Aardvark Garage. 550pp Enzo

Discussion in 'GT6 Tuning Forum' started by MrGrado, Dec 2, 2013.

  1. MrGrado

    Australia Perth
    PSN:MrGrado

    Acura
    NSX RM

    Audi
    R18 TDI (Audi Sport Team Joest) '11

    BMW
    Concept 1 Series tii '07
    McLaren F1 GTR Race Car '97

    Ferrari
    F40 '92
    Enzo

    Ford
    GT '05
    GT40 Mark 1 '66
    Mustang Boss 302 '13

    KTM
    X-Bow Street '12

    Lotus
    Esprit Sport 350 '00

    Nissan
    Fairlady Z (370Z)
    Nissan Fairlady Z 280z - L 2 seater (S130) '78

    Pagani
    Zonda R '09




    Gran Turismo Tuning since 1997.
     
    Last edited: Nov 12, 2014
  2. MrGrado

    Australia Perth
    PSN:MrGrado

    Tuning Theory and Tuning Tips

    Nothing can substitute testing and tweaking a tune. Trial and error. Even after completing a tune, you could maybe think of some type of settings that you didn't try. So you could go back and test again the tune: low and stiff, high and soft, low and soft, high and stiff (just to confirm to yourself that the tune you made is going to be better than some random settings at least). Sometimes you may surprise yourself. If you start somewhere bad and head in the wrong direction with your tune you can end up with something truly terrible. But when you have got something you think is reasonable, make sure to write it down somewhere!

    Ride height

    I generally like higher ride heights and I generally like even ride heights. One thing that seems to help a tune with higher ride height is higher roll bars. I don't agree that a tune should be as low as possible, but high enough that it doesn't bottom out. Sometimes a higher ride height just works overall better.

    Spring Rate

    Most people seem to get spring rate without being told. For me, hard springs will reduce the body movement between front and rear during braking and acceleration as well as body movement to the side during cornering. For me, roll bars are additional to reduce body movement to the side during cornering. Consider combining a softer front spring with an increased front roll bar to achieve increased body movement to the front under braking but controlled body movement to the side during cornering.

    Dampers

    Dampers play a part in ride control while negotiating bumps, kerbs, jumps, etc.as well as effect body movement during braking, accelerating and cornering.

    Sometimes I will set dampers purely to negotiate kerbs well. If your car can ride kerbs well, you have more space on the track you can work with, you can take sectors of track faster and gain a lap time advantage.

    Dampers control the movement of a spring, especially instantaneous movement from bumps and the moment brakes or accelerator are first applied.

    Low front bound will allow the front of a car to dip more when brakes are applied. Low front rebound will allow the front to raise more when accelerator is applied.

    Low bound and high rebound (front and rear) can have interesting results when taking high speed corners like at the top of Bathurst mountain. Suspension on both inside wheels wants to extend but is heavily restricted and suspension on both outside wheels wants to compress and is not so restricted. These settings seem to work extremely well for these corners.

    Very low rebound is the best setting to allow suspension to extend quickly, so after suspension is compressed after hitting a kerb, the tyres will maintain the best possible contact with the road.

    It might also be useful to think of weight transferring diagonally across the car (like how a stool or table rocks). It's not going to be of any benefit while a car is braking or accelerating in a straight line, but while braking and turning, it may be of use.

    Roll Bars

    I consider roll bars are additional to springs for reducing body movement to the side during cornering.

    Generally the theory goes: soft front roll bar and hard rear roll bar is reduced understeer and increased oversteer.

    I have found that higher rear roll bars on cars with rear weight bias (MR cars) can reduce weight shifting sideways at the rear of the car and reduce oversteer under certain conditions.

    You might also find increasing the front roll bar a little increases the integrity of the front suspension and increases grip on the front wheels which reduces understeer.

    Now that camber physics are changed, you might find that soft roll bars matches nicely to higher negative camber and harder roll bars with lower negative camber.

    Negative Camber

    Camber physics are changed at update 1.09. Initial opinions on 1.09 suggest camber physics are improved. Proper camber adjustment should give optimum contact patch while cornering. Camber should be adjusted to give maximum lap time advantage.

