Interlagos is one of the most popular tracks on the F1 calendar, so winning here is that bit more special. So here is a guide to the best setup for Brazil in F1 23.
There are many great tracks on the Formula One calendar. However, very few rival the special feeling one gets from driving on the Interlagos layout. Over the years, it has held some of the most exciting races in history and many championships have been decided there.
The layout, with its long straight and many switchback turns, is conducive to close racing. Plus, the great elevation change makes for a particularly fun challenge. The layout also creates a challenge for those looking to create the perfect setup as it requires a lot of compromise. To give you a helping hand, here is our guide to the best Brazil setup in F1 23.
Table of Contents
F1 23 Brazil Setup: Aerodynamics
By its nature, the Interlagos circuit doesn’t require much downforce. In fact, just three of the 15 turns are truly downforce dependant and with the long run up the hill to Turn 1, drag is the enemy. Therefore, it’s important to trim out your wings as much as possible in Brazil.
However, when you do get to the odd high-speed turn like the Ferradura, you don’t want to be sliding off-track. As a result, make sure to keep the car as balanced as possible through the aero setup. After some trial and error, I found that 8 Front Wing and 13 Rear Wing provided plenty of straight line speed without too big of a compromise on cornering grip.
Like any EA Sports F1 game, the Transmission or differential settings are crucial to one’s corner entry and exit. This is even more important at Interlagos as, as you will see later, the suspension setup doesn’t point towards dynamic handling.
My F1 23 Brazil setup features a very open differential both on- and off-throttle. These values will certainly need refining throughout a lap via the in-game MFD screen. But as a baseline, going with On-Throttle Adjustment of 57% and Off-Throttle Adjustment of 53% feels about right.
F1 23 Interlagos Suspension Geometry
The second sector of Interlagos is all about long, slow hairpins. Many of which feature intense elevation change and require the wheels to provide grip for long periods of time. As a result, plenty of Front Camber is a good move, and I found -3° to be comfortable. This is just enough without getting into wear issue territory.
As for the Rear Camber, the many traction zones forces one to go for less angle, -1.20° had good corner exit grip. These slow corners don’t require the impressive turn-in agility of the likes of Copse. As a result, Front Toe-In is unimportant and simply slows you down due to drag. I chose 0.03° but one could drop it completely. The Rear Toe-Out value of 0.23° may seem extreme in comparison, but with lots of difficult traction zones, this helps calm the rear end of the car.
F1 23 Brazil Setup: Suspension
As mentioned above, the Interlagos layout’s lack of high speed turns means downforce isn’t as crucial as other tracks. Therefore, it is a great idea to run a softer suspension setup in order to maximise mechanical grip in the low-speed stuff.
Depending on one’s lines, a lower ride height may work wonders in this push for mechanical grip. However, as someone that likes to run over the kerbs and shorten my lines, I chose to raise the car a bit. With a Ride Height of 40 at the Front and 42 at the Rear, I can use as much kerbing as I want without destabilising the car.
This higher ride height also allows plenty of range from the softer suspension setup. For the Suspension itself, I run a level 11-11 for the front and rear. And for the Anti-Roll Bars, 5 at the Front and 7 at the Rear means good on-power traction without too much understeer through turns.
Turning whilst braking is a big part of the Brazilian Grand Prix circuit. The first corner and Turn 11 are two corners in particular that force drivers to hit the brakes with steering lock. In the new F1 23, it is easier to lock up the rear axle. At Interlagos therefore, I prefer to run brake bias further forwards.
I found that 63% Brake Bias was a perfect balance and avoided lock ups from either axle as much as possible. As for the Brake Pressure, it is advised to run 100% at every venue as anything less than this will mean you are missing out on stopping power.
However, you could send the Brake Bias rearwards in search of better turn-in whilst trail braking. In this case, running with slightly reduced Brake Pressure may help avoid any lock ups all whilst getting pin-point turn-in.
Tyre setup in F1 23 is very dependant on track temperature and the weather. In fact, if you find your tyres overheating, it might be worth reducing your pressures. If you are struggling to warm your tyres up however, the opposite may be necessary.
With corner-exit traction at a premium and long radius turns making up much of the Interlagos layout, my Brazil setup for F1 23 features very low pressures. In fact, there are few areas of the tracks in which an agile change of direction is needed. Therefore, I went for 22.7psi for the Front Tyres and for the added traction needed on corner exits, the Rears are at a lowly 20.3psi.
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