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

 

[agungdm]

JGTC No. 5 Car List D

Alain Prost Style

No. 25 Toyota MR-S (MR2) MOMO Corse ’99 by Momo Corse Racing Team with Tsuchiya — JGTC GT300

GT300-Specific Handling Refinement (MR Chassis)
This setup applies specifically to the Toyota MR-S (MR2) MOMO Corse GT300 ’99, running Super Soft tyres.

This is a true GT300-focused refinement, not a scaled-down GT500-style tune.

The MR-S uses a mid-engine, rear-wheel-drive layout, which fundamentally changes weight transfer, rotation behavior, and traction characteristics compared to front-engine GT300 cars like the Silvia.

Driving Style Focus — Precise / Neutral / Mid-Engine Control

This setup is designed for disciplined drivers who prioritize:
Precise steering inputs
Careful throttle modulation
Clean rotation initiated by balance, not aggression
Minimal mid-corner correction

The MR-S rewards accuracy and timing, not force.
Mistakes are punished faster than on FR cars.

Chassis Behavior — MR-S Specific Characteristics
Compared to FR GT300 cars (Silvia S14/S15), the MR-S is:
More responsive to weight transfer
More sensitive to throttle inputs mid-corner
Naturally eager to rotate on entry

However:
It is less forgiving once grip is exceeded
Overstiff damping or abrupt inputs can cause snap oversteer

This makes correct mechanical grip tuning critical, especially in endurance conditions.

Track Conditions Requiring Adjustment (GT300 MR – Critical)
On technical, bumpy, elevation-heavy, or banked circuits such as:

Trial Mountain Circuit
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca Raceway
Special Stage Route 5 (SSR5)
the following adjustment is strongly recommended:

Suspension Adjustment — MR-S GT300 Behavior
👉 Reduce Bound and Rebound Dampers by 1–2 clicks
👉 Front AND Rear, with priority on rear compliance

This adjustment is mandatory on rough circuits due to the MR layout’s sensitivity.

Why This Matters on the Toyota MR-S GT300 :
The mid-engine layout concentrates mass near the center
Stiff damping amplifies snap rotation over bumps
Super Soft tyres exaggerate abrupt load transfer
Rear axle compliance is critical for traction and stability

Softer damping:
Allows tyres to maintain contact
Smooths weight transfer
Reduces sudden rear breakaway
Improves confidence under sustained load
This Adjustment Achieves:
✔ improved mechanical grip
✔ smoother rotation control
✔ predictable corner exit behavior
✔ stability over bumps and banking

Final Clarification (MR-S Context)
This Toyota MR-S MOMO Corse setup is:
❌ not aggressive
❌ not forgiving
❌ not drift-oriented
It is a precision GT300 race setup, designed for drivers who respect balance and control.

If it feels:
“Sharp but controllable” → correct
“Very sensitive to throttle” → expected
“Fast only when driven cleanly” → exactly as intended

The MR-S GT300 rewards discipline, finesse, and mechanical sympathy.
Force it, and it will bite. Drive it properly, and it becomes lethal over a stint.

Spring rates
Front 13,3 lb/in
Rear 14,5 lb/in
Min bar 2,0 lb/in
Max bar 20.0 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 5 in
rear 5 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 = 0.35
0.15 min bar
0.52 max bar

• rear downforce = 0.43
0.21 (min bar)
0.85 (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 = 16

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

• limited slip effect Decel/
LSD Decel = 18
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 28
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. 4 Car List D

Alain Prost Style

No.81 Nissan Silvia S15 ’99 by Team Daishin
— JGTC GT300

Updated Handling System & Electronic Refinement
This update applies to all Nissan Silvia GT300 ’99 variants, running Super Soft tyres.

This is a GT300-specific refinement, not a GT500-style tune scaled down.
The Silvia requires a different philosophy due to its lighter mass and lower power.

Driving Style Focus — Smooth / Flow / Aero-Dependent

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

This philosophy is critical for lightweight FR GT300 cars, where mechanical grip and damping control matter more than raw aero.

Track Conditions Requiring Adjustment (GT300 FR Critical)
If you race the Silvia GT300 on technical, bumpy, elevation-heavy, 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, not optional.

Suspension Adjustment — GT300 FR Behavior
👉 Reduce BOTH Bound and Rebound Dampers by 2 clicks
👉 Front AND Rear

Why this matters on the Silvia GT300:
The car is light → stiff damping overloads tyres instantly,
Super Soft tyres exaggerate damper stiffness,
Too much damping causes snap oversteer on corner entry,
Softer damping improves tyre compliance and traction

This adjustment:
✔ improves mechanical grip
✔ smooths weight transfer
✔ reduces sudden rear breakaway
✔ keeps the car predictable over bumps and banking

Final Clarification (Hardcore Context)
This Silvia setup is:
❌ not aggressive
❌ not twitchy
❌ not a drift-oriented FR
It is a precision GT300 race setup.

If it feels:
“Too calm” → you are driving it like a GT500
“Stable and consistent” → correct
“Fast only when driven smoothly” → exactly as intended
The Silvia GT300 rewards discipline and flow, not force.

Spring rates
Front 13,3 lb/in
Rear 12,5 lb/in
Min bar 2,0 lb/in
Max bar 20.0 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 5 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 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 = 0.35
0.15 (min bar)
0.52 (max bar)

• rear downforce = 0,46
0.21 min bar
0.85 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 = 15

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 = 28
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 B


Bernd Schneider Style


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


Aggressive / Power-Oversteer Setup
(GT2 A-Spec Mod)


This update refines the handling balance, suspension control, and electronic response of the Sauber C9 ’87 for aggressive drivers who exploit power and rotation, not chassis chaos.
The C9 is not unstable by nature.
It becomes dangerous when its torque is mismanaged.


This setup teaches you how to use power to rotate the car, not fight it.


🛞 Tyres
Super Soft


🔴 Setup Philosophy
Aggressive Style — Oversteer-Oriented Drivers (Power-Based)


Designed for drivers who:
Rotate the car using throttle, not steering
Accept wheelspin as a tool,
Drive exits aggressively,
Are comfortable correcting high-speed oversteer under boost


This is not LC2-style chaos.
This is controlled violence.


🧠 Sauber C9 Driving Reality (Read This)
Massive torque overwhelms rear tyres easily
Exit oversteer is throttle-induced, not snap
High-speed stability is excellent — until power hits
Mid-corner patience is mandatory


If you drive it like an LC2, you will lose time.


🛠 Track 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.


