Forza Motorsport Tuning Guide
Part 2 - General Tuning
This part explains how to setup cars in a way that they will work good on all tracks.
This also serves a basis for grip and speed tuning as well as track specific tuning which will be covered in Part 3 and Part 4, so make sure to read this first before advancing to track specific tuning.
Understanding Tuning Relevant Car Properties
As in Part 1 explained car type and body type are the most important factors when it comes to tuning, but there are also other individual car properties that have great impact on the tuning, most notable are drivetrain, power and weight.
The following table gives an overview which car property affects which tuning area. Please refer to the related section in the tuning guide for detailed explanations.
Car Property Tires Gearing Alignment ARBs Springs Dampers Geometry Aero Brakes Diff
Car Type ✓ ✓
Body Type ✓ ✓ ✓ ✓
Drive Type ✓ ✓ ✓ ✓ ✓
Engine ✓ ✓ ✓ ✓
Power ✓ ✓ ✓ ✓ ✓ ✓ ✓
Weight ✓ ✓ ✓ ✓ ✓
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Chassis Reinf. ✓ ✓ ✓ ✓ ✓
Weight Reduction ✓ ✓ ✓ ✓ ✓ ✓
Ballast ✓ ✓ ✓ ✓ ✓
Tire Compound ✓
Tire Width ✓ ✓
Rims ✓ ✓ ✓ ✓ ✓
Aero Kits ✓ ✓ ✓ ✓
✓ New in Forza Motorsport (2023)
Tires
Tire pressure tuning in the new Forza Motorsport has become more complex and now depends on a number of factors such as tire compound, vehicle weight, aerodynamic downforce and rim size.
Tire pressure tuning first and foremost depends on the used tire compound. The general rule here is the softer the tire compound the higher tire pressure is required. Reasoning for that is that besides grip tires also provide a basic level of rigidity and therefore control. Softer tire compounds like Sport or Race compound provide more grip but also have less rigidity than Stock or Street compound. Increased tire pressure compensates for lower level of rigidity of softer compounds.
Generally front and rear tire pressures should be the same. Having different tire pressures on front and rear tires creates over- or understeer effects and is only required when tuning for speed, grip or specific tracks.
Tire Compound Tire Pressure
Stock 28.0
Street 28.0
Sport 28.5
Race 29.0
Slicks 29.5
-----------------------------------------------------------
Early Modern Race New 28.0
Vintage Sport New 24.5
Vintage Race 25.0
Vintage Slicks New 25.5
-----------------------------------------------------------
Off-road Race 23.0
-----------------------------------------------------------
Drag 17.5
If you are running on stock tire compound keep in my mind that the stock tire compound may not be Stock compound for all cars. For most race cars the stock tire compound are Slicks (only Drag compound is available as upgrade), likewise for some sports cars the stock tire compound is Sport compound (only Race and Drag compound available as upgrade). Set the tire pressures accordingly.
Note that stock tire compound for vintage race cars is usually Vintage Race, but some vintage GP race cars are equipped with Vintage Slicks (only Race and Drag compound available as upgrade). Also vintage race cars use Vintage Sport tires instead of regular Sport compound.
Race Cars and High Performance Cars
Aside from tire compound tire pressure tuning also depends on the type of car as high performance cars and race cars require higher tire pressure for improved control than street or sports cars. That means for high performance cars and race cars you need to add an additional 0.5 psi on top of the base tire pressure for best tire performance.
Car Type Tire Pressure Offset
High Performance Car +0.5
Race Car +0.5
Prototype Race Car +0.5
GP Race Car +0.5
Heavy Cars
Cars with a weight that exceeds 3000 lbs need increased tire pressure to compensate for high weight affecting tire contact patch size. For each 500 lb increase over 2500 lb an 5 psi tire pressure increase is required for best handling.
Weight Tire Pressure Offset
3000-3499 +5.0 Changed
3500-3999 +10.0 Changed
4000-4499 +15.0 Changed
4500-4999 +20.0 Changed
5000-5499 +25.0 Changed
Light Cars
Light weight cars with a weight under 2000 lbs need decreased tire pressure to compensate for low weight affecting tire contact patch size. For each 500 lb decrease over 2499 lb an 5 psi tire pressure decrease is required for best handling.
Weight Tire Pressure Offset
1500-1999 -5.0
1000-1499 -10.0
500-999 -15.0
0-499 -20.0
Cars without Race Weight Reduction New
For cars that are not equipped with full race weight reduction require lower tire pressure tuning depending on installed weight reduction upgrade for best handling.
Weight Reduction Tire Pressure Offset
Stock -4.5
Street -3.0
Sport -1.5
Cars with Heavy Ballast New
For cars that are equipped with medium heavy, heavy or extra heavy ballast require higher tire pressure tuning depending on installed ballast upgrade for best handling.
Ballast Tire Pressure Offset
Medium Heavy +0.5
Heavy +1.0
Extra Heavy +1.5
Cars with Adjustable Downforce New
For cars that are equipped with adjustable front bumper or rear wing downforce levels now also need to be considered for tire pressure tuning. For each 100lb front downforce front tire pressure must be increased by 0.5 psi. Likewise For each 100lb rear downforce rear tire pressure must be increased by 0.5 psi for best handling.
Cars with Big Rims New
For cars that are equipped with very big rims (>18 ") rim size now also need to be considered for tire pressure tuning. For each 1" increase over 18" tire pressure must be decreased by 1.0 psi for the affected tires.
Alignment
Camber
Camber settings are car type specific. As a general rule of thumb: older cars require less static camber because the more flexible chassis / suspension creates more dynamic camber. Modern cars with more rigid chassis / suspension can be run with higher camber. However due to very high forces during cornering for GP race and prototype race cars its the other way around: older gp and prototype race cars require higher camber than modern GP and prototype race cars.
Front camber is usually higher than rear. Exception are open-wheel cars with its very unique suspension geometry that requires higher rear camber.
Car Type Usual Camber Range
Race Car -2.5 to -1.5
Prototype Race Car -2.5 to -0.5
GP Race Car -3.0 to -0.5
------------------------------------------------------------
Street Car -3.0 to 0.0
Sports Car -3.0 to 0.0
High Performance Car -2.5 to -1.0
------------------------------------------------------------
Rally Sports Car -3.0 to 0.0
------------------------------------------------------------
Off-road Car -3.0 to 0.0
The ranges given account for different body types within the car type.
