Forza 7 Tuning Guide

Part 3 - Grip and Speed Tuning

This part explains how to setup cars in a way that they will work better on grip or speed oriented tracks.

Basically this works by altering general tunes as described in part 2 to work better for grip or speed oriented tracks so make sure to first read part 2 how to generally setup cars.

Understanding Grip and Speed Tunes

Tuning cars for grip is benefical on grip oriented tracks like Catalunya or Maple Valley that sport many mostly slower turns. Generally speaking grip tunes require a softer and more oversteer setup with a low differential setup.

Tuning cars for speed is benefical on speed oriented tracks like Le Mans or Daytona that sport mostly straights with fewer corners. Generally speaking speed tunes require a stiffer and more understeer setup with a high differential setup.

Tuning for Speed or Grips depends on two factors:

Differential: the differential setup determines if you're tuning for grip or speed, low differential settings (low accel, high decel) changing bias towards a grip tune while high differential settings (high accel, low decel) changing bias towards a speed tune
Power: when the car power hits 400hp and above additional tuning is required to compensate higher forces that impact the chassis while cornering

The following table gives an overview how grip and speed tuning affects the different tuning areas:

Tires Camber / Caster ARBs Springs Ride Height Rear Dampers Diff Accel / Decel

Grip Lower Higher / Lower Higher Lower Higher Lower Lower / Higher

Medium Grip | ^ | ^ | ^ | | ^

Standard --------------------------------------------------------------------------------------------------------------------------------------------------------------

Medium Speed V | V | V | V V |

Speed Higher Lower Higher Lower Higher Lower Higher Higher / Lower

Understanding Full Grip and Full Speed Builds

Tires Camber / Caster ARBs Springs Ride Height Front Dampers Diff Accel / Decel

Full Grip Race Lower Lower Higher Lower Higher Higher Lower / Higher

Full Grip Sport | | ^ | ^ ^ | ^

Standard -----------------------------------------------------------------------------------------------------------------------------------------------------------

Full Speed Sport V V | V | | V |

Full Speed Race Higher Higher Lower Higher Lower Lower Higher / Lower

Understanding High Grip and High Speed Builds

High Grip and High Speed builds come into play once cars are upgrade to extreme power that require special tuning techniques to adjust for extreme forces that impact the chassis while braking and cornering.

High Grip builds are considered builds with 800 hp or more power that have adjustable front and race rear aero kits. High Speed builds are considered builds with 800 hp or more power that have no adjustable front and race rear aero kits.

High Grip builds require extra soft and low suspension setup complemented with a low accel / high decel differerential setup builds while High Speed build require extra stiff and high suspension setup complemented with a high accel / low decel differential setup.

Tuning for Full Speed or Full Grip depends on two factors:

Chassis Reinforcement: the stronger the chassis is the more are the effects on tuning are pronounced, i.e. a Race Chassis will require softer/stiffer tuning than a Sport Chassis; Street and Stock chassis generally don't require additional chassis tuning as the the effects on the chassis while cornering are not strong enough

Note that for cars that don’t offer any chassis reinforcement upgrades like most race cars there are no High Speed or High Grip builds possible by definition.

The following table gives an overview how tuning for High Grip and High Speed builds affects the different tuning areas:

Camber / Caster ARBs Springs Ride Height Front Dampers Diff Accel / Decel

High Grip Race Higher / Lower Lower Lower Min Lower Lower / Higher

High Grip Sport ^ | | | Min | | ^

Standard ------------------------------------------------------------------------------------------------------------------------------------------------

High Speed Sport | v v V Max V V |

High Speed Race Lower / Higher Higher Higher Max Higher Higher / Lower

Tires

Grip tunes require lower tire pressure as compared to general tunes that provides more grip during cornering combined with a slight oversteer setup. Speed tunes on the other hand require higher tire pressure for improved control during cornering and a slight understeer setup.

Front Tire Pressure Rear Tire Pressure

Grip -1.0 + 0.5 -1.0 - 0.5

Medium Grip -0.5 + 0.5 -0.5 - 0.5

Medium Speed +0.5 - 0.5 +0.5 + 0.5

Speed +1.0 - 0.5 +1.0 + 0.5

Example: Car with sport tire compound, general tire pressures 28.5/28.5

Tire pressures for Grip Tune:

Front Tire Pressure: 28.5 - 1.0 + 0.5 = 28.0

Rear Tire Pressure: 28.5 - 1.0 - 0.5 = 27.0

Tire pressures for Speed Tune:

Front Tire Pressure: 28.5 + 1.0 - 0.5 = 29.0

Rear Tire Pressure: 28.5 + 1.0 + 0.5 = 30.0

Full Grip Builds

When tuning for Full Grip builds tire pressures need to be further reduced depending on the used tire compound. The softer the compound is the more reduction of tire pressures is required for best performance.

Tire Compound Tire Pressure Offset

Stock -1.0

Street -1.0

Sport -2.0

Race -3.0

Drag -4.0

Example: Same car as above as Full Grip build

Tire pressures for Grip Tune with Full Grip build:

Front Tire Pressure: 28.0 - 2.0 = 26.0

Rear Tire Pressure: 27.0 - 2.0 = 25.0

Full Speed Builds

When tuning for Full Speed builds tire pressures need to be further increased depending on the used tire compound. The softer the compound is the higher the increase of tire pressures is required for best performance.

