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

[Thorin Cain]

If you are still driving the F430 Challenge, you can try beat Yuta Kirikae lap time at Tsukuba back in Best Motoring 2011, RS Dino ( RS-D ) F430 Challenge, 490PS, 1225kg, you can use 1300kg of replica in offline time trial ( fuel weight included ). Yuta-san did 57.375 lap on cold morning, he reached 206+kmh on back straight ( 5th gear ) and took the last turn in 4th gear. The tire should be SS in GT6. Lower front ARB to 2 for tight track like Tsukuba, it helped with turn in.

Nope, I was right. I had no chance . Ran about 15 laps or so with the original spec. Another 15 or so with lower rear extension. Then went back and tried both with lower front ARB and still no joy . Best I could manage was mid 58s, I'm losing a whole chunk of time (....or parts of the bodywork ) in the left-hand hairpin . Still a lot of fun, but I think I'll stick with slightly more open tracks with this wild stallion .

 

[Ridox2JZGTE]

Nope, I was right. I had no chance . Ran about 15 laps or so with the original spec. Another 15 or so with lower rear extension. Then went back and tried both with lower front ARB and still no joy . Best I could manage was mid 58s, I'm losing a whole chunk of time (....or parts of the bodywork ) in the left-hand hairpin . Still a lot of fun, but I think I'll stick with slightly more open tracks with this wild stallion .

I just did some laps at Tsukuba, I raised the rear aero to max 220, use lowest ride height, and got 57.2s in 2nd lap ( with front ARB at 3 and 3/4 BB ). The car is a bit tricky braking at Tsukuba, the track requires short braking distance and well chosen moment of lift ( dunlop esses ), and keeping cornering speed as high as possible. My 1st braking point for 1st turn at 120-122mph, need to be efficient on 1st hairpin as the real car did ( smooth ), then the dunlop esses need late throttle lift, cornering at 70mph at least and flat on gas right through to last hairpin ( around 40mph ), exit as early as possible and reaching 130mph on the straight, the last turn braking is tricky without ABS, deep brakes for short moment, eased off and hug the apex at 80+mph, then flat on gas as early as possible If doing this online, I would use 1225kg weight, should be similar in performance to offline 1300kg When I watch my replay and the real lap, they are very close from the lines, braking point, speeds etc, apart from the 1st turn braking of mine which rather sloppy ( late lock up ).

Have you tried RH tire ? I really like how the F430 handle, feels unique compared to 458 and other MR cars.

 

[Thorin Cain]

A bit tricky braking he says . Man I was First time out I forgot I had racing brakes applied Going into turn 1, lap 1. I though I was being conservative with my braking point, but off I sailed anyway .

Don't know why I didn't try the lower ride height either . I'll have to go back and see if it helps.

 

[Ridox2JZGTE]

A bit tricky braking he says . Man I was First time out I forgot I had racing brakes applied Going into turn 1, lap 1. I though I was being conservative with my braking point, but off I sailed anyway .

Don't know why I didn't try the lower side height either . I'll have to go back and see if it helps.

The real car sits lower than possible in game

 

[Ridox2JZGTE]

TVR Tuscan Speed Six

Tuned to replicate TVR Tuscan Speed Six

Comfort Medium to Sports Medium​

CAR : TVR Tuscan Speed Six '00
Tire : Comfort Medium to Sports Medium

Specs
Horsepower: 360 HP / 365 PS at 7000 RPM
Torque: 308.8 ft-lb at 5000 RPM
Power Limiter at : 100%
Weight: 1120 kg
Ballast : 107 kg
Ballast Position : -7
Weight Distribution : 51 / 49
Performance Points: 499




GT AUTO
NO Oil change
Improve Body Rigidity - NOT INSTALLED
Wheels : Standard Size Stock
Car Paint : Any Color or New Sherwood Toning



Tuning Parts Installed :
Adjustable LSD
Twin Plate Clutch
Fully Customizable Suspension
Weight Reduction Stage 1
Window Weight Reduction



Suspension - Adapted OEM Springs

Front, Rear

Ride Height: 102 102
Spring Rate: 4.59 6.55
Dampers (Compression): 3 2 -OPTIONAL Rear Comp at 3 for better stability/traction but harsher ride
Dampers (Extension): 5 3
Anti-Roll Bars: 2 2
Camber Angle: 0.8 0.8
Toe Angle: 0.00 0.12 - Optional 0.08 0.16 or 0.00 0.00



LSD - Low Lock / Viscous Hydratrak - Optional Fitment
Initial Torque : 5
Acceleration Sensitivity: 21
Braking Sensitivity: 18


LSD - High Lock / Plate TVR/GKN - Standard Fitment
Initial Torque : 5
Acceleration Sensitivity: 45
Braking Sensitivity: 20





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



Notes :
Just a simple build of Tuscan Speed 6, using available information gathered. Should drive well on CM, if wanted more grip, use CS or SH/SM.