Relevant Car Upgrades
Tire width directly influence camber settings. This is due to wider tires increase contact patch, so for optimal grip camber needs to be reduced to compensate for added contact patch size.
Car Property Change Effect on Camber
Front Tire Width Increase Reduce front camber
Front Tire Width Decrease Increase front camber
Rear Tire Width Increase Reduce rear camber
Rear Tire Width Decrease Increase rear camber
Cars with Extreme Power New
Cars that have extreme power (>=800 hp) require less camber depending on installed chassis reinforcement upgrade for best handling.
Chassis Reinforcement Camber Offset
Stock +1.5
Street +1.5
Sport +1.0
Race +0.5
Modern Cars with High Torque Engine Swaps New
Modern cars (built 1980 or later) that use a high torque engine swap (ex. 3.7L V6) require less camber depending on installed chassis reinforcement upgrade for best handling.
Chassis Reinforcement Camber Offset
Stock +1.5
Street +1.5
Sport +1.0
Race +0.5
High Torque Vintage Cars New
Vintage cars (cars built before 1980) that have an engine with high stock torque (>=250lb/ft) or that use a high torque engine swap (ex. 3.7L V6) require more camber depending on installed chassis reinforcement upgrade for best handling.
Chassis Reinforcement Camber Offset
Stock -1.5
Street -1.5
Sport -1.0
Race -0.5
Cars without Race Weight Reduction New
For cars that are not equipped with full race weight reduction require lower camber depending on installed weight reduction upgrade for best handling.
Weight Reduction Camber Offset
Stock +4.5
Street +3.0
Sport +1.5
Cars with Heavy Ballast New
For cars that are equipped with medium heavy, heavy or extra heavy ballast require higher camber (more camber) depending on installed ballast upgrade for best handling.
Ballast Camber Offset
Medium Heavy -0.5
Heavy -1.0
Extra Heavy -1.5
Cars with Heavy Rims New
For cars that are equipped with heavy rims (weight class 3 - 5) require less camber depending on rim weight class for best handling. Note that this also applies to cars with stock rims.
Rim Weight Class Camber Offset
5 (Heaviest) +1.5
4 +1.0
3 +0.5
Cars with Rim Size Upgrades New
For cars that are equipped with front or rear rim size upgrades require more camber on the affected car side (front / rear) depending on installed chassis reinforcement upgrade and rim size upgrade for best handling.
Max Rim Size Max Rim Size - 1 Max Rim Size - 2
Chassis Reinforcement Camber Offset Camber Offset Camber Offset
Stock -1.5 -1.0 -0.5
Street -1.5 -1.0 -0.5
Sport -1.0 -0.5 0.0
Race -0.5 0.0 0.0
Toe
For most cars there is no need adjust toe as this creates almost always unwanted imbalance during turning.
Exceptions are older road and off-road cars that require slight rear toe-in (max. -0.3) to combat on-throttle understeer.
Car Type Front Toe Rear Toe
Race Car 0.0 0.0
Prototype Race Car 0.0 0.0
GP Race Car 0.0 0.0
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Street Car 0.0 -0.3-0.0
Sports Car 0.0 -0.3-0.0
High Performance Car 0.0 0.0
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Rally Sports Car 0.0 -0.3-0.0
-----------------------------------------------------------------------------
Off-road Car 0.0 -0.3-0.0
The ranges given account for different body types within the car type.
Caster
Caster is also a car type specific setting. As a general rule of thumb older cars require higher caster than modern cars, race cars require lower caster than production cars and off-road cars require lower caster than road cars.
Due to high forces during cornering GP race cars and prototype races cars generally need high caster that provides extra stability during cornering.
Each car type has a "natural" caster that suits the cars suspension geometry best. You wont unlock the full potential of a car when the caster is not set to the cars natural caster.
Car Type Caster
Race Car 4.0/5.0
Prototype Race Car 6.0
GP Race Car 7.0
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Street Car 5.0/6.0/7.0
Sports Car 5.0/6.0/7.0
High Performance Car 5.0
-----------------------------------------------------------------
Rally Sports Car 5.0/6.0
-----------------------------------------------------------------
Off-road Car 4.0
The different values given account for different body types within the car type.
Cars with Extreme Power New
Cars that have extreme power (>=800 hp) require more caster depending on installed chassis reinforcement upgrade for best handling.
Chassis Reinforcement Caster Offset
Stock +1.5
Street +1.5
Sport +1.0
Race +0.5
Modern Cars with High Torque Engine Swaps New
Modern cars (built 1980 or later) that use a high torque engine swap (ex. 3.7L V6) require more caster depending on installed chassis reinforcement upgrade for best handling.
Chassis Reinforcement Caster Offset
Stock +1.5
Street +1.5
Sport +1.0
Race +0.5
High Torque Vintage Cars New
Vintage cars (cars built before 1980) that have an engine with high stock torque (>=250lb/ft) or that use a high torque engine swap (ex. 3.7L V6) require lower caster depending on installed chassis reinforcement upgrade for best handling.
Chassis Reinforcement Caster Offset
Stock -1.5
Street -1.5
Sport -1.0
Race -0.5
Cars without Race Weight Reduction New
For cars that that are not equipped with full race weight reduction require higher caster depending on installed weight reduction upgrade for best handling.
Weight Reduction Caster Offset
Stock +4.5
Street +3.0
Sport +1.5
Cars with Heavy Ballast New
For cars that are equipped with medium heavy, heavy or extra heavy ballast require lower caster depending on installed ballast upgrade for best handling.
Ballast Caster Offset
Medium Heavy -0.5
Heavy -1.0
Extra Heavy -1.5
Cars with Heavy Rims New
For cars that are equipped with heavy rims (weight class 3 - 5) require more caster depending on rim weight class for best handling. Note that this also applies to cars with stock rims.
Rim Weight Class Caster Offset
5 (Heaviest) +1.5
4 +1.0
3 +0.5
Cars with Front Rim Size Upgrade New
For cars that are equipped with front rim size upgrades require more caster depending on installed chassis reinforcement upgrade and rim size upgrade for best handling.
