Gran Turismo 2 A-Spec Mod Setups

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🔧 Guide No. 7
JGTC GT500 ’99 Version Gear Management
(Gran Turismo 2 A-Spec Mod)

📌 GT500 ’99 Technical Context (READ THIS FIRST)

Cars covered:
NSX GT500 ’99 — NA, MR
Supra GT500 ’99 — Turbo, FR
Skyline R34 GT500 ’99 — Turbo, FR

Common characteristics:
Power: ~460–500 hp
Weight: ~2425 lb
Downforce: Medium
Powerband: Narrow
Design goal: Acceleration + stability, not top speed

➡️ GT500 is NOT an endurance prototype
➡️ RPM drop = cardinal sin

🔥 Key Summary (GT500 Edition)
Default Gear 23 = WRONG CONTEXT
GT500 cars live on RPM
Gearing too long = dead car
Gearing too short = tire abuse & instability

➡️ GT500 sweet spot: 16–18
If you’re using 21+ and thinking
“This car feels stupid”
→ It’s not the car. Your gears are too long.
🔍 Realistic Gear Management Range (GT500 ONLY)

1️⃣ Highly Technical Tracks
Tight, bumpy, stop-and-go
Examples:
Trial Mountain
Deep Forest
Laguna Seca
Rome Full
Midfield Raceway
Grand Valley Speedway (Full)
➡️ Recommended Gear: 16–17

Why:
Corner exits dominate lap time
RPM must stay in the powerband
Top speed rarely exceeds 260 km/h
Perfect for GT2’s “dirty” tracks

🧠 Notes:
NSX → 17 is the safest
Supra / R34 → 16–17 depending on throttle discipline

2️⃣ Mixed Tracks
Straights exist, but still technical
Examples:
Special Stage Route 5
SSR11
Seattle Short
Autumn Ring
Grand Valley East
➡️ Recommended Gear: 17–18

Why:
Acceleration still critical
Straights allow 280–300 km/h
18 is the upper practical limit for GT500
➡️ 18 = MAXIMUM SANE VALUE

3️⃣ Fast Tracks (Semi High-Speed)
Examples:
SSR5 Club
Red Rock Valley
Rome Night
➡️ Recommended Gear: 18–19

⚠️ Use 19 ONLY if:
Long straights dominate
Tires are still healthy
You need breathing room up top
If 19 kills corner exit → go back to 18.
GT500 engines do not have torque to hide gearing mistakes.

4️⃣ High-Speed Tracks (Rare for GT500)
Examples:
Test Course
High Speed Ring Reverse
➡️ Recommended Gear: 20–21 (situational)

⚠️ This is NOT normal racing.
This is for:
Slipstream abuse
Top-speed events
Weird GT2 scenarios

❌ Gear 22–30
➡️ TRASH. DELETE. IGNORE.
Not relevant for:
JGTC
GT500
GT2 circuits
Real racing

If someone argues:
“But top speed is higher”
Answer:
Lap time is slower. End of discussion.

📊 GT500 ’99 Gear Summary
Track Type
Gear
Technical
16–17
Mixed
17–18
Fast
18–19
High-Speed
20–21 (rare)

➡️ Most races are won at 17–18
🧠 Final Takeaway (No Sugarcoating)
Guide No. 8 For GT500:
Narrow the range
Prioritize RPM, not top speed
If you naturally cap out at gear 18 →
👉 that means your setup logic is healthy and correct.
 
Guide No. 8 JGTC GT300 ’99
(Gran Turismo 2 – Hardcore / Competitive Play)

Gear manajement guide

📌 Technical Context (Read This First)
Cars covered (GT300 ’99 examples):
Momo Corse (~330 hp)
RX-7 RE Amemiya (~330 hp)
RX-7 Okura (~295 hp)
Daishin Silvia S15 (~345 hp)

Common characteristics:
Power: 290–350 hp
Weight: 2300–2500 lb
Moderate downforce
Narrow powerband
Low torque compared to GT500

➡️ GT300 cars do NOT win with top speed
➡️ They win with RPM continuity and corner exit
RPM drop = race over.

🔥 Key Summary (GT300 Edition)
Factory default gear (15) = too long
Long gears kill acceleration and duel capability
Short gears keep the engine alive and responsive

➡️ GT300 sweet spot: Gear 11–13
If your car feels “slow” at gear 12 —
it’s not the car, it’s your right foot.
🔍 Universal Gear Range — GT300 ’99

1️⃣ Highly Technical / Bumpy Tracks
Tight corners, elevation, constant exits
Examples:
Trial Mountain
Deep Forest Raceway
Midfield Raceway
Laguna Seca
Rome Full Circuit
Grand Valley Speedway (Full)
➡️ Recommended Gear: 11–12

Why:
Frequent corner exits
RPM must stay in powerband
Top speed rarely exceeds 240–260 km/h
Best for wheel-to-wheel combat
➡️ Gear 12 = default race weapon

2️⃣ Mixed Tracks
Medium straights + technical sections
Examples:
Special Stage Route 5
SSR11
Seattle Circuit
Autumn Ring
Grand Valley East
➡️ Recommended Gear: 12–13

Why:
Still exit-focused
Slightly longer straights (270–290 km/h)
Gear 13 is the upper practical limit
⚠️ If gear 13 kills exit speed → go back to 12.

