Forza 7 Tuning Guide

Part 4 - Track Specific Tuning

This part explains how to setup cars in a way that they will work best for specific tracks.

Understanding Track Characteristics

If you want to get absolute best performance out of a car for a specific track you need to to tune the car to the characteristics of the track. Which means you need to understand the characteristics of the track you are tuning for and how the track characteristics affect the different tuning areas.

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Keep in mind though that track specific tunes only work on tracks with similar track characteristics. If you try to use them on tracks with different characteristics they will actually perform worse than general tunes or speed and grip tunes as described in part 1 and part 2.

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The following criteria define the characteristics of a track you are tuning for: track type, track size, balance and the tracks differential, aero and gearing profile.

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Track Type

 

In Forza there are three type of tracks: race tracks, road tracks and test tracks. Tuning for race, road and test tracks differs in a number of areas mainly tire pressure, anti-roll bars and suspension. Reason for that is that race tracks provide a much more flat track surface with higher grip  intended for high-speed racing. Road tracks on the other hand are bumpier and have less grip because they are not intended for racing in the first place. Test tracks sit in between race and road tracks regarding available grip.

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Race tracks are all official race tracks (Bathurst, Brands Hatch, Catalunya, COTA, Daytona, Hockenheim, Homestead, Indianapolis, Le Mans, Lime Rock, Long Beach, Laguna Seca, Monza, Mugello, Nurgburgring, Road America, Road Atlanta, Sebring, Silverstone, Sonoma, Spa, Suzuka, VIR).

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Road tracks are all tracks that are not official race tracks but where you are racing on legal streets or on closed test tracks. This includes all fantasy tracks in Forza (Bernese Alps, Dubai, Maple Valley, Prague, Rio).

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Test tracks are the two test tracks Airfield and Top Gear.

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Generally race tracks require lower camber, higher caster and higher tire and brake pressures than road tracks because forces on chassis and tires are more pronounced than on road or test tracks.

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Track Size

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Another relevant aspect of tracks is the size or length of a track. In Forza there are full size, medium size and and short size tracks. Track size affects alignment, tire pressure, anti-roll bars, suspension and brake pressure because forces on chassis and tire wear differs between shorter and longer tracks.

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It is important to understand that track size is not an absolute category across all tracks but a relative classification of track variants within a location. For many locations that offer three track variants the general logic is here that one track variant is full size, one is medium and one is short size regardless of their absolute length. For example Silverstone Full is full size, Silverstone International is medium size and Silverstone National is short. There are exceptions though like Indianapolis where all track variants are considered full size or Lime Rock where all track variants are either full or short size.

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Scenario

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Some tracks offer night and rain scenarios in addition to the standard day scenario. Especially night and rain conditions have a great impact on tuning as they generally require a softer more understeer setup to compensate for lower grip in night and rain conditions as compared to day and dry conditions.

 

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Temperature

 

Track temperature conditions are another important aspect when it comes to track specific tuning. Temperature affects tire pressure, anti-roll bars, suspension and gearing because track grip levels greatly differ between warm and cold conditions.

 

Generally cooler temperature conditions require lower tire pressures to heaten the tires more up and a softer suspension setup to compensate for lower grip. Warmer temperature conditions require higher tire pressures to bring tire temperature down and allow for stiffer suspension setups for improved control. 

 

Forza distinguishes between four different temperature conditions:

  • High: for very hot regions like Dubai or Yas Marina

  • Medium High: for warmer regions like Suzuka or Long Beach

  • Medium Low: for cooler regions like Nurburgring or Spa

  • Low: for cold regions like Bernese Alps

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High and Low serve as antipodes regarding tune settings (think of Summer and Winter), while Medium High and Medium Low are a mixture of High and Low tune settings (think of Spring and Autumn). 

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Balance

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The balance describes the overall car balance that the tracks requires to work best. Generally speed oriented tracks require an understeer setup while grip oriented tracks require an oversteer setup.

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As with track size the track balance is not an absolute category across all tracks but relative to the track variants of a location. When a location offers three track variants often the full size variant is the neutral variant complemented by a shorter more speed oriented variant that requires understeer balance and a shorter more grip oriented track variant that requires oversteer balance.

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Differential Profile

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The differential profile of a track denotes if the track requires a high, medium or low differential setup. Generally speaking speed oriented tracks require a high differential setup for better turn-in and turn-out performance while grip oriented tracks require a low differential setup that helps stabilizing the car on corner entry and exit.

  • High: mostly straights

  • Medium High: more straights then corners

  • Medium Low: more corners than straights

  • Low: mostly corners

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Aero Profile

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When it comes to aero tuning knowing the aero profile of a track is essential. The aero profile is a classification of the tracks with regard to the aero and speed requirements a track has.

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The aero profile is relatively complex to allow a more diverse aero tuning for the different characteristics of all Forza tracks.

  • High Speed: mostly full throttle

  • Medium High Speed: mostly full throttle with some slow corners 

  • Medium Speed: mostly straights and fast corners

  • Speed: more straights than corners

  • Grip: more corners than straights

  • High Grip (Standard): mostly corners

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Gearing Profile

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Similar to aero tuning the tuning of the gearbox for a specific track requires an understanding of the gearing profile of the track. The gearing profile is a classification of tracks with regard to the speed and acceleration requirements of a track. Generally speed oriented tracks require a speed oriented gearbox tuning while grip oriented tracks require a more acceleration oriented gearing.

 

The gearing profile is also relatively complex to allow a more diverse gearing tuning for the different characteristics of all Forza tracks.