    You should aim to set it to maximise surface area between the tyres and road during cornering. Having negative camber will help the loaded (outside) tyres during cornering but it will have a negative effect on the unloaded (inside) tyres. The overall effect is a gain in cornering ability when it is set right.

    Negative camber will reduce the tyres contact patch while driving in a straight line and will have a negative effect on braking.

    It might seem like the ideal solution would be to reduce the amount that the car weight shifts to the outside wheels so you need less negative camber and your inside wheels are more effective during cornering and your brakes are more effective but, just like lowering your car as low as possible, it just doesn't work out like you want sometimes.

    Toe

    Toe settings is one area a tuner may get an advantage over many other tuners because toe is typically set to 0.0 / 0.0 by most tuners. You can add rear toe to make a car more stable, you can add negative rear toe to make a car less stable. You can add negative front toe to make steering more responsive maybe.

    Brakes

    I drive with ABS off a lot but I don't put too much emphasis on brake settings for a tune. If a car is rear heavy, I may have rear brake bias, otherwise my brakes are set even or with some front bias. I like to fit racing brakes on every tune, it seems better to me, although I don't have any hard evidence that they improve lap times. If a tune seems to have bad breaking performance I may try higher brake values, if a tune tends to lock brakes too easily I may try lower values.

    Transmission

    I will typically set max speed first. I will eye it in so top gear will achieve a slightly higher top speed than I need. Next I usually set my top two gears as short as they go, this will lower top speed to about where I want it. I set second gear as tall as it goes and the middle gears I will set to how I want them.

    Typically I will make second to third and third to fourth very short shifts. This gives my tunes very nice acceleration between 100km/h and 200km/h.

    After some testing, I will set the final ratio to where I like it and adjust the other ratios as I need.

    Some cars that only have 5 speeds, I will use the transmission trick, like that mid engine, mazda rotary race car thing.

    Transmission can be tuned specifically to a circuit, that is the ratios throughout the gearbox selected specifically to perform at the maximum for a circuit. Transmission may be tuned to prevent the need to make gear changes during cornering, to eliminate the need to change up gears right before a braking zone, to facilitate better short shifting during corner exit (I like to short shift into 4th for the exit onto the bridge on grand valley).

    Transmission is best tuned last and can be tuned independently from other settings. Sometimes making wild changes to transmission can make very little difference to lap times and other times it can make significant difference.

    If you become serious about a certain car and have a number of vastly different transmissions for different circuits, then it can be advantageous to try each transmission setup for each track. One track especially that a custom transmission is excellent for is Cote de Azure. Do not be surprised if this new transmission tuning is an improvement for other circuits also, 6th can be adjusted to match for other circuits.

    A very tall change into top gear can be the best solution for a transmission. You may only need to change into top gear a small number of times during a lap and the poor acceleration in top gear while at lower rpm can be more than compensated for by better acceleration in 3rd, 4th and 5th.

    LSD

    Initial: Is either how fast the differential will engage or how much the differential is engaged while coasting.
    Acceleration: How much the drive wheels turn together with acceleration. As far as I'm concerned, 60 is not completely locked. There are one or more cars with stock differentials with settings higher than 60, so how can 60 be completely locked?
    Deceleration: How much the drive wheels turn together with deceleration.

    By setting decent values with LSD you can give a real solid feel to your tunes which gives the driver real confidence. You can give the tune different characteristics in braking, coasting, accelerating. This is real advantageous to make slight adjustments to the cars handling with driver input. A little lift of throttle may allow the car to turn a little tighter preventing the driver from running wide on the exit of a bend.

    A major problem with low accel settings is cars "floating" from apex to exit. With accel set close to completely loose, the unloaded drive wheel will spin. You basically have a one wheel drive car and it's always driving the wrong wheel.

    A solution to this is obviously mid or high accel settings. You can come into problems with these settings 80% the way to the exit of the bend. Your car may go into a slow drift. To solve this you can go even higher with accel and/or a big increase of initial value. With high initial and high accel you might have your tune twitch a little after applying heavy throttle at the apex. For me this is acceptable, it takes some driver control but the car is generally stable and fast at the exit of the bend.