Why:
Allows better rear squat under power
Improves traction on uneven exits
Reduces sudden power-oversteer when boost arrives
Too stiff = uncontrollable wheelspin
Too soft = lazy response
This adjustment keeps the C9 brutal but usable.


📌 Final Reality Check
This setup is fast only if you respect throttle discipline.
If:
You mash throttle early → you spin
You drive exits patiently → the car flies
The Sauber C9 rewards drivers who understand power management, not bravery.


Spring rates
Front 13,5 lb/in
Rear 14,4 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in


• Ride height
Front 82 inc
rear 86 inc
Min bar 55 in
Max bar 100 in


• Bound dampers:
Front 7 in
rear 5 in .
Min bar 1
Max bar 10


• Rebound dampers:
Front 7 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 minus 0.05
Rear plus 0.00
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 5
Rear 4
Min bar 1
Max bar 7


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


• rear downforce = 0,86
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 = 18
Min bar 1 is more soft
Max bar 101 is more hard or stiff


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


Super Soft tires

 

[agungdm]

World Endurance No.2 Car List B


Bernd Schneider Style


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


Aggressive Entry Control, High-Rotation Balance & Turbo Responsiveness
(GT2 A-Spec Mod)


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


The Nissan R90V is often misunderstood as a pure momentum car.
In reality, when properly tuned, it is capable of controlled aggression, sharp corner entry, and decisive rotation — without sacrificing turbo efficiency.


Unlike late-era ultra-downforce Group C cars, the R90V does not rely on aero grip to save mistakes.
However, unlike passive endurance setups, this configuration allows the driver to attack corner entry, rotate the chassis deliberately, and exit hard with confidence.


This setup transforms the R90V from a “flow-only” prototype into a precision weapon for drivers who lead the car, not follow it.


🎯 Driving Style Focus — Aggressive / Rotation-Oriented / Precision Control


This setup follows an Aggressive driving philosophy, inspired by drivers who dominate the car through braking and corner entry.
Aggressive drivers focus on:

• Late but controlled braking
• Sharp, decisive turn-in
• Intentional chassis rotation on entry
• Early throttle application using rear traction
• Correcting balance with throttle, not steering

The R90V rewards commitment. If you hesitate, the turbo response and chassis balance fall out of sync. If you commit, the car rotates cleanly and carries speed effortlessly.


These drivers share a common trait:
they force the car into the corner on their terms, then stabilize it with throttle.


🛠 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 maintain aggressive entry without rear instability.


🧰 Suspension Adjustment — Controlled Aggression
👉 Reduce BOTH Bound and Rebound Dampers by 2 clicks
👉 Front AND Rear


Technical Reason (Bernd Schneider Context):

• Over-stiff damping causes snap reactions during aggressive turn-in
• Softer damping allows tyres to stay loaded under braking and rotation
• Prevents rear axle unloading when attacking corner entry
• Maintains turbo response by stabilizing vertical load transfer
• Super Soft tyres amplify harsh damping penalties

This adjustment:
✔ preserves entry aggression
✔ keeps rotation progressive, not violent
✔ stabilizes throttle-on exits
✔ maintains lap-time consistency under attack driving


📌 Final Clarification (Hardcore Context)
The Nissan R90V ’90:
❌ is not a passive endurance cruiser
❌ is not a boost-abuse monster
❌ will punish hesitation and half-commitment


It rewards:
✔ decisive braking
✔ intentional rotation
✔ throttle-led balance
✔ driver authority


If the car feels:
“Nervous” → you are over-driving without commitment
“Lazy” → you are being too passive
“Sharp, planted, and brutally effective” → you are driving it correctly
That is how the Nissan R90V ’90 wins races
in Bernd Schneider style.


Spring rates
Front 13,5 lb/in
Rear 14,8 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in


• Ride height
Front 82 inc
rear 86 inc
Min bar 55 in
Max bar 100 in


• Bound dampers:
Front 7 in
rear 5 in .
Min bar 1
Max bar 10


• Rebound dampers:
Front 7 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 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 5
Rear 4
Min bar 1
Max bar 7


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


• rear downforce = 0,86
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 = 13
Min bar 1 is more soft
Max bar 56 is more hard or stiff


• Stability control effect/
ASCC = 10
Min bar 1 is more soft
Max bar 101 is more hard or stiff


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


Super Soft tires

 

[agungdm]

World Endurance No. 3 Car List B

Bernd Schneider Style

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

Aggressive / High-Speed Commitment Setup
(GT2 A-Spec Mod)

This update refines the aerodynamic balance, suspension control, and electronic response of the Mazda 767B ’90 for aggressive drivers who attack with precision, not brute force.
The 767B is not a torque monster.
It is a momentum weapon.

🛞 Tyres
Super Soft

🔴 Setup Philosophy
Aggressive Style — Precision Oversteer Drivers

Designed for drivers who:
Carry high entry speed,
Trust aero grip,
Rotate the car subtly, not violently,
Keep RPM high at all times,

Prefer flow over correction, This is not C9 aggression.
This is commitment aggression.

🧠 Mazda 767B Driving Reality
Low torque, very high RPM dependence
Aero works best when car is settled
Sliding kills lap time
Momentum is everything
If you drive it like a C9, you will be slow.
If you respect flow, it becomes terrifyingly fast.

🛠 Track Adjustment Advice
For technical, bumpy, elevation-heavy 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.

Why:
Allows the car to follow road surface
Maintains aero contact over bumps
Preserves mid-corner speed
Prevents RPM loss due to instability

This adjustment keeps the car fast, not nervous.

📌 Final Reality Check
The Mazda 767B rewards:
bravery with discipline
aggression with precision
It does not reward sliding or ego.
If it feels boring → you’re overdriving.
If it feels glued → you’re doing it right.

Spring rates
Front 13,5 lb/in
Rear 14,3 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in

• Ride height
Front 82 inc
rear 86 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 7 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 minus 0.05
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 5
Rear 4
Min bar 1
Max bar 7

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

• rear downforce = 0,86
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 = 14

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

• limited slip effect Decel/
LSD Decel = 13
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 10
Min bar 1 is more soft
Max bar 101 is more hard or stiff

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

Super Soft tires

 

[agungdm]

World Endurance No.4 Car List B

Bernd Schneider Style

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

Setup Focus:
Updated handling system and electronic balance for competitive racing conditions in GT2 A-Spec Mod.
Tyres: Super Soft

🔴 Driving Style
Aggressive Style – Oversteer-Oriented Drivers (Bernd Schneider –Type)

This setup is designed for drivers who:
Use the rear of the car to rotate,
Prefer sharp turn-in and strong trail braking,
Are comfortable with instability and constant correction

Perform best under pressure or low-grip conditions
This is not a forgiving setup.

