You can get grip in fast turns without losing top speed thanks to AR bars, suspension and camber. I completely agree with you in the aero part. Changes in this setup are far more noticeable when you're using steering wheel without deadzone and near to zero linearity. Values to the right mean higher responsiveness at the cost of instabitly when you drive in the straights. Toe: it affects responsiveness exclusively, AFAIK. And even long turns are also combined (as you see above) and you also need some responsiveness to get the car changing direction quite fast without losing to much grip. You must find a good compromise between responsiveness and grip anyway because in almost every track are short slow and long turns. You can go with softer suspension to get grip and avoid higher aerodynamics (that reduce top speed). Grip is usually good in tracks with a lot of long turns, like Malaysia (turns 5-6, turns 7-8, turns 12-13) and China (turns 1-2, turns 7-8 and turns 12-13) where you are turning a long time. High responsiveness is usually good in tracks with a lot of small turns like Singapore and Monaco (although Monaco, due to its special - ie bumpy - features, may take benefit from softer suspension) where you brake, turn just a short time and then throttle again. The more stiffer (higher values) the more responsiveness at the cost of grip and more tyre wear. Also affects tyre wear (supposedly more on this later). Suspension: it has to do with the responsiveness/grip ratio.
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