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Archive for the ‘TUNING GUIDES AND FULL TUNING’ Category

Feuerdog has done it again, his latest tuning calculator has been released for Forza 3.

Before continuing, please note that a tuning calc is not the end-all solution. It is generally a good starting point for a given build. That said, on to the goods:

The calc is here athttp: www.forzatraders.com/flash/ForzaMotorsport3CarSetupTool.swf , which should open in your browser. Click on download tuner, it should donwload on ur brwoser, keep clicking on the image until you reach the setup.

Open Office is an open source (free) alternative to Microsoft Office. I use it every day. The full suite can be downloaded from OpenOffice.org.

Open the file locally and save it to work with it. Here are Feuerdog’s instructions:

INSTRUCTIONS FOR USE
1. In the yellow fields you will select a drivetype(FF,FR, FA, MR, MA, RR, RA), and enter the vehicles weight(lbs) and front weight distribution. This info is availiable in the upgrade and car selection areas.
FF = Front engine, Front wheel drive.
MR = Mid engine, Rear wheel drive.
RA = Rear engine, All wheel drive.
etc.

2. In the blue fields you will get all of your suspension geometry settings instantly.

3. The orange fields are optional, but will add small compensations into the values to compensate for aerodynamic downforce and differing tire widths. Tire widths are the first three digit number in the tire size located in the tire width upgrade screen. If you do not want to compensate for aero or tires then leave these cells blank.

TUNING NOTES
- The calcs are not tested or designed for dragging or drifting.
- Front tires that are wider than rear tires may result in calc errors.
- The aero and tire compensation calcs are estimates, and untested for use with FM3.
- You can trick the calcs for understeer/oversteer by changing the front weight distribution input.
- Due to limitations in this older set of calcs, some cars will still feel “understeery”.
- I guarantee nothing.
- Always, always, double check your figures and settings. Even a single 1% of difference can have an impact on handling.
- Also keep in mind that some parts that you change in FM3(cooling upgrades for example) and weight reductions will change your weight distribution around. So even something as simple as an engine upgrade can change the weight bias of the chassis.
-Always recalc your suspension after upgrading parts!
- The aero and tire compensation calcs are OPTIONAL. They are very simple modifiers to begin with.
The aero compensations simply add spring stiffness to each axle.
The tire width compensation simply changes the weight bias to compensate for grip.

CALCULATOR NOTES
- The suspension calculators have always had mixed results with the R-classes in previous FMs. I don’t know if FM3 will be the same yet or not. I hope not. With the new blended classification and stiffness modifications the only real hurdle may be aerodynamics.
- The current state of the calcs is actually a little stiffer than I wanted to make them. There are several reasons for this:
1. A limitation in the calcs relating to dampers.
2. Stiffer springs help counter high aerodynamic downforce.
3. The spring strengths are realistically higher in FM3 anyways.
4. Stiffer springs helps limit roll, and therefore keeps camber settings low

 

 

 

 

NOTE: The following setups have been provided by other Forza 3 Players or have been used using a tuning calculator. Please note that tuning is different for each player, track and vehicle, hence the followig tunes are merely to provide a feel of the tuning direction.

S998 KOENIGSEGG CC8S

Ratings
Speed: 7.1 Accel: 7.6 Brake: 6.3 Cornering: 6.3

Misc. Info
Track tuned for: speed tracks
Aids used: ABS, TCS recommended but not essential

Mods
Front Bumper: FM2
Rear Bumper: Stock
Spoiler: FM2

Engine Mods
Race Intake

Chassis Mods
All Race, except stock brakes and stock weight reduction

Tires
Tire compound/manufacturer: Race/Bridgestone
Wheel width: Max
Wheel diameter: Stock
Wheel make/model: Speedline Corse Type 2109

Tuning:
Tires(psi) F/R: 27/28

Gearing:
FD: 3.04
1: 2.98
2: 1.95
3: 1.45
4: 1.16
5: 1.02 (only needed on Nurburgring)
6: 0.10 (not used)

Alignment
-Camber F/R: -0.6/-0.7
-Toe F/R: 0.2/-0.1
-Caster: 4.0

Anti-roll Bar F/R: 20.60/28.90

Springs F/R: 234.3/288.4
Ride Height F/R: 3.7/3.7

Dampers (rebound): 8.9/12.8
Dampers (bump): 1.4/2.2

Downforce:  MAX

Braking
Not adjustable

Rear Diff Accel: 14%
Rear Diff Decel: 21%

Lotus Exige & Exige Espionage

SETTINGS
Tires: 29/29
Gearing: Final Drive Ratio= 3.36
Camber: -0.7 / -0.9
Toe: 0 / -0.1
Caster: 5.5
Antil-Roll Bars: 10.63 / 15.92
Springs: 255.6 / 369.0
Ride Height: 4.5 / 4.5
Rebound: 6.7 / 7.1
Bump: 4.7 / 5.9
Aero: 150 / 280
Brake Balance: 48% Front / 52% Rear
Differential: 25% Acceleration / 10% Deceleration

S998 HKS TIME ATTACK EVO

Ratings
Speed: 5.8 Accel: 9.4 Brake: 6.3 Cornering: 6.0

Misc. Info
Track tuned for: General purpose
Aids used: ABS

Body Mods
not available

Engine Mods
Turbo: Stock

Chassis Mods
Brakes: Stock

Tires
Tire compound/manufacturer: Race/Firestone
Wheel width: 275/275 (+1)
Wheel diameter: Stock
Wheel make/model: Stock or Volk TE37/other lightest rims, up to you

Tuning:
Tires(psi) F/R: 27/27

Gearing:
FD: 4.30
1: 2.78
2: 1.78
3: 1.27 (1.21 for Tsukuba)
4: 0.99
5: 0.82

Alignment
-Camber F/R: -0.7/-0.9
-Toe F/R: 0.2/-0.5
-Caster: 5.0

Anti-roll Bar F/R: 3.00/32.00

Springs F/R: 270.1/280.2
Ride Height F/R: 2.6/2.6

Dampers (rebound): 9.7/7.2
Dampers (bump): 4.5/4.5

Front Diff Accel: 21%
Front Diff Decel: 0%

Rear Diff Accel: 75%
Rear Diff Decel: 20%

Torque Split: 48%/52%

S998 VW R32 *OP EDIT*

Engine & Power:
Intake: RACE
Exhaust: SPORT
Ignition: RACE
Fuel System: RACE
Cams/Valves: SPORT
Engine Block: RACE
Intercooler: SPORT
Turbo: RACE

Platform & Handling:
Everything RACE

Tires & Rims:
Avon RACE compound
Max Tire Width
First upgraded rim size
Volk TE37 rims

Body & Aero: 
Front Bumper and Rear Bumper: Forza 2
Rear Wing: Forza 2
Side Skirts: Oettinger
Hood: Zender

Tuning:
Tires:
F: 28 R: 27

Gearing:
FD- 4.30
1st: 2.35
2nd: 1.54
3rd: 1.14
4th: 0.92
5th: 0.78
6th: 0.69

Alignment:
Camber: F: -0.6  R: -0.9
Toe: F: 0.1  R: -0.6
Front Caster: 5.1

Anti-roll Bars:
F: 2.95  R: 40.0

Springs:
F: 248.1  R: 309.9

Ride Height:
F: 4.5  R: 4.5

Damping:
Rebound: F: 10.1  R: 7.9
Bump: F: 3.8  R: 2.8

Aero:
F: 125  R: 150

Braking:   (for ABS)
Force: 47%
Pressure: 109%

Differential:
Front Acceleration: 10%
Front Deceleration: 3%
Rear Acceleration: 31%
Rear Deceleration: 3%
Center: 45/55%

S998 C6 ZO6 CORVETTE

BUILD

Engine= standard

Chassis= all race including full weight reduction

Tires= race, kumho brand

wheels= standard with 20 inch upgrade

All Forza bumpers and rear wing

TUNE

TIRE PRESSURE=26 psi front and rear

GEARING=

1st=2.89
2nd=1.99
3rd=1.51
4th=1.20
5th=1.00
6th=.085
final drive=3.30

CAMBER

FRONT=-1.0
REAR= -0.8

TOE

FRONT=0.2
REAR=-0.3

CASTER=6.0

ANTI-ROLL

FRONT=35.09
REAR=40.00

SPRINGS

FRONT=256.7
REAR=165.8

RIDE HEIGHT=4.3 front and rear

REBOUND STIFFNESS

FRONT=12.0
REAR=12.0

BUMP STIFFNESS

FRONT=3.5
REAR=3.0

AERO= full front and rear

BRAKING

55% front, 120% (for ABS) 96% (no ABS)

DIFF= 10% accel, 5% decel.

S998 no-aero Dodge Viper

BUILD SHEET:

Engine; race intake, cams, and block

Suspension/Driveline; race everything here

Tires/Wheels; race avon tires, stock wheel size, BBS wheels type BBX VZ (the second rim)

Aero – None

TUNE:

Tire PSI; 28 front and 25 rear
Gearing; i dont do well with this, all i did was change final drive to 3.53
Camber; -.5 front and -.3 rear
Toe; +.6 front and -.3 rear
Caster; 5.3
Anti-Roll; 13.62 front and 19.23 rear
Springs; 382.8 front and 329.4 rear
Ride Height – 4″ front and rear
Rebound – 10.4 front and 5.2 rear
Bound – 7.2 front and 3.5 rear
Braking – driver preferance, i have mine at 47% front and 119% because I use ABS
Differential – Accel 13% Decel 29%

S998 Porsche Cayman

Engine & Power:

Powertrain Swap:AWD Type M96/70S
Engine Block: RACE
Intercooler: RACE

Platform & Handling:

Brakes: Race RACE
Springs & Dampers: RACE
Anti-roll Bars: RACE
Transmission: RACE
Clutch: RACE
Flywheel: RACE
Driveline: RACE
Differential: RACE
Weight Reduction: RACE

Tires & Rims:

Tire Compound: Goodyear RACE Tires
Tire Width: 255/25 / 285/30
Rim Size: 20″
Rim Style: Volk TE37

Body & Aero:

Front Bumper: FORZA2
Rear Wing: FORZA2
Rear Bumper: FORZA2

Tuning:

Tires: 29/29
Gearing:
FD- 3,49
1st-  2,45
2nd- 1,63
3rd- 1,23
4th- 1,01
5th- 0,89
6th- 0,80
Alignment:
Camber- F= -0.8 R= -0.6
Toe: F= 0.2 R= 0.0
Caster: 5,2
Anti-roll Bars: F= 8.05 R= 40.0
Springs: F= 256.3 R= 301.3
Ride Height: F= 4.5 R= 4.7
Damping:
Rebound: F= 6.8 R= 8.3
Bump: F= 2.1 R= 2.5
Aero: F= 125 R= 150
Braking:   49% /  110%
Differential:
Front Acceleration= 32%
Front Deceleration= 0%
Rear Acceleration=
Rear Deceleration=
Center Torque= 30/70%
44%44%

Lamborghini Countach LP5000

Build:

Engine:

Race Intake

Race Exhaust

Race Ignition

Race Fuel

Sport Cams

Race Block

Street Turbo

Performace and Handling:

All race parts except Street brakes

Tires:

Hoosier Race Slicks

Largest tire width (255/35R17 345/30R17)

Largest rim size with Centerline Rims

Downforce:

Forza Front and Rear Wing

Tune:

Tires: F:28 R:28

Gearing:

Final   3.30

1st 2.89

2nd 1.99

3rd 1.51

4th 1.20

5th 1.00

6th 0.85

Camber:   Front:   -0.5   Rear -0.4

Toe:  Front -0.1  Rear -0.1

Caster: 4.5

Roll Bars:  Front  13.02   Rear   20.03

Springs:   Front  197.6   Rear    231.0

Ride Height:   Front 2.9 in   Rear 2.9 in

Rebound:  Front 16.0   Rear 15.5

Bump: Front 2.5   Rear 2.0

Downforce:    Front   123lb   Rear 260lb

Differential:    Front   23%   Rear   20%

Ferrari 512 Testa Rossa

Build:

Engine  (623hp/495lb-ft)

Race Intake, race exhaust, race ignition, race fuel, race cams, race block, race intercooler, street turbo

Performance and handling:

Sport brakes, sport flywheel, sport driveline all else race components

Tires: 

Goodyear race slicks,  F 255/35  R 335/30 tire width    stock rim size   Fikse Profil 13 rims

Forza Front bumper and rear wing

Tune

Tires:  F 28 R 28

Gearing:

Final 3.30

1st: 2.89

2nd 1.99

3rd  1.51

4th 1.20

5th 1.00

6th 0.85

Camber  F-0.5 R -0.4

Toe F-0.1 R -0.1

Caster 4.5

Sway Bar   F 6.80  R 15.05

Springs  F 326.0 R 299.9

Ride Height F 3.9 R 3.9

Rebound F 13.0  R 11.2

Bump  F 3.8  R 4.5

Aero  F 125 R 150

Differential    Accel  11%   Decel  20%

Ferrari 360 Challenge Stradale

Car Settings:Tire Pressure
Front: 29
Rear: 29Gearing:
FD: 3.68
1st: 2.44
2nd: 1.85
3rd: 1.48
4th: 1.23
5th: 1.06
6th: 0.92Ride Height
Front: 5.2
Rear: 5.3

Rebound Damping
Front: 7.7
Rear: 12.5Bump Stiffness
Front: 5.0
Rear: 6.6

DownForce
Front: 125 lb
Rear: 150 lb.Braking Force
Balance: 48% front
Pressure: 107%

 

 

Alignment
Camber front: -0.9
Camber Rear: -.06
Toe Front: +0.1
Toe Rear: -0.1
Front Caster: 5.5

Anti Roll Bars
Front: 10.22
Rear: 13.41

Springs
Front: 427.2
Rear 615.8

 

 

 

Differential
Rear Accel: 36%
Rear Decel: 48%

S998 NISSAN SKYLINE R32

Class: S998 HP: 578 Torque: 531 Weight: 2,371 lbs.