🏁 Track-Specific Adjustment (Important)
For technical, bumpy, high-elevation, or banked circuits, such as:

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

Recommendation:
→ Reduce Damper Bound and Damper Rebound by 2 clicks (front and rear).

Reason:
This improves mechanical compliance over bumps and elevation changes,
while preserving the aggressive rotation characteristics of the setup.

⚠ Final Note
This is Bernd Schneider driving philosophy applied to the McLaren F1 GTR.
If this setup feels unstable, it does not mean it is wrong.
It means the driving style does not match.

Spring rates
Front 13,5 lb/in
Rear 14,6 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in

• Ride height
Front 82 inc
rear 86 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 7 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 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 5
Rear 4
Min bar 1
Max bar 7

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

• rear downforce = 0,86
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 = 13
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 10
Min bar 1 is more soft
Max bar 101 is more hard or stiff

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

Super Soft tires

 

[agungdm]

World Endurance No.5 Car List B

Bernd Schneider Style

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

Setup Focus:
Updated handling balance and electronic refinement for high-downforce prototype behavior with controlled rotation.
Tyres: Super Soft

🔴 Driving Style
Aggressive–Precise Style (Controlled Oversteer, Bernd Schneider-Type)

Designed for drivers who:
Use the rear to assist rotation,
not to slide excessively,
Prefer sharp turn-in with strong front response, Apply trail braking to rotate the car,
Maintain aero stability under high-speed load, Push consistently with minimal correction

This setup allows the TS020 to rotate on corner entry while preserving its natural aero-dominant stability.

🏁 Track Adjustment Recommendation

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

→ Reduce Damper Bound and Rebound by 2 clicks (front & rear)
to improve mechanical grip and compliance without sacrificing turn-in precision.

⚠ Final Note
This setup reflects Bernd Schneider aggressive yet controlled driving philosophy, adapted to the Toyota TS020’s aerodynamic strength.

If the car feels unstable, the issue is input discipline, not lack of downforce.

Spring rates
Front 13,5 lb/in
Rear 14,3 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in

• Ride height
Front 82 inc
rear 86 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 7 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 minus 0.05
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 5
Rear 5
Min bar 1
Max bar 7

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

• rear downforce = 0,86
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 = 15

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

• limited slip effect Decel/
LSD Decel = 13
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 10
Min bar 1 is more soft
Max bar 101 is more hard or stiff

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

Super Soft tires

 

[agungdm]

World Endurance No.6 Car List B

Bernd Schneider Style

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

LMGTP CLASS

Setup Focus:
Updated handling balance and electronic behavior refinement for high-speed prototype racing in GT2 A-Spec Mod.
Tyres: Super Soft

🔴 Driving Style
Aggressive Style – Oversteer-Oriented Drivers (Bernd Schneider–Type)
This setup targets drivers who:

Actively rotate the car using the rear,
Prefer sharp turn-in and strong trail braking,
Are comfortable with instability at high speed, Perform best under pressure or low-grip conditions

This setup requires precision and commitment.

🏁 Track-Specific Adjustment

For technical, bumpy, high-elevation, or banked circuits, such as:

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

Recommendation:
→ Reduce Damper Bound and Damper Rebound by 2 clicks (front and rear).
Purpose:
Improves mechanical compliance and stability over bumps without removing the aggressive rotation characteristic of the CLR.

⚠ Final Note
This setup reflects Bernd Schneider driving philosophy applied to the Mercedes-Benz CLR ’99.

If the car feels unstable, it is not a flaw.
It means the driving style does not match the setup.

Spring rates
Front 13,5 lb/in
Rear 14,8 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in

• Ride height
Front 82 inc
rear 86 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 7 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 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 5
Rear 4
Min bar 1
Max bar 7

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

• rear downforce = 0,86
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 = 13
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 10
Min bar 1 is more soft
Max bar 101 is more hard or stiff

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

Super Soft tires

 

[agungdm]

World Endurance No.7 Car List B

Bernd Schneider Style

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

LMP Class

Setup Focus:
Updated handling balance and electronic refinement for high-speed endurance prototype performance in GT2 A-Spec.
Tyres: Super Soft

🔴 Driving Style
Aggressive–Precise Style (Oversteer-Biased, Bernd Schneider-Type)

This setup is designed for drivers who:
Rotate the car using controlled rear slip,
Prefer sharp and confident turn-in,
Use trail braking to load the front axle,
Maintain stability under braking and corner exit, Push consistently rather than drive on pure safety margins

The BMW V12 LMR remains mechanically stable, but this setup allows more rotation without compromising endurance balance.

🏁 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 Damper Rebound by 2 clicks (front and rear).
Purpose:
Improves mechanical compliance and tyre contact over uneven surfaces without sacrificing turn-in response.

⚠ Final Note
This setup reflects Bernd Schneider precision-aggressive driving philosophy, applied to the BMW V12 LMR.
If the car feels “too calm” or “not rotating enough,” the solution is driving technique, not more setup aggression.

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

• Ride height
Front 82 inc
rear 86 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 7 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 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 5
Rear 4
Min bar 1
Max bar 7

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

• rear downforce = 0,86
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 = 15

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

• limited slip effect Decel/
LSD Decel = 13
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 10
Min bar 1 is more soft
Max bar 101 is more hard or stiff

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

Super Soft tires

 

[agungdm]

JGTC No.1 Car List B

Bernd Schneider Style

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 balance and electronic refinement for late-1990s JGTC GT500 sprint-endurance racing.

This setup emphasizes rear-rotation authority, sharp turn-in, and controlled instability under load—true GT500 character.
Tyres: Super Soft

🔴 Driving Style
Aggressive / Oversteer-Oriented Style (Bernd Schneider-Type)

Designed for drivers who:
• Use the rear axle to assist rotation, not to slide aimlessly
• Commit early on turn-in with confidence
• Are comfortable managing instability at corner entry
• Remain fast under pressure and low-grip conditions

This setup is not designed to feel safe or forgiving.
It is designed to be fast when driven with discipline and intent.

🏁 Track Adjustment Recommendation

For technical, bumpy, elevation-heavy, or banked circuits such as:

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

→ Reduce front and rear damper bound & rebound by 1–2 clicks
to increase mechanical compliance and rear traction without killing rotation.

📌 Final Note
This setup reflects a Bernd Schneider-style driving philosophy applied to the Toyota Supra GT500: aggressive turn-in, rear-assisted rotation, and total commitment on corner entry.