    Power

    I like to fit parts that allow for a flat torque curve to maximise PP. On the X-bow, I do not fit an aftermarket turbo. It would not give torque how I like. It's trial and error though, for a lot of other cars. I also like to use a decent amount of engine limiter. At the very minimum, I like to flatten off the top of a peaky horsepower curve. If a car reaches the desired PP with a very peaky horsepower curve, I will add a part(s) and use engine limiter.

    Sometimes it is also advantageous to have even more power parts added and have even more engine limiter. You will have lower maximum horsepower (just slightly) but you will have your maximum power over a larger rpm range and more power and torque outside your sweet spot.

    Body

    You may gain an advantage from having a lighter car. You may gain an advantage by adjusting the position of ballast. You can add or cut little amounts of ballast to get the last few points of PP adjusted after getting almost the right amount with power parts and limiter.

    Downforce: Front downforce increases front grip at speed. Rear downforce increases rear grip at speed. Downforce will reduce acceleration at speed and reduce top speed but lap times are generally faster with more downforce. Lap times may be slower on circuits with mostly high speed, full throttle sections.

    Oil

    Your tunes might benefit from having no oil change and just get the PP you want with power parts, limiter, weight reduction and ballast. Without an oil change, your horsepower will not vary over time. This is a huge advantage. If you want the absolute max from a car, or are not restricted by PP, or can't get the required PP without it, then sure, change the oil.

    GT Auto

    You can fit front aero, rear wing, flat floor etc for some cars. Flat floor will count towards PP, but might not be as effective as gaining PP from power parts, weight reduction, etc. Flat floor is typically a poor choice for a PP restricted tune.

    Increased Rigidity

    Will not count towards PP. Will change something with the car for handling. May or may not be advantageous. May be beneficial on some cars but not others.

    I tested increased rigidity on an S2000, that was otherwise stock, at Bathurst and it was within half a second of my other S2000 that was completely stock. I drove both cars for 40 mins. I was thinking the car with increased rigidity was going to get the faster lap for most of the testing but in the end the stock car got the faster lap time. The difference was small and the fastest lap may well have been due to driver input, not settings.

    If you increase rigidity right at the start of the tuning process, you will account for it as you develop your car in testing and as you refine your settings to perform to optimum.

    If you develop a tune without it and install it last of all, it will likely have a negative effect on your tune. Assuming you actually had your tune performing well before installing it, there will be a change in the way the tune drives and there is a good chance you will spend a lot of time trying to neutralise the effect it made before getting the tune back to performing how it used to. There is also the possibility that you never get the tune to perform as well as it used to so make a note of the settings before adjusting them and be aware that in a worst case scenario, you may have to purchase a new car to return the tune to original condition.

    The exact effect of increased rigidity is not certain but I like to think that it is equivalent to having your car lowered a little, your springs, shocks and roll bars increased a little. Or to put it another way, you can run higher ride height and have softer suspension with increased rigidity and have no overall loss of cornering ability but having superior ride over kerbs and bumps.
     
    Last edited: Nov 5, 2014
    Juaddy, OdeFinn, BenMillard and 2 others like this.
  3. MrGrado

    Australia Perth
    PSN:MrGrado

    LAP TIMES

    Bathurst 450 pp comfort soft


    2:29.519 toyota mrs v edition 6mt '02
    2:31.912 impreza sedan wrx sti v2 '95
    2:32.520 280zx
    2:32.808 gto sr '96
    2:32.831 Tesla Roadster
    2:33.201 is 200 '98
    2:33.699 camaro z28 '97
    2:33.933 skyline gts-t m '91
    2:34.390 corvette z06 c5 '04
    2:34.879 lancer ex 1800gsr ic turbo '83
    2:35.062 rs4
    2:35.730 gtr '07
    2:35.774 monaro cv8
    2:36.291 BMW 120d
    2:38.991 pt cruiser
    2:39.657 300zx twin turbo two seater '89
    2:42.189 240 glt estate '88
    2:42.625 charger srt8 '11
    2:43.293 beetle 1200
    2:44.787 silverado sst '02