  • High Speed: mostly full throttle

  • Medium Speed: mostly full throttle with some slow corners

  • Speed: more straights than corners

  • Accel: more corners than straights

  • Medium Accel: mostly corners

  • High Accel: mostly corners with some slow corners

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For a complete list of tracks with track type, track size, balance and profiles please refer to Appendix B - Track List.

Understanding How Track Characteristics Affects Tuning

The following table depicts which tuning area is affected by track type, track size and track profile. Please refer to the related section in the tuning guide for detailed explanations.

|                             Tires          Gearing         Alignment         ARBs            Springs           Dampers          Brakes          Aero           Diff

                                                                                           

Track Type                ✓                                           ✓                        ✓                     ✓                       ✓                      ✓                    

Track Size                 ✓                                                                      ✓                     ✓                       ✓                      ✓            

Scenario                   ✓                   ✓                     ✓                        ✓                     ✓                       ✓                      ✓                                      ✓

Temperature           ✓                   ✓                                                ✓                     ✓                       ✓

Balance                    ✓                                           ✓                        ✓                     ✓                       ✓                      ✓                                      ✓

Braking Profile                                                                                                                                                            ✓

Diff Profile                                     ✓1                    ✓1                      ✓1                   ✓1                      ✓1                    ✓1                                    ✓

Gearing Profile                             ✓                                                                                                      

Aero Profile                                                                                                                                                                                       ✓

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1 only for cars with >= 400hp power, see below

Tires

Setting up tire pressures to specific tracks is a two step process. First tire pressure base levels are set according to track type, track size and temperature. Then front and rear tire pressures are altered depending on track balance.

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First alter the tire pressure as determined in general tuning depending on track type and track size. Full race tracks require highest tire pressures while full road tracks require lowest tire pressures. Tire pressures for shorter track variants sit in-between.

Track Type & Size        Front Tire Pressure     Rear Tire Pressure 

Full Race Track                         +1.0                                 +1.0

Medium Race Track                +0.5                                  +0.5

Short Race Track                     +0.5                                  +0.5

----------------------------------------------------------------------------------------------

Full Test Track                          +0.5                                  +0.5

Medium Test Track                  -0.5                                   -0.5

Short Test Track                       -0.5                                   -0.5

----------------------------------------------------------------------------------------------

Short Road Track                     -0.5                                   -0.5

Medium Road Track                -0.5                                   -0.5

Full Road Track                        -1.0                                   -1.0

Then tire pressure are adjusted to the tracks temperature conditions. High temperature conditions require higher tire pressures and low temperature conditions require lower tire pressures. 

Temperature                Front Tire Pressure     Rear Tire Pressure 

High                                          +0.5                                  +0.5

Medium High                           -0.5                                   -0.5

Medium Low                            +0.5                                  +0.5

Low                                            -0.5                                    -0.5

Finally depending on the tracks balance tire pressures are altered to achieve more understeer or more oversteer.

Balance                       Front Tire Pressure      Rear Tire Pressure 

Oversteer                                 +0.5                                  -0.5

Understeer                               -0.5                                  +0.5

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

 

Tire pressures for Indianapolis GP Classic (Full Race Track, High Temperature, Understeer Balance):

Front Tire Pressure: 28.5 + 1.0 + 0.5 - 0.5 = 29.5

Rear Tire Pressure: 28.5 + 1.0 + 0.5 + 0.5 = 30.5

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Tire pressures for Bernese Alps Club (Short Road Track, Low Temperature, Oversteer Balance):

Front Tire Pressure: 28.5 - 0.5 - 0.5 + 0.5 = 28.0

Rear Tire Pressure: 28.5 - 0.5 - 0.5 - 0.5 = 27.0

When tuning for a specific scenario tire pressures are further required to be altered to work best in the selected scenario. Night and rain scenarios require lower tire pressures and a more understeer setup to compensate for lower grip levels while the day scenario requires higher tire pressures due to more available grip.  

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For night and rain scenarios first tire pressures are lowered, then tire pressures are adjusted for more understeer, i.e. front tire pressure is decreased and rear tire pressure is increased. For day scenarios front and rear tire pressures are simply increased.

Scenario                      Front Tire Pressure     Rear Tire Pressure 

Day                                            +0.5                                  +0.5

Night                                      -0.5-0.5                             -0.5+0.5

Rain                                        -1.0-1.0                             -1.0+1.0

Full Grip and Full Speed Builds

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Full Grip and Full Speed Builds require additional adjustments to tire pressures for best performance. Please refer to the Tires section in Part 3 - Speed and Grip Tuning for more details.

Alignment

Adjusting alignment for specific tracks is dependent on track type and track size and the tracks balance and differential profile.

First the camber and caster are altered according to track type and track size. Race tracks require lower camber (less negative camber) and higher caster than road tracks.

Track Type & Size             Camber              Caster

Full Race Track                      +1.5                    +1.5

Medium Race Track             +1.0                     +1.0

Short Test Track                    -0.5                      -0.5

-----------------------------------------------------------------------

Full Test Track                       +1.0                     +1.0

Medium Test Track              +0.5                     +0.5

Short Test Track                    -0.5                      -0.5

-----------------------------------------------------------------------

Short Road Track                  -0.5                      -0.5

Medium Road Track             -1.0                      -1.0

Full Road Track                      -1.5                      -1.5

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

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Alignment for Indianapolis GP Classic (Understeer Balance):

Front Camber: -2.0 + 1.5 = -0.5

Rear Camber: -1.5 + 1.5 = 0.0

Front Toe = 0.0 

Rear Toe = 0.0

Caster = 5.0 + 1.5 = 6.5

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Alignment for Bernese Alps Club (Oversteer Balance):

Front Camber: -2.0 - 0.5 = -2.5

Rear Camber: -1.5 - 0.5 = -2.0

Front Toe = 0.0

Rear Toe = 0.0 

Caster = 5.0 - 0.5 = 4.5

Then the alignment is altered according to the tracks balance. Speed oriented tracks require an understeer setup while grip oriented tracks require an oversteer setup.

