Winner at Spa Seasonal but,
View attachment 237567
the paint job is ruined.
Not my type, it's free for sale.
Now, I'm worried about my Ferrari 512BB/512Bi, is the Porsche suicidal ? I tested the car on CH at Red Bull Ring, it still can be driven to the limit at 390HP.
No, no it isn't so tragic.
Actually, I won with it didn't I? 
👍
No, no it isn't so tragic.
It's good to drive, it's just me, I don't have "chemistry" with some of the cars, I believe. 👍
P.S. : For me, a car has to be my extension. I don't like to fight with it. :0 👍
Thanks for adding more, so do you fight with oversteer or understeer ? I does have slight oversteer under braking, as can be seen from my replays at Brands Hatch, while at Silverstone GP, the car drives great IMO. Spa is a matter of being smooth with everything, the Eau Rouge only needs slight tap on the brakes and smooth steering.
Yes, this is correct. I spun four times
at Spa Seasonal, then I've tried the Ascari 10 laps, spun in the second lap, then I abandoned.
Yes, this is correct. I spun four times
Also try to run LSD initial between 12 to 27 ( GT3 Cup Preload Range based on engine torque ), lower initial makes the car more docile, but still can bite back
Did you spun out as you exit a corner or during braking ? Have you tried the optional 40/60 GT3 Cup LSD ? The only place I ever lose control is at the top of Eau Rouge when I hit too much gas reaching the top
If nobody have bought the car until I'll get home, I'll try them.I forgot to add the GT3 Cup / Carrera Cup Ride Height/Ground Clearance limit for 996 GT3 :
Front 83mm / Rear 102mm ( we can use the difference as a base )
The replica has 60 / 70 ride height, try 60 / 79 or same as above. Increasing Initial to 27 should also increase stability at speed while reducing turn in slightly. My old build has LSD initial at 30, but I figured that most will not like the tightness
👍
If nobody have bought the car until I'll get home, I'll try them.
Edit: Yes, there at the top of Eau Rouge and at the high speed corner before the last chicane.
) I think I might add another setup with similar spring rate ratio as used in real life GT3 Cup cars, they are very stiff at more than 20+kg/mm front and back 
OK, thanks.The 30 initial torque will make the car very stable at the top of Eau Rouge, but you need to brake + position the car correctly on entry at the base of the hill. Please watch my replay at Spa for reference ( last high speed left curve before the chicane, only quick tap on the brakes there
I edited my post above about the ride height, 73/92
OK, thanks.
Ferrari 512BB 1980 / 512BBi 1981
Tuned to replicate Ferrari 512BB '80/ Ferrari 512BBi '81
Comfort Hard
CAR : Ferrari 512BB '76
Tire : Comfort Hard
Specs - 512BB Official Ferrari Curb Weight 1980
Horsepower: 335 HP at 6000 RPM
Torque : 332.7 ft-lb at 4500 RPM
Power Limiter at : 94.7%
Weight: 1596 kg
Ballast : 196 kg
Ballast Position : 43
Weight Distribution : 41 / 59
Performance Points: 464
Specs - 512BBi Official Ferrari Curb Weight 1981
Horsepower: 335 HP at 6000 RPM
Torque : 332.7 ft-lb at 4500 RPM
Power Limiter at : 94.7%
Weight: 1580 kg
Ballast : 180 kg
Ballast Position : 46
Weight Distribution : 41 / 59
Performance Points: 465
GT AUTO
