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

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I've been driving this Nissan 370Z w/Sports Package all over the place. I started at the Nordschleife, then took it to Tsukuba and finally Brands Hatch GP circuit. I absolutely love the way this car drives. Mine is equipped with the VLSD. I will try the more aggressive NISMO LSD, but I have a feeling I'll probably stick with the Viscous Limited Slip Differential. It allows me to be a little more aggressive on the throttle. I know that's lazy, but I never claimed to be a real race car driver, did I? :lol:

The 370Z is such a fun car to drive. It's not too powerful, so you don't have to be scared of the car at all. Yet, it's no slouch by any means. If I really took the time to make a Top 10 list of my favorite cars in GT6, this 370Z Sports Package replica would probably end up on that list. The suspension is fabulous in this car. It handled everything the Nordschleife could throw at it and yet the suspension is still firm enough to take on Tsukuba.

I know that I can occasionally get hooked on driving cars with a lot of horsepower. It's insane to think that 331hp isn't "a lot", but looking through my garage inventory, it really isn't. That's a blessing, as I tend NOT to overdrive this car at all. With some of my higher powered monsters, I have a very bad habit of driving too hard into corners, having to slam on my brakes which throws all my momentum out the window leaving me screwed for mid-corner and especially corner exit. The combination of suspension and the smooth VLSD, along with the perfectly matched CS compound, make turn-in a delight rather than a chore. After about 20 minutes with this car I'm sure you'll be smiling as you're hitting all the apexes cleanly and driving silky smooth.

Of course, the car can only do so much. It still takes an adequate pilot to make this car perform like a champ. If you're not careful you CAN get the car sideways in 2nd and even 3rd gear and find yourself trying to get the nose pointed straight again. That's just the playful side of the 370Z peaking its head up. I think I'm ready for a hard run around La Sierra. GT6 needs to build more tracks like La Sierra. They're so fun for a nice long cruise or a hard fastlap if you desire.
@ALB123 if you think PD need to build more tracks like La Sierra, you should have a look at the link at the bottom of my posts. I think you'll like it ;)
 
I've been driving this Nissan 370Z w/Sports Package all over the place. I started at the Nordschleife, then took it to Tsukuba and finally Brands Hatch GP circuit. I absolutely love the way this car drives. Mine is equipped with the VLSD. I will try the more aggressive NISMO LSD, but I have a feeling I'll probably stick with the Viscous Limited Slip Differential. It allows me to be a little more aggressive on the throttle. I know that's lazy, but I never claimed to be a real race car driver, did I? :lol:

The 370Z is such a fun car to drive. It's not too powerful, so you don't have to be scared of the car at all. Yet, it's no slouch by any means. If I really took the time to make a Top 10 list of my favorite cars in GT6, this 370Z Sports Package replica would probably end up on that list. The suspension is fabulous in this car. It handled everything the Nordschleife could throw at it and yet the suspension is still firm enough to take on Tsukuba.

I know that I can occasionally get hooked on driving cars with a lot of horsepower. It's insane to think that 331hp isn't "a lot", but looking through my garage inventory, it really isn't. That's a blessing, as I tend NOT to overdrive this car at all. With some of my higher powered monsters, I have a very bad habit of driving too hard into corners, having to slam on my brakes which throws all my momentum out the window leaving me screwed for mid-corner and especially corner exit. The combination of suspension and the smooth VLSD, along with the perfectly matched CS compound, make turn-in a delight rather than a chore. After about 20 minutes with this car I'm sure you'll be smiling as you're hitting all the apexes cleanly and driving silky smooth.

Of course, the car can only do so much. It still takes an adequate pilot to make this car perform like a champ. If you're not careful you CAN get the car sideways in 2nd and even 3rd gear and find yourself trying to get the nose pointed straight again. That's just the playful side of the 370Z peaking its head up. I think I'm ready for a hard run around La Sierra. GT6 needs to build more tracks like La Sierra. They're so fun for a nice long cruise or a hard fastlap if you desire.

Nice to hear that you like the car :) I'm doing the Nismo now, more specs to choose, with variety upgrade options to get the power at 350HP. The NSX-R NA2 2002 also coming, lots of different specs options, but the base is the best IMO.
 
Nissan Fairlady 370Z Z34 Base Coupe 2009
with Optional Sports Package
Best Motoring and Car & Driver

Tuned to replicate Nissan 370Z Base
Comfort Soft




CAR : Nissan Fairlady 370Z (Z34) '08
Tire : Comfort Soft


Specs Car & Driver 2009 Touring 370Z Test
Horsepower: 331 HP at 7200 RPM
Torque: 269.3 ft-lb at 5200 RPM
Power Limiter at : 100%
Weight: 1551 kg
Ballast : 190 kg
Ballast Position : -39
Weight Distribution : 56 / 44 - to real life spec 56.0 / 44.0
Performance Points: 460


GT AUTO
NO Oil change
Improve Body Rigidity ( NOT INSTALLED )
Rear Wing : Special Wing Type A ( Optional )
Aero Kits : Type A ( Optional )
Wheels : Standard Size Stock or PDI P525 or ENKEI RS05RR or ENKEI RPF1 or ENKEI RP03 in Black
Car Paint : Ultimate Metal Silver (4M)

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






Suspension - Nissan OEM Springs/Damper - BASE
Nissan OEM Alignment

Front, Rear

Ride Height: 123 123
Spring Rate: 7.55 8.06
Dampers (Compression): 4 6
Dampers (Extension): 2 4
Anti-Roll Bars: 3 4
Camber Angle: 1.4 2.1
Toe Angle: 0.11 0.21

Suspension - Nissan OEM Springs/Damper - OPTIONAL Roehrig Tested Rate
Nissan OEM Alignment

Front, Rear

Ride Height: 123 123
Spring Rate: 7.50 8.10
Dampers (Compression): 4 6
Dampers (Extension): 2 4
Anti-Roll Bars: 3 4
Camber Angle: 1.4 2.1
Toe Angle: 0.11 0.21

NISSAN 370Z OEM Alignment Range :
Camber
Front Range : (+)0.41 to -0.67 to -1.41
Rear Range : -1.17 to -1.67 to -2.16
Toe
Front Range : 0.06 to 0.11 to 0.17
Rear Range : 0.11 to 0.22 to 0.33



LSD Open Differential BASE
Rear
Initial Torque : 5
Acceleration Sensitivity: 5
Braking Sensitivity: 5

LSD NISSAN VLSD ( Viscous LSD )
Optional fitment for Sports Package

Rear
Initial Torque : 24
Acceleration Sensitivity: 12
Braking Sensitivity: 5

LSD 1.5 Way NISMO GT LSD
Optional

Rear
Initial Torque : 14
Acceleration Sensitivity: 36
Braking Sensitivity: 5






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 6/6 brake balance as starting point.