Balance               Camber       Front Toe         Rear Toe         Caster

Oversteer                 -0.1                +0.1                  -0.1                 -0.1

Understeer              +0.1                -0.1                  +0.1                +0.1

Example: Same car as above

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Alignment for Indianapolis GP Classic (Understeer Balance):

Front Camber: -0.5 + 0.1 = -0.4

Rear Camber: 0.0 + 0.1 = 0.0 (camber must never be positive!)

Front Toe = 0.0 - 0.1 = -0.1

Rear Toe = 0.0 + 0.1 = 0.1

Caster = 6.5 + 0.1 = 6.6

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Alignment for Bernese Alps Club (Oversteer Balance):

Front Camber: -2.5 - 0.1 = -2.6

Rear Camber: -2.0 - 0.1 = -2.1

Front Toe = 0.0 + 0.1 = 0.1

Rear Toe = 0.0 - 0.1 = -0.1

Caster = 4.5 - 0.1 = 4.4

For cars with 400hp or more power alignment needs further to be adjusted towards more speed if the track requires high differential settings or towards more grip if the track requires low differential settings. Adjusting alignment towards speed means increasing camber to increase cornering speed while at the same time increasing caster to stabilize the while cornering.

 

Lower powered cars don't require adjustments  as the effects on the chassis when turning are simply not big enough.

Differential1        Camber       Front Toe         Rear Toe         Caster

High                           -1.0                0.0                        0.0                +1.0

Medium High           -0.5                0.0                        0.0                +0.5

Medium Low           +0.5                0.0                        0.0                -0.5

Low                           +1.0                0.0                        0.0                -1.0

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1 only if power >= 400hp

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

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Alignment for Indianapolis GP Classic (High Differential, Understeer Balance):

Front Camber: -0.5 -1.0 + 0.1 = -1.4

Rear Camber: 0.0 -1.0 + 0.1 = -0.9

Front Toe = 0.0 - 0.1 = -0.1

Rear Toe = 0.0 + 0.1 = 0.1

Caster = 6.5 +1.0 + 0.1 = 7.0 (max)

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Alignment for Bernese Alps Club (Low Differential, Oversteer Balance):

Front Camber: -2.5 +1.0 - 0.1 = -1.6

Rear Camber: -2.0 + 1.0 - 0.1 = -1.1

Front Toe = 0.0 + 0.1 = 0.1

Rear Toe = 0.0 - 0.1 = -0.1

Caster = 4.5 - 1.0 - 0.1 = 3.4

When tuning for a night or rain scenario alignment needs further adjustment towards understeer to work best in these conditions. 

 

To achieve more understeer negative camber and caster are increased while front toe is decreased towards toe-in and rear toe is increased towards toe-out.

Scenario              Camber       Front Toe         Rear Toe         Caster

Night                        +0.1                -0.1                  +0.1                 +0.1

Rain                          +0.2                -0.2                  +0.2                 +0.2

Full Grip and Full Speed Builds

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Full Grip and Full Speed Builds require additional alignment adjustments for best performance. Please refer to the Alignment section in Part 3 - Speed and Grip Tuning for more details.

Anti-roll Bars

Setting up ARBs to specific tracks is a two step process. First ARB base levels are set according to track type, size and temperature. Then front and rear ARBs are altered depending on track balance.

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First alter ARBs as determined in general tuning depending on track type and track size. Full race tracks require softest ARBs while full road tracks require stiffest ARBS. ARBs for shorter track variants sit in-between.

Track Type & Size          Front ARB           Rear ARB 

Full Race Track                     -0.2                       -0.2

Medium Race Track             -0.1                       -0.1

Short Race Track                  -0.1                       -0.1

-------------------------------------------------------------------------

Full Test Track                       -0.1                       -0.1

Medium Test Track              +0.1                      +0.1

Short Test Track                   +0.1                      +0.1

-------------------------------------------------------------------------

Short Road Track                 +0.1                      +0.1

Medium Road Track            +0.1                      +0.1

Full Road Track                    +0.2                       +0.2

Then anti-roll bars are adjusted to the tracks temperature conditions. High temperature conditions require softer anti-roll bars and low temperature conditions require stiffer anti-roll bars.

Temperature                  Front ARB           Rear ARB

High                                          -0.1                     -0.1

Medium High                          -0.1                     -0.1

Medium Low                           +0.1                    +0.1

Low                                           +0.1                    +0.1

Finally depending on tracks balance ARBs are altered to achieve more understeer or more oversteer.

Balance                         Front ARB             Rear ARB

Oversteer                             -0.1                        +0.1

Understeer                          +0.1                        -0.1

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

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ARBs for Indianapolis GP Classic (Full Race Track, High Temperature, Understeer Balance):

Front ARB: 20.5 - 0.2 - 0.1 + 0.1 = 20.3

Rear ARB: 19.5 - 0.2 - 0.1 - 0.1 = 19.1

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ARBs for Bernese Alps Club (Short Road Track, Low Temperature, Oversteer Balance):

Front ARB: 20.5 + 0.1 + 0.1 - 0.1 = 20.6

Rear ARB: 19.5 + 0.1 + 0.1 + 0.1 = 19.8

For cars with 400hp or more power ARBs needs further to be adjusted towards more speed if the track requires high differential settings or towards more grip if the track requires low differential settings. Adjusting ARBs towards more speed requires to stiffen the ARBs to stabilize the car during cornering. Adjusting ARBs towards more grip requires to soften the ARBs for improved grip during cornering.

