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

[ALB123]

Hosaka Tuning Factory BCNR33 GTR RB Muscle 550PS
Tuned to replicate Hosaka Tuning Factory R33 GTR RB Japanese Muscle
Tsukuba Time Attack-Sports Medium​

View attachment 103624​

CAR : Nissan Skyline R33 GTR Vspec '97
Tire : Sports Medium

Specs
Horsepower: 543 HP / 550 PS at 5800 RPM
Torque: 561.5 ft-lb at 4400 RPM
Power Limiter at : 98.4%
Weight: 1540 kg
Ballast : 5 kg
Ballast Position : 50
Weight Distribution : 54 / 46 as stock
Performance Points: 541


GT AUTO
Oil change
Wheels : Standard Size - BBS RE MG painted in dark gold or bronze.
Car Paint : Black from dealership



Tuning Parts Installed :
Engine Tuning Stage 1
Sports Computer
Sports Exhaust
Isometric Exhaust Manifold
Intake Tuning
Low RPM Range Turbo Kit
Suspension Fully Customizable Kit
Adjustable LSD
Twin Plate Clutch Kit
Torque Distributing Center Differential
Carbon Hood


AERO
Rear : 80


LSD ( NISMO GT 1.5 way front + 2 way rear - low optimal preload )
FRONT
Initial Torque : 13
Acceleration Sensitivity: 36
Braking Sensitivity: 5

REAR
Initial Torque : 9
Acceleration Sensitivity: 36
Braking Sensitivity: 30


Torque Distributing Center Differential
FRONT/REAR = 40:60


Suspension - PCR Hosaka Tuning Factory Custom Coil Over
Front, Rear

Ride Height: 90 110
Spring Rate: 12.00 10.00
Dampers (Compression): 3 4
Dampers (Extension): 6 5
Anti-Roll Bars: 4 5
Camber Angle: 1.2 1.2
Toe Angle: -0.08 -0.08



Brake Balance:
9/8 ( personal BB) or for ABS 0 wheel : 4/3, for ABS 1 9/8 or 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 7/6 brake balance as starting point.



Notes :
Hosaka Tuning Factory built the car to showcase their tuning prowess and the car was featured in Hot Version video, driven by Dori Dori The car was fitted with more front torque split and still with harder compound semi slick ( YH Advan A048 ). The goal was to post sub 1 minute lap at Tsukuba with minimal cost ( no reinforcement or light weight parts ). This R33 uses upgraded turbine that focuses on low to mid rpm response to aid acceleration with limited power and stock weight ( 550PS - 1540kg ) The car managed to do the sub 1 minute lap at Tsukuba with S tire ( R compound street legal semi slick ) -sports medium in GT6.

Now, this replica has adapted suspension from PCR Hosaka Tuning Factory (HTF) Custom Coil Over, as in GT6 higher spring rate as fitted on real one is not possible LSD as usual from HTF : NISMO GT LSD both front and back. Simple tune with not too much power, but very rapid on technical track and exceptional handling.

Aim to have 59s ( sub 1 minute ) lap time at Tsukuba with above tune, enjoy

@Ridox2JZGTE I am going to be building this car, but I also need a 450PP version (for this week's A-Spec races) and I think it would be nice to keep a 1990's era GT-R at 450PP in my Garage anyway...

Don't kill yourself over analyzing this, but what would you recommend I do to make it 450PP? Obviously, I'm going to remove things like the Stage 1 Engine Tuning, Sports Computer, Intake Tuning, etc... I'm not a big fan of reducing the Power % as low as it will go before subtracting things because GT6 does an incredibly terrible job of adjusting the power band of cars when you do that. I know that's a whole different topic for another time, but I would appreciate any advice you may have. Thank you, Ridox... 👍

 

[Ridox2JZGTE]

@Ridox2JZGTE I am going to be building this car, but I also need a 450PP version (for this week's A-Spec races) and I think it would be nice to keep a 1990's era GT-R at 450PP in my Garage anyway...

Don't kill yourself over analyzing this, but what would you recommend I do to make it 450PP? Obviously, I'm going to remove things like the Stage 1 Engine Tuning, Sports Computer, Intake Tuning, etc... I'm not a big fan of reducing the Power % as low as it will go before subtracting things because GT6 does an incredibly terrible job of adjusting the power band of cars when you do that. I know that's a whole different topic for another time, but I would appreciate any advice you may have. Thank you, Ridox... 👍

The Hosaka needs some revision mainly in suspension and weight distribution, but that's for later To get 450PP, the best method is to aim for lower weight first. Use weight reduction stage 3, then reduce power by removing parts with highest torque yield first ( engine tuning, intake tuning and low rpm turbo ) If the PP is close to 450PP, you can fine tune it with limiter, add ballast, and try to fit/remove other parts like ECU, exhaust and catalytic converter.

 

[ALB123]

The Hosaka needs some revision mainly in suspension and weight distribution, but that's for later To get 450PP, the best method is to aim for lower weight first. Use weight reduction stage 3, then reduce power by removing parts with highest torque yield first ( engine tuning, intake tuning and low rpm turbo ) If the PP is close to 450PP, you can fine tune it with limiter, add ballast, and try to fit/remove other parts like ECU, exhaust and catalytic converter.

Hmmm... I am confused. I want to use your tune, the one I linked to, but it is for a 541PP car. I need it to be 450PP. Your tune doesn't even use Weight Reduction. If I do use Weight Reduction 3, as you suggest, the car is going to be even higher than 541PP! That's moving me in the wrong direction...

 

[ALB123]

Or are you talking about just using the base value of 458PP and then apply the Power % from there? I don't know why, but I thought this car was only like 430PP from the dealership. I didn't realize I was already over the 450PP limit straight from the dealership.

 

[Ridox2JZGTE]

Hmmm... I am confused. I want to use your tune, the one I linked to, but it is for a 541PP car. I need it to be 450PP. Your tune doesn't even use Weight Reduction. If I do use Weight Reduction 3, as you suggest, the car is going to be even higher than 541PP! That's moving me in the wrong direction...

With weight reduction, you will need much lower power, thus removing the power parts with high torque output is paramount ( for the Hosaka R33 ). It is possible to get 450PP, but it will have very low power, and would need 1400+kg weight.

 

[ALB123]

I just took the base car and applied your suspension, LSD, aero/downforce and torque distribution settings. Then I actually added 60kg ballast (1600kg total weight) and moved it to +50 which changed the weight distribution from 54:46 to 53:47. Finally I had to lower the Power Limiter to 96.6% to reach 450PP. Now it's time to go see how she drives. 👍 I'm a little nervous at how stiff you recommended the springs, but you're my top Engineer, so I listen to what you have to say!! Plus, I increased my car's weight, so I'm sure I will be just fine... 👍

 

[danbojte]

Tuned to replicate Base Model Range
Lotus Elise S1 1.8 '96-'00

Specs Dry Weight 725kg with 45/55 Distribution

Suspension - Lotus MotorSport Dual Rate Springs and KONI Damper
Lowered Ride Height + ADVAN A038-R Alignment ( All Weight Specs )
Comfort Soft + Compatible to Sports Soft Tires

LSD - Stock LSD ( Torsen LSD - Optional feature on the real car )

Wow! Beautiful! 👍

No rear wing,
BB: 6/7.

 

[Ridox2JZGTE]

Wow! Beautiful! 👍

No rear wing,
BB: 6/7.

Did you win with the car at Madrid Reverse race 450PP event ? I haven't been able to play GT6

 

[danbojte]

Did you win with the car at Madrid Reverse race 450PP event ? I haven't been able to play GT6

I tried but I couldn't.

 

[TurnLeft]

Hi @Ridox2JZGTE , I'm trying to find these in your directory but I must be missing them all the time,

You can also do the next release : Nomad Diablo GT-1 GT500 JGTC and Yellowbird Sport Auto 1988. Nomad Diablo on RH at Suzuka 2:02.511 target time or Motegi Road 1:50.968, Yellowbird on CM, 1:06.12 at Tsukuba

The Nomad Diablo will have 3 power level, based on 1997/1998 to 2000 onwards Diablo GTR / GT-1 JLOC 620 PS + stock GT6 590+PS ( 1220kg ) and from 2001 JLOC JGT-1 550PS ( 1150kg )

I've found the Top Fuel Civic, Feed RX7, Andy Pilgrim Corvette, and have added a Focus, just want to add those also for testing.

On an other note, I'm not getting any alerts from here again, not any of your fault, it's just an inconvenience.

Hey @ALB123 , your avatar is freaky ....... cool .

@danbojte , feeling in a racing mood these days?