Tire Compound Tire Pressure Offset

Stock +1.0

Street +1.0

Sport +2.0

Race +3.0

Drag +4.0

Example: Same car as above as Full Speed build

Tire pressures for Speed Tune with Full Speed build:

Front Tire Pressure: 29.0 + 1.0 = 30.0

Rear Tire Pressure: 30.0 + 1.0 = 31.0

Alignment

Grip tunes require a more aggressive, slight oversteer alignment as compared to general tunes for faster cornering. In contrast speed tunes require a more conservative, slight understeer alignment that helps stabilizing the car during cornering.

Front Camber Rear Camber Front Toe Rear Toe Caster

Grip -0.1 -0.1 +0.1 -0.1 -0.1

Medium Grip -0.1 -0.1 +0.1 -0.1 -0.1

Medium Speed +0.1 +0.1 +0.1 +0.1 +0.1

Speed +0.1 +0.1 +0.1 +0.1 +0.1

Example: RWD production car with general alignment settings: -2.0/-1.5/0.0/0.0/5.0

Alignment for Grip Tune:

Front Camber: -2.0 - 0.1 = -2.1

Rear Camber: -1.5 - 0.1 = -1.6

Front Toe = 0.0 + 0.1 = 0.1

Rear Toe = 0.0 - 0.1 = -0.1

Caster = 5.0 - 0.1 = 4.9

Alignment for Speed Tune:

Front Camber: -2.0 + 0.1 = -1.9

Rear Camber: -1.5 + 0.1 = -1.4

Front Toe = 0.0 - 0.1 = -0.1

Rear Toe = 0.0 + 0.1 = 0.1

Caster = 5.0 + 0.1 = 5.1

High Power Cars

For cars with with 400 hp or more power Grip and Speed Tunes require additional camber and caster adjustment to account for higher forces on the chassis while cornering. For grip tunes camber and caster must be reduced while for speed tunes camber and caster need to be increased.

Camber Offset Caster Offset

Grip +1.0 -1.0

Medium Grip +0.5 -0.5

Medium Speed -0.5 -0.5

Speed -1.0 +1.0

Example: same car above with >=400hp:

Alignment for Grip Tune:

Front Camber: -2.1 + 1.0 = -1.1

Rear Camber: -1.6 + 1.0 = -0.6

Front Toe = 0.1

Rear Toe = -0.1

Caster = 4.9 - 1.0 = 3.9

Alignment for Speed Tune:

Front Camber: -1.9 - 1.0 = -2.9

Rear Camber: -1.4 -1.0 = -2.4

Front Toe = -0.1

Rear Toe = 0.1

Caster = 5.1 + 1.0 = 6.1

Full Grip Builds

When tuning for Full Grip builds alignment needs to further be adjusted towards more oversteer depending on the installed chassis reinforcement and used tire compound.

First Camber is increased and Caster is reduced depending on the installed chassis reinforcement upgrade for improved cornering. Race chassis require higher camber and lower caster than Sport chassis. Street and Stock chassis don't require to alter camber and caster since the effects on chassis while cornering are not as pronounced.

Chassis Reinforcement Camber Offset Caster Offset

Sport -0.5 -0.5

Race -1.0 -1.0

Then alignment is altered further depending on used tire compound. The softer the compound is the more oversteer must be dialed in for best performance.

Tire Compound Front Camber Rear Camber Front Toe Rear Toe Caster

Stock -0.1 -0.1 +0.1 -0.1 -0.1

Street -0.1 -0.1 +0.1 -0.1 -0.1

Sport -0.2 -0.2 +0.2 -0.2 -0.2

Race -0.3 -0.3 +0.3 -0.3 -0.3

Drag -0.4 -0.4 +0.4 -0.4 -0.4

Example: Same car as above with Full Grip Race build, Race Compound and power >= 400hp

Alignment for Grip Tune:

Front Camber: -1.1 - 1.0 - 0.3 = -2.3

Rear Camber: -0.6 - 1.0. - 0.3 = -1.9

Front Toe = 0.1 + 0.3 = 0.4

Rear Toe = -0.1 - 0.3 = -0.4

Caster = 3.9 - 1.0 - 0.4 = 2.5

Full Speed Builds

When tuning for Full Speed builds alignment needs to further be adjusted towards more understeer depending on the installed chassis reinforcement and used tire compound. The softer the compound is the more understeer must be dialed in for best performance.

First Camber is lowered and Caster is increased adjusted depending on the installed chassis reinforcement upgrade for improved stability during cornering. Race chassis require lower camber and higher caster than Sport chassis. Street and Stock chassis don't require to alter camber and caster since the effects on chassis while cornering are not as pronounced.

Chassis Reinforcement Camber Offset Caster Offset

Sport +0.5 +0.5

Race +1.0 +1.0

Then alignment is altered further depending on used tire compound. The softer the compound is the more oversteer must be dialed in for best performance.

Tire Compound Front Camber Rear Camber Front Toe Rear Toe Caster

Stock +0.1 +0.1 -0.1 +0.1 +0.1

Street +0.1 +0.1 -0.1 +0.1 +0.1

Sport +0.2 +0.2 -0.2 +0.2 +0.2

Race +0.3 +0.3 -0.3 +0.3 +0.3

Drag +0.4 +0.4 -0.4 +0.4 +0.4

Example: Same car as above with Full Speed Race build and Stock Compound and power >= 400hp

Front Camber: -2.9 + 1.0 + 0.1 = -1.8

Rear Camber: -2.4 + 1.0 + 0.1 = -1.3

Front Toe = -0.1 -0.1 = -0.2

Rear Toe = 0.1 + 0.1 = 0.2

Caster = 6.1 + 1.0 + 0.1 = 7.2 --> 7.0 (max Caster)

High Grip Builds

When tuning for High Grip builds alignment needs to further be adjusted towards more camber and lower caster depending on installed chassis reinforcement upgrade.

