Analysing Kamp Linfort set-ups
With new tyres and a more power.

Ripping Grip
On the old 25 shore tyres a typical LMS setup placed the majority of the weight near the rear-axle to maximise grip.
With the new control tyres, the cars were (as the Germans say) running "wie auf schienen"
Meaning that they didn't slide at all.
As more rubber was laid down on the track, Cars started to tip over, especially in the short corners.
The increased levels of grip forced teams to change their weight setup.

Weight and balance
Most teams increased the weight on the front-axle to induce a slightly oversteer.
This is a more safe set-up to drive but it does limit top-performance.

Groundclearance.
The height of the car proved to be critical in Kamp Linfort. Both track conditions as well as the new tyres forced the teams to check the clearance on a regular basis.
Several teams including Special Frank received a penalty for a "to low chassis".
Tyre wear compared to the 25 shore increased significantly causing improper setups and clearances beyond critical.

Gear ratio
The speeds reached at the edge of the bridge depended obviously on the choosen gearing-ratio.
If you look at the results, all the top team chose a short ratio , Special Frank:12/44, B-24 :12/45, and X-rookies: 11/42. which garanteed a responsive yet fast enough car on the straights.
Teams with longer ratio's (14/44 to 47) reached incredible topspeeds but deslotted more easily at the edge of the bridge and lacked acceleration and brakes.
Careful driving with the power just under full-throttle made constant laptimes more difficult.


Guide versus Frontwheels
One of the most difficult decisions to be made by a team is the front-axle setup. The behaviour and performance of the car depend a lot on this.
What are we talking about here??
Well, basically it's quit simple. The car has 3 points on which it rests or could rest on the surface of the track: Left-wheel, right-wheel and the guide.

The trick is to determine where the car should rest on!
Should it be the guide instead of the front-wheels to ensure a top current contact?
Should it be the front-wheels instead of the guide to ensure save cornering and a so called smooth follow through of the car under braking?
Should it be something inbetween?

This is by no means an easy question to answer. A lot depends on experience and information gathered during the practice sessions.

Which setup was believed to perform best?
After the race I checked the various setups of the top 4 cars. All cars were setup in such a way that the guide-pressure was reasonable which means that the weight of the front of the car was evenly devided between the earlier mentioned 3 points. (Left/right-wheel and the guide)