- 65
- United States
What's going on guys, your man Armand in the house.
I've been playing racing games on and off over the course of 9 years. (Gran Turismo 1 and 4/ Forza 3, 4, and 6)
This is my first Gran Turismo in a minute but i've been getting into circuit tuning seriously since Forza 4.
Then I got really good on 6 where i learned from one of the fastest guys on there. Next thing i knew people started PMing me requesting competitive/accessible circuit tunes
Some of you already have PMed me on here so i'll go ahead and post those tunes.
For a big game, there are a lot of fast guys out there that keep their tunes to themselves... i'm here to share what i know with some of you.
I'm currently working on Gr4, Gr3, and N class cars so let the requests come.
-Gr2
HONDA RAYBRIG NSX Concept-GT '16
NOTES: This car is the most requested out of all the Gr2 cars that came out, so it's only fair that i give it my own little spin. The car is very well balanced stock but pushes more than it should mid corner. So i toned the roll bars down which also help with tight transitions and low speed grip. While i was at it brought the LSD accel setting down just a little bit to compensate for the added grip to the front... You don't want to be wiping this expensive baby out
TIRES: Race Hard
HEIGHT: 1.97/2.17
HZ: 4.00/4.00
ROLL BARS: 4/4
COMPRESSION: 55/55
REBOUND: 84/85
CAMBER: 3.0/2.0
TOE: 0.15/0.30
AERO: 730/1100
DIFFERENTIAL: 10/30/20
TRANSMISSION
AUTO SET: 180
FINAL GEAR: 3.359
1ST: 2.980 (75)
2ND: 2.420 (92)
3RD: 1.930 (115)
4TH: 1.636 (136)
5TH: 1.390 (160)
6TH: 1.230 (191)
-N300
TOYOTA Supra RZ '97
NOTES: Awesome car! The car has such a fat mid-top end power band i didn't need to shorten gears or short shift way before the redline.
TIRES: SPORTS SOFT
HEIGHT: 3.54/3.54
HZ: 2.15/2.00
ROLL BARS: 7/4
COMPRESSION: 64/63
REBOUND: 94/93
CAMBER: 1.4/1.5
TOE: 0.00/0.40
DIFFERENTIAL: 23/20/10
TRANSMISSION
AUTO SET: 186
FINAL GEAR: 3.550
1ST: 2.710 (52)
2ND: 1.795 (79)
3RD: 1.350 (106)
4TH: 1.055 (135)
5TH: 0.890 (160)
6TH: 0.770 (190)
-N400
BMW M4 Coupe '14
NOTES: This car was a pain in the butt to tune for me. Stock tune was well balanced on corner entry, and mid. However the back end would kick out violently on tight corner exit (TCS in this class is usually set at 0). The new diff settings fixes most of that.
TIRES: SPORTS SOFT
HEIGHT: 4.13/4.13
HZ: 2.15/1.87
ROLL BARS: 6/6
COMPRESSION: 62/62
REBOUND: 95/93
CAMBER: 1.3/1.5
TOE: 0.00/0.20
DIFFERENTIAL: 18/19/20 (Increace ACCEL if you're using Race tires)
TRANSMISSION
AUTOSET: 211MPH
FINAL GEAR: 3.700
1ST: 3.657 (44)
2ND: 2.226 (73)
3RD: 1.577 (103)
4TH: 1.240 (130)
5TH: 1.047 (155)
6TH: 0.940 (173)
7TH: 0.770 (222)
DODGE Challenger R/T '70
NOTES: This was hands down up there with one of hardest cars i've had to tune. You have a heavy car, heavy on the nose which skinny tires, which then has a very narrow powerband. It took me a while to gather info on these cars but they have 57-58% of their weight up front. Couple that with the game's stock 50/50 spring setting, any car will oversteer because the front springs are actually soft in relation to the rear. so i cranked the front springs as high as i felt was necessary. I also cranked up the rear toe and DECEL LSD mainly to help the back end stay planted which going through S turns and lifting the gas. Since the car has skinny tires you still want to be smooth with your inputs. There is no tune on here that will help you with that, period. Finally i tuned the car on stock power/weight settings. So if you drop the weight i recommend softening the springs and roll bars. Leave everything else alone
