[In my latest setup] I took into consideration my DAMPERS table to eliminate oversteer in right corner entry when tail-braking. Refer to ENTRY TYPE 1 on that table :
Since the Ferrari doesn't run on the bump stops anymore, the fine tuning of dampers in corner transition (refer to that table) actually works beautifully; in previous setups (low rider type), when running on bump stops, changing dampers had little effect [or the effect was] non-existent.
This table is best used when analyzing and correcting small imperfections in the car behavior. You have to work on each wheel, so let's say you have trouble in corner entry to the left while trail braking. Use the table for entry type 1. It's very hard to distinguish sometimes entry type 1 and 2. When it's time to correct bad behavior, in my Silverstone setup, my problem was when releasing the brake, already on the edge of traction, the car could or would snap in oversteer, so my last setup I've actually made adjustment in type 2. There's one concern though, entry type 2 adjustment will affect EXIT (type 5), but with a judicious numbers of clutch and an appropriate driving style (throttle steering), it's easy to correct under/oversteer in exit. Actually the transition is even better. When it goes right in type 2, it equally goes right in type 5 (transition).
I also noticed when I modified the car in function of entry type 2 (last phase of entry) that putting more INSIDE FRONT REBOUND will smooth things out, and changing OUTSIDE REAR BUMP will correct it more drastically.
There's a limit of course at what you can correct with dampers; it's all in transition... A major flaw has to be corrected with SPRINGS, then ARB if necessary. GPL is so well modeled, that when you find the sweetspot (and your setups are real close to that), making even the smallest changes will have a great impact. At that level, it's very rewarding.
Thanks again Alison. The GPL community is very considerate of [the] benefit [of the] work you're doing.