 

Lower powered cars don't require adjustments as the effects on the chassis when turning are simply not big enough.

Differential1                    ARB Stiffness

High                                          +24%                        

Medium High                          +12%                        

Medium Low                            -12%                        

Low                                            -24%

                        

1 only if power >= 400hp

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

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ARBs for Indianapolis GP Classic (High Differential):

Front ARB: 20.3 + 24% ARB stiffness = 58.1 --> 40 (max ARB)

Rear ARB: 19.1 + 24% ARB stiffness = 57.1 --> 40 (max ARB)

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ARBs for Bernese Alps Club (Low Differential):

Front ARB: 20.6 -24% ARB stiffness =  12.6

Rear ARB: 19.8 - 24% ARB stiffness = 11.6

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

When tuning for a specific scenario ARBs needs further adjustment to work best in the selected scenario. Night and rain scenarios require a softer, more understeer setup to compensate for lower grip levels while the day scenario requires softer ARBs due to more available grip.

 

For night and rain scenarios first ARBs are stiffened, then ARBs are adjusted for more understeer, i.e. front ARB is increased and rear ARB is decreased. For day scenario front and rears ARBs are simply decreased.

Scenario                        Front ARB             Rear ARB

Day                                         -0.1                         -0.1

Night                                  +0.1+0.1                +0.1-0.1

Rain                                    +0.2+0.2                +0.2-0.2

Full Grip and Full Speed Builds

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Full Grip and Full Speed Builds require additional ARB adjustments for best performance. Please refer to the Anti-roll Bars section in Part 3 - Speed and Grip Tuning for more details.

Springs

As with ARBs setting up springs to specific tracks is a two step process. First spring base levels are set according to track type, size and temperature. Then front and rear springs are altered depending on track balance.

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First alter springs as determined in general tuning depending on track type and track size. Full race tracks require stiffer springs while full road tracks softest springs. Springs for shorter track variants sit in-between.

Track Type & Size          Front Springs        Rear Springs 

Full Race Track                     +1.0                          +1.0

Medium Race Track            +0.5                          +0.5

Short Race Track                 +0.5                          +0.5

---------------------------------------------------------------------------------

Full Test Track                      +0.5                         +0.5

Medium Test Track              -0.5                          -0.5

Short Test Track                   -0.5                          -0.5

---------------------------------------------------------------------------------

Short Road Track                 -0.5                          -0.5

Medium Road Track            -0.5                          -0.5

Full Road Track                    -1.0                           -1.0

Then springs are adjusted to the tracks temperature conditions. High temperature conditions require stiffer springs and low temperature conditions require softer springs.

Temperature                  Front Springs        Rear Springs

High                                         +0.5                        +0.5

Medium High                          -0.5                         -0.5

Medium Low                          +0.5                         +0.5

Low                                           -0.5                          -0.5

Finally depending on tracks balance springs are altered to achieve more understeer or more oversteer.

Balance                         Front Springs         Rear Springs

Oversteer                                -0.5                           +0.5

Understeer                             +0.5                           -0.5

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

​

Springs for Indianapolis GP Classic (Full Race Track, High Temperature, Understeer Balance):

Front springs: 567.15 + 1.0 + 0.5 + 0.5 = 569.15

Rear springs: 365.14 + 1.0 + 0.5 - 0.5 = 366.14

​

Springs for Bernese Alps Club (Short Road Track, Low Temperature, Oversteer Balance):

Front springs: 567.15 - 0.5 - 0.5 - 0.5 = 566.65

Rear springs: 365.14 - 0.5 - 0.5 + 0.5 = 364.64

For cars with 400hp or more power springs needs further to be adjusted towards more speed if the track requires high differential settings or towards more grip if the track requires low differential settings. Adjusting springs towards more speed requires to stiffen the springs for improved control during cornering. Adjusting springs towards more grip requires to soften the springs for improved grip during cornering.

 

Lower powered cars don't require adjustments  as the effects on the chassis when turning are simply not big enough.

Differential1                    Spring Stiffness

High                                          +24%                        

Medium High                          +12%                        

Medium Low                            -12%                        

Low                                            -24%

                        

1 only if power >= 400hp

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

​

Springs for Indianapolis GP Classic (High Differential):

Front Springs: 569.15 + 24% spring stiffness = 740.3

Rear Springs: 366.14 + 24% spring stiffness = 459.6

​

Springs for Bernese Alps Club (Low Differential):

Front Springs: 565.65 -24% spring stiffness = 402.0

Rear Springs: 364.64 - 24% spring stiffness = 269.4

​

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

When tuning for a specific scenario springs needs further adjustment to work best in the selected scenario. Night and rain scenarios require a softer, more understeer setup to compensate for lower grip levels while day scenario requires stiffer springs due to more available grip.

 

For night and rain scenarios first springs are softened then springs are adjusted for more understeer, i.e. front springs are increased and rear springs are decreased. For day scenario front and rear springs are simply increased.

