Gran Turismo 2 A-Spec Mod Setups

[agungdm]

JGTC No.1 Car List D

Alain Prost Style is very newbie-friendly car setup

No.36 Toyota Supra ’99 JGTC GT500
By Toyota Team TOM'S
No.39 Toyota Supra ’99 JGTC GT500
By Denso Toyota Team SARD
No.32 Toyota Supra ’99 JGTC GT500
By Toyota Team Cerumo

Updated Handling System & Electronic Refinement

This update applies to all Toyota Supra GT500 ’99 variants running Super Soft tyres.
This is not a default setup and not a casual tune.

It is a refined configuration intended for competitive racing conditions in GT2 A-Spec Mod.

Driving Style Focus — Smooth / Flow / Aero-Dependent

This setup is built for Smooth-style drivers, who prioritize:
Clean steering inputs,
Smooth corner arcs,
Minimal mid-corner correction,
Mechanical grip supported by stable aero balance.

This philosophy is especially effective in endurance-style racing, where consistency matters more than aggression.

Track Conditions Requiring Adjustment

If you race the Toyota Supra GT500 ’99 on technical, bumpy, high-elevation, or banked circuits, such as:

Trial Mountain Circuit
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca Raceway
Special Stage Route 5 (SSR5)
then the following adjustment is mandatory, not optional.

Suspension Adjustment (Critical)
👉 Reduce BOTH Bound and Rebound Dampers by 2 clicks
👉 Front AND Rear

Why this is required:
The Supra carries more mass and inertia than the NSX,
Super Soft tyres amplify damper harshness,
High compression zones cause front-end instability if damping is too stiff,
Softer damping improves tyre contact and aero consistency

This adjustment:
✔ stabilizes braking zones
✔ improves traction over bumps
✔ reduces snap reactions mid-corner
Final Clarification (Hardcore Context)
This is not an aggressive Supra setup.
This is not a drift-oriented GT500 build.
This is a flow-based, aero-stable, race-consistent Supra configuration.

If this setup feels:
“Too calm” → you are driving aggressively
“Too stable but fast over race distance” → it is correct
“Not exciting but consistent” → that is the point
The Toyota Supra GT500 does not reward brute force.
It rewards control, patience, and precision.

Spring rates
Front 13,2 lb/in
rear 12,8 lb/in .
Max bar 20.0 lb/in
Min bar 2,0 lb/in

• Ride height
Front 83 inc
rear 87 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 5 in
rear 5 in .
Min bar 1
Max bar 10

• Rebound dampers:
Front 6 in
rear 6 in .
Min bar 1
Max bar 10

• Camber:
Front 2.0 degree
rear 1.0 degree
Min bar 0.0 degree
Max bar 12.0 degree

• Toe:
Front neutral 0.00
Rear plus 0.10
Min bar 0.20 minus
Max bar 0.20 Plus

Note: for toe, in the Gran Turismo 2, bar system goes from
minus 0,20 to 0,15 to 0,10 to 0,05
To 0,0 netral,

Then
plus 0,05 to 0,10 to 0,15 to 0,20

• stabilizers
Front 4
Rear 4
Min bar 1
Max bar 7

• Front downforce = 0.72
0.34 (min bar)
0.78 (max bar)

• rear downforce = 0,88
0.53 (min bar)
0.99 (max bar)

• initial limited slip torque /
LSD initial torque = 10
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• acceleration limited slip effect /
LSD acceleration = 20
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• limited slip effect Decel/
LSD Decel = 14
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 20
Min bar 1 is more soft
Max bar 101 is more hard or stiff

• Traction control effect/
TCSC = 3
Min bar 1 is more soft
Max bar 51 is more hard or stiff

Super Soft tires

 

[agungdm]

JGTC No.2 Car List D

Alain Prost Style is very newbie-friendly car setup

No.16 Honda Nsx ’99 JGTC GT500
By Castrol Mugen Nsx Team
No.18 Honda Nsx ’99 JGTC GT500
By Takata Dome Nsx Team
No.100 Honda Nsx ’99 JGTC GT500
By Raybrig Team Kunimitsu
No.64 Honda Nsx ’99 JGTC GT500
By Mobil 1 Nakajima Racing Team

Updated Handling System & Electronic Refinement

This setup is not experimental.
It is designed specifically around the Smooth / Flow / Aero-Dependent driving style.

Driving Style Focus — Smooth

This setup is built for drivers who prioritize:
Clean steering inputs,
Smooth corner arcs,
Minimal correction,
Aero stability over aggression.
The car is designed to flow, not to be forced.

This style excels in endurance racing and technical circuits where consistency matters more than visual aggression.

Track Conditions Where This Adjustment Is Required

If you race the NSX GT500 on technical, bumpy, high-elevation, or banked circuits, such as:
Trial Mountain Circuit
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca Raceway
Special Stage Route 5 (SSR5)

then one adjustment is strongly recommended.
Mandatory Suspension Adjustment (Important)
👉 Reduce BOTH Bound and Rebound Dampers by 2 clicks
👉 Front AND Rear

Why?
Improves tyre contact on bumps and elevation changes,
Prevents front aero stall under compression, Reduces mid-corner nervousness on Super Soft tyres.
Keeps the NSX stable without killing rotation,

This is not optional fine-tuning.
This is required for this tyre + circuit combination.