3️⃣ Fast Tracks (Situational)
Not ideal for GT300, but sometimes required
Examples:
Red Rock Valley
Rome Night
➡️ Recommended Gear: 13–14

⚠️ Use only if:
Track has long uninterrupted straights
Tyres are stable
You need top-end breathing room
If acceleration feels dead → wrong gear.

🚫 Forbidden Zone
Gear 15+
Not suitable for:
GT300 racing
Duel situations
Bumpy GT2 tracks
Realistic JGTC behavior

If someone says:
“But my top speed is higher”
Answer:
“And your lap time is slower.”

📊 Quick Reference Table
Track Type
Gear
Technical / Bumpy
11–12
Mixed
12–13
Fast (Rare)
13–14
Anything above

❌
➡️ Most races are won at Gear 12
🧠 Final Takeaway (No Ego, Just Physics)
GT300 cars live on RPM continuity
Torque is limited → gearing must compensate
Short gears = alive engine = faster exits
If you naturally end up at gear 12
👉 your tuning logic is correct

This is universal, not car-specific. Fine tuning comes later.
 
World Endurance – No.1 Car List E

Tom Kristensen–Style Endurance Configuration

No.61 Kouros Sauber-Mercedes C9 '87

By Sauber Team — Group C

GT2 A-Spec Mod

---

Refined Handling & Aero Platform Discipline

High-Speed Stability / Commitment / Endurance Control

This configuration applies to the Sauber C9 ’87 running Super Soft tyres.

The C9 is not unstable.

It is one of the most aerodynamically efficient Group C cars of its era.

But efficiency only works when the platform is controlled at speed.

This setup is built around high-speed commitment and sustained aerodynamic load — consistent with a Kristensen-style endurance approach.

---

Driving Philosophy — Composed but Assertive

Designed for drivers who:

Commit early under braking

Trust aerodynamic grip at speed

Use clean, decisive steering inputs

Minimize unnecessary corrections

The C9 is strongest in fast sections where aero load builds progressively.

The key is confidence without recklessness.

You do not hesitate on entry.

You commit — and allow the downforce to stabilize the car.

The platform must remain settled for the aero to function correctly.

---

Track-Specific Adjustment

On technical or uneven circuits such as:

Trial Mountain

Midfield Raceway

Deep Forest Raceway

Grand Valley Speedway

Laguna Seca

Special Stage Route 5

Suspension Adjustment — Aero Platform Control

→ Reduce BOTH Bound and Rebound dampers by 2 clicks

→ Front AND Rear

This is recommended when surface variation disrupts vertical stability.

---

Technical Rationale

The C9 generates substantial downforce when ride control remains consistent.

If damping is too stiff:

Vertical oscillation disrupts aero balance

Load spikes destabilize high-speed sections

Grip becomes inconsistent over elevation changes

Super Soft tyres amplify this sensitivity.

Reducing damping:

Allows the chassis to follow surface changes

Preserves aerodynamic efficiency

Maintains stability under compression

Improves confidence during long stints

The objective is controlled compliance without sacrificing high-speed authority.

---

Final Clarification

The Sauber C9 is not:

A car that needs aggressive steering correction

A platform suited to erratic inputs

Built for theatrical driving

It rewards:

Commitment at speed

Aerodynamic trust

Endurance discipline

If the car feels planted and fast in high-speed sections, it is operating correctly.

If it feels nervous, the platform is unsettled.

The strength of the C9 is not drama.

It is sustained speed, confidence under load, and precision over distance.

Spring rates

Front 13,2 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 5 in

rear 4 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 = 9

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

• Deceleration limited slip effect /

LSD Decel = 16

Min bar 1 is more soft

Max bar 56 is more hard or stiff

• Stability control effect/

ASCC = 22

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
 
World Endurance – No.2 Car List E

Tom Kristensen–Style Endurance Configuration

No.85 Nissan R90V '90

By Nissan Motorsport Team — Group C

GT2 A-Spec Mod

---

Refined Handling & Turbo Control

High-Speed Commitment / Boost Discipline / Endurance Stability

This configuration applies to the Nissan R90V ’90 running Super Soft tyres.

The R90V is turbocharged, but it is not a boost-on/boost-off weapon.

It is a high-speed endurance prototype that rewards commitment, discipline, and mechanical stability.

Its performance comes from sustained speed and controlled turbo application — not aggressive rotation or late braking theatrics.

This setup is built around maintaining platform stability at speed and deploying boost with precision.

---

Driving Philosophy — Committed and Controlled

Designed for drivers who:

Brake decisively but smoothly

Commit early to corner entry

Maintain steady steering inputs

Apply throttle progressively to manage boost

Protect momentum through transitions

The R90V performs best when the chassis remains settled and the turbo is fed cleanly.

Abrupt throttle inputs disturb rear stability.

Over-rotation costs exit speed.

The goal is to enter with confidence, stabilize mid-corner, and accelerate cleanly without overwhelming rear traction.

High-speed sections are where this car earns time.