Scenario                         Front Springs         Rear Springs

Day                                            +0.5                         +0.5

Night                                     -0.5+0.5                    -0.5-0.5

Rain                                       -1.0+1.0                    -1.0-1.0

Full Grip and Full Speed Builds

​

Full Grip and Full Speed Builds require additional spring adjustments for best performance. Please refer to the Springs section in Part 3 - Speed and Grip Tuning for more details.

Ride Height

Corresponding to springs setting up ride height to specific tracks is a two step process. First ride height base levels are set according to track size and temperature. Then front and rear ride height are altered depending on track balance.

​

The general pattern here is that full tracks require lower ride height while  short tracks require a higher ride height. This is due to longer tracks usually have a lower amount of turns compared to straights and shorter tracks have a higher amount of turns. Higher ride height improves stabilization while turning and braking and acceleration out of turns.

​

First alter ride height as determined in general tuning depending on track size. Full tracks require lower ride height while shorter tracks require higher ride height.

Track Size             Front Ride Height        Rear Ride Height 

Full Track                            -0.1                                 -0.1

Medium Track                   +/-0                                 +/-0

Short Track                        +0.1                                +0.1

Then ride height is adjusted to the tracks temperature conditions. High temperature conditions require lower ride height while low temperature conditions require higher ride height.

Temperature                  Front ARB           Rear ARB

High                                          -0.1                     -0.1

Medium High                          -0.1                     -0.1

Medium Low                           +0.1                    +0.1

Low                                           +0.1                    +0.1

Finally depending on tracks balance ride height is altered to achieve more understeer or more oversteer.

Balance            Front Ride Height         Rear Ride Height 

Oversteer                          -0.1                               +0.1

Understeer                       +0.1                               -0.1

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

​

Ride height for Indianapolis GP Classic (Full Race Track, High Temperature, Understeer Balance):

Front ride height: 4.0 - 0.1 - 0.1 + 0.1 = 3.9

Rear ride height: 5.0 - 0.1 - 0.1 - 0.1 = 4.7

​

Springs for Bernese Alps Club (Short Road Track, Low Temperature, Oversteer Balance):

Front ride height: 4.0 + 0.1 + 0.1 - 0.1 = 4.1

Rear ride height: 5.0 + 0.1 + 0.1 + 0.1 = 5.3

For cars with 400hp or more power ride height needs further to be adjusted towards more speed if the track requires high differential settings or towards more grip if the track requires low differential settings. Adjusting ride height towards more speed requires to lower the ride height  for improved control during cornering. Adjusting ride height towards more grip requires to increase the ride height for improved grip during cornering.

 

Lower powered cars don't require adjustments  as the effects on the chassis when turning are simply not big enough.

Differential1        Front Ride Height         Rear Ride Height 

High                                     -1.0                                -1.0

Medium High                     -0.5                                -0.5    

Medium Low                     +0.5                                +0.5                       

Low                                     +1.0                                +1.0

                        

1 only if power >= 400hp

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

​

Ride height for Indianapolis GP Classic (High Differential):

Front ride height: 3.9 - 1.0 = 2.9

Rear ride height: 4.7 - 1.0 = 3.7

​

Springs for Bernese Alps Club (Low Differential):

Front ride height: 4.1 + 1.0  = 5.1

Rear ride height: 5.3 + 1.0 = 6.3

When tuning for a specific scenario ride height needs further adjustment to work best in the selected scenario. Night and rain scenarios require a higher, more understeer setup to compensate for lower grip levels while the day scenario requires lower ride height due to more available grip. 

 

For night and rain scenarios first ride height is increased then ride height is adjusted for more understeer, i.e. front ride height is increased and and rear ride height is decreased. For day scenario front and rear ride height is simply decreased.

Scenario               Front Ride Height         Rear Ride Height 

Day                                     -0.1                                   -0.1

Night                             +0.1+0.1                           +0.1-0.1

Rain                               +0.2+0.2                           +0.2-0.2

Full Grip and Full Speed Builds

​

Full Grip and Full Speed Builds require additional ride height adjustments for best performance. Please refer to the Ride Height section in Part 3 - Speed and Grip Tuning for more details.

Dampers

Springs and dampers should always be changed in sync when tuning suspension for specific tracks. So corresponding to springs setting up dampers to specific tracks is a two step process. First damper base levels are set according to track type, size and temperature. Then front and rear dampers are altered depending on track balance.

​

First alter dampers as determined in general tuning depending on track type and track size. Full race tracks require stiffest dampers while full road tracks softest dampers. Springs for shorter and medium track variants sit in-between.

Track Type & Size              Rebound          Bump

Full Race Track                         +0.2                 +0.2

Medium Race Track                +0.1                  +0.1

Short Race Track                     +0.1                  +0.1

----------------------------------------------------------------------

Full Test Track                          +0.1                  +0.1

Medium Test Track                  -0.1                   -0.1

Short Test Track                       -0.1                   -0.1

----------------------------------------------------------------------

Short Road Track                     -0.1                   -0.1

Medium Road Track                -0.1                   -0.1

Full Road Track                        -0.2                   -0.2

Then dampers are adjusted to the tracks temperature conditions. High temperature conditions require stiffer dampers while low temperature conditions require a softer damper setup.

Temperature                      Rebound           Bump

High                                          +0.1                  +0.1

Medium High                           -0.1                   -0.1

Medium Low                           +0.1                  +0.1

Low                                           -0.1                   -0.1

Finally depending on tracks balance dampers are altered to achieve more understeer or more oversteer.