 

[Ridox2JZGTE]

Hi @Ridox2JZGTE , I'm trying to find these in your directory but I must be missing them all the time,



I've found the Top Fuel Civic, Feed RX7, Andy Pilgrim Corvette, and have added a Focus, just want to add those also for testing.

On an other note, I'm not getting any alerts from here again, not any of your fault, it's just an inconvenience.

Hey @ALB123 , your avatar is freaky ....... cool .

@danbojte , feeling in a racing mood these days? View attachment 330535

I haven't posted the Diablo GT-1 and Yellowbird I will post them when I can play next time, I may also post the without notes if I don't have much time.

 

[danbojte]

@TurnLeft Yeap. You'd better answer to the friend request.

 

[TurnLeft]

@TurnLeft Yeap. You'd better answer to the friend request.

, my mind focuses on one thing at a time, I never saw the message , uh I posted it yesterday you should receive it sometime today . PS, thanks for the heads up .

I was just driving @Ridox2JZGTE LP670-4 at Midfield, all aids off of course except guess what? Driving line , lowered my BL by 2.3 seconds , now down to 1:20.335 , still 3 sec. to go .

 

[ALB123]

@TurnLeft Thanks...My avatar is the "screaming face" from Pink Floyd's album/movie "The Wall". 👍

 

[danbojte]

​

 

[Ridox2JZGTE]

View attachment 331084​

I had short play time just now, won the Trial Mountain with SRT Viper T/A replica detuned. It was slippery as the car bounced around Did some final testing on some cars, only had an hour then had to leave the PS3, hopefully I can get on again in about 6 hours.

 

[danbojte]

@Ridox2JZGTE That's shame for the bad parts and great for the good parts.

Those three cars, with which I won, were a little unhappy with that bumpy Trial Mountain but I know they are not built for that kind of track... 👍

 

[ALB123]

@danbojte: I saw that you ran Ridox's C7R around Trial Mountain for the Seasonal Event. Quite a bumpy track for that car, huh? Awesome level of lateral grip, when the bumps weren't trying to toss the car around. A very fun race!! 👍

There are so many good Corvettes in GT6 and plenty of good tunes. I still haven't found a C7 tune that I love. I know there are lots of great tunes out there, but I have become so hooked on Replica Tunes. I just have a lot more fun with them, even though I know I could probably set the car up faster or lighter and make it handle "better", I really would rather struggle with the Replica. It gives me a better sense of achievement when I use a Replica Tune and post a decent time or crush an A-Spec race. Yup...I'm hooked on Replicas!

 

[danbojte]

@ALB123 Very true what you are saying. Indeed, that car isn't adapted for this kind of mountain roads, but although it is giving a great reward driving it and even wining at the end. 👍

 

[ALB123]

NISSAN Silvia S13 K's Bee Racing 400PS

Tuned to replicate Best Motoring Bee Racing S13 Silvia CA18DET
Sports Medium​

View attachment 114734​

CAR : Nissan Silvia K's Dia Selection ( S13 ) '90
Tire : Sports Medium

Specs
Horsepower: 394 HP / 400 PS at7200 RPM
Torque : 304.9 ft-lb at 6400 RPM
Power Limiter at : 98.3%
Weight: 1180 kg
Ballast : 166 kg
Ballast Position : 41
Weight Distribution : 52 / 48 - corrected weight distribution as in real life spec.
Performance Points: 500

GT AUTO
Oil change
Improve Body Rigidity ( NOT INSTALLED ) -optional, there's no bad side effect of this, highly recommended.
Rear Wing : NO Wing.
Wheels : +2 Inch Up, GT-Aa03 in silver/silver chrome
Car Paint : Solid Black


Tuning Parts Installed :
Engine Tuning Stage 3
Sports Computer
Semi Racing Exhaust
Catalytic Converter:Sports
High RPM Range Turbo Kit
Adjustable LSD
Twin Plate Clutch Kit
Racing Brakes Kit
Fully Customizable Suspension
Weight Reduction Stage 2


Suspension - Buddy Club Racing Spec Coilover Damper Kit
Front, Rear

Ride Height: 85 85
Spring Rate: 8.00 6.00
Dampers (Compression): 6 5
Dampers (Extension): 7 4
Anti-Roll Bars: 3 1
Camber Angle: 0.2 0.2 ( use zero camber all around for max grip )
Toe Angle: 0.08 0.16

View attachment 114732​

LSD - 1.5 way ATS LSD
Initial Torque : 28
Acceleration Sensitivity: 23
Braking Sensitivity: 10



Brake Balance:
3/4 ( personal BB) or for ABS 0 wheel : 2/3, for ABS 1 - feel free to use your preferred brake balance. I would recommend to run just one click higher on rear brake.

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.

View attachment 114733​

Notes :
Another awesome Best Motoring feature car, back from the classic video series, the S13 was tuned by ROM specialist, Bee Racing. The Silvia used was the K's from early generation still using CA18DET engine. Pushing the limit of engine power at 400PS, with extensive engine tuning, BEE R Drag SPL ROM, big turbine and intercooler, the car was mainly used for street car drag and occasional track day.

The car was painted black with unique 3 spoke wheel design, and fitted with super sticky road legal semi slick Advan A032R S-Soft compound to get maximum traction in straight line and cornering ( Sports Medium in GT6 ) - sadly can't get wider rear tires in GT6, the real car has wider 245/40 R17 tire.

Driven at Sendai drag strip, the car achieved 12.2s quarter mile.
With current setup in GT6, the car managed easy 1:01s lap time at Tsukuba Enjoy the Bee R S13, great for grip and drift - touge as well

UPDATE : Damper has been tweaked for better traction.

I stumbled upon the Nissan Silva when I was perusing the Nissan Dealership looking for Premium cars built between 1990 and 2000. I didn't really care about the current Beginners Level Seasonal Event that used such cars, but I thought my Garage was sorely lacking in a rather historic period of Japanese cars. To be honest, I was completely ignorant of the model name "Silva" before getting into Gran Turismo 6.

Immediately I consulted the directory of our beloved lead engineer, Ridox, and saw that he could turn my modest Nissan into a formidable track monster. Once completed, my Bee Racing Silva was delivered to Willow Springs International Motorsports Park. Big Willow would be the track I first test this baby on.

Right away I could tell this car had some nice get up & go in her. You'll feel all 396hp as you rocket down the Start/Finish straight. I gave my new Bee Racing Silva a good brake test at Turn 1. These Brembo's bite nice and strong at the recommended 3/4 brake balance. You could probably go up to 4/5 without any issue as long as you have a gentle, steady braking foot. This car handled "The Omega" (the uphill/downhill section) with ease. This car really has a nice turn in.

I kept my foot to the floor as I was going through "Monroe Ridge", the gradual dip we all know and love at Big Willow. I was a little surprised when my car started to get a bit sideways coming over that crest. After a very brief heart attack and with my car's nose pointed straight again, I put my foot back to the floor and sped through the fastest part of Big Willow.

I kept going and going. Each lap was getting better than the previous according to the stopwatch. This is a car that you can just drive. There are no tricks to remember to get the car to turn in, or come out of a corner. The SM tires certainly help a lot, but I'm not trying to make any excuses for this car. I'm sure this car will perform just fine on SH or CS tires as well.

Just to be extra sure -- I had the car flown all the way to Australia where I could beat the crap out of it around Bathurst. This is a car that loves to rev. Lucky us, with all the hills to climb, we get to keep this car revving loud and strong. Fortunately, this Bee Racing Silva has a wonderful exhaust note. Downshifts produce a glorious sound now found on many GT6 cars.

Back to Bathurst...The suspension really held up well here. We all know how bumpy this course can be. Well, my Silva just flew right through the bumps like they weren't even there. The rubber stays firmly planted on the ground and the power propels this under-1200kg ride around the track very well. I think the twisty's in the Esses section were a little tough on my mighty Silva, but those turns could frighten cars that cost ten times what this thing is worth.

If you decide to build yourself a Bee Racing Silva, just remember that you're building a 1991 and not a 2011. I was pleasantly surprised at how well this chassis performed, but it's probably not going to be your go to car at 500PP. Still, the price is very good and it's very easy to turn this thing into a 450PP beast, which is what I was supposed to be doing in the first place!!! That shows you how much fun you can have in this little Silva by Bee Racing. I was running off the California and then Australia when I was supposed to be lining up for my race at SSR5!