Final Clarification (Hardcore Context)
This is not an aggressive NSX setup.
This is not a drift-happy GT500 build.
This is a flow-based, aero-stable, endurance-capable configuration.

If this setup feels:
“Too calm” → you are likely aggressive
“Too slow visually but fast on lap time” → it’s working
“Boring but consistent” → welcome to race engineering
The Honda NSX GT500 does not reward violence.
It rewards discipline.

Spring rates
Front 13,2 lb/in
rear 14,8 lb/in .
Max bar 20.0 lb/in
Min bar 2,0 lb/in

• Ride height
Front 83 inc
rear 87 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 5 in
rear 5 in .
Min bar 1
Max bar 10

• Rebound dampers:
Front 6 in
rear 6 in .
Min bar 1
Max bar 10

• Camber:
Front 2.0 degree
rear 1.0 degree
Min bar 0.0 degree
Max bar 12.0 degree

• Toe:
Front neutral 0,00
Rear plus 0.05
Min bar 0.20 minus
Max bar 0.20 Plus

Note: for toe, in the Gran Turismo 2, bar system goes from
minus 0,20 to 0,15 to 0,10 to 0,05
To 0,0 netral,

Then
plus 0,05 to 0,10 to 0,15 to 0,20

• stabilizers
Front 4
Rear 4
Min bar 1
Max bar 7

• Front downforce = 0.72
0.34 (min bar)
0.78 (max bar)

• rear downforce = 0,88
0.53 (min bar)
0.99 (max bar)

• initial limited slip torque /
LSD initial torque = 10
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• acceleration limited slip effect /
LSD acceleration = 20

Min bar 1 is more soft
Max bar 56 is more hard or stiff

• limited slip effect Decel/
LSD Decel = 14
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 20
Min bar 1 is more soft
Max bar 101 is more hard or stiff

• Traction control effect/
TCSC = 2
Min bar 1 is more soft
Max bar 51 is more hard or stiff

Super Soft tires

 

[agungdm]

JGTC No.3 Car List D

Alain Prost Style is very newbie-friendly car setup

No.1 Nissan GT-R R34 ’99 JGTC GT500
By Pennzoil Nismo GT-R Team
No.2 Nissan GT-R R34 ’99 JGTC GT500
By Arta Zexel Nismo Team
No.12 Nissan GT-R R34 ’99 JGTC GT500
By Calsonic Team Impul

Updated Handling System & Electronic Refinement
This update applies to all Nissan Skyline GT-R R34 GT500 ’99 variants, running Super Soft tyres.

This is not a default tune and not a casual setup.
It is a refined configuration designed for competitive racing conditions in GT2 A-Spec Mod
.
Driving Style Focus — Smooth / Flow / Aero-Dependent

This setup is built for Smooth-style drivers, who prioritize:
Clean steering inputs,
Progressive braking,
Stable corner arcs,
Minimal mid-corner correction.

This philosophy is especially effective for front-engine (FR) GT500 cars, where front weight management is critical.

Track Conditions Requiring Adjustment (FR-Specific)

If you race the R34 GT500 on technical, bumpy, high-elevation, or banked circuits, such as:

Trial Mountain Circuit
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca Raceway
Special Stage Route 5 (SSR5)
then the following adjustment is required.

Suspension Adjustment — FR Critical Note
👉 Reduce BOTH Bound and Rebound Dampers by 2 clicks
👉 Front AND Rear

Why this matters on the R34 (FR):
Heavy front mass loads the tyres aggressively under braking,
Super Soft tyres amplify damper stiffness, Excessive causes front push and delayed rotation, Softer damping allows better weight transfer and tyre compliance

This adjustment:
✔ stabilizes braking zones
✔ improves front-end gr ip on turn-in
✔ reduces understeer in mid-corner
✔ keeps aero platform consistent over bumps

Final Clarification (Hardcore Context)
This is not an aggressive, tail-happy Skyline setup.
This is a controlled, aero-stable, race-consistent R34 configuration.

If this setup feels:
“Too calm” → you are overdriving the front tyres
“Stable but fast over race distance” → it is correct
“Not exciting but effective” → that is exactly the point
The R34 GT500 rewards discipline, not force.
Drive it like an FR endurance car — and it will deliver.