Ratings
Speed: 5.9 Accel: 8.9 Brake: 6.3 Cornering: 5.9

Misc. Info
Track tuned for: fastest on tight technical tracks, but works well everywhere
Aids used: ABS

Mods
Front Bumper: FM2
Rear Bumper: Stock
Sides: Your choice, not stock
Spoiler: FM2
Hood: Street

Engine Mods
All Race (including race turbo), except stock cams, stock intercooler

Chassis Mods
All Race

Tires
Tire compound/manufacturer: Race/Bridgestone
Wheel width: max
Wheel diameter: Stock
Wheel make/model: Volk TE37

Tuning:
Tires(psi) F/R: 27/28

Gearing:
FD: 3.30
1: 3.21
2: 1.90
3: 1.42
4: 1.14
5: 1.04
6: 0.10 (not used)

Alignment
-Camber F/R: -0.9/-1.2
-Toe F/R: +0.4/+0.1
-Caster: 6.8

Anti-roll Bar F/R: 4.91/40.00

Springs F/R: 215.9/241.1
Ride Height F/R: both all the way down

Dampers (rebound): 19.1/18.4
Dampers (bump): 3.4/3.3

Downforce: 125/150

Braking
Balance: 46%
Pressure: 110%

Front Diff Accel: 14%
Front Diff Decel: 0%

Rear Diff Accel: 24%
Rear Diff Decel: 5%

Torque Split: 39%/61%

Audi RS4 Street

Tires:
Front = 28
Rear = 27

Gearing:
Final = 2.49
1st = 3.37
2nd = 2.34
3rd = 1.75
4th = 1.41
5th = 1.19
6th = 1.04

Alignment:
Front Camber = -1.1
Rear Camber = -0.9
Front Toe = 0.4
Rear Toe = -0.1
Front Caster = 5.4

Anti-Roll Bars:
Front = 1.50
Rear = 40.00

Springs:
Front = 279.1
Rear = 357.0
Front Height = 5.5
Rear Height = 5.6

Damping:
Front Rebound = 5.4
Rear Rebound = 8.3
Front Bump = 2.6
Rear Bump = 3.0

Aero:
Front = 125
Rear = 150

Braking:
Balance = 46% Front
Pressure = 120% (With ABS)

Differential:
Front Accel = 14%
Front Decel = 0%
Rear Accel = 39%
Rear Decel = 55%
Center = 36%/64%

This car is tuned on and for Suzuka Full.

S998 McLaren F1 Gt

Parts:
Engine Parts: All Stock
Handling Parts: All Racing -Except Brakes and Weight Reduction-
Wheels:  Stock Tire Compound,  19 Rim Size, Rim Style: OZ Superleggera III
Aero: All racing

The Tune:

Tire Pressure:
28
29

Gearing:
3.69
2.77
1.68
1.30
1.09
0.97
0.82

Camper:
-0.2
-0.3

Toe:
 0.4
-0.6

Caster:
6.2

Anti roll bars:
9.10
40.00

Springs:
216.3 lb
212.8 lb

Ride height:
3.1
3.7

Rebound Stiffness:
12.9
17.3

Bump Stiffness:
1.9
2.0

Aero:
202
360

Braking:
Standard

Differential:
Accel: 10%
Decel: 0%

S998 Porsche GT1 911 #65 Suzuka

tires:
stock tires
stock tire width
rims size: 19″
Brabus Monoblock IV

aero: full forza kit

Tune:
29 – 28
FD: 3.30
2.89
1.95
1.51
1.23
1.05
0.96

-0.7  / -0.4
+1.0  / 0.0
7.0

13.22 / 24.50
294.0 / 285.0
31. / 3.1
11.5 / 10.4
2.5 / 3.0
234 / 436
20 / 0

S998 Pagani Zonda #54 Mugello

Engine: all stock
handling:
all race except flywheel is stock, sport gear and stock brakes

tires: sport goodyear
rims: 20″ Brabus IV Multi
aero: forza front/rear wings

Tune:
30 – 29
FD: 3.30
-0.5 / -0.5
0.2 / 0.0
5.2
7.13 / 40.00
252.4 / 560.3
2.7 / 2.7
5.2 / 6.4
3.3 / 4.3
max downforce front/rear
53% / 0%

S998 #1 Peugeot 207 Super 2000

Power: 504 hp
Torque: 335 ft-lb
Weight: 1948 lbs

Engine & Power:
Race Intake
Race Fuel System
Race Engine Block
Street Intercooler
Race Turbo

Platform & Handling: (Race Everthing)
Race Brakes
Race Suspension
Race Anti-Rollbars
Race Transmission
Race Clutch
Race Flywheel
Race Driveline
Race Weight Reduction

Tires and Rims:
Stock Rim Size
Volk CE28N
______________

Tires Pressures:
Front: 28
Rear: 29

Gearing:
Final: 6.00
First: 1.81
Second: 1.17
Third: 0.90
Fourth: 0.75
Fifth: 0.66
Sixth: 0.60

Alignment:
Camber Front: -0.7
Camber Rear: -0.8
Toe Front: 0.2
Toe Rear: 0.1
Caster: 7.0

Anti-Rollbars:
Front: 1.00
Rear: 40.00

Suspension:
Springs Front: 196.4
Springs Rear: 216.4
Ride Height Front: 3.1
Ride Height Rear: 3.1

Damping:
Rebound Front: 16.0
Rebound Rear: 19.0
Bump Front: 2.1
Bump Rear: 2.7

Downforce:
Front: 125
Rear: 335

Brakes:
Balance: 49%
Pressure 104%

Differential:
Front Accel: 17%
Front Decel: 0%
Rear Accel: 55%
Rear Decel: 7%
Torque-split: 45/55

2005 Lamborghini Gallardo (S998):

• 606 hp @8200 rpm
• 438 lb-ft @ 5300 rpm
• 2646 lbs

 Upgrades

• Intake Upgrade: Race
• Exhaust Upgrade: Race
• Ignition Upgrade: Stock
• Fuel Upgrade: Stock
• Cams/Valves Upgrade: Race
• Block Upgrade: Race
• Intercooler Upgrade: Stock
• Turbo Upgrade: Stock
• Centri SC Upgrade: Stock
• Brake Upgrade: Race
• Springs/Dampers Upgrade: Race
• Anti-Roll Bars Upgrade: Race
• Transmission Upgrade: Race
• Clutch Upgrade: Race
• Flywheel Upgrade: Race
• Differential Upgrade: Race
• Weight Reduction Upgrade: Race
• Tire Compound: Race- Goodyear
• Tire Width: 255/30R19 / 315/30R19
• Rim Size: 19 inch
• Wheels: Zender Dynamic
• Front Bumper: Forza Race
• Rear Bumper: Forza Race
• Spoiler: Forza Race

Tune

• Tire Pressure: 28/29
• Rear Gear: 3.90
• 1/2/3/4/5/6 gear ratios: 2.89/1.99/1.51/1.20/1.00/.85
• Camber: -0.7/-0.8
• Toe: .1/0
• Caster: 5.5
• Anti-Roll Bars: 13.83/19.15
• Springs: 382.1/497.0
• Ride Height: 3.4/3.2
• Rebound: 8.9/9.6
• Bump: 6.5/8.1
• Downforce: 125/150
• Brake Balance: 48% front
• Brake Pressure: 90%
• Front Differential: 35/0
• Rear Differential: 80/70
• Torque Split: 25/75

S998 Porsche 996 GT3

TUNE

Tires: 27/28
Gearing:

FD: 4.25
1: 2.20
2: 1.45
3: 1.04
4: 0.81
5: 0.71
6: 0.65
Alignment:
Camber: -0.6/-0.4
Toe: 0.0/-0.2
Caster: 1.0
Anti-Roll: 13.00/33.00
Springs:
Rate: 200.4/300.1
Ride Height: 5.3/5.2
Damping:
Rebound: 13.5/17.5
Bump: 1.9/2.6

Aero: N/A

Brakes: 49/115

Differential:
Acell: 10%
Decell: 99%

1999 Lamborghini Diablo GTR

• 717 hp @ 7800 rpms
• 523 lb-ft @ 6200 rpms
• 3067 lbs

 Upgrades

• Intercooler Upgrade: Sport
• Turbo Upgrade: Stock
• Centri SC Upgrade: Sport
• Brakes Upgrade: Race
• Transmission Upgrade: Race
• Driveline Upgrade: Race
• Tire Compound: Race- Goodyear
• Tire Width: 255/40R18 / 345/40R18
• Rim Size: 18 inch
• Wheels: Zender Dynamic
• Front Bumper: Forza Race
• Rear Spoiler: Forza Race
• Rear Bumper: Forza Race

Tune

• Tire Pressure: 28/28
• Rear Gear: 3.90
• 1/2/3/4/5/6 gear ratios: 2.89/1.99/1.53/1.27/1.08/.93
• Camber: -0.5/-0.8
• Toe: 0/-0.1
• Caster: 5.5
• Anti-Roll Bars: 22.07/24.25
• Springs: 416.8/586.5
• Ride Height: 2.9/3.0
• Rebound: 8.0/11.5
• Bump: 6.4/9.7
• Aero: 172/291
• Brake Balance: 48%
• Brake Pressure: 90%
• Differential: 55/45

S998 Lamborghini 1967 Miura P400

Tune

Tyres: 30/ 28

Gears: F. 3,56

           1. 2,76

           2. 1,97

           3. 1,43

           4. 1,08

           5. 0,94

           6. 0,83

Chamber: -0.9/ -0.5

Toe: 0.0/ -0.1

Castor: 7.0

Antirollbars: 38.5/ 10.0

Springs: 185.4/ 243.5

Ride height: 4.5/ 4.6

Dampers: rebound 12.0/ 16.9      bump 1.0/ 1.2

Aero: Full downforce

Diff:  Acc.18  Dec. 20

1966 Ford GT40

The Build

Engine and Power

Intake – Race
Exhaust – Race
Ignition – Race
Fuel – Race
Cams & Valves – Race
Block – Race
Intercooler – Race
Turbo – N/A
Supercharger – Race
Swap – Yes

Platform and Handling

Brakes – Sport
Springs & Dampers- Race
Anti-roll – Race
Transmission – Race 
Clutch – Race
Flywheel – Race
Driveline – Race
Differential – Race
Weight Reduction – Race

Tires and Rims

Tire – Stock
Width – Full
Rim Size – Stock
Rim – Volk CE28N

Body and Aero

Front bumper – Forza Race
Rear wing – Forza Race
Rear bumper – Stock

The Tune

Tire pressure – 53/55

Gearing

Final drive – 3.00
(1st) – 2.50
(2nd) – 1.33
(3rd) – .94
(4th) – .83
(5th) -  Not used
(6th) – Not used

Alignment

Front Camber – -0.9
Rear Camber – -0.6

Front Toe – 0.1
Rear Toe – -0.4

Caster – 7.0

Anti-Roll Bars

Front – 35.90
Rear – 1.50

Springs

Front – 211.7
Rear – 293.3

Ride height

Front – 3.7
Rear – 3.7

Damping

Front rebound – 13.4
Rear rebound – 16.8

Front bump – 2.0
Rear bump – 2.0

Aero

Front – 125
Rear – 150

Braking

Bias – N/A
Presure – N/A

Differential

Rear

Accel – 8%
Decel – 0%

NOTE: The following setups have been provided by other Forza 3 Players or have been used using a tuning calculator. Please note that tuning is different for each player, track and vehicle, hence the followig tunes are merely to provide a feel of the tuning direction.