 

[ALB123]

TOP FUEL 'ZERO 1000' Turbo Monster Honda Civic Type R EK9 '97

Tuned to replicate Top Fuel ZERO 1000 Civic Turbo Type R EK9 388PS
featured in Best Motoring Tuned Car Battle ( S Tire )-Sports Medium




View attachment 101810​

CAR : Honda Civic Type R '97
Tire : Sports Medium

Specs
Horsepower: 383 HP / 388 PS at 9100 RPM
Torque: 224.0 ft-lb at 8900 RPM
Power Limiter at : 98.5%
Weight: 953 kg
Ballast : 19 kg
Ballast Position : 43
Weight Distribution : 58 / 42 as stock
Performance Points: 526


GT AUTO
Oil change
Improve Body Rigidity ( INSTALLED in this build ) - there's no bad side effect of this, highly recommended.
Flat Floors Type A
Wheels : +1 Inch Up - ADVAN RGII painted in White
Car Paint : Championship White ( stock from dealership )



Tuning Parts Installed :
Engine Tuning Stage 3
Sports Computer
Racing Exhaust
Isometric Exhaust Manifold
Catalytic Converter Sports
Intake Tuning
High RPM Range Turbo Kit
Suspension Fully Customizable Kit
Five Speed Transmission ( Cross Mission )
Adjustable LSD
Racing Brakes Kit
Twin Plate Clutch Kit
Weight Reduction Stage 2



LSD ( ATS Carbon Spec IV 1.5 way high preload )
Initial Torque : 39
Acceleration Sensitivity: 36
Braking Sensitivity: 30



Suspension - TEIN Super Racing Spec Circuit Master RS Coil Over Kit
Front, Rear

Ride Height: 90 100
Spring Rate: 14.00 10.00
Dampers (Compression): 3 4
Dampers (Extension): 4 3
Anti-Roll Bars: 2 4
Camber Angle: 2.6 1.0
Toe Angle: -0.28 0.00



Brake Balance:
7/5 ( personal BB) or for ABS 0 wheel : 7/5, 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 7/5 brake balance as starting point.



Notes :
One of few Japanese Civic EK tuner car with big turbine kit fitted, weight reduction down to only driver seat + race oriented reinforcements, race spec suspension, 5 speed cross mission ( shorter gearing ) giving extreme performance for a civic. This requires the car to be fitted with S tire ( R Compound semi slick tires )-The Top Fuel Zero 1000 uses soft /R compound semi slick tire in The Best Motoring Tuned Car Battle at Tsukuba, and in GT6 equals to sports medium.

The car is tuned to replicate the real car as close as possible, the real car has Super Racing type N1 Coil Over with very high spring rate not available in GT6, so I opted to use the lower spring rate of Super Racing Circuit Master RS ( works just as good ). LSD is replicated - ATS Carbon 1.5 way, this time the LSD is one of the cars strength alongside the potent Circuit Master RS coilovers, able to give great response and traction.

Camber has been tweaked to perform better in GT6, if going for real life spec, camber front should be 2.6, while rear stays the same 1.0. ( if one can post close lap time to real lap time with the 2.6 front camber, then the FF beast is tamed )

The real car is capable of 1:02.57 at Tsukuba during test lap and definitely can get better lap time as it has some brake fade issue ( causing sporadic understeer ), my test best lap time ( driving to replicate similar pace + line to the Best Motoring video ) is 1:02.0xx using sports medium and no aids ( with stick giving perfect shifts - with H shifter and wheel, the lap time would be closer )

To get the best of the car, drive like a pro driver would in real life, smooth steering, trail brake, exit with smooth gradual throttle especially on low speed exit ( 2nd gear corner ), only full on when certain you won't lift off anymore.

Enjoy

Wow! I decided to build another one of your Japanese rockets this evening and chose this Honda Civic R '97 to be the donor car. When I was given the keys back to my newly crafted Zero 1000 Turbo Monster, I was cautious. The specs on this car sounded pretty darn good, sure...but...

I'm just going to come right out and say it. I am not a big fan of FF cars in GT6. I spin the front wheels too much. I don't like the way most of them drive. This Zero 1000 wasn't nearly as bad as I thought it would be, however, and that put a smile on my face. Sure, I've gotta be careful with 1st and 2nd gear, but that's pretty common in all cars. At least when the wheels spin a bit you don't end up facing the wrong way with an FF car!

Overall, I was quite pleased with how this car ran at Suzuka. I'll have to take my Zero 1000 out to Bathurst or the Nordschleife - somewhere I can throw elevation changes at this car. It's so light that with the awesome rubber (SM) and racing brakes you can really go deep into braking zones. I'd like to think that this car will handle elevation changes and bumps just fine. It felt so planted during my 7 laps of Suzuka. I would intentionally hit curbs, rumblestrips and even go off the track a little bit to see how she would respond. Very well, I must say...

It was quite easy to drop this down to 450PP on Tab B for those type of restricted events.

I do have one question for you @Ridox2JZGTE - In the Notes section for this car you said that you tweaked Camber so it would perform a little better in GT6. Then you offered the real life camber specs (2.6 / 1.0) for those who would truly like to drive on the actual camber specs. You suspension setup, however, does instruct us to apply 2.6 & 1.0 in Camber. Did you mean to have a little lower front camber in the build specs? Otherwise, I don't understand the reasoning for mentioning it in your notes since the values are exactly the same...

 

[Ridox2JZGTE]

Wow! I decided to build another one of your Japanese rockets this evening and chose this Honda Civic R '97 to be the donor car. When I was given the keys back to my newly crafted Zero 1000 Turbo Monster, I was cautious. The specs on this car sounded pretty darn good, sure...but...

I'm just going to come right out and say it. I am not a big fan of FF cars in GT6. I spin the front wheels too much. I don't like the way most of them drive. This Zero 1000 wasn't nearly as bad as I thought it would be, however, and that put a smile on my face. Sure, I've gotta be careful with 1st and 2nd gear, but that's pretty common in all cars. At least when the wheels spin a bit you don't end up facing the wrong way with an FF car!

Overall, I was quite pleased with how this car ran at Suzuka. I'll have to take my Zero 1000 out to Bathurst or the Nordschleife - somewhere I can throw elevation changes at this car. It's so light that with the awesome rubber (SM) and racing brakes you can really go deep into braking zones. I'd like to think that this car will handle elevation changes and bumps just fine. It felt so planted during my 7 laps of Suzuka. I would intentionally hit curbs, rumblestrips and even go off the track a little bit to see how she would respond. Very well, I must say...

It was quite easy to drop this down to 450PP on Tab B for those type of restricted events.

I do have one question for you @Ridox2JZGTE - In the Notes section for this car you said that you tweaked Camber so it would perform a little better in GT6. Then you offered the real life camber specs (2.6 / 1.0) for those who would truly like to drive on the actual camber specs. You suspension setup, however, does instruct us to apply 2.6 & 1.0 in Camber. Did you mean to have a little lower front camber in the build specs? Otherwise, I don't understand the reasoning for mentioning it in your notes since the values are exactly the same...

The replica has several mistakes , I'm rechecking it now against my garage Will fix the camber, add lower initial torque LSD, and corrected toe alignment. Thanks for testing the car 👍 I will post more tune now, without notes for the time being, time's running out

 

[Ridox2JZGTE]

Lamborghini Diablo ZA9DE068/ZA9DW068 GT-1/JGT-1 NOMAD JLOC #88 JGTC 1997-2004

Tuned to Replicate JLOC Diablo JGTC #88 '97 - '04
Sports Soft to Racing Hard ​

View attachment 328367​

CAR : NOMAD Diablo GT-1 '00
Tire : Sports Soft to Racing Hard

Specs 2001 - 2004 JGTC JGT-1 Diablo
Horsepower: 542 HP / 550 PS at 6400 RPM
Torque : 528.8 ft-lb at 5300 RPM
Power Limiter at : 87.4%
Weight: 1220 kg ( Official 2003 1150 kg can't be used, used 1997 weight )
Ballast : 20 kg
Ballast Position : 50
Weight Distribution : 47 / 53
Performance Points: 583


Specs 1997 - 2000 JGTC
Horsepower: 611 HP / 620 PS at 6600 RPM
Torque : 531.6 ft-lb at 5500 RPM
Power Limiter at : 98.5%
Weight: 1220 kg ( Official 2003 1150 kg can't be used, used 1997 weight )
Ballast : 20 kg
Ballast Position : 50
Weight Distribution : 47 / 53
Performance Points: 597



GT AUTO
Oil change
Improve Body Rigidity ( INSTALLED ) -MANDATORY
Wheels : Stock
Car Paint : Stock

Tuning Parts Installed :
Racing Exhaust
Fully Customizable Suspension
Fullyl Customizable Dog Clutch Transmission
Fully Customizable Mechanical LSD
Racing Brakes Kit


Suspension - KONI Push Rod Double Wishbone

Front, Rear
Ride Height: 55 55
Spring Rate: 17.86 22.86
Dampers (Compression): 9 6
Dampers (Extension): 5 4
Anti-Roll Bars: 5 6
Camber Angle: 2.7 1.7
Toe Angle: -0.02 0.12


DOG CLUTCH TRANSMISSION - HEWLAND TGTA-200 Sequential 6 Speed
AP Triple Plate Carbon Clutch

Install all power parts
Set Default
Set Final to 5.500
Set Auto Max Speed at 220kmh / 137mph
Adjust each gear :
1st 2.923
2nd 1.933
3rd 1.500
4th 1.238
5th 1.050
6th 0.923
Set Final 3.830 ( Stock GT6 good for Suzuka ) or 4.000 for Motegi Road, or 3.875, 3.444 and 3.100 Hewland Final


LSD 2 Way 45% Lock
Initial Torque : 18
Acceleration Sensitivity: 27
Braking Sensitivity: 27

AERO - LOW ( Suzuka / High Speed Track )
FRONT : 160
REAR : 410

AERO - MEDIUM ( Motegi Road / Medium Speed Track )
FRONT : 215
REAR : 570

View attachment 328366​

Brake Balance:
3/3 ( personal BB) or for ABS 0 wheel : 3/3, 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 4/4 brake balance as starting point.