TIRES: Sports Soft
HEIGHT: 3.94/3.94
HZ: 2.10/1.50
ROLL BARS: 10/2
COMPRESSION: 63/61
REBOUND: 94/91
CAMBER: 1.2/1.5
TOE: 0.00/in 1.00
DIFFERENTIAL: 60/15/60
TRANSMISSION
AUTOSET: 186MPH
FINAL GEAR: 3.900
1ST: 1.629 (60)
2ND: 1.185 (82)
3RD: 0.913 (107)
4TH: 0.744 (131)
5TH: 0.637 (168)
LAMBORGHINI Countach LP400 '74
NOTES: I didn't quite know what to expect from this car. I personally think the style is questionable, I never looked at it in any game. The handling left a lot to be desired. I made the mistake of attempting to tune it after a long stressful day at work yesterday. Its SUPER skinny 205 tires all round, no downforce, mixed with the mid engine layout caused a lot of frustration. The car slides all over the place. If you went too far with stiffening the front, it would quickly understeer in tight corners. It got to the point where i thought you couldn't drive fast with it unless you had race tires. I wanted to sell this 1.8million purchase asap lol. Anyways i today i managed to make the Countach drive properly. It still rotates, no way of getting around that with skinny tires and the engine at the back. Only it does it A LOT slower which was the goal. If we had the the Countach LP400S with its 345 wide rear tires i wouldn't be pulling my hair. Despite all that..... GAWD it sounds good
TIRES: Sports Soft
HEIGHT: 3.03/3.82in
HZ: 2.10/1.95
ROLL BARS: 8/4
COMPRESSION: 62/62
REBOUND: 95/92
CAMBER: 1.0/1.6
TOE: 0.00/in0.40
DIFFERENTIAL: 27/16/50
TRANSMISSION
AUTO SET: 174MPH
FINAL GEAR: 4.091
1ST: 2.400 (64)
2ND: 1.660 (93)
3RD: 1.315 (117)
4TH: 1.080 (142)
5TH: 0.840 (190)
-N600
CHEVROLET Nova '67 (SEMA)
NOTES: This car is fast as hell. I got a few podium races in BOP (i usually race BOP) lobbies on tracks like Kyoto and Tokyo. I was going up against huracans, vipers, etc... The car leans a little but it's ok. It doesn't have the downforce for tight suspension. So it makes up wide tires that grip well on low-medium speed corners. The diff was tricky to set up but after testing the car on several tracks for almost an hour i'm happy with how predictably she rockets out of corners. You can apply these same settings to N500.
TIRES: RACE HARD
HEIGHT: 2.36/2.36in
HZ: 2.00/1.90
ROLL BARS: 6/4
COMPRESSION: 60/60
REBOUND: 92/91
CAMBER: 1.2/1.5
TOE: out 0.20/in 0.40
DIFFERENTIAL: 20/12/10
TRANSMISSION
AUTOSET: 230MPH
FINAL GEAR: 4700
1ST: 1.900 (59)
2ND: 1.245 (90)
3RD: 0.973 (116)
4TH: 0.833 (135)
5TH: 0.695 (162)
6TH: 0.590 (196)
NISSAN GT-R NISMO '17
NOTES: Right out the gate this car drives exactly the same as the Premium GTR. I would have though PD would implement more downforce on the car hence the reason for the aero. These were kind of disappointing for me but hey what can you do ;P This time around I used the suspension tune i created for the Premium edition as a baseline and improved the car mainly for the tight cornered tracks. I spent over 30 minutes on Suzuka experimenting with a variation of that same setup and i'm very happy with the end result. On stock power/weight and Sports Softs i managed a respectable 1:00.019 a few days ago. I just hopped on to play with it as i'm typing this text out and pulled a 1:00.289 on the first lap alone lol. This is just a very consistent and friendly tune. You can apply these settings on the standard GTR.