NO Oil change
Improve Body Rigidity ( NOT INSTALLED IN THIS BUILD )
Wheels : Standard
Car Paint : Red / Rosso Corsa
Tuning Parts Installed :
Twin Plate Clutch
Adjustable LSD
Fully Customizable Suspension
Fully Customizable Dog Clutch Transmission
Suspension - Eibach Springs over Koni Damper 512BB Set 1
Factory Alignment
Front, Rear
Ride Height: 159 150 / 149 140
Spring Rate: 5.87 7.59
Dampers (Compression): 5 4
Dampers (Extension): 5 5
Anti-Roll Bars: 3 4
Camber Angle: 0.0 0.7
Toe Angle: 0.15 0.75
OPTIONAL Street/Track Alignment :
Camber Angle: 1.0 1.2
Toe Angle: 0.00 0.45
Suspension - Eibach Springs over Koni Damper 512BB Set 2
Factory Alignment
Front, Rear
Ride Height: 159 150 / 149 140
Spring Rate: 5.36 8.04
Dampers (Compression): 2 1
Dampers (Extension): 6 4
Anti-Roll Bars: 3 2
Camber Angle: 0.0 0.7
Toe Angle: 0.15 0.75
OPTIONAL Street/Track Alignment :
Camber Angle: 1.0 1.2
Toe Angle: 0.00 0.45
Factory Ferrari 512BB Alignment Range :
Front
Camber : 0.00 - Max +0.33 ( positive )
Toe In : 1mm - Max 3mm ( 0.15 to 0.45 )
Rear
Camber : 0.70 - Max -1.00 ( negative )
Toe In : 5mm - Max 6.5mm ( 0.75 to 0.96 )
Suspension - Eibach Springs over Koni Damper 512BBi Set 1
Factory Alignment
Front, Rear
Ride Height: 159 150
Spring Rate: 5.36 8.04
Dampers (Compression): 2 1
Dampers (Extension): 6 4
Anti-Roll Bars: 3 2
Camber Angle: 0.2 1.5
Toe Angle: 0.08 0.52
OPTIONAL Street/Track Alignment :
Camber Angle: 1.0 1.2
Toe Angle: 0.00 0.45
Suspension - Eibach Springs over Koni Damper 512BBi Set 2
Factory Alignment
Front, Rear
Ride Height: 159 150
Spring Rate: 5.87 7.59
Dampers (Compression): 5 4
Dampers (Extension): 5 5
Anti-Roll Bars: 3 4
Camber Angle: 0.2 1.5
Toe Angle: 0.08 0.52
OPTIONAL Street/Track Alignment :
Camber Angle: 1.0 1.2
Toe Angle: 0.00 0.45
Factory Ferrari 512BBi Alignment Range :
Front
Camber : 0.20 - Max -0.60 ( negative )
Toe In : 0.5mm - Max 1.5mm ( 0.08 to 0.23 )
Rear
Camber : 1.50 - Max -1.80 ( negative )
Toe In : 3.5mm - Max 4.5mm ( 0.52 to 0.67 )
DOG CLUTCH TRANSMISSION -Ferrari 512BB 5 Speed 1980
Set Default
Set Auto Max Speed at 360kmh / 224mph
Adjust each gear :
1st 2.936
2nd 2.098
3rd 1.587
4th 1.200
5th 0.912
Set Final : 3.214
DOG CLUTCH TRANSMISSION -Ferrari 512BBi 5 Speed 1981
Set Default
Set Auto Max Speed at 360kmh / 224mph
Adjust each gear :
1st 3.248
2nd 2.083
3rd 1.587
4th 1.200
5th 0.913
Set Final : 3.214
LSD - 2 Way LSD
Initial Torque : 20
Acceleration Sensitivity: 20
Braking Sensitivity: 30
Brake Balance:
3/4 ( personal BB) or for ABS 0 wheel : 3/4, for ABS 1 - feel free to use your preferred brake balance. I recommend to run 1 click lower at the rear.
Recommended setting for DS3 user :
Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 3/4 brake balance as starting point.
Notes :
To be edited ..
ENJOY
Porsche 996 GT4
Tuned to replicate Porsche 996 GT4
Hawthorns Motorsport / Neil Garner Performance Engineering
Rod Barrett/ Jan Persson/ Jay Shepherd
BritCar GT Endurance Spa 2008/2009
Sports Soft
CAR : RUF RGT '00
Tire : Sports Soft
Specs - 996 GT4 Base Power
Horsepower: 375 HP at 7200 RPM
Torque : 290.7 ft-lb at 5100 RPM
Power Limiter at : 93.4%
Weight: 1410 kg
Ballast : 200 kg
Ballast Position : 33
Weight Distribution : 39 / 61 - as in real life spec.