Notes :


The Lamborghini Diablo based on GTR and GT-1 used by JLOC team in JGTC from 1997 to 2000. The 1997 onwards to 2000, the Diablo has 620PS of power based on very rare specification that can be found on PSX JGTC game which I happen to have From 2001, the JLOC upgraded the car extensively and designated the car as JGT-1 and in 2003 it has 550PS power and 1150kg weight.

The replica in this build has 1220kg weight from 1997 spec as the 1150kg weight can't be achieved.

The suspension uses custom spring rate tuned for balance on both sports soft and racing hard tires, while LSD retains the lock rate at 45% from Diablo road car.

Gearing uses Hewland TGTA-200 6 speed sequential ratios with optimized gear set for Suzuka and Motegi, the 2 available track in GT6 that the car raced in real life. The final drive ranged from 3.100 to 4.000, with stock 3.830 GT6 final can be used at Suzuka and 4.000 best used at Motegi Road. Hewland finals can also be used.

For aero, the Suzuka specific aero setup uses low values, while Motegi uses higher downforce to help stabilize the car on low to medium speed corner.

The Diablo JGTC can also be driven at Nordschleife, with high aero preferable and 620PS power + 3.444 or 3.100 final.

The JLOC Diablo real life lap record at Suzuka was 2:02.511 set in 2002 300km Suzuka Race and at Motegi Road was 1:50.968 also in 2002 Motegi GT. Both lap can be replicated, at Suzuka, 550PS and SS tire, while at Motegi 620PS and RH is preferable, although 550PS and SS might be possible - will require perfect lap

 

[ALB123]

OMG! I just got off my PS3...

I did leave it running, however, it's just in my garage so the disc doesn't keep spinning running demo screens. Oh that Lamborghini looks delicious! Maybe I'll hop back on in a little while... 👍

 

[Ridox2JZGTE]

TOP FUEL 'ZERO 1000' Turbo Monster Honda Civic Type R EK9 '97

Tuned to replicate Top Fuel ZERO 1000 Civic Turbo Type R EK9 388PS
featured in Best Motoring Tuned Car Battle ( S Tire )-Sports Medium




View attachment 101810​

CAR : Honda Civic Type R '97
Tire : Sports Medium

Specs
Horsepower: 383 HP / 388 PS at 9100 RPM
Torque: 224.0 ft-lb at 8900 RPM
Power Limiter at : 98.5%
Weight: 953 kg
Ballast : 71 kg
Ballast Position : -44
Weight Distribution : 61 / 39 as in real life
Performance Points: 527


GT AUTO
Oil change
Improve Body Rigidity ( INSTALLED in this build ) - there's no bad side effect of this, highly recommended.
Flat Floors Type A
Wheels : +1 Inch Up - ADVAN RGII painted in White
Car Paint : Championship White ( stock from dealership )



Tuning Parts Installed :
Engine Tuning Stage 3
Sports Computer
Racing Exhaust
Isometric Exhaust Manifold
Catalytic Converter Sports
Intake Tuning
High RPM Range Turbo Kit
Suspension Fully Customizable Kit
Five Speed Transmission ( Cross Mission ) OPTIONAL
Full Customizable Dog Clutch Transmission
Adjustable LSD
Racing Brakes Kit
Twin Plate Clutch Kit
Weight Reduction Stage 3
Window Weight Reduction


Suspension - TEIN Super Racing Spec Circuit Master RS Coil Over Kit
Front, Rear

Ride Height: 90 100
Spring Rate: 14.00 10.00
Dampers (Compression): 3 4
Dampers (Extension): 4 3
Anti-Roll Bars: 2 5
Camber Angle: 2.6 1.3 ( Optional Front Camber 3.6 )
Toe Angle: -0.08 -0.28


DOG CLUTCH TRANSMISSION - ATS Cross Mission 5 Speed with 4.400 Final
STANDARD Module 1-3-4-5

Install all power parts
Set Default
Use Default Final
Set Auto Max Speed at 270kmh / 168mph
Adjust each gear :
1st 3.077
2nd 2.105
3rd 1.652
4th 1.308
5th 1.033
6th 0.992 - Ignore for authenticity
Set Final 4.400 , Stock Final

DOG CLUTCH TRANSMISSION - ATS Cross Mission 5 Speed with 4.400 Final
LARGE Module 1-3-4-5

Install all power parts
Set Default
Use Default Final
Set Auto Max Speed at 299kmh / 186mph
Adjust each gear :
1st 3.077
2nd 2.105
3rd 1.563
4th 1.188
5th 0.938
6th 0.895 - Ignore for authenticity
Set Final 4.400 , Stock Final ( OPTIONAL HIGH FINAL 4.785 or 4.928 for lower top speed )


LSD ( ATS Carbon Spec IV 1.5 way medium preload ) - BASE
Initial Torque : 22
Acceleration Sensitivity: 36
Braking Sensitivity: 30

LSD ( ATS Carbon Spec IV 1.5 way high preload )
Initial Torque : 39
Acceleration Sensitivity: 36
Braking Sensitivity: 30


Brake Balance:
4/6 ( personal BB) or for ABS 0 wheel : 3/5, 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 5/7 brake balance as starting point.



Notes :
One of few Japanese Civic EK tuner car with big turbine kit fitted, weight reduction down to only driver seat + race oriented reinforcements, race spec suspension, 5 speed cross mission ( shorter gearing ) giving extreme performance for a civic. This requires the car to be fitted with S tire ( R Compound semi slick tires )-The Top Fuel Zero 1000 uses soft /R compound semi slick tire in The Best Motoring Tuned Car Battle at Tsukuba, and in GT6 equals to sports medium.

The car is tuned to replicate the real car as close as possible, the real car has Super Racing type N1 Coil Over with very high spring rate not available in GT6, so I opted to use the lower spring rate of Super Racing Circuit Master RS ( works just as good ). LSD is replicated - ATS Carbon 1.5 way, this time the LSD is one of the cars strength alongside the potent Circuit Master RS coilovers, able to give great response and traction. Base LSD is medium preload at 22/.

Camber has been tweaked to perform better in GT6, if going for real life spec, camber front should be 3.6, while rear stays the same 1.3. ( if one can post close lap time to real lap time with the 3.6 front camber, then the FF beast is tamed )

The real car is capable of 1:02.57 at Tsukuba during test lap and definitely can get better lap time as it has some brake fade issue ( causing sporadic understeer ), my test best lap time ( driving to replicate similar pace + line to the Best Motoring video ) is 1:01.9xx using sports medium 3.6/1.3 camber and no aids ( with stick giving perfect shifts - with H shifter and wheel, the lap time would be closer )

To get the best of the car, drive like a pro driver would in real life, smooth steering, trail brake, exit with smooth gradual throttle especially on low speed exit ( 2nd or 3rd gear corner ), only full on when certain you won't lift off anymore.

Enjoy

UPDATE 1.16 : Fixes on weight distribution, camber, toe, ARB. The car is now capable of 1:01s at Tsukuba with high camber 3.6/1.3

Added ATS 5 Speed Cross Mission ( Close Ratio ), both standard module and large module 1-3-4-5 gear set with 3 final drive ( 4.400 stock and ATS High Final 4.785 + 4.928 )

Top Fuel Civic has been updated, might update again later ( 5 speed cross mission )

EDIT : Added ATS 5 Speed 1-3-4-5 Cross Mission with both standard and large module gear set. 3 sets of Final drive ( stock and ATS 4.785 + 4.928 ) Highly recommended to run standard module and 4.400 final at Tsukuba.