Notes :

The Nissan Z34 370Z base replica is a build to replicate the base model 370Z offered with no LSD.

For power, the stock GT6 is already accurate enough at 331HP, just 1HP short from 332HP/337PS official power claimed by Nissan.
Weight uses Car & Driver 2009 370Z Touring model test data, with 1551kg and 56.0/44.0 distribution.
Suspension uses OEM Nissan spring rate at
FRONT OEM Linear 74 N/mm / 7.55 kg/mm
REAR OEM Linear 79 N/mm / 8.06 kg/mm

These are claimed official OEM rate, while when tested on Roehrig tester, the actual rate are 7.50 kg/mm and 8.10 kg/mm. I included these as optional.

The rate can be replicated in GT6, with damper and ARB tuned to give the 370Z good balance that it always famous for. The Fairlady 370Z Nissan OEM alignment has also been used.
Gear ratio is correct this time, and LSD has been set as close to open for base ( the real car with no sports package comes with open diff )
2 addiditonal LSD setup has been included, one is VLSD for sports package, this gives very good balance of traction and handling. While the other is the aggressive NISMO GT LSD with low preload and good locking power. This will transform the handling, more raw and edgy but more potential.

The 2009 370Z in Best Motoring test managed 1:06.669 lap, this is possible with the replica on CS tire. I have tested at Tsukuba, and with base ( open diff ) it managed 1:07.089 lap while the 370Z fitted with Nismo GT LSD can lap in 1:06.5xxs lap.

Enjoy the 370Z :)

Anyone boil the brake fluid and stuff it into the nearest wall, road & track style, yet? Joking aside, it is fantastic with the VLSD. I am wondering though. How is it only 10hp down with the same weight as the Z4, but is still a second slower around Laguna Seca. A 1:43.036 isn't bad, but I was expecting a little bit better out of it. The Nismo 370Z has a lot of ground to make up! I still prefer the Z4 though. All in all, a very good addition to the collection.
 
Anyone boil the brake fluid and stuff it into the nearest wall, road & track style, yet? Joking aside, it is fantastic with the VLSD. I am wondering though. How is it only 10hp down with the same weight as the Z4, but is still a second slower around Laguna Seca. A 1:43.036 isn't bad, but I was expecting a little bit better out of it. The Nismo 370Z has a lot of ground to make up! I still prefer the Z4 though. All in all, a very good addition to the collection.

The weird thing about the 370z is it feels fast but the time says otherwise. It may have to do with the weight and gear ratio :)
 
Nissan Fairlady 370Z Z34 Version NISMO 2009/2010

Tuned to replicate Nissan 370Z NISMO
Comfort Soft




CAR : Nissan Fairlady 370Z (Z34) '08
Tire : Comfort Soft


Specs Car & Driver 2009 NISMO 370Z Test BASE ( Sports Ex+Cat )
Horsepower: 350 HP at 7200 RPM
Torque: 277.4 ft-lb at 5500 RPM
Power Limiter at : 98.6%
Weight: 1515 kg
Ballast : 154 kg
Ballast Position : -19
Weight Distribution : 54 / 46 - to real life spec NISMO 370Z test 54.5 / 45.5
Performance Points: 469

Specs Car & Driver 2009 NISMO 370Z Test BASE ver2 ( Sports Ex+Cat )
( 370Z Touring Weight Distribution )

Horsepower: 350 HP at 7200 RPM
Torque: 277.4 ft-lb at 5500 RPM
Power Limiter at : 98.6%
Weight: 1515 kg
Ballast : 154 kg
Ballast Position : -46
Weight Distribution : 56 / 44 - to real life spec 370Z Touring 56.0 / 44.0
Performance Points: 469

Specs Car & Driver 2009 NISMO 370Z Test -ALTERNATE Power Upgrade
SEMI RACING EXHAUST ONLY

Horsepower: 350 HP at 7400 RPM
Torque: 277.4 ft-lb at 5400 RPM
Power Limiter at : 99.9% ( USE ONLY SEMI RACING EXHAUST )
Performance Points: 469

Specs Car & Driver 2009 NISMO 370Z Test -ALTERNATE Power Upgrade
INTAKE TUNING ONLY

Horsepower: 350 HP at 7200 RPM
Torque: 285.5 ft-lb at 5200 RPM
Power Limiter at : 99.8% ( USE ONLY INTAKE TUNING )
Performance Points: 470




GT AUTO
NO Oil change
Improve Body Rigidity ( NOT INSTALLED )
Rear Wing : Special Wing Type A
Aero Kits : Type A
Wheels : Standard Size Stock or PDI P525 or ENKEI RS05RR or ENKEI RPF1 or ENKEI RP03 in Black
Car Paint : Ultimate Metal Silver (4M)

Tuning Parts Installed :
Sports Exhaust
Catalytic Converter Sports
Semi Racing Exhaust - ONLY FOR Alternate Spec, do not use sports exhaust or catalytic converter sports
Intake Tuning - ONLY FOR Alternate Spec, do not use sports exhaust or catalytic converter sports
Adjustable LSD
Fully Customizable Suspension
Weight Reduction Stage 1






Suspension - Nissan NISMO OEM Springs/Damper - BASE
Nissan OEM Alignment

Front, Rear

Ride Height: 114 114
Spring Rate: 8.06 9.08
Dampers (Compression): 4 7
Dampers (Extension): 2 4
Anti-Roll Bars: 3 3
Camber Angle: 1.4 2.1
Toe Angle: 0.11 0.21

Suspension - Nissan NISMO OEM Springs/Damper - OPTIONAL Roehrig Tested Rate
Nissan OEM Alignment

Front, Rear

Ride Height: 114 114
Spring Rate: 8.6 9.3
Dampers (Compression): 4 7
Dampers (Extension): 2 4
Anti-Roll Bars: 3 3
Camber Angle: 1.4 2.1
Toe Angle: 0.11 0.21

NISSAN 370Z OEM Alignment Range :
Camber
Front Range : (+)0.41 to -0.67 to -1.41
Rear Range : -1.17 to -1.67 to -2.16
Toe
Front Range : 0.06 to 0.11 to 0.17
Rear Range : 0.11 to 0.22 to 0.33




LSD NISSAN VLSD ( Viscous LSD ) Base
OEM Fitment for NISMO 370Z

Rear
Initial Torque : 24
Acceleration Sensitivity: 12
Braking Sensitivity: 5

LSD 1.5 Way NISMO GT LSD
Optional

Rear
Initial Torque : 14
Acceleration Sensitivity: 36
Braking Sensitivity: 5






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


Notes :