---

Track-Specific Adjustment

On technical or uneven circuits such as:

Trial Mountain

Midfield Raceway

Deep Forest Raceway

Grand Valley Speedway

Laguna Seca

Special Stage Route 5

Suspension Adjustment — Platform Stability

→ Reduce BOTH Bound and Rebound dampers by 2 clicks

→ Front AND Rear

This adjustment protects momentum on surfaces that disturb vertical load.

---

Technical Rationale

The R90V’s turbo efficiency depends on stable load transfer and continuous acceleration.

If damping is too stiff:

Vertical load spikes unsettle the chassis

Rear traction becomes inconsistent under boost

RPM drops during surface transitions

Speed is lost in medium-speed sections

Super Soft tyres increase sensitivity to these disturbances.

Reducing damping:

Improves tyre contact consistency

Stabilizes throttle application under boost

Preserves mid-corner speed

Maintains aero and mechanical balance over elevation changes

The objective is controlled compliance without sacrificing high-speed authority.

---

Final Clarification

The Nissan R90V ’90 is not:

A car that rewards brute-force throttle use

A late-braking hero machine

Forgiving when momentum is interrupted

It rewards:

Decisive commitment

Controlled boost application

Mechanical discipline

Endurance consistency

If it feels stable and strong in high-speed sections, it is operating correctly.

If it feels sluggish, you are likely interrupting momentum or mismanaging boost.

The R90V wins through sustained pace, controlled aggression, and confidence under load — exactly how endurance races are decided.

Spring rates

Front 13,2 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 5 in

rear 4 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 = 9

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

• Deceleration limited slip effect /

LSD Decel = 16

Min bar 1 is more soft

Max bar 56 is more hard or stiff

• Stability control effect/

ASCC = 22

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
 
World Endurance – No.3 Car List E

Tom Kristensen–Style Endurance Configuration

No.230 Mazda 767B '91
By Mazdaspeed Team — Group C
GT2 A-Spec Mod

---

Refined Handling & Rotary Momentum Control

Commitment / Rhythm / Sustained Pace

This configuration applies to the Mazda 767B ’91 running Super Soft tyres.

The 767B is fundamentally different from turbocharged Group C cars.
There is no boost surge to recover lost speed. Everything depends on maintaining momentum and keeping the rotary engine in its effective RPM range.

This setup is structured around endurance discipline: protect speed, preserve flow, and commit early with confidence.

---

Driving Philosophy — Decisive and Rhythmic

Designed for drivers who:

Commit early on entry without hesitation

Maintain continuous steering arcs

Protect RPM through transitions

Avoid unnecessary braking corrections

Accelerate progressively to preserve balance

The rotary engine rewards uninterrupted rhythm.

If you hesitate mid-corner or over-slow the car, recovery is costly. The engine does not provide torque spikes to mask mistakes.

The objective is simple: maintain speed through precision.

High-speed sections and flowing sequences are where this car builds advantage.

---

Track-Specific Adjustment

On technical or uneven circuits such as:

Trial Mountain

Midfield Raceway

Deep Forest Raceway

Grand Valley Speedway

Laguna Seca

Special Stage Route 5

Suspension Adjustment — Momentum Protection

→ Reduce BOTH Bound and Rebound dampers by 2 clicks
→ Front AND Rear

This adjustment maintains platform stability over vertical load changes.

---

Technical Rationale

The 767B depends on sustained RPM and chassis composure.

If damping is too stiff:

Vertical load spikes disrupt tyre contact

Momentum drops over elevation changes

RPM falls below the optimal range

Mid-corner speed suffers

Super Soft tyres increase sensitivity to these load variations.

Reducing damping:

Keeps the chassis settled over bumps

Maintains tyre contact consistency

Preserves RPM continuity

Improves long-run stability

The goal is not softness. It is uninterrupted pace.

---

Final Clarification

The Mazda 767B ’91 is not:

A torque-driven brute

A late-braking weapon

Forgiving when speed is lost

It rewards:

Commitment

Mechanical discipline

Continuous rhythm

Endurance focus

If it feels underpowered, momentum is being interrupted.
If it feels smooth and deceptively fast over a stint, it is operating correctly.

The 767B wins through sustained speed, controlled inputs, and the ability to carry pace lap after lap — exactly how endurance races are decided.

Spring rates
Front 13,8 lb/in
Rear 15,2 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 6 in
rear 6 in .
Min bar 1
Max bar 10

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

• Camber:
Front 2.0 degree
rear 1.2 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 = 10
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

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

• Stability control effect/
ASCC = 22
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
 
World Endurance – No.4 Car List E

Tom Kristensen–Style Endurance Configuration

No.9 McLaren F1 GTR Longtail '97 — BMW Motorsport (LMGT1)

No.30 McLaren F1 GTR Longtail '99 — Team Take One (JGTC GT500)

GT2 A-Spec Mod

---

Refined Aero Stability & Endurance Balance

High-Speed Confidence / Platform Discipline / Long-Run Authority

This configuration refines handling consistency, aerodynamic balance, and load control for both Longtail variants.

Despite different regulations, both cars share defining traits:

Long wheelbase

Rear-biased aerodynamic stability

Strong mechanical foundation

High sensitivity to platform movement

The objective is not sharp rotation.
The objective is sustained high-speed authority over a full stint.