TIRES: Sports Soft
HEIGHT: 3.35/3.35
HZ: 2.35/2.05
ROLL BARS: 4/4
COMPRESSION: 64/64
REBOUND: 93/90
CAMBER: 2.4/2.2
TOE: Out 0.15/ In 0.05
DIFFERENTIAL: FRONT: 7/20/5 REAR: 5/35/9
TRANSMISSION
AUTOSET: 199MPH
FINAL GEAR: 4.198
1ST: 2.570 (53)
2ND: 1.895 (73)
3RD: 1.355 (102)
4TH: 1.095 (126)
5TH: 0.920 (150)
6TH: 0.780 (190)
NISSAN GT-R Premium edition '17
NOTES: This car is easily the best car i've ever tuned to date IMO. This is mostly because over time i've learned to familiarize myself with which tracks i'm going to use to benchmark my cars in certain areas. Whether it's racing my ghost down Suzuka Circuit East Course from a 40mph roll and adjusting the individual gears to get the quickest acceleration and finding out the optimum shift points... Or hitting up Kyoto Miyabi's long winding curves side by side with my quickest lap's ghost to see around where my camber settings needs to be in comparison (Camber makes a huuuuuge difference). Shoot, i may have to revisit some of the tunes i already posted on here lol ;P
Anyways I always start messing with the springs > roll bars > shocks because this is what's going to primarily make the car behave the way i want it to. In the case of the GT-R I was getting a lot of instability especially when braking into a corner. Then mid corner it would just quickly understeer. To top that off i didn't like the soft vague feeling the front had with it being nose heavy. So i cranked up the front spring rate and compression in relation to the rear. With all the little additional tweaks that i made i now have a car that sharp, quickly changes direction while keeping the rear end planted... Perfect for hitting those apexes consistently followed by colossal grip on exit. Have fun!
TIRES: Sports Soft
HEIGHT: 3.35/3.35
HZ: 2.25/2.05
ROLL BARS: 6/5
COMPRESSION: 63/62
REBOUND: 92/92
CAMBER: 2.4/2.4
TOE: Out 0.10/ In 0.15
DIFFERENTIAL: FRONT: 7/18/5 REAR: 15/35/9
TRANSMISSION
AUTOSET: 199MPH
FINAL GEAR: 4.198
1ST: 2.600 (53)
2ND: 1.755 (78)
3RD: 1.335 (103)
4TH: 1.097 (126)
5TH: 0.910 (152)
6TH: 0.780 (190)
-N700
LAMBORGHINI Veneno '14
NOTES: Awesome angry machine that LOVES being revved all the way to redline. It was easier to drive than the LaFerrari. Its stock, flexible 4wd system allowed just the right amount of slip at low speed. The only thing i did was crank up the front LSD's Initial Torque because i didn't like the inside wheels slipping so soon around a corner. You can sense the front wheels fighting with the low diff sensitivity (might as well have no LSD at the front). Next thing I fixed was the same high speed understeer that plagues the stock LaFerrari due to the high rear downforce. I cranked the front toe out a little and stiffened the rear. The Veneno is now more of a neutral, high grip monster that sounds amazeball around the circuit. Have fun!
TIRES: RACE HARD
HEIGHT: 2.95/3.15
HZ: 2.05/2.28in
ROLL BARS: 7/4
COMPRESSION: 55/55
REBOUND: 85/87
CAMBER: 1.3/1.6
TOE: out 0.10/in 0.40
DIFFERENTIAL: FRONT: 30/20/5 REAR: 7/30/10
TRANSMISSION
AUTOSET: 236MPH
FINAL GEAR: 3.540
1ST: 3.020 (60)
2ND: 2.260 (88)
3RD: 1.700 (117)
4TH: 1.400 (142)
5TH: 1.138 (175)
6TH: 0.972 (206)
7TH: 0.874 (242)
-N800
LAMBORGHINI Veneno '14
NOTES: Essentially the same as N700. However i made 1st gear taller to compliment the higher power, the car actually launches faster this way. I also increased camber and toe little to compensate for the higher speeds the N800 Veneno is going to be reaching. When you accelerate with the additional power the car squats harder, which means the front does not have as much grip (aka understeer). I actually feel the difference with the small adjustments.