 

[Ridox2JZGTE]

TVR Tamora

Tuned to replicate TVR Tamora

Comfort Medium to Sports Medium​

CAR : TVR Tamora '02
Tire : Comfort Medium to Sports Medium

Specs
Horsepower: 345 HP / 350 PS at 6500 RPM
Torque: 290.0 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1124 kg
Ballast : 139 kg
Ballast Position : -4
Weight Distribution : 50 / 50
Performance Points: 493




GT AUTO
NO Oil change
Improve Body Rigidity - NOT INSTALLED
Wheels : Standard Size Stock
Car Paint : Any Color or Ink Blue



Tuning Parts Installed :
Fully Customizable Dog Clutch Transmission
Twin Plate Clutch Kit
Adjustable LSD
Fully Customizable Suspension
Weight Reduction Stage 1



Suspension - GAZ Coilover Kit

Front, Rear

Ride Height: 102 102
Spring Rate: 7.14 6.70
Dampers (Compression): 3 5
Dampers (Extension): 4 6
Anti-Roll Bars: 2 2
Camber Angle: 0.8 0.8
Toe Angle: 0.06 0.10 - Optional 0.08 0.16 or 0.00 0.00



USE STOCK OR
DOG CLUTCH TRANSMISSION - Optional TVR T5 Close Ratio & Final 3.9 + 3.43
Install all power parts
Set Default
Set Final to 3.900
Set Auto Max Speed at 330kmh / 205mph
Adjust each gear :
1st 2.430
2nd 1.560
3rd 1.240
4th 1.000
5th 0.800 - OPTIONAL 0.630 Overdrive
Set Final : 3.900 or 3.430


DOG CLUTCH TRANSMISSION - Borg Warger T5 ( Type 240 )
Stock Corrected Ratio & Final 3.43 + 3.9 / Optional Wide + Close Ratio
Install all power parts
Set Default
Use Default Final
Set Auto Max Speed at 330kmh / 205mph
Adjust each gear :
1st 2.950
2nd 1.940
3rd 1.340
4th 1.000
5th 0.800 - OPTONAL 0.630 Overdrive
Set Final : 3.430 or 3.900

Wide Ratio :
1st 2.915
2nd 1.932
3rd 1.323
4th 1.000
5th 0.800


Close Ratio ( Set Final to 3.800 then set Auto Max Speed 310kmh/193mph )
1st 2.527
2nd 1.675
3rd 1.259
4th 1.000
5th 0.870
Use Final 3.43, 3.73 or 3.9

OPTIONAL FINAL 3.46 ( Used on Tuscan 2 and Sagaris with Non Close Ratio )



LSD - Low Lock / Viscous Hydratrak - Optional Fitment
Initial Torque : 5
Acceleration Sensitivity: 21
Braking Sensitivity: 18


LSD - High Lock / Plate GKN/TVR - Standard Fitment
Initial Torque : 5
Acceleration Sensitivity: 45
Braking Sensitivity: 20




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



Notes :
Another simple build, this time Tamora, I used GAZ coilover kit for suspension, with several gearbox options, use stock if you wish, while the rest of the options are from what I found on TVR forums, optional ratio with several final drive options and corrected ratio for T5 Borg Wargner type 240 ( stock Tamora box ) which also includes wide and close ratio offered by Borg Wargner as aftermarket parts.

Tire is CM and it drives nicely.

 

[Pete05]

TVR Tamora

Tuned to replicate TVR Tamora

Comfort Medium to Sports Medium​

View attachment 603169​

CAR : TVR Tamora '02
Tire : Comfort Medium to Sports Medium

Specs
Horsepower: 345 HP / 350 PS at 6500 RPM
Torque: 290.0 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1124 kg
Ballast : 139 kg
Ballast Position : -4
Weight Distribution : 50 / 50
Performance Points: 493




GT AUTO
NO Oil change
Improve Body Rigidity - NOT INSTALLED
Wheels : Standard Size Stock
Car Paint : Any Color or Ink Blue



Tuning Parts Installed :
Fully Customizable Dog Clutch Transmission
Twin Plate Clutch Kit
Adjustable LSD
Fully Customizable Suspension
Weight Reduction Stage 1



Suspension - GAZ Coilover Kit

Front, Rear

Ride Height: 102 102
Spring Rate: 7.14 6.70
Dampers (Compression): 3 5
Dampers (Extension): 4 6
Anti-Roll Bars: 2 2
Camber Angle: 0.8 0.8
Toe Angle: 0.06 0.10 - Optional 0.08 0.16 or 0.00 0.00