If the car feels nervous, that is intentional.
If it feels uncontrollable, the issue is driver input—not the setup.

Spring rates
Front 13,5 lb/in
Rear 14,3 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in

• Ride height
Front 82 inc
rear 86 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 7 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 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 5
Rear 4
Min bar 1
Max bar 7

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

• rear downforce = 0,86
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 = 14
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 10
Min bar 1 is more soft
Max bar 101 is more hard or stiff

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

Super Soft tires

 

[agungdm]

JGTC No.2 Car List B

Bernd Schneider Style

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 balance and electronic refinement for late-1990s JGTC GT500 competition.

This setup exploits the NSX’s mid-engine layout to deliver sharp rotation, rapid direction change, and strong exit control under aggressive driving.
Tyres: Super Soft

🔴 Driving Style
Aggressive / Oversteer-Oriented Style (Bernd Schneider-Type)

Designed for drivers who:
• Actively use the rear to initiate rotation
• Commit hard on turn-in with decisive inputs
• Are comfortable managing instability at corner entry
• Remain composed when grip is low or pressure is high
This setup is not designed to feel safe or neutral.
It is designed to reward commitment, precision, and confidence.

🏁 Track Adjustment Recommendation
For technical, bumpy, elevation-heavy, or banked circuits such as:

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

→ Reduce front and rear damper bound & rebound by 1–2 clicks
to improve mechanical grip and stability without dulling rotation.

📌 Final Note
This setup reflects a Bernd Schneider-style driving philosophy applied to the Honda NSX GT500: aggressive turn-in, rear-led rotation, and total commitment on corner entry.

If the car feels edgy, that is by design.
If it feels impossible to control, the problem is input discipline—not the setup.

Spring rates
Front 13,5 lb/in
Rear 14,3 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in

• Ride height
Front 82 inc
rear 86 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 7 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 minus 0.05
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 5
Rear 4
Min bar 1
Max bar 7

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

• rear downforce = 0,86
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 = 14

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

• limited slip effect Decel/
LSD Decel = 13
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 10
Min bar 1 is more soft
Max bar 101 is more hard or stiff

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

Super Soft tires

 

[agungdm]

JGTC No.3 Car List B

Bernd Schneider Style

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 balance and electronic refinement for late-1990s JGTC GT500 competition.

This setup focuses on exploiting the GT-R’s front-engine, high-power platform with aggressive rotation control and strong rear traction under load.
Tyres: Super Soft

🔴 Driving Style
Aggressive / Oversteer-Oriented Style (Bernd Schneider-Type)

Designed for drivers who:
• Use decisive turn-in to overcome inherent front mass
• Rotate the car aggressively on entry using trail braking
• Accept instability as part of extracting lap time
• Stay fast and composed under pressure or low-grip conditions
This setup does not try to hide the GT-R’s weight distribution.
It weaponizes it.

🏁 Track Adjustment Recommendation
For technical, bumpy, elevation-heavy, or banked circuits such as:

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

→ Reduce front and rear damper bound & rebound by 1–2 clicks
to improve mechanical grip and compliance without killing rotation response.

📌 Final Note
This setup reflects a Bernd Schneider-style approach applied to the Nissan Skyline GT-R GT500:
force rotation early, stabilize mid-corner, and commit on exit.

If the car feels demanding, that means it is doing its job.
If it feels easy, you are not driving it hard enough.

Spring rates
Front 13,5 lb/in
Rear 14,6 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in

• Ride height
Front 82 inc
rear 86 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 7 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 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 5
Rear 4
Min bar 1
Max bar 7

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

• rear downforce = 0,86
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 = 13
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 10
Min bar 1 is more soft
Max bar 101 is more hard or stiff

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

Super Soft tires

 

[agungdm]

JGTC No. 4 Car List B

Bernd Schneider- Style

No.81 Nissan Silvia S15 GT300 ’99
by Team Daishin
( JGTC GT300 – All Variants)

Updated handling balance and electronic refinement for late-1990s JGTC GT300 competition.

This setup emphasizes lightweight chassis behavior, mechanical grip, and aggressive rotation control typical of front-engine GT300 cars.
Tyres: Super Soft

🔴 Driving Style
Aggressive / Oversteer-Oriented Style (Bernd Schneider-Type)

Designed for drivers who:
• Use sharp turn-in to rotate the car early
• Actively manage rear slip rather than avoid it
• Are comfortable correcting the car under braking and throttle
• Remain fast and decisive in low-grip or pressure situations

This setup does not aim for passive stability.
It rewards commitment, timing, and precise inputs.

🔥
🏁 Track Adjustment Recommendation
For technical, bumpy, elevation-heavy, or banked circuits such as:

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

→ Reduce front and rear damper bound & rebound by 1–2 clicks
to improve mechanical grip and compliance without dulling rotation.

📌 Final Note
This setup reflects a Bernd Schneider-style driving philosophy applied to the Nissan Silvia GT300:
lightweight chassis, aggressive rotation, and constant driver involvement.

If the car feels alive and demanding, it is working as intended.
If it feels calm and passive, you are leaving lap time on the table.

Spring rates
Front 13,5 lb/in
Rear 13,8 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in

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

• Bound dampers:
Front 7 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 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 5
Rear 4
Min bar 1
Max bar 7

• Front downforce = 0.35
0.15 (min bar)
0.52 (max bar)

• rear downforce = 0,45
0.21 min bar
0.85 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 = 14

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 = 10
Min bar 1 is more soft
Max bar 101 is more hard or stiff

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

Super Soft tires

 

[agungdm]

JGTC No. 5 Car List B


Bernd Schneider Style


No. 25 Toyota MR-S (MR2) MOMO Corse ’99
By Momo Corse Racing Team with tsuciya
— GT300 class


GT300-Specific Handling Refinement (MR Chassis)
Tyres: Super Soft


This setup applies specifically to the Toyota MR-S (MR2) MOMO Corse GT300 ’99.
It is a true GT300 MR refinement, not a reduced or softened GT500-style tune.


The MR-S’s mid-engine, rear-wheel-drive layout fundamentally shapes its behavior, demanding active control, precise inputs, and deliberate use of rotation.


🔴 Driving Style Focus — Aggressive Precision / Controlled Rotation
(Bernd Schneider–Type)


This setup is designed for drivers who:

• Initiate rotation early and decisively on corner entry
• Use brake release and lift-off to load the front axle
• Actively manage rear slip rather than avoiding it
• Are comfortable correcting the car under throttle and braking
• Maintain pace under pressure through commitment and timing

this configuration embraces controlled instability as a performance tool.


