NewDriver2 / RUF BTR '86
https://www.gtplanet.net/forum/showthread.php?p=7321555#post7321555
Stage 1: Base Model
388hp, 1180kg, 500pp @ 6,521.9 miles (engine overhaul)
Painted Midnight Purple II with stock wheels
Standard Setup
Sports Hard tyres stock
Trial Mountain (Reverse): 1:42.993
The tuned car is called "Pinky Wings." The Base Model should be "Flying Coffin."
Never forget that it's a RR. Massively overpowered. Throttle control is a must. The rear end can swing round on any corner with less than full throttle.
Keeping the front end on the line is difficult. I'm having a hard time judging my line, powering through with throttle while not letting the car over-rotate. Snap over-steer isn't a problem, it's keeping the front end planted that's the problem.
3/4 of my laps were lost, either red or useless.
Deep Forest: 1:30.507
Better, I believe that Trial Mountain Reverse has more sudden c'e corners compared to Deep Forest. Even though the c'e corners are more severe they don't disturb the car as much as at TMr.
I feel like a lumberjack. I do more sawing on one corner in this car than on the entire track in any other car I've reviewed. Keeping the front end in the front isn't as unpredictable on this track.
Turn-in isn't as fuzzy now that I'm more familiar with the car, but throttle control has a great impact on the cars rotation.
Mid-corner is easy to spin out in. Even if I nail the entrance just 1% more throttle than the car can handle and the front end (yes, the front not the back) goes whoosh. Counter-steering calls for throttle lift-off just about every time.
Corner exit has the same problems as mid-corner. Since I try to brake early and feed the throttle evenly and consistently through the corner exit it is often difficult to know where mid ends and exit begins.
Braking distance is long. Even after I settle the brakes to consistent pressure the car still takes a while after to settle its weight.
The cars deep suspension and long time to settle take some getting used to. Pedal steering wouldn't be so bad if the weight shifts were more predictable.
Autumn Ring: 1:30.464
Tyre temperature is a major issue with this car. If I maintain the car at it's limit, such as a long corner or a long slaloming complex, the rear tyres simply overheat and it takes a moment for them to cool to the point where I can get back on the throttle to any degree. By this time I'm seconds down on my ghost.
Sporting around is fun but if I try to approach what I feel is around 80% of the cars potential it lets me know how little I know about car control (I become Physics' b!+¢#). Part of this is due to the tyre temp problem and part is due to the overpowered throttle steering. Want to over-steer: just power on. Want to under-steer: um, wait, throttle lift-off induces over-steer. Better choose a line that favors over-steer.
Cape Ring Full: 3:04.108
Slow = fast. If I push the car not only am I more likely to snap, but the cars line becomes fuzzy and unpredictable. When I stopped pushing the car and stopped sporting around and I began to Sunday drive I started to produce on every corner. Break very early and gently feed the throttle. Don't let the back end start to sway in any way. I cut seconds from my lap this way.
Unfortunately I upgraded the car to the Modded Model before I tried the Base car on Sports Soft tyres.
Stage 2: Modded Model
517hp/1062kg/557pp @ 6,600.2 miles
(The tuned car calls for adding weight to the front which will pull the pp back down to 550. I'll leave the pp at 557 and count on the tune to make up the difference when I apply it.)
Sports Soft tyres
Trial Mountain (Reverse): 1:34.881
Not nearly as unpredictable as the Base car.
The brakes still need alot of room but considering the increase in speed this is perfectly acceptable. Trail-braking is ill advised.
Turn-in is still fuzzy but much more precise than before.
Mid-corner and corner exit don't call for as much sawing and are more stable and predictable.
Deep Forest: 1:21.627
Much more manageable. The extra power is hardly noticeable except in the engine sound.
The lack if stability under braking is menacing. On single corners braking early is enough, but in a complex it is hard to maintain the cars attitude consistently.
Autumn Ring: 1:24.460
The tyre temperature control is still a must. I'm only using 10% of the cars power on 90% of the track. Very over powered.
Again: long braking distances and not trail-braking.
Cape Ring Full: 2:48.531
Throttle lift-off has more effect than counter steering. Timing this correctly during the cambered slaloms is rewarding, the car feels like it's on a waterfall.
Mid-corner braking is rarely called for on this track, but where it is will often try to push the car off the track if I'm not careful.
Keep the nose in front of the rear and the can in line and it will sing. Let it's nose wander a smidge too far and watch it go whoosh whoosh. Corrections to keep it under it's attitude is fine. Corrections to keep the car on the line once the car has over-extended its attitude are usually catastrophic.
đź‘Ť
. This car made for sesaon '80 so its not hot lap machine . Like i said before love the the car have a touch of drift will you are racing this is not good to have agood lap time from it and most of tester they don't like that . But you đź‘Ť you understand it will and you manage it will on the road .
This is a very VERY good tune. I'm sure you'll enjoy it 