A850 Lancer Evo X GSR

BUILD

Engine: Street Engine Block, Sport Fuel System, Sport Ignition, Race Exhaust, Sport Intake

Handling: Race Everything

Wheels: Race Avons, Full Width (265’s); Work Equip 03 Rims (Stock Size)

Aero: Forza Front Bumper, Forza Rear Wing

TUNE

 

Tires: 28/28
Gearing: 

FD: 5.27
   1: 1.97
   2: 1.22
   3: 0.87
   4: 0.67
   5: 0.57
   6: 0.51
Alignment:
   Camber: -0.8/-0.7
   Toe: +0.2/+0.1
   Caster: 5.5
Anti-Roll: 1.00/4.00
Springs:
   Rate: 233.6/295.1
   Ride Height: 5.0/5.3
Damping:
   Rebound: 6.0/19.5
   Bump: 2.2/2.9

Aero: Full Downforce

Brakes: 47/Pressure is Driver Preference

Differential:
   Front: 20/0
   Rear: 41/1
   Split: 34/66

 

2004 Volkswagen Beetle

 

Build: 345hp, 337lb-ft, 3241lbs

Engine: BJS Engine Swap, Sport Intake, Exhaust & Fuel System, Street Turbo

Handling: Race Everything

Wheels: 18″ First Width HRE 546R’s with Avon Race Slicks (215/40R18 – 215/40R18)

Aero: Forza Front Bumper, Wing & Rear Bumper, Caractere Side Skirts

Tune: Grip

Tires: 28/27
Gearing:
   FD: 2.00
   1: 5.86
   2: 3.14
   3: 2.07
   4: 1.57
   5: 1.31
   6: 1.13
Alignment:
   Camber: -0.8/-0.8
   Toe: 0.3/-0.1
   Caster: 5.6
Anti-Roll: 7.00/40.00
Springs:
   Rate: 266.6/244.4
   Ride Height: 5.2/5.2
Damping:
   Rebound: 7.5/8.0
   Bump: 2.5/3.0
Aero: 125/150
Brakes: 47/118
Differential:
   Front: 25/0
   Rear: 35/35
   Split: 35/65

1970 Dodge Challenger R/T Hemi

BUILD

Engine: RWD Powertrain Swap – Mopar 540 Hemi, Race Everything Else

Handling: Stock Brakes, Race Everything Else

Wheels: Street BFGoodrich, 255/255 Width; Work – Equip ‘03 Rims (Stock Size)

Aero: Forza Rear Wing

TUNE

Tires: 27/28
Gearing:

FD: 2.58
1: 3.15
2: 2.03
3: 1.42
4: 1.11
5: 0.98
6: 0.85
Alignment:
Camber: -0.6/-0.5
Toe: 0.0/0.0
Caster: 7.0
Anti-Roll: 36.00/40.00
Springs:
Rate:262.0/131.3
Ride Height: 6.0/6.0
Damping:
Rebound: 16.7/18.7
Bump: 3.3/1.7

Aero: Full Rear Downforce

Brakes: N/A

Differential:
Acell: 11%
Decell: 1%

Nissan Skyline R34

The Settings

Tire Pressure
Front: 27
Rear: 26

Gearing
Final Drive: 3.78
1st: 3.10
2nd: 1.97
3rd: 1.46
4th: 1.19
5th: 1.02
6th: 0.89

Alignment
Camber Front: -1.0
Camber Rear: -0.8
Toe Front: 0.3
Toe Rear: -0.1
Front Caster: 5.5

Anti-roll Bars
Front: 5.93
Rear: 40.00

Springs
Front: 287.2
Rear: 352.3

Ride Height
Front: 6.9
Rear: 7.0

Rebound Damping
Front: 5.3
Rear: 8.1

Bump Stiffness
Front: 3.2
Rear: 3.4

Downforce
Front: 125
Rear: 150

Braking Force
Balance: 45% Front
Pressure: Adjust to Suit

Differential
Front Accel: 16%
Front Decel: 0%

Rear Accel: 34%
Rear Decel: 55%

Center Torque: 38% / 62%

A850 TVR Tuscan-S

Tune Type: Grip
Track type: Medium/long

Tyre Compound: (Sport BF Goodrich)

TUNE:
Tyres: F27   R27
Gearing: FD:4.34, 3.10, 1.66, 1.16, 0.88, 0.76, 0.68
Camber:  -1.2, -0.8
Toe: 0.3, 0.3
Castor: 1.5
Anti-Roll Bars: 24.47, 14.97
Springs: 264.9, 274.9
Ride Height: 3.9, 4.1
Damping: 10.5, 7.5, 4.6, 3.1
Aero: 125, 240
Braking: n/a
Differential: RA 13%, RD 16%

A850 Chevrolette Corvette C6 ZO6 Ring Tuned

Car : 2006 Corvette Z06 

Engine & Power:

Intake: STOCK
Exhaust: STOCK
Ignition: STOCK
Fuel System: STOCK
Cams & Valves: STOCK
Engine Block: STOCK
Intercooler: STOCK
Turbo: STOCK
Centrifugal Supercharger: STOCK
Positive Displacement Supercharger: STOCK
Powertrain Swap: STOCKRear Acceleration= 9
Rear Deceleration= 19

Platform & Handling:

Brakes: RACE
Springs & Dampers: RACE
Anti-roll Bars: RACE
Transmission: RACE
Clutch: RACE
Flywheel: RACE
Driveline: RACE
Differential: RACE
Weight Reduction: STOCK

Tires & Rims:

Tire Compound: STOCK
Tire Width: MAX WIDTH
Rim Size: STOCK
Rim Style: HRE 546R

Body & Aero:

Front Bumper: FORZA2
Rear Wing: FORZA2
Rear Bumper: FORZA2

Tuning:

Tires: F=29 R=29
Gearing:
FD- 3.74
1st- 2.89
2nd- 1.99
3rd-1.51
4th- 1.20 
5th- 1.00
6th- 0.85 
Alignment:
Camber- F= -0.8 R= -0.6
Toe- F= 0.3 R= -0.1
Caster- 5.3
Anti-roll Bars: F= 9.59 R= 11.59
Springs: F= 430.8 R= 380.5
Ride Height: F= 4.6 R= 4.7
Damping:
Rebound: F= 8.5 R= 7.0
Bump: F= 7.0 R= 5.5
Aero: F= 125 R= 150
Braking: 49% / 110%
Differential:

A850 Buick Regal

BUILD

Engine: LS7 Powertrain Swap, Race Turbo, Race Intercooler, Race Block, Race Cams, Race Fuel, Race Ignition, Race Exhaust, Race Intake

Handling: Sport Brakes, Sport Driveline, Race Everything Else

Wheels: Street Yokohomas, 265/275 Width; Volk – CE28N Rims (Stock Size)

Aero: Forza Rear Wing

TUNE

Tires: 29/27
Gearing:

FD: 2.65
1: 2.57
2: 1.58
3: 1.27
4: 1.03
5: 0.92
6: 0.85
Alignment:
Camber: -0.7/-0.6
Toe: +0.2/+0.1
Caster: 7.0
Anti-Roll: 27.00/40.00
Springs:
Rate: 347.7/285.0
Ride Height: 8.2/8.2
Damping:
Rebound: 16.4/19.4
Bump: 1.3/2.1

Aero: Full Rear Downforce

Brakes: N/A

Differential:
Acell: 11%

A850 Toyota Supra RZ

BUILDTUNE

Engine: Sport Exhaust,

Handling: Sport Flywheel, Race Everything else

Wheels: Race Firsetones, 265/285 width, Volk-TE 37’s (stock size)

Aero: Forza Front Bumper, Forza Rear Wing, AB Flug Side Skirts

 

Tires: 28/28
Gearing:

FD: 4.17
1: 2.32
2: 1.53
3: 1.09
4: 0.85
5: 0.70
6: 0.61

Alignment:
Camber: -0.7/-0.4
Toe: 0.1/0.1
Caster: 7.0
Anti-Roll: 9.00/14.50
Springs:
Rate: 265.2/214.4
Ride Height: 5.3/5.3
Damping:
Rebound: 13.2/11.5
Bump: 3.3/1.7

Aero: 125lbs Front
150lbs Rear

Brakes: 53/105

Differential: 10/20

A850 Vauxhall VX220

Tune :

Tyres 30/30

Gears  F 2.51

          1. 3.38

          2. 2.15

          3. 1.72

          4. 1.40

Aligment       Camber -0.8/-0.4   Toe 0.0/0.0    Castor 5.2

Antirollbars 7.50/20

Springs 148.7/183.2

Rideheight 4.8/4.9

Damping     Rebound 10/15   Bump1.4/1.4

Downforce  Full

Brakes    48% in front 109% pressure

Diff          15/15

A 850 Cadillac CTS-V

Tune 

Tire Pressure
Front: 29
Rear: 27

Gearing
Final Drive: 3.32
1st: 3.55
2nd: 2.02
3rd: 1.43
4th: 1.14
5th: 0.96
6th: 0.84

Alignment
Camber Front: -0.7
Camber Rear: -0.7
Toe Front: 0.0
Toe Rear: -0.2
Front Caster: 4.8

Anti-roll Bars
Front: 13.21
Rear: 12.06

Springs
Front: 460.1
Rear: 390.3

Ride Height
Front: 6.2
Rear: 6.2

Rebound Damping
Front: 6.5
Rear: 5.9

Bump Stiffness
Front: 3.1
Rear: 2.8

Downforce
N/A

Braking Force
Balance: 53%
Pressure: 115% (ABS) 92% Without

Differential
Front Accel: 14%
Front Decel: 34%

A850 Subaru WRX STI ‘05

Tires: 28/28
Gearing:

FD: 6.00
1: 1.89
2: 1.05
3: 0.74
4: 0.58
5: 0.48
6: 0.10
Alignment:
Camber: -0.7/-0.6
Toe: +0.3/+0.1
Caster: 7.0
Anti-Roll: 1.60/40.00
Springs:
Rate: 434.4/492.4
Ride Height: 5.9/5.9
Damping:
Rebound: 14.2/19.1
Bump: 2.9/2.0

Aero: Full Downforce

Brakes: 54/Pressure is Driver Preference

Differential:
Front: 30/0
Rear: 45/5
Split: 30/70

A850 RENAULT R5 TURBO

Ratings
Speed: 4.4 Accel: 7.2 Brake: 6.8 Cornering: 6.1

Body Mods
Front Bumper: FM2
Rear Bumper: Stock
Spoiler: FM2

Engine Mods
Engine/Drivetrain swap: Stock
Intake: Race
Exhaust: Race
Ign.: Race
Fuel: Race
Camshaft: Stock
Block: Race
Intercooler: Stock
Turbo: Race

Chassis Mods
All Race

Tires
Tire compound/manufacturer: Race/Bridgestone
Wheel width: max
Wheel diameter: 2nd largest (16″ front)
Wheel make/model: OZ Gemini

Tuning:
Tires(psi) F/R: 30/29 (change rear pressure to 55 psi if sim tires are turned off)

Gearing:
FD: 2.55
1: 3.00
2: 2.03
3: 1.53
4: 1.21
5: 0.10 (not used)
6: 0.10 (not used)