The NISMO Fairlady Z34 370Z is the high performance version offered by NISMO. Here is a summary of the changes :

"The 370Z Nismo has several modifications to make it faster. The engine produces 350 hp (260 kW) at 7,400 RPM and 276 lb·ft (374 N·m) at 5,200 RPM with revised ECU settings and exhaust setup. It uses the 6-speed manual transmission with Nissan's SynchroRev Match feature, as well a viscous limited-slip differential, lightweight Rays forged aluminum wheels with P245/40YR19 front and P285/35YR19 rear tires, bigger brakes (14.0-inch front rotors, 13.8-inch rear), Nismo front strut brace, and firmer shocks, springs and stabilizer bars. The exterior gets a special nose with an integrated chin spoiler, side sills, a unique rear bumper, and a taller rear spoiler. Inside, there are Nismo logos on the seats, which feature black and red fabric with red stitching, a Nismo tachometer, red stitching on the steering wheel, a leather-wrapped shift knob, aluminum pedals and a serialized plaque of authenticity."

For power, the replica uses several path to reach the target power at 350HP and torque as close to 277 :) I have provided several options, from sports exhaust+cat, intake tuning only or semi racing exhaust only. Weight and distribution and power for the base setup uses Car & Driver 2009 Nismo 370Z Test Data Report, with 1515kg and 54.5/45.5 distribution. The Touring 370Z Test data weight distribution also included as option at 56/44.

Suspension uses OEM Nissan NISMO spring rate at
FRONT OEM Linear 79 N/mm / 8.06 kg/mm
REAR OEM Linear 89 N/mm / 9.08 kg/mm

These are claimed official OEM rate, while when tested on Roehrig tester, the actual rate are 8.60 kg/mm and 9.30 kg/mm. I included these as optional.

The rate can be replicated in GT6, with damper and ARB tuned to give the NISMO 370Z more response handling than the base 370Z. The Fairlady 370Z Nissan OEM alignment has also been used.
Gear ratio is correct this time, and LSD has been set with NISSAN VLSD, standard fitment on NISMO 370Z. This gives very good balance of traction and handling. While the other is the aggressive NISMO GT LSD with low preload and good locking power. This will transform the handling, more raw and edgy but more potential.
The NISMO 370Z in 2009 Best Motoring test managed 1:06.643 lap driven by Seiji Ara, this is possible with the replica on CS tire. I have tested at Tsukuba, and with base spec ver2 ( 370 Touring distribution 56/44 ) and base VLSD, it managed 1:05.7xx. The replay has been included.

For best experience and closest spec, the base ( sports exhaust+cat ) and semi racing exhaust only is preferred.

Added replay of a test run at Laguna Seca with NISMO 370Z on 56/44 distribution and NISMO GT LSD, time at 1:43s, CS tire.

UPDATE August 2016 : Updated rear damper compression, increased to 7, lowered both anti roll bar from 5/5 to 3/3. This should give better stability. Racing Exhaust can also be used if prefer the sound of it, use limiter to hit 350HP.
 

Attachments

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HONDA LA-NA2 3.2 NSX-R / Type R 2002
Sport Auto/Auto motor Und Sport
Best Motoring Lap Record Tsukuba

Tuned to replicate NSX-R NA2
Comfort Soft



Syracuse - Night_36.jpg



CAR : Honda NSX Type R '02
Tire : Comfort Soft


Specs Official Honda Weight With AC + Airbag + Stock GT6 Power BASE
Horsepower: 290 HP / 294 PS at 7100 RPM
Torque: 236.9 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1300 kg - stage 1
Ballast : 145 kg
Ballast Position : 41 or OPTIONAL 30 for 42.7 / 57.3
Weight Distribution : 42 / 58 - to real life spec 42 / 58
Performance Points: 466

Specs Official Honda Weight Without AC + Airbag + Stock GT6 Power
Horsepower: 290 HP / 294 PS at 7100 RPM
Torque: 236.9 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1270 kg - stage 1
Ballast : 115 kg
Ballast Position : 50 or OPTIONAL 36 for 42.7 / 57.3
Weight Distribution : 42 / 58 - to real life spec 42 / 58
Performance Points: 468


Specs Sport Auto Total Wet Test Weight + Stock GT6 Power August 26 2002
Horsepower: 290 HP / 294 PS at 7100 RPM
Torque: 236.9 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1467 kg - no weight reduction
Ballast : 197 kg
Ballast Position : 49 or OPTIONAL 25 for 42.7 / 57.3 or 35 for 42 / 58
Weight Distribution : 40 / 60 - to Sport Auto test spec 40 / 60
Performance Points: 456

Specs Sport Auto Total Wet Test Weight and Dyno Power August 26 2002
Horsepower: 315 HP / 320 PS at 6500 RPM
Torque: 263.4 ft-lb at 5500 RPM
Power Limiter at : 97.7%
Weight: 1467 kg - no weight reduction
Ballast : 197 kg
Ballast Position : 49 or OPTIONAL 25 for 42.7 / 57.3 or 35 for 42 / 58
Weight Distribution : 40 / 60 - to Sport Auto test spec 40 / 60
Performance Points: 469


Specs Sport Auto Test Full Tank Weight and Stock GT6 Power August 26 2002
Horsepower: 290 HP / 294 PS at 7100 RPM
Torque: 236.9 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1244 kg - stage 3
Ballast : 190 kg
Ballast Position : 45 or OPTIONAL 24 for 42.7 / 57.3 or 30 for 42 / 58
Weight Distribution : 40 / 60 - to Sport Auto test spec 40 / 60
Performance Points: 470

Specs Sport Auto Test Full Tank Weight and Dyno Power August 26 2002
Horsepower: 315 HP / 320 PS at 6500 RPM
Torque: 263.4 ft-lb at 5500 RPM
Power Limiter at : 97.7%
Weight: 1244 kg - stage 3
Ballast : 190 kg
Ballast Position : 45 or OPTIONAL 24 for 42.7 / 57.3 or 30 for 42 / 58
Weight Distribution : 40 / 60 - to Sport Auto test spec 40 / 60
Performance Points: 483



GT AUTO
NO Oil change
Improve Body Rigidity ( NOT INSTALLED )
Aero Kits : Type A ( OPTIONAL )
Wheels : Standard Size Stock or BBS RE-MG or BBS RS or ENKEI RP03 or RAYS TE37 or TE37SL or TE37V
Car Paint : Cyberia Blue or Championship White or Formula Red

