RIDOX Replica Garage-In Memory of TurnLeft-GT40,300ZX,F430,TVR,AEM S2000,Cizeta,TransAm Doug Nash

[Ridox2JZGTE]

Audi Auto Union V16 Type C Streamline 1937
( EXPERT LEVEL CAR )

Tuned to replicate Audi Auto Union Type C
Comfort Soft​

CAR : Audi Auto Union V16 Type C Streamline '37
Tire : Comfort Soft


Specs Base Stock Torque
Horsepower: 512 HP at 5000 RPM
Torque: 553.3 ft-lb at 4500 RPM
Power Limiter at : 100%
Weight: 1000 kg
Ballast : 0 kg
Ballast Position : 0
Weight Distribution : 47 / 53
Performance Points: 603


Specs Real Torque ( Closest Possible )
Horsepower: 513 HP at 4400 RPM
Torque: 615.4 ft-lb at 4300 RPM
Power Limiter at : 92.9%
Weight: 1000 kg
Ballast : 0 kg
Ballast Position : 0
Weight Distribution : 47 / 53
Performance Points: 607



GT AUTO
NO Oil change
Improve Body Rigidity ( NOT Installed in this build ) - OPTIONAL
Wheels : Stock
Car Paint : Stock


Tuning Parts Installed :
Suspension Fully Customizable Kit
Fully Customizable Dog Clutch Transmission
Adjustable LSD
Low RPM Range Turbo Kit - OPTIONAL - Installed for real car torque specs.
Racing Brakes Kit



Suspension - Front Trailing Arm/Torsion Bar, Rear Swing Axle/Torsion Bar with Friction Damper
Base for Real Torque
Front, Rear

Ride Height: 100 100
Spring Rate: 7.14 8.93
Dampers (Compression): 3 2
Dampers (Extension): 1 4
Anti-Roll Bars: 6 1
Camber Angle: 0.0 0.0
Toe Angle: 0.30 0.00


Alternative Suspension ( Tested on Stock Torque )

Ride Height: 100 100
Spring Rate: 7.14 8.93
Dampers (Compression): 3 2
Dampers (Extension): 1 1
Anti-Roll Bars: 6 1
Camber Angle: 0.0 0.0
Toe Angle: 0.00 0.00



DOG CLUTCH TRANSMISSION

Install all power parts
Set Default
Use Default Ratio
1st 4.085
2nd 2.556
3rd 1.773
4th 1.306
5th 1.022
Set Final 2.500 ( Use Default for most tracks, for top speed use 2.000 Final )



LSD ZF Plate Type
Initial Torque : 60
Acceleration Sensitivity: 36
Braking Sensitivity: 15


AERO - Base Minimum Aero
Front = 150 (MIN)
Rear = 210 (MIN)




Brake Balance:
2/3 ( personal BB) or for ABS 0 wheel : 2/3, for ABS 1 - feel free to use your preferred brake balance.


Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 4/5 brake balance as starting point.


Notes :
Unique driving experience, capable of 1:16s lap at Midfield and 2:19s at Bathurst on real torque specs Feel what it's like to be on the door to heaven/hell throughout the lap Set to give as close as possible of what the real car is famous for.

Also tested at Apricot Hill, Brands Hatch and London, drives well. Hope you guys survived driving the car

Replay file have bee added for 3 tracks, Bathurst 2:19s, Apricot Hill 1:30s, and Midfield 1:16s all on real torque specs (turbo kit fitted ) and CS tires. Use them as ghost or just for enjoyment

 

[lBt_33]

Placeholder for Audi Auto Union Type C 1937 ( Expert/Hardcore Level Car )

View attachment 504313

513HP, 620lb torque, unique driving experience, capable of 1:16s lap at Midfield and 2:19s at Bathurst Feel what it's like to be on the door to heaven/hell throughout the lap Set to give as close as possible of what the real car is famous for.

I was sure it was this... thing

 

[Ridox2JZGTE]

I was sure it was this... thing

Tune updated, enjoy the ride Never stop to a halt or crash, it doesn't turn well with it's very limited steering angle, which also gives it unique handling.

 

[lBt_33]

Tune updated, enjoy the ride Never stop to a halt or crash, it doesn't turn well with it's very limited steering angle, which also gives it unique handling.

The car, that when you drive it, give you the impression your wheel is broken

Unique driving experience yes, I don't know how you get 2:19 at Bathurst, this car is just mad ! I survive, but this car is really unique, don't know if I hate or if I love it

Well done sir !

 

[Ridox2JZGTE]

The car, that when you drive it, give you the impression your wheel is broken

Unique driving experience yes, I don't know how you get 2:19 at Bathurst, this car is just mad ! I survive, but this car is really unique, don't know if I hate or if I love it

Well done sir !

The car needs different way of driving indeed, with limited steering range on the front, planning the line is crucial, knowing what to do when it gets wild also important.
I will upload the replays for both laps later

What's amazing, CS tire provides ample grip that I think may be very close to the real car grip level back in 1937, or may be a bit too much

Tip : Use cockpit view, look at the steering wheel, it provides a very good indicator of how much you need to turn the wheel, and on most tracks, the wheel never turned much.

 

[GT6champNK_69]

Audi Auto Union V16 Type C Streamline 1937
( EXPERT LEVEL CAR )

Tuned to replicate Audi Auto Union Type C
Comfort Soft​

View attachment 504313​

CAR : Audi Auto Union V16 Type C Streamline '37
Tire : Comfort Soft


Specs Base Stock Torque
Horsepower: 512 HP at 5000 RPM
Torque: 553.3 ft-lb at 4500 RPM
Power Limiter at : 100%
Weight: 1000 kg
Ballast : 0 kg
Ballast Position : 0
Weight Distribution : 47 / 53
Performance Points: 603


Specs Real Torque ( Closest Possible )
Horsepower: 513 HP at 4400 RPM
Torque: 615.4 ft-lb at 4300 RPM
Power Limiter at : 92.9%
Weight: 1000 kg
Ballast : 0 kg
Ballast Position : 0
Weight Distribution : 47 / 53
Performance Points: 607



GT AUTO
NO Oil change
Improve Body Rigidity ( NOT Installed in this build ) - OPTIONAL
Wheels : Stock
Car Paint : Stock


Tuning Parts Installed :
Suspension Fully Customizable Kit
Fully Customizable Dog Clutch Transmission
Adjustable LSD
Low RPM Range Turbo Kit - OPTIONAL - Installed for real car torque specs.
Racing Brakes Kit



Suspension - Front Trailing Arm/Torsion Bar, Rear Swing Axle/Torsion Bar with Friction Damper
Base for Real Torque
Front, Rear

Ride Height: 100 100
Spring Rate: 7.14 8.93
Dampers (Compression): 3 2
Dampers (Extension): 1 4
Anti-Roll Bars: 6 1
Camber Angle: 0.0 0.0
Toe Angle: 0.30 0.00


Alternative Suspension ( Tested on Stock Torque )

Ride Height: 100 100
Spring Rate: 7.14 8.93
Dampers (Compression): 3 2
Dampers (Extension): 1 1
Anti-Roll Bars: 6 1
Camber Angle: 0.0 0.0
Toe Angle: 0.00 0.00



DOG CLUTCH TRANSMISSION

Install all power parts
Set Default
Use Default Ratio
1st 4.085
2nd 2.556
3rd 1.773
4th 1.306
5th 1.022
Set Final 2.500 ( Use Default for most tracks, for top speed use 2.000 Final )



LSD ZF Plate Type
Initial Torque : 60
Acceleration Sensitivity: 36
Braking Sensitivity: 15


AERO - Base Minimum Aero
Front = 150 (MIN)
Rear = 210 (MIN)




Brake Balance:
2/3 ( personal BB) or for ABS 0 wheel : 2/3, for ABS 1 - feel free to use your preferred brake balance.


Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 4/5 brake balance as starting point.


Notes :
Unique driving experience, capable of 1:16s lap at Midfield and 2:19s at Bathurst on real torque specs Feel what it's like to be on the door to heaven/hell throughout the lap Set to give as close as possible of what the real car is famous for.

Also tested at Apricot Hill, Brands Hatch and London, drives well. Hope you guys survived driving the car

This car has its own character, it wants to rule over you, and it is only friendly on the straight. I like your tune Ridox, :tup:because even though it is not easy to drive, it takes a lot of concentration and skill to manage it, it still drivable. I also survived, and managed a lap time on Bathurst in 2:29.379 on my second lap. A little tip, comming out of a apex, and before comming on the throttle, stap on the x button, or throttle, till it won't well spin no more, a tough technical thing to master on DS3.

 

[Ridox2JZGTE]

This car has its own character, it wants to rule over you, and it is only friendly on the straight. I like your tune Ridox, :tup:because even though it is not easy to drive, it takes a lot of concentration and skill to manage it, it still drivable. I also survived, and managed a lap time on Bathurst in 2:29.379 on my second lap. A little tip, comming out of a apex, and before comming on the throttle, stap on the x button, or throttle, till it won't well spin no more, a tough technical thing to master on DS3.

That's a good time, as long as you survive

I have been asked by @Pete05 about damper tuning, I wrote this damper tuning steps that I have been using ( adapting from real life experience )


Here is how I used real life experience in damper tuning :

Make sure the spring rate is settled ( no more change ), then set all damper to full soft ( all 1 in GT6 ). Now fine tune the ARB, go full soft 1/1 and see how the car balance at tracks like Tsukuba or Apricot Hill. Play around with ARB, add more front or more rear, see how it affect the balance, then go full hard 7/7. Notice how you can feel the car has lot less roll and felt stiffer when turning. Adjust the ARB according to your preference or target goal ( more/less rotation, stiff or soft/low response )

Now, when you have ARB dialed in ( no more changes ) you can start damper tuning. In GT6 damper values are hidden in specDB, damper are 4 ways in GT6, each car has unique damper value preset/range. So damper at 1 for Supra will be different to Integra ( damper rates ) So 1 is softest possible and 10 hardest possible for a given car. Each click of damper in GT6 alter the value preset by 1 step.

Damper tuning is simple yet can be very complicated in the process.
First, start with compression at the front, while keeping all other damper at 1 ( full soft ) Raise it slowly until you find the car can brake without too much dive, turn in with minimal understeer. Too high front compression may cause understeer, so when you start feeling the front become heavy/less responsive to steering, dial back.

Next, the rear compression, similar to front, but it will give opposite effect, too high, and the car will oversteer / easier to lose traction. The best place to test is at SSR5 or Apricot Hill ( hairpin to the last chicane ) Go for low comp for more driver friendly rotation, soft/low will also more compliant on bumpy tracks. Some cars may need high comp, depending on the weight/distribution, damper preset value and tires used.

Now after you feel the compression for both axle are okay ( don't have to be perfect yet ), start with extension :

Front extension, raise it slowly, the higher you go, the less the car will rotate mid corner onwards, while giving more stability under heavy acceleration. You need to find balance, the front extension works together with rear compression under longitudinal acceleration. When you find the sweet spot, you can accelerate earlier out of corner without pushing too wide. Weight distribution and drivetrain ( MR,FR/AWD/FF ) have some effect on front extension effectiveness. Sometimes low front extension is more than enough, depending how high is your rear compression as well. There is a curve for front extension, too lower, the car may push on exit/sluggish, get it spot on, the car will rotate nicely without much drama, too high and it will start to push early on exit ( easily noticed on FF car )

Rear Extension, this is often the last to touch, when all other 3 dampers are finely tuned, you can feel how great the impact of altering rear extension. Rear extension works under braking/entry and as well on other situation ( rotation on entry and high speed cornering ) This can be felt easily simply by raising it to 5 or more, on FR, you will feel more eagerness to turn in, and more response on high speed cornering. Running low rear extension on FR car like Viper or Corvette will make it less responsive to steering, as well as more lazy on turn in. Too high rear extension may produce more oversteer on entry and other situation.

Now, this is for baseline damper, now you need to test it for more varied track condition, test it further at Tsukuba, Apricot Hill, Midfield, and SSR 5. Tsukuba is great for deep braking test, medium speed corner holding, low speed stability and quick direction change response ( dunlop entry )
Apricot Hill is good for high speed braking/cornering stability ( 1st turn, esses and long left curve ), low speed exit up hill ( hairpin exit ), high speed sharp curve ( the right curve after hairpin ), and high elevation change ( last chicane ) If you find the tires overloaded on the last chicane, you may need to raise the damper.
Midfield, similar to Apricot Hill, the 1t turn is great for braking while turning stability, the exit of 1st turn is good for stability under acceleration. The track is bumpy, so a good damper will absorb all the roughness of the road surface without making the car nervous/unpredictable. The hairpin to the last tunnel is a great place to test how the damper handle late braking, extreme outside load on the tire ( the right kink on entry ), rotation and rear damper handling the bumpy road on exit.
SSR5 is smooth track, so it's more focused on direction change, stable speed holding on curves, rotation on low speed entry.



Auto Union post has been updated with 3 replays for Bathurst, Midfield and Apricot Hill, all on CS tires and real torque specs.

 

[Ridox2JZGTE]

LEXUS ISF CCS-R ( Circuit Club Sport-Racer ) 2014 ( RC F Spec Engine )
61st MACAU GRAND PRIX - MACAU ROAD SPORT CHALLENGE 2014
TAKUMI AKIRA IIDA
TEAM PANASONIC/SHELL/CROWN MOTORS LTD/YAT FUNG MOTORS LTD
( HK/MACAU )

Tuned to Akira Iida Lexus ISF CCS-R 2014
Sports Hard to Racing Hard​

CAR : Lexus IS F CCS-R '11
Tire : Sports Hard to Racing Hard


Specs 2014 Macau GP - RC F Spec Engine
Horsepower: 470 HP at 7200 RPM
Torque: 395.0 ft-lb at 5200 RPM
Power Limiter at : 99.6%
Weight: 1420 kg
Ballast : 146 kg
Ballast Position : -50
Weight Distribution : 58 / 42
Performance Points: 525

GT AUTO
NO Oil change
Improve Body Rigidity ( Installed in this build ) - MANDATORY
Wheels : Stock or PDI P525 in Black
Car Paint : Stock or In Violet Metallic


Tuning Parts Installed :
Sports Exhaust
Intake Tuning
Suspension Fully Customizable Kit
Fully Customizable Dog Clutch Transmission
Adjustable LSD
Weight Reduction Stage 2
Racing Brakes Kit



Suspension

Front, Rear

Ride Height: 92 112 ( OPTIONAL 100 120 )
Spring Rate: 20.40 16.32
Dampers (Compression): 3 4
Dampers (Extension): 2 4
Anti-Roll Bars: 3 6 ( OPTIONAL ARB 4 5)
Camber Angle: 3.5 2.3 ( OPTIONAL 1.5 1.0 )
Toe Angle: 0.13 0.13 ( OPTIONAL 0.00 0.06 )


DOG CLUTCH TRANSMISSION - Custom Corrected Ratios ( 7 Speed )
Top Speed 270+kmh reached on 6th gear, 7th and 8th is useless
Install all power parts
Set Default
Set Final to 2.937
Set Auto Max Speed at 340kmh / 211mph
Adjust each gear :
1st 4.596
2nd 2.724
3rd 1.863
4th 1.464
5th 1.231
6th 1.000
7th 0.824
Set Final 2.937

OPTIONAL : USE STOCK 8 SPEED



LSD
Initial Torque : 27
Acceleration Sensitivity: 30
Braking Sensitivity: 17


AERO
Rear = 200 ( MAX )

Brake Balance:
2/4 ( personal BB) or for ABS 0 wheel : 2/4, for ABS 1 - feel free to use your preferred brake balance.


Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 2/4 brake balance as starting point.


Notes :

Tested at Midfield, capable of 1:19s lap on SH tire, uses base setup. Replay included.

 

[Ridox2JZGTE]

HONDA INTEGRA TYPE R DC5
SPOON TURBO ROCKET
FLAT FLOOR 550PP and Full Power 557PP

Special Build Integra Type R DC5 550PP + 557PP
Sports Soft​

CAR : Honda Integra Type R (DC5) '04
Tire : Sports Soft


Specs 550PP BASE
Horsepower: 438 HP at 9000 RPM
Torque: 262.3 ft-lb at 8500 RPM
Power Limiter at : 100%
Weight: 1060 kg
Ballast : 72 kg
Ballast Position : -50
Weight Distribution : 62 / 38
Performance Points: 550


Specs 557PP FULL POWER
Horsepower: 455 HP at 9000 RPM
Torque: 272.8 ft-lb at 8500 RPM
Power Limiter at : 100%
Weight: 1060 kg
Ballast : 72 kg
Ballast Position : -50
Weight Distribution : 62 / 38
Performance Points: 557


GT AUTO
Oil change
Improve Body Rigidity ( NOT Installed in this build )
Aero Kits Type A
Flat Floor Type A
Custom Rear Wing
Wing Mount Standard Type C
Wing Large Type D
Winglets Large Type C
Wing Size Height -14, Width -30
Wheels : +1 Inch UP VOLK RAYS TE37V in Bronze repainted in Black Matte
Car Paint : Black Matte


Tuning Parts Installed :
Engine Tuning Stage 3
Sport Computer
Racing Exhaust
Catalytic Converter Sports
Isometric Exhaust Manifold - ONLY FOR FULL POWER 557PP
Intake Tuning
High RPM Range Turbo Kit
Suspension Fully Customizable Kit
Adjustable LSD
Twin Plate Clutch Kit
Racing Brakes Kit
Weight Reduction Stage 3
Window Weight Reduction
Carbon Hood Body Color
Racing Brakes Kit ( BB 3/6 or 3/5 )



Suspension - Spoon Coilover Kit
Hard Damper Set

Front, Rear

Ride Height: 94 94
Spring Rate: 7.38 8.18
Dampers (Compression): 8 7
Dampers (Extension): 2 7
Anti-Roll Bars: 4 7
Camber Angle: 1.0 2.2
Toe Angle: 0.00 -0.40


Suspension - Spoon Coilover Kit
Soft Damper Set

Front, Rear

Ride Height: 94 94
Spring Rate: 7.38 8.18
Dampers (Compression): 5 6
Dampers (Extension): 2 6
Anti-Roll Bars: 4 7
Camber Angle: 1.0 2.2
Toe Angle: 0.00 -0.40



LSD Spoon 1 Way
Initial Torque : 15
Acceleration Sensitivity: 27
Braking Sensitivity: 5


AERO
Rear = 20 ( MAX )


Brake Balance:
3/6 ( personal BB) or for ABS 0 wheel : 3/6, for ABS 1 - feel free to use your preferred brake balance.


Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 3/6 brake balance as starting point.


Notes :


The Spoon Turbo Integra uses stock gearbox as it gives good performance straight out of the box.

Lap time Deep Forest Raceway Reverse, 1:17s with full power, no wing, soft damper, 3/5 BB
1:18s with 550PP, hard damper, 3/6 BB, wing at 20 / max aero.

Both lap replay has been included, enjoy the lap, the Integra is like a rocket at Deep Forest Raceway Reverse, eating the corners like there's no tomorrow.

 

[Pete05]

HONDA INTEGRA TYPE R DC5
SPOON TURBO ROCKET
FLAT FLOOR 550PP and Full Power 557PP

Special Build Integra Type R DC5 550PP + 557PP
Sports Soft​

View attachment 506240​

CAR : Honda Integra Type R (DC5) '04
Tire : Sports Soft


Specs 550PP BASE
Horsepower: 438 HP at 9000 RPM
Torque: 262.3 ft-lb at 8500 RPM
Power Limiter at : 100%
Weight: 1060 kg
Ballast : 72 kg
Ballast Position : -50
Weight Distribution : 62 / 38
Performance Points: 550


Specs 557PP FULL POWER
Horsepower: 455 HP at 9000 RPM
Torque: 272.8 ft-lb at 8500 RPM
Power Limiter at : 100%
Weight: 1060 kg
Ballast : 72 kg
Ballast Position : -50
Weight Distribution : 62 / 38
Performance Points: 557


GT AUTO
Oil change
Improve Body Rigidity ( NOT Installed in this build )
Aero Kits Type A
Flat Floor Type A
Custom Rear Wing
Wing Mount Standard Type C
Wing Large Type D
Winglets Large Type C
Wing Size Height -14, Width -30
Wheels : +1 Inch UP VOLK RAYS TE37V in Bronze repainted in Black Matte
Car Paint : Black Matte


Tuning Parts Installed :
Engine Tuning Stage 3
Sport Computer
Racing Exhaust
Catalytic Converter Sports
Isometric Exhaust Manifold - ONLY FOR FULL POWER 557PP
Intake Tuning
High RPM Range Turbo Kit
Suspension Fully Customizable Kit
Adjustable LSD
Twin Plate Clutch Kit
Racing Brakes Kit
Weight Reduction Stage 3
Window Weight Reduction
Carbon Hood Body Color
Racing Brakes Kit ( BB 3/6 or 3/5 )



Suspension - Spoon Coilover Kit
Hard Damper Set

Front, Rear

Ride Height: 94 94
Spring Rate: 7.38 8.18
Dampers (Compression): 8 7
Dampers (Extension): 2 7
Anti-Roll Bars: 4 7
Camber Angle: 1.0 2.2
Toe Angle: 0.00 -0.40


Suspension - Spoon Coilover Kit
Soft Damper Set

Front, Rear

Ride Height: 94 94
Spring Rate: 7.38 8.18
Dampers (Compression): 5 6
Dampers (Extension): 2 6
Anti-Roll Bars: 4 7
Camber Angle: 1.0 2.2
Toe Angle: 0.00 -0.40



LSD Spoon 1 Way
Initial Torque : 15
Acceleration Sensitivity: 27
Braking Sensitivity: 5


AERO
Rear = 20 ( MAX )


Brake Balance:
3/6 ( personal BB) or for ABS 0 wheel : 3/6, for ABS 1 - feel free to use your preferred brake balance.


Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 3/6 brake balance as starting point.


Notes :


The Spoon Turbo Integra uses stock gearbox as it gives good performance straight out of the box.

Lap time Deep Forest Raceway Reverse, 1:17s with full power, no wing, soft damper, 3/5 BB
1:18s with 550PP, hard damper, 3/6 BB, wing at 20 / max aero.