TIRES: RACE HARD
HEIGHT: 2.95/3.15
HZ: 2.05/2.28in
ROLL BARS: 7/4
COMPRESSION: 55/55
REBOUND: 85/87
CAMBER: 1.4/1.6
TOE: out 0.15/in 0.40
DIFFERENTIAL: FRONT: 30/20/5 REAR: 7/30/10
TRANSMISSION
AUTOSET: 236MPH
FINAL GEAR: 3.540
1ST: 3.020 (66)
2ND: 2.260 (88)
3RD: 1.700 (117)
4TH: 1.400 (142)
5TH: 1.138 (175)
6TH: 0.972 (206)
7TH: 0.874 (242)
-N1000
Ferrari LaFerrari '13
NOTES: This is a fun car with ridiculous acceleration once it hooks up. It's a road car so it does not have GR4 levels of downforce (It should be a different story with the FXX IF we ever get it though). With that said i made my own tweaks to make the car better than what PD gave us. First issue i wanted to tackle was the high speed understeer (+100mph). The car creates a lot of rear downforce at speed which is great for stability but the understeer was too much for me. So i dropped the front ride height and softened the front springs/roll bars. But not too soft that I spin out while braking/low speed cornering or that the front axle becomes unresponsive. My next issue was the way the car put its power down on exit (I have TCS at 0). The new diff settings resulted in the best compromise between traction out the corner and control for me. I managed a respectable 1:36.863 around Dragon Trail on RH tires/stock power/stock weight... Good luck!
TIRES: RACE HARD
HEIGHT: 3.35/4.69in
HZ: 2.15/2.30
ROLL BARS: 6/4
COMPRESSION: 53/53
REBOUND: 87/88
CAMBER: 0.9/1.4
TOE: 0.00/0.30
DIFFERENTIAL: 20/18/7
TRANSMISSION
AUTOSET: 249MPH
FINAL GEAR: 4.600
1ST: 2.710 (62)
2ND: 1.890 (89)
3RD: 1.430 (117)
4TH: 1.160 (145)
5TH: 0.966 (174)
6TH: 0.830 (203)
7TH: 0.710 (256)
I've been playing racing games on and off over the course of 9 years. (Gran Turismo 1 and 4/ Forza 3, 4, and 6)
This is my first Gran Turismo in a minute but i've been getting into circuit tuning seriously since Forza 4.
Then I got really good on 6 where i learned from one of the fastest guys on there. Next thing i knew people started PMing me requesting competitive/accessible circuit tunes
Some of you already have PMed me on here so i'll go ahead and post those tunes.For a big game, there are a lot of fast guys out there that keep their tunes to themselves... i'm here to share what i know with some of you.
I'm currently working on Gr4, Gr3, and N class cars so let the requests come.
-Gr2
HONDA RAYBRIG NSX Concept-GT '16
NOTES: This car is the most requested out of all the Gr2 cars that came out, so it's only fair that i give it my own little spin. The car is very well balanced stock but pushes more than it should mid corner. So i toned the roll bars down which also help with tight transitions and low speed grip. While i was at it brought the LSD accel setting down just a little bit to compensate for the added grip to the front... You don't want to be wiping this expensive baby out
TIRES: Race Hard
HEIGHT: 1.97/2.17
HZ: 4.00/4.00
ROLL BARS: 4/4
COMPRESSION: 55/55
REBOUND: 84/85
CAMBER: 3.0/2.0
TOE: 0.15/0.30
AERO: 730/1100
DIFFERENTIAL: 10/30/20
TRANSMISSION
AUTO SET: 180
FINAL GEAR: 3.359
1ST: 2.980 (75)
2ND: 2.420 (92)
3RD: 1.930 (115)
4TH: 1.636 (136)
5TH: 1.390 (160)
6TH: 1.230 (191)
-N300
TOYOTA Supra RZ '97
NOTES: Awesome car! The car has such a fat mid-top end power band i didn't need to shorten gears or short shift way before the redline.