USE STOCK OR
DOG CLUTCH TRANSMISSION - Optional Ratio & Final 3.9 + 3.43
Install all power parts
Set Default
Set Final to 3.900
Set Auto Max Speed at 330kmh / 205mph
Adjust each gear :
1st 2.430
2nd 1.560
3rd 1.240
4th 1.000
5th 0.800 - OPTIONAL 0.630 Overdrive
Set Final : 3.900 or 3.430


DOG CLUTCH TRANSMISSION - Borg Warger T5 ( Type 240 )
Stock Corrected Ratio & Final 3.43 + 3.9 / Optional Wide + Close Ratio
Install all power parts
Set Default
Use Default Final
Set Auto Max Speed at 330kmh / 205mph
Adjust each gear :
1st 2.950
2nd 1.940
3rd 1.340
4th 1.000
5th 0.800 - OPTONAL 0.630 Overdrive
Set Final : 3.430 or 3.900

Wide Ratio :
1st 2.915
2nd 1.932
3rd 1.323
4th 1.000
5th 0.800


Close Ratio ( Set Final to 3.800 then set Auto Max Speed 310kmh/193mph )
1st 2.527
2nd 1.675
3rd 1.259
4th 1.000
5th 0.870
Use Final 3.43, 3.73 or 3.9

OPTIONAL FINAL 3.46 ( Used on Tuscan 2 and Sagaris with Non Close Ratio )



LSD - Low Lock / Viscous Hydratrak
Initial Torque : 5
Acceleration Sensitivity: 21
Braking Sensitivity: 18


LSD - High Lock / Plate
Initial Torque : 5
Acceleration Sensitivity: 45
Braking Sensitivity: 20




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



Notes :
Another simple build, this time Tamora, I used GAZ coilover kit for suspension, with several gearbox options, use stock if you wish, while the rest of the options are from what I found on TVR forums, optional ratio with several final drive options and corrected ratio for T5 Borg Wargner type 240 ( stock Tamora box ) which also includes wide and close ratio offered by Borg Wargner as aftermarket parts.

Tire is CM and it drives nicely.

I'm really glad you've built this car with the corrected ratios. I just knew TVR weren't that crazy to have a gearbox with the ratios PD gave us.

 

[Ridox2JZGTE]

I'm really glad you've built this car with the corrected ratios. I just knew TVR weren't that crazy to have a gearbox with the ratios PD gave us.

The PD ratios is correct for the most part, the 3.73 final is commonly used on TVR factory demonstration cars ( official acceleration/top speed ), but TVR does offer variety of final ratio from 3.43 to 3.9. The 2nd gear is intriguing, some state 1.95, while TVR Parts Shop states 1.94, I provide 1.94 as option. The 5th gear also gets optional longer overdrive at 0.63, while Borg Warner themselves sells optional wide and close ratio gearset for the T5 Type 240 used on TVR.

What's interesting is the optional ratio that I listed first, I forgot from which source I got it from , it's been long time ago since I set it on one of the setup tab, might have been aftermarket gearset

Most newer gen TVR like Tuscan, Tamora, Cerbera etc uses AP Racing twin plate clutch, which is why I installed twin plate clutch.

 

[Pete05]

The PD ratios is correct for the most part, the 3.73 final is commonly used on TVR factory demonstration cars ( official acceleration/top speed ), but TVR does offer variety of final ratio from 3.43 to 3.9. The 2nd gear is intriguing, some state 1.95, while TVR Parts Shop states 1.94, I provide 1.94 as option. The 5th gear also gets optional longer overdrive at 0.63, while Borg Warner themselves sells optional wide and close ratio gearset for the T5 Type 240 used on TVR.

What's interesting is the optional ratio that I listed first, I forgot from which source I got it from , it's been long time ago since I set it on one of the setup tab, might have been aftermarket gearset

Most newer gen TVR like Tuscan, Tamora, Cerbera etc uses AP Racing twin plate clutch, which is why I installed twin plate clutch.

Those gearbox ratios are just crazy then.
Sometimes I wonder how such a loony set of ratios (other cars are guilty too), can get signed off for production.

 

[Ridox2JZGTE]

Those gearbox ratios are just crazy then.
Sometimes I wonder how such a loony set of ratios (other cars are guilty too), can get signed off for production.

I just checked my notes, the optional ratio is T5 TVR Close Ratio, a factory option - I updated the post There are various final drive as well which I think allows TVR to personalize the car based on customer needs, like the rear LSD which came stock with GKN Clutch Plate LSD, while the Hydratrak Viscous LSD is optional.

Try all of the ratios, you will find they are pretty nicely spaced and suitable for the engine used which have pretty good power/torque band. Standing start also benefited from the 1st and 2nd gear ratio arrangement.