Tuning Parts Installed :
Isometric Exhaust Manifold - ONLY FOR DYNO POWER 315HP
Intake Tuning - ONLY FOR DYNO POWER 315HP
Adjustable LSD
Fully Customizable Suspension
Weight Reduction Stage 1 -ONLY FOR HONDA OFFICIAL WEIGHT
Weight Reduction Stage 3 -ONLY FOR SPORT AUTO FULL TANK TEST WEIGHT



Syracuse - Night_35.jpg



Suspension - HONDA NSX-R SHOWA OEM Springs/Damper - BASE
HONDA OEM Alignment

Front, Rear

Ride Height: 125 125
Spring Rate: 10.40 8.30
Dampers (Compression): 4 6
Dampers (Extension): 5 5
Anti-Roll Bars: 3 2
Camber Angle: 0.5 2.0
Toe Angle: -0.28 0.39


HONDA NSX Original Performance Oriented OEM Alignment Range ( Shorter Tire Life ):
Camber
Front Range : -0.33 +- 0.5
Rear Range : -1.5 +- 0.5
Toe
Front Range Toe Out : -0.23 +- 0.07
Rear Range Toe In : +0.40 +- 0.07



LSD HONDA Torque Control Differential with factory preload
Rear
Initial Torque : 30
Acceleration Sensitivity: 30
Braking Sensitivity: 15



Syracuse - Night_34.jpg



Brake Balance:
5/7 ( 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 5/7 brake balance as starting point.


Notes :

The LA-NA2 NSX-R is one of the most amazing MR car in the world, and GT6 do not disappoint at all.

The NSX may have been old car by today standards of hypercars and supercars on steroids. Make no mistake, the NSX excels in other than power department. It may have only 320PS, a lowly level that can't even beat Nissan 370Z, but the complete package made it a real threat even to cars with more power.

There has been confusion in what the NSX-R NA2 has in store in it's heart, the 3.2 V6 "race built" engine. Japanese agreement resulted in official power at 280PS, but the actual dyno power measured has been reported as around 320PS. The 320PS and GT6 stock power at 294PS / 290HP are used in this replica.

Then comes the weight, the Hondal official weight listed at 1270kg ( without AC and Airbags ), while the addition of AC and airbags brings it to 1300kg. Several owner reported weight distribution of around 42/58 with very little fuel. The 1300kg weight and 42/58 distribution is the base replica setup, offering good rendition of the real car handling balance.
I also includes actual test report weight/distribution conducted by Sport Auto / Auto Motor Und Sport in August 26 2002, driven by Horst Von Saurma. The NA NSX-R posted 8m9s at Nordschleife. The Full tank weight listed at 1244kg, very surprising as it has 70L fuel and still weight less than official Honda weight at 1270kg. The weight distribution also a bit different at exactly 40.0 / 60.0. While other sources stated the weight during the test was 1467kg ( very likely to be wet weight with driver ) and dyno tested power at 320PS.

To cover all the power and weight/distribution spec, I have provided all of the specs above, the base ( Honda official weight + stock GT6 power uses weight reduction stage 1 ), wet weight Sport Auto DO NOT use weight reduction, while the full tank Sport Auto uses weight reduction stage 3. An additional weight distribution at 42.7 / 57.3 also listed as optional, this is reported distribution based on stripped out NSX with some fuel. So the range is between 57+% to 60% weight at the rear axle.

The base setup only uses GT6 stock power, but feel free to install the intake tuning and isometric exhaust manifold to get 315HP/320PS dyno power.

Suspension uses HONDA NSX-R NA2 Special OEM spring rate at
FRONT OEM Linear 102 N/mm / 10.40 kg/mm
REAR OEM Linear 81.4 N/mm / 8.30 kg/mm


The rate can be replicated in GT6, with damper and ARB tuned to give the NSX-R exquisite balance on 57% to 60% weight at the rear axle. The versatility of the suspension setup allows the NSX-R to perform well on 60% rear weight and more forgiving on 57% weight. The Original Honda NSX OEM no compromise alignment has also been used, in real life the extreme alignment will lessen the tire life, but in GT6 there's no need to worry about tire expenses :D
Gear ratio is correct this time, and LSD has been set like the other NSX replica ( Type R NA1 ), with good amount of preload and lock ratio to ensure optimum traction from low to high speed. The NA2 NSX-R uses Bridgestone Potenza RE070 tires, similar to the Lexus LFA, and most other JDM sports cars.

The NSX-R lap record in Best Motoring is 1:04.95, this is possible with the replica on CS tire. The replica was tested and tuned at Tsukuba and Apricot Hill. When tested at Tsukuba on Base setup ( 1300kg, 42/58, 290HP ) it was capable of 1:03s :eek: While on heaviest weight, 1467kg wet weight Sport Auto 315HP/320PS and 40/60 weight distribution, it still capable to beat real life record at 1:04.8xx lap. Both lap replays has been provided, enjoy the awesome NSX-R lap or use them as ghost :D

UPDATE : Just found out Keiichi Tsuchiya did 1:04.779 in NSX-R in a BM race. The base 1300kg/290HP should be able to perform.




Ronda_16.jpg
 

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HONDA LA-NA2 3.2 NSX-R / Type R 2002
Sport Auto/Auto motor Und Sport
Best Motoring Lap Record Tsukuba

Tuned to replicate NSX-R NA2
Comfort Soft




CAR : Honda NSX Type R '02
Tire : Comfort Soft


Specs Official Honda Weight With AC + Airbag + Stock GT6 Power BASE
Horsepower: 290 HP / 294 PS at 7100 RPM
Torque: 236.9 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1300 kg - stage 1
Ballast : 145 kg
Ballast Position : 41 or OPTIONAL 30 for 42.7 / 57.3
Weight Distribution : 42 / 58 - to real life spec 42 / 58
Performance Points: 466

Specs Official Honda Weight Without AC + Airbag + Stock GT6 Power
Horsepower: 290 HP / 294 PS at 7100 RPM
Torque: 236.9 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1270 kg - stage 1
Ballast : 115 kg
Ballast Position : 50 or OPTIONAL 36 for 42.7 / 57.3
Weight Distribution : 42 / 58 - to real life spec 42 / 58
Performance Points: 468


Specs Sport Auto Total Wet Test Weight + Stock GT6 Power August 26 2002
Horsepower: 290 HP / 294 PS at 7100 RPM
Torque: 236.9 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1467 kg - no weight reduction
Ballast : 197 kg
Ballast Position : 49 or OPTIONAL 25 for 42.7 / 57.3 or 35 for 42 / 58
Weight Distribution : 40 / 60 - to Sport Auto test spec 40 / 60
Performance Points: 462

