CAMBER
When set to negative values, the top of the tire will lean closer to vehicle body (car is viewed front-on), positive value is the opposite. The picture below is showing a positive camber.


When doing a fast & long cornering, negative camber will help the handling better, because more grip it provides. However, the ideal angle is the one that spread tire wear evenly on tire surface. The right and left camber may not have the same angle, depends on circuit characteristics. Camber values closer to zero give better grip during acceleration and braking.


TOE
Toe indicates how parallel the wheels are when viewed from above. If the leading edges of the tires are closer together (inward) than the trailing edges, it's called 'toe-in' (negative values). The opposite is called 'toe-out' (positive values). The picture below is showing toe-out.


Some vehicle allows you to set toe for front and rear wheels.

This table might help you to understand the effect of toe settings:

Front Positive: Improves turn-in ability
Front Negative: Decreases turn-in ability
Rear Positive: Improves stability
Rear Negative: Decreases stability

The downside of implementing toe (either positive or negative) is increasing tire wear and decreasing straight line speed.


CASTER
Caster refers to the angle of the steering axis away from vertical when the car is viewed from the side (see picture).


Positive value means the top of the steering axis is moving towards the driver.

More positive values:
directional stability increases, turning radius decreases, reduce understeer, may oversteer in fast corner, more steering effort

More negative values:
directional stability decreases (car is wandering in straight line), understeer increases, better stability in fast corner, less steering effort


RIDE HEIGHT
Refers to how high the vehicle chassis is above the ground. It is generally better to have the rear chassis higher than the front. If the rear is higher than the front, air flows underneath the car will speed up due to more space available at the rear. Literally sucks the car to the ground, and gives more traction.


DIFFERENTIAL LOCK
The table below should explain better.

Increase Power:
increase understeer under positive throttle (pressing throttle), more stable off the line

Increase Coast:
increase oversteer under negative throttle (depressing throttle), more stable under hard braking

Decrease Power:
increase oversteer under positive throttle, less stable off the line

Decrease Coast:
increase oversteer under negative throttle, less stable under hard braking

Preload:
Affects how quick the transition between power and coast differential occurs. If you're using preload of '1' and you slamming the throttle down (powering), it will give quick transition to whatever power value/percentage you use. The reverse would happen when taking the throttle off (coasting). Higher preload will give you more gradual/progressive transition.


STEERING LOCK
Increase value: decreasing turning circle, coarser steering control
Decrease value: increasing turning circle, finer steering control

TIRE PRESSURE
Front Increase: increase understeer, decrease grip in corner, decrease front tire wear
Rear Increase: increase oversteer, decrease grip in corner, decrease rear tire wear
Front Decrease: increase oversteer, increase grip in corner, increase front tire wear
Rear Decrease: increase understeer, increase grip in corner, increase rear tire wear


SPRING RATE
note: increase spring = stiffen, decrease spring = soften

Front Increase:
increase understeer, decrease grip in corner and bumpy roads, increase front tire wear, more responsive handling

Rear Increase:
increase oversteer, decrease grip in corner and bumpy roads, increase rear tire wear, more responsive handling

Front Decrease:
increase oversteer, increase grip in corner and bumpy roads, decrease front tire wear, less responsive handling

Rear Decrease:
increase understeer, increase grip in corner and bumpy roads, decrease rear tire wear, less responsive handling


ANTI-ROLL BAR
Usually this setting is found in open wheeler cars such as Grand Prix. The purpose of this bar is to prevent the inner wheel to lift in corners. Basically an anti-roll bar transfers the weigh of the car from outer wheels to inner wheels during cornering, to prevent the inner wheels from lifting due to high lateral force and hard suspension.

For rear wheel drive (RWD) cars such as F1, the anti-roll bar stiffness should be more front biased to reduce oversteer tendency when accelerating during corner exit. However, if you set the front anti-roll bar too stiff, the front wheel will loose grip when braking during corner entry, and causing understeer. If you're a late-braking driver, a softer front anti-roll bar might be better.

Increasing stiffness to front and rear anti-roll bar will give you more responsive handling (some said as "twitchy handling" but less grip on bumpy surfaces, and vice versa.

Front Increase:
reduce oversteer in corner, increase understeer when entering corner

Rear Increase:
increase oversteer in corner, decrease understeer when entering corner

Front Decrease:
increase oversteer in corner, decrease understeer when entering corner

Rear Decrease:
reduce oversteer in corner, increase understeer when entering corner


BUMP DAMPING
note: increase damping = stiffen, decrease damping = soften

Front Increase:
increase understeer in bumpy corner, increase front tire wear
Rear Increase:
increase oversteer in bumpy corner, decrease grip on bumpy road, increase rear tire wear
Increasing Front and Rear:
reduce grip on bumpy road, unpredictable handling, increase tire wear

Front Decrease:
increase oversteer in bumpy corner, decrease front tire wear
Rear Decrease:
increase understeer in bumpy corner, increase grip on bumpy road, decrease rear tire wear
Decreasing Front and Rear:
increase grip on bumpy road, decrease tire wear


REBOUND DAMPING
note: increase damping = stiffen, decrease damping = soften

Front Increase:
increase understeer during exit and entering corner, increase front tire wear
Rear Increase:
increase oversteer during exit and entering corner, increase rear tire wear
Increasing Front and Rear:
more responsive handling, increase tire wear

Front Decrease:
increase oversteer during exit and entering corner, decrease front tire wear
Rear Decrease:
increase understeer during exit and entering corner, decrease rear tire wear
Decreasing Front and Rear:
less responsive handling, decrease tire wear

Slow damping affects the weight transfer of the car sprung mass (chassis pitch and roll) on the springs.

Fast damping controls spring's response to deflection of the car's unsprung weight (reaction of tire/wheel/hub assembly to bumps).

BRAKE BIAS
More To Front:
increase understeer while braking, increase braking distance, reduce sudden/snap oversteer, front wheels may lock up

More To Rear:
increase oversteer while braking, increase braking distance, increase sudden/snap oversteer, rear wheels may lock up

More To Center:
some oversteer while braking, decrease braking distance, may caused sudden/snap oversteer


BRAKE DUCT SIZE
Increasing the value will make your brake performance and reliability lasts longer, but decreases the possible top speed on straight track.


ENGINE BRAKE MAPPING
The engine can help slows the car down. When value is increased may decrease oversteer when the throttle is off. When value is decreased, it's the opposite, but it reduces fuel consumption. Setting it too low may cause sudden/snap oversteer when you suddenly lift in a corner.


AERODYNAMICS/WINGS(makes almost no difference)

Rear Increase:
Increase understeer, increase rear tire wear, lower straight line speed, increase rear grip in corners

Rear Decrease:
Increase oversteer in corners, decrease rear tire wear, higher straight line speed, reduce rear grip in corners


GEARING
Lengthen/Increase: increase potential top speed, decrease acceleration
Shorten/Decrease: decrease potential top speed, increase acceleration