Chassis Reinforcement Camber Offset Caster Offset

Sport -0.5 -0.5

Race -1.0 -1.0

High Speed Builds

When tuning for High Speed builds alignment needs to further be adjusted towards less camber and higher caster depending on installed chassis reinforcement upgrade.

Chassis Reinforcement Camber Offset Caster Offset

Sport +0.5 +0.5

Race +1.0 +1.0

Anti-roll Bars

Grip tunes require a slightly stiffer, more oversteer ARB setup as compared to general tunes for faster cornering and reduced body roll. Speed tunes require a softer, more understeer ARB setup that helps stabilizing the car during cornering,

Front ARB Rear ARB

Grip +0.2 - 0.1 +0.2 + 0.1

Medium Grip +0.1 - 0.1 +0.1 + 0.1

Medium Speed -0.1 + 0.1 -0.1 - 0.1

Speed -0.2 + 0.1 -0.2 - 0.1

Example: RWD production car with general ARB settings: 20.5/19.5

ARBs for Grip Tune:

Front ARB: 20.5 + 0.2 - 0.1 = 20.6

Rear ARB: 19.5 + 0.2 + 0.1 = 19.8

ARBs for Speed Tune:

Front ARB: 20.5 - 0.2 + 0.1 = 20.4

Rear ARB: 19.5 - 0.2 - 0.1 = 19.2

High Power Cars

For cars with with 400 hp or more power Grip and Speed Tunes require additional ARB adjustment to account for higher forces on the chassis while cornering. For grip tunes ARB stiffness must be reduced while for speed tunes ARB stiffness must be increased.

ARB Stiffness

Grip -24%

Medium Grip -12%

Medium Speed +12%

Speed +24%

Example: Same car as above with >= 400 hp

ARBs for Grip Tune:

Front ARB: 20.6 - 24% ARB stiffness = 12.6

Rear ARB: 19.8 - 24% ARB stiffness = 11.5

ARBs for Speed Tune:

Front ARB: 20.4 + 24% ARB stiffness = 40.0 (max ARB)

Rear ARB: 19.2 + 24% ARB stiffness = 40.0 (max ARB)

If you want to understand how ARB stiffness works please refer to the Anti-roll Bars section in Part 2 - General Tuning.

Full Grip Builds

When tuning for Full Grip builds ARBs need to further be adjusted towards a stiffer, more oversteer setup depending on the installed chassis reinforcement and used tire compound.

First ARB stiffness is increased depending on the installed chassis reinforcement upgrade for improved cornering. Race chassis requires stiffer ARBs than Sport chassis. Street and Stock chassis don't require to alter ARBs since the effects on chassis while cornering are not as pronounced.

Chassis Reinforcement ARB Stiffness

Sport +12%

Race +24%

Then ARBs are altered further depending on used tire compound. The softer the compound is the stiffer and more oversteer the ARBs must be altered.

Tire Compound Front ARB Rear ARB

Stock +0.1 - 0.1 +0.1 + 0.1

Street +0.1 - 0.1 +0.1 + 0.1

Sport +0.2 - 0.2 +0.2 + 0.2

Race +0.3 - 0.3 +0.3 + 0.3

Drag +0.4 - 0.4 +0.4 + 0.4

Example: Same car as above as Full Grip build with Race Chassis and Race Compound and >=400 hp

Front ARB: 12.6 + 24% ARB stiffness +0.3 - 0.3 = 20.4

Rear ARB: 11.5 + 24% ARB stiffness +0.3 + 0.3 = 19.8

To learn more about how ARB stiffness works please refer to the Anti-roll Bar section in Part 2 - General Tuning

Full Speed Builds

When tuning for Full Speed builds ARBs need to further be adjusted towards a stiffer, more understeer setup depending on the installed chassis reinforcement and used tire compound.

First ARB stiffness is decreased depending on the installed chassis reinforcement upgrade for improved cornering. Race chassis requires softer ARBs than Sport chassis. Street and Stock chassis don't require to alter ARBs since the effects on chassis while cornering are not as pronounced.

Chassis Reinforcement ARB Stiffness Offset

Sport -12%

Race -24%

Then ARBs are altered further depending on used tire compound. The softer the compound is the softer and more understeer the ARBs must be altered.

Tire Compound Front ARB Rear ARB

Stock -0.1 + 0.1 -0.1 - 0.1

Street -0.1 + 0.1 -0.1 - 0.1

Sport -0.2 + 0.2 -0.2 - 0.2

Race -0.3 + 0.3 -0.3 - 0.3

Drag -0.4 + 0.4 -0.4 - 0.4

Example: Same car as above as Full Speed build with Race Chassis and Stock Compound and >=400 hp

Front ARB: 40.0 - 24% ARB stiffness -0.1 + 0.1 = 20.4

Rear ARB: 40.0 - 24% ARB stiffness -0.1 - 0.1 = 19.0

To learn more about how ARB stiffness works please refer to the Anti-roll Bar section in Part 2 - General Tuning

High Grip Builds

When tuning for High Grip builds ARBs need to further be adjusted towards a softer setup depending on the installed chassis reinforcement.