TIRES: SPORTS SOFT
HEIGHT: 3.54/3.54
HZ: 2.15/2.00
ROLL BARS: 7/4
COMPRESSION: 64/63
REBOUND: 94/93
CAMBER: 1.4/1.5
TOE: 0.00/0.40
DIFFERENTIAL: 23/20/10
TRANSMISSION
AUTO SET: 186
FINAL GEAR: 3.550
1ST: 2.710 (52)
2ND: 1.795 (79)
3RD: 1.350 (106)
4TH: 1.055 (135)
5TH: 0.890 (160)
6TH: 0.770 (190)
-N400
BMW M4 Coupe '14
NOTES: This car was a pain in the butt to tune for me. Stock tune was well balanced on corner entry, and mid. However the back end would kick out violently on tight corner exit (TCS in this class is usually set at 0). The new diff settings fixes most of that.
TIRES: SPORTS SOFT
HEIGHT: 4.13/4.13
HZ: 2.15/1.87
ROLL BARS: 6/6
COMPRESSION: 62/62
REBOUND: 95/93
CAMBER: 1.3/1.5
TOE: 0.00/0.20
DIFFERENTIAL: 18/19/20 (Increace ACCEL if you're using Race tires)
TRANSMISSION
AUTOSET: 211MPH
FINAL GEAR: 3.700
1ST: 3.657 (44)
2ND: 2.226 (73)
3RD: 1.577 (103)
4TH: 1.240 (130)
5TH: 1.047 (155)
6TH: 0.940 (173)
7TH: 0.770 (222)
DODGE Challenger R/T '70
NOTES: This was hands down up there with one of hardest cars i've had to tune. You have a heavy car, heavy on the nose which skinny tires, which then has a very narrow powerband. It took me a while to gather info on these cars but they have 57-58% of their weight up front. Couple that with the game's stock 50/50 spring setting, any car will oversteer because the front springs are actually soft in relation to the rear. so i cranked the front springs as high as i felt was necessary. I also cranked up the rear toe and DECEL LSD mainly to help the back end stay planted which going through S turns and lifting the gas. Since the car has skinny tires you still want to be smooth with your inputs. There is no tune on here that will help you with that, period. Finally i tuned the car on stock power/weight settings. So if you drop the weight i recommend softening the springs and roll bars. Leave everything else alone
TIRES: Sports Soft
HEIGHT: 3.94/3.94
HZ: 2.10/1.50
ROLL BARS: 10/2
COMPRESSION: 63/61
REBOUND: 94/91
CAMBER: 1.2/1.5
TOE: 0.00/in 1.00
DIFFERENTIAL: 60/15/60
TRANSMISSION
AUTOSET: 186MPH
FINAL GEAR: 3.900
1ST: 1.629 (60)
2ND: 1.185 (82)
3RD: 0.913 (107)
4TH: 0.744 (131)
5TH: 0.637 (168)
LAMBORGHINI Countach LP400 '74
NOTES: I didn't quite know what to expect from this car. I personally think the style is questionable, I never looked at it in any game. The handling left a lot to be desired. I made the mistake of attempting to tune it after a long stressful day at work yesterday. Its SUPER skinny 205 tires all round, no downforce, mixed with the mid engine layout caused a lot of frustration. The car slides all over the place. If you went too far with stiffening the front, it would quickly understeer in tight corners. It got to the point where i thought you couldn't drive fast with it unless you had race tires. I wanted to sell this 1.8million purchase asap lol. Anyways i today i managed to make the Countach drive properly. It still rotates, no way of getting around that with skinny tires and the engine at the back. Only it does it A LOT slower which was the goal. If we had the the Countach LP400S with its 345 wide rear tires i wouldn't be pulling my hair. Despite all that..... GAWD it sounds good
TIRES: Sports Soft
HEIGHT: 3.03/3.82in
HZ: 2.10/1.95
ROLL BARS: 8/4
COMPRESSION: 62/62
REBOUND: 95/92
CAMBER: 1.0/1.6
TOE: 0.00/in0.40
DIFFERENTIAL: 27/16/50
TRANSMISSION
AUTO SET: 174MPH
FINAL GEAR: 4.091
1ST: 2.400 (64)
2ND: 1.660 (93)
3RD: 1.315 (117)
4TH: 1.080 (142)
5TH: 0.840 (190)
-N600
CHEVROLET Nova '67 (SEMA)
NOTES: This car is fast as hell. I got a few podium races in BOP (i usually race BOP) lobbies on tracks like Kyoto and Tokyo. I was going up against huracans, vipers, etc... The car leans a little but it's ok. It doesn't have the downforce for tight suspension. So it makes up wide tires that grip well on low-medium speed corners. The diff was tricky to set up but after testing the car on several tracks for almost an hour i'm happy with how predictably she rockets out of corners. You can apply these same settings to N500.