Both lap replay has been included, enjoy the lap, the Integra is like a rocket at Deep Forest Raceway Reverse, eating the corners like there's no tomorrow.

I loved the old shape Spoon Integra from the time it first appeared in GT.
On seeing this crazy car, I've just discovered what Spoon have been up to since those days.

 

[Ridox2JZGTE]

I loved the old shape Spoon Integra from the time it first appeared in GT.
On seeing this crazy car, I've just discovered what Spoon have been up to since those days.

The spoon DC5 above is not a replica more like a what if Spoon built a turbo monster DC5 , it does uses Spoon parts

 

[Pete05]

The spoon DC5 above is not a replica more like a what if Spoon built a turbo monster DC5 , it does uses Spoon parts

Oh ok. I was thinking if you owned one of those, you'd want to have shares in a tyre company.

 

[OdeFinn]

@Ridox2JZGTE nice damper post!
Educational use highly recommended!

Before dampers you just have to have some spring balance made for car. Springs+ride height. As mentioned on Ridox post.

IMO springs are one of most important settings on tuning, this includes "fine tuning" on ready made balance with ride height (simultaneous front and rear change), Springs are making biggest deal on handling balance.
After you have set then you can reduce that balanced movement to desired amount with arb and dampers.

For Ridox post I have to add one thing more what Ridox knows but probably forget to point out, arb clues sides together, higher arb value is, more side movements are clued together.
Stiff suspension and stiff arb is often poison to curbs and bumpy road, separating suspension moves by reducing arb and using dampers instead to handle body roll is possible to certain point without other changes, but really often you have to rethink spring balance again with separated suspension (= low arb).

 

[GT6champNK_69]

That's a good time, as long as you survive

I have been asked by @Pete05 about damper tuning, I wrote this damper tuning steps that I have been using ( adapting from real life experience )


Here is how I used real life experience in damper tuning :

Make sure the spring rate is settled ( no more change ), then set all damper to full soft ( all 1 in GT6 ). Now fine tune the ARB, go full soft 1/1 and see how the car balance at tracks like Tsukuba or Apricot Hill. Play around with ARB, add more front or more rear, see how it affect the balance, then go full hard 7/7. Notice how you can feel the car has lot less roll and felt stiffer when turning. Adjust the ARB according to your preference or target goal ( more/less rotation, stiff or soft/low response )

Now, when you have ARB dialed in ( no more changes ) you can start damper tuning. In GT6 damper values are hidden in specDB, damper are 4 ways in GT6, each car has unique damper value preset/range. So damper at 1 for Supra will be different to Integra ( damper rates ) So 1 is softest possible and 10 hardest possible for a given car. Each click of damper in GT6 alter the value preset by 1 step.

Damper tuning is simple yet can be very complicated in the process.
First, start with compression at the front, while keeping all other damper at 1 ( full soft ) Raise it slowly until you find the car can brake without too much dive, turn in with minimal understeer. Too high front compression may cause understeer, so when you start feeling the front become heavy/less responsive to steering, dial back.

Next, the rear compression, similar to front, but it will give opposite effect, too high, and the car will oversteer / easier to lose traction. The best place to test is at SSR5 or Apricot Hill ( hairpin to the last chicane ) Go for low comp for more driver friendly rotation, soft/low will also more compliant on bumpy tracks. Some cars may need high comp, depending on the weight/distribution, damper preset value and tires used.

Now after you feel the compression for both axle are okay ( don't have to be perfect yet ), start with extension :

Front extension, raise it slowly, the higher you go, the less the car will rotate mid corner onwards, while giving more stability under heavy acceleration. You need to find balance, the front extension works together with rear compression under longitudinal acceleration. When you find the sweet spot, you can accelerate earlier out of corner without pushing too wide. Weight distribution and drivetrain ( MR,FR/AWD/FF ) have some effect on front extension effectiveness. Sometimes low front extension is more than enough, depending how high is your rear compression as well. There is a curve for front extension, too lower, the car may push on exit/sluggish, get it spot on, the car will rotate nicely without much drama, too high and it will start to push early on exit ( easily noticed on FF car )

Rear Extension, this is often the last to touch, when all other 3 dampers are finely tuned, you can feel how great the impact of altering rear extension. Rear extension works under braking/entry and as well on other situation ( rotation on entry and high speed cornering ) This can be felt easily simply by raising it to 5 or more, on FR, you will feel more eagerness to turn in, and more response on high speed cornering. Running low rear extension on FR car like Viper or Corvette will make it less responsive to steering, as well as more lazy on turn in. Too high rear extension may produce more oversteer on entry and other situation.

Now, this is for baseline damper, now you need to test it for more varied track condition, test it further at Tsukuba, Apricot Hill, Midfield, and SSR 5. Tsukuba is great for deep braking test, medium speed corner holding, low speed stability and quick direction change response ( dunlop entry )
Apricot Hill is good for high speed braking/cornering stability ( 1st turn, esses and long left curve ), low speed exit up hill ( hairpin exit ), high speed sharp curve ( the right curve after hairpin ), and high elevation change ( last chicane ) If you find the tires overloaded on the last chicane, you may need to raise the damper.
Midfield, similar to Apricot Hill, the 1t turn is great for braking while turning stability, the exit of 1st turn is good for stability under acceleration. The track is bumpy, so a good damper will absorb all the roughness of the road surface without making the car nervous/unpredictable. The hairpin to the last tunnel is a great place to test how the damper handle late braking, extreme outside load on the tire ( the right kink on entry ), rotation and rear damper handling the bumpy road on exit.
SSR5 is smooth track, so it's more focused on direction change, stable speed holding on curves, rotation on low speed entry.



Auto Union post has been updated with 3 replays for Bathurst, Midfield and Apricot Hill, all on CS tires and real torque specs.

Thank you RIDOX, for sharing your experience with damper settings for a real replica tune. I can really take a lot of this to my own experience, and revisit my own replica tunes and see if any improvement can be done to them. If you are gonna be part of future FITT challenges, I would be proud to be your tester. I see you have added 2 new tunes, the Lexus ISF CCS-R 2014 replica "finally arrived", yeah!, and the special build INTEGRA TYPE R DC5 SPOON ROCKET, I will try them right away:tup:

 

[Ridox2JZGTE]

@Ridox2JZGTE nice damper post!
Educational use highly recommended!

Before dampers you just have to have some spring balance made for car. Springs+ride height. As mentioned on Ridox post.

IMO springs are one of most important settings on tuning, this includes "fine tuning" on ready made balance with ride height (simultaneous front and rear change), Springs are making biggest deal on handling balance.
After you have set then you can reduce that balanced movement to desired amount with arb and dampers.

For Ridox post I have to add one thing more what Ridox knows but probably forget to point out, arb clues sides together, higher arb value is, more side movements are clued together.
Stiff suspension and stiff arb is often poison to curbs and bumpy road, separating suspension moves by reducing arb and using dampers instead to handle body roll is possible to certain point without other changes, but really often you have to rethink spring balance again with separated suspension (= low arb).

Spring is the 1st step, yes, when I try to find a good spring combo, I usually put all ARB to 1 ( softest ), this will show the car natural roll under load. When I got a good spring rate according to my needs/goals/target balance, then I started with full stiff ARB on both axle, see how the car handle. This is where I will decide to go with how much ARB to use, depending on what needs to be taken care of on the car handling issue

The flow would be like this : Spring - ARB - Damper. Sometimes, I have to back to ARB again, if damper setup feels lacking or reached a turning point. you never know, a click down on ARB either front or rear can turn a problematic car at certain corners to be much better.