Spring rates
Front 13,2 lb/in
rear 12,8 lb/in .
Max bar 20.0 lb/in
Min bar 2,0 lb/in

• Ride height
Front 83 inc
rear 87 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 5 in
rear 5 in .
Min bar 1
Max bar 10

• Rebound dampers:
Front 6 in
rear 6 in .
Min bar 1
Max bar 10

• Camber:
Front 2.0 degree
rear 1.0 degree
Min bar 0.0 degree
Max bar 12.0 degree

• Toe:
Front neutral 0.00
Rear plus 0.10
Min bar 0.20 minus
Max bar 0.20 Plus

Note: for toe, in the Gran Turismo 2, bar system goes from
minus 0,20 to 0,15 to 0,10 to 0,05
To 0,0 netral,

Then
plus 0,05 to 0,10 to 0,15 to 0,20

• stabilizers
Front 4
Rear 4
Min bar 1
Max bar 7

• Front downforce = 0.72
0.34 (min bar)
0.78 (max bar)

• rear downforce = 0,87
0.53 (min bar)
0.99 (max bar)

• initial limited slip torque /
LSD initial torque = 10
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• acceleration limited slip effect /
LSD acceleration = 22

Min bar 1 is more soft
Max bar 56 is more hard or stiff

• limited slip effect Decel/
LSD Decel = 14
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 20
Min bar 1 is more soft
Max bar 101 is more hard or stiff

• Traction control effect/
TCSC = 3
Min bar 1 is more soft
Max bar 51 is more hard or stiff

Super Soft tires

 

[agungdm]

World Endurance No. 1 Car List D

Alain Prost Style is very newbie-friendly car setup

No.61 Kouros Sauber-Mercedes C9 ’87 — Group C
By Sauber Team

Refined Handling & Aero Platform Balance — GT2 A-Spec Mod

This update applies to the Kouros Sauber-Mercedes C9 ’87 (Group C), running Super Soft tyres.

the C9 is not chaotic.
It is one of the most aerodynamically efficient and stable Group C cars ever built — both in real life and in GT2.

However, this stability only works if the setup supports a clean aero platform.

Driving Style Focus — Smooth / Flow / Aero-Dependent

This setup follows a Smooth driving philosophy, which is the natural operating mode of the Sauber C9.
Smooth drivers prioritize:
Clean steering inputs
Long, stable corner arcs,
Minimal mid-corner correction,
Maintaining aerodynamic load through corners

The C9 rewards flow.
It does not need to be forced.

Track Conditions Requiring Adjustment

When racing the Sauber C9 ’87 on technical, bumpy, elevation-heavy, or banked circuits, such as:

Trial Mountain
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca
Special Stage Route 5 (SSR5)

a damping adjustment is recommended to preserve aero stability.

Suspension Adjustment — Aero Platform Control
👉 Reduce BOTH Bound and Rebound Dampers by 2 clicks
👉 Front AND Rear

Why this works on the C9:
The C9 generates massive downforce when the chassis stays settled,
Over-stiff damping breaks aero consistency over bumps,
Softer damping allows the car to “ride” the surface while keeping downforce Supervisi,
Soft tyres amplify vertical load sensitivity

This adjustment:
✔ improves mid-corner stability
✔ preserves aero load through bumps
✔ reduces snap reactions on elevation changes
✔ improves consistency over long stints

Final Clarification (Hardcore Context)
The Sauber C9:
❌ does not need aggressive inputs
❌ does not like sudden corrections
❌ does not reward “hero driving”

It rewards:
✔ flow
✔ patience
✔ aerodynamic discipline

If the car feels:
“Too calm” → you are trying to overdrive it
“Effortlessly fast” → you are driving it correctly
That is the true strength of the Sauber C9.

Spring rates
Front 13,2 lb/in
rear 14,8 lb/in .
Max bar 20.0 lb/in
Min bar 2,0 lb/in

• Ride height
Front 83 inc
rear 87 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 6 in
rear 5 in .
Min bar 1
Max bar 10

• Rebound dampers:
Front 6 in
rear 7 in .
Min bar 1
Max bar 10

• Camber:
Front 2.0 degree
rear 1.0 degree
Min bar 0.0 degree
Max bar 12.0 degree

• Toe:
Front minus 0.05
Rear plus 0.05
Min bar 0.20 minus
Max bar 0.20 Plus

Note: for toe, in the Gran Turismo 2, bar system goes from
minus 0,20 to 0,15 to 0,10 to 0,05
To 0,0 netral,

Then
plus 0,05 to 0,10 to 0,15 to 0,20

• stabilizers
Front 4
Rear 5
Min bar 1
Max bar 7

• Front downforce = 0.72
0.34 (min bar)
0.78 (max bar)

• rear downforce = 0,88
0.53 (min bar)
0.99 (max bar)

• initial limited slip torque /
LSD initial torque = 7
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• acceleration limited slip effect /
LSD acceleration = 18

Min bar 1 is more soft
Max bar 56 is more hard or stiff

• limited slip effect Decel/
LSD Decel = 16
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 25
Min bar 1 is more soft
Max bar 101 is more hard or stiff

• Traction control effect/
TCSC = 2
Min bar 1 is more soft
Max bar 51 is more hard or stiff

Super Soft tires

 

[agungdm]

World Endurance No. 2 Car List D

Alain Prost Style is very newbie-friendly car setup

No.85 Nissan R90V ’90 — Group C
By Nissan Motorsport Team

Refined Handling, Momentum Control & Turbo Efficiency
(GT2 A-Spec Mod)

This update applies to the Nissan R90V ’1990 (Group C) running Super Soft tyres.

The Nissan R90V is fundamentally different from late-era high-downforce or boost-dependent Group C cars.

While it is turbocharged, the R90V does not reward on-off boost abuse or aggressive rotation.

Its strength lies in momentum preservation, RPM continuity, and a mechanically stable chassis.