Max Rim Size Max Rim Size - 1 Max Rim Size - 2
Chassis Reinforcement Caster Offset Caster Offset Caster Offset
Stock -1.5 -1.0 -0.5
Street -1.5 -1.0 -0.5
Sport -1.0 -0.5 0.0
Race -0.5 0.0 0.0
Anti-roll Bars
Anti-roll bars (ARBs) control the weight transition between left and right (or inner and outer) wheels during cornering. Softer ARBs create more body roll leading to more weight shifting to the outer wheels. Stiffer ARBs reduce body roll and thus provide less weight shifting during cornering. Soft ARBs provide more grip during cornering but can result into sluggish car behaviour when setup too soft. Stiff ARBs provide more control during cornering but can result into harsh and unpredictable car behaviour when setup too stiff.
Generally ARBs need to be setup in relation to chassis stiffness and vehicle weight, i.e. the more rigid the chassis is the lower the ARBs can be set. Likewise the less the car weights the lower the ARBs can be set.
20/20 is good middle ground for modern road cars around 3000lbs and 50% weight distribution and corresponds to an ARB stiffness of around 63%. Increase ARBs for cars with more weight and / or less rigid chassis (e.g. older cars). Decrease ARBs for cars with less weight and / or more rigid chassis (e.g. race cars).
Front and rear ARB distribution has a relation to weight distribution, so in general a car with more front weight should have also higher front ARBs than rear. This is however not as simple as 1:1 distribution according to weight distribution because springs and dampers also affect car balance during turning.
A good starting point for ARB distribution for RWD cars is 1 per 1% weight distribution difference to 50%, i.e. for 51% front weight distribution the front ARB should be 1 higher than the rear ARB. Older cars and muscle cars require higher spread (>1 per 1%) while race cars require lower spread.
Example: ARBs for a modern RWD road car with 3000lbs @ 51% wd would be:
ARB distribution = 51%-50% = 1% --> 1*1 = 1, divide by 2 to split equally between front and rear --> 0.5
Front: 20 + 0.5 = 20.5 and Rear: 20 - 0.5 = 19.5.
Car Type ARB Stiffness ARB Distribution
Race Car 35-62% 0.35-0.80
Prototype Race Car 80-89% 0.25-0.35
GP Race Car 84-90% 0.15-0.35
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Street Car 63-66% 0.98-1.50
Sports Car 61-65% 0.66-1.00
High Performance Car 40-55% 0.55-0.65
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Rally Sports Car 61-65% 0.66-1.00
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Off-road Car 63-65% 1.00-2.95
The ranges given account for different body types within the car type.
ARB Stiffness
ARB stiffness is a metric to calculate ARB base values based on the cars weight and a weight distribution of 50%.
The formula to determine ARBs for a given ARB stiffness and a weight distribution of 50% looks like this:
Base ARB = (Weight / 2) / (200 - 200 * ARB stiffness)
Example: Street Car with 2500 lb and ARB stiffness of 63% and ARB distribution of 1.00:
Base ARB = (2500 / 2) / (200 - 200 * 63%) = 16.89
Depending on the cars weight distribution and ARB distribution front and rear ARBs are distributed around the ARB base value:
Weight Distribution Front ARB Rear ARB
52% 17.89 15.89
51% 17.39 16.39
50% 16.89 16.89
49% 16.39 17.39
48% 15.89 17.89
FWD Cars
For FWD cars generally ARBs need to be setup in reverse to RWD with regard to ARB distribution. So a good starting point would be -1 per 1% weight distribution for modern road cars around 3000lbs.
Example: ARBs for a modern FWD street car with 3000lbs @ 60% wd would be:
ARB distribution = 60%-50% = 10% --> 10*-1 = -10, divide by 2 to split equally between front and rear --> -5
Front: 20 + (-5) = 15 and Rear: 20 - (-5) = 25
AWD Cars
AWD cars require a lower ARB distribution than RWD cars to combat inherent understeer. A good starting point is 0.66 -per 1% weight distribution for AWD cars, i.e. for 51% front weight distribution the front ARB should be 0.66 higher than rear ARB.
Cars with Extreme Power
Cars that have extreme power (>=800 hp) require higher ARB stiffness for best handling. In this case simply doubling of the ARB values is required.
Relevant Car Upgrades
Adding chassis reinforcement upgrade increases chassis rigidity (sport chassis increases chassis rigidity by 3%, race chassis increases chassis rigidity by 6%), i.e. ARBs should be reduced accordingly.
Car Property Change Effect on ARBs
Weight Increase Increase
Weight Decrease Decrease
Power Increase Increase1
Chassis Reinforcem. Street None
Chassis Reinforcem. Sport Decrease2
Chassis Reinforcem. Race Decrease3
1 Only in special cases, see below
2 Reduce ARB stiffness by 3%
3 Reduce ARB stiffness by 6%
Cars without Race Weight Reduction New
For cars that are not equipped with full race weight reduction require higher ARB stiffness depending on installed weight reduction upgrade for best handling.
Weight Reduction ARB Stiffness Offset
Stock +12%
Street +24%
Sport +36%
Cars with Heavy Ballast New
For cars that are equipped with medium heavy, heavy or extra heavy ballast require higher ARB stiffness depending on installed ballast upgrade for best handling.
Ballast ARB Stiffness Offset
Medium Heavy +6%
Heavy +12%
Extra Heavy +24%
Cars with Heavy Rims New
For cars that are equipped with heavy rims (weight class 3 - 5) require increased ARB stiffness depending on rim weight class for best handling. Note that this also applies to cars with stock rims.
Rim Weight Class ARB Stiffness Offset
5 (Heaviest) +24%
4 +12%
3 +6%
Cars with Rim Size Upgrades New
For cars that are equipped with front or rear rim size upgrades require increased ARB stiffness on the affected car side (front / rear) depending on installed chassis reinforcement upgrade and rim size upgrade for best handling.
Max Rim Size Max Rim Size - 1 Max Rim Size - 2
Chassis Reinforcement ARB Stiffness Offset ARB Stiffness Offset ARB Stiffness Offset
Stock +24% +12% +6%
Street +24% +12% +6%
Sport +12% +6% 0%
Race +12% 0% 0%
Springs
Springs control the weight transition during directional changes and between front and rear wheels during acceleration and braking. Softer springs provide more grip but can lead to sluggish car behaviour during directional changes or locking front wheels under braking and when setup too soft. Stiffer springs provide more control but can lead to harsh unpredictable car behaviour during directional changes or wheel spin when accelerating when setup too stiff.