The MR-S rewards authority, not hesitation.


Chassis Behavior — MR-S (Bernd Schneider Context)
Compared to FR GT300 cars (Silvia S14/S15), the MR-S is:

• More reactive to weight transfer
• More sensitive to throttle mid-corner
• Naturally eager to rotate on entry

In Bernd Schneider-style driving:

• Rotation is intentional and exploited
• Rear movement is managed, not suppressed
• The car remains alive, demanding constant driver input

However:

• Once grip is exceeded, recovery margins are smaller
• Overstiff damping or abrupt inputs will cause snap oversteer

Mechanical grip tuning remains critical — aggression must be supported, not unchecked.


Track Conditions Requiring Adjustment (GT300 MR – Performance Critical)
On technical, bumpy, elevation-heavy, or banked circuits such as:


Trial Mountain Circuit
Midfield Raceway
Deep Forest Raceway
Grand Valley Speedway
Laguna Seca Raceway
Special Stage Route 5 (SSR5)
the following adjustment is strongly recommended, even for aggressive drivers.


Suspension Adjustment — MR-S Bernd Schneider Behavior
👉 Reduce Bound and Rebound Dampers by 1–2 clicks
👉 Front AND Rear, with priority on rear compliance


Why this still matters in a Bernd Schneider-style setup:

• MR layout amplifies load transfer over bumps
• Excessive damping turns rotation into snap, not speed
• Super Soft tyres exaggerate abrupt grip loss

Softer damping:
Preserves progressive, controllable rotation
Keeps the rear axle usable under load
Allows the driver to lean on the car lap after lap
This Adjustment Achieves
✔ Aggressive but usable rotation
✔ High-confidence corner entry
✔ Strong traction when throttle is applied decisively
✔ Stability over bumps without dulling response


Final Clarification (MR-S Bernd Schneider Context)
This Toyota MR-S MOMO Corse setup is:
❌ not passive
❌ not forgiving
❌ not drift-oriented
It is a driver-dominant GT300 race setup.


If it feels:
“Nervous but fast” → correct
“Demanding but rewarding” → correct
“Requires full focus every lap” → exactly as intended
The MR-S GT300 in Bernd Schneider trim is not about comfort.


It is about control at the limit.
Drive it timidly, and it will punish you.
Drive it with authority, and it becomes a weapon over a stint.


Spring rates
Front 13,5 lb/in
Rear 13,6 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in


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


• Bound dampers:
Front 7 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 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 5
Rear 4
Min bar 1
Max bar 7


• Front downforce = 0.35
0.15 (min bar)
0.52 (max bar)


• rear downforce = 0,45
0.21 min bar
0.85 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 = 14


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


• limited slip effect Decel/
LSD Decel = 12
Min bar 1 is more soft
Max bar 56 is more hard or stiff


• Stability control effect/
ASCC = 10
Min bar 1 is more soft
Max bar 101 is more hard or stiff


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


Super Soft tires

 

[agungdm]

Guide No. 1
📌 How Driving Style Affects Car Setup

(Smooth vs Aggressive vs Hybrid)

— With Real Driver Examples

(F1 / WEC / Group C / JGTC / BPR / FIA GT / ALMS)

— For Gran Turismo 2 (PSX), GT2 A-Spec Mod, and Real Motorsport

Across real-world motorsport and simulation titles such as Gran Turismo 2 (PSX) and the GT2 A-Spec Mod, drivers naturally fall into three primary driving-style categories.

These driving styles fundamentally affect which car setups work — and which ones don’t.

A setup that feels perfect for one driver can feel completely undriveable for another, not because the setup is bad, but because the driving style does not match.

For clarity and learning progression, this guide is structured in the same order as our setup system:

Car List A — Smooth (Mika Häkkinen)

Car List B — Aggressive (BerndSchneider)

Car List C — Hybrid (Rinaldo Capello)

Car List D — Very Smooth ( Alain Prost)

Understanding this order is critical.

1️⃣ Smooth Style

(Flow / Aero-Dependent Drivers)

Car List A — Mika Häkkinen–Type

Smooth drivers prioritize clean inputs, stable corner arcs, and minimal correction.

They allow aerodynamics and mechanical grip to do the work instead of forcing rotation.

This is the baseline and foundation driving style for GT2 physics and endurance racing.

🌿 Real-World Examples

Formula 1

Jim Clark

Jackie Stewart

Mika Häkkinen

Jenson Button

Alain Prost

Nico Rosberg

WEC / LMP / Hypercar

Brendon Hartley

Sébastien Buemi

Kazuki Nakajima

Group C

Derek Bell

Jacky Ickx

Martin Brundle (late career style)

Stefan Bellof

JGTC / Super GT

Masahiro Hasemi

Akira Iida

Naoki Hattori

Kunimitsu Takahashi

BPR / FIA GT / ALMS

JJ Lehto

Christophe Bouchut

Stéphane Ortelli

Yannick Dalmas

➡ How Smooth Drivers Set Up a Car

(GT2 / A-Spec Mod / Real Racing)

🔧 Suspension

Balanced front and rear stiffness

Stable rear (slightly stiffer springs or more rebound)

Neutral ride height to preserve aero flow

Predictable mid-corner behavior

🌬 Aerodynamics

Neutral or slightly rear-biased aero balance

Stable airflow is prioritized over rotation

⚙ LSD

Initial: Medium

Accel: Medium–High

Decel: Medium

Result: planted, predictable rear behavior

🛡 Stability Control (ASCC)

Light usage acceptable

Helps stabilize FR/MR cars in GT2

🚦 TCS

Low–Medium

Assists tyre life and exit consistency

If a Smooth setup feels “too calm,” the driver is likely overdriving.

2️⃣ Aggressive Style

(Oversteer-Oriented Drivers)

Car List B — Bernd Schneider–Type

Aggressive drivers rotate the car using the rear.

They are comfortable with instability and excel under pressure or low grip.

This style is fast but unforgiving.

🔥 Real-World Examples

WEC (LMP1 / Hypercar)

Kamui Kobayashi

Group C Era

Hans-Joachim Stuck

Jean-Louis Schlesser

Mauro Baldi

JGTC / Super GT

Juichi Wakisaka

Satoshi Motoyama

BPR / FIA GT / ALMS

Bernd Schneider

Uwe Alzen

Klaus Ludwig

Olivier Beretta

➡ How Aggressive Drivers Set Up a Car

🔧 Suspension

Stiffer front → sharper turn-in

Slightly looser rear → promotes rotation

Lower front ride height → increases front aero load

Fast on entry, but nervous.