---

Engineering Context — Gordon Murray’s Longtail Platform

The F1 GTR originated from a road car architecture, emphasizing:

Natural chassis balance

Mechanical grip first

Aero as stabilization, not aggression

Even as the car evolved from FIA GT to JGTC specification, the core identity remained:

Rear stability under load

Predictable weight transfer

Confidence in long-duration running

This setup preserves that identity.

It is built for commitment at speed, not reactive corrections.

---

Driving Philosophy — Committed, Clean, Controlled

Designed for drivers who:

Commit early in fast sections

Trust rear stability under load

Use decisive but minimal steering input

Build throttle progressively

Avoid unnecessary mid-corner adjustments

The Longtail rewards confidence.

If the platform is settled, the car carries speed effortlessly.
If you hesitate or over-correct, balance degrades quickly.

The key is trust — especially in high-speed entries.

---

Track-Specific Adjustment

On bumpy or elevation-heavy circuits such as:

Trial Mountain

Midfield Raceway

Deep Forest Raceway

Grand Valley Speedway

Laguna Seca

Special Stage Route 5

Suspension Adjustment

→ Reduce BOTH Bound and Rebound dampers by 2 clicks
→ Front AND Rear

This preserves platform stability over vertical load changes.

---

Technical Rationale

The Longtail’s extended wheelbase and rear aero bias demand controlled compliance.

If damping is too stiff:

Vertical oscillations disrupt aero efficiency

Rear stability becomes inconsistent over compressions

Mechanical grip is reduced on uneven surfaces

Super Soft tyres amplify these load spikes.

Reducing damping:

Improves tyre contact consistency

Maintains aerodynamic balance through elevation change

Enhances high-speed stability

Preserves confidence over long stints

The goal is stability at speed, not softness.

---

Final Clarification

This is not:

A qualifying-focused setup

A sharp turn-in configuration

Designed for aggressive rotation

It is built for:

High-speed commitment

Aerodynamic trust

Endurance consistency

Repeatable lap times under pressure

If it feels stable and planted in fast corners, it is correct.
If it feels dramatic, the platform is unsettled.

The McLaren F1 GTR Longtail wins through sustained pace, composure under load, and confidence at high speed — exactly how endurance races are decided.

Spring rates
Front 13,6 lb/in
Rear 15,0 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 6 in
rear 6 in .
Min bar 1
Max bar 10

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

• Camber:
Front 2.0 degree
rear 1.2 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 = 10
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

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

• Stability control effect/
ASCC = 22
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
 
World Endurance No. 5 – Car List E

Tom Kristensen Style

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

---

Extreme Aero Prototype — Endurance Flow Setup

(GT2 A-Spec Mod)

This configuration refines aerodynamic platform control, pitch sensitivity, and throttle response for the Toyota TS020 in both 1998 and 1999 specifications.

The TS020 is not forgiving.
It is aero-driven, pitch-sensitive, and brutally honest.

Drive it clean — it rewards you.
Drive it impatiently — it bites immediately.

This setup stabilizes the platform without dulling the car’s natural speed.

Tyres: Super Soft

---

Setup Philosophy — Kristensen Approach

This is not a “hero lap” configuration.

It is built around endurance fundamentals:

Commit early on entry

Hold a constant steering load

Minimize mid-corner corrections

Roll onto throttle progressively

Let the aero platform work

The TS020 does not respond well to abrupt inputs.
It responds to rhythm, precision, and trust.

In long-distance racing, speed comes from eliminating instability — not chasing rotation.

---

Engineering Lineage — André de Cortanze × TTE

The car was engineered under André de Cortanze and developed by Toyota Team Europe with a clear objective:

Control aerodynamic sensitivity over long stints.

The focus was never peak downforce alone. It was about:

Maintaining a stable aero window

Reducing pitch-induced instability

Preserving mechanical compliance on uneven surfaces

Ensuring predictable behavior under fuel load changes

This reflects endurance reality — especially at events like the 24 Hours of Le Mans — where surface changes, traffic, and fatigue expose unstable setups.

This configuration follows that logic.

The car remains planted when the aero momentarily unloads.
It keeps balance under sustained high-speed load.
It rewards flow — not aggression.

---

TS020 Variant Characteristics

TS020 ’98 (LMGT1)

More nervous on entry

Slightly narrower aero window

Demands earlier brake release

TS020 ’99 (LMGTP)

More aero-efficient

Higher peak grip

Sharper reaction if balance is lost

Both require disciplined damping control and smooth weight transfer.

---

Track-Specific Adjustments

For bumpy, technical, 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 rationale:

Improves aero platform compliance over compressions

Stabilizes front grip under load

Reduces snap oversteer when aero briefly unloads

Too stiff: sudden rotation.
Too soft: aero platform oscillation.

This adjustment keeps the car inside its stable operating window.

---

Final Note

This is not a rotation-first setup.

If you attack entry aggressively, add steering mid-corner, or drive it like a Group C prototype, the TS020 will expose you.

If it feels calm, composed, and relentlessly fast over a full stint —
you are driving it the right way.

Endurance speed is controlled speed.