Chassis Reinforcement ARB Stiffness

Sport -12%

Race -24%

High Speed Builds

When tuning for High Speed builds ARBs need to further be adjusted towards a stiffer setup depending on the installed chassis reinforcement.

Chassis Reinforcement ARB Stiffness

Sport +12%

Race +24%

Springs

Grip tunes require a slightly softer, more oversteer suspension setup as compared to general tunes for more grip and faster cornering. Speed tunes require a slightly stiffer, more understeer suspension setup for improved control and stabilization of the car during cornering.

Front Springs Rear Springs

Grip -1.0 - 0.5 -1.0 + 0.5

Medium Grip -0.5 - 0.5 -0.5 + 0.5

Medium Speed +0.5 - 0.5 +0.5 - 0.5

Speed +1.0 - 0.5 +1.0 - 0.5

Example: FWD production car with general spring settings: 567.15 / 365.14

Springs for Grip Tune:

Front springs: 567.15 - 1.0 - 0.5 = 564.65

Rear springs: 365.14 - 1.0 + 0.5 = 364.64

Springs for Speed Tune:

Front springs: 567.15 + 1.0 + 0.5 = 568.65

Rear springs: 365.14 + 1.0 - 0.5 = 365.64

High Power Cars

For cars with with 400 hp or more power Grip and Speed Tunes require additional springs adjustment to account for higher forces on the chassis while cornering. For grip tunes spring stiffness must be decreased while for speed tunes spring stiffness must be increased.

Spring Stiffness

Grip -24%

Medium Grip -12%

Medium Speed +12%

Speed +24%

Example: Same car as above with >=400hp

Springs for Grip Tune:

Front springs: 564.65 - 24% = 420.15

Rear springs: 364.44 - 24% = 256.01

Springs for Speed Tune:

Front springs: 568.65 + 24% = 710.03

Rear springs: 365.64 + 24% = 474.21

If you want to know how spring stiffness works please refer to Springs section in Part 2 - General Tuning.

Full Grip Builds

In accordance with ARBs when tuning for Full Grip builds springs need to further be adjusted towards towards a softer, more oversteer setup depending on the installed chassis reinforcement and used tire compound.

First spring rate stiffness is decreased depending on the installed chassis reinforcement upgrade for improved cornering. Race chassis require softer springs than Sport chassis. Street and Stock chassis don't require to alter ARBs since the effects on chassis while cornering are not as pronounced.

Chassis Reinforcement Spring Stiffness

Sport -12%

Race -24%

Then springs are altered further depending on used tire compound. The softer the compound is the softer and more oversteer must be dialed in.

Tire Compound Front Springs Rear Springs

Stock -0.5 - 0.5 -0.5 + 0.5

Street -0.5 - 0.5 -0.5 + 0.5

Sport -1.0 - 1.0 -1.0 + 1.0

Race -1.5 - 1.5 -1.5 + 1.5

Drag -2.0 - 2.0 -2.0 + 2.0

Example: Same car as above as Full Grip with Race Chassis and Race Compound and >= 400hp

Front springs: 420.15 - 24% spring stiffness -1.5 -1.5 = 241.15

Rear springs: 256.01 - 24% spring stiffness -1.5 +1.5 = 147.14

Full Speed Builds

When tuning for Full Speed builds springs need to further be adjusted towards a stiffer, more understeer setup depending on the installed chassis reinforcement and used tire compound.

First spring rate stiffness is decreased depending on the installed chassis reinforcement upgrade for improved cornering. Race chassis require softer springs than Sport chassis. Street and Stock chassis don't require to alter ARBs since the effects on chassis while cornering are not as pronounced.

Chassis Reinforcement Spring Stiffness Offset

Sport +12%

Race +24%

Then springs are altered further depending on used tire compound. The softer the compound is the softer and more oversteer must be dialed in.

Tire Compound Front Springs Rear Springs

Stock +0.5 + 0.5 +0.5 - 0.5

Street +0.5 + 0.5 +0.5 - 0.5

Sport +1.0 + 1.0 +1.0 - 1.0

Race +1.5 + 1.5 +1.5 - 1.5

Drag +2.0 + 2.0 +2.0 - 2.0

Example: Same car as above as Full Speed build with Race Chassis and Stock Compound and >= 400hp

Front springs: 710.03 + 24% spring stiffness + 0.5 + 0.5 = 887.89

Rear springs: 474.21 + 24% spring stiffness + 0.5 - 0.5 = 615.02

High Grip Builds

When tuning for High Grip builds springs need to further be adjusted towards towards a softer setup depending on the installed chassis reinforcement.

Chassis Reinforcement Spring Stiffness

Sport -12%

Race -24%

High Speed Builds

When tuning for High Speed builds springs need to further be adjusted towards towards a stiffer setup depending on the installed chassis reinforcement.

Chassis Reinforcement Spring Stiffness

Sport +12%

Race +24%

Ride Height

Grip tunes require higher ride height for increased suspension travel while cornering and increased stability during acceleration and braking complemented by a slight oversteer setup. Speed tunes require lower ride height combined with a slight understeer setup for maximum control and stabilization during cornering.