    Nürburgring Nordschleife

    7:59.877 Nissan Fairlady Z 280z - L 2 seater (S130) '78 450PP SH
     
    Last edited: Mar 15, 2016
  4. MrGrado

    Australia Perth
    PSN:MrGrado

    Last edited: Apr 17, 2016
  5. MrGrado

    Australia Perth
    PSN:MrGrado

    Fairlady Z (Z34) '08
    500PP
    Tuned 08 December 2013

    Set:
    ride height: 106 106
    spring rate: 6.85 6.33
    bound: 4 4
    rebound: 6 6
    sway: 4 4
    camber(-): 2.6 2.3
    toe: -0.22 -0.23
    brakes: 6 6
    initial: 32
    accel: 29
    decel: 19
    rear DF: 5
    ballast: --
    limiter: ~99%

    Fit:
    increased rigidity
    sports hard tyres
    full weight reduction
    all custom parts
    no trans
    no Nos
    no horsepower parts
    all other tuner parts


    Bathurst: 2:29.204

    42.2L/100km
     
    Last edited: Dec 25, 2013
    RoeszaGT likes this.
  6. I really enjoy driving this car its light nimble and very easy to drive at the edge of its performance envelope.

    Thanks!
    AntiPriuSS
     
  7. Johnnypenso

    Premium
    Canada Windsor,Ontario
    PSN:Johnnypenso

    I believe this is the first tune...congrats:cheers:
     
  8. MrGrado

    Australia Perth
    PSN:MrGrado

    Nah there's a handful of other tunes already.
     
  9. MrGrado

    Australia Perth
    PSN:MrGrado

    A bit off topic, but I had a ride in one of these utes today.
     
    Daduce1947 likes this.
  10. MrGrado

    Australia Perth
    PSN:MrGrado

    Acura NSX LM
    526PP
    Tuned 18 December 2013

    Set:
    ride height: 100 100
    spring rate: 10.64 14.23
    bound: 2 7
    rebound: 3 4
    sway: 4 3
    camber(-): 3.2 3.5
    toe: 0.03 0.08
    brakes: 5 5
    initial: 11
    accel: 28
    decel: 24
    DF: 210 450
    ballast: 55 @ 22
    limiter: 100%

    Gears:
    310 km/h
    2.926
    1.938
    1.542
    1.246
    1.000
    4.070

    Fit:
    Engine 3
    LSD


    Bathurst: 2:13.558
     
    Last edited: Dec 19, 2013
  11. XS

    XS
    Premium
    United States Colorado

    Which NSX race car is this? The '91 RM?
     
  12. MrGrado

    Australia Perth
    PSN:MrGrado

    yes
     
    XS likes this.
  13. MrGrado

    Australia Perth
    PSN:MrGrado

    Mustang Boss 302 '13
    500PP
    Tuned 28 December 2013

    Set
    ride height: 93 96
    spring rate: 5.58 6.72
    bound: 2 5
    rebound: 4 5
    sway: 3 4
    camber(-): 0.9 0.7
    toe: -0.08 -0.48
    brakes: 3 5
    initial: 41
    accel: 23
    decel: 8
    rear DF: --
    ballast: --
    limiter: --

    Fit
    Sports Hard Tires
    suspension
    LSD
    clutch/flywheel
    drive shaft

    Bathurst: 2:24:391
     
    Gottfried likes this.
  14. MrGrado

    Australia Perth
    PSN:MrGrado

    Ferrari F40 '92
    536PP
    Tuned 28 December 2013

    Set
    ride height: 66 66
    spring rate: 8.96 12.32
    bound: 2 4
    rebound: 4 3
    sway: 3 5
    camber(-): 0.2 0.0
    toe: 0.00 0.11
    brakes: 5 7
    initial: 38
    accel: 31
    decel: 22
    rear DF: --
    ballast: 113 @ -35
    limiter: --

    Transmission
    final ratio: 5.000
    Max speed: 220 (minimum)
    2.542
    1.890
    1.520
    1.195
    0.979
    final: 2.830

    Fit
    Improved Body Rigidity
    Sports Hard Tires
    suspension
    transmission
    LSD
    clutch/flywheel
    full weight reduction

    Bathurst: 2:17.778

    Tune II
    Ferrari F40 '92
    552PP

    Tuned 1 January 2014

    Set
    ride height: 73 75
    spring rate: 8.45 14.05
    bound: 4 7
    rebound: 1 2
    sway: 1 1
    camber(-): 1.0 1.2
    toe: 0.25 0.54
    brakes: 5 7
    initial: 28
    accel: 36
    decel: 54
    rear DF: --
    ballast: --
    limiter: --
    Transmission
    final ratio: 5.000
    Max speed: 220 (minimum)
    2.542
    2.014
    1.577
    1.238
    0.979
    final: 2.944
     
    Last edited: Feb 11, 2014
  15. Humanwaste1

    PSN:humanwaste1

    Can you please 1/4 tune a lotus esprit sport 350 '00?
     