Spring rates need to be setup in relation to car weight, weight distribution and chassis / suspension stiffness. More weight requires stiffer springs and more flexible chassis / suspension require higher spring rates on the non driven wheels (front for RWD) and lower spring rates on driven wheels (rear for RWD).
Distribution of front and rear spring rates is related to weight distribution, so cars with more front weight will require also higher front spring rates. As with ARBs this is not a simple 1:1 distribution according to weight distribution as for instance the drive wheels are usually run with lower springs rates in relation to non driven wheels to reduce wheel spin.
Each body type requires a distinctive front and rear spring rate percentage that works best with its inherent chassis and suspension stiffness. Generally speaking older cars require higher front spring rate percentage and lower rear spring rate percentage than modern cars while race cars require lower front spring rate percentage and higher rear spring rate percentage than production cars.
Car Type Front Spring Rate Rear Spring Rate
(RWD) (RWD)
Race Car 83-93% 59-85%
Prototype Race Car 82-93% 49-89%
GP Race Race Car 80-104% 10-90%
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Street Car 93-100% 57-80%
Sports Car 87-98% 58-80%
High Performance Car 85-93% 63-84%
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Rally Sports Car 87-98% 58-80%
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Off-road Car 94-100% 57-80%
The ranges given account for different body types within the car type.
Example: RWD street car with 3000lbs @ 52% weight distribution
front springs would be between:
3000 / 2 * 52% * 93% = 725 and
3000 / 2 * 52% * 100% = 780 depending on body type.
AWD and FWD Cars
For AWD cars use the same spring rates as RWD cars. for FWD cars simply swap front and rear spring rates.
Cars with Extreme Power
Cars that have extreme power (>=800 hp) require higher spring stiffness for best handling. In this case simply doubling of the spring rates is required.
Relevant Car Upgrades
Adding chassis reinforcement upgrade increases chassis rigidity, i.e. springs should be reduced accordingly.
Increasing tire width also requires springs to be increased to compensate for added grip. For each 10 inch increase in tire width increase springs by 0.5%. This is usually in the range of 0-5lb depending on increased tire width.
Also when adding aero springs need to be increased to compensate for added downforce. However the exact impact of downforce on springs is not simple to determine as it not only involves the amount of added downforce but must also take into account the deviation of downforce from balanced downforce level.
Car Property Change Effect on Springs
Weight Increase Increase
Weight Decrease Decrease
Front Tire Width Increase Increase front springs
Front Tire Width Decrease Decrease front springs
Rear Tire Width Increase Increase rear springs
Rear Tire Width Decrease Decrease rear springs
Front Downforce Increase Increase front springs
Front Downforce Decrease Decrease front springs
Rear Downforce Increase Increase rear springs
Rear Downforce Decrease Decrease rear springs
Chassis Reinforcem. Street None
Chassis Reinforcem. Sport Decrease front springs1
Chassis Reinforcem. Race Decrease front springs2
1 Reduce front spring rate by 2.75%
2 Reduce front spring rate by 5.5%
Balanced Downforce
Balanced downforce levels depend on the cars weight distribution and are distributed around the cars aerodynamic ideal front weight distribution of 47%. For a car with 47% front weight distribution and a Standard Forza race aero kit (50-100/75-200) balanced downforce is achieved when downforce sliders are aligned, e.g. 50/75, 75/137 or 100/200. For cars with higher front weight distribution rear downforce slider must be higher than front downforce slider depending on how much the cars front weight distribution differs from 47%. Likewise for cars with lower front weight distribution rear downforce slider must be lower than front downforce slider to achieve balanced downforce levels. For each %1 difference of car weight distribution from 47% rear downforce must be increased or decreased by 1.866667lb. So balanced downforce levels kind of equalize the deviation of the cars front weight distribution from the ideal 47% front weight distribution by increasing or decreasing rear downforce in relation to front downforce.
Usually balanced downforce only affects rear downforce but if balanced aero would require to increase rear downforce beyond maximum possible rear downforce, rear downforce is set to maximum and front aero is reduced instead. Likewise if balanced downforce would require to reduce rear downforce lower than minimum allowed front downforce, rear downforce is set to minimum and front downforce is increased instead.
Example: FWD road car with 64% wd, Standard Forza aerokit (50-100/75-200):
Balanced rear downforce for 75lb front downforce:
137 + (64-47) * 1.866667 = 168.7339 --> 169lb
To sum up the impact of downforce on springs consist of two factors:
-
amount of added downforce: for each 10lb added front downforce increase front springs by 0.5, for each 25lb added rear downforce increase rear springs by 0.5
-
deviation from balanced downforce: for each 2lb difference of front / rear downforce from balanced front / rear downforce increase or decrease front / rear springs by 0.5
Keep in mind that not only adjustable race aero kits provide downforce that has an impact on springs but also non-adjustable stock, street or sports aero kits, albeit much more subtle.
Aero Kit Downforce
Stock Front Bumper 10lb
Street Front Bumper 10lb
Sport Front Bumper 40lb
Stock Rear Wing1 25lb
Street Rear Wing 25lb
Sport Rear Wing 70lb
Stock Rear Bumper 25lb
Street Rear Bumper 25lb
Sport Rear Bumper 50lb
Race Rear Bumper 70lb
1 Many cars don't have a stock rear wing, so in this case there is no downforce applied
Example: FWD road car with 2198lb, 64% wd, stock aero (10/25/25), front springs: 563.9, rear springs 370.9
Adding front and rear race aero kit with stock downforce 75/137 (balanced downforce for 64% wd is 75/169)
Front spring offset: (75-10)/10=6.5, 6.5*0.5=3.25
Rear spring offset: (137-25)/25=4.48, 4.48*0.5=2.24,(137-169)/2=-16,-16*0.5=-8, total rear spring offset: 2.24-8=-5.76
New front springs: 563.9 + 3.25 = 567.15
New rear springs: 370.9 - 5.76 = 365.14
Cars without Race Weight Reduction New
For cars that are not equipped with full race weight reduction require lower spring stiffness depending on installed weight reduction upgrade for best handling.
Weight Reduction Spring Stiffness Offset
Stock -36%
Street -24%
Sport -12%
Cars with Heavy Ballast New
For cars that are equipped with medium heavy, heavy or extra heavy ballast require lower spring stiffness depending on installed ballast upgrade for best handling.