Performance Points: 495
Specs - GT3 Cup Power
Horsepower: 390 HP at 7500 RPM
Torque : 290.7 ft-lb at 5100 RPM
Power Limiter at : 97.0%
Weight: 1410 kg
Ballast : 200 kg
Ballast Position : 33
Weight Distribution : 39 / 61 - as in real life spec.
Performance Points: 499
Specs - SRO BOP GT4 Power 2010+ ( 996/997 )
Semi Racing Exhaust
Horsepower: 409 HP at 7600 RPM
Torque : 299.3 ft-lb at 5100 RPM
Power Limiter at : 98.8%
Weight: 1410 kg
Ballast : 200 kg
Ballast Position : 33
Weight Distribution : 39 / 61 - as in real life spec.
Performance Points: 506
GT AUTO
NO Oil change
Improve Body Rigidity ( INSTALLED IN THIS BUILD ) - MANDATORY
Wheels : Standard Size BBS-RS in Gold
Car Paint : White ( Solid or Pearl )
Tuning Parts Installed :
Racing Exhaust
Isometric Exhaust Manifold FOR GT4 Base / GT3 CUP Spec ( REMOVE FOR SRO BOP SPEC )
Intake Tuning ( ONLY FOR SRO BOP SPEC )
Triple Plate Clutch ( ONLY FOR HEWLAND AND G97/63 997 GT3 Sequential )
Adjustable LSD
Fully Customizable Suspension
Weight Reduction Stage 2
Suspension - Custom EIBACH ERS with Sachs 2 Way Damper
Alternative Setup / Stable / Race Alignment / GT3 Cup Spring Ratio 485/525
Front, Rear
Ride Height: 60 70 ( OPTIONAL Ride Height : 63/82, 73/92 or real life 996 GT3 Cup limit 83/102 )
Spring Rate: 8.66 9.38
Dampers (Compression): 7 7
Dampers (Extension): 7 6
Anti-Roll Bars: 6 5
Camber Angle: 2.5 1.7
Toe Angle: -0.16 0.37
Suspension - Custom EIBACH ERS with Sachs 2 Way Damper
Base Setup / Loose / Race Alignment
Front, Rear
Ride Height: 60 70 ( OPTIONAL Ride Height : 63/82, 73/92 or real life 996 GT3 Cup limit 83/102 )
Spring Rate: 8.66 18.75
Dampers (Compression): 7 7
Dampers (Extension): 7 6
Anti-Roll Bars: 6 5
Camber Angle: 2.5 1.7
Toe Angle: -0.16 0.37
DOG CLUTCH TRANSMISSION - Porsche G96/91 GT4 Base
GETRAG 6 Speed Fully Synchronized Transaxle ( Stock Clutch )
Set Default
Set Final to 4.420
Set Auto Max Speed at 230kmh / 149mph
Adjust each gear :
1st 3.150
2nd 2.000
3rd 1.560
4th 1.240
5th 1.030
6th 0.860
Set Final : 4.000 - Medium/High Speed Track ( OPTIONAL : 3.440 Final from G96/90 GT3 Transaxle - more top speed )
DOG CLUTCH TRANSMISSION - Porsche G96/97 GT3 Cup 2004/2005
GETRAG 6 Speed Fully Synchronized Transaxle ( Stock Clutch )
Set Default
Set Final to 4.420
Set Auto Max Speed at 230kmh / 149mph
Adjust each gear :
1st 3.154
2nd 2.000
3rd 1.560
4th 1.310
5th 1.090
6th 0.911
Set Final : 4.000 - Low/Medium Speed Track ( OPTIONAL : 3.440 Final from G96/90 GT3 Transaxle - more top speed )
DOG CLUTCH TRANSMISSION - HEWLAND 6 Speed Sequential ( Triple Plate Clutch )
OPTIONAL
Set Default
Set Final to 4.400
Set Auto Max Speed at 230kmh / 149mph
Adjust each gear :
1st 3.000
2nd 2.067
3rd 1.625
4th 1.316
5th 1.111
6th 0.960
Set Final : 3.440
DOG CLUTCH TRANSMISSION - Porsche G97/63 996 GT3-RSR End of Production
PORSCHE 6 Speed Sequential Dog Engagement Transaxle ( Triple Plate Clutch )
OPTIONAL - also used on Neil Garner 997 GT3 Cup
Set Default
Set Final to 4.400
Set Auto Max Speed at 230kmh / 149mph
Adjust each gear :
1st 3.167
2nd 2.133
3rd 1.722
4th 1.348
5th 1.115
6th 0.931
Set Final : 4.000 ( OPTIONAL : 3.440 Final from GT96/90 GT3 Transaxle )
LSD - Paul Guard Race Spec 50/80 with GT3 Cup Preload Limits
Initial Torque : 24 ( Preload Range 12 - 27 ) Use 27 for high speed track.