  16. MrGrado

    Australia Perth
    PSN:MrGrado

    Lotus Esprit Sport 350 '00
    627PP
    Drag Tune
    Tuned 1 January 2014

    Set
    ride height: 85 130
    spring rate: 6.80 5.13
    bound: 2 2
    rebound: 8 3
    sway: 5 5
    camber(-): 0.0 0.0
    toe: 0.00 0.00
    brakes: 5 5
    initial: 60
    accel: 60
    decel: 20
    rear DF: --
    ballast: --
    limiter: --
    Nos: max

    Transmission
    final ratio: 4.350
    Max speed: maximum
    1st: --
    1.460
    1.000
    4th: --
    5th: --
    final: --

    Fit
    Rigidity Improvement: no
    Custom Parts: no
    Front: Racing Hard
    Rear: Racing Soft
    Turbo: Mid
    All other typical parts/mods

    Done. I don't usually do drag tunes.
     
    Last edited: Jan 1, 2014
  17. MrGrado

    Australia Perth
    PSN:MrGrado

    Pagani Zonda R '09
    630PP
    Tuned 1 January 2014

    Set
    ride height: 105 105
    spring rate: 11.35 15.35
    bound: 2 4
    rebound: 3 3
    sway: 3 4
    camber(-): 0.0 0.0
    toe: 0.00 0.32
    brakes: 5 5
    initial: 36
    accel: 27
    decel: 10
    DF: 290 575
    ballast: --
    limiter: --

    Transmission
    final ratio: 3.769
    Max speed: 350 km/h
    3.444
    2.182
    1.550
    0.960
    0.800
    final: 3.769

    Fit
    Racing Hard Tires

    Nurburgring 6:30 - 6:40
     
    seb15000 likes this.
  18. MrGrado

    Australia Perth
    PSN:MrGrado

    BMW McLaren F1 GTR Race Car '97
    630PP
    Tuned 1 January 2014

    Set
    ride height: 50 50
    spring rate: 14.88 17.34
    bound: 2 3
    rebound: 4 5
    sway: 3 3
    camber(-): 0.0 0.0
    toe: 0.00 0.00
    brakes: 5 5
    initial: 25
    accel: 35
    decel: 20
    DF: 400 550
    ballast: --
    limiter: --

    Transmission
    final ratio: 5.000
    Max speed: min
    2.590
    2.125
    1.755
    1.372
    1.108
    0.935
    Final: 2.785


    Fit
    Racing Hard Tires

    Bathurst:
     
    xghosthunterx and S Tolaric like this.
  19. Humanwaste1

    PSN:humanwaste1

    Thank you so much i havent seen a tune yet for this car!
     
  20. Luiz Antonio

    PSN:luizcruz2

    Hello friend,
    could do the full tuning the Pagani Huayra 15th Anniversary
    I do not think somewhere, or could direct me to a page.
    thank you and congratulations for tunes
     
  21. MrGrado

    Australia Perth
    PSN:MrGrado

    I found a serious bug with this car and how to solve it.

    Unfit all parts, take the car back to it's original condition as best you can. Purchase all parts and then fit each part, now fit the parts you want. The massive problem with the car will be gone. More specifically, the problem might be with the Nos. After Uninstalling the Nos, I had to purchase it again.
     
  22. xAJ4LIFEx

    PSN:CarlsbadCARTEL

    Do you think you could do a PP 450 of a ff or 4wd that can run better than a 1,38.??? At trial mountain forward . I use a ds3 with all assists off and abs on 1. I used a lancia HF to get that time I'm just a average driver.
     