Spring rates
Front 13,6 lb/in
Rear 15,2 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 6 in
rear 6 in .
Min bar 1
Max bar 10

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

• Camber:
Front 2.0 degree
rear 1.2degree
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 = 10
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

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

• Stability control effect/
ASCC = 22
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
 
World Endurance No. 6 – Car List E

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

Tom Kristensen Style

LMGTP | Aero Stability & High-Speed Flow Endurance Setup
Gran Turismo 2 — Project A-Spec Mod

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Endurance Platform Control — Kristensen Interpretation

This configuration represents the CLR ’99 through a Tom Kristensen endurance lens:
measured commitment, platform discipline, and absolute trust in high-speed stability.

It is not a qualifying trim.
It is built for repeatable race pace under pressure.

The CLR is aerodynamically aggressive and pitch-sensitive.
Instability compounds quickly. Stability compounds lap time.

This setup prioritizes the latter.

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Core Philosophy — Kristensen Endurance Logic

Kristensen’s approach in prototypes was structured and deliberate:

Stabilize the platform first

Eliminate unnecessary steering correction

Commit only when the car is fully settled

Maintain momentum through fast sections

Protect tires over distance

You do not provoke the CLR on entry.
You load it progressively, settle it, then carry speed.

High-speed confidence comes from predictability — not aggression.

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Engineering Context — AMG × HWA

The real CLR program, developed by Mercedes-AMG and HWA AG, emphasized:

Straight-line efficiency

High-speed aerodynamic performance

Controlled pitch behavior

Stability under sustained load

This setup mirrors that intention inside GT2 physics.

The objective is to:

Keep the aero platform within a narrow, stable operating window

Prevent pitch-induced front aero loss

Maintain rear stability under throttle at speed

The car must remain composed when the load builds — not reactive.

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Setup Intent

Engineered to:

Reduce pitch sensitivity under braking

Control vertical oscillation over compressions

Deliver consistent aero balance across long runs

Enable confident throttle application at high speed

Best suited for drivers who:

Use minimal steering input

Brake in straight lines

Transition smoothly from brake to throttle

Avoid emotional mid-corner corrections

This is calculated endurance driving.

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Tyres

Super Soft

Selected for:

Wide and predictable grip window

Stable balance over extended stints

Support for aero-dependent driving without abrupt drop-off

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Track-Specific Adjustment Guidance

For bumpy or 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.

Technical rationale:

The CLR reacts aggressively to rapid vertical load changes. Excessive damping stiffness causes:

Aero platform disruption

Sudden front-end unloading

Snap rotation at high speed

Slightly softer damping:

Improves compliance over compressions

Stabilizes pitch transitions

Maintains front aero engagement

Preserves rear traction continuity

The objective is not softness.
It is controlled compliance.

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Final Driving Note

This is not an entry-attack configuration.

If you overdrive entry or attempt to rotate the car aggressively, instability escalates quickly.

If the car feels neutral, composed, and relentlessly stable through fast sections —
you are operating it correctly.

This reflects Tom Kristensen’s endurance principle:

Control the platform.
Trust the aero.
Commit only when the car is settled.

Spring rates
Front 13,8 lb/in
Rear 15,2 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 6 in .
Min bar 1
Max bar 10

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

• Camber:
Front 2.2 degree
rear 1.2 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 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 = 10
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

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

• Stability control effect/
ASCC = 22
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
 
World Endurance No. 7 – Car List E

No.15 / No.16 BMW V12 LMR ’99
By BMW Motorsport

Tom Kristensen Style
LMP Class

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

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Endurance Consistency Platform — Kristensen Interpretation

This configuration interprets the BMW V12 LMR through a Tom Kristensen endurance framework: controlled inputs, momentum preservation, and tire management over distance.

The V12 LMR is not a nervous aero weapon.
It is a mechanically strong, stable LMP designed to carry speed efficiently.

This setup maximizes that character.

It is built for repeatable race pace — not entry aggression.

Tyres: Super Soft

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Engineering Context — Geoff Willis × BMW Motorsport

The 1999 program was engineered under Geoff Willis and executed by BMW Motorsport with a clear objective:

Create a prototype with a wide operating window and predictable balance.

Unlike narrow-window Group C machinery, the V12 LMR emphasized:

Balanced aerodynamic distribution

Strong mechanical grip foundation

Stable braking behavior

Progressive rear traction

The car was designed to maintain momentum, not rely on sharp rotation.

This setup mirrors that philosophy within GT2 physics.

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Core Driving Logic — Kristensen Approach

Kristensen’s endurance methodology centers on control and efficiency:

Brake straight and clean

Minimize steering corrections

Preserve mid-corner balance

Prioritize exit speed over entry drama

Protect rear tires over a stint

The V12 LMR rewards smooth load transfer and early, progressive throttle application.

It does not need to be forced into rotation.
It needs to be guided.

When driven correctly, the car feels neutral on entry, stable mid-corner, and progressively strong on exit.

---

Setup Intent

Engineered to:

Maintain rear traction continuity

Stabilize weight transfer under braking

Allow suspension compliance without aero disruption

Deliver consistent lap times over long runs

Best suited for drivers who:

Carry momentum

Use progressive steering input

Apply throttle early but smoothly

Avoid abrupt rotation attempts

This is endurance flow — not qualifying aggression.