Acceleration Sensitivity: 30
Braking Sensitivity: 48
OPTIONAL
LSD - 996 GT3 Cup Base Spec 40/60 with GT3 Cup Preload Limits
Initial Torque : 24 ( Preload Range 12 - 27 ) Use 27 for high speed track.
Acceleration Sensitivity: 24
Braking Sensitivity: 36
Brake Balance:
4/3 ( personal BB) or for ABS 0 wheel : 3/2, for ABS 1 - feel free to use your preferred brake balance. I recommend to run 1 click lower at the rear.
Recommended setting for DS3 user :
Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 4/3 brake balance as starting point.
Notes :
The Porsche 996 GT4 is a rather unique race car, it's rare, only one team uses it at BritCar GT Championship.
Details are hard to come by, I only have drivers name, best lap times at 2 tracks that can be replicated in GT6 ( Spa and Brands Hatch Indy ), base power figure and the rest I have to adapt from SRO GT4 Porsche BOP spec ( 1411kg, 415PS )
As it's not a really replica, I included a variety of choices of power and gearing setup. For power, there are 3 setup, GT4 Base ( 380PS/375HP ), GT3 Cup ( 390HP ) and SRO BOP ( 415PS/409HP ), all are on the same weight from SRO BOP, 1410kg - the closest I can get with max ballast, 1 kg less. Weight distribution is at 39/61 like the 996 GT3 spec. With lowest power - GT4 Base, the replica can easily beaten the real life lap record at Spa and Brands Hatch Indy. GT4 Base and GT3 Cup spec uses isometric exhaust manifold, while SRO BOP uses intake tuning instead ( remove exhaust manifold ). Racing exhaust used on all setup.
Suspension uses Eibach Springs and Sachs 2 Way Damper, the 997 GT4 uses Moton Race Damper. I set the springs to the stiffest possible, with damper, ARB and alignment to give good traction/balance with the rear heavy layout. I have added additional suspension setup using real life GT3 Cup Spring Rate Ratio, the setup also has optional ride height from real life 996 GT3 Cup limit 83mm / 102mm, use the difference if preferable, eg : 63/82
The GT4 Base uses G96/91 ratio from GT3 Cup 1999-2004 ratio spec ( medium to high speed ), I have also included variety of ratios used by 996 GT3 cars ( RSR, Cup ) The G96/97 6 Speed is best for low to medium speed track, while the G97/63 Sequential and Hewland offers better shift speed/performance with triple plate clutch.
LSD is Paul Guard 50/80 Race Setup, with medium preload, this offers great traction, stability and responsive around mid corner. The base spec GT3 Cup LSD has 40/60 Setup, I also included this as an option.
I tuned and tested the Porsche 996 GT4 at Spa, Silverstone GP, Brands Hatch Indy, Laguna Seca and Red Bull Ring. The real life best lap at Spa Francorchamps 2009 BritCar GT Rd 3 was 2:36.164, at Brands Hatch Indy 2009 BritCar GT Rd 7: 49.415. Both can be beaten with GT4 Base 375HP + Hewland Ratio
Here are the lap times of the test run :
Silverstone GP : 2:14.076
Brands Hatch Indy : 0:49.094
Spa Francorchamps : 2:34.287
I also included replays of all 3 lap times for reference.