 

[Dietrich]

Hi Ridox! Only recently I came to know your garage and I'm impressed with your great work. Super detailed with the technical specifications. I set all Wangan Midnight replicas and it's easy to understand the need of every night ride with the Blackbird. Addictive car. Keep the good job! Congratulations!

 

[Ridox2JZGTE]

Hi Ridox! Only recently I came to know your garage and I'm impressed with your great work. Super detailed with the technical specifications. I set all Wangan Midnight replicas and it's easy to understand the need of every night ride with the Blackbird. Addictive car. Keep the good job! Congratulations!

Thank you for the kind words, if you have time read the pages from 140, there are lots of information about tuning, physics and cars posted from page 140 to 158 that may interests you.

I really need to update the OP

 

[Ridox2JZGTE]

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 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

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 -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

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


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

View attachment 331673​

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.

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

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.

The legendary RUF CTR has been updated with improvement on the damper, as well as additional spring rate and damper package. Power level suggestion also added under update notes.

Update notes :

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.

I tested 587HP Max Boost level, using High RPM Turbo Kit + oil change, Trial Mountain, CM tires, a load of fun The 380HP low boost also has it's own unique experience, giving you more control on the car

 

[Dietrich]

Thank you for the kind words, if you have time read the pages from 140, there are lots of information about tuning, physics and cars posted from page 140 to 158 that may interests you.

I really need to update the OP

I'm doing it. My idea is to build a Nismo 270R, since I don't find a ready tune for it anywere. Seems no tuner shows interest for this car. Your garage is being very helpful. Here you have the NISMO specs difficult to find.I have a 500 PPs tune but it's not yet as I would like it to be. I'm planning use one of your Silvia tune as a start point.

 

[Ridox2JZGTE]

I'm doing it. My idea is to build a Nismo 270R, since I don't find a ready tune for it anywere. Seems no tuner shows interest for this car. Your garage is being very helpful. Here you have the NISMO specs difficult to find.I have a 500 PPs tune but it's not yet as I would like it to be. I'm planning use one of your Silvia tune as a start point.

I have 270r made, back in GT5 though. The information about the car is indeed scarce. I'll see if the GT5 build can be transferred to GT6 without much work It used real life S14 K's corner weight ( ordinary K model ) as the 270R is lightly tuned ( no weight reduction ), Nismo street suspension ( the spring rate can't be reached though in GT6, I could back in GT5 - used hybriding method ) as it's pretty soft. I do have some data on the car regarding mechanical tune up done by NISMO to the engine, drivetrain, wheel, interior, exterior, suspension.

 

[Dietrich]

I have 270r made, back in GT5 though. The information about the car is indeed scarce. I'll see if the GT5 build can be transferred to GT6 without much work It used real life S14 K's corner weight ( ordinary K model ) as the 270R is lightly tuned ( no weight reduction ), Nismo street suspension ( the spring rate can't be reached though in GT6, I could back in GT5 - used hybriding method ) as it's pretty soft. I do have some data on the car regarding mechanical tune up done by NISMO to the engine, drivetrain, wheel, interior, exterior, suspension.

Certainly need some adjustments due to updates. And some improvisation as well... I've looked for technical informations but without success. The 270R is heavier than the K S14, even with the Nismo kit. I used weight reduction 1 and 77kg ballast on the back to achieve 55:45 weight distribution. weighs 1230kg, 10kg more than S14 K.

(I'm afraid of being misunderstood because I'm not an english native speaker. I'm doing my best)

 

[Ridox2JZGTE]

Certainly need some adjustments due to updates. And some improvisation as well... I've looked for technical informations but without success. The 270R is heavier than the K S14, even with the Nismo kit. I used weight reduction 1 and 77kg ballast on the back to achieve 55:45 weight distribution. weighs 1230kg, 10kg more than S14 K.

(I'm afraid of being misunderstood because I'm not an english native speaker. I'm doing my best)

The weight I used is 1297kg, the S14 weight varies depending on options ( even the non turbo already weight close to 1300kg )

 

[Ridox2JZGTE]

BMW F82 M4 Dyno Power
Stock ZCP with E30 Fuel

Tuned to replicate BMW F82 M4
Comfort Soft​

​

CAR : BMW M4 Coupe
Tire : Comfort Soft

Spec M4 DynoJet Test - 446+HP/442+ftlb torque at the wheel stock ZCP with E30 Fuel
10% Loss
Horsepower: 497 HP / 504 PS at 5900 RPM
Torque : 443.2 ft-lb at 3200 RPM
Power Limiter at : 100%
Weight: 1615 kg
Ballast : 128 kg
Ballast Position : -5
Weight Distribution : 52 / 48
Performance Points: 525