 

[Ridox2JZGTE]

Auto Motor Und Sport + Sport Auto 1988 RUF CTR Yellowbird Replica

Tuned to Replicate RUF CTR Yellowbird
Comfort Medium​

CAR : RUF CTR "Yellow Bird" '87
Tire : Comfort Medium

Specs 40/60 Distribution - BASE ( Real life )
Horsepower: 462 HP / 469 PS at 6000 RPM
Torque : 407.9 ft-lb at 5000 RPM
Power Limiter at : 100%
Weight: 1222 kg
Ballast : 153 kg
Ballast Position : 22 - Optional OLD : 18
Weight Distribution : 40 / 60
Performance Points: 522

Specs 38/62 Distribution
Horsepower: 462 HP / 469 PS at 6000 RPM
Torque : 407.9 ft-lb at 5000 RPM
Power Limiter at : 100%
Weight: 1222 kg
Ballast : 153 kg
Ballast Position : 42 - Optional OLD : 37
Weight Distribution : 38 / 62
Performance Points: 522

Specs 37/63 Distribution
Horsepower: 462 HP / 469 PS at 6000 RPM
Torque : 407.9 ft-lb at 5000 RPM
Power Limiter at : 100%
Weight: 1222 kg
Ballast : 153 kg
Ballast Position : 46
Weight Distribution : 37 / 63
Performance Points: 522


GT AUTO
NO Oil change
Improve Body Rigidity ( INSTALLED ) -MANDATORY
Wheels : Stock
Car Paint : Giallo Modena

Tuning Parts Installed :
Racing Exhaust
Fully Customizable Suspension
Full Customizable Dog Clutch Transmission
Weight Reduction Stage 3



Suspension - RUF Tuned Torsion Bar & Bilstein Damper

Front, Rear
Ride Height: 118 128
Spring Rate: 5.10 7.14 -OPTIONAL Softer Spring 4.78 6.70
Dampers (Compression): 7 4 -OPTIONAL Rear Damper Compression 5 - Better traction
Dampers (Extension): 4 8
Anti-Roll Bars: 4 3
Camber Angle: 1.0 2.0
Toe Angle: -0.10 0.05

Alternate Damper ( Softer Front Damper Comp, Quicker Rear Damper Extension )
Recommended for Bumpy or High Elevation Change Track - eg Trial Mountain

Dampers (Compression): 2 5
Dampers (Extension): 4 3


Alternative Alignment :
Camber Angle: 1.5 2.5
Toe Angle: -0.10 0.20

DOG CLUTCH TRANSMISSION - RUF CTR 5 Speed

Install all power parts
Set Default
Use Default Final
Set Auto Max Speed at 400kmh / 249mph
Adjust each gear :
1st 2.786
2nd 1.600
3rd 1.115
4th 0.828
5th 0.625
6th 0.596 - Ignore for authenticity
Set Final 4.000, OPTIONAL 3.777 Corrected Final to get 211 MPH at 7000RPM


LSD 80% Lock - BASE
Initial Torque : 20
Acceleration Sensitivity: 48
Braking Sensitivity: 24


LSD 80% Lock - Higher Preload - Optional
Initial Torque : 24
Acceleration Sensitivity: 48
Braking Sensitivity: 24

Brake Balance:
5/6 ( 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 5/6 brake balance as starting point.


Notes :


The RUF CTR Yellow Bird is a legendary tuned Porsche that breaks top speed record for production cars back in the late '80s. Alois Ruf had a different goal than most other Porsche tuner back in the day. He chose to go for less drag, more top speed, lightweight but still offers great handling for a rear engined Porsche. Using non turbo body 930, he developed the engine and twin turbo kit to produce over 469 PS for a low 1.1 Bar of boost, Alois Rud admitted that on the CTR ‘we use very big horses in Pfaffenhausen’, which means 469PS was a modest statement.. The boost level was adjustable up to 1.4 Bar, producing more than 500PS based on Yellow Bird owner reports. 29 examples were built from RUF VIN chassis ( not conversion ), while there are many more CTR built from converted Porsche ( still unconfirmed )

This replica is based on the Auto Motor Und Sport and Sport Auto 1988 Magazine reviews. Test weight was at 1222kg, with several sets of weight distribution included, from 40/60 to 37/63. Some RUF technical books and the door plate on the car itself listed the weight with distribution at 40/60. Alois Ruf also mentioned that he went a great length to improve the balance by moving components from rear to front when possible ( front oil coolers ) and aim for 40/60 distribution. Recent articles mentioned 38/62, more likely from CTR with driver onboard and built from Porsche 930 conversion. FM5 uses 37/63 distribution, which might be plausible if taken from later year Porsche 930 conversion.

Power is set at 462 HP or 469 PS ( stock ), no oil change with body rigidity improvement mandatory as the real CTR has full roll cage.
Suspension of RUF CTR uses torsion bars and Bilstein Damper with 22mm front stabilizer bar and 20mm rear stabilizer bar, specially tuned by RUF extensively at Austrian race tracks Osterreichring and Salzburgring.
The torsion bar rate value has not been confirmed and the values are too low anyway ( can't be reached in GT6 )
I decided to use real life setup already proven at the track.
The spring rate used in this replica is based on Eibach Race Springs at 50 N/mm and 70 N/mm front/rear. The setup was used in real life on 930 Turbo with 1040 dry weight built for Nordschleife track/street ( 500+PS )
Damper, ARB has been tuned to support the weight distribution and spring rate, while camber and toe uses street/mild track Porsche 930 alignment.

The MN P911 RUF CTR tested by Sport Auto has 80% lock LSD, which also replicated with medium preload LSD. RUF offers lower lock 60% LSD as standard fitment on each RUF CTR and BTR sold to the public with 80% lock used on the 1st CTR as option. The high lock LSD might be too much for the usual customer who drive their car daily.

Gearing has been corrected with RUF gear set as offered in their brochure. The 5 speed uses 4.000 final, and the 6th gear in GT6 should not be used. I have also provided optional final at 3.777 to replicate the real life test result at 211mph @7000 RPM ( redline )

The RUF CTR was tuned and tested at Tsukuba, Red Bull Ring, Midfield and Spa. The real life record at Tsukuba in Best Motoring was 1:06.12. Using 38/62 distribution, oil changed build ( 463HP using limiter ), 1222kg, 3.777 Final, the RUF managed 1:05.808 lap on CM tire.

Updated : Changed 40/60 spec as base based on test review against Assetto Corsa and real life data. Added optional LSD with higher preload and alternative alignment with higher camber and more rear toe in.


Special Review by @Lewis_Hamilton driving both GT6 version replica and Assetto Corsa and 1080/60 fps video of the lap at Spa on both GT6 replica and Assetto Corsa Yellow Bird :

Ok, so I've ran some laps of the 38/62 weight distribution set up in GT6, and then hopped on to AC (both games running at the same time). Tried some laps at default LSD (40%), and at 80%. There's also the option for 60% which I haven't tried.

Initial impressions are that GT6 is both too slippery and grippy at the same time, if that makes any sense whatsoever, and I'm wondering how much of this comes down to GT6's track grip settings, broken camber physics and pandering to the casual players. Between the two games, I matched the same time of day, ambient temps and weather conditions (50% GT6 / mid-heavy cloud cover AC), and in AC I set the track to optimum conditions - which is the equivalent of a whole field of cars that have rubbered in the track for many laps. The reason why I've picked this rather than a none rubbered in track that's slick and slippery is because the YB in AC would be even slower. Interestingly, the look of the lighting/atmosphere in both is very similar.

As for the car:
In GT6 with 38/62 WD, the back end steps out both more frequently, easily and by much greater angles, but at the same time, it is still holding higher cornering speeds and is easy to recover, not once did I spin or go flying off the track. In AC, both with 40% and 80% LSD, the car feels more stable/planted but has lower cornering speed ability. 80% feels too safe to me however. The biggest difference is that in AC, you only need about half of the momentum of the weight shifting around at the rear in order to put the car in a situation where it is impossible to save and you end up facing the wrong way, no matter how quickly you react, what you do with the pedals or steering wheel. If you try and shift the weight around quickly, it's going to spin every time, where in GT6 it turns into an angled drift which you can save.

Another thing I noticed is that there is more wheel spin in AC - coming out of any corner in 2nd gear - despite GT6 being on the 2nd least grippy set of tyres. To match AC in this regard and cornering speeds, I think you would have to go down to CH tyres. In my opinion the problem is when you do that on GT6, it starts to feel like you're driving in the wet, you just don't have that feeling of connection with the road. Trying to match what I was doing in GT6 either resulted in going wide or the rear coming around despite initially being at much lower slip angles than GT6, but I have always complained about this issue for lord knows how many years, GT6 is just too forgiving and allows you to be far too aggressive, that's just how the physics are. Over all, lap times in GT6 were 4-5 seconds quicker around Spa. I'd test around Tsukuba but I don't think the Tsukuba that's been modded by whoever in AC is of high enough quality, at least Spa is fully modeled and laser scanned by Kunos.