ENJOY
View attachment 237131
View attachment 237135
UPDATE : Added alternative suspension setup with real life GT3 Cup spring ratio, offering better stability and ease of driving. Added optional ride height based on real life 996 GT3 Cup limits, the difference can be used at lower height, eg 63/82. Added LSD Initial Torque / Preload value range allowed in GT3 Cup, from 12 to 27 Max. 27 LSD Initial Torque best suited for high speed track, run lower for tighter tracks/low speed.
Used:
- Specs - GT3 Cup Power
- Suspension - Custom EIBACH ERS with Sachs 2 Way Damper (60/70)
- DOG CLUTCH TRANSMISSION - HEWLAND 6 Speed Sequential ( Triple Plate Clutch )
- LSD - Paul Guard Race Spec 50/80 with GT3 Cup Preload Limits (24)
500PP Spa Rainmasters Seasonal Winner! 👍
Driving:
When the track started to dry, it became increasingly more stable, the rear did not slip so much and the car started to getting better.
- Steering needs to be precise. Counter steering should be avoided (high speed), will cause rear spin;
- Under hard braking, the rear will slip. Smooth braking input is needed;
- On 100% downpour, car was stable, fast and controlled;
Best lap achieved (still raining) - 2:36:362
Overall, a nice replica. But BMW's win...
Did you use the new update spring rate ( alternative setup ) with lower rear spring ratio ? The setup offers much more controlled rear end when slipping as well much less responsiveness from the rear tires. If you like more freedom to steer, running the 40/60 LSD is a good choice, use higher Initial torque ( up to 27 ) to stabilize the rear when it's too hairy ( when raining or on high speed track ).
Thanks for the thorough report and review
...):About the steering, yeah, the RR layout and rear heavy means the pendulum effect is dangerous when breaking limit at high speed. You can increase rear stability by raising rear toe in, a value up to 0.50 is worth a try, maybe even 0.55
I noticed you have edited the tune, so I used this setup (after @danbojte said the car was very unstable I was kind of
I used the 60/70 RH, not the optional one, with 100% rain it did good, but sometimes the rear end played some tricks and started to slide on easy corners... On the last lap was 0% and all of that rear sliding almost dissapeared... Something funny was that on the La Source the car was perfect, but in the Eau Rouge I had to do a massive desacceleration to keep it stable...
Steering is fine, on the rain and on the dry, for me there's no need to change that... )
Will change next time I log in... 👍, along with the LSD and try it on the rain, mostly...
The springs of the alternative setup was based on real life spec of GT3 Cup / Carrera Cup homologated spring rate, at 240N/mm front and 260N/mm rear, way too high for GT6 The lower spring rate at the rear, allows better balance, you can lower rear damper extension by 1 or 2 to keep the rear having more grip around corner entry to mid corner, don't go too low or it might snap For braking, the rear end sometimes wiggle, try lower the front brake balance by 1 : 3/3, the instability might be caused by the rear weight being sent to the front too quickly.