Because of this, its setup philosophy prioritizes smooth energy transfer and chassis flow, not brute-force driving.

🎯 Driving Style Focus — Smooth / Flow / Momentum-Oriented
This setup follows a Smooth / Flow-based driving philosophy, similar to well-balanced Group C endurance prototypes.

Smooth drivers focus on:

Maintaining corner speed,

Preserving engine RPM through transitions

Long, progressive steering arcs

Minimal braking correction

Early but controlled throttle application

The R90V rewards rhythm and consistency.
If you interrupt momentum or overload the chassis, the car will not recover speed easily.

🛠 Track Conditions Requiring Adjustment
On technical, bumpy, elevation-heavy, or banked circuits, such as:

Trial Mountain
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca
Special Stage Route 5 (SSR5)

the Nissan R90V requires damping adjustment to protect momentum and chassis composure.

🧰 Suspension Adjustment — Momentum Preservation
👉 Reduce BOTH Bound and Rebound Dampers by 2 clicks
👉 Front AND Rear
Why this adjustment is critical for the R90V:

Over-stiff damping causes speed loss over bumps

Softer damping keeps tyres loaded during elevation changes

Maintains chassis stability through mid-speed corners

Prevents RPM drop caused by vertical load spikes

Super Soft tyres amplify vertical load sensitivity

This adjustment:
✔ improves mid-corner speed
✔ reduces momentum loss on uneven surfaces
✔ stabilizes throttle application
✔ increases lap-time consistency over long stints

📌 Final Clarification (Hardcore Context)
The Nissan R90V ’90:
❌ is not a brute-force car
❌ is not a late-braking monster
❌ is not forgiving if momentum is lost

It rewards:
✔ rhythm
✔ precision
✔ continuous flow

If the car feels:
“Underpowered” → you are breaking momentum
“Effortlessly fast” → you are driving it correctly
That is how the Nissan R90V ’90 wins races.

Spring rates
Front 13,2 lb/in
rear 14,8 lb/in .
Max bar 20.0 lb/in
Min bar 2,0 lb/in

• Ride height
Front 83 inc
rear 87 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 6 in
rear 5 in .
Min bar 1
Max bar 10

• Rebound dampers:
Front 6 in
rear 7 in .
Min bar 1
Max bar 10

• Camber:
Front 2.0 degree
rear 1.0 degree
Min bar 0.0 degree
Max bar 12.0 degree

• Toe:
Front minus 0.05
Rear plus 0.05
Min bar 0.20 minus
Max bar 0.20 Plus

Note: for toe, in the Gran Turismo 2, bar system goes from
minus 0,20 to 0,15 to 0,10 to 0,05
To 0,0 netral,

Then
plus 0,05 to 0,10 to 0,15 to 0,20

• stabilizers
Front 4
Rear 5
Min bar 1
Max bar 7

• Front downforce = 0.72
0.34 (min bar)
0.78 (max bar)

• rear downforce = 0,88
0.53 (min bar)
0.99 (max bar)

• initial limited slip torque /
LSD initial torque = 7
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• acceleration limited slip effect /
LSD acceleration = 18

Min bar 1 is more soft
Max bar 56 is more hard or stiff

• limited slip effect Decel/
LSD Decel = 16
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 25
Min bar 1 is more soft
Max bar 101 is more hard or stiff

• Traction control effect/
TCSC = 2
Min bar 1 is more soft
Max bar 51 is more hard or stiff

Super Soft tires

 

[agungdm]

World Endurance No. 3 Car List D

Alain Prost Style is very newbie-friendly car setup

No.230 Mazda 767B ’91 — Group C
By mazdaspeed Team

Refined Handling, Momentum Control & Rotary Efficiency — GT2 A-Spec Mod
This update applies to the Mazda 767B ’91 (Group C), running Super Soft tyres.

The Mazda 767B is fundamentally different from turbo Group C cars.
It does not rely on boost.
It relies on momentum, RPM continuity, and chassis flow.

Because of this, its setup philosophy must support smooth energy transfer, not aggression.

Driving Style Focus — Smooth / Flow / Momentum-Dependent

This setup follows a Smooth driving philosophy, which is the natural operating mode of the Mazda 767B.

Smooth drivers focus on:
Maintaining corner speed,
Preserving engine RPM through transitions
Long, progressive steering arcs,
Minimal braking correction

The rotary engine rewards flow, not interruption.
If you break momentum, the 767B does not forgive you.

Track Conditions Requiring Adjustment
On technical, bumpy, elevation-heavy, or banked circuits, such as:
Trial Mountain
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca
Special Stage Route 5 (SSR5)

the Mazda 767B requires damping adjustment to protect momentum and chassis composure.

Suspension Adjustment — Momentum Preservation
👉 Reduce BOTH Bound and Rebound Dampers by 2 clicks
👉 Front AND Rear

Why this is critical on the 767B:
Rotary engines lose performance when RPM drops
Over-stiff damping causes speed loss over bumps
Softer damping keeps tyres loaded and RPM stable
Super Soft tyres amplify vertical load sensitivity

This adjustment:
✔ improves mid-corner speed
✔ reduces momentum loss on elevation change
✔ keeps the rotary engine in its effective range
✔ increases lap-time consistency over long runs

Final Clarification (Hardcore Context)
The Mazda 767B:
❌ is not a brute-force car
❌ is not a late-braking monster
❌ is not forgiving if you kill momentum

It rewards:
✔ rhythm
✔ precision
✔ continuous flow

If the car feels:
“Underpowered” → you are breaking momentum
“Effortlessly fast” → you are driving it correctly
That is how the Mazda 767B wins races.