---

Track-Specific Adjustment

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

Trial Mountain

Midfield Raceway

Deep Forest Raceway

Grand Valley Speedway

Laguna Seca

Special Stage Route 5

Recommendation:

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

Technical rationale:

The V12 LMR relies heavily on rear traction stability.
Excessively stiff rear damping reduces mechanical compliance and exit grip over uneven surfaces.

Slight rear softening:

Improves tyre contact consistency

Enhances traction on corner exit

Stabilizes behavior during elevation changes

Preserves aero balance

The objective is controlled compliance — not softness.

---

Final Note

This is not an entry-focused setup.

If you attempt to provoke rotation aggressively, you reduce exit speed and compromise tire life.

If the car feels composed, stable, and naturally fast over multiple laps —
you are operating it correctly.

Endurance speed comes from momentum management.

With the V12 LMR, precision beats aggression every time.

Spring rates
Front 13,8 lb/in
Rear 15,4 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 6 in .
Min bar 1
Max bar 10

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

• Camber:
Front 2.3 degree
rear 1.2 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 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 = 10
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

• Deceleration limited slip effect /
LSD Decel = 22
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 22
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
 
JGTC No.1 – Car List E

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

Tom Kristensen Style

Updated Handling System & Electronic Refinement
(GT2 A-Spec Mod — Super Soft Tyres)

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Endurance Precision — Kristensen Interpretation

This configuration applies to all 1999 Supra GT500 variants running Super Soft tires.

It is not a baseline tune.
It is a structured race setup built for competitive conditions and repeatable stint performance.

The Supra GT500 carries more mass and rotational inertia than lighter mid-engine GT500 cars.
It rewards discipline. It exposes impatience.

This setup is engineered around stability, braking control, and exit efficiency.

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Driving Philosophy — Controlled Flow

From a Kristensen perspective, consistency defines performance.

This setup favors drivers who:

Brake in a straight line

Use measured steering input

Maintain a stable mid-corner platform

Prioritize exit speed over entry rotation

Avoid unnecessary corrections

The Supra does not need to be forced into the apex.
It needs to be settled, rotated progressively, and driven out clean.

Over a race distance, that approach wins time.

---

Setup Intent

Designed to:

Improve braking stability

Maintain front-end consistency under load

Stabilize rear traction on exit

Reduce oscillation over compressions

Deliver repeatable lap times under tire wear

Super Soft tires increase sensitivity to damping stiffness.
Excessively firm settings create instability over bumps and during weight transfer.

This configuration moderates that behavior.

---

Critical Track Adjustment

For technical or elevation-heavy circuits such as:

Trial Mountain Circuit

Midfield Raceway

Deep Forest Raceway

Grand Valley Speedway

Laguna Seca Raceway

Special Stage Route 5

Mandatory adjustment:

→ Reduce BOTH bound and rebound dampers by 2 clicks
→ Front AND Rear

Technical rationale:

Improves mechanical compliance over uneven surfaces

Stabilizes braking zones

Maintains consistent tire contact

Reduces snap mid-corner reactions

Supports aero balance during compression

Too stiff: nervous platform.
Too soft: vague response.

The goal is controlled compliance.

---

Final Note

This is not an aggressive, rotation-first GT500 setup.
It is not drift-oriented.

It is a race-distance configuration built around:

Stability

Exit traction

Tire preservation

Predictability under pressure

If it feels calm and efficient over multiple laps, it is working correctly.

If you attempt to force rotation or attack entry excessively, the car will resist.

The Supra GT500 responds to precision, not force.

Endurance pace is built on control.

Spring rates
Front 14,0 lb/in
Rear 13,2 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 6 in .
Min bar 1
Max bar 10

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

• Camber:
Front 2.3 degree
rear 1.2 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 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 = 10
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

• Deceleration limited slip effect /
LSD Decel = 22
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 22
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
 
JGTC No.2 – Car List E

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

Tom Kristensen Style

Updated Handling System & Electronic Refinement
(GT2 A-Spec Mod — Super Soft Tyres)

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Structured Flow Setup — Kristensen Interpretation

This configuration applies to all 1999 NSX GT500 variants running Super Soft tires.

It is not experimental.
It is a deliberate race-distance setup built around control, platform stability, and exit efficiency.

The NSX GT500 is mid-engine, responsive, and more rotation-capable than the Supra.
That does not mean it should be driven aggressively.

This setup tempers over-rotation and prioritizes repeatable performance.

---

Driving Philosophy — Discipline Over Drama

From a Kristensen endurance perspective:

Brake clean and straight

Settle the front before turn-in

Maintain steady steering load

Roll onto throttle progressively

Eliminate mid-corner corrections

The NSX rotates naturally. It does not need to be provoked.

If you chase entry speed at the expense of exit stability, you lose time over a stint.

Momentum management matters more than visual aggression.

---

Setup Intent

Engineered to:

Stabilize front aero under compression

Maintain rear traction during early throttle

Reduce snap behavior on Super Soft tires

Improve consistency through technical sectors

Deliver stable lap times under tire wear

Super Soft compounds amplify damper harshness.
Excess stiffness creates nervous front response and unpredictable weight transfer.

This configuration controls that behavior without dulling rotation.