Ballast Spring Stiffness Offset
Medium Heavy -6%
Heavy -12%
Extra Heavy -24%
Cars with Rim Size Upgrades New
For cars that are equipped with front or rear rim size upgrades require increased spring stiffness on the affected car side (front / rear) depending on installed chassis reinforcement upgrade and rim size upgrade for best handling.
Max Rim Size Max Rim Size - 1 Max Rim Size - 2
Chassis Reinforcement Spring Stiffness Offset Spring Stiffness Offset Spring Stiffness Offset
Stock +24% +12% +6%
Street +24% +12% +6%
Sport +12% +6% 0%
Race +12% 0% 0%
Ride Height
Ride height works as an additional stabilizing factor like aero and a higher ride height generally allows you to brake and accelerate faster. However raising ride height also raises the center of mass which hurts turning. So there is a sweet spot for setting up the ride height which I call optimal ride height.
The optimal ride height for a car is the lowest ride height possible that is not lower than the car types minimum ride height. Each car type has a minimum ride height that is required to have enough suspension travel during cornering.
In general for older cars the minimum ride height is higher than for modern cars and for race cars the minimum ride height is lower than for productions cars.
Always keep front and rear ride height level , i.e. keep the sliders aligned. Having front and rear ride height sliders unaligned creates over- or understeer effects and is only required when tuning for grip, speed or specific tracks.
Car Type Min. Ride Height
Race Car 3.0-5.0
Prototype Race Car 2.5-3.5
GP Race Car 2.5-4.5
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Street Car 4.0-6.0
Sports Car 4.0-6.0
High Performance Car 3.0-4.0
------------------------------------------------------------------
Rally Sports Car 4.0
------------------------------------------------------------------
Off-road Car 4.0-5.0
The ranges given account for different body types within the car type.
There are two exceptions:
1) Set ride height to lowest if the front ride height can be set below 2 inches
2) Set ride height to highest if the maximum front ride height is below the minimum ride height
Note: Minimum ride height works in 0.5 increments and is most of the time an integer number.
Cars with Rim Size Upgrades New
For cars that are equipped with front or rear rim size upgrades require lower ride height on the affected wheels depending on installed chassis reinforcement upgrade and rim size upgrade for best handling.
Max Rim Size Max Rim Size - 1 Max Rim Size - 2
Chassis Reinforcement Ride Height Offset Ride Height Offset Ride Height Offset
Stock -1.5 -1.0 -0.5
Street -1.5 -1.0 -0.5
Sport -1.0 -0.5 0.0
Race -0.5 0.0 0.0
Suspension Geometry New
Suspension geometry tuning is a completely new tuning aspect of the new Forza Motorsport. Suspension geometry is the positioning and alignment of the wheels and suspension components of a vehicle. It affects many aspects of a vehicle's performance, such as handling, stability, and tire wear
For general tuning the cars default suspension geometry tuning doesn't need to be changed except in special cases, see below.
Cars with Extreme Power
Cars that have extreme power (>= 800 hp) require higher roll center height offset and lower anti-dive / anti-squat depending on installed chassis reinforcement upgrade best handling.
Chassis Reinforcement Roll Center Height Offset Anti-Dive / Anti-Squat Offset
Stock +1.2 -1.5
Street +1.2 -1.5
Sport +0.8 -1.0
Race +0.4 -0.5
Modern Cars with High Torque Engine Swaps
Modern cars (built 1980 or later) that use a high torque engine swap (ex. 3.7L V6) require lower roll center height offset and higher anti-dive / anti-squat depending on installed chassis reinforcement upgrade best handling.
Chassis Reinforcement Roll Center Height Offset Anti-Dive / Anti-Squat Offset
Stock -1.2 +1.5
Street -1.2 +1.5
Sport -0.8 +1.0
Race -0.4 +0.5
High Torque Vintage Cars
Vintage cars (cars built before 1980) that have an engine with high stock torque (>=250lb/ft) or that use a high torque engine swap (ex. 3.7L V6) require higher roll center height offset and lower anti-dive / anti-squat depending on installed chassis reinforcement upgrade best handling.
Chassis Reinforcement Roll Center Height Offset Anti-Dive / Anti-Squat Offset
Stock +1.2 -1.5
Street +1.2 -1.5
Sport +0.8 -1.0
Race +0.4 -0.5
Cars without Race Weight Reduction
For cars that are not equipped with full race weight reduction require higher anti-dive and lower anti-squat depending on installed weight reduction upgrade for best handling.
Weight Reduction Anti-Dive Offset Anti-Squat Offset
Stock +150.0 -150.0
Street +100.0 -100.0
Sport +50.0 -50.0
Cars with Heavy Ballast
For cars that are equipped with medium heavy, heavy or extra heavy ballast require lower anti-squat depending on installed ballast upgrade for best handling.
Ballast Anti-Squat Offset
Medium Heavy -50.0
Heavy -100.0
Extra Heavy -150.0
Cars with Heavy Rims
For cars that are equipped with heavy rims (weight class 3 - 5) require a higher roll center height offset and higher anti-dive / anti-squat settings depending on rim weight class for best handling. Note that this also applies to cars with stock rims.
Rim Weight Class Roll Center Height Offset Anti-Dive / Anti-Squat Offset
5 (Heaviest) +9.8 +1.5
4 +6.4 +1.0
3 +3.2 +0.5
Cars with Rim Size Upgrades
For cars that are equipped with front or rear rim size upgrades require higher roll center height offset and lower anti-dive / anti-squat on the affected car side (front / rear) depending on installed chassis reinforcement upgrade and rim size upgrade for best handling.
Max Rim Size Max Rim Size - 1 Max Rim Size - 2
Chassis Reinforcement Roll Center Height Offset Roll Center Height Offset Roll Center Height Offset
Stock +13.4 +9.8 +6.4
Street +13.4 +9.8 +6.4
Sport +9.8 +6.4 +3.2
Race +6.4 +3.2 0.0
Max Rim Size Max Rim Size - 1 Max Rim Size - 2
Chassis Reinforcement Anti-Dive / Anti-Squat Offset Anti-Dive / Anti-Squat Offset Anti-Dive / Anti-Squat Offset
Stock -1.5 -1.0 -0.5
Street -1.5 -1.0 -0.5
Sport -1.0 -0.5 0.0
Race -0.5 -0.5 0.0
Dampers
Getting damping right is one of the hardest parts when it comes to tuning and from my experience separates good tunes from excellent tunes.