Front Ride Height Rear Ride Height

Grip Tune +0.2 - 0.1 +0.2 + 0.1

Medium Grip +0.1 - 0.1 +0.1 + 0.1

Medium Speed -0.1 + 0.1 -0.1 - 0.1

Speed Tune -0.2 + 0.1 -0.2 - 0.1

Example: RWD production car with general ride height settings: 4.0 / 5.0

Ride height for Grip Tune:

Front ride height: 4.0 + 0.2 - 0.1 = 4.1

Rear ride height: 5.0 + 0.2 + 0.1 = 5.3

Ride height for Speed Tune:

Front ride height: 4.0 - 0.2 + 0.1 = 3.9

Rear ride height: 5.0 - 0.2 - 0.1 = 4.7

High Power Cars

For cars with with 400 hp or more power Grip and Speed Tunes require additional ride height adjustment to account for higher forces on the chassis while cornering. For grip tunes ride height must be increased for additional grip while for speed tunes ride height must be decreased for additional control.

Ride Height Offset

Grip Tune +1.0

Medium Grip +0.5

Medium Speed -0.5

Speed Tune -1.0

Example: Same car as above but with >=400 hp

Ride height for Grip Tune:

Front ride height: 4.1 + 1.0 = 5.1

Rear ride height: 5.3 + 1.0 = 6.3

Ride height for Speed Tune:

Front ride height: 3.9 - 1.0 = 2.9

Rear ride height: 4.7 - 1.0 = 3.7

Full Grip Builds

When tuning for Full Grip builds ride height needs to further be adjusted towards a higher, more oversteer setup depending on the installed chassis reinforcement and used tire compound.

First ride height is increased depending on the installed chassis reinforcement upgrade for improved cornering. Race chassis requires higher ride height than Sport chassis. Street and Stock chassis don't require to alter ride height since the effects on chassis while cornering are not as pronounced.

Chassis Reinforcement Ride Height Offset

Sport +0.5

Race +1.0

Then ride height is altered further depending on used tire compound. The softer the compound is the higher and more oversteer ride height must be altered.

Tire Compound Front Ride Height Rear Ride Height

Stock +0.1 - 0.1 +0.1 + 0.1

Street +0.1 - 0.1 +0.1 + 0.1

Sport +0.2 - 0.2 +0.2 + 0.2

Race +0.3 - 0.3 +0.3 + 0.3

Drag +0.4 - 0.4 +0.4 + 0.4

Example: Same car as above as Full Grip build with Race Chassis and Race Compound and >=400hp

Front ride height: 5.1 + 1.0 + 0.3 -0.3 = 6.1

Rear ride height: 6.9 + 1.0 + 0.3 + 0.3 = 8.5

Full Speed Builds

When tuning for Full Speed builds ride height needs to further be adjusted towards a lower, more understeer setup depending on the installed chassis reinforcement and used tire compound.

First ride height is decreased depending on the installed chassis reinforcement upgrade for improved cornering. Race chassis requires lower ride height than Sport chassis. Street and Stock chassis don't require to alter ride height since the effects on chassis while cornering are not as pronounced.

Chassis Reinforcement Ride Height Offset

Sport -0.5

Race -1.0

Then ride height is altered further depending on used tire compound. The softer the compound is the higher and more oversteer ride height must be altered.

Tire Compound Front Ride Height Rear Ride Height

Stock -0.1 + 0.1 -0.1 - 0.1

Street -0.1 + 0.1 -0.1 - 0.1

Sport -0.2 + 0.2 -0.2 - 0.2

Race -0.3 + 0.3 -0.3 - 0.3

Drag -0.4 + 0.4 -0.4 - 0.4

Example: Same car as above as Full Speed build with Race Chassis and Stock Compound and >=400hp

Ride height for Speed Tune:

Front ride height: 2.9 - 1.0 -0.1 + 0.1 = 1.9

Rear ride height: 3.7 - 1.0 -0.1 - 0.1 = 2.5

High Grip Builds

When tuning for High Grip builds ride height generally needs to set to minimum ride height for maximum cornering performance independently of installed chassis reinforcement.

Chassis Reinforcement Ride Height

Sport Min

Race Min

High Speed Builds

When tuning for High Speed builds ride height generally needs to set to maximum ride height for maximum stability during cornering independently of installed chassis reinforcement.

Chassis Reinforcement Ride Height

Sport Max

Race Max

Dampers

As with springs grip tunes require a slightly softer and more oversteer damper setup for faster cornering as compared to general tunes. Speed tunes require a stiffer and more understeer damper setup for improved control and stabilization during cornering.

Front Rebound Rear Rebound Front Bump Rear Bump

Grip -0.2 - 0.1 -0.2 + 0.1 -0.2 - 0.1 -0.2 + 0.1

Medium Grip -0.1 - 0.1 -0.1 + 0.1 -0.1 - 0.1 -0.1 + 0.1

Medium Speed +0.1 + 0.1 +0.1 - 0.1 +0.1 + 0.1 +0.1 - 0.1

Speed +0.2 + 0.1 +0.2 - 0.1 +0.2 + 0.1 +0.2 - 0.1

Example: RWD production car with general ride damper settings: 7.5 / 7.2 / 4.5 / 4.3

Dampers for Grip Tune:

Front rebound: 7.5 - 0.2 - 0.1 = 7.2

Rear rebound: 7.2 - 0.2 + 0.1 = 7.1

Front bump: 4.5 - 0.2 - 0.1 = 4.2

Rear bump: 4.3 - 0.2 + 0.1 = 4.2

Dampers for Speed Tune:

Front rebound: 7.5 + 0.2 + 0.1 = 7.8

Rear rebound: 7.2 + 0.2 - 0.1 = 7.3

Front bump: 4.5 + 0.2 + 0.1 = 4.8

Rear bump: 4.3 + 0.2 - 0.1 = 4.4

High Power Cars

For cars with with 400 hp or more power Grip and Speed Tunes require additional damper adjustment to account for higher forces on the chassis while cornering. For grip tunes front dampers must be increased for improved stability on corner entry while for speed tunes rear dampers must be increased for improved stability while cornering.