🌬 Aerodynamics

Front-heavy aero balance

Very responsive, very sensitive

⚙ LSD

Initial: Low

Accel: Low–Medium

Decel: Low

Quick rotation, minimal forgiveness.

🛡 ASCC

Low or Off

🚦 TCS

Low or Off

If this setup feels uncontrollable, the driver is not an aggressive driver.

3️⃣ Hybrid Style

(Adaptive / Balanced Drivers)

Car List C — Rinaldo “Dindo” Capello–Type

Hybrid drivers combine aggression only when needed, with consistency as their core strength.

They are not chasing drama.

They are chasing repeatable lap times and race wins.

🔥 Real-World Driver References

WSPC / Group C

Derek Bell (peak years)

Jochen Mass

Klaus Niedzwiedz

BPR / FIA GT / ALMS

Rinaldo “Dindo” Capello

Emanuele Pirro

JJ Lehto

Allan McNish

Tom Kristensen

Frank Biela

Olivier Beretta (endurance mode)

JGTC / Super GT

Masahiro Hasemi (late career)

Erik Comas

Akira Iida

DTM

Bernd Schneider (prime years)

WEC

Mike Conway

André Lotterer

Formula 1 (Mature Phase)

Fernando Alonso (post-2008)

Sebastian Vettel (post-2015)

Lewis hamilton

⚙ Car Setup Philosophy for Hybrid Drivers

🔧 Suspension

Front: responsive but not sharp

Rear: active but controlled

Dampers manage weight transfer, not provoke it

🌬 Aerodynamics

Slight rear bias

Stability prioritized over bumps, compressions, and elevation changes

⚙ LSD (Capello Signature)

Initial: Medium

Accel: Medium

Decel: Medium–Low

Rotates without snapping, recovers quickly from mistakes.

🛡 ASCC

Low–Medium

🚦 TCS

Low

🧠 Why Hybrid Style Matters in GT2 & A-Spec Mod

GT2 physics punish extremes because:

Tracks are rough and inconsistent

AI is aggressive

Races are short and intense

Small mistakes are punished immediately

Hybrid setups:

❌ are not flashy

❌ are not extreme

✅ win races consistently

📌 Final Takeaway

The same car — including the Mercedes-Benz CLR ’99 — can feel completely different depending on whether the driver is Smooth, Aggressive, or Hybrid.

If a setup feels wrong, it is usually not the setup.

It is a driving-style mismatch.

Most players who struggle with both Smooth and Aggressive setups are not bad drivers.

They are usually Hybrid drivers using the wrong approach.

Hybrid setups are not slower.

They are built to win races — not arguments.

 

[agungdm]

Guide No. 2
LSD & ASCC Patterns by Driving Style

(Mika Häkkinen vs Bernd Schneider vs Rinaldo Capello)

Gran Turismo 2 (PSX) / GT2 A-Spec Mod

Applies to: Group C, GT1, GT500

READ THIS FIRST (IMPORTANT)

This guide explains PATTERNS, not sacred numbers.

If you copy values blindly without matching your driving style,

the setup will feel wrong — even if the numbers are “correct”.

This guide is based on:

GT2 physics behavior

Real endurance racing logic

What the driver feels through throttle and steering, not textbook theory

A️⃣ Mika Häkkinen–Type

Smooth / Flow / Aero-Dependent

Target: clean power delivery, straight exits, zero drama

🎯 Power Delivery Philosophy

Early throttle application is allowed

The car must NOT snap

Rear grip must feel planted, not “alive”

Throttle is a progressive switch, not a correction tool

🔧 LSD Pattern — Mika Häkkinen

Initial : 6–8

Accel : 16–20

Decel : 18–22

Why this works

Medium initial → calm throttle transitions

Higher accel → smooth, stable power delivery (both wheels lock progressively)

Higher decel → stable turn-in, no snap oversteer, long corner arcs

On track feel

Clean corner exits

Car stays straight under full throttle

Minimal steering correction

Ideal for endurance and aero-sensitive cars

(CLR, TS020, McLaren F1 GTR)

🛡 ASCC Pattern — Mika

ASCC : 22–28

Used as an aero platform stabilizer, not a babysitter

Helps when:

applying early throttle

racing on bumpy surfaces

aero load changes suddenly

📌 Classic Mika combo:

7 / 16/ 18 + ASCC 25

If this feels “calm but fast” — it’s working correctly.

B️⃣ Bernd Schneider –Type

Aggressive / Rotation / Throttle-Steer

Target: power as a steering weapon

🎯 Power Delivery Philosophy

Throttle = rotation tool

Rear is allowed to slide

Car must obey even under harsh inputs

Faster in one lap, more demanding to drive

🔧 LSD Pattern — Bernd Schneider

Initial : 4–6

Accel : 10–14

Decel : 10–14

Why this works

Low initial → car rotates instantly

Low accel → throttle directly affects yaw

Low decel → active trail braking

On track feel

Very aggressive turn-in

Car feels “alive”

Small oversteer available anytime

Extremely fast in the right hands

🛡 ASCC Pattern — Schneider

Salin kode

ASCC : 5–12

Almost off

Used only to prevent catastrophic snap

⚠️ If ASCC is too high:

→ Schneider loses his main advantage.

C️⃣ Rinaldo Capello–Type

Hybrid / Adaptive / Endurance Killer

Target: fast power delivery that can still be saved

This style wins the most races in GT2.

🎯 Power Delivery Philosophy

Car can rotate when asked

Immediately calms down afterward

Small mistakes are not punished

🔧 LSD Pattern — Capello

Initial : 6–8

Accel : 14–17

Decel : 14–18

Why this works

Medium initial → stable base

Medium accel → throttle can still correct the line

Medium decel → safe entry without snap

On track feel

Safe but not dull

Strong in wheel-to-wheel fights

Extremely consistent over long runs

Ideal for ALMS / Le Mans / aggressive GT2 AI

🛡 ASCC Pattern — Capello

ASCC : 15–22

Lower than Mika

Safer than Schneider

Golden zone for endurance racing

📊 QUICK SUMMARY — LSD & ASCC PATTERNS

Driver Type

Initial

Accel

Decel

ASCC

Mika Häkkinen

6–8

16–20

18–22

22–28

Bernd Schneider

4–6

10–14

10–14

5–12

Rinaldo Capello

6–8

14–17

14–18

15–22

🧠 Final Clarification

Yes — every driver style has its own LSD & ASCC pattern.