Dampers control weight transition during directional changes and while turning. Bump helps you in initiating a directional change or entering a turn while rebound helps to maintain the speed while turning.
Setting bump too soft can result into corner diving while braking and entering a turn. Also too soft bump can make the car unresponsive to directional changes and provoking oscillation of the front springs making the car very bouncy. Setting bump too stiff can result in understeer while entering a turn. It also can create rear tire spin while accelerating out of a corner.
Setting rebound too soft makes the car oversteer on corner entry and generally unresponsive to directional changes. Setting rebound to stiff creates understeer during corner entry and while turning.
Dialing in dampers is a three step process:
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Set front bump according to cars minimum bump stiffness and front weight
-
Set front rebound according to front bump and cars overall damping stiffness
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Set rear dampers according to front dampers and relation of front and rear spring rates
First off adjust front bump according to cars minimum bump stiffness and front weight. Each body type has a minimum front bump required given in the table below. Generally older require higher bump stiffness than modern cars and race cars require lower bump stiffness than road cars.
Then increase front bump by 0.1 for each 200lb of front weight. Note that also front aero accounts for the cars front weight:
Front Weight = Weight * Front Weight Distribution + Front Downforce
Example: Modern street car with 2200lb, 64% wd, 200lb front downforce, 4.4 Min. Bump
Front Bump = 4.4 + (2200*0.64 + 200)/200 * 0.1 = 4.4 + 0.8 = 5.2
Car Type Min. Front Bump
Race Car 4.0-5.0
Prototype Race Car 4.0-4.5
GP Race Car 3.5-4.5
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Street Car 4.0-5.0
Sports Car 4.0-5.0
High Performance Car 4.0-5.0
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Rally Sports Car 4.0-5.0
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Off-road Car 3.0-5.0
The ranges given account for different body types within the car type and weight ranges.
The relation between front and rear dampers should mirror the relation of front and rear spring rates, i.e. if the front spring rate is lower than the rear spring percentage rate the front dampers should also be lower than the rear dampers and vice versa.
That means rear rebound and rear bump are set to front rebound and front bump plus an offset according to front and rear spring rate difference.
Front-Rear Spring Rate Rear Rebound Offset Rear Bump Offset
Difference
<-10% +0.4 +0.2
<-5% +0.2 +0.1
-5%-1.5% -0.2 -0.1
1.5-35% -0.3 -0.2
36-40% -0.6 -0.4
>40% -1.2 -0.8
Example: RWD car with front spring rate 80%, rear spring rate is 50%
Spring rate difference: 80%-50% = 30%
Rear rebound should be 0.3 lower than front rebound
Rear bump should be 0.2 lower than front bump
Prototype Race Cars
Prototype race cars require additional stiffening of rear dampers to stabilize the car due to higher forces on the chassis during cornering.
Car Type Rear Rebound Offset Rear Bump Offset
Prototype Race Car +3.5 +3.5
GP Race Cars
GP race cars require additional stiffening of front dampers to stabilize the car on corner entry due to higher forces on the chassis during corner entry
Car Type Front Rebound Offset Front Bump Offset
GP Race Car +3.5 +3.5
Modern Cars with High Torque Engine Swaps New
Modern cars (built 1980 or later) that use a high torque engine swap (ex. 3.7L V6) require higher front damping depending on installed chassis reinforcement upgrade for best handling.
Chassis Reinforcement Front Damper Offset
Stock +1.5
Street +1.5
Sport +1.0
Race +0.5
High Torque Vintage Cars New
Vintage cars (cars built before 1980) that have an engine with high stock torque (>=250lb/ft) or that use a high torque engine swap (ex. 3.7L V6) require higher rear damping depending on installed chassis reinforcement upgrade for best handling.
Chassis Reinforcement Rear Damper Offset
Stock +1.5
Street +1.5
Sport +1.0
Race +0.5
Relevant Car Upgrades
When decreasing weight bump might need to be decreased and rebound need to be increased to compensate for reduced front weight, for every 100lb front weight reduction rebound needs to increased by 0.1 and bump needs to be reduced by 0.1. Similarily when adding front weight, rebound has to be reduced and bump has to be increased.
When adding aero bump might need to be increased and rebound need to be decreased to compensate for added front downforce, this is usually in the range of 0.1-0.3 depending on amount of added downforce.
Car Property Change Effect on Rebound / Bump
Front Weight Increase Decrease / Increase
Front Weight Decrease Increase / Decrease
Front Downforce Increase Decrease / Increase
Front Downforce Decrease Increase / Decrease
Brakes
Brake tuning in Forza depends solely on the type of car. Generally speaking race cars require more braking force on the rear and higher brake pressure than road cars and off-road cars require more braking force on the front and lower tire pressure than road cars.
Car Type Brake Distribution Brake Pressure
Race Car 44% 145%
Prototype Race Car 44% 145%
GP Race Car 44% 145%
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Street Car 48% 125%
Sports Car 48% 125%
High Performance Car 44% 145%
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Rally Sports Car 52% 125%
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Off-road Car 52% 115%
Differential
Differential is for fine tuning corner entry and exit behaviour. Also a good ratio between accel and decel supports smooth cornering without unnecessary corrections.
Generally older cars require lower accel and higher decel than modern cars and race cars require higher accel and lower decel than production cars. Also off-road cars require lower differential settings than road cars.
RWD Cars
68/35 is good middle ground for road cars, increase accel and/or decrease decel for cars with more rigid chassis/suspension (i.e. super cars, GT race cars etc.), decrease accel and/or increase decel for cars with more flexible chasssis/suspension (i.e. older cars).
70/34 is good middle ground for high performance cars, race cars and race trucks, increase accel and/or decrease decel for cars with more rigid chassis/suspension (e.g. modern race cars), decrease accel and/or increase decel for cars with more flexible chasssis/suspension (e.g. older race cars).
96/0 is good middle ground for prototype race cars, increase accel for modern protoype race cars, decrease accel for older prototype race cars with more flexible chasssis/suspension.
50/0 is good middle ground for GP race cars, increase accel for modern GP race cars, decrease accel for older GP race cars with more flexible chassis/suspension.
