Circuit & Road Racing

Sheet 01

Circuit

Technical circuits — tight corners, short straights — tune for cornering grip & maximum downforce

Tires

Compound	Best For	Class	Width F	Width R	PSI F	PSI R	Notes
Street	ROAD — Casual	D – B	205–225	215–235	30	29	Low grip, saves PI
Sport	ROAD — Circuit	C – A	225–245	235–265	29	28	Good all-round road tire
Semi-Slick	ROAD — Circuit	A – S1	245–265	255–285	28	27	Track-focused, road legal
Slick Race	ROAD — Circuit	S1 – X	265–295	275–315	27	26	Max tarmac grip, no offroad
Rally	MIXED — Road + dirt	Any	245–265	255–285	25	24	Compromise on both surfaces
Snow	SNOW — Winter events	Any	215–235	225–255	27	26	Required for snow/ice surfaces

Losing grip → drop PSI 1–2 or try softer compound · Long straight sluggish → try narrower tires

Tire Width

Power	RWD Front	RWD Rear	AWD Front	AWD Rear
Under 300 hp	215–235	245–265	225–245	235–255
300–500 hp	225–245	255–280	235–255	245–270
500–700 hp	235–255	270–295	245–265	260–285
700–1000 hp	245–265	285–315	255–275	275–300
1000+ hp	260–280	305–345	265–285	290–315

Losing corner grip → widen rear 5–10mm · Top speed drag too high → narrow rear 5–10mm

Gearing

Under 160 mph	4.20 – 4.50
160 – 180 mph	3.80 – 4.20
180 – 210 mph	3.40 – 3.80
210 – 240 mph	3.00 – 3.40
240 mph+	2.60 – 3.00

Set FD so top gear hits rev limit at top speed · Bogging in corners → tighten gears 2–3

6-Speed

Under 180 mph

~200–500 hp

Mult.0.76

Final Drive	4.00
1st	3.10
2nd	2.36
3rd	1.79
4th	1.37
5th	1.04
6th	0.79

7-Speed

180–200 mph

~400–700 hp

Mult.0.78

Final Drive	3.60
1st	3.20
2nd	2.50
3rd	1.95
4th	1.52
5th	1.19
6th	0.93
7th	0.72

8-Speed

200–220 mph

~600–900 hp

Mult.0.80

Final Drive	3.50
1st	3.20
2nd	2.56
3rd	2.05
4th	1.64
5th	1.31
6th	1.05
7th	0.84
8th	0.67

9-Speed

220–240 mph

~800–1100 hp

Mult.0.82

Final Drive	3.20
1st	3.30
2nd	2.71
3rd	2.22
4th	1.82
5th	1.49
6th	1.22
7th	1.00
8th	0.82
9th	0.67

10-Speed

240+ mph

~1000+ hp

Mult.0.84

Final Drive	2.80
1st	3.40
2nd	2.86
3rd	2.40
4th	2.02
5th	1.70
6th	1.43
7th	1.20
8th	1.01
9th	0.85
10th	0.71

Gearing Quick Adjustments

Wheelspin / high powerRaise 1st gear by 0.20–0.30
Sluggish corner exitRaise Final Drive 0.10–0.20
Rev limiter on straightsLower Final Drive slightly
Circuit focusTighten gears 2–4 by 0.05–0.10
Top gear unusedFewer speeds or lower Final Drive
Offroad gearingRaise Final Drive by 0.50–0.70 vs circuit

Alignment

Camber

Front	-1.5° to -2.5°
Rear	-1.0° to -1.5°

Understeer mid-corner → more negative front camber · Rear loses grip first → reduce rear camber

Toe

Negative = in · Positive = out

Front	0° to +0.2°
Rear	-0.2° to -0.4°

Sluggish turn-in → add front toe-out · Snap oversteer → add rear toe-in

Caster

Angle

5.5° to 7.0°

Car unstable on straights → raise caster · Slow self-centering after corners → raise caster

Antiroll Bars — RWD

Stiffer front = less oversteer · Stiffer rear = less understeer · The gap matters more than the values