---

Required Track Adjustment

For technical or elevation-heavy circuits such as:

Trial Mountain Circuit

Midfield Raceway

Deep Forest Raceway

Grand Valley Speedway

Laguna Seca Raceway

Special Stage Route 5

Adjustment:

→ Reduce BOTH bound and rebound dampers by 2 clicks
→ Front AND Rear

Technical rationale:

Improves tire contact over bumps

Prevents front aero stall under compression

Reduces mid-corner instability

Maintains rotation while stabilizing load transfer

This is not optional for this tire and circuit combination.
It keeps the car inside its stable operating window.

---

Final Note

This is not an aggressive, rotation-first NSX setup.
It is not drift-oriented.

It is engineered for:

Controlled rotation

Stable braking zones

Strong exit traction

Consistency over race distance

If the car feels calm but your lap times remain strong, the setup is correct.

If you attempt to force rotation or overdrive entry, the balance will deteriorate.

The NSX GT500 rewards precision.

Endurance pace is built on discipline, not spectacle.

Spring rates
Front 13,8 lb/in
Rear 15,4 lb/in
Min bar 2,0 lb/in
Max bar 20.0 lb/in

• Ride height
Front 82 inc
rear 87 inc
Min bar 55 in
Max bar 100 in

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

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

• Camber:
Front 2.3 degree
rear 1.3 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 = 0,87
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 = 18
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Deceleration limited slip effect /
LSD Decel = 22
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 23
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
 
JGTC No.3 – Car List E

No.1 Nissan Skyline GT-R R34 GT500 ’99 — Pennzoil Nismo GT-R
No.2 Nissan Skyline GT-R R34 GT500 ’99 — ARTA Zexel Nismo
No.12 Nissan Skyline GT-R R34 GT500 ’99 — Calsonic Team Impul

Tom Kristensen Style

Updated Handling System & Electronic Refinement
(GT2 A-Spec Mod — Super Soft Tyres)

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Front-Engine Discipline — Kristensen Interpretation

This configuration applies to all 1999 R34 GT500 variants running Super Soft tires.

It is not a default tune.
It is a race-distance setup engineered for stability, braking precision, and exit efficiency.

The R34 GT500 is front-engine, rear-drive.
Front mass and braking load define its behavior.

If the front tires are overloaded, rotation disappears.
If weight transfer is controlled, the car becomes stable and efficient.

This setup is built around that control.

---

Driving Philosophy — Structured Endurance Approach

From a Kristensen standpoint:

Brake in a straight line

Release brake pressure progressively

Allow rotation to develop naturally

Avoid steering corrections mid-corner

Prioritize exit speed

An FR GT500 car must be settled before turn-in.
If you rush entry, you induce understeer and compromise exit traction.

This is not a car to “throw” into the corner.
It responds to measured inputs.

---

Setup Intent

Engineered to:

Stabilize heavy front-end load under braking

Improve turn-in grip consistency

Reduce mid-corner understeer

Maintain aero balance over uneven surfaces

Deliver repeatable lap times over long stints

Super Soft tires magnify damping stiffness.
Excessively firm dampers overload the front axle and delay rotation.

This configuration moderates that behavior without making the car vague.

---

Required Track Adjustment (FR-Specific)

For technical or elevation-heavy circuits such as:

Trial Mountain Circuit

Midfield Raceway

Deep Forest Raceway

Grand Valley Speedway

Laguna Seca Raceway

Special Stage Route 5

Adjustment:

→ Reduce BOTH bound and rebound dampers by 2 clicks
→ Front AND Rear

Technical rationale:

Improves weight transfer under braking

Enhances front tire compliance

Reduces entry push

Stabilizes the aero platform over bumps

Maintains predictable rear traction

The R34’s front mass demands controlled compliance.
Too stiff: understeer and delayed rotation.
Too soft: imprecise response.

This adjustment keeps the car balanced.

---

Final Note

This is not an aggressive, tail-happy Skyline setup.
It is controlled and endurance-focused.

If the car feels calm but delivers consistent lap times, the setup is correct.

If you are fighting front push, you are likely overloading the front tires.

The R34 GT500 rewards discipline.

Drive it like an FR endurance car — manage the weight, preserve the front, and build speed through clean exits.

Spring rates
Front 14,2 lb/in
Rear 13,4 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 6 in .
Min bar 1
Max bar 10

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

• Camber:
Front 2.4 degree
rear 1.2 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 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 = 10
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

• Deceleration limited slip effect /
LSD Decel = 22
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 23
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
 
JGTC No.4 – Car List E

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

Tom Kristensen Style

Updated Handling Balance & Electronic Refinement
(GT2 A-Spec Mod — Super Soft Tyres)

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Lightweight Precision — Kristensen Interpretation

This configuration refines the late-1990s GT300 Silvia around mechanical grip control, braking stability, and rotation discipline.

The S15 GT300 is lighter and more reactive than GT500 machinery.
That responsiveness must be managed, not exaggerated.

This setup does not chase exaggerated oversteer.
It builds controlled rotation that can be repeated over a race distance.

Tyres: Super Soft

---

Driving Philosophy — Controlled Rotation

From a Kristensen endurance perspective:

Brake cleanly and in a straight line

Initiate rotation with balance, not steering aggression

Keep rear slip progressive, not abrupt

Prioritize exit stability over entry theatrics

Eliminate unnecessary corrections

The Silvia will rotate naturally due to its front-engine balance and lighter mass.
If you provoke it aggressively, you sacrifice exit efficiency and tire life.