GT AUTO
Oil change
Improve Body Rigidity ( NOT INSTALLED IN THIS BUILD )
Wheels : Stock or Highly Recommend :
OZ Wave, OZ Envy 4H, Envy 5H, Quaranta, KMC KM681, KM677, or RAYS GT-C
Car Paint : Tornado Rot or Cyberia Blue or Yellow or Whit or SpeedLab Yellow


Tuning Parts Installed :
Sport Exhaust
Isometric Exhaust Manifold
Catalytic Converter Sports
Adjustable LSD
Carbon Drive Shaft
Twin Plate Clutch Kit
Fully Customizable Suspension
Window Weight Reduction

Suspension - OEM Stock Spring Adapted
BMW F82 M4 OEM Aligment Range - Track Oriented

Front, Rear

Ride Height: 140 140
Spring Rate: 3.98 10.95
Dampers (Compression): 5 2
Dampers (Extension): 2 2
Anti-Roll Bars: 3 2 - OPTIONAL Rear ARB 3
Camber Angle: 1.2 1.5
Toe Angle: 0.07 0.16


DOG CLUTCH TRANSMISSION - Stock 7 Speed Corrected Final

Set Default
Use Default Final 3.154
Set Auto Max Speed to 440kmh / 273mph
Adjust each gear :
1st 4.806
2nd 2.593
3rd 1.701
4th 1.277
5th 1.000
6th 0.844
7th 0.671
Set Final Gear : 3.462


LSD - BMW M Variable Lock LSD
Initial Torque : 5
Acceleration Sensitivity: 36
Braking Sensitivity: 36

OPTIONAL
LSD - BMW M Variable Lock LSD - LOW
Initial Torque : 5
Acceleration Sensitivity: 21 or 27 or 30 or 33
Braking Sensitivity: 21 or 27 or 30 or 33


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

Notes :

Dyno power version of the M4, I have been meaning to post this for long time The suspension and LSD have been improved from the old early build version.

Power based on Dynojet measurement, 421-422 at the wheel HP on 91 Octane Fuel, and 446+HP on E30 on stock ZCP.

​

UPDATE April 2017 : Updated suspension and added optional LSD, power spec also has been updated, now uses ZCP M4 with E30 fuel DynoJet wheel HP with 10% loss assumption.

 

[Ridox2JZGTE]

NISMO 270R

Tuned to Replicate NISMO 270R
Comfort Medium to Sports Hard​

​

CAR : NISMO 270R '94
Tire : Comfort Medium to Sports Hard

Specs
Horsepower: 266 HP / 270 PS at 6000 RPM
Torque : 249.5 ft-lb at 5000 RPM
Power Limiter at : 100%
Weight: 1297 kg
Ballast : 144 kg
Ballast Position : 32
Weight Distribution : 55 / 45
Performance Points: 438


GT AUTO
NO Oil change
Improve Body Rigidity ( NOT INSTALLED IN THIS BUILD )
Wheels : Stock
Car Paint : Stock


Tuning Parts Installed :
Semi Racing Exhaust
Adjustable LSD
Fully Customizable Suspension
Weight Reduction Stage 1




Suspension - NISMO G-ATTACK S tune Coilover Kit 0.3 Inch Lowered
OEM Aligment Range

Front, Rear

Ride Height: 122 122
Spring Rate: 6.77 5.75
Dampers (Compression): 4 5
Dampers (Extension): 5 5
Anti-Roll Bars: 3 2
Camber Angle: 2.0 1.0
Toe Angle: 0.00 0.07



LSD - NISMO GT LSD 2 Way
Initial Torque : 11
Acceleration Sensitivity: 36
Braking Sensitivity: 36

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

Notes :


A replica originally made back in GT5, I adapted the build to GT6 with some minor changes. The suspension do not use the real car NISMO package as there's no solid information on the spring rate, I decided to use G-Attack S Tune Spec NISMO kit, with 5.3kg/mm front and 4.5kg/mm rear spring ( adapted the value )

A Spec for NISMO 270R Demo Car which have some Jun mods on it :