For ride height, I usually set them at equal value, not too low as well to avoid unwanted side effects of bottom out. Sometimes I put certain limitation when building a tune or replica, usually using toe values, camber, LSD and ride height ( like the ISF CCSR that I kept the ride height difference to maintain visual height of the real car ) This way, I can build car with aggressive rotation or not, simply by taking off these chains of limitation. When I want FF car with optimal rotation, sometimes I use these limitation using LSD with high initial, accel and brake, high toe in, and high camber I coaxed as much as possible rotation + stability from spring + ARB + Damper, then if I want more, I started to loosened up the limits from LSD, toe and camber. Sometimes I used ride height difference as well, but it can be hit and miss on certain cars.

Thank you RIDOX, for sharing your experience with damper settings for a real replica tune. I can really take a lot of this to my own experience, and revisit my own replica tunes and see if any improvement can be done to them. If you are gonna be part of future FITT challenges, I would be proud to be your tester. I see you have added 2 new tunes, the Lexus ISF CCS-R 2014 replica "finally arrived", yeah!, and the special build INTEGRA TYPE R DC5 SPOON ROCKET, I will try them right away:tup:

Thanks, hope you like those 2 new car

 

[OdeFinn]

The flow would be like this : Spring - ARB - Damper. Sometimes, I have to back to ARB again, if damper setup feels lacking or reached a turning point. you never know, a click down on ARB either front or rear can turn a problematic car at certain corners to be much better.

Yes, and final important thing: there is no setting/value what you could adjust "alone", they are always reflecting to other areas of tune, some more than other.
And no, there is not a only one way to setup car, there is always alternative way, all just depends what type of setup you're trying to do, always remember at you might have to "go back" on some area of tune to achieve desired handling.
This Ridox used way is good base for tuning, as mentioned when doing replica there is limitations on settings to use, that can "help" or just make tuning hell. Anyhow it eases your choices on those limited areas, like gearbox using real gears, no need to play with them, just adjusting other stuff to support them (inside limitations of real-world values ).

People should try to make replicas for their first tunes, gathering real value data and then building car using those, it prevents you to do usual mistakes of GT6 tuning, like flipped gearbox and parachute LSD with zero camber.
When you have camber value dialed in and you start to find "right" toe value inside limits you'll do finding how important it is to have camber/toe combo right. Suprise surprise real-world camber/toe value limitations per car are having pretty nice effective setup for GT6, just starting from car "default optimal" manufacturer values and thinking why they work before altering them more.
So 1.0/2.5 or 2.5/1.0 camber setup can be perfect for any car, BUT only when other areas of car are made to work with those, if not then those can be just hell on wheels.
Don't think at you just can add huge amount of camber or toe alone without changing any other area of tune, you end up situations like driving SPEC Miata with high toe values what just makes your car slowest on pack floating around track with "high grip" and scrubbing tiers on tarmac, thank god at we are not paying real money for tires

 

[GT6champNK_69]

LEXUS ISF CCS-R ( Circuit Club Sport-Racer ) 2014 ( RC F Spec Engine )
61st MACAU GRAND PRIX - MACAU ROAD SPORT CHALLENGE 2014
TAKUMI AKIRA IIDA
TEAM PANASONIC/SHELL/CROWN MOTORS LTD/YAT FUNG MOTORS LTD
( HK/MACAU )

Tuned to Akira Iida Lexus ISF CCS-R 2014
Sports Hard to Racing Hard​

View attachment 506200​

CAR : Lexus IS F CCS-R '11
Tire : Sports Hard to Racing Hard


Specs 2014 Macau GP - RC F Spec Engine
Horsepower: 470 HP at 7200 RPM
Torque: 395.0 ft-lb at 5200 RPM
Power Limiter at : 99.6%
Weight: 1420 kg
Ballast : 146 kg
Ballast Position : -50
Weight Distribution : 58 / 42
Performance Points: 525

View attachment 506201​

GT AUTO
NO Oil change
Improve Body Rigidity ( Installed in this build ) - MANDATORY
Wheels : Stock or PDI P525 in Black
Car Paint : Stock or In Violet Metallic


Tuning Parts Installed :
Sports Exhaust
Intake Tuning
Suspension Fully Customizable Kit
Fully Customizable Dog Clutch Transmission
Adjustable LSD
Weight Reduction Stage 2
Racing Brakes Kit



Suspension

Front, Rear

Ride Height: 92 112 ( OPTIONAL 100 120 )
Spring Rate: 20.40 16.32
Dampers (Compression): 3 4
Dampers (Extension): 2 4
Anti-Roll Bars: 3 6 ( OPTIONAL ARB 4 5)
Camber Angle: 3.5 2.3 ( OPTIONAL 1.5 1.0 )
Toe Angle: 0.13 0.13 ( OPTIONAL 0.00 0.06 )


DOG CLUTCH TRANSMISSION - Custom Corrected Ratios ( 7 Speed )
Top Speed 270+kmh reached on 6th gear, 7th and 8th is useless
Install all power parts
Set Default
Set Final to 2.937
Set Auto Max Speed at 340kmh / 211mph
Adjust each gear :
1st 4.596
2nd 2.724
3rd 1.863
4th 1.464
5th 1.231
6th 1.000
7th 0.824
Set Final 2.937

OPTIONAL : USE STOCK 8 SPEED



LSD
Initial Torque : 27
Acceleration Sensitivity: 30
Braking Sensitivity: 17


AERO
Rear = 200 ( MAX )

View attachment 506204​

Brake Balance:
2/4 ( personal BB) or for ABS 0 wheel : 2/4, for ABS 1 - feel free to use your preferred brake balance.


Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 2/4 brake balance as starting point.


Notes :

Tested at Midfield, capable of 1:19s lap on SH tire, uses base setup. Replay included.

I really like this replica tune. It drives much better than with stock settings.
And of course it should be raced on the MACAU GUIA CIRCUIT, so here's a link to my created version, never mind the elevation changes on the long straight's, the incline of the rest is correct.
https://www.gran-turismo.com/us/gt6/user/#!/friend/nullerkatten69/course/1973896/

Someone has said it cannot be used in the lobby racing. I think it could be a awesome race

 

[Ridox2JZGTE]

RUF BTR Wangan Midnight BlackBird
Unreleased Build modified to 550PP spec.

Special Build Wangan Midnight BlackBird RUF BTR 550PP
Sports Medium Front / Sports Soft Rear​

CAR : RUF BTR '86
Tire : Sports Medium Front and Sports Soft Rear

Specs 550PP FITT RUF Spec
Horsepower: 542 HP at 6500 RPM
Torque : 481.1 ft-lb at 5600 RPM
Power Limiter at : 98.3%
Weight: 1140 kg
Ballast : 95 kg
Ballast Position : 24
Weight Distribution : 40 / 60
Performance Points: 550



GT AUTO
Oil change
Improve Body Rigidity ( INSTALLED ) -MANDATORY
Wheels : stock or BBS RS with same size
Car Paint : Silver or Black


Tuning Parts Installed :
Engine Tuning Stage 3
Sports Computer
Racing Exhaust
Isometric Exhaust Manifold - if with no oil change - 549pp limiter 100% 541HP
Fully Customizable Suspension
Full Customizable Dog Clutch Transmission
Triple Plate Clutch
Weight Reduction Stage 3
Carbon Hood ( Body Color )
Racing Brakes Kit ( Installed ) - OPTIONAL



Suspension - RUF Tuned Torsion Bar & Bilstein Damper

Front, Rear
Ride Height: 110 110
Spring Rate: 6.25 7.14
Dampers (Compression): 9 5
Dampers (Extension): 4 5
Anti-Roll Bars: 4 2
Camber Angle: 2.8 2.5
Toe Angle: -0.08 0.23



DOG CLUTCH TRANSMISSION - Wangan 6 Speed

Install all power parts
Set Default
Use Default Final
Set Auto Max Speed at 380kmh / 236mph
Adjust each gear :
1st 2.786
2nd 1.800
3rd 1.300
4th 1.000
5th 0.800
6th 0.650
Set Final 3.200


LSD 30/60 High Preload
Initial Torque : 30
Acceleration Sensitivity: 18
Braking Sensitivity: 40



Brake Balance:
4/4 ( personal BB) or for ABS 0 wheel : 4/4, for ABS 1 - feel free to use your preferred brake balance.

Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 5/5 brake balance as starting point.


Notes :

Tested at Trial Mountain Reverse, did 1:31.076 in 1st lap, can easily do 1:30s or 1:29s with less weight and lower preload LSD.

The RUF BTR has "broken" front tire grip balance vs rear, the real car and GT6 model has staggered tire setup, rear is wider/fatter, but the grip level is not reflected, fitting high grip tires will give the front too much grip and response.
My simple solution for sports to racing tires is by fitting 1 level lower tire on the front wheel, SM/SS for example. This gives very realistic balance of grip more inline with real car staggered setup.

For more looser entry and exit, lower LSD initial to 15 or 18, this will make the BTR more easier to put on the racing line.

I have been waiting for other tuner to use the lower level tire up front, none have use it so far at FITT RUF event.

With SM/SS, the car handling traits can be retained ( keeping the weight distribution at 40/60 to 38/62 ), fine tuning the balance further can be done with camber/toe, LSD and damper/ARB setup.

This allows the RUF BTR / CTR to be driven at the limit safely but can still bite back like the real Porsche would ( understeer near the limit, and oversteer when past over it )

One of the first basic step in fine tuning a car balance IRL is choosing the tire ( compound, size-rim and width / stagger setup ), when you have tire sorted, time to fiddle with suspension alignment, then spring/ARB, then damper. LSD usually after suspension is sorted. Stagger setup often used on MR/RR car, to give more rear grip than front, while AWD tend to have same tire width for less understeer, FF often have fatter/wider front tire for better turn in and cornering ( common on tuned FF for track, autocross and rally tarmac )


IMO, it's better to fine tune the tire balance than resorting to alter weight distribution that would destroy the car original layout traits ( RR car do not have 56 or 54 % weight at the rear axle ) The more durable front tire will also be beneficial on long endurance race with tire wear.

If you try the BTR Wangan tune, compare it to SS/SS tire arrangement, you will notice that cornering speed ( entry/mid/exit ) are not much different, because the extra bite is useless when the car is too twitchy or responsive and to make it stable, the car setup will have to be compromised that usually only will make it slower ( add front understeer using ride height glitch/rear end up/softer rear spring, open rear diff, more front weight, heavy front bias brake )

This build is Wangan build, with no changes made except fitting SM/SS tire combo and power reduction

 

[Ridox2JZGTE]

LOTUS ESPRIT V8

Tuned to replicate Lotus Esprit V8
Comfort Medium​

CAR : Lotus Esprit V8 GT '02
Tire : Comfort Medium


Specs
Horsepower: 349 HP at 6800 RPM
Torque: 295.0 ft-lb at 4500 RPM
Power Limiter at : 99.1%
Weight: 1506 kg
Ballast : 136 kg
Ballast Position : 36
Weight Distribution : 43 / 57
Performance Points: 473



GT AUTO
NO Oil change
Improve Body Rigidity ( NOT Installed in this build )
Wheels : Stock or +1 Inch Up PDI 525
Car Paint : White


Tuning Parts Installed :
Suspension Fully Customizable Kit
Adjustable LSD
Twin Plate Clutch Kit
Window Weight Reduction



Suspension - V8 GT '98 Early Spec 37Nmm / 43Nmm ( Ratio Used )
Front, Rear

Ride Height: 141 135
Spring Rate: 3.91 4.54
Dampers (Compression): 5 3
Dampers (Extension): 3 3
Anti-Roll Bars: 6 3
Camber Angle: 0.8 1.1
Toe Angle: -0.10 0.13



Suspension - V8 US Spec 245.5 lb in/294.1 lb in
Front, Rear

Ride Height: 141 135
Spring Rate: 4.39 5.25
Dampers (Compression): 5 3
Dampers (Extension): 3 3
Anti-Roll Bars: 6 3
Camber Angle: 0.8 1.1
Toe Angle: -0.10 0.13


Suspension - V8 Mid Life Update Spec 45Nmm / 44Nmm
Front, Rear

Ride Height: 141 135
Spring Rate: 4.59 4.49
Dampers (Compression): 6 4
Dampers (Extension): 3 4
Anti-Roll Bars: 5 3
Camber Angle: 0.8 1.1
Toe Angle: -0.10 0.13


Suspension - V8 2003-2004 Final Edition Adjustable Suspension
US Spec 44Nmm / 48Nmm ( 250/275) Bilstein/Eibach
Front, Rear

Ride Height: 141 135
Spring Rate: 4.47 4.90
Dampers (Compression): 5 3
Dampers (Extension): 3 3
Anti-Roll Bars: 6 3
Camber Angle: 0.8 1.1
Toe Angle: -0.10 0.13


Suspension - V8 Final Update Spec 57Nmm / 55Nmm
Front, Rear

Ride Height: 141 135
Spring Rate: 5.81 5.61
Dampers (Compression): 5 4
Dampers (Extension): 3 3
Anti-Roll Bars: 5 4
Camber Angle: 0.8 1.1
Toe Angle: -0.10 0.13

Suspension - V8 2003-2004 Final Edition Sport 350
US Spec 61Nmm / 58Nmm ( 350/330 ) Bilstein/Eibach
Front, Rear

Ride Height: 141 135
Spring Rate: 6.25 5.91
Dampers (Compression): 5 4
Dampers (Extension): 3 3
Anti-Roll Bars: 5 4
Camber Angle: 0.8 1.1
Toe Angle: -0.10 0.13






LSD - Sport 300 Friction LSD 40% Lock
Initial Torque : 15
Acceleration Sensitivity: 24
Braking Sensitivity: 24

LSD - Stock Factory Open DIff ( OPTIONAL )
Initial Torque : 5
Acceleration Sensitivity: 5
Braking Sensitivity: 5



Brake Balance:
4/5 ( personal BB) or for ABS 0 wheel : 4/5, for ABS 1 - feel free to use your preferred brake balance.


Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 4/5 brake balance as starting point.


Notes :

Very old build, I can't even remember what weight spec it's based on Drives okay though, may update with more weight specs later Tested at Apricot Hill, capable of 1:38s lap or better on CM tire.

The Esprit V8 do not come with rear LSD from factory, so use 5/5/5 LSD if wanted.
I also have US spec springs for V8 and GT350 ( Bilstein/Eibach ), will update them later. Lots of springs to choose from, Esprit V8 had numerous springs update.