Alignment
-Camber F/R: -1.4/-0.7
-Toe F/R: 0.3/-0.2
-Caster: 6.9

Anti-roll Bar F/R: 9.49/20.89

Springs F/R: 130.5/180.6
Ride Height F/R: 5.2/5.4

Dampers (rebound): 10.1/19.3
Dampers (bump): 1.8/2.8

Downforce:125/145

Braking
Balance: 54%
Pressure: 105%

Rear Diff Accel: 11%
Rear Diff Decel: 14%


A850 Lotus Exige

Engine and Power
Race Exhaust
Sport Ignition

Platform and Handling
Race everything

Wheels and Tires
Avon Race Tires
Max Width Tires on Stock Wheels

Body and Aero
Forza Wing and Front

Settings
Tires
F: 30psi  R: 30psi

Gearing
FD- 3.37
1st- 3.75
2nd- 2.65
3rd- 2.15
4th- 1.80
5th- 1.55
6th- 1.35Alignment
Camber
   F: -0.7  R: -0.6
Toe
   0 all around
Caster
   5.6

Anti-Roll Bars
   F: 20.83  R: 22.32

Springs
Springs
   F: 138.6  R: 273.3
Ride Height
   F: 4.8 R: 4.7

Damping
Rebound Stiffness
   F: 7.8 R: 10.4
Bump Stiffness
   F: 3.1 R: 5.1

Aero
   F: 178  R: 306

Braking
Balance = 48% Front
Pressure= 100%

Differential
Accel: 13%
Decel: 30%

A-850 Saleen S281 E

Tires
Tire Pressure : 29 PSi
Tire Pressure : 28 PSi

Gearing
Final Drive : 5.90
1st : 1.65
2nd : 1.01
3rd : .73
4th : .61
5th : .55
6th : .50

Alignment
Camber Front : -0.5
Camber Rear : -0.4
Toe Front : .2
Toe Rear : 0
Front Caster : 4.7

Anti-Roll
Anti-Roll Bars Front : 29.30
Anti-Roll Bars Rear : 21.20

Springs
Springs Front : 342.2
Springs Rear : 403.2
Ride Height Front : 4.5
Ride Height Rear : 5.0

Damping
Rebound Stiffness Front : 13.4
Rebound Stiffness Rear : 10.7
Bump Stiffness Front : 1.8
Bump Stiffness Rear : 2.6

Aero
Aero Downforce Front : 125
Aero Downforce Rear : 138

Braking
Braking Force : 48%
Braking Pressure :112 %

Differential
Front Differential Acceleration : 10%
Front Differential Deceleration : 4%

A849 / A850** – 1968 Barracuda S

Tires:

Tire Pressure – 28 / 27

Gears: ( Drives only in 3rd & 4th )

Final Drive – 6.00

1st – 1.45

2nd – 0.80

3rd – 0.52

4th – 0.43

5th – 0.38

6th – 0.35

Camber:

FR – -0.5

RR – -0.6

Toe:

Front – 0.0

Rear – 0.0

Front Caster:

Angle – 7.0

Anti-Roll Bars:

Front – 37.2

Rear – 15.0

Springs:

Front – 235.0

Rear – 188.6

Ride Height:

Front – 6.9

Rear – 7.3

Rebound Stiffnes:

Front – 12.5

Rear – 20.0

Bump Stiffnes:

Front – 1

Rear – 1

Aero:

Rear – 150

Differential:

Rear Acell. – 12

Rear Deacell. – 0

 

A849 – Better handling

A850** – Better breaking

A850 Porches 911T 3.3.

A850 Porches 911T 3.3.

 

Build.

Sport exhaust, Sport ignition.

Race handling.

Race Avons, max width, Stock rims, Volk SE37K.

No aero.

Tune.

Tyres: 28/28

Gearing: 3.37 2.50 1.56 1.17 0.98 0.89 0.82

Alignment: -0.4/-0.3 0.1/-0.1 5.0

Anti roll bars: 15.00/35.00

Springs: 211.6/231.4 5.5in/5.5in

Damping; 13.5/14.0 2.2/2.2

Aero: N/A

Braking: 50%/108%

Differential: 45%/40%

　

A850 Shelby Cobra.

Build.

Stock engine parts.

Stock brakes, Stock flywheel, Street driveline, Stock weight. Rest are Race.

Street firestones, Stock width, Max rims, Stock alloys.

Tune.

Tyres: 29/27

Gearing: 4.06 2.16 1.19 0.92 0.80 0.74 0.70

Alignment: -0.7/-0.5 0.0/0.0 6.0

Anti roll bars: 24.95/1.00

Springs: 240.7/233.6 5.2/5.0

Damping; 13.7/13.6 2.0/1.3

Aero: N/A

Braking: N/A

Differential: 30%/49%

 

A850 911 Carrerra 1973.

Build

Race Exhaust, Race ignition, Race fuel, Race block.

Sport driveline, Race rest.

Race Avons, max width, 17inch rims, stock alloys.

No aero.

Tune.

Tyres: 30/29

Gearing: 3.10 3.14 2.77 1.36 1.13 0.99 0.85

Alignment: -0.8/-0.6 0.1/0.0 5.5

Anti roll bars: 4.60/12.06

Springs: 130.3/162.0 7.1/7.2

Damping: 9.2/9.5 3.2/2.5

Aero: N/A

Braking: 49% 113%

Differential: 30%/27%

A850 BMW M3-GTR
Speed – 5.5

Accel – 5.1

Braking – 6.0

Handling – 5.9

The Build

Engine and Power

All Stock

Platform and Handling

Brakes -  Sport
Springs & Dampers – Race
Anti-roll – Race
Transmission – Race
Clutch – Race
Flywheel – Stock
Driveline – Race
Differential – Race
Weight Reduction – Race

Tires and Rims

Tire – Race Firestone
Width – N/A
Rim Size – Stock
Rim – Volk TE37

Body and Aero

Front bumper – BMW Race
Rear wing – BMW Race
Rear bumper – BMW Race

The Tune

Tire pressure – 29/28

Gearing

Final drive – 4.15
(1st) – 2.70
(2nd) – 1.86
(3rd) – 1.42
(4th) – 1.14
(5th) – .96
(6th) – .85

Alignment

Front Camber – (-0.8)
Rear Camber – (-0.7)

Front Toe – 0.0
Rear Toe – 0.0

Caster – 5.1

Anti-Roll Bars

Front – 10.07
Rear – 7.05

Springs

Front – 309.3
Rear – 230.0

Ride height

Front – 7.3
Rear – 7.8

Damping

Front rebound – 10.0
Rear rebound – 8.5

Front bump – 4.0
Rear bump – 3.5

Aero

Front – 213
Rear – 349

Braking

Bias – N/A
Presure – N/A

Differential
Rear

Accel – 34%
Decel – 30%

A850 Nissan 432R

Tune:

Tire Pressure – 27/29

Final Drive – 3.73

1st – 2.93

2nd – 1.65

3rd – 1.22

4th – 0.99

5th – 0.85

6th – 0.76

Camber – -0.9/-0.7

Toe – 0.2/0.1

Front Caster – 6.1

Anti-roll Bars – 5.50/40.00

Springs – 159.1/178.5

Ride Height – 5.7/5.8

Rebound Stiffness – 14.5/15.0

Bump Stiffness – 1.9/2.0

Aero – xxx/150

Braking Balance – 46%

Braking Pressure – 114%

Front Diff. – 12/0

Rear Diff. – 55/40

Center Torque – 38/62

NOTE: The following setups have been provided by other Forza 3 Players or have been used using a tuning calculator. Please note that tuning is different for each player, track and vehicle, hence the followig tunes are merely to provide a feel of the tuning direction.