Specs Sport Auto Total Wet Test Weight and Dyno Power August 26 2002
Horsepower: 315 HP / 320 PS at 6500 RPM
Torque: 263.4 ft-lb at 5500 RPM
Power Limiter at : 97.7%
Weight: 1467 kg - no weight reduction
Ballast : 197 kg
Ballast Position : 49 or OPTIONAL 25 for 42.7 / 57.3 or 35 for 42 / 58
Weight Distribution : 40 / 60 - to Sport Auto test spec 40 / 60
Performance Points: 469


Specs Sport Auto Test Full Tank Weight and Stock GT6 Power August 26 2002
Horsepower: 290 HP / 294 PS at 7100 RPM
Torque: 236.9 ft-lb at 5500 RPM
Power Limiter at : 100%
Weight: 1244 kg - stage 3
Ballast : 190 kg
Ballast Position : 45 or OPTIONAL 24 for 42.7 / 57.3 or 30 for 42 / 58
Weight Distribution : 40 / 60 - to Sport Auto test spec 40 / 60
Performance Points: 470

Specs Sport Auto Test Full Tank Weight and Dyno Power August 26 2002
Horsepower: 315 HP / 320 PS at 6500 RPM
Torque: 263.4 ft-lb at 5500 RPM
Power Limiter at : 97.7%
Weight: 1244 kg - stage 3
Ballast : 190 kg
Ballast Position : 45 or OPTIONAL 24 for 42.7 / 57.3 or 30 for 42 / 58
Weight Distribution : 40 / 60 - to Sport Auto test spec 40 / 60
Performance Points: 483



GT AUTO
NO Oil change
Improve Body Rigidity ( NOT INSTALLED )
Aero Kits : Type A ( OPTIONAL )
Wheels : Standard Size Stock or BBS RE-MG or BBS RS or ENKEI RP03 or RAYS TE37 or TE37SL or TE37V
Car Paint : Cyberia Blue or Championship White or Formula Red

Tuning Parts Installed :
Isometric Exhaust Manifold - ONLY FOR DYNO POWER 315HP
Intake Tuning - ONLY FOR SPORT DYNO POWER 315HP
Adjustable LSD
Fully Customizable Suspension
Weight Reduction Stage 1 -ONLY FOR HONDA OFFICIAL WEIGHT
Weight Reduction Stage 3 -ONLY FOR SPORT AUTO FULL TANK TEST WEIGHT






Suspension - HONDA NSX-R OEM Springs/Damper - BASE
HONDA OEM Alignment

Front, Rear

Ride Height: 125 125
Spring Rate: 10.40 8.30
Dampers (Compression): 4 6
Dampers (Extension): 5 5
Anti-Roll Bars: 3 2
Camber Angle: 0.5 2.0
Toe Angle: -0.28 0.39


HONDA NSX Original Performance Oriented OEM Alignment Range ( Shorter Tire Life ):
Camber
Front Range : -0.33 +- 0.5
Rear Range : -1.5 +- 0.5
Toe
Front Range Toe Out : -0.23 +- 0.07
Rear Range Toe In : +0.40 +- 0.07



LSD HONDA Torque Control Differential with factory preload
Rear
Initial Torque : 30
Acceleration Sensitivity: 30
Braking Sensitivity: 15






Brake Balance:
5/7 ( 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 5/7 brake balance as starting point.


Notes :

The LA-NA2 NSX-R is one of the most amazing MR car in the world, and GT6 do not disappoint at all.

The NSX may have been old car by today standards of hypercars and supercars on steroids. Make no mistake, the NSX excels in other than power department. It may have only 320PS, a lowly level that can't even beat Nissan 370Z, but the complete package made it a real threat even to cars with more power.

There has been confusion in what the NSX-R NA2 has in store in it's heart, the 3.2 V6 "race built" engine. Japanese agreement resulted in official power at 280PS, but the actual dyno power measured has been reported as around 320PS. The 320PS and GT6 stock power at 294PS / 290HP are used in this replica.

Then comes the weight, the Hondal official weight listed at 1270kg ( without AC and Airbags ), while the addition of AC and airbags brings it to 1300kg. Several owner reported weight distribution of around 42/58 with very little fuel. The 1300kg weight and 42/58 distribution is the base replica setup, offering good rendition of the real car handling balance.
I also includes actual test report weight/distribution conducted by Sport Auto / Auto Motor Und Sport in August 26 2002, driven by Horst Von Saurma. The NA NSX-R posted 8m9s at Nordschleife. The Full tank weight listed at 1244kg, very surprising as it has 70L fuel and still weight less than official Honda weight at 1270kg. The weight distribution also a bit different at exactly 40.0 / 60.0. While other sources stated the weight during the test was 1467kg ( very likely to be wet weight with driver ) and dyno tested power at 320PS.

To cover all the power and weight/distribution spec, I have provided all of the specs above, the base ( Honda official weight + stock GT6 power uses weight reduction stage 1 ), wet weight Sport Auto DO NOT use weight reduction, while the full tank Sport Auto uses weight reduction stage 3. An additional weight distribution at 42.7 / 57.3 also listed as optional, this is reported distribution based on stripped out NSX with some fuel. So the range is between 57+% to 60% weight at the rear axle.

The base setup only uses GT6 stock power, but feel free to install the intake tuning and isometric exhaust manifold to get 315HP/320PS dyno power.

Suspension uses HONDA NSX-R NA2 Special OEM spring rate at
FRONT OEM Linear 102 N/mm / 10.40 kg/mm
REAR OEM Linear 81.4 N/mm / 8.30 kg/mm


The rate can be replicated in GT6, with damper and ARB tuned to give the NSX-R exquisite balance on 57% to 60% weight at the rear axle. The versatility of the suspension setup allows the NSX-R to perform well on 60% rear weight and more forgiving on 57% weight. The Original Honda NSX OEM no compromise alignment has also been used, in real life the extreme alignment will lessen the tire life, but in GT6 there's no need to worry about tire expenses :D
Gear ratio is correct this time, and LSD has been set like the other NSX replica ( Type R NA1 ), with good amount of preload and lock ratio to ensure optimum traction from low to high speed. The NA2 NSX-R uses Bridgestone Potenza RE070 tires, similar to the Lexus LFA, and most other JDM sports cars.