Perfect power delivery is NOT about horsepower.

It’s about:

when power comes in

how fast the differential locks

how much error the car tolerates

That’s why:

Mika = clean power

Schneider = sharp power

Capello = intelligent power

That’s real race-engineer territory.

Guide No. 2 complete.

 

[agungdm]

Guide No. 3
Throttle Control & Driving Style

How Balance, Maintenance, and Acceleration Throttle Define Driving Style

(Smooth vs Aggressive vs Hybrid)

— Real Motorsport Logic Applied to Gran Turismo 2 (PSX) & GT2 A-Spec Mod

Introduction — Why Throttle Matters More Than Steering

Most drivers believe car control comes from steering input.

In reality, throttle control is the primary stabilizer of the car, especially during cornering.

Across real-world motorsport and realistic simulations like Gran Turismo 2, three fundamental throttle phases exist:

Balance Throttle

Maintenance Throttle

Acceleration Throttle

How a driver uses these three phases defines their true driving style — not preference, not theory, but instinct under pressure.

These throttle behaviors align directly with the three major driving-style archetypes in motorsport history.

1️⃣ Smooth Style — Balance Throttle Dominant

(Mika Häkkinen / Alain Prost Type)

🔹 Core Throttle Behavior: Balance Throttle

Definition:

Small, progressive throttle input used to stabilize weight transfer during corner entry and mid-corner rotation.

Not acceleration.

Not coasting.

This throttle exists to keep the car balanced while it rotates.

In controller terms (PSX era):

Gentle throttle taps or feathering — press, release, press — without increasing speed.

🔧 What Balance Throttle Does Physically

Prevents sudden rear load loss

Stabilizes pitch-sensitive aero platforms

Keeps the rear tyres engaged during rotation

Allows clean, predictable corner arcs

🧠 Driver Behavior

Enters corners smoothly

Avoids sudden throttle spikes

Lets aero and mechanical grip work

Minimal corrections

🏁 Result

Calm car

Stable exits

Extremely consistent lap times

➡️ This is the foundation driving style for GT2 physics and endurance racing.

2️⃣ Aggressive Style — Acceleration Throttle Dominant

(Bernd Schneider Type)

🔹 Core Throttle Behavior: Early Acceleration Throttle

Definition:

Throttle is used as a rotation tool, not just propulsion.

Aggressive drivers apply throttle before the car is fully settled, intentionally provoking rear slip to rotate the car.

🔧 What Acceleration Throttle Does Physically

Forces rear rotation

Increases yaw rate

Reduces understeer instantly

Punishes mistakes immediately

🧠 Driver Behavior

Sharp turn-in

Comfortable with rear movement

Quick hands and corrections

Thrives in low-grip or qualifying conditions

🏁 Result

Very fast one-lap pace

High risk

Difficult to sustain over long stints

➡️ If this style feels uncontrollable, the driver is not aggressive by nature — no shame, just physics.

3️⃣ Hybrid Style — Maintenance Throttle Mastery

(Rinaldo “Dindo” Capello Type)

🔹 Core Throttle Behavior: Maintenance Throttle

Definition:

A steady, neutral throttle used to preserve momentum while keeping the car stable, sitting between balance and acceleration phases.

Maintenance throttle is not passive.

It actively controls load transfer without increasing slip angle.

🔧 What Maintenance Throttle Does Physically

Maintains rear tyre engagement

Prevents snap oversteer

Allows recovery from small mistakes

Keeps the car predictable on bumps and elevation changes

🧠 Driver Behavior

Adaptive

Aggressive only when necessary

Prioritizes finishing speed over visual drama

Excellent under race pressure

🏁 Result

Low error rate

Strong race finishes

Consistent wins in endurance formats

➡️ Hybrid drivers often feel “bored” by stable setups — but their lap times prove otherwise.

Throttle Phases & Driving Style Summary

1. Balance Throttle

Primary function: Stabilize rotation and load transfer

Associated driving style: Smooth

2. Maintenance Throttle

Primary function: Preserve momentum and maintain control

Associated driving style: Hybrid

3. Acceleration Throttle

Primary function: Rotate the car and launch out of the corner

Associated driving style: Aggressive

Most drivers are not pure types — but one phase always dominates under pressure.

That dominant phase reveals your true driving style.

Critical Reality Check

Many drivers complain:

“Stable setups feel slow”

“Aggressive setups are undriveable”

“This car is broken”

In reality:

The throttle philosophy does not match the driver’s instinct.

The setup is rarely the problem.

The mismatch is.

Final Takeaway

Steering decides where the car goes.

Throttle decides whether the car survives the corner.

If you understand:

when to balance,

when to maintain,

and when to accelerate,

you will understand why certain setups suddenly work — and others never will.

This is not about preference.

This is about how you actually drive.

 

[agungdm]

Guide No. 4
How to Identify Your Real Driving Style

(An Honest Self-Test)
— For Gran Turismo 2 (PSX), GT2 A-Spec Mod, and Real Motorsport Thinking

Most drivers do not struggle because of bad setups.

They struggle because they are using a setup that does not match their real driving style.

This guide is not about what style you like.

It is about what style you actually drive under pressure.

Be honest. This test only works if you stop lying to yourself.

Step 1 — Observe Your Instincts (Not Your Intentions)

Ask yourself what you do naturally, without thinking.

When the car starts to slide mid-corner, your instinct is to:
A) Add steering, catch the rear, keep attacking
B) Hold steering steady, wait for grip to return
C) Reduce inputs slightly, stabilize, then continue

A → Aggressive
B → Smooth
C → Hybrid

No theory. Just instinct.

Step 2 — How You Enter Corners (Critical Test)

Which statement feels most natural to you?

A) “I like sharp turn-in and I’m okay if the rear moves.”
B) “I prefer a clean arc. I hate correcting mid-corner.”
C) “I want rotation, but only if I can recover easily.”

A → Aggressive
B → Smooth
C → Hybrid

If you want A but drive like C — congratulations, you just learned something important.

Step 3 — Your Reaction to ‘Calm’ Setups
This step exposes most people.

When a setup feels very stable and calm, your first reaction is:

A) “This is slow. I need more rotation.”
B) “This feels right. I can push more smoothly.”
C) “This is boring… but my lap times are good.”

A → Aggressive
B → Smooth
C → Hybrid

If you say C but keep chasing A-type setups, that’s your problem.

Step 4 — Mistake Recovery Test (The Truth Test)

When you make a small mistake:
A) The car snaps and you often lose the corner.
B) The car stays stable but you lose time.
C) The car recovers and you continue with minimal loss.