B-Class Audi Sport Quattro

Free Tune:     Tune: Make: Audi Model: Sport Quattro Tuned by: Dewstain and YoYoMaStEr 911 Painted by: Dewstain Buildsheet: [UPGRADES]  Engine and Power: Street Intake Street Intercooler Platform and Handling: All Race Parts except: Sport Weight Reduction Tires and Rims: Toyo Sport Tire Compound +1 Tire Width (245 Front/Rear) +2 Rim Size (17″) Fikse Profil 13 Body and Aero:   Forza Front Bumper Forza Rear Wing [TUNE]  Tires: Front = 28 Rear = 29 Gearing: Final = 3.85 1st = 2.89 2nd = 1.99 3rd = 1.51 4th = 1.20 5th = 1.00 6th = 0.85 Alignment: Front Camber = -0.8 Rear Camber = -0.6 Front Toe = 0.4 Rear Toe = -0.2 Front Caster = 5.5 Anti-Roll Bars: Front = 4.00 Rear = 40.00 Springs: Front = 230.2 Rear = 336.5 Front Height = 5.5 Rear Height = 5.5 Damping: Front Rebound = 10.6 Rear Rebound = 6.2 Front Bump = 3.6 Rear Bump = 3.3 Aero: Front = 125 Rear = 150 Braking: Balance = 47% Pressure = 96% Differential: Front Accel = 10% Front Decel = 0% Rear Accel = 70% Rear Decel = 40% Torque Split = 33%/67%   Mitsubishi Lancer Evolution 6 GSR     Upgrades: Engine: Sport Intercooler Handeling: Full Race except for street driveline Tires: Sport BFGoodrich, Rims 18 inches Aero: Forza Front Bumper, Erebuni Street Side Skirts (The first one), Forza Wing   The Tune: Tires: Front: 29 Rear: 29 Gearing: Final Drive: 3.70 1st: 3.65 2nd: 2.21 3rd: 1.56 4th: 1.24 5th: 1.02 6th: Not used Alignment: Camber: Front: -0.6 Rear: -0.6 Toe: Front: 0.3 Rear: -0.2 Caster: 5.6 Anti-Roll Bars: Front: 4.98 Rear: 36.48 Springs: Front: 418.3 Rear: 475.8 Ride Height: Front: 4.6 Rear: 4.7 Rebound: Front: 8.7 Rear: 8.3 Bump: Front: 3.6 B700 92 NSX-R ECT Rear: 3.9 Aerodynamics: Front: 95 Rear: 110 Braking: Balance: 43% Pressure: 120% Differential: Front: Acceleration: 15% Deceleration: 0  Rear: Acceleration: 35% Deceleration: 20% Torque Split: 37%/63%  B700 92 NSX-R ECT  Build: Engine: stock Platfrom & Handling: Race Brakes Race suspension Race Roll Bars  Race Tranny Race clutch Stock flywheel Sport Driveline Race Diff Sport Weight Tires: Sport Pirelli 2nd width Rim Size 3rd choice 18″/19″ Wheel style: Volk te37 Aero: all Race Tires pressure: 29/28 Gearing Fd 4.15 1st 3.84 2nd 2.54 3rd 1.72 4th 1.23 5th 1.01 6th 0.84 Alignment Camber -0.5/-0.3 toe 0.2/-0.1 Caster 6.4 Roll bars 19/29.5 springs 351/348 ride height 3.9/3.9 Rebound 6.5/10.5 Bump 4.0/5.0 aero 125/265 Brakes  Balance 48% presssure 102% Diff. Accel 26% decel 22% B700 1969 CHEVY CAMARO SS (SPEED TUNED) Class: B700 HP: 965 Torque: 846 Weight: 2,572 lbs. Ratings Speed: 7.1 Accel: 4.8 Brake: 4.4 Cornering: 3.9 Misc. Info Track tuned for: speed tracks (any track where the Barracuda dominates the LB) Aids used: ABS, TCS Body Mods Rear Spoiler: FM2 Engine Mods Engine/Drivetrain swap: LS7 All Race mods w/ race turbo, except sport intercooler Chassis Mods All Race except stock flywheel, street driveline Tires Tire compound/manufacturer: Stock Wheel width: 235/45R17 (2nd-widest) Wheel diameter: 17″ Wheel make/model: Stock Tuning: Tires(psi) F/R: 44/55  (use 32/32 for sim tires) Gearing: FD: 2.94 1: 2.66 2: 1.77 3: 1.32 4: 1.04 5: 0.85 6: 0.10 (not used) Alignment -Camber F/R: -0.4/0.0 -Toe F/R: 0.0/-0.5 -Caster: 4.7 Anti-roll Bar F/R: 40.00/29.00 Springs F/R: 220.9/171.9 Ride Height F/R: 6.1/6.1 Dampers (rebound): 10.5/9.2 Dampers (bump): 3.1/2.2 Rear Downforce: 150 Braking Balance: 50% Pressure: 107% Rear Diff Accel: 27% Rear Diff Decel: 27% Notes: Never shift below 3rd gear. 1st and 2nd gears are only needed for launching from a standstill. For hotlapping with this car, turn sim tire wear off and use the high tire pressures posted above. If you are racing with sim tire wear turned on, use the optional tire pressures in parentheses. Ford Mustang 05 GT Tune Settings: Tires 29 Front 29 Rear Gears FD 3.93 1st 2.80 2nd 1.90 3rd 1.39 4th 1.05 5th 0.90 6th 0.78 Alignment Camber Front -0.9 Rear -0.6 Toe Front +0.4 Rear -0.1 Front Caster 4.7 Anti-Roll Bars Front 7.39 Rear 5.82 Springs Front 339.0 Rear 292.3 Ride Height Front 4.2 Rear 4.3 Damping Rebound Stiffness Front 5.8 Rear 4.4 Bump Stiffness Front 4.1 Rear 2.6 Aero Front 125 (Max) Rear 150 (Max) Braking Brake Balance: 49% Front Brake Pressure: 110% Differential Acceleration 35% Deceleration 30% B697 FERRARI 250 GTO Make/Model: 1964 Ferrari 250 GTO Class: B697 HP: 681 Torque: 540 Weight: 2,132 lbs. Ratings Speed: 7.7 Accel: 4.9 Brake: 4.2 Cornering: 3.8 Misc. Info Track tuned for: Speed tracks Aids used: ABS, TCS Mods Front Bumper: stock Rear Bumper: stock Spoiler: FM2 Engine Mods Engine/Drivetrain swap: 650 V21 (575 Maranello) engine swap, first choice Intake: Race Exhaust: Race Ign.: Race Fuel: Race Camshaft: Race Block: Race Chassis Mods Everything “Race” Tires Tire compound/manufacturer: Stock Wheel width: Stock Wheel diameter: 18″ Wheel make/model: Work Equip 03/your choice Tuning: Tires(psi) F/R: 35/36 Gearing: FD: 3.29 1: 2.75 2: 1.94 3: 1.48 4: 1.19 5: 0.99 6: 0.94 (only needed for drafting/top speed runs) Alignment -Camber F/R: -0.3/0.0 -Toe F/R: -0.1/-0.5 -Caster: 4.9 Anti-roll Bar F/R: 40.00/33.50 Springs F/R: 172.1/195.1 Ride Height F/R: 5.0/4.3 Dampers (rebound): 11.1/10.5 Dampers (bump): 3.0/2.2 Rear Downforce: 150 Braking Balance: 51% Pressure: 105% Rear Diff Accel: 24% Rear Diff Decel: 24% This free tune is also accompanied by a slightly revised paint for this car.  The SW2 sellers and I will put as many of these paintjobs on the AH as needed for the price of the car beginning later tonight.  I’m not sure what that price is, but I believe it’s somewhere between 30K Cr. and 40K Cr.  It will be a stock car, you will have to add the upgrades specified in the Free Tune below.  Think of it like a Kit Car. B700 LANCIA Delta INTEGRALE Tsukuba tune Intake-street, E block-sport All race handling Goodyear-race, widest 16′ Volk(2) Forza-front, wing Tires 27/28 Gears 318/377/195/136/103/89/79 Alignment -0.5/-1.1, 0.4/0.2, 4.8 Roll 3.50/35 Springs 185.6/172.5 Height- minimum both Reb- 15.7/14.0 Bump- 2.4/1.9 Downforce- 113/141 Brakes 47%/119% Diff 12/0, 33/25, 39/61 B700 Seat Leon Cupra 07 BUILD STREET ENGINE BLOCK ALL RACE PLAT AND HANDLING EXCEPT SPORT BRAKES WIDEST BRIDGESTONE TYRES FISKE 5S RIMS FULL FORZA KIT    TUNE TIRE PSI – 28, 28 GEARS – 3.62, 2.70, 1.87, 1.41, 1.15, 0.98, 0.85 CAMBER – -0.7, -0.5 TOE – 0.1, 0.0 CASTER – 5.3 ANTI-ROLL – 6.80, 34.90 SPRINGS – 264.8, 252.1 REBOUND – 8.9, 7.9 BUMP – 2.3, 2.5 AERO – 70lbs, 50lbs(Lowest) BRAKING – N/A DIFF – Driver Preference 22 or 35%, 0% B700 Audi TT Coupe TUNE: Tires: 27/28 Gearing: FD 4,75; 1. 2,41; 2. 1,65; 3. 1,22; 4. 0,94; 5. 0,76; 6. 0,67 Alignment: -0,8/-0,8; 0,0/0,0; 5,6 ARB: 3,4/40 Springs: 268,5/322,9; 6,3/6,3 Damping: 14,4/12,8; 3,7/2,7 Downforce: 83lb/87lb Differential: front 11/0; rear 51/37; center 43/57

B700 Toyota APR Celica

Tune: V12 Ewok
Paint: IL3
Price: Free Tune / Paint 110k
Sellers: Spot Performance Team
Tune Type: Grip
Track type: Short/Medium

BUILD:
Sport Engine blk
HANDLING: All Race except sport brakes and sport weight.
Race Avon tyres
19 inch (stock)
stock wheels
stock bodykit

TUNE:
Tires: 28, 29
Gears: 3.58, 3.27, 2.21, 1.67, 1.42, 1.28, 1.18
Alignment: -0.9, -0.6, 0.2, 0.1, 6.7
ARB: 6.29, 40
Springs: 241.2, 249.0 4.5, 4.6
Damping: 13.0, 11.1, 2.8, 2.2
Aero: N/A
Braking: N/A
Diff: 21/0 

EVO 8 MR B700 Tsukuba

Build:

Engine- stock

Platform- all race stock weight

Tires- Race Avons, stock width, 19″ Volk se37k

Aero- Race front, Stock rear & sides,  race wing, varis hood

Tune:

Tp 

28/28

gears 

5.00

2.44

1.51

1.09

.93

.85

.75 

alignment

.-0.8 /-0.8

0.3/ 0.1

6.2

 

roll bars  1.00/34.00

springs  283.2/352.7

ride height 5.3/5.3

rebound 17.0/18.0

bump 3.0 6.5 

aero 54/50

brakes 48/95

Diff

Front 22/12

rear 22/24

Split 46/54 

2006 VW Golf GTi Mk5

Build

Engine:  Sport Exhaust, Street Fuel, Sport Block, Race Intercooler
Suspension:  Stock Brakes, Sport Flywheel, everything else Race
Wheels:  Race Avons, 235/40R18, VOLK TE37
Aero:  Full Forza Kit, Stock Skirts

Tune

Tires:  28/29
Gears:  Final Drive 4.80, 1st 1.82, 2nd 1.14, 3rd 0.91, 4th 0.76, 5th 0.66, 6th 0.58
Alignment:  Camber -0.8/-0.7, Toe 0.1/0.0, Caster 6.3
Roll-Bars:  8.00/25.00
Springs:  257.5/195.4, Height 3.8/3.8
Damping:  Rebound 11.0/11.5, Bump 1.8/1.8
Aero:  70/50
Brakes:  N/A
Differential:  70/0

NOTE: The following setups have been provided by other Forza 3 Players or have been used using a tuning calculator. Please note that tuning is different for each player, track and vehicle, hence the followig tunes are merely to provide a feel of the tuning direction.

NISSAN SILVIA S13

UPGRADES

ENGINE

Street Engine Block

Sport Intercooler

PLATFORM AND HANDLING

All maxed except Weight Reduction – Street

TYRES AND RIMS

Tire Compound – Sport BF Goodrich

Width – Max

Rim Size – 18″

Wheels – Yokohama TC ll

AERO

Front – Vertex

Spoiler – Forza

Rear – Bomex

Skirts – Bomex

TUNE DATA

TIRES

Front  30 psi

Rear   29 psi

GEARING

Final drive  4.56

1st    2.89

2nd   1.99

3rd   1.51

4th    1.20

5th    1.00

6th    0.85

ALIGNMENT

Camber Front   -0.7

Camber Rear    -0.6

Toe Front          0.5

Toe Rear           0.0

Front Caster      5.2

ANTI-ROLL BARS

Front   18.66

Rear    16.68

SPRINGS

Springs Front    495.2 lb/in

Springs Rear     307.6 lb/in

Front Ride Height   4.5 in

Rear Ride Height    4.5 in

DAMPING

Rebound Stiffness Front      9.1

Rebound Stiffness Rear       8.8

Bump Stiffness Front          8.2

Bump Stiffness Rear           6.0

AERO

Rear Downforce      125 lb

BRAKING

Balance      50% Front

Pressure     110%

DIFFERENTIAL

Rear Acceleration    60%

Rear Deceleration    50%

 

Chrysler Eagle Talon

Parts Setup

Sport Intake, Street Exhaust, Street Ignition, Street Fuel System,

Sport Flywheel, Sport Driveline, Sport Weight Reduction, all other platform and handling are race

Goodyear Sport Tires, upgraded rim size, Rim Style Brabus Monoblock VI

All Forza 2 aero parts, street side skirts

Tune

Tire Pressure 29, 29

Final Drive 3.93

Gearing: (1st to 6th) 2.97, 2.07, 1.59, 1.28, 1.08, .93

Camber: Front -1.5     Rear -.9

Toe: Front and Rear -.3

Caster: 5.1

Anti Roll Bars: Front 7.63, Rear 11.99

Springs: Front 545.7, Rear 386.1

Ride Height: Front 5.6, Rear 5.7

Rebound: Front 5.3, Rear 5.2

Bump Stiffness: 3.8, 2.5

Aero: Front 120 lbs, Rear 145 lbs

Braking Balance : 53% front

Brake Pressure: 97%

Differential: Front Accel. 46%, Decel. 0%

Rear Acel. 48%, Rear Decel 48%

Center Torque: 32% / 68%

 

Scion tC RWD, C550 Prototype

Engine and Power
Powertrain Swap: RWD – 35-GT
Cams and Valves: Sport Cams & Valves
Engine Block: Sport Engine Block

Platform and Handling
Brakes: Race
Springs and Dampers: Race
Anti-roll Bars: Race
Transmission: Race
Clutch: Race
Flywheel: Race
Driveline: Race
Differential: Race
Weight Reduction: Sport

Tires & Rims
Compound: Sport
Manufacturer: Hoosier
Width: 225/225 (Full upgrade)
Rim Size: 20″
Rim Style: RO_JA R2-5

Body and Aero
Front Bumper: Forza
Rear Wing: Forza
Rear Bumper: Extreme Dimensions – Street Rear Bumper
Side Skirts: Stock
Hood: Kaminari Street Hood

Car Settings

Tire Pressure
Front: 30
Rear: 29

Gearing
Final Drive: 3.65
1st: 3.05
2nd: 2.03
3rd: 1.60
4th: 1.25
5th: 1.05
6th: 0.91

Alignment
Camber Front: -0.9
Camber Rear: -0.8
Toe Front: 0.2
Toe Rear: -0.1
Front Caster: 5.4

Anti-roll Bars
Front: 11.77
Rear: 9.73

Springs
Front: 513.3
Rear: 330.2

Ride Height
Front: 3.4
Rear: 3.4

Rebound Damping
Front: 8.3
Rear: 6.6

Bump Stiffness
Front: 7.5
Rear: 5.2

Downforce
Front: 70
Rear: 85

Braking Force
Balance: 48% Front
Pressure: Adjust to suit.

Differential
Rear Accel: 26%
Rear Decel: 12%

 

1997 BMW E36 M3

The real car.