Front	25 – 35
Rear	15 – 25
Goal	Stiffer front reduces oversteer

Oversteer → stiffen front ARB · Understeer → stiffen rear ARB or soften front

Antiroll Bars — AWD/FWD

Stiffer rear reduces AWD/FWD understeer · FWD: very soft rear allows rotation

AWD Front	20 – 28
AWD Rear	28 – 38
FWD Front	15 – 25
FWD Rear	25 – 38

AWD understeer → stiffen rear ARB · FWD understeer → soften rear ARB · Oversteer → stiffen front

Springs

lbs/in — Ride Height: minimum available

Rear = Front + 20–30 lbs/in · Pick front by weight, add ~25 for rear

Light (<2,600 lbs)	F 250–425 R 275–450
Sport (2,600–3,400)	F 400–600 R 425–625
Muscle (3,400–4,200)	F 550–800 R 575–825
Heavy (4,200+ lbs)	F 700–1000 R 725–1025

Traction loss over bumps → soften springs · Body roll too much → stiffen within weight range

Springs — Notes

Rear heavy car	Rear springs stiffer
Front heavy car	Front springs stiffer
Stiff platform	Min may exceed lower bound — use min
Rule	Match stiffness to axle weight

Rebound

Controls extension speed · Stiffer front = resists dive · Stiffer rear = resists squat

Front	7.0 – 9.0
Rear	6.0 – 8.0

Car wallowy → raise rebound · Bouncing over bumps → rebound too low

Bump

Controls compression speed · Set bump first · Rebound = bump × 2

Front	4.0 – 6.0
Rear	3.5 – 5.5

Skipping over bumps → lower bump · Diving hard on entry → raise front bump

Aero

Front	Maximum available
Rear	Maximum available
Balance target	0.45 – 0.50

Corner instability → increase rear aero · One end sliding first → adjust balance toward 0.47–0.50

Aero Balance Guide

Under 0.40	Too rear — oversteer
0.40 – 0.45	Slight rear — RWD friendly
0.45 – 0.50	Neutral — ideal
Over 0.50	Front bias — less oversteer

Brake — RWD

Balance	55 – 60% front
Pressure	90 – 100%

Rear locking under braking → raise front balance % · Wheels locking early → lower brake pressure

Brake — AWD / FWD

AWD Balance	52 – 56% front
FWD Balance	58 – 65% front
Pressure	90 – 100%

Rear locking (AWD) → lower front balance slightly · Rear stepping out (FWD) → raise front balance %

Differential Types

StockLow class / saves PI — limited or no tuning available

RaceCircuit & road racing — full accel/decel tuning range

DriftRoad drift — high lock bias, tuned for sustained slides

OffroadCross country / offroad drift — loose surface compliance

RallyMixed events — road & dirt compromise

DragStraight line only — maximum lock, launch focused

Limited tuning range → confirm Race diff is equipped · Stock diff → switch to Race for full range

Differential — RWD

Acceleration	35 – 55%
Deceleration	15 – 30%
High power RWD	Accel 50–60%

Wheelspin on exit → raise accel · Rear snapping under trail braking → raise decel

Differential — AWD

Front

Acceleration	15 – 25%
Deceleration	5 – 10%

Rear

Acceleration	40 – 55%
Deceleration	20 – 30%

Center

Balance

50 – 60% rear

AWD understeer → lower front accel · Exit wheelspin → raise rear accel · More rotation → shift center rearward

Handling Adjustments

Oversteer on exit (RWD)Lower diff accel / soften rear ARB
Understeer (AWD/FWD)Soften front ARB / stiffen rear ARB
Loose under brakingRaise diff decel / move brake bias forward
Poor turn-inMore front camber / increase front toe out
Rear sliding at speedIncrease rear downforce / stiffen rear ARB
Bouncy over bumpsLower bump damping on affected axle

Aero Balance Fix

Balance too low (<0.40)Raise front downforce to max first
Still too low after max frontLower rear downforce slightly
Understeer at speedReduce front downforce slightly
Oversteer at speedIncrease rear downforce
No aero optionsUse ARB & diff to compensate

Sheet 02

Road Racing

Long straights & high-speed sweepers — prioritise top speed & aero drag balance over pure cornering