Balance                Front Rebound         Rear Rebound         Front Bump         Rear Bump

Oversteer                        -0.1                           +0.1                               -0.1                      +0.1

Understeer                     +0.1                           -0.1                               +0.1                      -0.1

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

​

Dampers for Indianapolis GP Classic (Full Race Track, High Temperature, Understeer Balance):

Front rebound: 7.5 + 0.2 + 0.1 + 0.1 = 7.9

Rear rebound: 7.2 + 0.2 + 0.1 - 0.1 = 7.4

Front bump: 4.5 + 0.2 + 0.1 + 0.1 = 4.9

Rear bump: 4.3 + 0.2 + 0.1 - 0.1 = 4.5

​

Dampers for Bernese Alps Club (Short Road Track, Low Temperature, Oversteer Balance):

Front rebound: 7.5 - 0.1 - 0.1 - 0.1 = 7.2

Rear rebound: 7.2 - 0.1 - 0.1 + 0.1 = 7.1

Front bump: 4.5 - 0.1 - 0.1 - 0.1 = 4.2

Rear bump: 4.3 - 0.1 - 0.1 + 0.1 = 4.2

For cars with 400hp or more power dampers need further to be adjusted towards more speed if the track requires high differential settings or towards more grip if the track requires low differential settings. Adjusting dampers towards more speed requires to increase rear dampers to stabilize the car during cornering. Adjusting springs towards more grip requires to increase front dampers to stabilize the car on corner entry.

 

Lower powered cars don't require adjustments  as the effects on the chassis when turning are simply not big enough.

DIfferential1         Front Rebound         Rear Rebound         Front Bump         Rear Bump

High                                  0.0                              +2.5                              0.0                         +2.5

Medium High                  0.0                              +1.5                              0.0                         +1.5 

Medium Low                 +1.5                                0.0                             +1.5                          0.0

Low                                 +2.5                                0.0                             +2.5                          0.0

​

1 only if power >= 400hp

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

​

Dampers for Indianapolis GP Classic (High Differential):

Front rebound: 7.9 + 0.0 = 7.9

Rear rebound: 7.4 + 2.5 = 9.9

Front bump: 4.9 + 0.0 = 4.9

Rear bump: 4.5 + 2.5 = 7.0

​

Dampers for Bernese Alps Club (Low Differential):

Front rebound: 7.5 +2.5 = 10.0

Rear rebound: 7.2 + 0.0 = 7.2

Front bump: 4.5 + 2.5 = 7.0

Rear bump: 4.3 + 0.0 = 4.3

When tuning for a specific scenario dampers need further adjustment to work best in the selected scenario. Night and rain scenarios require a softer, more understeer setup to compensate for lower grip levels while day scenario requires stiffer damping due to more available grip. 

 

For night and rain scenarios first dampers are softened, then dampers are adjusted for more understeer, i.e. front dampers are  increased and rear dampers are decreased. For day scenario front and rear dampers are simply increased.

Scenario                Front Rebound         Rear Rebound         Front Bump         Rear Bump

Day                                   +0.1                            +0.1                           +0.1                       +0.1   

Night                            -0.1+0.1                      -0.1-0.1                     -0.1+0.1                 -0.1-0.1

Rain                              -0.2+0.2                      -0.2-0.2                     -0.2+0.2                 -0.2-0.2

Full Grip and Full Speed Builds

​

Full Grip and Full Speed Builds require additional damper adjustments for best performance. Please refer to the Dampers section in Part 3 - Speed and Grip Tuning for more details.

Brakes

Setting up brakes to specific tracks is a three step process. First brake pressure is adjusted according to track type and size. Generally race tracks require higher brake pressure than road tracks and full size tracks require higher brake pressure than shorter tracks.

Track Type & Size             Brake Pressure

Full Race Track                          +30%          

Medium Race Track                 +20%

Short Race Track                      +10%

------------------------------------------------------------

Full Test Track                            +20%

Medium Test Track                   +10%

Short Test Track                         -10%

------------------------------------------------------------        

Full Road Track                          -10%                       

Medium Road Track                  -20%

Short Road Track                       -30%       

Then brake distribution is moved to front or back depending on track size. Full race tracks require more braking force on the front while short tracks require more braking force on the rear. 

​

When moving braking force to front or rear brake pressure needs to be adjusted as well too to compensate for changed amount of front braking force.

Track Size                Brake Distribution       Brake Pressure

Full Track.                               +2%                               -5%

Medium Track                       +/-0                               +/-0

Short Track.                            -2%                               +5%

Now depending on tracks balance brakes are altered to achieve more understeer or more oversteer.

Balance                  Brake Distribution        Brake Pressure

Oversteer                             -1%                               +1%

Understeer                         +1%                                -1%

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

​

Brakes for Indianapolis GP Classic (Full Race Track, Understeer Balance):

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

Brake pressure: 125% + 30% - 5% - 1% = 149%

​

Brakes for Bernese Alps Club (Short Road Track, Oversteer Balance):

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

Brake pressure: 125% - 30% + 5% + 1% = 101%

For cars with 400hp or more power brakes needs further to be adjusted towards more speed if the track requires high differential settings or towards more grip if the track requires low differential settings. Adjusting brakes  towards more speed requires to increase brake pressure to compensate for generally higher speed. Adjusting brakes towards more grip requires to reduce brake pressure to compensate for a generally lower speed.

 

Lower powered cars don't require adjustments  as the effects on the chassis when turning are simply not big enough.