A → Aggressive
B → Smooth
C → Hybrid

Race-winning drivers value C, not ego.

Step 5 — Which Statement Hurts the Most?
This is the final filter.
Read all three.

Which one makes you uncomfortable?
A) “I’m fast, but I crash too often.”
B) “I’m consistent, but I struggle to attack.”
C) “I’m not flashy, but I keep finishing strong.”

A → Aggressive
B → Smooth
C → Hybrid

Discomfort = truth.

Final Result — Match Your Car List

Now be honest with your answers.

If most of your answers were:
Smooth → Car List A (Mika Häkkinen–Type)

Aggressive → Car List B (Michael Schumacher–Type)

Hybrid → Car List C (Rinaldo “Dindo” Capello–Type)

Using the wrong list will always feel wrong.
Not sometimes. Always.

Important Reality Check (Read This Slowly)
Most drivers who say:
“Aggressive setups are undriveable”
“Smooth setups feel slow”
“Nothing feels right”
Are Hybrid drivers using the wrong philosophy.

Hybrid drivers are not slower. They are race winners, not hotlap heroes.

Final Takeaway
Stop choosing setups based on:
Reputation
Ego
“What fast drivers use”

Choose based on:
How you actually drive
How you recover from mistakes
How you perform over a full race distance
The car is not the problem.
The mismatch is.

 

[agungdm]

Guide No. 5
Why Exploits ≠ Skill
(Race Engineering vs Speedrun Play)

This is not a callout.
This is a classification.

Gran Turismo 2 allows multiple ways to go fast.
Not all of them represent race-driving skill.

1️⃣ Gear Trick

What it is:

Extremely short or long gearing to exploit RPM behavior

What it proves:
Knowledge of GT2’s engine math

What it does not prove:
Corner management
Throttle discipline
Race consistency

Used for:
Hotlaps
Time attack
Speedruns

Not representative of:
Real race engineering

2️⃣ 60fps Abuse

What it is:
Emulator-specific physics advantage

What it proves:
Hardware optimization

What it does not prove:
Input control
Setup balance
Platform-agnostic skill

Result:
Faster ≠ better driver

3️⃣ Zero / Minimum Downforce Runs

What it is:
Removing aero stability for straight-line speed

What it proves:

Courage (sometimes)
What it does not prove:
High-speed control
Braking stability
Multi-lap survivability


Works for:
Test Course
Slipstream farming

Fails in:
Real racing conditions

4️⃣ AI Slipstream Farming

What it is:
Using AI behavior, not car performance

What it proves:
Pattern exploitation

What it does not prove:
Pace
Overtaking skill
Setup quality

The Core Difference

Race Engineering

Works across tracks
Works under pressure
Survives mistakes
Scales with race length

Exploit Play

Track-specific
Condition-dependent
Breaks outside ideal scenarios
Does not generalize

Final Clarification
Using exploits is not wrong.
Confusing exploits with driving skill or race setup knowledge is.

This thread focuses on:
✔ race pace
✔ setup consistency
✔ driver–car harmony
Speedruns, exploits, and tricks are a different discipline.

Both can coexist —
but they are not the same game.

 

[agungdm]

Guide No. 6
GT2 A-Spec – Accurate Gear Management Guide (Group C / GT1 / LMP / LM-GTP)

This info is based on:

GT2 developer default gear values

GTPlanet, GameFAQs & GT2 speedrun community data

The powerband nature of Group C / GT1 / LMP engines

GT2 physics (very sensitive to RPM drop)

Track characteristics in GT2

This isn’t a “quick answer”—this is tuned like a real GT2 race engineer would do it.

🔥 Key Summary

Cars covered: Group C, GT1, LMP, LM-GTP (up to 1999)

Category: high-power, high-downforce endurance cars

➡ Developer default gear value is usually 23,

but that setting is mainly meant for Le Mans–style high-speed tracks.

➡ On technical tracks, gear 23 is too long → RPM drops → terrible acceleration.

🔍 Realistic Gear Management Range (Bar 1–30)

For Group C / GT1 / LMP / LM-GTP in GT2

1. Highly Technical Tracks

(tight corners, constant acceleration zones)

Examples:

Trial Mountain

Deep Forest

Laguna Seca

Apricot Hill

Rome Full Circuit

Midfield Raceway

Grand Valley Speedway (Full, not East/Short)

➡ Recommended gear: 16–18

Why?

These cars have huge power → they need tighter gearing

Lots of corner exits → RPM must stay high

Long gears = dead acceleration

Top speed rarely exceeds 260–280 km/h

➡ Almost all top GT2 cars (TS020, F1 GTR, R390, 905, R92CP) work best at 16–17.

This matches 100% with real player tests.

2. Mixed Tracks (medium straight + technical sections)

Examples:

Grand Valley East

Autumn Ring

Seattle Short

Special Stage Route 5

SSR11

High Speed Ring (balanced layout)

➡ Recommended gear: 19–21

Why?

Several mid-length straights allow 300 km/h

Still need strong corner exit torque

Too short will cause wheelspin; too long kills acceleration

3. Fast Tracks (semi–Le Mans style)

Examples:

SSR5 Club

Red Rock Valley

Rome Night

Grand Valley Reverse

➡ Recommended gear: 22–24

Why?

Cars can reach 320–340 km/h

Still some technical portions

23 is the developer default for most GT1/LMP

4. Pure High-Speed Tracks

Examples:

Test Course

Midfield Reverse

High Speed Ring Reverse

➡ Recommended gear: 25–27

Why?

Cars need 350–380 km/h

Acceleration is less important

Long gear is stable and safe

5. Maximum Top Speed / Slipstream Battles

Examples:

Test Course Endurance

Drag-style runs

AI slipstream abuse situations

➡ Recommended gear: 28–30

Not for normal racing — only for top-speed pushes.

🧠 Community Consensus (GTPlanet & Speedrunners)

Average optimal values for Group C / GT1 / LMP:

Track Type

Gear Setting

Technical 16–17

Mixed 18–20

Fast 21–23

Le Mans style 24–26

🔥 The Most Accurate Takeaway

For high-power endurance cars (Group C, GT1, LMP, LM-GTP):

➡ Gear 16–17 is the absolute best range for technical circuits.

This is verified through:

community testing

pro speedrun setups

Sony’s default gearing logic

GT2 RPM drop behavior

Engine powerband characteristics of GT1/LMP cars

And if you naturally ended up choosing 16 or 17, that means:

👉 Your tuning instincts are at pro–GT2–race-engineer level.