Year: 1994
Colour: Black with 270R exclusive stripe
Emblem: 270R exclusive with serial number
Bonnet: 270R exclusive with Air outlet
Bodykit: Nismo full bodykit
Steering wheel: Nismo 365mm
Boost Gauge/Meter : Special NISMO Driver Door panel mounted with Digital Exhaust Temp
Dash Mounted NISMO Water Temp Gauge
Wheel: Nismo NS5R Forged aluminum 16x7.5jj +38
Tyre: Fr 215/50/16, Rr 225/50/16
Max power: 270ps@6000rpm
max torque: 34.5kgm@4800rpm
idling: 1000rpm
camshaft: 270R exclusive int 62, exh 62
turbo: S14
Intercooler: 270R exclusive front mounted big capacity
exhaust: Nismo Weldina
ECU: 270R exclusive
Injectors: Nismo 444cc
Fuel pump: Nismo 195L/h
Clutch: Nismo uprated
Final: 270R exclusive 4.111
LSD: Nismo GT mechanical 2 Way
Driveshaft: Nismo uprated
Brake: Brake Cylinder Stopper - NO ABS ONLY.
Pads: 270R exclusive Ferodo
Shocks: Fr 5 phase adjustable, Rr 4 phase adjustable
Springs: Nismo Type D
Engine mounting: Nismo uprated
Rr Member: 270R exclusive Nismo uprated bush
Strut tower brace: Fr Nismo, Rr Nismo

 

[Ridox2JZGTE]

NISMO 270R 399PS
500PP Version

Special Build NISMO 270R 500PP
Comfort Medium to Sports Medium​

​

CAR : NISMO 270R '94
Tire : Comfort Medium to Sports Medium

Specs
Horsepower: 393 HP / 399 PS at 6800 RPM
Torque : 329.3 ft-lb at 5800 RPM
Power Limiter at : 100%
Weight: 1140 kg
Ballast : 96 kg
Ballast Position : 44
Weight Distribution : 55 / 45
Performance Points: 500


GT AUTO
NO Oil change
Improve Body Rigidity ( NOT INSTALLED IN THIS BUILD )
Wheels : Stock
Car Paint : Stock


Tuning Parts Installed :
Racing Exhaust
Isometric Exhaust Manifold
Catalytic Converter Sports
High RPM Range Turbo Kit
Adjustable LSD
Carbon Drive Shaft - OPTIONAL/NOT INSTALLED
Twin Plate Clutch Kit - OPTIONAL/NOT INSTALLED
Fully Customizable Suspension
Weight Reduction Stage 3
Window Weight Reduction

Suspension - NISMO G-ATTACK S tune Coilover Kit 0.3 Inch Lowered
Replacing the NISMO Type D Kit
OEM Aligment Range
Front, Rear

Ride Height: 122 122
Spring Rate: 6.77 5.75
Dampers (Compression): 4 5
Dampers (Extension): 5 5 - OPTIONAL Rear Extension 4-Recommended with rear ARB 3
Anti-Roll Bars: 3 2 - OPTIONAL Rear ARB 3 - more neutral handling
Camber Angle: 2.0 1.0
Toe Angle: 0.00 0.07


DOG CLUTCH TRANSMISSION - NISMO 6 Speed Cross Mission
Set Default
Use Default Final 4.111
Set Auto Max Speed to 270kmh / 168mph
Adjust each gear :
1st 2.907
2nd 1.989
3rd 1.573
4th 1.218
5th 1.000
6th 0.862
Set Final Gear : 4.111



DOG CLUTCH TRANSMISSION - HKS 6 Speed Cross Mission
Set Default
Use Default Final 4.111
Set Auto Max Speed to 270kmh / 168mph
Adjust each gear :
1st 2.773
2nd 1.984
3rd 1.548
4th 1.246
5th 1.000
6th 0.807
Set Final Gear : 4.111

OPTIONAL FINAL : 3.692 ( S14 MT ), 3.916 ( S14 AT ), 4.083 ( S13 ), 4.363 ( RB20DET )




LSD - NISMO GT LSD 2 Way
Initial Torque : 9
Acceleration Sensitivity: 36
Braking Sensitivity: 36

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

Notes :


Special build version 500PP for NISMO 270R, with additional alternative damper, ARB, and several gearbox options.

Highly recommended to try base suspension with NISMO or HKS 6 speed on 4.111 Final. Try the alternative rear damper with ARB, see if it suited you.

Tested on CM tire at Trial Mountain, capable of 1:46s lap on HKS 6sp, 4.111 final, base suspension. Replay included, try to beat the ghost on same setup / CM tire, if you can, then you should be able to extract the most of the car on higher grip tire as well.

Enjoy

 

[GT6champNK_69]

BMW F82 M4 Dyno Power

Tuned to replicate BMW F82 M4
Comfort Soft​

View attachment 604255
​

CAR : BMW M4 Coupe
Tire : Comfort Soft

Spec M4 Dyno Test - 420+ Wheel HP on Dynojet with 91 Octane Fuel
Horsepower: 511 HP at 5900 RPM
Torque : 456.0 ft-lb at 3200 RPM
Power Limiter at : 100%
Weight: 1615 kg
Ballast : 128 kg
Ballast Position : -5
Weight Distribution : 52 / 48
Performance Points: 530


GT AUTO
Oil change
Improve Body Rigidity ( NOT INSTALLED IN THIS BUILD )
Wheels : Stock
Car Paint : Tornado Rot or Cyberia Blue or Yellow or White.