Balance1                        Brake Pressure

High                                         +20%                             

Medium High                         +10%       

Medium Low                           -10%

Low                                           -20%

​

1 only if power >= 400hp

Example: Same car above with >= 400hp power

​

Brakes for Indianapolis GP Classic (High Differential):

Brake distribution: 51%

Brake pressure: 119% + 20% = 139%

​

Brakes for Bernese Alps Club (Low Differential):

Brake distribution: 45%

Brake pressure: 131% - 20% = 111%

When tuning for a night or rain scenario brakes need further adjustment towards a more understeer setup to work best in these conditions. 

 

To achieve a more understeer setup brake distribution is moved to more braking force on the front while at the same time decreasing brake pressure to compensate for increased braking force on the front.

Scenario                  Brake Distribution        Brake Pressure

Night                                   +1%                                    -1%

Rain                                     +2%                                    -2%

Full Grip and Full Speed Builds

​

Full Grip and Full Speed Builds require additional brake adjustments for best performance. Please refer to the Brakes section in Part 3 - Speed and Grip Tuning for more details.

Differential

Differential tuning for specific tracks depends on the tracks differential profile and balance and is a two step process.

 

The general pattern is here that speed tracks require high accel and low decel for maximum turn-in and turn-out performance while grip tracks require low accel and high decel that helps stabilizing the car during turn-in and turn-out. 

​

First alter accel and decel as determined in general tuning depending on the tracks differential profile. For high and medium high differential tracks increase accel and decrease decel. For low and medium low differential tracks decrease accel and increase decel.

​

For AWD cars only alter Front Accel, Rear Decel and Diff Distribution according to the pattern as described in Part 2 General Tuning.

​

Note: Prototype race cars and open wheel cars generally don't support track specific differential tuning. For these cars simply use general differential settings as described in Part 2 General Tuning.

Differential                             Accel                  Decel

High                                           +24%                 set to 0%

Medium High                           +12%                   -20%

Medium Low                             -12%                   +20%  

Low                                              -24%                  +40%

Now depending on tracks balance differential settings are altered to achieve more understeer or more oversteer.

Balance                                    Accel                  Decel

Oversteer                                  +2%                     -1%

Understeer                                -2%                     +1%

Example: RWD production car, general diff settings: 68% / 35%

 

Differential tuning for Indianapolis GP Classic (Differential Profile: High, Track Profile: Speed):

Accel: 68% + 24% -2% = 90%

Decel: 35% - 20% + 1% = 16%

​

Gearing tuning for Catalunya School  (Differential Profile: Low, Track Profile: Grip):

Accel: 68% + 2% = 70%

Decel: 35% - 1% = 34%

When tuning for a night or rain scenario the differential needs further adjustment towards a more understeer setup to work best in these conditions. 

 

To achieve a more understeer setup decrease accel and increase decel according to the scenario. 

Scenario                                   Accel                  Decel

Night                                           -2%                     +1%

Rain                                             -4%                     +2%

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 and Full Speed Builds

​

Full Grip and Full Speed Builds require additional differential adjustments for best performance. Please refer to the Differential section in Part 3 - Speed and Grip Tuning for more details.

Gearing

Setting up gearing specific to a track is essential for optimal usage of the cars available powerband.  Generally speed tracks require longer gearing and grip tracks require shorter gearing. 

​

Adjusting gearing to track characteristics is either done by adjusting single gear ratios or final drive depending on the installed race gearbox.

 

For cars with a Standard Forza race gearbox adjusting gearing to tracks characteristics is usually done by adjusting single gear ratios only. Medium speed and medium accel tracks like Monza or Maple Valley however require to adjust the final drive as well. When adjusting gear ratios you will always want to increase and decrease all of them by the same amount as the stock spacing of gear ratios is already optimal. When you use a sport gearbox where only final drive is adjustable adjust final drive instead of gear ratios by the same amount.

 

Tuning gearing for a specific track not only depends on the tracks gearing profile but also on the tracks temperature conditions. Generally warmer tracks require higher gear ratios while colder tracks require lower gear ratios. If the car only has a sport gearbox the final drive is affected similar as the gear ratios, i.e. higher temperatures require higher final drive and lower temperature require a lower final drive.

​

For cars with Standard Forza race gearbox use the gearing setting as described general tuning and decrease gear ratios by 0.1 or 0.2 for speed tracks and increase gear ratios by 0.1 or 0.2 for accel tracks. For medium speed tracks or medium accel tracks additionally increase or decrease final drive by 1.0.

Gearing Profile                      Final Drive               Gear Ratios                 

High Speed                                                                         -0.2

Medium Speed                                                                   -0.1

Speed                                             -1.0                              +0.2

Accel                                              +1.0                               -0.2

Medium Accel                                                                    +0.1

High Accel                                                                           +0.2

For cars with a custom race gearbox or a sport gearbox use the gearing setting as described general tuning and decrease final drive by 0.1 or 0.2 for speed tracks and increase final drive by 0.1 or 0.2 for accel tracks. For high medium tracks or medium accel tracks additionally increase or decrease final drive by 1.0.

Gearing Profile                     Final Drive  

High Speed                                         -0.2

Medium Speed                                   -0.1

Speed                                         -1.0 + 0.2

Accel                                           +1.0 - 0.2

Medium Accel                                    +0.1

High Accel                                          +0.2

After general adjustment of the gearbox adjust gear ratios (or final drive in case of sport gearbox) to the tracks temperature conditions. High temperature conditions require higher gear ratios while low temperature conditions require lower gear ratios.