  23. MrGrado

    Australia Perth
    PSN:MrGrado

    Ford GT40 Mark 1 '66
    500PP
    Tuned 12 January 2014

    Tyres
    Sports Hard

    Suspension
    Full Custom Suspension
    ride height: 66 70
    spring rate: 5.65 8.45
    bound: 3 5
    rebound: 2 3
    sway: 4 6
    camber(-): 2.0 0.4
    toe: 0.00 0.00
    Racing Brakes
    brakes: 2 2

    Transmission
    Full Custom Transmission
    Reset to default then:
    Max 260km/h
    3.500
    2.270
    1.835
    1.500
    1.165
    final: 3.188

    Drive Train
    Full Custom Differential
    19 / 34 / 10
    Triple Clutch

    Power
    Limiter: 95.0%
    Fitted Parts: --

    Body
    Ballast: 200@-10
    Fitted Parts: --

    GT Auto
    Change Oil: no
    Increase Rigidity: no
    Fitted Parts: --

    Tuner Notes
    Tuned for FITT American Classics Shootout.
     
    backnfourth likes this.
  24. MrGrado

    Australia Perth
    PSN:MrGrado

    KTM X-Bow Street '12
    540PP
    Tuned 29 January 2014

    Tyres
    Sports Hard

    Suspension
    Full Custom Suspension
    ride height: 90 90
    spring rate: 3.88 10.00
    bound: 2 7
    rebound: 2 7
    sway: 1 7
    camber(-): 0.0 0.0
    toe: 0.00 0.00
    Racing Brakes
    brakes: 3 4

    Transmission
    Full Custom Transmission
    Reset to default then:
    Max 250km/h
    2.952
    2.108
    1.748
    1.186
    0.993
    final: 4.200

    Drive Train
    Full Custom Differential
    13 / 52 / 13
    Triple Clutch

    Power
    Limiter: 91.6%
    Engine stage 2
    Racing Exhaust


    Body
    Ballast: 86@30
    Weight Reduction stage 3

    GT Auto
    Change Oil: no
    Increase Rigidity: no
    Fitted Parts: --

    Tuner Notes
    Tuned for Seasonal Time Trial. Achieved 1:03.959
     
  25. perico

    Spain España
    PSN:pedromalaga

    Touch only the transmission and put 10-10-10, you put the spoiler butt.
     
  26. MrGrado

    Australia Perth
    PSN:MrGrado

    Nissan Fairlady Z 280z - L 2 seater (S130) '78
    450PP
    Tuned 11 February 2014
    Tweaked 24 February 2014
    Tweaked 28 February 2014

    Tyres
    Sports Hard

    Suspension
    Full Custom Suspension
    ride height: 88 89
    spring rate: 9.42 7.21
    bound: 7 6
    rebound: 4 4
    sway: 6 6
    camber(-): 1.9 1.5
    toe: 0.26 0.81
    Racing Brakes
    brakes: 7 7

    Transmission
    Full Custom Transmission
    3.300
    2.095
    1.640
    1.365
    1.127
    0.855
    final: 3.570

    Drive Train
    Full Custom Differential
    7 / 22/ 16
    Triple Clutch

    Power
    Limiter: 95.8%
    Engine Tuning Stage 3
    Sports Computer
    Sports Exhaust
    Isometric Exhaust manifold
    Catalytic Converter: Sports
    Intake tuning


    Body
    Ballast: 124@42
    Weight Reduction stage 3
    Carbon bonnet
    Window weight reduction


    GT Auto
    Change Oil: No
    Increase Rigidity: Yes
    Wheels: fitted (standard size)
    Fitted Parts: --

    Tuner Notes
    Inspired by the default settings on the GTR GT3.

    Bathurst: 2:19.999 (RH)
    Nürburgring Nordschleife 7:59.877
     
    Last edited: Feb 28, 2014
    BenMillard, BadgerVadge and seb15000 like this.
  27. Mnguitas27

    Argentina Argentina
    PSN:Manguitas27

    Nice tunning thoughts. The diff is something I try and try over and over again, getting results everytime. Appreciate your work!
     
    MrGrado likes this.
  28. MrGrado

    Australia Perth
    PSN:MrGrado

    Thank you.
     
  29. OrochiNick

    PSN:OrochiNick

    Hey MrGrado, Can you please make me a drag tune for the 1991 Lexus GS300. Also a drag tune for the Ferrari F40. Thanks! :cheers:
     
  30. MrGrado

    Australia Perth
    PSN:MrGrado

    Improved tune: Nissan Fairlady Z 280z.
     
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