Front Damper Offset Rear Damper Offset

Grip +2.5 0.0

Medium Grip +1.5 0.0

Medium Speed 0.0 +1.5

Speed 0.0 +2.5

Example: Same car as above with >= 400 hp

Dampers for Grip Tune:

Front rebound: 7.2 + 2.5 = 9.7

Rear rebound: 7.1

Front bump: 4.2 + 2.5 = 6.7

Rear bump: 4.2

Dampers for Speed Tune:

Front rebound: 7.8

Rear rebound: 7.3 + 2.5 = 9.8

Front bump: 4.8

Rear bump: 4.4 + 2.5 = 6.9

Full Grip Builds

When tuning for Full Grip builds dampers need to further be adjusted towards a softer, more oversteer setup complemented by higher front damping depending on the installed chassis reinforcement and used tire compound.

First front dampers are increased depending on the installed chassis reinforcement upgrade to stabilize the car on corner entry. Race chassis requires stiffer front dampers than Sport chassis. Street and Stock chassis don't require to alter dampers since the effects on chassis while cornering are not as pronounced.

Chassis Reinforcement Front Damper Offset

Race +2.5

Sport +1.5

Then dampers are altered further depending on used tire compound. The softer the compound is the softer and more oversteer dampers must be altered.

Tire Compound Front Rebound Rear Rebound Front Bump Rear Bump

Stock -0.1 - 0.1 -0.1 + 0.1 -0.1 - 0.1 -0.1 + 0.1

Street -0.1 - 0.1 -0.1 + 0.1 -0.1 - 0.1 -0.1 + 0.1

Sport -0.2 - 0.2 -0.2 + 0.2 -0.2 - 0.2 -0.2 + 0.2

Race -0.3 - 0.3 -0.3 + 0.3 -0.3 - 0.3 -0.3 + 0.3

Drag -0.4 - 0.4 -0.4 + 0.4 -0.4 - 0.4 -0.4 + 0.4

Example: Same car as above as Full Grip build with Race Chassis and Race Compound and >= 400 hp

Dampers for Grip Tune:

Front rebound: 9.7 + 2.5 -0.3 - 0.3 = 11.1

Rear rebound: 7.1 -0.3 + 0.3 = 7.1

Front bump: 6.7 + 2.5 -0.3 - 0.3 = 8.6

Rear bump: 4.2 -0.3 + 0.3 = 4.2

Full Speed Builds

When tuning for Full Speed builds dampers need to further be adjusted towards a stiffer, more understeer setup complemented by higher rear damping depending on the installed chassis reinforcement and used tire compound.

First rear dampers are increased depending on the installed chassis reinforcement upgrade to stabilize the car while cornering. Race chassis requires stiffer rear dampers than Sport chassis. Street and Stock chassis don't require to alter dampers since the effects on chassis while cornering are not as pronounced.

Chassis Reinforcement Rear Damper Offset

Sport +1.5

Race +2.5

Then dampers are altered further depending on used tire compound. The softer the compound is the softer and more oversteer dampers must be altered.

Tire Compound Front Rebound Rear Rebound Front Bump Rear Bump

Stock +0.1 + 0.1 +0.1 - 0.1 +0.1 + 0.1 +0.1 - 0.1

Street +0.1 + 0.1 +0.1 - 0.1 +0.1 + 0.1 +0.1 - 0.1

Sport +0.2 + 0.2 +0.2 - 0.2 +0.2 + 0.2 +0.2 - 0.2

Race +0.3 + 0.3 +0.3 - 0.3 +0.3 + 0.3 +0.3 - 0.3

Drag +0.4 + 0.4 +0.4 - 0.4 +0.4 + 0.4 +0.4 - 0.4

Example: Same car as above as Full Speed build with Race Chassis and Stock Compound

Dampers for Speed Tune:

Front rebound: 7.8 + 0.1 + 0.1 = 8.0

Rear rebound: 9.8 +2.5 + 0.1 - 0.1 = 12.3

Front bump: 4.8 + 0.1 + 0.1 = 5.0

Rear bump: 6.9 + 2.5 + 0.1 - 0.1 = 9.4

High Grip Builds

When tuning for High Grip builds front dampers need to be softened for improved cornering depending on the installed chassis reinforcement.

Chassis Reinforcement Front Damper Offset

Sport -1.5

Race -2.5

High Speed Builds

When tuning for High Speed builds front dampers need to be stiffened for improved stability during cornering depending on the installed chassis reinforcement.

Chassis Reinforcement Front Damper Offset

Sport +1.5

Race +2.5

Brakes

Grip tunes require more braking force on the rear and a slight oversteer setup as compared to general tunes for improved braking while turning (trail braking). Speed tunes require more braking force on the front and a slight understeer setup for improved braking and stabilization before corners (straight line braking).