TIRES: RACE HARD
HEIGHT: 2.36/2.36in
HZ: 2.00/1.90
ROLL BARS: 6/4
COMPRESSION: 60/60
REBOUND: 92/91
CAMBER: 1.2/1.5
TOE: out 0.20/in 0.40
DIFFERENTIAL: 20/12/10
TRANSMISSION
AUTOSET: 230MPH
FINAL GEAR: 4700
1ST: 1.900 (59)
2ND: 1.245 (90)
3RD: 0.973 (116)
4TH: 0.833 (135)
5TH: 0.695 (162)
6TH: 0.590 (196)
NISSAN GT-R NISMO '17
NOTES: Right out the gate this car drives exactly the same as the Premium GTR. I would have though PD would implement more downforce on the car hence the reason for the aero. These were kind of disappointing for me but hey what can you do ;P This time around I used the suspension tune i created for the Premium edition as a baseline and improved the car mainly for the tight cornered tracks. I spent over 30 minutes on Suzuka experimenting with a variation of that same setup and i'm very happy with the end result. On stock power/weight and Sports Softs i managed a respectable 1:00.019 a few days ago. I just hopped on to play with it as i'm typing this text out and pulled a 1:00.289 on the first lap alone lol. This is just a very consistent and friendly tune. You can apply these settings on the standard GTR.
TIRES: Sports Soft
HEIGHT: 3.35/3.35
HZ: 2.35/2.05
ROLL BARS: 4/4
COMPRESSION: 64/64
REBOUND: 93/90
CAMBER: 2.4/2.2
TOE: Out 0.15/ In 0.05
DIFFERENTIAL: FRONT: 7/20/5 REAR: 5/35/9
TRANSMISSION
AUTOSET: 199MPH
FINAL GEAR: 4.198
1ST: 2.570 (53)
2ND: 1.895 (73)
3RD: 1.355 (102)
4TH: 1.095 (126)
5TH: 0.920 (150)
6TH: 0.780 (190)
NISSAN GT-R Premium edition '17
NOTES: This car is easily the best car i've ever tuned to date IMO. This is mostly because over time i've learned to familiarize myself with which tracks i'm going to use to benchmark my cars in certain areas. Whether it's racing my ghost down Suzuka Circuit East Course from a 40mph roll and adjusting the individual gears to get the quickest acceleration and finding out the optimum shift points... Or hitting up Kyoto Miyabi's long winding curves side by side with my quickest lap's ghost to see around where my camber settings needs to be in comparison (Camber makes a huuuuuge difference). Shoot, i may have to revisit some of the tunes i already posted on here lol ;P
Anyways I always start messing with the springs > roll bars > shocks because this is what's going to primarily make the car behave the way i want it to. In the case of the GT-R I was getting a lot of instability especially when braking into a corner. Then mid corner it would just quickly understeer. To top that off i didn't like the soft vague feeling the front had with it being nose heavy. So i cranked up the front spring rate and compression in relation to the rear. With all the little additional tweaks that i made i now have a car that sharp, quickly changes direction while keeping the rear end planted... Perfect for hitting those apexes consistently followed by colossal grip on exit. Have fun!