Tuning Parts Installed :
Sport Exhaust
Isometric Exhaust Manifold
Catalytic Converter Sports
Adjustable LSD
Carbon Drive Shaft
Twin Plate Clutch Kit
Fully Customizable Suspension
Window Weight Reduction

Suspension - OEM Stock Spring Ratio Adapted
BMW F82 M4 OEM Aligment Range - Track Oriented

Front, Rear

Ride Height: 140 140
Spring Rate: 3.98 12.37
Dampers (Compression): 3 4
Dampers (Extension): 2 4
Anti-Roll Bars: 3 2 - OPTIONAL Rear ARB 3
Camber Angle: 1.2 1.5
Toe Angle: 0.07 0.16


DOG CLUTCH TRANSMISSION - Stock 7 Speed Corrected Final

Set Default
Use Default Final 3.154
Set Auto Max Speed to 440kmh / 273mph
Adjust each gear :
1st 4.806
2nd 2.593
3rd 1.701
4th 1.277
5th 1.000
6th 0.844
7th 0.671
Set Final Gear : 3.462


LSD - BMW M Variable Lock LSD
Initial Torque : 5
Acceleration Sensitivity: 36
Braking Sensitivity: 36


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

Notes :

Dyno power version of the M4, I have been meaning to post this for long time The suspension and LSD have been improved from the old early build version.

Power based on Dynojet measurement, 421-422 at the wheel HP on 91 Octane Fuel, and flywheel HP should be 511-513 HP. Imagine if the M4 running with 98 or 100 Octane Fuel, should be at least 20-30+HP gain ( forced induction engine can gain more from better fuel octane ). Basically BMW M4 real power output is about 540-550HP on optimal fuel octane.

View attachment 604256 ​

Great replica tune Ridox:tup:, just made it, and about to give it go. I should mention that to get 511hp, and 530PP, you have to install Semi-Racing Exhaust. And for the Tranny, you have to set Final to 3.254. Love the M4. I'm gonna build the NISMO 270R next

 

[GT6champNK_69]

I have an request for you Ridox. Could you make the 1997 NISMO 400R also. You may have the specs for it. But, here's what have gathered, they may be helpful to make from.
Engine: RBX-GT2 Inline-6
Twin Turbo
2771cc, Bore = 87.0mm / 3.43in - Stroke = 77.7mm / 3.06in
Compression = 8.5:1
298.3 kW / 400bhp at 6800rpm
Special output = 144.35bhp per litre
Torque = 470.5 N-m / 347.0 ft-lb at 4400rpm
Driven wheels: 4WD w/ Front, rear & side to side Torque Controller
Tires (F/R) F 275/35R- 18
Brakes (F/R) NISMO Vented Discs
Wheels (F/R) F 45.7 x 25.4 cm / 18.0 x 10.0 in
Suspension (F/R) Multi-Link w/ Bilstein Gas Shocks
5-Speed Manual Transmission
Gear ratios: 3.214, 1.925, 1.302, 1.000, 0.752
Final drive: 4.111
Weight: 1550 kg
Top speed: 318.7 km/h / 198 mph
Resource: www.carsession.com
I would like to see your hands on this car. ?, are you making some of the Super GT racing cars, and Touring cars, just curious

 

[Dietrich]

In the absence of a 270R's setup we now have two. An original replica by Ridox and a special build. I can hardly wait till tomorrow to test them. Just in doubt about how to use the ghost. Anyway, I want to thank you for your attention to my comment and your time spent with such a beautiful job.

 

[Ridox2JZGTE]

Great replica tune Ridox:tup:, just made it, and about to give it go. I should mention that to get 511hp, and 530PP, you have to install Semi-Racing Exhaust. And for the Tranny, you have to set Final to 3.254. Love the M4. I'm gonna build the NISMO 270R next

Thanks for the M4, will check the car in game again soon and update the post.

I have an request for you Ridox. Could you make the 1997 NISMO 400R also. You may have the specs for it. But, here's what have gathered, they may be helpful to make from.
Engine: RBX-GT2 Inline-6
Twin Turbo
2771cc, Bore = 87.0mm / 3.43in - Stroke = 77.7mm / 3.06in
Compression = 8.5:1
298.3 kW / 400bhp at 6800rpm
Special output = 144.35bhp per litre
Torque = 470.5 N-m / 347.0 ft-lb at 4400rpm
Driven wheels: 4WD w/ Front, rear & side to side Torque Controller
Tires (F/R) F 275/35R- 18
Brakes (F/R) NISMO Vented Discs
Wheels (F/R) F 45.7 x 25.4 cm / 18.0 x 10.0 in
Suspension (F/R) Multi-Link w/ Bilstein Gas Shocks
5-Speed Manual Transmission
Gear ratios: 3.214, 1.925, 1.302, 1.000, 0.752
Final drive: 4.111
Weight: 1550 kg
Top speed: 318.7 km/h / 198 mph
Resource: www.carsession.com
I would like to see your hands on this car. ?, are you making some of the Super GT racing cars, and Touring cars, just curious