I'm going to give the 40/60 WD set up a go now, I reckon that will help match the two games closer together, so that there's less weight on the rear causing more wheel spin in 2nd, and so that the rear isn't swinging around so wildly and easily. Braking without ABS on both is pretty similar, you can feel the bite and lock up much better in AC (a result of the game physics and not the cars), but importantly the actual braking distances and point of lock up is closely matched.

So after the first test, I think CH tyres in GT6 will get the games to perform similar laps times and cornering speeds, but I don't think they'd be anything you could do to match the feeling you have in AC of driving a real car simply because it is much more advanced and has a lot more grunt to pull it off (hardware wise).

Please don't think I am criticizing your replica, by GT6 standards it feels great and you've done a great job, it's GT's physics that are letting it down rather than the car itself. If I drive in GT6 the same way I have to in AC then both feel more similar, it's when you come to pushing lap times that GT exposes it's flaws. I'll give you some more feedback on the other 40/60 WD and will probably try "stock" 43/57 as well.



Good news! It's a new Dacia Sandero!

Ok so I've tried out the 40/60 distribution and also bumped up the rear BB to 6. Did about 15 laps on GT6 and then jumped into AC, increased the tyre pressure but dropped it down to "Green" track settings (about medium grip out of all the options, takes a while for the track to come in). Within 5 laps I was just 5 hundredths off my lap time in GT6.

The 40/60 WD helps to match the AC versions corner entry understeer, tyre slip in 2nd gear and cornering speeds. There were differences here and there, and I also find it harder to get the line right in AC (need to fiddle with controller settings), but over all, the lap times are nearly identical. In GT6 I also had a couple of rear end snapping and off track moments like I did in AC when trying to drive both the same way. GT6's version still has a looser rear end, and it's still easier to regain control, but the behaviour of the car is much closer. Now if only GT had a tyre model, I bet you could get them to react very similar indeed, with the main differences being how the cars feel to drive due to the different physics engines.

I've saved a replay on each game. Driving style and lines will probably look quite different, but the particular lap replays I saved had a mere 0.03 difference.


I tested with the 4.000 final drive, the gearing was pretty much spot on so I didn't fiddle with it. I stuck with CM tyres, increasing the tyre pressure and ambient temp by 2 celsius in AC helped to make the car faster in AC. I tried to drive both the same, I fell behind in GT6 after Eau Rouge because the rear was sliding, but managed to catch up the gap at Bruxelles with a more aggressive exit that only GT6 would allow, from there on, both laps are almost identical, even the gear changes. I tried to keep the upshift time equal in GT6, as the YB in GT6 can upshift instantly, whereas in AC the game simulates this better. Basically I let go of the throttle for the same amount of time that I would in my real life car when "giving it the beans".

Though I agree that adding more camber would have helped adjust the lap time, I think it would have made the car too slippery, GT6 already feels like it's on ice when you've just come from AC, there is so much difference in the feeling even if both cars are doing the same thing. Anyway here's the video, split screen 1080p/60.

UPDATE November 2016 ver 1.22 : Added Optional softer spring rate for bumpy tracks and better compliance ( Recommended ) Optional Rear damper compression at ( 5 ) which gives better straight line traction from low speed. An alternate damper setup also included, this mainly soften the front compression ( 2 ) and quicker rear damper extension ( 3 ), allowing higher rate of weight transfer to better mimic the period Porsches unique traits, this alternate damper also works well with optional softer spring rate.
Tested the new update at both Trial Mountain and Matterhorn Short, on CM tire, power ranging from 0.75 Bar boost 350PS ( at the wheel ) to 540+PS ( wheel ) 1.4 Bar Max Boost of the real RUF CTR, 40:60 distribution base, ballast at position 22, BB at 5/6.

For practice, lower the power to reach 380HP to mimic 0.75 Bar Low Boost setting on real RUF CTR and when you are brave enough, 587HP, rough approximation for max boost 1.4 Bar. Best Motoring measured 518PS from stock boost CTR, which may suggest that 470PS is at the wheel number. On 1.35 Bar it has 524PS at the wheel.

 

[Ridox2JZGTE]

Subaru Impreza GRB WRX STi Spec C '09
Best Motoring Tsukuba Time Attack
Tuned to Replicate WRX Sti Spec C '09
Comfort Medium to Comfort Soft​

CAR : Subaru Impreza STi Spec C '09
Tire : Comfort Medium to Comfort Soft

Specs Full Tank Weight
Horsepower: 304 HP / 308 PS at 6400 RPM
Torque : 328.0 ft-lb at 4500 RPM
Power Limiter at : 96.4%
Weight: 1519 kg - stage 1 weight reduction.
Ballast : 200 kg
Ballast Position : -46
Weight Distribution : 58.75 / 41.25 as in real life - reflected in ballast position.
Performance Points: 462

Specs Best Motoring Weight
Horsepower: 304 HP / 308 PS at 6400 RPM
Torque : 328.0 ft-lb at 4500 RPM
Power Limiter at : 96.4%
Weight: 1450 kg - stage 2 weight reduction.
Ballast : 189 kg
Ballast Position : -46
Weight Distribution : 58.75 / 41.25 as in real life - reflected in ballast position.
Performance Points: 466


GT AUTO
NO Oil change
Improve Body Rigidity ( NOT INSTALLED )
Wheels : Stock
Car Paint : Sunrise Yellow or Sunburst Yellow
Gauges : Free Choice

Tuning Parts Installed :
Driver Controlled Center Differential
Fully Customizable Suspension
Fully Customizable Mechanical LSD
Weight Reduction Stage 1 - for 1519kg
Weight Reduction Stage 2 - for 1450kg



Suspension - STi JDM Spec C Pink Springs Bilstein Damper - Base
JDM Factory Alignment

Front, Rear
Ride Height: 147 142
Spring Rate: 5.09 4.07
Dampers (Compression): 4 3
Dampers (Extension): 8 5
Anti-Roll Bars: 2 2
Camber Angle: 0.6 1.6
Toe Angle: 0.00 0.00

Suspension - OEM '11 STi Eibach Springs Bilstein Damper
JDM Factory Alignment

Front, Rear
Ride Height: 147 142
Spring Rate: 4.48 5.30
Dampers (Compression): 4 3
Dampers (Extension): 8 5
Anti-Roll Bars: 2 2
Camber Angle: 0.6 1.6
Toe Angle: 0.00 0.00

Suspension - OEM '08 - '10 STi Eibach Springs Bilstein Damper
JDM Factory Alignment

Front, Rear
Ride Height: 147 142
Spring Rate: 4.46 3.93
Dampers (Compression): 4 3
Dampers (Extension): 8 5
Anti-Roll Bars: 2 2
Camber Angle: 0.6 1.6
Toe Angle: 0.00 0.00

Driver Controlled Center Differential
Front/Rear Torque Split : 41 / 59 ( Stock Sti Default )

LSD Front Helical and Rear Mechanical Plate Type
Front
Initial Torque : 10
Acceleration Sensitivity: 20
Braking Sensitivity: 10

Rear
Initial Torque : 20
Acceleration Sensitivity: 30
Braking Sensitivity: 15

Rear ( 2 Way ) - OPTIONAL
Initial Torque : 20
Acceleration Sensitivity: 30
Braking Sensitivity: 30

Brake Balance:
5/8 ( personal BB) or for ABS 0 wheel : 5/8, 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 5/8 brake balance as starting point.


Notes :

The GRB Subaru Impreza STi Spec C was released in 2009, with limited number built at 900 cars, the Spec C is lighter, with lots of bits and pieces different than then normal STi. Here is the summary of the changes :

Enhancement of Engine performance:

• Ball bearings of the turbine axle were newly adopted to reduce friction in the turbocharger. With the optimized ECU programming, the engine offers smoother and quicker response to the accelerator pedal and excellent accelerating performance.
• An inter-cooler water spray prevents rise in intake-air temperature at continued high-load driving, providing stable engine performance and improved efficiency.


Enhancement of Chassis performance:

• Reinforcement of the cross member in front-suspensions offers a linear steering response.
• Specification changes in damping force of suspensions, coil spring rate, rear stabilizer and rear sub-frame bushes optimize rigidity for body roll and retain excellent road-holding capability.
• Rear LSD (Limited Slip Differential) system was changed to a mechanical type from a Torsen type to obtain the steady and powerful traction during cornering.
• Bridgestone "POTENZA RE070" (245/40R18) were adopted to enhance cornering ability and higher grip performance, especially in dry conditions
• Nimble handling with a firm steering feel is assured by increasing oil flow volume in the power steering system.