Standalone →

Tires

Compound	Best For	Class	Width F	Width R	PSI F	PSI R	Notes
Sport	ROAD — D–B class	D – B	225–245	235–255	29	28	Budget road racing, good balance
Semi-Slick	ROAD — A–S1	A – S1	245–265	255–285	28	27	Best blend of grip & top speed
Slick Race	ROAD — S1–X	S1 – X	265–295	275–315	27	26	Max grip — choose narrower to reduce drag
Rally	MIXED — Road + dirt	Any	245–265	255–285	25	24	Sprint/road events on mixed routes
Snow	SNOW — Winter sprint	Any	215–235	225–255	27	26	Required on snow/ice road events

Losing traction → drop PSI 1–2 · Straight-line drag too high → narrow rear tires 5–10mm

Tire Width

Power	RWD Front	RWD Rear	AWD Front	AWD Rear
Under 300 hp	215–235	245–265	225–245	235–255
300–500 hp	225–245	255–280	235–255	245–270
500–700 hp	235–255	270–295	245–265	260–285
700–1000 hp	245–265	285–315	255–275	275–300
1000+ hp	260–280	305–345	265–285	290–315

Losing grip → widen rear 5–10mm · Drag on long straights too high → narrow rear 5–10mm

Gearing — ~0.30–0.50 lower than circuit for same power level

Under 180 mph	3.80 – 4.10	180 – 210 mph	3.30 – 3.70
210 – 240 mph	2.90 – 3.30	240 – 270 mph	2.50 – 2.90
270+ mph	2.20 – 2.60	Rule: hit limiter in top gear near end of longest straight

Hitting limiter too early on the straight → lower FD 0.10–0.20 · Bogging through corners → tighten gears 2–3

6-Speed

Under 185 mph

~200–450 hp

Mult.0.78

Final Drive	3.80
1st	3.20
2nd	2.50
3rd	1.95
4th	1.52
5th	1.19
6th	0.93

7-Speed

185–210 mph

~400–650 hp

Mult.0.80

Final Drive	3.40
1st	3.20
2nd	2.56
3rd	2.05
4th	1.64
5th	1.31
6th	1.05
7th	0.84

8-Speed

210–235 mph

~600–850 hp

Mult.0.82

Final Drive	3.10
1st	3.30
2nd	2.71
3rd	2.22
4th	1.82
5th	1.49
6th	1.22
7th	1.00
8th	0.82

9-Speed

235–265 mph

~800–1100 hp

Mult.0.84

Final Drive	2.80
1st	3.40
2nd	2.86
3rd	2.40
4th	2.02
5th	1.70
6th	1.43
7th	1.20
8th	1.01
9th	0.85

10-Speed

265+ mph

~1000+ hp

Mult.0.86

Final Drive	2.50
1st	3.50
2nd	3.01
3rd	2.59
4th	2.23
5th	1.92
6th	1.65
7th	1.42
8th	1.22
9th	1.05
10th	0.90

Gearing Quick Adjustments

Hitting limiter before end of straightLower Final Drive by 0.10–0.20 or add a gear
Not reaching limiter in top gearRaise Final Drive — too much gear for the power
Bogging on corner exitRaise Final Drive slightly or lower 1st gear ratio
Long slow hairpin sectionTighten gears 1–3 by 0.05–0.10
Mostly sweepers, few hairpinsSpread gears further — gap between top gears matters
Too many unused top gearsRemove a speed or tighten the top-end spread

Alignment

Camber

Front	-1.0° to -2.0°
Rear	-0.8° to -1.3°

Understeer on sweepers → slightly more negative front camber · Rear stepping out → reduce rear camber

Toe

Negative = in · Positive = out

Front	0° to +0.2°
Rear	-0.3° to -0.5°

Sluggish turn-in → add front toe-out · Snap oversteer at speed → add more rear toe-in

Caster

Angle

5.0° to 6.5°

Car drifting at high speed → raise caster · Slow self-centering on sweepers → raise caster

Antiroll Bars — RWD

Stiffer front = less oversteer · Stiffer rear = less understeer · The gap matters more than the values

Front	20 – 30
Rear	15 – 22
Note	Slightly softer than circuit — fewer sharp corners

Snap oversteer on sweepers → soften rear ARB · Understeer → stiffen rear or soften front ARB