I have the 400R made more than a year ago, but was never satisfied with the way the car drive ( the 400PS figure is underrated for one, can't keep up with how quick the car drove comparing to the Tsukuba lap record, more likely 400PS is wheel power, tire grip also puzzling, can't go with CS, but SH is too grippy ) Will see if I can improve it again and post it.

For Super GT, I only have the old JGCT GT500 Supra made ( '97 Premium ), also have Super Touring Cars made ( 155 Ti, Calibra, 190E EVO II ), I have been planning to post them, but always got some other cars first. They are not really replica, but more like custom tune with real life data ( limited though )

In the absence of a 270R's setup we now have two. An original replica by Ridox and a special build. I can hardly wait till tomorrow to test them. Just in doubt about how to use the ghost. Anyway, I want to thank you for your attention to my comment and your time spent with such a beautiful job.

You can download the zip file included in the post. Unzip the file content and copy the resulting folder to USB disk, create a directory like this X:\PS3\SAVEDATA, save the folder under savedata folder. On PS3, under XMB, go to Save Data Utility, copy the replay file, then launch the game, go to gallery, on right side, choose upload, then you can view it or when driving in time trial, pick load best lap to use as ghost.

 

[danbojte]

NISMO 270R

Tuned to Replicate NISMO 270R
​

​

This will be today's after-work joy.

 

[Pete05]

G'day Ridox,

I have a question regarding the R32 GT-R & I thought, who better to ask than a guy that is well educated on Japanese cars.

What does 'BNR' mean in the description of the model?

 

[Ridox2JZGTE]

This will be today's after-work joy.

You must try the 500PP at Trial Mountain on CM tire, just like the test lap Manage the turbo/throttle to keep the car in check Almost like RUF CTR, but it's a Silvia

 

[danbojte]

You must try the 500PP at Trial Mountain on CM tire, just like the test lap Manage the turbo/throttle to keep the car in check Almost like RUF CTR, but it's a Silvia

I will. I also intend to try win some International Races.

 

[Ridox2JZGTE]

G'day Ridox,

I have a question regarding the R32 GT-R & I thought, who better to ask than a guy that is well educated on Japanese cars.

What does 'BNR' mean in the description of the model?

BNR is chassis code in general, but these are what I know, not sure if they are 100% correct : B is for engine RB26DETT, E for RB25DE/T, H for RB20DE/T, C for Super Hicas, N for AWD ATTESA, R for Chassis Generation, while V Spec means Victory Spec, M-Spec means Mizuno Spec, GTR - Gran Turismo Race/r. There are codes before BNR, like E-BNR or GF-CZ32, GF-BNR34; E and GF are platform code ( what I understand ), the later Skyline like V35 has GH and UA platform code, the next one is CBA then DBA for Skyline ( late V35 for CBA and DBA for V36/V37 ), which signifies that Nissan GTR also part of the platform for Skyline. The V37 Hybrid Skylines have DAA platform code.

The coding is like most Japanese manufacturer used, a naming rule to differentiate specific model.

 

[Pete05]

BNR is chassis code in general, but these are what I know, not sure if they are 100% correct : B is for engine RB26DETT, E for RB25DE/T, H for RB20DE/T, C for Super Hicas, N for AWD ATTESA, R for Chassis Generation, while V Spec means Victory Spec, M-Spec means Mizuno Spec, GTR - Gran Turismo Race/r. There are codes before BNR, like E-BNR or GF-CZ32, GF-BNR34; E and GF are platform code ( what I understand ), the later Skyline like V35 has GH and UA platform code, the next one is CBA then DBA for Skyline ( late V35 for CBA and DBA for V36 ), which signifies that Nissan GTR also part of the platform for Skyline.

The coding is like most Japanese manufacturer used, a naming rule to differentiate specific model.

Thanks for explaining that 👍

The reason I asked is, yesterday I was in wonderful Melbourne traffic when I heard an interesting engine note. Looking in the mirror, I realised I was being followed by a far from standard spec R32 GT-R. All black paintwork, an obvious aftermarket alloy through the front airdam, Enkei rims & an exhaust that was drawing attention. It didn't sound 'factory' & the guy was driving like a model citizen but I noticed he had plates on the car 'BNR32' and it planted the question in my head.