Thank you for the further explanation
For Eau Rouge, the key is to stay on the left ( right on top of the curb ), then a quick tap on the brakes while the steering is straight, reduce speed slightly, light steer to the right to hug the right curb, flat on throttle if done right. Watch my replay at Spa to get the idea
Ferrari 512BB 1980 / 512BBi 1981
Tuned to replicate Ferrari 512BB '80/ Ferrari 512BBi '81
Comfort Hard
CAR : Ferrari 512BB '76
Tire : Comfort Hard
Specs - 512BB Official Ferrari Curb Weight 1980
Horsepower: 335 HP at 6000 RPM
Torque : 332.7 ft-lb at 4500 RPM
Power Limiter at : 94.7%
Weight: 1596 kg
Ballast : 196 kg
Ballast Position : 43
Weight Distribution : 41 / 59
Performance Points: 464
Specs - 512BBi Official Ferrari Curb Weight 1981
Horsepower: 335 HP at 6000 RPM
Torque : 332.7 ft-lb at 4500 RPM
Power Limiter at : 94.7%
Weight: 1580 kg
Ballast : 180 kg
Ballast Position : 46
Weight Distribution : 41 / 59
Performance Points: 465
GT AUTO
NO Oil change
Improve Body Rigidity ( NOT INSTALLED IN THIS BUILD )
Wheels : Standard
Car Paint : Red / Rosso Corsa
Tuning Parts Installed :
Twin Plate Clutch
Adjustable LSD
Fully Customizable Suspension
Fully Customizable Dog Clutch Transmission
Suspension - Eibach Springs over Koni Damper 512BB Set 1
Factory Alignment
Front, Rear
Ride Height: 159 150 / 149 140
Spring Rate: 5.87 7.59
Dampers (Compression): 5 4
Dampers (Extension): 5 5
Anti-Roll Bars: 3 4
Camber Angle: 0.0 0.7
Toe Angle: 0.15 0.75
OPTIONAL Street/Track Alignment :
Camber Angle: 1.0 1.2
Toe Angle: 0.00 0.45
Suspension - Eibach Springs over Koni Damper 512BB Set 2
Factory Alignment
Front, Rear
Ride Height: 159 150 / 149 140
Spring Rate: 5.36 8.04
Dampers (Compression): 2 1
Dampers (Extension): 6 4
Anti-Roll Bars: 3 2
Camber Angle: 0.0 0.7
Toe Angle: 0.15 0.75
OPTIONAL Street/Track Alignment :
Camber Angle: 1.0 1.2
Toe Angle: 0.00 0.45
Factory Ferrari 512BB Alignment Range :
Front
Camber : 0.00 - Max +0.33 ( positive )
Toe In : 1mm - Max 3mm ( 0.15 to 0.45 )
Rear
Camber : 0.70 - Max -1.00 ( negative )
Toe In : 5mm - Max 6.5mm ( 0.75 to 0.96 )
Suspension - Eibach Springs over Koni Damper 512BBi Set 1
Factory Alignment
Front, Rear
Ride Height: 159 150
Spring Rate: 5.36 8.04
Dampers (Compression): 2 1
Dampers (Extension): 6 4
Anti-Roll Bars: 3 2
Camber Angle: 0.2 1.5
Toe Angle: 0.08 0.52
OPTIONAL Street/Track Alignment :
Camber Angle: 1.0 1.2
Toe Angle: 0.00 0.45
Suspension - Eibach Springs over Koni Damper 512BBi Set 2
Factory Alignment
Front, Rear
Ride Height: 159 150
Spring Rate: 5.87 7.59
Dampers (Compression): 5 4
Dampers (Extension): 5 5
Anti-Roll Bars: 3 4
Camber Angle: 0.2 1.5
Toe Angle: 0.08 0.52
OPTIONAL Street/Track Alignment :
Camber Angle: 1.0 1.2
Toe Angle: 0.00 0.45
Factory Ferrari 512BBi Alignment Range :
Front
Camber : 0.20 - Max -0.60 ( negative )
Toe In : 0.5mm - Max 1.5mm ( 0.08 to 0.23 )
Rear
Camber : 1.50 - Max -1.80 ( negative )
Toe In : 3.5mm - Max 4.5mm ( 0.52 to 0.67 )
DOG CLUTCH TRANSMISSION -Ferrari 512BB 5 Speed 1980
Set Default
Set Auto Max Speed at 360kmh / 224mph
Adjust each gear :
1st 2.936
2nd 2.098
3rd 1.587
4th 1.200
5th 0.912
Set Final : 3.214
DOG CLUTCH TRANSMISSION -Ferrari 512BBi 5 Speed 1981
Set Default
Set Auto Max Speed at 360kmh / 224mph
Adjust each gear :
1st 3.248
2nd 2.083
3rd 1.587
4th 1.200
5th 0.913
Set Final : 3.214
LSD - 2 Way LSD
Initial Torque : 20
Acceleration Sensitivity: 20
Braking Sensitivity: 30
Brake Balance:
3/4 ( personal BB) or for ABS 0 wheel : 3/4, for ABS 1 - feel free to use your preferred brake balance. I recommend to run 1 click lower at the rear.
