, especially during corner entry. Learning to adjust it multiple times per lap, tailoring it to different corners, can improve both lap time and consistency. This requires practice and concentration, but once mastered, it becomes a powerful tool for fine‑tuning balance. Lets take a look at the impacts of forward vs rearward bias.
Forward Brake Bias
Positive Impacts
Improved stability under braking:
More braking force on the front axle reduces the chance of rear‑wheel lockup.Straighter braking:
Helps keep the car tracking straight, especially in high‑speed braking zones.Better control in low‑grip conditions:
Front‑biased braking can be safer in wet or slippery conditions.Reduced risk of entry oversteer
Less likelihood of the rear stepping out when trail braking.
Negative Impacts
Increased risk of front lockup:
Especially in heavy braking zones, leading to flat‑spotted tires.Longer stopping distances:
If the front tires saturate early, total braking efficiency drops.Reduced rotation on corner entry:
Can make the car feel reluctant to turn in, promoting understeer.Uneven tire wear:
Front tires may overheat or wear faster due to higher braking load.Less effective trail braking:
Harder to use brake modulation to help rotate the car into the corner.
Rearward Brake Bias
Positive Impacts
Improved rotation on corner entry:
More rear braking can help the car turn in more sharply.Shorter stopping distances (in some cases):
If balanced well, can use more of the rear tires’ braking potential.Better trail braking effect:
Easier to rotate the car into the apex while still on the brakes.Reduced front tire wear:
Braking load is shared more evenly between axles.Potentially quicker in tight, technical sections:
Especially where rotation is key to cornering speed.
Negative Impacts
Increased risk of rear lockup:
Especially in high‑speed braking or low‑grip conditions.Less stability under braking:
Can cause the rear to step out, leading to spins if not controlled.Harder to manage in wet or slippery conditions:
Rear bias amplifies instability.Greater rear tire wear and heat:
More braking load on the rear axle.Can unsettle the car in straight‑line braking:
Especially if braking while cresting a hill or with light rear load.
Brake Bias Adjustment
Make Small Changes
Adjust in 1–2% increments, tiny shifts can be felt in balance and stability.
Test after each change to confirm the effect before moving further.
Match to Track Conditions
Low grip (wet, dusty, cold tires) shift bias forward for stability.
High grip (warm tires, smooth surface) shift bias rearward for rotation.
Use Car Feedback
Front lockup / understeer on entry move bias rearward.
Rear instability / oversteer on entry move bias forward.
Monitor Tire Temperatures & Wear
Hotter fronts consider moving bias rearward.
Hotter rears consider moving bias forward.
Adjust for Corner Types
Long, fast braking zones forward bias for control.
Tight, technical sections rearward bias for sharper turn‑in.
.
Adapt to Fuel Load & Weight Transfer
Heavy fuel load more forward bias for stability.
Light fuel load can run slightly more rearward bias for agility.
Consider Driving Style
Aggressive trail‑brakers often prefer more rear bias for rotation.
Smooth, early brakers may benefit from more forward bias for consistency.
Race Evolution
As fuel load lightens and the track gains grip, gradually adjust bias rearward
As Fuel burns off the car gets lighter, shifting the center of gravity forward, increasing front grip.
As Track rubbers in there's more grip overall, especially at corner entry, allowing the rear tires to handle more braking force without locking up
Always adjust incrementally, a rear lock-up, wiggly rear end or nervous turn-in means you’ve gone too far.
Brake Pads
Pads 1:
Very aggressive, maximum braking performance but high wear of discs and pads.
Pedal modulation can be complicated if out of temperature range or in case of wear.
Use in hotlap and qualifying sessions, sprint races; within 3 hours of competition they can still be risky to use.
Over 3 or 4 hours the pads wear out, overheat and lose linearity in the feel of the brake pedal.
Having a high coefficient of friction, which generates heat
Recommended to open the brake ducts.
Pads 3:
Moderate coefficient of friction, braking distances may be longer on a dry track.
Very moderate disc and pad wear.
Excellent pedal modulation even in cold ambient conditions, very linear pedal feedback.
Great choice for wet conditions and very long endurance races.
Very predictable and easy to modulate brake pad.
Due to the lower friction, very small brake lines must be used.
.
Pads 2:
Excellent coefficient of friction, excellent braking performance, good wear of the disc and pads.
Pedal modulation almost always good and linear, good feedback in case of overheating and gradual wear.
Perfect pads for endurance races, but can also be used in hotlaps, qualifying sessions and sprint races.
They are the default choice for long-lasting races as they easily withstand 12 hours and up to 24 hours of racing.
Due to the lower friction, less heat is generated
Smaller brake ducts can be used.
Pads 4:
High coefficient of friction; extremely aggressive, they last less than an hour and are inconvenient for any race
Due to the extreme coefficient of friction, these pads reach deleterious temperatures quickly
Maximum braking performance, extremely aggressive wear of discs and pads, poor cold performance.
These types of pads are not used in endurance races, but only for demonstration purposes.
Equipment Wear
Pad Wear:
The amount that the brake pads have worn in millimeters.
At 12.5mm, the brakes are considered worn and it is recommended to replace them.
Disc Wear:
The amount that the brake discs have worn in millimeters.
Usually, a set of discs will last a 24 hour race.
In ACC, new discs are always fitted when brake pads are changed and this incurs no additional time penalty.
Brake Tuning Guide
Front lock‑up under braking
Cause: Too much forward brake bias
Adjustment: Shift brake bias rearward (‑0.5% to ‑1%)
Effect: Reduces front load, balances braking, increases rotation
Understeer on corner entry (braking phase)
Cause: Front tires overloaded, rear too light
Adjustment: Shift brake bias rearward slightly
Effect: Increases rear braking contribution, improves rotation
Uneven tire temps (front hotter under braking)
Cause: Excessive forward bias
Adjustment: Shift brake bias rearward slightly
Effect: Balances brake load and temperature distribution
Long stopping distances
Cause: Brake bias too far rearward or pads overheating
Adjustment: Shift brake bias forward slightly / check pad compound
Effect: Maximises braking efficiency and stability
.
Rear lock‑up under braking
Cause: Too much rearward brake bias
Adjustment: Shift brake bias forward (+0.5% to +1%)
Effect: Increases stability, reduces rear instability
Oversteer on corner entry (braking phase)
Cause: Rear tires overloaded, unstable under trail braking
Adjustment: Shift brake bias forward slightly
Effect: Keeps rear more planted, increases entry stability
Uneven tyre temps (rear hotter under braking)
Cause: Excessive rearward bias
Adjustment: Shift brake bias forward slightly
Effect: Balances brake load and temperature distribution
Brake fade over a stint
Cause: Pads/discs overheating, loss of friction
Adjustment: Shift brake bias forward slightly / check pad compound
Effect: Restores stability under braking and reduces risk of rear lock‑up as brakes fade
Tips
Make small changes (0.5–1.0%) and re‑test
Brake bias changes are highly sensitive
Adjust bias for corner type:
More forward bias for high‑speed, heavy braking zones (stability)
More rearward bias for tight, low‑speed corners (rotation)
Monitor tire temps and wear
Brake bias changes can shift heat balance across the car
Page updated
Google Sites
Report abuse