The NSX-R lap record in Best Motoring is 1:04.95, this is possible with the replica on CS tire. The replica was tested and tuned at Tsukuba and Apricot Hill. When tested at Tsukuba on Base setup ( 1300kg, 42/58, 290HP ) it was capable of 1:03s :eek: While on heaviest weight, 1467kg wet weight Sport Auto 315HP/320PS and 40/60 weight distribution, it still capable to beat real life record at 1:04.8xx lap. Both lap replays has been provided, enjoy the awesome NSX-R lap or use them as ghost :D




What do we have here? :D I'll be building this later for sure :cheers:
 
What do we have here? :D I'll be building this later for sure :cheers:

Try the Base spec first ( 1300kg, 290HP, 42/58 ) it offers the middle balance of handling while still true to it's nature, and the 40/60 distribution more resembles the sporadic oversteer handling exhibited during the real life onboard cam driven by Keiichi Tsuchiya as he really pushed the envelope to the edge of grip. Try all distribution to see which one fits you best :)

Enjoy the addicting handling of the NSX, it brakes and turn in with excellent poise then exit with confidence :) I spent almost an hour online on my last test driving it at Tsukuba lap after lap on very fast tire wear :)
 

That has a very uncanny resemblance to the GT4 Z34. Im pretty sure that they are the same car.

RJN Motorsport NISMO Nissan Fairlady 370Z ( Z34 ) '08 GT4 Replica
Tuned to replicate RJN NISMO 370Z GT4
Team PlayStation GT Academy
Sports Soft




CAR : Nissan Fairlady 370Z (Z34) '08
Tire : Sports Soft


Specs
Horsepower: 404 HP / 410PS at 7200 RPM
Torque : 321.0 ft-lb at 5500 RPM
Power Limiter at : 98.3%
Weight: 1300 kg
Ballast : 76 kg
Ballast Position : -24
Weight Distribution : 54 / 46 - as in real life.
Performance Points: 503


GT AUTO
Oil change
Improve Body Rigidity ( INSTALLED IN THIS BUILD ) - MANDATORY as GT4 cars are seam welded and has weld in cage.
Custom Rear Wing :
Wing Mount Standard Type D
Wing Large Type A
Winglets Type C
Height -2 and Width +15
Wheels : Standard Size OZ Racing Botticelli III in Black
Car Paint : Black or Yellow or Matte Black or Red


Tuning Parts Installed :
Racing Exhaust
Intake Tuning
Isometric Exhaust Manifold
Twin Plate Clutch
Fully Customizable Dog Clutch Transmission
Adjustable LSD
Fully Customizable Suspension
Racing Brakes Kit
Weigh Reduction Stage 3
Carbon Hood ( Body Color )
Window Weight Reduction


Suspension -Coilover with Uprated Swift Springs and 2 Way Bilstein Damper
Front, Rear

Ride Height: 100 100
Spring Rate: 16.00 16.00
Dampers (Compression): 6 7
Dampers (Extension): 5 7
Anti-Roll Bars: 4 3
Camber Angle: 3.3 1.7
Toe Angle: -0.16 0.08




LSD - 2 Way NISMO GT LSD High Preload
Initial Torque : 20
Acceleration Sensitivity: 36
Braking Sensitivity: 30


DOG CLUTCH TRANSMISSION - QUAIFE 370Z 6 Speed Sequential Racing Gearbox with Stock Final
Install all power parts
Set Default
Set Final to 4.768
Set Auto Max Speed at 220kmh / 137mph
Adjust each gear :
1st 2.770
2nd 2.057
3rd 1.579
4th 1.260
5th 1.104
6th 1.000
Set Final : 3.692


AERO
REAR : 20 ( MAX )


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

Recommended setting for DS3 user :

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

Notes :
My 1st built among many of GT4 cars that are on the works. I was fascinated by this car as I read on GT Academy winners racing it at Endurance races in Europe. A few years back it was 350Z, but from a couple of years ago, 370Z is used.

I based this replica on the latest 370Z GT4, built by RJN Motorsport with extensive parts from NISMO bin :D The engine is unique ( HR version fly by wire throttle ), natural aspiration + tuned exhaust and NISMO expertise + parts, stroked to 3.8 litres, produces close to 440HP. For BOP ( balance of performance ), the engine is tuned to produce 410PS instead or 404HP.

The body has been lightened and seam welded with weld in cage, the car tips the scale at 1300kg.

Suspension comes from custom coilover with Swift springs and 2 way Bilstein damper. I set the springs at both 16kg/mm to maintain solid composure during hard cornering. The balance is very well maintained from entry to exit. Camber has been set quite aggressively to provide much needed traction on medium to high speed corners. Damper and ARB are tuned for less roll, but still gives some room for the tire to flex and grip with traction by minimizing excess weight transfer under acceleration.

The car uses QUAIFE 6 speed sequential gearbox, with specific ratio setup for 370Z, while still using stock final. This gives the 370Z good spread with plenty of pull and respectable top speed at just over 260km/h. Lower the final if wanted more top speed. The real car has twin plate Alcon Clutch, and twin plate clutch is installed in this build.

LSD comes from NISMO GT Plate LSD, I setup a 2 way with high preload to maximize traction. Brakes IRL comes from Alcon with 6 pot front and 4 pot rear and large diameter discs.


The rear wing is custom, there are variances in real life, some uses low profile rear wing that looks close to NISMO wing, some uses bigger carbon fiber GT style wing. I used custom wing in this replica.

To replicate the lap time done during European GT4 Cup, I used Sports Soft tire. The real life 370Z GT4 laps Silverstone GP at 2:15.069 back in 2011 GT European Cup in the hands of Jordan Tresson / Alex Buncombe, GTA winner. On SS tires, the replica easily can break into 2:14s, similar to the quickest GT4 cars in real life ( M3 GT4 )

I also tested the car at Brands Hatch GP and Bathurst back in 1.08. Thanks to the help of @danbojte with further testing the car on 1.09 and wheel, the tune proved to be solid and posted as is. The replica should also work on Racing Hard tire.


ENJOY :cheers:


 
First driving impressions of the base Nismo Z34. Before that though, let me give you its "laguna lap" time. It came across the line with a time of 1:41.842! That's two-hundredths slower that my quickest recorded time in the Z4. I have revised the Z4 more since then, so really the Nismo Z was 3 tenths faster than the Z4.

Now onto the car itself. I have to begin by saying that I wasn't expecting it to be so...nervous. It didn't particularly like how easy it was to get the back end around when you least expected or wanted it to. The Nismo is very loose and twitchy at the limit. A very unpredictable lap. Honestly, I prefer the 370Z with the sports package over the Nismo.
 
I just finished running some laps with the 370Z Nismo Z34 as well. I ran the base model with NISMO LSD installed. I figured, since it's a NISMO, it might as well have the NISMO LSD. Whereas, I ran the VLSD on the 370Z Sport Package. I'm going to have to do actual comparisons with the two cars. I'm not necessarily saying that I don't feel the twitchy-ness that @lilcat89 mentioned, but I'll have to compare it to the 370Z S.P. to really be sure. I was just running laps around the 'Ring with the Andy Pilgrim Z06 on CM tires -- THAT thing was loose and crazy as heck, so maybe it's not the best time for me to be judging the 370Z Nismo.