 

[Ridox2JZGTE]

ZAGATO Alfa Romeo TZ3 Stradale

Tuned to replicate Alfa Romeo TZ3 Stradale
Comfort Soft to Sports Hard​

CAR : Alfa Romeo TZ3 Stradale '11
Tire : Comfort Soft to Sports Hard


Specs
Horsepower: 600 HP at 6000 RPM
Torque: 560.5 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1552 kg
Ballast : 171 kg
Ballast Position : 0
Weight Distribution : 50 / 50
Performance Points: 565




GT AUTO
NO Oil change
Improve Body Rigidity ( NOT Installed in this build ) - OPTIONAL
Wheels : Stock
Car Paint : Stock


Tuning Parts Installed :
Suspension Fully Customizable Kit
Adjustable LSD
Weight Reduction Stage 1




Suspension - SRT Viper ACR OEM KW 2 Way Adjustable Racing Coilover ( Standard Street Height )

Front, Rear

Ride Height: 132 132
Spring Rate: 9.18 19.38
Dampers (Compression): 7 4
Dampers (Extension): 4 4
Anti-Roll Bars: 5 4
Camber Angle: 2.5 1.5
Toe Angle: 0.07 0.12


Suspension - SRT Viper ACR OEM KW 2 Way Adjustable Racing Coilover ( Max Drop Height )
Front, Rear

Ride Height: 100 100
Spring Rate: 9.18 19.38
Dampers (Compression): 7 4
Dampers (Extension): 4 4
Anti-Roll Bars: 5 4
Camber Angle: 2.5 1.5
Toe Angle: 0.07 0.12


Suspension - SRT Viper ACR OEM KW 2 Way Adjustable Racing Coilover ( Smooth Track Height )
Front, Rear

Ride Height: 102 115
Spring Rate: 9.18 19.38
Dampers (Compression): 7 4
Dampers (Extension): 4 4
Anti-Roll Bars: 5 4
Camber Angle: 2.5 1.5
Toe Angle: 0.07 0.12


Suspension - SRT Viper ACR OEM KW 2 Way Adjustable Racing Coilover ( Rough Track Height )
Front, Rear

Ride Height: 111 119
Spring Rate: 9.18 19.38
Dampers (Compression): 7 4
Dampers (Extension): 4 4
Anti-Roll Bars: 5 4
Camber Angle: 2.5 1.5
Toe Angle: 0.07 0.12

OEM Recommended Damper by SRT ( OPTIONAL )
Street :
Dampers (Compression): 1 1
Dampers (Extension): 1 2

Track Base :
Dampers (Compression): 6 6
Dampers (Extension): 7 7



LSD GKN ViscoLok
Initial Torque : 18
Acceleration Sensitivity: 27
Braking Sensitivity: 5



Brake Balance:
7/9 ( personal BB) or for ABS 0 wheel : 7/9, for ABS 1 - feel free to use your preferred brake balance.


Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 7/9 brake balance as starting point.

Notes :

The ZAGATO Alfa Romeo TZ3 Stradale is basically Viper ACR with Italian body build.

 

[Thorin Cain]

ZAGATO Alfa Romeo TZ3 Stradale

Tuned to replicate Alfa Romeo TZ3 Stradale
Comfort Soft to Sports Hard​

View attachment 508544​

CAR : Alfa Romeo TZ3 Stradale '11
Tire : Comfort Soft to Sports Hard


Specs
Horsepower: 600 HP at 6000 RPM
Torque: 560.5 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1552 kg
Ballast : 171 kg
Ballast Position : 0
Weight Distribution : 50 / 50
Performance Points: 565




GT AUTO
NO Oil change
Improve Body Rigidity ( NOT Installed in this build ) - OPTIONAL
Wheels : Stock
Car Paint : Stock


Tuning Parts Installed :
Suspension Fully Customizable Kit
Adjustable LSD
Weight Reduction Stage 1




Suspension - SRT Viper ACR OEM KW 2 Way Adjustable Racing Coilover ( Standard Street Height )

Front, Rear

Ride Height: 132 132
Spring Rate: 9.18 19.38
Dampers (Compression): 7 4
Dampers (Extension): 4 4
Anti-Roll Bars: 5 4
Camber Angle: 2.5 1.5
Toe Angle: 0.07 0.12


Suspension - SRT Viper ACR OEM KW 2 Way Adjustable Racing Coilover ( Max Drop Height )
Front, Rear

Ride Height: 100 100
Spring Rate: 9.18 19.38
Dampers (Compression): 7 4
Dampers (Extension): 4 4
Anti-Roll Bars: 5 4
Camber Angle: 2.5 1.5
Toe Angle: 0.07 0.12


Suspension - SRT Viper ACR OEM KW 2 Way Adjustable Racing Coilover ( Smooth Track Height )
Front, Rear

Ride Height: 102 115
Spring Rate: 9.18 19.38
Dampers (Compression): 7 4
Dampers (Extension): 4 4
Anti-Roll Bars: 5 4
Camber Angle: 2.5 1.5
Toe Angle: 0.07 0.12


Suspension - SRT Viper ACR OEM KW 2 Way Adjustable Racing Coilover ( Rough Track Height )
Front, Rear

Ride Height: 111 119
Spring Rate: 9.18 19.38
Dampers (Compression): 7 4
Dampers (Extension): 4 4
Anti-Roll Bars: 5 4
Camber Angle: 2.5 1.5
Toe Angle: 0.07 0.12

OEM Recommended Damper by SRT ( OPTIONAL )
Street :
Dampers (Compression): 1 1
Dampers (Extension): 1 2

Track Base :
Dampers (Compression): 6 6
Dampers (Extension): 7 7



LSD GKN ViscoLok
Initial Torque : 18
Acceleration Sensitivity: 27
Braking Sensitivity: 5



Brake Balance:
7/9 ( personal BB) or for ABS 0 wheel : 7/9, for ABS 1 - feel free to use your preferred brake balance.


Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 7/9 brake balance as starting point.

Notes :

The ZAGATO Alfa Romeo TZ3 Stradale is basically Viper ACR with Italian body build.

 

[TMagnum]

Wonderful car, I love the Alfa TZ3.
Thank you.

 

[Ridox2JZGTE]

Enjoying the skidpad on LFS, setting up 4wd turbo car with real life setup, the camber and temp across tires that works like real life would. Do this on Pcars or AC, and see how the tire/camber physics works.

Had a great time setting up drift XR GT Turbo RWD car using real life setup too, with mere 240+HP, it can drift on the skidpad well, do Manji drift, 360, etc all on keyboard arrows The clutch pack LSD works quite well, the preload at least the LFS got it right Love how the tire pressure + camber + ARB can be used to alter drift + grip balance, just like in real life.

Doing continuous left turn, intentionally loading the right side, the tire heat spread and camber relationship works as it should. Anyone can guess how much camber I ran on both axle ? Looks like I need to raise front right tire pressure by 1 psi to get even tire temp on the inside and middle

If LFS can run well in 9 years old entry performance laptop, there's no reason PD can't have similar physics level on GTS PS4 At least camber, tire pressure, temp/heat should work like in real life.