Spring rates
Front 13,2 lb/in
rear 14,8 lb/in .
Max bar 20.0 lb/in
Min bar 2,0 lb/in

• Ride height
Front 83 inc
rear 87 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 6 in
rear 5 in .
Min bar 1
Max bar 10

• Rebound dampers:
Front 6 in
rear 7 in .
Min bar 1
Max bar 10

• Camber:
Front 2.0 degree
rear 1.0 degree
Min bar 0.0 degree
Max bar 12.0 degree

• Toe:
Front minus 0.05
Rear plus 0.05
Min bar 0.20 minus
Max bar 0.20 Plus

Note: for toe, in the Gran Turismo 2, bar system goes from
minus 0,20 to 0,15 to 0,10 to 0,05
To 0,0 netral,

Then
plus 0,05 to 0,10 to 0,15 to 0,20

• stabilizers
Front 4
Rear 5
Min bar 1
Max bar 7

• Front downforce = 0.72
0.34 (min bar)
0.78 (max bar)

• rear downforce = 0,87
0.53 (min bar)
0.99 (max bar)

• initial limited slip torque /
LSD initial torque = 6
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• acceleration limited slip effect /
LSD acceleration = 16

Min bar 1 is more soft
Max bar 56 is more hard or stiff

• limited slip effect Decel/
LSD Decel = 15
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 25
Min bar 1 is more soft
Max bar 101 is more hard or stiff

• Traction control effect/
TCSC = 2
Min bar 1 is more soft
Max bar 51 is more hard or stiff

Super Soft tires

 

[agungdm]

World Endurance No. 4 Car List D

Alain Prost Style is very newbie-friendly car setup

No.9 McLaren F1 GTR Longtail ’97 (LMGT1)
by BMW Motorsport Team

No.30 McLaren F1 GTR longtail ’99 (JGTC GT500)
By Team Take One

Refined Aero Stability & Endurance Balance
(GT2 A-Spec Mod)

This update focuses on improving handling consistency, aero balance, and electronic response for the McLaren F1 GTR platform, covering both:
GT1 Longtail ’97 (BPR / FIA GT / Le Mans)
JGTC GT500 specification ’99

Despite different regulations, both variants share the same core traits:
a long wheelbase, high rear aero load, and extreme sensitivity to setup balance.

🛞 Tyres Super Soft

Engineering Lineage — Gordon Murray × McLaren Woking

This setup follows the core design philosophy of Gordon Murray, as executed by McLaren Cars and refined by McLaren Racing at Woking.

Unlike purpose-built prototypes, the McLaren F1 GTR was derived from a road car engineered around:

• Exceptional mechanical grip
• A long, stable wheelbase
• Rear-dominated aerodynamic stability

Murray’s philosophy did not chase extreme front aero authority.

Instead, it emphasized:

• Natural balance through chassis geometry
• Predictable weight transfer
• Aero used as a stabilizing force, not a primary grip generator

As regulations evolved from BPR to FIA GT and later JGTC, McLaren Woking refined the platform without abandoning its core identity:

• Preserve mechanical grip across varying track conditions
• Maintain rear aero confidence under sustained load
• Create a car that remains stable when driven smoothly, not aggressively

This results in a setup that:

• Feels calm on entry
• Builds grip progressively
• Rewards precision and flow over correction

The McLaren F1 GTR is not designed to attack corners violently.

It is designed to carry speed with confidence — exactly as Murray intended.

🎯 Setup Philosophy
Smooth Style — Flow / Aero-Dependent Drivers

This setup is designed for drivers who prioritize:

• Clean steering inputs,
• Smooth corner arcs
• Minimal correction,
• Stable aerodynamic behavior at high speed,
• Ideal for endurance racing
• consistency-based race pace.

🛠 Track-Specific Adjustment Advice
For technical, bumpy, high-elevation, or banked circuits, such as:

Trial Mountain
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca
Special Stage Route 5

➡️ Reduce front and rear damper bound AND rebound by 2 clicks.

Reason:
The McLaren F1 GTR’s long wheelbase and rear-aero bias can become too rigid over bumps and compressions.

This adjustment improves:
Mechanical grip over uneven surfaces,
Stability during elevation changes,
Predictability under sustained load without sacrificing mid-corner aero balance.

📌 Final Note
This is not a qualifying or hotlap setup.
It is built for: Long stints, Stable aero behavior,
Repeatable lap times under pressure

If it feels “too calm,” you are likely an aggressive driver.
If it feels fast without drama — the setup is doing its job.