Temperature                        Gear Ratios

                                 (Final Drive for Sport Gearbox)

High                                                 +0.1                  

Medium High                                  -0.1                  

Medium Low                                  +0.1                  

Low                                                   -0.1                   

Example: Car with Standard Forza race gearbox, general gearing settings: final drive 4.38, gear ratios: 2.89/1.99/1.49/1.16/0.94/0.78

 

Gearing tuning for Indianapolis Speedway (High Speed, High Temperature):

Final Drive: 4.38 + 1.0 = 5.38

Gear ratios:  2.89-0.2+0.1/1.99-0.2+0.1/1.49-0.2+0.1/1.16-0.2+0.1/0.94-0.2+0.1/0.78-0.2+0.1 = 2.79/1.89/1.39/1.06/0.68

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Gearing tuning for Suzuka (High Accel, Medium High Temperature):

Final Drive: 4.38 +- 0 = 4.38

Gear ratios:  2.89+0.2-0.1/1.99+0.2-0.1/1.49+0.2-0.1/1.16+0.2-0.1/0.94+0.2-0.1/0.78+0.2-0.1 = 2.99/2.09/1.59/1.26/0.88

Example: Car with custom race gearbox, general gearing settings: final drive 3.26, stock gears: 3.31/2.83/2.00/1.57/1.27/1.06/0.90

 

Gearing tuning for Indianapolis Speedway (High Speed, High Temperature):

Final Drive: 3.26 - 0.2  = 3.06

Gear ratios: 3.31+0.1/2.83+0.1/2.00+0.1/1.57+0.1/1.27+0.1/1.06+0.1/0.90+0.1 = 3.41/2.93/2.10/1.67/1.37/1.16/1.00

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Gearing tuning for Suzuka (High Accel, Medium High Temperature):

Final Drive: 3.26 + 0.2 = 3.46

Gear ratios:  3.31-0.1/2.83-0.1/2.00-0.1/1.57-0.1/1.27-0.1/1.06-0.1/0.90-0.1 = 3.21/2.73/1.90/1.47/1.17/0.96/0.80

For cars with 400hp or more gearing needs further to be adjusted towards more speed if the track requires high differential settings or towards more acceleration if the track requires low differential settings. Adjusting  towards more speed requires to reduce the final drive to adjust the gearbox towards more speed. Adjusting towards more grip requires to increase the final drive to adjust the gearbox towards more acceleration.

 

Lower powered cars don't require adjustments  as the effects on gearing are simply not big enough.

Differential1                           Final Drive

High                                                -0.5                  

Medium High                                -0.25                 

Medium Low                                +0.25

Low                                                 +0.5

When tuning for a night or rain scenario gearing needs further adjustment towards a more speed less accel setup to work best in these conditions. 

 

To achieve a more speed setup decrease gear ratios by 0.1 for night and 0.2 for rain. For sport transmission decrease final drive by 0.1 for night and 0.2 for rain.

Scenario                                 Gear Ratios

                                 (Final Drive for Sport Gearbox)

Night                                                 -0.1                  

Rain                                                   -0.2                 

Full Grip and Full Speed Builds

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Full Grip and Full Speed Builds require additional gearing adjustments for best performance. Please refer to the Gearing section in Part 3 - Speed and Grip Tuning for more details.

Aero

Adjusting downforce specific to tracks is essential for achieving the right balance between grip and speed that suits the track characteristics best.

​

Adjusting downforce to track characteristics is done by reducing general downforce settings as described in Part 2 General Tuning. 

For high grip tracks reducing downforce is not required, simply use the general downforce settings for these kind of tracks.

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In any case rear downforce is reduced more than front downforce, often in a 1:2 relation.

Aero Profile                            Front Downforce          Rear Downforce

High Speed                                       -30%                                 -60%

Medium High Speed                                                                 -60%

Medium Speed                                -15%                                 -30%

Speed                                                                                          -30%

Grip                                                                                              -15%

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

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Aero tuning for Watkins Glen Short (Medium Speed):

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

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

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Aero tuning for Bernese Alps Festival (Grip):

Front Downforce = 95 +-0 =95

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

Example: FWD car with custom race aero kit, general aero settings 230/235

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Aero tuning for Watkins Glen Short (Medium Speed):

Front Downforce = 230 - (230*0.15) = 195.5 -->196

Rear Downforce = 235 - (235*0.3) = 164.5 --> 165

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Aero tuning for Bernese Alps Festival (Grip):

Front Downforce = 230 +-0 =230

Rear Downforce = 235 - (235*0.15) = 199.75 --> 200

High Power Cars

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Cars with 400hp or more power require higher rear aero that provides more downforce on the rear to compensate for higher cornering speed.

Aero Profile                            Front Downforce          Rear Downforce

High Speed                                       -30%                                 -45%

Medium High Speed                                                                 -45%

Medium Speed                                -15%                                 -22.5%

Speed                                                                                          -22.5%

Grip                                                                                              -12.5%

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

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Aero tuning for Watkins Glen Short (Medium Speed):

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

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

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Aero tuning for Bernese Alps Festival (Grip):

Front Downforce = 95 +-0 =95

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

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

​

Aero tuning for Watkins Glen Short (Medium Speed):

Front Downforce = 230 - (230*0.15) = 195.5 -->196

Rear Downforce = 235 - (235*0.225) = 182.125 --> 182

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Aero tuning for Bernese Alps Festival (Grip):

Front Downforce = 230 +-0 =230

Rear Downforce = 235 - (235*0.125) = 205.625 --> 206

Full Grip and Full Speed Builds

​

Full Grip and Full Speed Builds require additional aero adjustments for best performance. Please refer to the Aero section in Part 3 - Speed and Grip Tuning for more details.