Brake Distribution Brake Pressure

Grip -2% - 1% +5% + 1%

Medium Grip -2% - 1% +5% + 1%

Medium Speed +2% + 1% -5% - 1%

Speed +2% + 1% -5% - 1%

Example: RWD production car with general brake settings: 48% / 125%

Brakes for Grip Tune:

Brake distribution: 48% - 2% - 1% = 45%

Brake pressure: 125% + 5% + 1% = 131%

Brakes for Speed Tune:

Brake distribution: 48% + 2% + 1% = 51%

Brake pressure: 125% - 5% - 1% = 119%

High Power Cars

For cars with with 400 hp or more power Grip and Speed Tunes require additional brake pressure adjustment to account for higher forces on the chassis while braking. For grip tunes brake pressure must be decreased for improved braking while cornering while for speed tunes brake pressure must be increased for improved braking before corner entry.

Brake Pressure Offset

Grip -20%

Medium Grip -10%

Medium Speed +10%

Speed +20%

Example: Same car as above with >= 400 hp

Brakes for Grip Tune:

Brake distribution: 45%

Brake pressure: 131% - 20% = 111%

Brakes for Speed Tune:

Brake distribution: 51%

Brake pressure: 125% + 20% = 145%

Full Grip Builds

When tuning for Full Grip builds brakes need to further be adjusted towards more braking force on the rear and a generally lower brake pressure depending on the installed chassis reinforcement and used tire compound.

First brake pressure is decreased depending on the installed chassis reinforcement. Race chassis requires lower brake pressure than Sport chassis. Street and Stock chassis don't require to alter brake pressure since the effects on brakes while braking are not as pronounced.

Chassis Reinforcement Brake Pressure Offset

Sport -10%

Race -20%

Then brakes are altered further depending on used tire compound. The softer the compound is the more braking force must be moved to the rear combined with a higher brake pressure to compensate for lower braking force on the front.

Tire Compound Brake Distribution Brake Pressure

Stock -1% +1%

Street -1% +1%

Sport -2% +2%

Race -3% +3%

Drag -4% +4%

Example: Same car as above as Full Grip build with Race Chassis and Race Compound and >= 400 hp

Brakes for Grip Tune:

Brake distribution: 45% -3% = 42%

Brake pressure: 111% - 20% + 3% = 94%

Full Speed Builds

When tuning for Full Speed builds brakes need to further be adjusted towards more braking force on the front and a generally higher brake pressure depending on the installed chassis reinforcement and used tire compound.

First brake pressure is increased depending on the installed chassis reinforcement. Race chassis requires higher brake pressure than Sport chassis. Street and Stock chassis don't require to alter brake pressure since the effects on brakes while braking are not as pronounced.

Chassis Reinforcement Brake Pressure Offset

Sport +10%

Race +20%

Then brakes are altered further depending on used tire compound. The softer the compound is the more braking force must be moved to the front combined with a lower brake pressure to compensate for higher braking force on the front.

Tire Compound Brake Distribution Brake Pressure

Stock +1% -1%

Street +1% -1%

Sport +2% -2%

Race +3% -3%

Drag +4% -4%

Example: Same car as above as Full Speed build with Race Chassis and Stock Compound and >= 400 hp

Brakes for Speed Tune:

Brake distribution: 51% + 1% = 52%

Brake pressure: 145% + 20% -1% = 164%

High Grip Builds

When tuning for High Grip builds brake pressure must be further reduced depending on the installed chassis reinforcement .

Chassis Reinforcement Brake Pressure Offset

Sport -10%

Race -20%

High Speed Builds

When tuning for High Speed builds brake pressure must be further increased to account for higher forces while braking depending on the installed chassis reinforcement .

Chassis Reinforcement Brake Pressure Offset

Sport +10%

Race +20%

Differential

Grip tunes require lower accel and higher decel as compared to general tunes for improved stability during cornering. Speed tunes require higher accel and lower decel for improved turn-in and turn-out performance.

Accel Decel

Grip -24% +40%

Medium Grip -12% +20%

Medium Speed +12% -20%

Speed +24% -40%

Example: RWD production car with general differential settings: 68% / 35%

Differential for Grip Tune:

Accel: 68% - 24% = 44%

Decel: 35% + 40% = 75%

Differential for Speed Tune:

Accel: 68% + 24% =92%

Decel: 0%

FWD cars

For FWD generally adjust only the front accel, keep front decel always at 0%.

AWD cars

For AWD generally adjust only the front accel, rear decel and distribution, keep front decel always at 0% and rear accel always at 100%.

Full Grip Builds

When tuning for Full Grip builds the differential need to further be adjusted towards more oversteer depending on the installed chassis reinforcement and used tire compound.

First accel is decreased and decel is increased depending on the installed chassis reinforcement. Race chassis requires lower accel / higher decel than Sport chassis. Street and Stock chassis don't require to alter differential settings since the effects on the chassis while cornering are not as pronounced.

Chassis Reinforcement Accel Decel

Sport -12% +20%

Race -24% +40%

Then differential is altered further depending on used tire compound. The softer the compound is the more oversteer must be dialed in.

Tire Compound Accel Decel

Stock +2% -1%

Street +2% -1%

Sport +4% -2%

Race +6% -3%

Drag +8% -4%

Example: Same car as above as Full Grip build with Race Compound

Accel: 44% -24% + 6% = 26%

Decel: 75% + 40% -4% = 111% --> 100% (max)

Full Speed Builds

When tuning for Full Speed builds the differential need to further be adjusted towards more understeer depending on the installed chassis reinforcement and used tire compound.