Spring rates
Front 13,2 lb/in
rear 14,8 lb/in .
Max bar 20.0 lb/in
Min bar 2,0 lb/in

• Ride height
Front 83 inc
rear 87 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 6 in
rear 5 in .
Min bar 1
Max bar 10

• Rebound dampers:
Front 6 in
rear 7 in .
Min bar 1
Max bar 10

• Camber:
Front 2.0 degree
rear 1.0 degree
Min bar 0.0 degree
Max bar 12.0 degree

• Toe:
Front neutral 0.00
Rear plus 0.05
Min bar 0.20 minus
Max bar 0.20 Plus

Note: for toe, in the Gran Turismo 2, bar system goes from
minus 0,20 to 0,15 to 0,10 to 0,05
To 0,0 netral,

Then
plus 0,05 to 0,10 to 0,15 to 0,20

• stabilizers
Front 4
Rear 4
Min bar 1
Max bar 7

• Front downforce = 0.72
0.34 (min bar)
0.78 (max bar)

• rear downforce = 0,91
0.53 (min bar)
0.99 (max bar)

• initial limited slip torque /
LSD initial torque = 6
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• acceleration limited slip effect /
LSD acceleration = 17

Min bar 1 is more soft
Max bar 56 is more hard or stiff

• limited slip effect Decel/
LSD Decel = 15
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 25
Min bar 1 is more soft
Max bar 101 is more hard or stiff

• Traction control effect/
TCSC = 2
Min bar 1 is more soft
Max bar 51 is more hard or stiff

Super Soft tires

 

[agungdm]

World Endurance No. 5 Car List D

Alain Prost Style is very newbie-friendly car setup

No.27 Toyota TS020 ’98 (LMGT1) &
No.1 Toyota TS020’99 (LMGTP)
Both by Toyota Team Europe

Extreme Aero Prototype —
Flow-Based Endurance Setup
(GT2 A-Spec Mod)

This update refines the aerodynamic balance, pitch control, and electronic response of the Toyota TS020 in both its LMGT1 (1998) and LMGTP (1999) configurations.

The TS020 is one of the most aero-sensitive cars in GT2.

It rewards smooth, committed driving — and punishes hesitation instantly.

This setup is designed to tame the car without killing its speed.

🛞 Tyres
Super Soft

🎯 Setup Philosophy

Smooth Style — Flow / Aero-Dependent Drivers

This configuration is intended for drivers who:
Commit early to corner entry,
Maintain constant steering load,
Avoid abrupt throttle and brake transitions,
Let aero work instead of forcing rotation

The TS020 does not like correction.
It likes confidence and flow.

Engineering Lineage — Andre de Cortanze × TTE
This setup follows the engineering philosophy of Andre de Cortanze, as executed by Toyota Team Europe (TTE) during the TS020’s post-Le Mans development phase.

Rather than chasing peak downforce numbers, de Cortanze prioritized:

• A wide aero operating window
• Mechanical grip consistency on bumpy circuits
• Predictable behavior over long stints

This approach reflects the realities of ALMS-era racing, where uneven surfaces, elevation changes, and endurance reliability mattered more than single-lap aggression.

TTE’s refinement focused on:

• Reducing pitch sensitivity without killing aero efficiency
• Allowing suspension travel to work with the aero, not against it
• Creating a car that rewards flow and commitment instead of correction

The result is a TS020 that:

• Remains stable when aero momentarily unloads
• Maintains balance across varying track conditions
• Punishes over-driving, but rewards confidence and smooth input

This setup represents TS020 as an endurance prototype, not a qualifying weapon.

🧠 Important TS020-Specific Notes
TS020 ’98 (LMGT1)
More aggressive, more nervous
Requires extra care on corner entry
TS020 ’99 (LMGTP)
More aero-efficient
Higher peak grip but sharper punishment when balance breaks
Both versions demand precise damping and smooth input.

🛠 Track-Specific Adjustment Advice
For technical, bumpy, elevation-heavy, or banked circuits, such as:

Trial Mountain
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca
Special Stage Route 5

➡️ Reduce front and rear damper bound and rebound by 2 clicks.

Technical Reason:
This improves:
Aero platform stability over bumps,
Front grip consistency under compression, Recovery when the aero momentarily unloads

Too stiff = snap oversteer
Too soft = aero instability
This adjustment keeps the TS020 inside its safe aero window.

📌 Final Note

This is not an aggressive, rotation-first setup.
If you:

Over-attack corner entry
Make mid-corner corrections
Treat the TS020 like a Group C car
The car will punish you.

If the car feels calm, planted, and brutally fast with minimal correction —
you are driving it correctly.