Lightened body:

• An aluminum engine hood and a downsized battery, which make the front section of the vehicle lighter, produce better maneuverability.
• Laminar glasses were adopted in the front and side windows. They lightened the upper section of the body weight, resulting in improved stability during cornering.
• Newly-designed lightweight 18-inches alloy wheels are standard to offer excellent road-hugging property by reducing unsprung weight. (17-inches alloy wheels are optional)
• A flat tire repair kit is standard, which also helps weight reduction.

Others:

• A structural change of fuel pomp provides stable fuel delivery even on high-load driving.
• Gold colored "brembo" brake calipers are standard.
• The front bucket seats (fabric with red stitch) are standard on models with 18-inches alloy wheels.
• The "RECARO" seats (Alcantara and leather combination with red stitch) are optional on models with 18-inches alloy wheels.
• Two exclusive exterior colors are available; Sunrise Yellow and Pure White.
• The production is limited to 900 units.

Major specifications:

-Engine type: Horizontally-Opposed 4-cylinder DOHC 16-valve turbocharged engine
-Displacement: 1,994 cc
-Maximum output: 227kW (308 PS)/6,400 rpm
-Maximum torque: 422 Nm (43.0 kgf·m)/4,400 rpm
-Turbo type: Ball-bearing type twin scroll turbocharger

For this replica, I provides 2 weight figures, 1520kg and 1450kg official weight as stated in Best Motoring. For weight at 1520kg ( full tank fuel running weight ), GT6 only allows 1519kg ( with ballast + weight reduction stage 1 ) as I also wanted to achieve the real car weight distribution at 58.75 / 41.25.
For 1450kg official weight, weight reduction stage 2 is used.
Power is stock at 308 PS / 304 HP with 43kgm torque, the GT6 STi Spec C has slightly higher torque at 45.3kgm.

For suspension, I have provided 3 sets of springs, the base is STi Spec C Pink Springs, while the other 2 are 2008-2010 STi OEM Spring Rate and 2011 STi OEM Spring Rate. The 2011 STi OEM rate offers similar stiffness as the Spec C Pink with different handling ( higher rear rate ). The 2008-2010 OEM Spring rate is an adapted value as the actual rate are lower and not possible to reach in GT6.

The DCCD is set at default Spec C value at 41/59, with gearing correct this time ( stock used )

For LSD, the STi Spec C has front helical LSD and rear mechanical type LSD ( changed from older inferior torsen type ) I set the LSD with low preload on both axle, with good amount of locking power to maintain optimum traction out of corner. An optional rear 2 way LSD has been provided ( older STi has rear 2 way R180 rear diff )

I tuned and tested at Tsukuba, Bathurst and Midfield. The main aim is to replicate real life lap record at Tsukuba driven by Keiichi Tsuchiya : 1:06.529. This can be achieved on CM tire and CS tire. With CM tire, the lap pace would be higher than real life lap, thus CS tire is closer in terms of pace. When I tested the early build on CM, it managed 1:06.4xx with 1519kg weight and 2008-2010 OEM STi Spring Set ( Softest ).
I provided the replay of the early build run from back in January 2015

More info on the lap time : In 2010 Best Motoring did a race with the Spec C, and the car managed 1:06.315 in time attack solo run and while in race it did best lap of 1:05.882, this is possible with Comfort Soft tire ( the car has Bridgestone Potenza RE070 )

 

[ALB123]

Lamborghini Diablo ZA9DE068/ZA9DW068 GT-1/JGT-1 NOMAD JLOC #88 JGTC 1997-2004

Tuned to Replicate JLOC Diablo JGTC #88 '97 - '04
Sports Soft to Racing Hard ​

View attachment 328367​

CAR : NOMAD Diablo GT-1 '00
Tire : Sports Soft to Racing Hard

Specs 2001 - 2004 JGTC JGT-1 Diablo
Horsepower: 542 HP / 550 PS at 6400 RPM
Torque : 528.8 ft-lb at 5300 RPM
Power Limiter at : 87.4%
Weight: 1220 kg ( Official 2003 1150 kg can't be used, used 1997 weight )
Ballast : 20 kg
Ballast Position : 50
Weight Distribution : 47 / 53
Performance Points: 583


Specs 1997 - 2000 JGTC
Horsepower: 611 HP / 620 PS at 6600 RPM
Torque : 531.6 ft-lb at 5500 RPM
Power Limiter at : 98.5%
Weight: 1220 kg ( Official 2003 1150 kg can't be used, used 1997 weight )
Ballast : 20 kg
Ballast Position : 50
Weight Distribution : 47 / 53
Performance Points: 597



GT AUTO
Oil change
Improve Body Rigidity ( INSTALLED ) -MANDATORY
Wheels : Stock
Car Paint : Stock

View attachment 331705​

Tuning Parts Installed :
Racing Exhaust
Fully Customizable Suspension
Fullyl Customizable Dog Clutch Transmission
Fully Customizable Mechanical LSD
Racing Brakes Kit


Suspension - KONI Push Rod Double Wishbone

Front, Rear
Ride Height: 55 55
Spring Rate: 17.86 22.86
Dampers (Compression): 9 6
Dampers (Extension): 5 4
Anti-Roll Bars: 5 6
Camber Angle: 2.7 1.7
Toe Angle: -0.02 0.12


DOG CLUTCH TRANSMISSION - HEWLAND TGTA-200 Sequential 6 Speed
AP Triple Plate Carbon Clutch

Install all power parts
Set Default
Set Final to 5.500
Set Auto Max Speed at 220kmh / 137mph
Adjust each gear :
1st 2.923
2nd 1.933
3rd 1.500
4th 1.238
5th 1.050
6th 0.923
Set Final 3.830 ( Stock GT6 good for Suzuka ) or 4.000 for Motegi Road, or 3.875, 3.444 and 3.100 Hewland Final


LSD 2 Way 45% Lock
Initial Torque : 18
Acceleration Sensitivity: 27
Braking Sensitivity: 27

View attachment 331704​

AERO - LOW ( Suzuka / High Speed Track )
FRONT : 160
REAR : 410

AERO - MEDIUM ( Motegi Road / Medium Speed Track )
FRONT : 215
REAR : 570

View attachment 328366​

Brake Balance:
3/3 ( personal BB) or for ABS 0 wheel : 3/3, 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 4/4 brake balance as starting point.


Notes :


The Lamborghini Diablo based on GTR and GT-1 used by JLOC team in JGTC from 1997 to 2000. The 1997 onwards to 2000, the Diablo has 620PS of power based on very rare specification that can be found on PSX JGTC game which I happen to have From 2001, the JLOC upgraded the car extensively and designated the car as JGT-1 and in 2003 it has 550PS power and 1150kg weight.

The replica in this build has 1220kg weight from 1997 spec as the 1150kg weight can't be achieved.

The suspension uses custom spring rate tuned for balance on both sports soft and racing hard tires, while LSD retains the lock rate at 45% from Diablo road car.

Gearing uses Hewland TGTA-200 6 speed sequential ratios with optimized gear set for Suzuka and Motegi, the 2 available track in GT6 that the car raced in real life. The final drive ranged from 3.100 to 4.000, with stock 3.830 GT6 final can be used at Suzuka and 4.000 best used at Motegi Road. Hewland finals can also be used.

For aero, the Suzuka specific aero setup uses low values, while Motegi uses higher downforce to help stabilize the car on low to medium speed corner.

The Diablo JGTC can also be driven at Nordschleife, with high aero preferable and 620PS power + 3.444 or 3.100 final.

The JLOC Diablo real life lap record at Suzuka was 2:02.511 set in 2002 300km Suzuka Race and at Motegi Road was 1:50.968 also in 2002 Motegi GT. Both lap can be replicated, at Suzuka, 550PS and SS tire, while at Motegi 620PS and RH is preferable, although 550PS and SS might be possible - will require perfect lap

Geez...I confess to not really knowing much about the history of this car, but when Ridox told me he had found an original Diablo NOMAD GT-1 car in excellent condition, I told him to purchase it on the company Black AMEX, tune it up and deliver it to my garage in Spain. What followed next was 4 fun laps around La Sierra. I went with the lower downforce setup, of course, so I could take advantage of the longer sections of road. This Diablo carved up those Spanish curves & hills with ease.

The biggest travesty with this car is the fact that it's only a Standard and not a Premium.