I will say that I do like the car...a lot! There's just something about these 370Z's that I like. They turn in really well. They brake very well. I can definitely feel the extra power in this NISMO model compared to the 370Z S.P. that I was driving last night. I threw the slightly stiffer springs on Tab B, but with everything else the same. I'll have to see how much of a difference that makes.

Great car Ridox!! 👍
 
@ALB123 Its not twitchy as much as it is very oversteery. It's something that stuck in my head about it. The rear end stepped out at the Andretti hairpin every lap and had to be really gentle with the throttle on exit. IMO it never felt planted in the corners.
 
RIDOX you can add Nissan 370 Z Nismo spec. RC ? thx

I actually made the replica of that car when I made the GT4 370Z that has been posted last year. The spring rate of RC is very high, and some adaptation needed. The GT4 and RC were very close, I might post the RC if you really want it.

@ALB123 Its not twitchy as much as it is very oversteery. It's something that stuck in my head about it. The rear end stepped out at the Andretti hairpin every lap and had to be really gentle with the throttle on exit. IMO it never felt planted in the corners.

The NISMO has stiffer rear ARB and the damper are the same on both base and NISMO. I tuned the damper on the NISMO using 56/44 distribution and adapt it on the base :scared:

Have you tried the NISMO on the optional spring rate ( the actual roehrig tested rate ) ? My suggestion with the twitch rear is to reduce rear ARB by 1 and try the 56/44 distribution :)

Try the 56/44 first with base spring rate suspension :D
 
I just finished running some laps with the 370Z Nismo Z34 as well. I ran the base model with NISMO LSD installed. I figured, since it's a NISMO, it might as well have the NISMO LSD. Whereas, I ran the VLSD on the 370Z Sport Package. I'm going to have to do actual comparisons with the two cars. I'm not necessarily saying that I don't feel the twitchy-ness that @lilcat89 mentioned, but I'll have to compare it to the 370Z S.P. to really be sure. I was just running laps around the 'Ring with the Andy Pilgrim Z06 on CM tires -- THAT thing was loose and crazy as heck, so maybe it's not the best time for me to be judging the 370Z Nismo.

I will say that I do like the car...a lot! There's just something about these 370Z's that I like. They turn in really well. They brake very well. I can definitely feel the extra power in this NISMO model compared to the 370Z S.P. that I was driving last night. I threw the slightly stiffer springs on Tab B, but with everything else the same. I'll have to see how much of a difference that makes.

Great car Ridox!! 👍

If you feel the CM is too wild, fit CS :) CS would make the C5 Z06 much more planted :)

I just ran about 10 laps with the Honda NSX-R 315hp setup @ Spa-Francorchamps. That car is awesome. I'm currently on Fuji Speedway F with the NSX. Such great grip. The suspension is fabulous. I'm going to take it to the Nordschleife next! :D

Great to hear, be sure to try all weight distribution :)

I guess I have to now and see how it goes. It's still a good car, I just don't like a twitchy, oversteer-prone track car. It was fun to drift around after the timed laps as well.

More suggestion for less oversteer : Reduce rear damper extension by 1 and increase rear toe in to 0.33 :)
 
First driving impressions of the base Nismo Z34. Before that though, let me give you its "laguna lap" time. It came across the line with a time of 1:41.842! That's two-hundredths slower that my quickest recorded time in the Z4. I have revised the Z4 more since then, so really the Nismo Z was 3 tenths faster than the Z4.

Now onto the car itself. I have to begin by saying that I wasn't expecting it to be so...nervous. It didn't particularly like how easy it was to get the back end around when you least expected or wanted it to. The Nismo is very loose and twitchy at the limit. A very unpredictable lap. Honestly, I prefer the 370Z with the sports package over the Nismo.

I just read an article in MotorTrend, Randy did 1:46.53 in 2009 with the Nismo 370Z at Laguna Seca :) It has Advan Sport tires, not really sticky tire( probably CM tire ), while the Bridgestone Potenza RE050/070 were fitted on JDM NISMO 370Z. You got 1:41s :eek: was this on SH tire ?

Just a quote of the test impression from MotorTrend crew and Randy Pobst :

Per Markus, "Very aggressive chassis tuning; bites into turns with little or no slop, roll, or pitch. You need to get the trail-braking just right, or you're drifting the whole corner." Which got Markus wondering, "Perhaps this package was optimized for drifting?"

The hot-shoe's take: "The tail would come out during the entry phase of the corner; as I was turning, I could feel the tail starting to move, and then it just stopped and that's as far it went... It's a very happy car. It creates its own drifts. I just turn the wheel into the corner at a good rate of speed, and it rotates on its own and takes a set that's in a little bit of a drift. It was a beautiful thing." -- Randy Pobst


The NISMO 370Z replica is best driven on 56/44 distribution, with no other changes.
 
I just read an article in MotorTrend, Randy did 1:46.53 in 2009 with the Nismo 370Z at Laguna Seca :) It has Advan Sport tires, not really sticky tire( probably CM tire ), while the Bridgestone Potenza RE050/070 were fitted on JDM NISMO 370Z. You got 1:41s :eek: was this on SH tire ?

Just a quote of the test impression from MotorTrend crew and Randy Pobst :

Per Markus, "Very aggressive chassis tuning; bites into turns with little or no slop, roll, or pitch. You need to get the trail-braking just right, or you're drifting the whole corner." Which got Markus wondering, "Perhaps this package was optimized for drifting?"

The hot-shoe's take: "The tail would come out during the entry phase of the corner; as I was turning, I could feel the tail starting to move, and then it just stopped and that's as far it went... It's a very happy car. It creates its own drifts. I just turn the wheel into the corner at a good rate of speed, and it rotates on its own and takes a set that's in a little bit of a drift. It was a beautiful thing." -- Randy Pobst


The NISMO 370Z replica is best driven on 56/44 distribution, with no other changes.

Well, you definitely got the car spot on then. That was exactly what I felt as well.
 
Just some musings:

@Ridox2JZGTE -- you suggested that @lilcat89 "reduce the damper extension by 1 and increase rear toe in to 0.33", presumably, in hopes to settle down the rear a tiny bit. Doesn't that kind of go against the whole point of driving your replicas? I've meant to ask you this question before. In the past, I have seen you offer similar advice to myself and other garage visitors who have commented on your vehicles. For me, personally, I have always kept the settings exactly as you published them.