Spring rates
Front 12,8 lb/in
rear 14,2 lb/in .
Max bar 20.0 lb/in
Min bar 2,0 lb/in

• Ride height
Front 85 inc
rear 89 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 5 in
rear 5 in .
Min bar 1
Max bar 10

• Rebound dampers:
Front 5 in
rear 6 in .
Min bar 1
Max bar 10

• Camber:
Front 1,6 degree
rear 0,8 degree
Min bar 0.0 degree
Max bar 12.0 degree

• Toe:
Front neutral 0.00
Rear plus 0.10
Min bar 0.20 minus
Max bar 0.20 Plus

Note: for toe, in the Gran Turismo 2, bar system goes from
minus 0,20 to 0,15 to 0,10 to 0,05
To 0,0 netral,

Then
plus 0,05 to 0,10 to 0,15 to 0,20

• stabilizers
Front 3
Rear 4
Min bar 1
Max bar 7

• Front downforce = 0.71
0.34 (min bar)
0.78 (max bar)

• rear downforce = 0,90
0.53 (min bar)
0.99 (max bar)

• initial limited slip torque /
LSD initial torque = 8
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• acceleration limited slip effect /
LSD acceleration = 18

Min bar 1 is more soft
Max bar 56 is more hard or stiff

• limited slip effect Decel/
LSD Decel = 20
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 30
Min bar 1 is more soft
Max bar 101 is more hard or stiff

• Traction control effect/
TCSC = 3
Min bar 1 is more soft
Max bar 51 is more hard or stiff

Super Soft tires

 

[agungdm]

World Endurance No. 6 Car List D

Alain Prost Style is very newbie-friendly car setup

No.4, No.5, No.6 Mercedes-Benz CLR ’99
By AMG-Mercedes Team

LMGTP CLASS

Aero Stability & Flow-Based Endurance Setup
(Gran Turismo 2 A-Spec Mod)

Overview

This configuration refines handling balance, aerodynamic platform stability, and electronic response of the Mercedes-Benz CLR ’99 specifically for long-stint endurance racing.

The CLR ’99 is an extremely aero-sensitive LMGTP prototype.

It rewards precision, anticipation, and load management — and punishes emotional or aggressive driving instantly.

This is not a hot-lap or entry-attack setup.

This configuration is engineered to:

• Control pitch sensitivity
• Maintain consistent aero efficiency
• Deliver repeatable lap times under sustained race pressure

Tyres

Super Soft
Selected for endurance balance in GT2 A-Spec Mod: a usable grip window with predictable degradation over long stints.

Engineering Lineage — Mercedes-AMG × HWA
Alain Prost Interpretation

This setup reflects Mercedes-AMG and HWA’s real CLR LMGTP engineering philosophy — interpreted through Alain Prost’s driving logic.

Unlike entry-aggressive or rotation-biased prototypes, the CLR was developed with a clear priority on:

• High-speed stability
• Controlled pitch behavior
• Predictable aerodynamic response over long stints

AMG/HWA deliberately favored a stable aero platform over peak front-end bite.

The intent was never to build a car that attacks corners emotionally, but one that:

• Remains composed at speed
• Preserves tires
• Maintains confidence under braking, compression, and elevation change

This is classic Prost philosophy:
win the race by managing the system, not fighting it.

Key Design Intentions

• Conservative front aero loading to reduce pitch sensitivity
• Rear stability prioritized over rotation
• Aero used to calm the car, not sharpen it
• Mechanical grip tuned for continuity, not snap response

As a result, the CLR rewards drivers who:

• Keep inputs smooth and deliberate
• Maintain steady load through corners
• Allow the car to settle before committing to throttle

Rush it, and the car pushes back.
Work with it, and it becomes effortless.

🎯 Setup Philosophy
Smooth Style — Flow / Aero-Dependent Drivers (Alain Prost Style)

Designed for drivers who:

• Use clean, minimal steering input
• Apply throttle progressively
• Avoid sudden corrections
• Let aerodynamic grip do the work

Ideal for:

• Endurance racing
• Long stints
• High-speed prototype behavior
• Tire-life preservation

This is a calculated race setup — not a flashy one.

🛠 Track-Specific Adjustment Advice

For technical, bumpy, high-elevation, or banked circuits:
Trial Mountain
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca
Special Stage Route 5

➡️ Reduce front and rear damper bound AND rebound by 2 clicks

Technical Reason:
The CLR ’99 reacts aggressively to vertical load changes.
Softer damping:

• Improves aero platform control over bumps
• Reduces pitch oscillation
• Stabilizes behavior during compression and elevation change
• This keeps the front aero working instead of destabilizing the car mid-corner.

📌 Final Note
This is not an entry-attack or over-rotation setup.

This configuration prioritizes:

• Rear traction continuity
• Aero stability
• Predictable throttle application

The payoff is earlier, safer throttle on uneven circuits — without destabilizing the aero platform.

If the car feels:

• Calm
• Neutral
• Confidence-inspiring at speed

Then it is operating exactly as intended.

This is Alain Prost logic applied to an LMGTP prototype:
control the race — don’t fight the car.

Spring rates
Front 13,0 lb/in
rear 14,5 lb/in .
Max bar 20.0 lb/in
Min bar 2,0 lb/in

• Ride height
Front 83 inc
rear 87 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 5 in
rear 5 in .
Min bar 1
Max bar 10

• Rebound dampers:
Front 6 in
rear 6 in .
Min bar 1
Max bar 10

• Camber:
Front 1,8 degree
rear 0,8 degree
Min bar 0.0 degree
Max bar 12.0 degree

• Toe:
Front minus 0.05
Rear plus 0.05
Min bar 0.20 minus
Max bar 0.20 Plus

Note: for toe, in the Gran Turismo 2, bar system goes from
minus 0,20 to 0,15 to 0,10 to 0,05
To 0,0 netral,