 

[Ridox2JZGTE]

RUF CTR2 ( 993 ) AWD Replica

Tuned to Replicate RUF CTR2
Comfort Medium​

​

CAR : RUF CTR2 '96
Tire : Comfort Medium

Specs
Horsepower: 513 HP / 520 PS at 6000 RPM
Torque : 505.5 ft-lb at 5000 RPM
Power Limiter at : 100%
Weight: 1455 kg
Ballast : 200 kg
Ballast Position : 50
Weight Distribution : 42 / 58
Performance Points: 533


GT AUTO
NO Oil change
Improve Body Rigidity ( INSTALLED ) -MANDATORY
Wheels : Stock or BBS RS
Car Paint : Yellow Canary or Crystal Laurit Silver or Blue




Tuning Parts Installed :
Racing Exhaust
Fully Customizable Suspension
Full Customizable Dog Clutch Transmission
Torque Distributing Center Differential
Weight Reduction Stage 2
Racing Brakes Kit


Suspension - RUF Tuned Bilstein Spring/Damper

Front, Rear
Ride Height: 120 120
Spring Rate: 7.20 8.16
Dampers (Compression): 6 5
Dampers (Extension): 6 4
Anti-Roll Bars: 6 5
Camber Angle: 0.8 1.5
Toe Angle: -0.05 0.10



LSD Rear 22/40 993 Turbo AWD

Front
Initial Torque : 15
Acceleration Sensitivity: 5
Braking Sensitivity: 5

Rear
Initial Torque : 15
Acceleration Sensitivity: 13
Braking Sensitivity: 24



Torque Distributing Center Differential 993 Turbo AWD 5%-35% Front Torque
Front/Rear = 35:65

OPTIONAL Alternate Torque Split = 39:61 ( some C4 owners reported 39% front torque can be sent )



Brake Balance:
5/4 ( personal BB) or for ABS 0 wheel : 5/4, for ABS 1 - feel free to use your preferred brake balance.

Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 5/4 brake balance as starting point.


Notes :



The RUF CTR2 is based on Porsche 993, one of the last generation of air cooled Porsche. The replica is AWD version, with weight based on EU curb weight at 1455kg.
The RUF CTR2 weight distribution uses reference from Porsche 993 Carrera 4 ( AWD ) which has similar weight at 1400+kg and 42/58 split.
The weight distribution is aimed to staying true to what RR layout car has in real life, rear heavy bias.

The gear ratio uses stock as it's okay, and the suspension is based on real life setup for similar 993 AWD Turbo for track with 10% rear higher spring rate.
I used about 70Nmm front spring and 80Nmm rear spring, alignment based on 993 Carrera 4. This works nicely on the car.

Rear LSD uses what used on Turbo AWD 993, ZF 22/40 rear LSD, with front using low preload and lowest lock.

The AWD system for the RUF CTR2 when stock in GT6 is horrendous, very front bias that behaves more like FF, so I used torque split controller to reflect 993 AWD torque split has.
993 AWD front torque varies from 5% to 35% depending on situation, as I can't have this, I set at 35% front and 65% rear permanent split.

Tuned and tested at Apricot Hill, London, Bathurst, Midfield and Red Bull Ring. Tested on CM at Midfield, capable of 1:19s lap , pretty fast, able to compete with other supercars with CS tires.
The RUF CTR2 also capable of 59s lap at London on CM tires

Replay has been included.

 

[Pete05]

RUF CTR2 ( 993 ) AWD Replica

Tuned to Replicate RUF CTR2
Comfort Medium​

View attachment 510060
​

CAR : RUF CTR2 '96
Tire : Comfort Medium

Specs
Horsepower: 513 HP / 520 PS at 6000 RPM
Torque : 505.5 ft-lb at 5000 RPM
Power Limiter at : 100%
Weight: 1455 kg
Ballast : 200 kg
Ballast Position : 50
Weight Distribution : 42 / 58
Performance Points: 533


GT AUTO
NO Oil change
Improve Body Rigidity ( INSTALLED ) -MANDATORY
Wheels : Stock or BBS RS
Car Paint : Yellow Canary or Crystal Laurit Silver or Blue




Tuning Parts Installed :
Racing Exhaust
Fully Customizable Suspension
Full Customizable Dog Clutch Transmission
Torque Distributing Center Differential
Weight Reduction Stage 2
Racing Brakes Kit


Suspension - RUF Tuned Bilstein Spring/Damper

Front, Rear
Ride Height: 120 120
Spring Rate: 7.20 8.16
Dampers (Compression): 6 5
Dampers (Extension): 6 4
Anti-Roll Bars: 6 5
Camber Angle: 0.8 1.5
Toe Angle: -0.05 0.10



LSD Rear 22/40 993 Turbo AWD

Front
Initial Torque : 15
Acceleration Sensitivity: 5
Braking Sensitivity: 5

Rear
Initial Torque : 15
Acceleration Sensitivity: 13
Braking Sensitivity: 24



Torque Distributing Center Differential 993 Turbo AWD 5%-35% Front Torque
Front/Rear = 35:65



Brake Balance:
5/4 ( personal BB) or for ABS 0 wheel : 5/4, for ABS 1 - feel free to use your preferred brake balance.

Recommended setting for DS3 user :

Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 5/4 brake balance as starting point.


Notes :



The RUF CTR2 is based on Porsche 993, one of the last generation of air cooled Porsche. The replica is AWD version, with weight based on EU curb weight at 1455kg.
The RUF CTR2 weight distribution uses reference from Porsche 993 Carrera 4 ( AWD ) which has similar weight at 1400+kg and 42/58 split.
The weight distribution is aimed to staying true to what RR layout car has in real life, rear heavy bias.

The gear ratio uses stock as it's okay, and the suspension is based on real life setup for similar 993 AWD Turbo for track with 10% rear higher spring rate.
I used about 70Nmm front spring and 80Nmm rear spring, alignment based on 993 Carrera 4. This works nicely on the car.

Rear LSD uses what used on Turbo AWD 993, ZF 22/40 rear LSD, with front using low preload and lowest lock.

The AWD system for the RUF CTR2 when stock in GT6 is horrendous, very front bias that behaves more like FF, so I used torque split controller to reflect 993 AWD torque split has.
993 AWD front torque varies from 5% to 35% depending on situation, as I can't have this, I set at 35% front and 65% rear permanent split.

Tuned and tested at Apricot Hill, London, Bathurst, Midfield and Red Bull Ring. Tested on CM at Midfield, capable of 1:19s lap , pretty fast, able to compete with other supercars with CS tires.
The RUF CTR2 also capable of 59s lap at London on CM tires

Replay has been included.

I agree with you 100% Ridox. PD have never got the 4wd system in this car even remotely close. The first time I drove this car, I did a standing start & was shocked to see the front tyres react like a FF layout. I've relied on the Centre Diff to remedy the situation ever since.

 

[Ridox2JZGTE]

I agree with you 100% Ridox. PD have never got the 4wd system in this car even remotely close. The first time I drove this car, I did a standing start & was shocked to see the front tyres react like a FF layout. I've relied on the Centre Diff to remedy the situation ever since.

I think PD got the torque split reversed on stock 65% front perhaps Really like driving the CTR2 on CM, especially on tracks like SSR5 and London

 

[Ridox2JZGTE]

Added optional front torque split for RUF CTR2, some owners reported of up to 39% torque can be sent to front axle on 993 C4. The later gen onwards AWD Porsche uses simple system. The 964 AWD was more complicated and heavier as it was based on 959. The 993 AWD system weighs about 100lbs, quite light.

 

[Thorin Cain]

Anyone can guess how much camber I ran on both axle ?

About 3-3.5º?

 

[Ridox2JZGTE]

About 3-3.5º?

Pretty close, I think I had 3.7 front and 3.5 rear ( live actual on track camber ), about 3.2 front and 3.0 rear on setup page. Similar to Assetto Corsa camber, setup page and live are different.

 

[Thorin Cain]

Pretty close, I think I had 3.7 front and 3.5 rear ( live actual on track camber ), about 3.2 front and 3.0 rear on setup page. Similar to Assetto Corsa camber, setup page and live are different.

Weird, would that be due to the car taking on board fuel and driver weight and producing camber gain due to slight compression of the suspension?