38/4 is good middle ground for modern rally sports cars, increase decel for older rally sports cars with more flexible chassis/suspension.
38/5 is good middle ground for modern off-road cars, decrease accel and/or increase decel for older off-road cars with more flexible chassis/suspension.
Note: For some reasons increasing and decreasing accel only works good in 2-step increments (i.e. accel should always be an even number) while for decel 1-step increments are just fine.
Car Type Accel Decel
Race Car 68-72% 34-35%
Prototype Race Car 94-98% 0%
GP Race Car 44-52% 0%
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Street Car 64-68% 34-36%
Sports Car 64-68% 34-36%
High Performance Car 70% 34%
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Rally Sports Car 38% 4-5%
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Off-road Car 36-38% 5-6%
The ranges given account for different body types within the car type.
Open Wheel Cars
Open wheel cars require lower accel and a generally complete open diff on braking to support those cars that have usually very wide wheel bases with cornering.
Accel Offset Decel
Open Wheel Car1 -24% 0%
1 except GP race cars
FWD Cars
For FWD cars use the RWD diff settings as basis and set them according to following scheme:
Front Accel: RWD Accel - 20%
Front Decel: 0%
AWD Cars
For AWD cars use the RWD diff settings as basis and set them according to following scheme:
Front Accel: RWD Accel
Front Decel: 0%
Rear Accel: 100%
Rear Decel: RWD Decel
Diff Distr.: RWD Accel + 2%
Cars without Race Weight Reduction New
For cars that are not equipped with full race weight reduction require higher accel and lower decel depending on installed weight reduction upgrade for best handling.
Weight Reduction Accel Offset Decel Offset
Stock +36% -30%
Street +24% -20%
Sport +12% -10%
Gearing
For general tuning only adjustment of the final drive is required. Tuning single gears ratios is only required when tuning for specific tracks.
Setting up the final drive depends solely on the cars power and the type of installed gearbox. The general logic here is a car with more power requires a lower final drive and vice versa.
There are two types of gearboxes:
-
Standard Forza race gearbox: 6-speed race gearbox with following gear ratios: 2.89/1.99/1.49/1.16/0.94/0.78
-
Custom race gear box (any other race gearbox)
The general principle here is that the installed gearbox is calibrated to the cars stock power. If the car uses the standard Forza race gearbox, the gearing is scaled to a reference car with a stock power of 400hp. If the car uses a custom race gearbox the gearing is scaled to the cars stock power.
Being calibrated means the cars stock gearing is already optimal for the cars stock power. You only have to change the final drive if you change the cars power via engine upgrades. For each 6hp increase over stock power you need to decrease the final drive by 0.01. Likewise for each 6hp decrease over stock power you need to increase the final drive by 0.01
Cars with Standard Forza gearbox and 6-speed sport gearbox
For cars with a standard Forza race gearbox, a 6-speed sport gearbox and a stock final drive > 4.00 the gearbox is scaled to a reference final drive of 4.25.
To get the required final drive subtract the cars power from 400hp (the reference cars stock power), divide it by 6hp, multiply it by 0.01 and add it to 4.25 (the reference final drive).
Example: RWD car, 325hp, stock final drive 4.21
400hp-325hp=75hp
75hp/6hp=12.5
12.5*0.01=0.125
4.25+0.125=4.375 --> Final Drive: 4.38
Cars with Standard Forza gearbox and 5-speed sport gearbox
Cars with a Standard Forza 6-speed race gearbox, a 5-speed sport gearbox and a stock final drive of sport transmission > 4.00 the sport gearbox is scaled to a reference final drive of 4.00.
Cars with Standard Forza gearbox and 3- or 4-speed sport gearbox
Cars with a Standard Forza 6-speed race gearbox and a 3- or 4-speed sport gearbox use a higher reference final drive for sport transmission.
For cars with a Standard Forza gearbox, a 4-speed sport gearbox and a stock final drive of sport transmission > 4.00 the sport gearbox is scaled to a reference final drive of 4.75.
For cars with a Standard Forza gearbox, a 3-speed sport gearbox and a stock final drive of sport transmission > 4.00 the sport gearbox is scaled to a reference final drive of 4.50.
Low Gearing Cars with Standard Forza gearbox
There are some cars (like the 1953 Chevrolet Corvette) which require a lower gearing than usual. These are all cars with a standard Forza 6-speed race gearbox and a stock final drive <= 3.00.
For cars with a Standard Forza 6-speed race gearbox and 5-, 4- or 3- speed sport gearbox and a stock final drive for race transmission <= 3.25 the race gearbox is scaled to a reference final drive of 3.25.
For cars with a Standard Forza 6-speed race gearbox and a 6-speed sport gearbox and a stock final drive for sport transmission <= 3.25 the sport gearbox is scaled to a reference final drive of 3.25.
For cars with a Standard Forza 6-speed race gearbox and a 5-speed sport gearbox and a stock final drive for sport transmission <= 3.25 the sport gearbox is scaled to a reference final drive of 3.00.
For cars with a Standard Forza 6-speed race gearbox and a 4-speed sport gearbox and a stock final drive for sport transmission <= 3.25 the sport gearbox is scaled to a reference final drive of 3.75.
For cars with a Standard Forza 6-speed race gearbox and a 3-speed sport gearbox and a stock final drive for sport transmission <= 3.25 the sport gearbox is scaled to a reference final drive of 3.50.
High Power Cars with Standard Forza gearbox
Cars with Standard Forza gearbox and very high power (>=800hp) that would potentially exceed the available final drive range simply require to half the cars power and do the above calculation.
Low Power Cars with Standard Forza gearbox
Cars with Standard Forza gearbox and very low power (<=200hp) that would potentially exceed the available final drive range simply require to double the cars power and do the above calculation.
Cars with Custom Gearbox
For cars with a custom race gearbox the gearbox is scaled to the cars stock final drive.
To get the required final drive subtract the cars power from the cars stock power, divide it by 6hp, multiply it by 0.01 and add it to the cars stock final drive.
Example: RWD car, 325hp, stock power 300hp, stock final drive 3.30
300hp-325hp=-25hp
-25hp/600=-0.04166667
3.30-0.04166667=3.25833333 --> Final Drive: 3.26
Cars with High or Low Torque Engine Swaps New
Cars that use a high torque engine swap (ex. 3.7L V6) or a low torque engine swap (ex. 1.3L I4) require different final drive and gear ratio tuning for best handling.
