OptimumG
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06/19/2026
The software you already love and trust, with new features and a new price!
We’ve taken the features you already rely on in OptimumTire2 and packed them with new updates designed to maximize your screen usage and optimize your vehicle dynamics analysis.
Now, in addition to using OptimumTire2 to fit your tire models in under 10 minutes, you can enjoy enhanced graphics and a better user experience.
The best part? You can have access to all OptimumTire2 power for a new price by purchasing directly from our website. No bureaucracy.
Ready to see it in action? Click the link in our bio to request a demo now!
What do you do when your race car setup is completely lost?
You go back to your "Magic Numbers"!
In vehicle dynamics, getting lost in setup changes is easy, but finding your way back to peak performance relies on understanding four fundamental Key Performance Indicators (KPIs): Weight Distribution, Tire Grip (Cornering Stiffness) Distribution, Aero Balance, and Anti-Roll Stiffness Distribution.
In this video, OptimumG President Claude Rouelle explains that if you understand how these four fractions interconnect, you’ve already mastered 50% of vehicle dynamics. Stop guessing with your setup and start working with delta values that correlate real track performance.
Watch the full video on our YouTube channel to understand how to apply these metrics and why "all simulations are wrong, but some are useful."
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05/19/2026
When we test a car on a 4-post rig, we look at the vertical load variations. But what do we actually know about a tire’s vertical stiffness and damping under real track conditions?
Our engineers will tell you that minimizing tire force variation is the ultimate goal for grip. But the relationship between vertical load and lateral grip is far from linear.
If you want to know how excitation frequencies, tire stiffness variations, and non-linearities actually dictate your tire's contact patch behavior under track conditions, this is a must-read.
Link in bio to read the full article.
Stop saying "Weight Transfer"!
It is one of the most common terminology mistakes in motorsport engineering. As Claude Rouelle explains, weight transfer happens when physical mass moves inside the car (like fuel sloshing or a passenger shifting). Load transfer is about the forces happening at the tire contact patch.
And here is the golden rule:
Displacement and force are NOT the same thing.
Drivers often complain about having "too much roll," thinking it equals high load transfer. But you can have a massive amount of load transfer with almost zero chassis roll angle.
Want to understand the physics behind this and how it affects your anti-roll bar setup?
📺 Watch Part 1 of our "Vehicle Dynamics Basics" deep dive on our YouTube channel. Link in bio!
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