Class: C550  HP: 352 hp  Torque: 283 lb-ft  Weight: 3137 lbs

Ratings
Speed: 4.7  Accel: 3.8  Brake: 4.9 Cornering: 4.6 Rarity: 6.3

Misc. Info
Track tuned for:

Best time: N/A

Sunset Infield Short Reverse: 01:04.767 (tokyo xtreme)

Nürburgring Nordschleife: 08:34.464 (tokyo xtreme)

Suzuka West: 01:26.242 (tokyo xtreme)

Aids used: none

Mods
Front Bumper: race
Rear Bumper: race
Sides: N/A
Spoiler: race
Hood: N/A

Engine Mods
Intake: stock
Exhaust: sport
Ign.: stock
Fuel: sport
Camshaft: stock
Block: stock
Intercooler: N/A
Turbo: N/A
Centrifugal S/C: N/A
Pos. Displ. S/C: N/A
Engine/Drivetrain swap: N/A

Chassis Mods
Brakes: race
Suspension: race
Anti-roll bars: race
Trans: race
Clutch: race
Flywheel: race
Driveshaft: sport
Differential: race
Weight Reduction: street

Tires
Tire compound/manufacturer: stock
Wheel width: stock
Wheel diameter: stock
Wheel make/model: HRE 449R

Tuning:
Tires(psi) F/R: 29/29

Gearing:
FD: 3.90
1: 2.94
2: 2.00
3: 1.54
4: 1.26
5: 1.08
6: 0.96

Alignment
-Camber F/R: -0.8/ -0.8
-Toe F/R: 0.0/ -0.2
-Caster: 5.5

Anti-roll Bar F/R: 12.4 / 12.3

Springs F/R: 566.8 / 413.0
Ride Height F/R: 5.7 / 5.7

Dampers (rebound): 9.2 / 9.3
Dampers (bump): 8.4 / 6.6

Downforce: 45 lb / 50 lb

Braking
Balance: 47% front
Pressure: 90%

Front Diff Accel: 00%
Front Diff Decel: 00%

Rear Diff Accel: 60%
Rear Diff Decel: 50%

Torque Split: 00%

C550 Mini Cooper

BUILD

Engine: Street Intake, Sport Exhaust, Street Ignition, Sport Intercooler
 

Handling: Sport Brakes, Race Springs & Damps, Race Roll Bars, Sport Transmission, Race Clutch, Race Flywheel, Race Driveline, Street Differential, Race Wt. Reduction.

Wheels: Race Goodyears, Full Width; 18″ rims (Stock Rim Style)

Aero: Forza Front Bumper, Forza Rear Wing

TUNE

 

Tires: 30/31

Gearing: 

FD: 3.40

Alignment:
   Camber: -0.8/-1.0
   Toe: 0/0
   Caster: 5.0
Anti-Roll: 20.00/40.00
Springs:
   Rate: 111.0/182.7
   Ride Height: 4.7/4.7
Damping:
   Rebound: 5.0/4.7
   Bump: 5.0/4.6

Aero: No Downforce

 

Audi S4 C550

BUILD
———-

Engine & Power: Stock

Platform & Handling: Race Everything except Sport weight reduction

Tires & Rims: Michelin Sport Tyres, Stock Width, 19inch (the size between 20 and 18 foo’) OZ racing Superleggera III’s
Body & Aero: Race front Bumper, Race rear wing,

TUNE
———

TIRES
Front 1.86bar (27psi) Rear 1.93bar (28psi)

GEARING
Final Drive 2.13
1st 5.46
2nd 2.94
3rd 2.11
4th 1.77
5th 1.59
6th 1.47

ALIGNMENT
Camber: Front -0.5, Rear -0.6
Toe: Front 0.2, Rear 0.2
Front Caster: 6.0

ANTI-ROLL BARS
Front 1, Rear 40

SPRINGS
Front 32.61kgf/mm (182.607whatever americans use)
Rear 34.64 kgf/mm (193.975whatever americans use)
Ride Height, front 11.6cm (4.5inches), rear 12.1cm (4.7inches)

DAMPING
Rebound Stiffness, Front 14.5, Rear 13.5
Bump Stiffness, Front 1.8, Rear 1.4

AERO
Front 52.6kg (116 lbs)
Rear 56.2kg (124 lbs)

BRAKING
43% Front
Pressure 110%

DIFFERENTIAL
Front
Acceleration 12%
Deceleration 0%

Rear
Acceleration 40%
Deceleration 10%

Torque
47%/53%

C550 Lotus Elise 135R

BUILD Engine: N/A Handling: Stock Brakes, Stock Flywheel, Stock Driveline, Race Everything Else Wheels: Race Avons, full width, OZ – Canyon (stock size) Aero: Forza Front bumper, Forza rear wing TUNE Tires: 28/27 Gearing: FD: 6.00 1: 2.05 2: 1.34 3: 1.04 4: 0.84 5: 0.74 6: 0.67 Alignment: Camber: -.7/-.5 Toe: .0/.0 Caster: 4.0 Anti-Roll: 5.00/15.00 Springs: Rate: 100.0/150.4 Ride Height: 4.3/3.1 Damping: Rebound: 19.0/20.0 Bump: 2.0/1.5 Aero: Full Downforce Font and Rear Brakes: N/A Differential: Front: 30%/15%

 

C550 BMW M3 E30

BUILD

Engine: None

Handling: Stock Brakes, Sport Weight Reduction, Race Everything Else

Wheels: Race Avons, Stock Tire Width; Volk – GT-P’s (17 inch rims)

Aero: BMW Race Front Bumper, BMW Race Rear Wing

TUNE

Tires: 28/27
Gearing:

FD: 3.80
1: 3.00
2: 2.00
3: 1.51
4: 1.26
5: 1.10
6: 0.10
Alignment:
Camber: -0.8/-1.0
Toe: -0.1/-0.2
Caster: 4.0
Anti-Roll: 15.00/10.00
Springs:
Rate: 290.3/250.4
Ride Height: 4.4/4.4
Damping:
Rebound: 16.8/18.0
Bump: 2.5/2.0

Aero: 45 LBS Front Downforce
150 LBS Rear Downforce
Brakes: N/A

Differential:
Acell: 10%
Decell: 35%

 

C 550 Chevy Cobalt SS

Engine Mods:

rwd lnf ecotec powertrain swap

race engine block

race intercooler

race turbo

Platform and Handling Mods:

all race except for street flywheel and no weight reduction

Tire and Rim Mods:

full tire width

Body and Aero Mods:

forza 2 rear wing

 

Tune:

tire pressure: 29/31

final drive: 3.30

1st gear: 2.97

2nd gear: 2.20

3rd gear: 1.71

4th gear: 1.37

5th gear: 1.11

6th gear: 0.91

camber: -0.3/-0.7

toe: 0.0/-0.5

caster: 5.0

anti-roll bars: 5.04/30.00

springs: 597.0/643.2

ride height: 4.1/4.2

rebound: 14.3/16.1

bump: 4.7/5.2

aero: na/60

braking: 48/110

differential: 20/40

 

C 550 Porsche 944 (no aero)

Class: C 550  HP: 289 Torque:291 lb-ft Weight: 2967 lbs

Ratings: Speed: 5.6 Accel:4.4 Brake: 4.2 Cornering: 4.1 Rarity:

I like to drive this one on the Nordschleife.

Nordschleife PB: 8:28.034  

Tire pressure 55/55

Gears

Final 5.65

2.20

1.31

0.94

0.74

0.61

0.55

camber -0.5/-0.4

toe 0.1/0.1

caster 6.0

roll bars 12/13.50

springs 757.0/ 665.1

ride height 5.2/ 5.3

rebound 15.5/ 19.5

bump 4.0/7.5

differential 100/30

 

Ford Focus ST

Tuning Setup

Tires

Front 29 psi

Rear 29 psi

Gearing

Final Drive 3.75

1st 2.89

2nd 1.99

3rd 1.51

4th 1.20

5th 1.00

6th 0.85

Alignment

Camber

Front -0.8

Rear -0.8

Toe

Front 0.2

Raer 0.3

Front caster 6.0

Anti-Roll Bars

Front 1.00

Rear 20.00

Springs

Front 549.3

Rear 365.8

Ride Height

Front 4.2

Rear 4.2

Damping

Rebound Stiffness

Front 7.8

Rear 5.0

Bump Stiffness

Front 3.9

Rear 2.5

Aero

Front 50 lb

Rear 50 lb

Braking

========

Differential

Acceleration 75 %

Deceleration 10 %

2002 Honda Integra Type-R

Specs:
Speed: 3.5
Accel: 3.7
Braking: 5.4
Handling: 5.4

182 HP
184 lb-ft
2,157 Lbs
61% Front

Build:
Engine:
AWD K24A1 Swap
Street Fuel
Street Ignition
Street Exhaust
Street Intake

Platform and Handling:
Race Springs
Race Anti-roll bars
Race Trans
Race Clutch
Sport Flywheel
Sport Driveline
Race Differential
Race Weight Reduction
No Brakes

Tires: Race- Firestone
Stock Tire Width
19″ Rims
Volk CE28N

Race Front Bumper
Race Rear Wing
INGS Hood

Tune:
Tires: 29/30

Gearing:
FD-4.50
1st-3.90
2nd-2.10
3rd-1.44
4th-1.14
5th-0.96
6th-0.85

Alignment:
Camber: -0.6/-0.4
Toe: +0.3/+0.1
Caster: 7.0

Anti-roll Bars: 5.04/36.38

Springs: 141.7/172.8
Ride Height: 5.3/5.3

Rebound: 11.4/11.2
Bump: 1.9/1.7

Aero: 55/50

Braking: N/A

Diff:
Front: 12/0
Rear: 25/17
Split: 43/57

NOTE: The following setups have been provided by other Forza 3 Players or have been used using a tuning calculator. Please note that tuning is different for each player, track and vehicle, hence the followig tunes are merely to provide a feel of the tuning direction.

D Class MINI COOPER S:

 

Details for the race are as follows:
Sunday, July 27th, 2008 at 10:00 EST
Laps: 4
Damage: Cosmetic
Collisions: Default (we don’t want some turd ruining it)
Tires and Fuel: Simulation

 

 

Make: Mini
Model: Cooper S
Tuned by: Dewstain
Painted by: Dewstain

Buildsheet:

UPGRADES:

Engine and Power

Race Intake
Race Exhaust
Street Ignition

Platform and Handling:

Sport Transmission, Stock Driveline, Stock Weight, everything else Race

Tires and Rims:

Stock Tires
Stock Width
18″
Borbet Design BS Rims

Body and Aero:

Forza front bumper
Forza wing

TUNE:

Tires:
Front = 27
Rear = 28

Gearing:
Final = 2.75
1st = Can’t Change
2nd = Can’t Change
3rd = Can’t Change
4th = Can’t Change
5th = Can’t Change
6th = Can’t Change

Alignment:
Front Camber = -0.8
Rear Camber = -0.7
Front Toe = 0.3
Rear Toe = 0.1
Front Caster = 5.4

Anti-Roll Bars:
Front = 7.30
Rear = 23.20

Springs:
Front = 405.6
Rear = 503.1
Front Height = 4.8
Rear Height = 4.9

Damping:
Front Rebound = 4.2
Rear Rebound = 10.5
Front Bump = 3.4
Rear Bump = 3.0

Aero:
Front = 125
Rear = 150

Braking:
Balance = 45%
Pressure = 100%

Differential:
Front Accel = 16%
Front Decel = 0%

D Class 1969 Dodge Charger

Speed: 5.8
Acceleration: 4.5
Braking: 3.3
Handling: 3.0

 Upgrades:
Engine: Race Positive Displacement Supercharger (stock powertrain)
Handling: All Race except for Stock flywheel, stock driveline, and stock weight reduction.
Tires and Rims: Stock tires and width, 17 inch rims, Brabus monoblock IV
Aero: Forza Race Rear Wing

 Tune:
Tires: 32, 32 (55 55 for hotlapping)

Gearing:
FD:3.60
2.15
1.41
1.03
0.82
0.72
.1 (not used)

Camber: -.7, -.5
Toe: 0.0, -.5
Caster: 7.0

AR Bars: 40, 29

Springs: 306.3, 313.8
Ride Height: 8.5, 7.2

Damping: 16.0, 18.0
Bump: 2.5, 2.5

Aero: NA, 150

Breaking Force: 46% front
Pressure: 110%

Acceleration: 5%
Decceleration: 3%

D Class 1968 Shelby GT500

Tune:

Tires 29fr/28r

Gears

Fd: 3.25

1st 3.60

2nd 2.15

3rd 1.50

4th 1.20

5th 1.00

6th 0.86

Alignment

Camber -0.8fr/ -0.6r

Toe  0.1fr/-0.2r

Caster 6.0

Anti Roll Bars 25.00 front/22.50 rear

springs 514.0fr/448.0 r

Ride height 7.4 frnt/ 7.5 r

Damping

Rebound 5.0 frnt/ 11.0 r

Bump 2.5frnt/ 5.0r

Brake Balance 43%

Brake pressure 110%

Differential 16% accel 21% decel

 

D Class AE86 Sprinter Tureno

Build

Engine and Power

None

Handling and Platform

Brakes – Stock
Springs and Dampers – Race
Anti-Roll Bars – Race
Transmission – Race
Clutch – Race
Flywheel – Street
Driveline – Stock
Differential – Race
Weight Reduction – Race

Tyres and Rims

Tyre Compound – Bridgestone Race
Tyre Width – 225/50R14
 

The Set Up – Tsukuba

Tyre Pressure 29 PSI Front / 27 PSI Rear

Gearing – FD 3.00 / 1st 3.16 / 2nd 2.17 / 3rd 1.62 / 4th 1.31 / 5th 1.12 / 6th 0.97

Alignment
Camber -1.1 Front / -0.9 Rear
Toe 0.2 degrees front / -0.2 degrees rear
Front Caster 6 degrees

ARB 6.97 Front / 15.12 Rear

Springs 250.6 lb/in Front / 230.3 lb/in rear
Ride Height 5.6 in front / 5.8 in rear

Damping
Rebound 8.8 front / 9.1 rear
Bump 5.0 front / 2.8 rear

Aero – 49lb front / 51 lb rear

Diff  28% Accel / 12% Decel

D Class Renault 5 Turbo

I love racing this car around Motegi and Motegi East where it does the best but also like giving it a blast around the longer tracks such as Silverstone International and the Grand Prix Version.

Tune: GSI Daney
Paint: carlcooper
Price: Free Tune / Paint 35k
Sellers: Spot Performance Team
Tune Type: Grip
Track type: Short / Medium

BUILD:
Springs: Race.
Anti Roll Bars: Race.
Transmission: Race
Clutch: Race.
Flywheel: Street.
Driveline: Street.
Differential: Race.
Tyre Compound: Race Bridgestone.
Rim Style: Enkei RP F1.
Front Bumper: Race Forza.
Rear Wing: Race Forza.
Rear Bumper: Race Forza.

TUNE:
Tyres: 28, 28.
Gearing: 3.17, 3.30, 2.10, 1.55, 1.34, 1.20, 1.11.
Alignment: -0.6, -0.4, 0.1, -0.1, 5.6.
Anti Roll Bars: 32.49, 7.39.
Springs: 128.5, 162.2, 5.0, 5.1.
Damping: 2.9, 3.5, 1.9, 1.7.
Aero: 50, 95.
Braking: NA.
Differential: 35%, 7%

 D Class 1991 BMW M3

Make/Model: 1991 BMW M3 E30
Class: D 400 HP: 215 Torque: 180 lb-ft Weight: 2634 lbs

Ratings
Speed: 3.6 Accel: 3.4 Brake: 4.6 Cornering: 4.4 Rarity: 6.3

Info: I know the D 400 BMW Driver Training M3 E30 isnt the fastest D class car, but i just want to do something different.

Some lap times: 

Motegi Road Course West: 42.037

TT – Copperhead: 53.715

TT – Copperhead Reverse: 53.887

Aids used: none

Mods
Front Bumper: Race
Rear Bumper:
Sides: N/A
Spoiler: Race
Hood: N/A

Chassis Mods
Brakes: Stock
Suspension: Race
Anti-roll bars: Race
Trans: Race
Clutch: Race
Flywheel: Stock
Driveshaft: Sport
Differential: Race
Weight Reduction: Stock

Tires
Tire compound/manufacturer: Stock
Wheel width: Stock
Wheel diameter: 19
Wheel make/model: Zender Dynamic

Tuning:
Tires(psi) F/R: 29/29

Gearing:
FD: 3.59
1: 3.25
2: 2.33
3: 1.80
4: 1.45
5: 1.22
6: 1.05

Alignment
-Camber F/R: -0.8 / -0.8
-Toe F/R: 0.0/ -0.2
-Caster: 5.5

Anti-roll Bar F/R: 12.69 / 11.23

Springs F/R: 484.1 / 309.7
Ride Height F/R: 4.5 / 4.5

Dampers (rebound): 8.2 / 7.8
Dampers (bump): 7.5 / 5.6

Downforce: 45 / 50

Braking
Balance: N/A
Pressure: N/A

Front Diff Accel: 60%
Front Diff Decel: 50%

 D Class Peugeot 206 RC

 

Class: D 400 HP: 187 Torque:158 lb-ft Weight: 2166 lbs

Ratings: Speed: 4.1 Accel:3.1 Brake: 4.4 Cornering: 4.4 Rarity:

Info: 

Some lap times:

Engine Mods 

Intake: Street

Exhaust: Stock

Ign.: Stock

Fuel: Stock

Camshaft: stock

Block: stock

Intercooler: Stock

Turbo: Stock

Centrifugal S/C: Stock

Pos. Displ. S/C: Stock

Engine/Drivetrain swap: Stock

Chassis Mods 

Brakes: Sport

Suspension: Race

Anti-roll bars: Race

Trans: Race

Clutch: Race

Flywheel: Race

Driveshaft: Race

Differential: Race

Weight Reduction: Sport

Tires 

Tire compound/manufacturer:Street BFGoodrich

Wheel width: Stock

Wheel diameter: 19

Wheel make/model: Gram lights57C

Areo Mods 

Front Bumper: Stock

Rear Bumper: Stock

Sides: Stock

Spoiler: Stock

Hood: Stock

Tuning: 

Tires(psi) F/R: 29/29

Gearing:

FD: 4.59

1: 4.17

2: 2.21

3: 1.52

4: 1.15

5: 0.97

6: 0.88

Alignment 

Camber F/R: -0.8 / -0.8

Toe F/R: 0.0/ – 0.2

Caster: 5.6

Anti-roll Bar F/R: 7.42 /13.27

Springs F/R: 479.5 / 280.8

Ride Height F/R: 6.3 / 6.3

Dampers (rebound): 8.3 / 4.6

Dampers (bump): 4.1 / 2.3

Downforce: 0 / 0

Braking 

Balance: N/A

Pressure: N/A

Diff  

Front Diff Accel: 30%

Front Diff Decel: 0%

The benefits of tuning a stock vehicle for the race track can be huge. Best of all, adjustments to your car’s tuning do not affect your car’s class rating. Since these changes don’t affect your class rating, you can use tuning to improve the performance of your vehicle beyond the limits of your competition.

TIRES

Adjusting your tire pressure is a good, simple way to improve the cornering performance of your vehicle. Stock tire pressure is generally tuned for comfort rather than raw conering ability. When you take a new vehicle to the track, you should always make some adjustments to the tire pressure, usually increasing the pressure to all four tires to improve responsiveness and reduce tire roll in the corners.

However, take note that too much inflation can give you the opposite effect. An over-inflated tire will bow out in the center, reducing the contact surface. This effect is maximized as the tires heat up and the air inside expands, increasing the psi level. If you’ve reached the effectiveness limit of inflation, try reducing tire pressure to similarly affect the grip levels of your tires. If your FWD car is understeering, especially as the race wears on and the tires heat up, lower the front tire pressure to keep the contact surface flat.

Lowering tire pressure gives the tire more pliability, allowing it to conform to the ground and increase the overall contact patch with the asphalt. Accordingly, lowering tire pressure can help straight acceleration. But low pressure comes with negative side effects that become evident during cornering, as the more pliable tire rolls under lateral acceleration and gives you sloppy handling.

One thing to remember is that a little adjustment goes a long way. Differences of just a few psi between wheels can have a big effect, so don’t get extreme with the adjustments.

GEARING

Gearing ratios determine how many turns of the driveshaft result in a single turn of the wheels (the car’s wheels, not your steering wheel). A higher ratio (e.g. 3:1) makes it easier for the engine to rev high and reach max horsepower output quickly, but minimizes the top end speed of the gear. The effect of high gear ratios is quick acceleration with a sacrifice to top speed. A low gear ratio (e.g. 0.8:1) is harder for the engine to turn but improves top-end speed in that gear. The effect of a low ratio is slow acceleration with high top speed.

Lower gears should have higher ratios, while higher gears should gradually move to lower ratios. Sudden drops in the ratios between gears (e.g. having a first gear ratio of 3:1 and a second gear ratio of 1:1) will make it difficult to keep your engine revving within its peak power band. Most engines make the most power in the upper limits of their rev range (like between 4,000 RPM and 6,500 RPM). If the jump between two gear ratios is too large, your engine will drop too many revs on the upshift, dropping below the optimal powerband. This drop in revs will make for slow acceleration until you can muscle the revs back to their peak power.

Imagine a curved line on the gearing graph that connects the right edges of the ratios for each gear. A gradual curve will make it easier to keep your engine revving within its optimal RPM range. However, a curve too dull will restrict the range of your gear ratios. A sharper turn will naturally give you more range between gear ratios, but as we mentioned earlier it may also cause the engine RPMs to drop too much between upshifts. Experiment with your car to find its peak power band and adjust the gears to keep your revs within that RPM range while giving you the acceleration or top speed you need for a given track.

Quick Acceleration and less end speed                                                          High top speed, slower acceleration

Many tracks will not allow you to reach the maximum speed of your vehicle. In these cases, it’s a good idea to increase your gear ratios to improve your acceleration. Other tracks, however, are all about top speed. On these tracks, it’s worth sacrificing some acceleration by lowering your gear ratios to make for better top-end speed.

ALIGNMENT

There are three categories of alignment you can adjust: camber, toe and front caster. Each setting should be adjusted only slightly between testings to avoid dramatic changes to handling. As well, these settings can negatively affect tire wear, so consider running different setups on longer races where tire wear is a factor.

CAMBER

Camber deals with the tilt of the wheels when viewed from the face of the car. Wheels with the tops tilted inward have negative camber, while wheels with the tops tilted outward have positive camber. There’s generally no racing application for positive camber, though some degree of negative camber can help cornering. As the car hits hard into a corner, centrifugal force will naturally roll the weight of the vehicle outwards. Negative camber helps keep the tire flat on the asphalt during this weight transfer. However, too much negative camber will prevent the tires from sitting flat during straight acceleration and braking, reducing grip in those situations

TOE

Toe is the tilted angle of the wheels when viewed from above the car. Positive toe moves the fronts of the wheels inward together, while negative toe has the fronts of the wheels pointed outward, away from each other. The effects of toe are limited, other than affecting tire wear, though a little positive toe can give the characteristic of understeer, while a little negative toe can give the characteristic of oversteer.

CASTER

Caster is the angle of the steering relative to the wheels. Imagine the front forks on a bicycle wheel. Typically, the front forks point forwards from the handle bars (the steering). This angle of the steering, in both bicycles and cars, is known as positive caster.

Positive caster will naturally center the direction of the wheels, lending some stability to straight-line driving. As well, some degree of positive caster can help in cornering. During hard cornering, the suspension of the front wheels compresses and the wheels naturally take on a negative camber which, as we described earlier, helps grip in the corners. This effect is enhanced by positive caster.

However, too much positive caster will make the car fight cornering. Because of the natural tendency of wheels with positive caster to center themselves, too much positive caster will make a fight of turning the wheels into corners.

ANTI ROLL BARS

Anti-roll bars increase the vehicle’s rigidity and stability under hard cornering by effectively tying together the left and right sides of the vehicle. Hard corners will cause the body of a car to roll away from the turn. You can adjust the stiffness of anti-roll bars to counter the body roll and tweak the cornering characteristics of your vehicle.

Generally, increasing front anti-roll bar stiffness will also increase the tendency to understeer. Conversely, increasing the stiffness of the rear anti-roll bars will increase the tendency to oversteer. It’s a good idea to tweak the stiffness to an even level that suits the vehicle before adjusting for understeer or oversteer. When it comes time for the fine-tuning, it’s often better to soften the anti-roll bars to correct understeer and oversteer rather than stiffen. If the anti-roll bars are too stiff, you’ll get some instability on rough roads and hairiness in tight corners where the inside tires may lift off the ground.