Recommended setting for DS3 user :
Steering sensitivity at +1 or +2, all aids off, except ABS 1 ( if not comfortable with ABS 0 ) with 3/4 brake balance as starting point.
Notes :
The Ferrari Berlinetta Boxer 512BB and 512BBi are replicated in this build. The replica is a special version made based on the 1980 model year 512BB and 1981 model year 512BBi using both Ferrari Official Manual.
Both model year has same power rating at 340CV / 335HP and 332 lb ft torque, GT6 used Ferrari marketing figures. The curb weight listed on both manuals are : 512BB at 1596kg and 512BBi at 1580kg. The curb weight is not very clear if it includes full tank of fuel or not. The corner weight reports of real car owner have 40/60 weight distribution on full fuel tank. The fuel tank capacity is 120L, which equates about 90kg. For this replica, the closes I can get is 41/49. Assuming that the 1596kg and 1580kg are with some fuel in the car, then the replica is not that far off. There are of course, weight discrepancy on real life car weight measurements, many owners who reported that 512BB without fuel weigh from just over 1400kg to 1490+kg ( European cars, while US DOT conversion usually about 50+kg more ). After further testing, these weight figure when used will make the 512BB in GT6 has too much acceleration / top speed performance compared to the real car test results.
For suspension, I used custom values based on real life owners suspension upgrade setup. The real factory spring rate values are too low and not available in GT6. There are 2 sets of spring rates, set 1 has more balance by using lower spring ratio, while set 2 uses a street/track spring rate ratio. I have included specific Ferrari Alignment on both 512BB and 512BBi. The alignment values are different with the later model year more aggressive in camber and less street oriented toe in. Feel free to try them all. The suspension allows good stability under braking and decent grip around mid to exit.
The transmission is wrong in GT6, the 512BB and 512BBi has different gear ratios. The later model year 512BBi has shorter 1st gear, but slightly longer 2nd gear. This was aimed at more rapid acceleration from 0-60mph and the fuel injected engine having different characteristics / torque curve than the 512BB carburated engine. The 512BB/i also has dry double/twin plate clutch from factory, the replica has been installed with one. The LSD is plate type, with 2 way used in this replica to help with traction on both acceleration and braking. The preload is set at medium value to keep the 512BB/i maintain both rear wheel speed at light to medium cornering load, helping to achieve the understeer behavior of the real car when close to the limit.
The 512BB/i was tuned and tested at Tsukuba, Streets of Willow, Red Bull Ring, Laguna Seca, Big Willow, Autumn Ring. At Tsukuba, it managed easy 1:11s with a best of high 1:10s.
This is considered as expert level car that requires high level of concentration to drive at track pace, the tire is comfort hard which should simulate the grip level of the factory tires at the time ( radial Michelin 415 TRX for 512BBi and Michelin XWX Tubeless for 512BB ) When driven at street pace / cruising, the car should be easy enough for most drivers, but pushed on the edge, just like the real car, sweaty hands and adrenalin rush is a given. Getting closer / finding the limit is not difficult, but stepping over will bite back hard, beware of the car cornering speed, it can't reach modern car speed range with factory tires.
ENJOY
The expert level car won't win any driver choice awards 
I actually haven't driven the added setup, I just calculate the new spring rate based on the GT3 Cup ratio, also adapt the ride height difference from real GT3 Cup limits. While LSD initial torque/preload, I calculate it using engine torque, as the GT3 Cup define the LSD preload range allowed in torque output figure
@Ridox2JZGTE
Found my balance point in the RUF:
BB - 3/3 (was 4/3)
Rear Compression - 7
Rear toe - 0.42 (was 0.37)
On the rain is better, but on the dry its now a blast, managed a last lap of 2:35:725...
For my driving style, the car is perfect...