Sure, there have been some cars that I thought under-steered a little too much or over-steered a little too much. Or maybe I was having difficulty getting a car to turn-in, or whatever, but my thoughts have always been "Tough s:censored:t! It's my job as the driver to learn to drive that car!" If you purchase a new Ferrari 488GTB, in real life, and you think "man, this car doesn't seem to rotate exactly like my 2012 Ferrari 458 did", you've just gotta get used to it, right? You've gotta learn how to drive the car. You take the good and you take the bad. Also, what one person might consider "bad", another person might consider "perfect".

I'm not saying any of this to call out @lilcat89, or anything like that. He just happened to be the most recent person that commented on a car which you then offered a possible solution to "correct" something. First of all, based on his lap times, he's a faster driver than I am...so, I think it's very safe to assume that he knows exactly what he's doing behind the wheel of these things. Yet, we all have different driving styles and preferences. I don't think that lilcat89 was complaining about the over-steering of the 370Z NISMO, but just pointing out that for him and his driving style the car doesn't feel as planted as he would like.

Now, he could certainly make the adjustments to the rear dampers and rear toe. I could have made changes to some of the cars that I've commented on in the past...but, doesn't that push us away from what we love about this Garage in the first place? Of course, we have all put out faith in you to provide us with a "replica" experience and we've all heard the debates about "replicas" in GT6, so I don't want to go there - but since we have all agreed that we like the way you deliver cars via Ridox Replica Garage, shouldn't we just accept the fact that there are going to be cars that some of us like and some of us dislike? Once we start applying "fixes" to correct issues that we personally have with the car, is it really a replica anymore or is it just like any other Garage on GTP?

I'm sure some people reading this are thinking, "dude...all he did was suggest a tiny change in damper and toe", and that's true. It's NOT a huge deal. Like I said, I've actually been meaning to talk about this for quite some time now. I know you absolutely love what you do, Ridox, and we all love that you do it for us!! I'd like to hear what other people think about this.
 
Just some musings:

@Ridox2JZGTE -- you suggested that @lilcat89 "reduce the damper extension by 1 and increase rear toe in to 0.33", presumably, in hopes to settle down the rear a tiny bit. Doesn't that kind of go against the whole point of driving your replicas? I've meant to ask you this question before. In the past, I have seen you offer similar advice to myself and other garage visitors who have commented on your vehicles. For me, personally, I have always kept the settings exactly as you published them.

Sure, there have been some cars that I thought under-steered a little too much or over-steered a little too much. Or maybe I was having difficulty getting a car to turn-in, or whatever, but my thoughts have always been "Tough s:censored:t! It's my job as the driver to learn to drive that car!" If you purchase a new Ferrari 488GTB, in real life, and you think "man, this car doesn't seem to rotate exactly like my 2012 Ferrari 458 did", you've just gotta get used to it, right? You've gotta learn how to drive the car. You take the good and you take the bad. Also, what one person might consider "bad", another person might consider "perfect".

I'm not saying any of this to call out @lilcat89, or anything like that. He just happened to be the most recent person that commented on a car which you then offered a possible solution to "correct" something. First of all, based on his lap times, he's a faster driver than I am...so, I think it's very safe to assume that he knows exactly what he's doing behind the wheel of these things. Yet, we all have different driving styles and preferences. I don't think that lilcat89 was complaining about the over-steering of the 370Z NISMO, but just pointing out that for him and his driving style the car doesn't feel as planted as he would like.

Now, he could certainly make the adjustments to the rear dampers and rear toe. I could have made changes to some of the cars that I've commented on in the past...but, doesn't that push us away from what we love about this Garage in the first place? Of course, we have all put out faith in you to provide us with a "replica" experience and we've all heard the debates about "replicas" in GT6, so I don't want to go there - but since we have all agreed that we like the way you deliver cars via Ridox Replica Garage, shouldn't we just accept the fact that there are going to be cars that some of us like and some of us dislike? Once we start applying "fixes" to correct issues that we personally have with the car, is it really a replica anymore or is it just like any other Garage on GTP?

I'm sure some people reading this are thinking, "dude...all he did was suggest a tiny change in damper and toe", and that's true. It's NOT a huge deal. Like I said, I've actually been meaning to talk about this for quite some time now. I know you absolutely love what you do, Ridox, and we all love that you do it for us!! I'd like to hear what other people think about this.

The rear damper extension lower by 1 was meant to reduce the rear responsiveness while cornering, while the rear toe in to stabilize the car. I don't really mind to give suggestion to the replicas I have posted, people have the freedom to use the setup as written or alter it to suit them if they wish to. This is the reason why I often give alignment range and various optional LSD and suspension setup. If anyone wanted to keep the car as intended ( my vision ) then they are free to do so. The NISMO 370Z for instance is 56/44 distribution with NISMO GT LSD ( my preferred setup ), this may not be ideal for some, so they can use VLSD setup or the base distribution.

I appreciate the openness in giving your thoughts, keep on it mate :) For replica being "fixed" and not a replica anymore, that is not always true, it depends on which part of the car being altered. LSD, Damper and ARB is something than can't be quantified, unlike weight/distribution, gear ratio, power, torque and spring rate which if can be set as in real spec, should be adhered to. Fixes on damper, arb and lsd is fine IMO, as they help to shape the car characteristics, the point is to keep the direction to the right way - real life. For alignment, it's more a guideline, unless the real car has certain limitation ( live rear axle ) or stock OEM alignment has limit due to the suspension geometry.
 
@Ridox2JZGTE -- you suggested that @lilcat89 "reduce the damper extension by 1 and increase rear toe in to 0.33", presumably, in hopes to settle down the rear a tiny bit. Doesn't that kind of go against the whole point of driving your replicas? I've meant to ask you this question before. In the past, I have seen you offer similar advice to myself and other garage visitors who have commented on your vehicles. For me, personally, I have always kept the settings exactly as you published them.

Pure copy of replica, or replica, toe damper stiffness etc. are more like driver decisions if wanting to adjust some car to your driving style. I don't see that as breaking replica itself, leaving pure copy on one sheet and adjusting something on other sheet, more like borrowed car and own car.
Adjusting parts what can be adjusted in real-life too, without changing them.. (Okey I might change different ramps on LSD :) )
 
I actually agree with @Ridox2JZGTE on that issue. Though, there exceptions based on the vehicle and oem suspension components.

I did have a little session with the 56/44 weight and nothing else changed. The weight moved up cured ALL of the twitchiness of the other Nismo. It felt exactly how the Z4 feels. It was super neutral, but oddly, slower than the other Nismo. I guess that the saying is true, " Loose is Fast". Still no slouch though, with a 1:41.996 Laguna lap.
 
I appreciate people taking the time to share their feelings on the questions I put forth earlier today. It's nice to hear other people's opinions. I definitely have MANY opinions on various things. :lol: Thanks for sharing... 👍 :cheers:
 
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