SPRINGS

Most vehicles come from the factory with fairly soft springs made to deal with rough public roads. On the track, however, the range of lumpy road surfaces is much narrower. The generally smoother track surfaces make suspension stiffening a very helpful adjustment in the corners. However, like all things in tuning, too much of anything will negatively impact your lap times.

Stiffer suspension will better control suspension travel and the always-changing nature of your wheel camber. By holding wheel camber more constant, you can effectively keep the tires flat against the pavement for improved grip. Too much suspension travel will cause the camber angle to change—since suspension does not travel straight upward, but rather in an arc—which will result in vastly different levels of grip depending on the weight balance of the vehicle at any given moment.

Though as we mentioned, too much suspension stiffness can be a bad thing. Too-stiff suspension will not have the travel necessary to properly deal with imperfections in the road surface. Slight bumps in the road will then cause the tires to skip and lose traction. As such, stiffening the front suspension too much can cause understeer, while stiffening the rear suspension too much can cause oversteer. Conversely, you can reduce understeer and oversteer by softening the front and rear suspension, respectively.

As suspension load increases, the wheel travels into the vehicle in an upward arc. Too much travel (from too soft suspension) results in vastly different wheel camber depending on suspension load.

RIDE HEIGHT

Ride height is another adjustment you can make to the suspension. Generally, you want as low a ride height as possible without bottoming out the suspension on rough roads and under heavy weight transfer. However, balancing the front and rear ride height can let you play with your vehicle’s center of gravity. A higher ride height in the rear will shift the car’s center of gravity forward, which may help front tire grip.

DAMPING

While spring stiffness determines how much travel is in the suspension, dampers, also known as shocks, control the rate at which a vehicle’s springs oscillate. Picture hitting a large bump at high speed in a standard road-going vehicle. After the bump, the car’s suspension will continue to oscillate, bouncing up and down as the springs settle back down to their normal state. While this oscillation is good for driver comfort on public roads, it’s not so desirable on the race track. The fluctuating weight balance during such oscillation can make tire grip unsteady, fluctuating with the suspension travel.

Stiffer shocks will control the oscillation of the suspension for a steadier weight balance. As well, stiffer springs will increase the speed of weight transfer, letting you more quickly and predictably redistribute the weight of the car with acceleration and braking. However, too-stiff shocks can overpower the springs, reducing their effectiveness at dealing with imperfections in the road and contributing to a loss of traction on uneven road surfaces, including bumps, dips and rumble strips.

AERO

Aerodynamic downforce acts as added weight, pushing down on either end of the vehicle to enhance the traction of the tires. Note that the effect of downforce increases with speed, and at low speeds downforce has little if any effect. Add downforce to the front of the car and you’ll effectively give the front tires some added traction at speed. Add downforce to the rear of the car and you’ll boost the grip of the rear tires at speed.

However, the benefits of downforce come at a cost. As we said, downforce effectively adds weight to the vehicle, which limits top-end speed and acceleration. Increase downforce sparingly to correct for understeer and oversteer tendencies, especially in powerful rear-wheel-driven vehicles that tend to break loose over sweeping high-speed turns.

BREAKING

Generally, you want braking to be even between the front and rear wheels. However, as you make changes via upgrades and other tuning, you may offset the balance of braking. If you find that the vehicle tends to understeer or oversteer under braking, you may have a braking imbalance.

You can correct for some amount of braking oversteer by moving the braking balance forward. Conversely, you can correct some understeer by moving the braking balance rearward. Too much braking balance to the rear, however, will upset stability under braking, while too much forward braking will contribute to understeer. Look for a neutral balance in the braking so that you feel neither understeer nor unsteady oversteer under hard braking conditions.

DIFFERENTIAL

A differential splits power between the left and right halves of a car’s driven axle(s) and allows either half of the axle to rotate at a different speed than the other. Letting both axle halves rotate independently—thus rotating the two wheels at different speeds—is necessary for maintaining traction in a turn. In corners, the wheel on the inside will naturally rotate less than the wheel on the outside as the inside wheel travels a shorter distance. Without the allowed slip of a differential, the wheels would be locked into the same rotational speed and either the inside or the outside wheel would skip and lose traction.

Notice that the line on the inside of the turn—where the inside wheel travels—is much shorter than the line on the outside of the turn, where the outside wheel travels. Because of this difference in distance, a differential is required to allow the wheels to spin at different speeds to maintain optimal traction.

Performance vehicles have a special type of differential, called limited-slip. A limited-slip differential (LSD) does what it says—it limits the slip allowed by the differential. Remember, the slip of the differential is what allows the wheels to rotate at different speeds. However, there is a limit to this benefit, and an LSD helps by locking the rotation of both wheels at a certain level of slip. Slip is good for cornering, but not for acceleration and braking.

When traveling in a straight line, as in under hard acceleration or braking, you want both wheels rotating at the same speed. A limited-slip differential makes this happen. Increasing the acceleration and deceleration rates of the differential will make the LSD lock the wheels together sooner. Decreasing the rates will allow for more differential slip before the LSD kicks in.

Increasing the acceleration rate of the differential in a rear-wheel-drive vehicle will tend to make more oversteer as you exit a corner, hard on the accelerator. Increasing the acceleration rate of the differential in a front-wheel-drive vehicle will, conversely, contribute to added understeer as you accelerate out of a corner, as the wheels lock together and begin to lose traction under acceleration. Too low a setting in either drivetrain configuration will result in decreased acceleration and braking efficiency. Keep the LSD settings relatively high without adding to your vehicle’s natural tendency to oversteer or understeer. If you find the car tends to lose traction to the powered wheels as you accelerate out of a corner, consider lowering the setting of the LSD.

PICKING UPGRADES

When purchasing upgrades, it’s pretty obvious which parts are better. The more the cost, the higher the gains and the further to the right on the list they are, the better the parts—that’s a no brainer. But what makes part choosing difficult is trying to stay within car class restrictions. As you purchase upgrades for your vehicle, you affect the class rating of the car. Higher class vehicles will naturally be better performers than others, but many races restrict how high your class can be. If a particular race limits you to racing C-Class vehicles only, you’ll want to put together the beefiest C-Class car you can muster without taking the upgrades too far and bringing the car to a B-Class.

Generally speaking, the upgrades that most affect your vehicle class are power upgrades, weight reduction and changing tires to a stickier compound. Upgrades to other areas of your vehicle will generally result in very minor changes to your class rating (sometimes none at all), though that doesn’t make their effects less valuable. For example, upgrading your brakes hardly affects your class rating, but having a better set of stoppers can dramatically improve your lap times.

Carefully choose upgrades that will only minorly affect your class rating. If you find that you’ve broken the limit of your class, you can remove some upgrades or make some upgrades that negatively impact your class rating. Making changes to a number of Body and Aero parts will actually drop your class rating slightly. And while these changes may hurt your top-end speed, it won’t matter on most courses—in fact, you may gain a decent handling boost in the upgrade.

 

 

Tuning your car can be a lot of fun and despite all the frightening comments on the net, it is relatively easy. Quite frankly you just need to stop and think logically.

What I will be providing here, is a guide how to start tuning your car without doing any damage to your racing experience.

First of all, I am a Ferrari fan, so this tuning will mainly help you with rear wheel drive and front/middle engine. Second, this tuning applies to those players who are unfortunate not to have a race wheel.

Let’s start off with the basics. Remember that different tracks require slightly different tuning and each player has a different feel of how comfortable he likes to get through corners. What is most important for game pad player is to have excellent handling, hence this tuning guide will help you maximise your handling and grip with very basic set up.

Tire Pressure: I normally recommend to leave tire pressure as it is, however in endurance races you don t want your rear tires to heat up quicker than the front, as this leads to uncomfortable few laps until the front tires reach temperature and in the long run your rear wheel tires will wear out sooner than the front ones. Again, depending on the track, slightly increase the rear tire pressure a few notches in order to justify this disequilibrium of tire wear, it will not balance out completely as it is a rear wheel car we are talking about here.

For increased grip, slightly decrease both tire pressures, but avoid extreme as the car will start to wobble in fast bends. WithFerraris the rear pressureshould be slightly lower than the front.

Suspensions: Once you have a racing suspension, notice the standard tune. Suspension will help you a great deal on different tracks. Remember that with a rear wheel car you want your rear suspensions to be harder than the front once as you want more traction on the real wheels, but if you feel that when you accelerate the car under steers too much, or when you break hard, the nose of the car dips in too much, increase the stiffness by a few notches and you will notice a great difference. On tracks such as Suzuka, you want a generally ‘hard’ set up, but don’t exaggerate otherwise when you hit the curbs the car may result in unexpected behaviour and may break out. On tracks such as the Nurburgring, Maple Valley or the Amalfi Coast you want a softer set up in order for the car to absorb all bumps and still keep traction: this will result in much greater handling and grip than a hard set up.

A ‘hard’ set up means that you increase the parameters by the same proportion as the standard tuning, whilst decreasing by the same proportion if a ‘soft’ set up is required.

Note that with ‘R’ type cars, the suspensions can be set up slightly harder as the cars generally absorb bumps and curbs much smoother.

 

Tire Alignment, Camber, etc: As a basic set up, I would leave this alone as this is very different for every car and track. These set ups are already for the professional tuner, hence I would suggest the Forza 3 online tuners for custom solutions.

 

Down force: If it is not an oval race, I would strongly suggest for all game pad players to increase down force drastically on the car you are driving. Do not worry about the loss in speed as the increase in corner speed will definitely make up for it. Once you start enjoying the increased handling you can start playing about with the down force in order to increase the top speed. This is particularly important on tracks like Catalunya or Mugello, where you want enough down force to be fast in the corner sections but not too much in order not to loose too much speed on the large straights.

With Ferraris I suggest to increase rear and front down force, but the front down force should be a few notches lower than the rear, this is to avoid that the rear breaks out. On ‘R’ type cars I suggest the opposite, the front down force slightly higher than the rear, this will help you tremendously when entering a corner. If you would apply this to a standard Ferrari, the front comes in the corner faster than the rear which may result in over steer.

 

Breaks: Depending on the track, you want your break balance to be slightly biased towards the front. The front break is the most efficient in deceleration, but extreme set up will result in immediate wheel lock up which drastically reduces your break energy. I normally suggest between 51-55% max. and when you do break and see that the ABS signs come on, you want to ‘pump’ the break button, that is quickly let go and immediately press it again… this requires a little bit of training, but will greatly improve your breaking ability.

Break pressure should be increased to something like 135% for game pad players, a setting which does not apply to ‘R1’ vehicles, but again remember that this setting may result in premature wheel locking, so again let go of the break button and immediately press it again (this action must be performed as quick as possible).

 

Differential: The great option with this is that you can convert your four wheel drive to rear wheel drive (great for me as I hate four wheel drive cars). Anyways, for standard Ferraris it always works to increase the acceleration differential a little bit. If you notice that the car slips a lot, or is unstable when breaking, increase the deceleration differential as well.

 These are very basic settings which will introduce you to the world of tuning without creating damage to your car.

In order to get  a perfect start, one needs to think how Formula 1 cars start off: LAUNCH CONTROL.

Many players choose to give full throttle at the start, which only leads to useless wheel spin and time lost, not to mention if you have the traction control switched off! Other believe to wait until the light hits green to give full throttle, which is also time consuming as the engine needs to get up to revs until enough power is at disposal.

The best way is to simulate an electronic modern launch control. Each car is a little bit different as the different engines deliver maximum power at differente revs. Hence, it is important that before you actually start your race, you try a couple of starts giving full throttle and obsvere closely at exactly which revs the engine seems to ‘lock in’.  Once you understood that the Ferrari Enzo’ perfect revs are 8,000 rpm for example, at the countdown before the race you gently give throttle and hold the throttle very sensibly at the desired rev and when the light hits green it’s full throttle! It may take you a couple of attempts to get used to the throttle sensiblity and holding your finger, or foot, until the light hits green.

 The ciritcal moment is when it hits green light, you don’t want to be accelerating too early as to get into the eternal twilight of traction control and you don’t want to be accelerating too late, as you don’t want the engine revs to diminish….