Precision creates speed. Excess movement wastes it.

---

Setup Intent

Engineered to:

Improve braking platform stability

Maintain rear grip under throttle

Deliver progressive, predictable rotation

Enhance mechanical compliance over uneven surfaces

Produce consistent lap times across stints

Super Soft tires amplify weight transfer sensitivity.
Excessively stiff damping makes the rear reactive and unstable.

This configuration keeps the chassis responsive without becoming nervous.

---

Track Adjustment Recommendation

For technical or elevation-heavy circuits such as:

Trial Mountain

Midfield Raceway

Deep Forest Raceway

Grand Valley Speedway

Laguna Seca

Special Stage Route 5

Adjustment:

→ Reduce front and rear damper bound & rebound by 1–2 clicks

Technical rationale:

Improves mechanical grip over bumps

Stabilizes braking zones

Reduces snap rotation on compression

Maintains tire contact consistency

The objective is controlled compliance — not softness.

---

Final Note

This is not a drift-oriented GT300 setup.
It is an endurance-focused configuration built on balance and repeatability.

If the car feels precise, responsive, and stable over multiple laps, the setup is correct.

If it feels overly dramatic or requires constant correction, you are exceeding its optimal window.

The Silvia GT300 rewards control.

Race it with discipline, manage the rotation, and build speed through clean exits.

Spring rates
Front 13,8 lb/in
Rear 14,2 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 6 in .
Min bar 1
Max bar 10

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

• Camber:
Front 2.3 degree
rear 1.2 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 5
Min bar 1
Max bar 7

• Front downforce = 0.38
0.15 (min bar)
0.52 (max bar)

• rear downforce = 0,50
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 = 14
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
 
JGTC No.5 – Car List E

No.25 Toyota MR-S GT300 ’99 — MOMO Corse Racing Team
GT300 Class

Tom Kristensen Style

GT300-Specific Handling Refinement — MR Chassis
(GT2 A-Spec Mod — Super Soft Tyres)

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Mid-Engine Discipline — Kristensen Interpretation

This configuration is built specifically for the MR-S GT300 in its mid-engine layout.

It is not a softened GT500 setup.
It is a focused MR chassis refinement designed for race-distance control.

The MR platform rotates naturally and reacts quickly to weight transfer.
That responsiveness must be managed with precision.

This setup reduces snap behavior while preserving controlled rotation.

Tyres: Super Soft

---

Driving Philosophy — Structured Rotation

From a Kristensen endurance perspective:

Brake straight and release progressively

Initiate rotation through balance, not aggression

Use throttle with discipline mid-corner

Keep rear slip progressive and manageable

Prioritize exit stability over dramatic entry

The MR-S will rotate easily due to its central mass distribution.
If you provoke it, the rear will step out quickly and recovery margins are limited.

The objective is controlled rotation — not instability.

---

Chassis Characteristics — MR Platform

Compared to front-engine GT300 cars, the MR-S is:

More reactive under braking

More sensitive to throttle modulation

Quicker to rotate on entry

Less forgiving once grip is exceeded

Excessively stiff damping increases snap oversteer.
Abrupt inputs destabilize the rear axle.

This setup moderates those tendencies without removing the car’s agility.

---

Setup Intent

Engineered to:

Improve braking platform stability

Preserve progressive rear rotation

Maintain traction under early throttle

Enhance compliance over uneven surfaces

Deliver consistent lap times over a stint

Super Soft tires amplify abrupt load transfer.
Damping must allow controlled weight movement, not restrict it.

---

Track Adjustment — MR-S Critical Guidance

For technical or elevation-heavy circuits such as:

Trial Mountain Circuit

Midfield Raceway

Deep Forest Raceway

Grand Valley Speedway

Laguna Seca Raceway

Special Stage Route 5

Adjustment:

→ Reduce bound and rebound dampers by 1–2 clicks
→ Front AND Rear, with slight priority to rear compliance

Technical rationale:

Improves rear tire contact over bumps

Prevents snap rotation during compression

Maintains usable throttle application

Stabilizes the aero platform without dulling response

The MR layout amplifies vertical load changes.
Controlled compliance is essential.

---

Final Note

This is not a passive or forgiving setup.
It is not drift-oriented.

It is an endurance-focused MR configuration built on precision and repeatability.

If the car feels responsive but controllable over multiple laps, the setup is correct.

If it feels unstable or dramatic, inputs are likely too abrupt.

The MR-S GT300 rewards authority with discipline.

Control the rotation.
Manage the rear.
Build speed through clean exits.

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

• Ride height
Front 85 inc
rear 90 inc
Min bar 55 in
Max bar 100 in

• Bound dampers:
Front 6 in
rear 4 in .
Min bar 1
Max bar 10

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

• Camber:
Front 1.8 degree
rear 1.2 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 3
Min bar 1
Max bar 7

• Front downforce = 0.38
0.15 (min bar)
0.52 (max bar)

• rear downforce = 0,50
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 = 14
Min bar 1 is more soft
Max bar 56 is more hard or stiff

• Stability control effect/
ASCC = 15
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
 

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