First accel is increased and decel is decreased depending on the installed chassis reinforcement. Race chassis requires higher accel / lower decel than Sport chassis. Street and Stock chassis don't require to alter differential settings since the effects on the chassis while cornering are not as pronounced.

Chassis Reinforcement Accel Decel

Sport +12% -20%

Race +24% -40%

Then differential is altered further depending on used tire compound. The softer the compound is the more oversteer must be dialed in.

Tire Compound Accel Decel

Stock -2% +1%

Street -2% +1%

Sport -4% +2%

Race -6% +3%

Drag -8% +4%

Example: Same car as above as Full Speed build with Stock Compound

Differential for Speed Tune:

Accel: 92% +24% + 1% = 117% --> 100% (max)

Decel: 0% - 40% + 1% = -39% --> 0% (min)

High Grip Builds

When tuning for High Grip builds the differential need to further be adjusted towards lower accel and higher decel to stabilize the car while cornering depending on the installed chassis reinforcement.

Chassis Reinforcement Accel Decel

Sport -12% +20%

Race -24% +40%

High Speed Builds

When tuning for High Speed builds the differential need to further be adjusted towards higher accel and lower decel for improved cornering depending on the installed chassis reinforcement.

Chassis Reinforcement Accel Decel

Sport +12% -20%

Race +24% -40%

Gearing

Grip tunes require shorter gearing as compared to general tunes for improved acceleration and better utilization of the engines powerband that allows to better attack and accelerate out of corners. Speed tunes require longer gearing for higher top speed on the straights.

For grip tunes simply increase the final drive by 0.5 as compared to general tunes. For speed tunes reduce the final drive by 0.5 as compared to general tunes

Final Drive

Grip +0.5

Medium Grip +0.25

Medium Speed -0.25

Speed -0.5

Example: Car with Standard Forza race gearbox, general gearing settings: final drive 4.38, stock gear ratios

Gearing for Grip Tune:

Final Drive: 4.38 + 0.5 = 4.88

Gear ratios: stock gear ratios

Gearing for Speed Tune:

Final Drive: 4.38 - 0.5 = 3.88

Gear ratios: stock gear ratios

Full Grip Builds

When tuning for Full Grip the final drive needs to further be adjusted towards more acceleration depending on the installed chassis reinforcement.

Chassis Reinforcement Final Drive

Race +0.5

Sport +0.25

Example: Same car as above as Full Grip Race build with Race compound and power >= 400hp

Final Drive: 4.88 + 0.5 = 5.38

Full Speed Builds

When tuning for Full Speed the final drive needs to further be adjusted towards more speed depending on the installed chassis reinforcement.

Chassis Reinforcement Final Drive

Race -0.5

Sport -0.25

Example: Same car as above as Full Speed Race build with Stock compound and power >= 400hp

Final Drive: 3.88 - 0.5 = 3.38

Aero

Grip tunes require maximum downforce for maximum grip while cornering and improved braking and acceleration. Speed tunes require minimum downforce for maximum top speed on the straights. In fact on most speed tracks you will want to run without aero anyway.

For grip tunes simply set front and rear downforce to maximum available values and for speed tunes set front and rear downforce to minimum values.

Don't forget to adjust springs and dampers afterwards to compensate for added or removed downforce as described in general tuning.

Front Downforce Rear Downforce

Grip Tune set to max set to max

Medium Grip set to max -15%

Medium Speed -15% -30%

Speed Tune set to min set to min

Example: RWD car with Standard Forza race aero kit, general aero settings 95/195

Downforce for Medium Grip Tune:

Front Downforce = 100

Rear Downforce = 195 - (195 * 0.15) = 165.75 --> 166

Downforce for Medium Speed Tune:

Front Downforce = 95 - (95 * 0.15) = 80.75 --> 81

Rear Downforce = 195 - (195 * 0.3) = 136.5 --> 137

High Power Cars

For cars with with 400 hp or more power Grip and Speed Tunes require maximum front and rear downforce except when tuning for pure Speed.

Front Downforce Rear Downforce

Grip Tune set to max set to max

Medium Grip set to max -12.50%

Medium Speed -12.% -22.50%

Speed Tune set to min set to min

Example: Same car as above with >= 400hp

Downforce for Medium Grip Tune:

Front Downforce = 100

Rear Downforce = 195 - (195 * 0.125) = 170.625 --> 171

Downforce for Medium Speed Tune:

Front Downforce = 95 - (95 * 0.125) = 83.125 --> 83

Rear Downforce = 195 - (195 * 0.225) = 151.125 --> 151

Full Grip Builds

When tuning for Full Grip downforce needs to further be adjusted towards more rear downforce depending on the installed chassis reinforcement.

Chassis Reinforcement Rear Downforce

Race +5%

Sport +2.5%

Example: Same car as above as Full Grip Race Build with >= 400hp

Downforce for Medium Grip Tune:

Front Downforce = 100

Rear Downforce = 195 - (195 * 0.125) = 170.625 * 1.05 = 179.156 --> 179

Full Speed Builds

When tuning for Full Grip downforce needs to further be adjusted towards lower rear downforce depending on the installed chassis reinforcement.

Chassis Reinforcement Rear Downforce

Race -5%

Sport -2.5%

Example: Same car as above as Full Speed Race Build with >= 400hp

Downforce for Medium Speed Tune:

Front Downforce = 95 - (95 * 0.125) = 83.125 --> 83

Rear Downforce = 195 - (195 * 0.225) = 151.125 * 0.95 = 143.569 --> 144