TIRES: Sports Soft
HEIGHT: 3.35/3.35
HZ: 2.25/2.05
ROLL BARS: 6/5
COMPRESSION: 63/62
REBOUND: 92/92
CAMBER: 2.4/2.4
TOE: Out 0.10/ In 0.15
DIFFERENTIAL: FRONT: 7/18/5 REAR: 15/35/9
TRANSMISSION
AUTOSET: 199MPH
FINAL GEAR: 4.198
1ST: 2.600 (53)
2ND: 1.755 (78)
3RD: 1.335 (103)
4TH: 1.097 (126)
5TH: 0.910 (152)
6TH: 0.780 (190)
-N700
LAMBORGHINI Veneno '14
NOTES: Awesome angry machine that LOVES being revved all the way to redline. It was easier to drive than the LaFerrari. Its stock, flexible 4wd system allowed just the right amount of slip at low speed. The only thing i did was crank up the front LSD's Initial Torque because i didn't like the inside wheels slipping so soon around a corner. You can sense the front wheels fighting with the low diff sensitivity (might as well have no LSD at the front). Next thing I fixed was the same high speed understeer that plagues the stock LaFerrari due to the high rear downforce. I cranked the front toe out a little and stiffened the rear. The Veneno is now more of a neutral, high grip monster that sounds amazeball around the circuit. Have fun!
TIRES: RACE HARD
HEIGHT: 2.95/3.15
HZ: 2.05/2.28in
ROLL BARS: 7/4
COMPRESSION: 55/55
REBOUND: 85/87
CAMBER: 1.3/1.6
TOE: out 0.10/in 0.40
DIFFERENTIAL: FRONT: 30/20/5 REAR: 7/30/10
TRANSMISSION
AUTOSET: 236MPH
FINAL GEAR: 3.540
1ST: 3.020 (60)
2ND: 2.260 (88)
3RD: 1.700 (117)
4TH: 1.400 (142)
5TH: 1.138 (175)
6TH: 0.972 (206)
7TH: 0.874 (242)
-N800
LAMBORGHINI Veneno '14
NOTES: Essentially the same as N700. However i made 1st gear taller to compliment the higher power, the car actually launches faster this way. I also increased camber and toe little to compensate for the higher speeds the N800 Veneno is going to be reaching. When you accelerate with the additional power the car squats harder, which means the front does not have as much grip (aka understeer). I actually feel the difference with the small adjustments.
TIRES: RACE HARD
HEIGHT: 2.95/3.15
HZ: 2.05/2.28in
ROLL BARS: 7/4
COMPRESSION: 55/55
REBOUND: 85/87
CAMBER: 1.4/1.6
TOE: out 0.15/in 0.40
DIFFERENTIAL: FRONT: 30/20/5 REAR: 7/30/10
TRANSMISSION
AUTOSET: 236MPH
FINAL GEAR: 3.540
1ST: 3.020 (66)
2ND: 2.260 (88)
3RD: 1.700 (117)
4TH: 1.400 (142)
5TH: 1.138 (175)
6TH: 0.972 (206)
7TH: 0.874 (242)
-N1000
Ferrari LaFerrari '13
NOTES: This is a fun car with ridiculous acceleration once it hooks up. It's a road car so it does not have GR4 levels of downforce (It should be a different story with the FXX IF we ever get it though). With that said i made my own tweaks to make the car better than what PD gave us. First issue i wanted to tackle was the high speed understeer (+100mph). The car creates a lot of rear downforce at speed which is great for stability but the understeer was too much for me. So i dropped the front ride height and softened the front springs/roll bars. But not too soft that I spin out while braking/low speed cornering or that the front axle becomes unresponsive. My next issue was the way the car put its power down on exit (I have TCS at 0). The new diff settings resulted in the best compromise between traction out the corner and control for me. I managed a respectable 1:36.863 around Dragon Trail on RH tires/stock power/stock weight... Good luck!
TIRES: RACE HARD
HEIGHT: 3.35/4.69in
HZ: 2.15/2.30
ROLL BARS: 6/4
COMPRESSION: 53/53
REBOUND: 87/88
CAMBER: 0.9/1.4
TOE: 0.00/0.30
DIFFERENTIAL: 20/18/7
TRANSMISSION
AUTOSET: 249MPH
FINAL GEAR: 4.600
1ST: 2.710 (62)
2ND: 1.890 (89)
3RD: 1.430 (117)
4TH: 1.160 (145)
5TH: 0.966 (174)
6TH: 0.830 (203)
7TH: 0.710 (256)
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