Antiroll Bars — AWD/FWD

Stiffer rear reduces AWD/FWD understeer · FWD: very soft rear allows rotation

AWD Front	18 – 25
AWD Rear	25 – 35
FWD Front	12 – 22
FWD Rear	22 – 35

AWD understeer → stiffen rear ARB · Snap oversteer at speed → soften rear ARB

Springs

lbs/in — Ride Height: minimum available

Rear = Front + 20–30 lbs/in · Pick front by weight, add ~25 for rear

Light (<2,600 lbs)	F 225–375 R 250–400
Sport (2,600–3,400)	F 375–550 R 400–575
Muscle (3,400–4,200)	F 500–725 R 525–750
Heavy (4,200+ lbs)	F 650–900 R 675–925

Traction loss on road bumps → soften springs · Excessive body roll → stiffen within weight range

Springs — Notes

Rear heavy car	Rear springs stiffer
Front heavy car	Front springs stiffer
Stiff platform	Min may exceed lower bound — use min
Rule	Match stiffness to axle weight

Rebound

Controls extension speed · Stiffer front = resists dive · Stiffer rear = resists squat

Front	7.0 – 9.0
Rear	6.0 – 8.0

Car wallowy → raise rebound · Bouncing over bumps → rebound too low

Bump

Controls compression speed · Set bump first · Rebound = bump × 2

Front	4.0 – 6.0
Rear	3.5 – 5.5

Skipping over bumps → lower bump · Diving hard on entry → raise front bump

Aero

Front	Medium – High
Rear	Medium — not always max
Balance target	0.42 – 0.48
Note	Max rear aero costs top speed — find the balance

Corner instability → raise rear aero · Losing top speed on long straight → reduce rear aero 2–3 units

Aero Balance Guide

Under 0.40	Too rear — oversteer at speed
0.40 – 0.45	Slight rear — RWD friendly
0.45 – 0.50	Neutral — ideal for road racing
Over 0.50	Front bias — reduces oversteer

Brake — RWD

Balance	55 – 60% front
Pressure	90 – 100%

Rear locking under braking → raise front balance % · Wheels locking early → lower brake pressure

Brake — AWD / FWD

AWD Balance	52 – 56% front
FWD Balance	58 – 65% front
Pressure	90 – 100%

Rear locking (AWD) → lower front balance slightly · Rear stepping out (FWD) → raise front balance %

Differential Types

StockLow class / saves PI — limited or no tuning available

RaceRoad & circuit racing — full accel/decel tuning range

DriftRoad drift — high lock bias, tuned for sustained slides

OffroadCross country / offroad drift — loose surface compliance

RallyMixed events — road & dirt compromise

DragStraight line only — maximum lock, launch focused

Limited tuning range → confirm Race diff is equipped · Stock diff → switch to Race for full range entirely

Differential — RWD

Acceleration	30 – 50%
Deceleration	20 – 35%
Note	Higher decel than circuit for high-speed stability

Rear unstable under trail braking → raise decel · Snap oversteer on exit → lower accel slightly

Differential — AWD

Front

Acceleration	15 – 25%
Deceleration	5 – 10%

Rear

Acceleration	35 – 50%
Deceleration	20 – 35%

Center

Balance

50 – 60% rear

AWD understeer → lower front accel · Exit wheelspin → raise rear accel

Handling Adjustments

Oversteer at high speed (RWD)Increase rear aero / raise diff decel
Understeer on fast sweepersReduce front aero / soften front ARB
Loose under heavy brakingMove brake bias forward / raise diff decel
Poor turn-in to fast cornersMore front camber / slight front toe out
Bouncy over road surfaceLower bump damping both axles
Snapping on corner exitLower diff accel / soften rear ARB

Top Speed / Aero Fix

Losing top speed vs othersReduce rear aero 1–2 clicks / check FD isn't too high
Losing rear stability at speedAdd rear aero before stiffening suspension
Aero balance too low (<0.40)Raise front aero to max first
Still unbalanced after max frontLower rear aero slightly
No aero options on carUse rear toe-in & diff decel to compensate

Made by Caspeyy

Last updated: May 25, 2026

Circuit & Road Racing — Combined