Engine Swap Final Drive Offset Gear Ratio Offset
High Torque +1.0 -0.2
Low Torque -1.0 +0.2
Race Cars with Custom Gearbox Changed
Race cars with a custom gearbox generally require a final drive offset of 0.25 for best handling, i.e. the stock final drive must be increased by 0.25 when using stock power.
Race cars with a custom gearbox that don't offer any engine upgrades generally require a final drive offset of -0.75 for best handling, i.e. the stock final drive must be decreased by 0.75.
Race Car Final Drive Offset
Engine Upgrades +0.25
No Engine Upgrades -0.75
Relevant Car Upgrades
Increasing or decreasing power via engine upgrades requires to adjust final drive to adjust the gearbox to the changed power band.
Also when performing a drivetrain swap on cars with a custom gearbox requires to adjust the final drive since cars with drivetrain swaps will always automatically be equipped with a Standard Forza gearbox which is scaled to a reference power of 400hp instead of the cars stock power in case of the cars custom gearbox (see above).
Car Property Change Effect on Final Drive
Power Increase Decrease
Power Decrease Increase
Drivetrain Drivetrain Swap Increase/Decrease1
1 Only for cars with stock custom gearbox
Aero
Aero tuning in Forza is the most complex topic as it involves many different factors. As opposed to gear tuning it's almost always required since on most tracks you need adjustable race aero kits to be really competitive.
Lets start with the general pattern on how to setup downforce levels depending on the cars drivetrain:
-
RWD: front max / rear max
-
FWD/AWD (drivetrain swaps available): front max / rear min
-
FWD/AWD (no drivetrain swaps available): front max / rear max
Setting up to specific downforce values depends solely on the cars weight and the type of installed race aero kit. The general logic here is the lighter the car is the less downforce is required and vice versa. If downforce levels are setup too low related to cars weight you will lose traction while cornering. If downforce levels are setup too high related to cars weight the car will become unresponsive and more difficult during cornering.
There are two types of race aero kits:
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Standard Forza race aero kit: adjustable aero kit with front downforce range 50-100 and rear downforce range 75-200
-
Custom race aero kit (any other adjustable aero kit)
The general principle here is that the installed race aero kit is scaled (or calibrated) to the cars stock weight. If the car uses the standard Forza race aero kit, the aero kit is scaled to a reference car with a stock weight of 3000lb. If the car uses a custom race aero kit the aero kit is scaled to the cars stock weight.
Being calibrated means the aero kits maximum downforce levels (RWD) or maximum/minimum downforce levels (FWD/AWD) are optimal for the cars stock weight. You only have to change downforce levels if you reduce the car weight via weight reduction or other weight reducing parts. For each 100lb decrease over stock weight you need to decrease downforce levels by 1.
However since possible drivetrain swaps can actually increase the cars weight as compared to cars stock weight there is a headroom of 300lb on top of the cars stock weight before reduction of downforce levels is required. That means for most cars that offer drivetrain swaps you have to reduce the car weight over 400lb as compared to cars stock weight before reduction of downforce levels is required.
Car Property Change Effect on Downforce
Weight Increase Increase
Weight Decrease Decrease
Power Increase Increase1
1 Only in special cases, see below
Cars with Standard Forza Race Aero Kit
For cars with a standard Forza race aero kit you have to subtract the cars weight from 2700lb (the reference cars stock weight - 300lb headroom for drivetrain swaps if available), divide it by 100lb and add it to maximum downforce levels (or maximum / minimum downforce levels in case of FWD).
Example: FWD car, 2900lb, drivetrain swaps available
2900-(3000-300) = 200
200/100=2
Front: 100+2=102 --> 100 (maximum downforce), Rear: 75+2=77
Example: RWD car, 2500lb, no drivetrain swaps available
2500-3000 = -500
-500/100=-5
Front: 100-5=95 Rear: 200-5=195
Low Power Cars with Standard Forza Race Aero Kit
Cars with a standard Forza race aero kit and with very low power (<=200 hp) don't require as much downforce as usual. Here you have to multiply front aero downforce with 0.7 and rear downforce with 0.4 after you performed the above calculation.
Example: FWD car, 2900lb, 200 hp, drivetrain swaps available
2900-(3000-300) = 200
200/100=2
Front: 100+2=102, 102*0.7=71.4 --> 71, Rear: 75+2=77, 77*0.4=30.8 --> 75 (minimum downforce)
Cars with Extreme Power
Cars that have extreme power (>=800 hp) require extra downforce to stabilize the car. In this case multiplying the maximum downforce levels (or maximum / minimum in case of FWD) with 1.5 is required before performing the above calculation.
Example: FWD car, 2900lb, 800 hp, drivetrain swaps available
2900-(3000-300) = 200
200/100=2
Front: (100*1.5)+2=152 --> 100 (maximum downforce), Rear: (75*1.5)+2=114.5 --> 115
Cars with Custom Race Aero Kit
For cars with a custom race aero kit you have to subtract the cars weight from the cars stock weight - 300lb (the headroom for drivetrain swaps if available), divide it by 100lb and add it to maximum downforce levels (or maximum / minimum downforce levels in case of FWD).
Example: FWD car, 2500lb, stock weight 3047, maximum/minimum downforce levels 155/158, drivetrain swaps available
2500lb-(3047-300) = -247
-247/100=-2.47
Front: 155-2.47=152.53 --> 153, Rear: 158-2.47=155.53 --> 158 (minimum downforce)
Example: RWD car, 2100lb, stock weight 2745, maximum downforce levels 392/570, no drivetrain swaps available
2100-2745 = -645
-645/100=-6.45
Front: 392-6.45=385.55 --> 386, Rear: 570-6.45=363.55 --> 364
Cars with Custom Race Aero Kit and High Rear Aero
For cars with custom race aero kit and very high rear downforce (max. rear downforce > 3* max. front downforce) the rear downforce should never exceed 3*front downforce. Simply cap rear downforce at 3*front downforce.
A prominent example is 1995 Ferrari F50 with a maximum front downforce of 100lb and a maximum rear downforce of 305lb. In this case rear downforce should not exceed 300lb for this car except when tuning for grip tracks which is covered in part 3.