Then
plus 0,05 to 0,10 to 0,15 to 0,20

• stabilizers
Front 4
Rear 4
Min bar 1
Max bar 7

• Front downforce = 0.72
0.34 (min bar)
0.78 (max bar)

• rear downforce = 0,88
0.53 (min bar)
0.99 (max bar)

• initial limited slip torque /
LSD initial torque = 9
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• acceleration limited slip effect /
LSD acceleration = 20

Min bar 1 is more soft
Max bar 56 is more hard or stiff

• limited slip effect Decel/
LSD Decel = 20
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 30
Min bar 1 is more soft
Max bar 101 is more hard or stiff

• Traction control effect/
TCSC = 3
Min bar 1 is more soft
Max bar 51 is more hard or stiff

 

[agungdm]

World Endurance No. 7 Car List D

Alain Prost Style is very newbie-friendly car setup

No.15 and No.16 BMW V12 LMR ’99
By BMW Motorsport Team

LMP Class

Mechanical Grip & Aero Flow Endurance Setup
(GT2 A-Spec Mod)

This update refines the handling balance, mechanical grip behavior, and electronic response of the BMW V12 LMR ’99.

Unlike older high-downforce Group C cars with narrow aero windows, the V12 LMR is a mechanically strong and stable LMP prototype, designed to maintain speed through the corner rather than attack aggressively on entry.

This setup focuses on flow, traction, and repeatable race pace.

🛞 Tyres
Super Soft

Engineering Lineage — Geoff Willis × BMW Motorsport

This setup reflects the engineering philosophy of Geoff Willis as executed by BMW Motorsport during the V12 LMR’s 1999 LMP program.

Unlike extreme aero-dependent prototypes, the V12 LMR was conceived as a mechanically strong, forgiving platform with a wide operating window — a car designed to remain predictable across varying circuits and conditions.

Willis emphasized:

• Balanced aero distribution over peak downforce
• Strong mechanical grip as the primary performance foundation
• A chassis that maintains momentum rather than relying on aggressive rotation

BMW Motorsport’s execution focused on:

• Stability under braking and corner entry
• Consistent rear traction under early throttle application
• Allowing the suspension to work freely without fighting the aero platform

The result is a prototype that:

• Feels neutral and composed on entry
• Carries speed naturally through mid-corner
• Builds exit traction progressively without snap behavior

This setup represents the V12 LMR as a modern endurance LMP — stable, efficient, and relentlessly consistent rather than aggressive or theatrical.

🎯 Setup Philosophy
Smooth Style — Flow / Aero-Dependent Drivers
This configuration is intended for drivers who:
• Carry speed through corners
• Use progressive steering input
• Apply throttle early but smoothly
• Trust mechanical grip and aero stability

The V12 LMR rewards momentum driving, not sudden rotation.

🏁 Track-Specific Adjustment
For technical, bumpy, elevation-change, or banked circuits, such as:

Trial Mountain
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca
SSR5 or similar layouts

Recommendation:
→ Reduce damper bound and rebound by 2 clicks, prioritizing the rear axle.

Purpose:
Improves mechanical compliance and tyre contact over uneven surfaces without sacrificing turn-in response.

Technical reason:
The V12 LMR’s rear aero load sensitivity and traction demand require controlled rear compliance.
Softening only the rear improves mechanical grip without destabilizing the aero platform.

Softer damping improves tyre contact consistency, traction on exit, and stability during elevation changes.

📌 Final Note
This is not an aggressive entry-focused setup.
It is designed for:
Smooth corner flow, High exit speed, Consistent lap times over long stints

If the car feels calm and fast without drama, the setup is working as intended.
If you force rotation, you are driving against the car’s nature.

Spring rates
Front 12,6 lb/in
rear 14,2 lb/in .
Max bar 20.0 lb/in
Min bar 2,0 lb/in

• Ride height
Front 84 inc
rear 88 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 5 in
rear 5 in .
Min bar 1
Max bar 10

• Rebound dampers:
Front 6 in
rear 6 in .
Min bar 1
Max bar 10

• Camber:
Front 1,8 degree
rear 1.0 degree
Min bar 0.0 degree
Max bar 12.0 degree

• Toe:
Front minus 0.05
Rear plus 0.05
Min bar 0.20 minus
Max bar 0.20 Plus

Note: for toe, in the Gran Turismo 2, bar system goes from
minus 0,20 to 0,15 to 0,10 to 0,05
To 0,0 netral,

Then
plus 0,05 to 0,10 to 0,15 to 0,20

• stabilizers
Front 3
Rear 4
Min bar 1
Max bar 7

• Front downforce = 0.71
0.34 (min bar)
0.78 (max bar)

• rear downforce = 0,90
0.53 (min bar)
0.99 (max bar)

• initial limited slip torque /
LSD initial torque = 5
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• acceleration limited slip effect /
LSD acceleration = 14

Min bar 1 is more soft
Max bar 56 is more hard or stiff

• limited slip effect Decel/
LSD Decel = 16
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 30
Min bar 1 is more soft
Max bar 101 is more hard or stiff

• Traction control effect/
TCSC = 3
Min bar 1 is more soft
Max bar 51 is more hard or stiff

Super Soft tires