Driving it was fairly easy. Keep in mind, when I do runs at La Sierra I am not going 100% balls to the wall, hanging on by a thread. My pace is fast. I push the car hard. It's probably 90%+ (95%+ in some stretches) of what I'm capable of pushing a vehicle. Getting on the brakes hard is no problem. There are a lot of corners on La Sierra where you must brakes from 130-150mph to take a corner at 40-60mph. This NOMAD Diablo rotates beautifully in those situations. Even with the downforce set very low the car just hugs the pavement as it rotates through the corner. Be careful... If your car isn't almost fully rotated, getting hard on the gas will result in a spin. That's just simple physics and massive horsepower at play.

I didn't give this Lamborghini as much attention as I wanted because I also received word that Ridox had the mechanics finish up their last minute inspections on my brand new 1987 RUF CTR aka Yellowbird. So, it was off to Japan to fly my Yellowbird. Oh, and fly I did!

Auto Motor Und Sport + Sport Auto 1988 RUF CTR Yellowbird Replica

Tuned to Replicate RUF CTR Yellowbird
Comfort Medium​

View attachment 331676​

CAR : RUF CTR "Yellow Bird" '87
Tire : Comfort Medium

Specs 38/62 Distribution
Horsepower: 462 HP / 469 PS at 6000 RPM
Torque : 407.9 ft-lb at 5000 RPM
Power Limiter at : 100%
Weight: 1222 kg
Ballast : 153 kg
Ballast Position : 37
Weight Distribution : 38 / 62
Performance Points: 522

Specs 40/60 Distribution
Horsepower: 462 HP / 469 PS at 6000 RPM
Torque : 407.9 ft-lb at 5000 RPM
Power Limiter at : 100%
Weight: 1222 kg
Ballast : 153 kg
Ballast Position : 18
Weight Distribution : 40 / 60
Performance Points: 522

Specs 37/63 Distribution
Horsepower: 462 HP / 469 PS at 6000 RPM
Torque : 407.9 ft-lb at 5000 RPM
Power Limiter at : 100%
Weight: 1222 kg
Ballast : 153 kg
Ballast Position : 46
Weight Distribution : 37 / 63
Performance Points: 522


GT AUTO
NO Oil change
Improve Body Rigidity ( INSTALLED ) -MANDATORY
Wheels : Stock
Car Paint : Giallo Modena

View attachment 331674​

Tuning Parts Installed :
Racing Exhaust
Fully Customizable Suspension
Full Customizable Dog Clutch Transmission
Weight Reduction Stage 3



Suspension - RUF Tuned Torsion Bar & Bilstein Damper

Front, Rear
Ride Height: 118 128
Spring Rate: 5.10 7.14
Dampers (Compression): 7 4
Dampers (Extension): 4 8
Anti-Roll Bars: 4 3
Camber Angle: 1.0 2.0
Toe Angle: -0.10 0.05

View attachment 331675​

DOG CLUTCH TRANSMISSION - RUF CTR 5 Speed

Install all power parts
Set Default
Use Default Final
Set Auto Max Speed at 400kmh / 249mph
Adjust each gear :
1st 2.786
2nd 1.600
3rd 1.115
4th 0.828
5th 0.625
6th 0.596 - Ignore for authenticity
Set Final 4.000, OPTIONAL 3.777 Corrected Final to get 211 MPH at 7000RPM


LSD 80% Lock - BASE
Initial Torque : 20
Acceleration Sensitivity: 48
Braking Sensitivity: 24

View attachment 331673​

Brake Balance:
5/5 ( 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 :


The RUF CTR Yellow Bird is a legendary tuned Porsche that breaks top speed record for production cars back in the late '80s. Alois Ruf had a different goal than most other Porsche tuner back in the day. He chose to go for less drag, more top speed, lightweight but still offers great handling for a rear engined Porsche. Using non turbo body 930, he developed the engine and twin turbo kit to produce over 469 PS for a low 1.1 Bar of boost, Alois Rud admitted that on the CTR ‘we use very big horses in Pfaffenhausen’, which means 469PS was a modest statement.. The boost level was adjustable up to 1.2 Bar, producing more than 500PS based on Yellow Bird owner reports. 29 examples were built from RUF VIN chassis ( not conversion ), while there are many more CTR built from converted Porsche.

This replica is based on the Auto Motor Und Sport and Sport Auto 1988 Magazine reviews. Test weight was at 1222kg, with several sets of weight distribution included, from 40/60 to 37/63. Some RUF technical books and the door plate on the car itself listed the weight with distribution at 40/60. Alois Ruf also mentioned that he went a great length to improve the balance by moving components from rear to front when possible ( front oil coolers ) and aim for 40/60 distribution. Recent articles mentioned 38/62, more likely from CTR with driver onboard and built from Porsche 930 conversion. FM5 uses 37/63 distribution, which might be plausible if taken from later year Porsche 930 conversion.

Power is set at 462 HP or 469 PS ( stock ), no oil change with body rigidity improvement mandatory as the real CTR has full roll cage.
Suspension of RUF CTR uses torsion bars and Bilstein Damper with 22mm front stabilizer bar and 20mm rear stabilizer bar, specially tuned by RUF extensively at Austrian race tracks Osterreichring and Salzburgring.
The torsion bar rate value has not been confirmed and the values are too low anyway ( can't be reached in GT6 )
I decided to use real life setup already proven at the track.
The spring rate used in this replica is based on Eibach Race Springs at 50 N/mm and 70 N/mm front/rear. The setup was used in real life on 930 Turbo with 1040 dry weight built for Nordschleife track/street ( 500+PS )
Damper, ARB has been tuned to support the weight distribution and spring rate, while camber and toe uses street/mild track Porsche 930 alignment.

The MN P911 RUF CTR tested by Sport Auto has 80% lock LSD, which also replicated with medium preload LSD. RUF offers lower lock 60% LSD as standard fitment on each RUF CTR and BTR sold to the public with 80% lock used on the 1st CTR as option. The high lock LSD might be too much for the usual customer who drive their car daily.

Gearing has been corrected with RUF gear set as offered in their brochure. The 5 speed uses 4.000 final, and the 6th gear in GT6 should not be used. I have also provided optional final at 3.777 to replicate the real life test result at 211mph @7000 RPM ( redline )

The RUF CTR was tuned and tested at Tsukuba, Red Bull Ring, Midfield and Spa. The real life record at Tsukuba in Best Motoring was 1:06.12. Using 38/62 distribution, oil changed build ( 463HP using limiter ), 1222kg, 3.777 Final, the RUF managed 1:05.808 lap on CM tire.

View attachment 331698 View attachment 331677 View attachment 331678 View attachment 331679​

The Yellowbird is a frightening car to many, plain and simple - present company included. 462hp and 408lb/ft of torque being spit out of an engine hanging off the back bumper of a Porsche 930 chassis?! Yep. That's the Yellowbird. All 1,222kg of her distributed with 60% of the weight in the back. ::GULP:: Two massive turbos when one clearly would have been enough! ::GULP::

If there was ever one single car that made me wish I could left-foot brake it is the Yellowbird. Unfortunately, my setup doesn't have room for me to shove my left leg in there, so I have to go traditional and that makes manipulating the weight transfer almost impossible. Therefore, I must do a LOT of straight line braking in this RUF. That's not how I usually drive so it feels weird and I know it is impacting my lap times severely. There are some instances where I can sort of trail brake, but it's just not the same thing.

Believe it or not, the power doesn't hit you like a ton of bricks in the Yellowbird. With some thoughtful gearing you will experience the power growing rather than punching you in the gut like so many supercars tend to do. Still, there is a lot of torque produced early in this RUF. I found myself frequently modulating my throttle input to keep this monster under control.

Drive this thing slow and steady until you feel confident to push it further and further. I'm driving mine with CM tires and while that it most likely the tire that does belong on the car, you will spin the rear wheels frequently if you're a little overzealous with the gas pedal.

Overall, I like the Yellowbird. It's a handful. It's a constant challenge, but it's a classic! 👍

 

[TurnLeft]

Auto Motor Und Sport + Sport Auto 1988 RUF CTR Yellowbird Replica

Tuned to Replicate RUF CTR Yellowbird
Comfort Medium​

View attachment 331676​

Oh how you make me mad , I haven't finished with your 6 cars I'm testing and you add this one, I'm not a fan of any high end super car makers except for one, PORSCHE. So the others will get tossed back while I go try this one out, I do hope it will turn like the IRL car, never let go the gas while turning, just keep those tires turning and you'll be off to victory, let go the gas or brake and you can ...


the only way to drive, for the pleasure of the senses.

 

[azidahaka]

@Ridox2JZGTE
Haven't been here for quite a bit, but i made some experiments on your suggestions from the Alfa i made and tried to improve the car and feeling but no way what i tried it seemed to behave worse Must be my driving stile i guess

On a side note, have you ever attempted a WTCC car replica? I would love to try one, expecially not that this season they'll run on the Nurb24h track