Automobilista 2 GT3 Quick Reference Tuning Guide

Use cold pressure to land around 27.5-28.5 psi hot after several representative laps.

Try first: Adjust after a stable stint, not after one out lap.

More negative camber helps the loaded tire work while the car rolls into a corner. Too much can reduce braking performance, hurt traction, and overheat the inside shoulder.

Try first: Use more front camber when the car washes wide mid-corner. Remove camber if tire temperatures or braking suffer.

Front toe out sharpens initial response. Rear toe in calms the car at speed and on corner exit.

Try first: Use small changes. Toe adds heat and drag quickly.

More caster improves straight-line stability, adds steering weight, and creates dynamic camber gain while cornering.

Try first: Lower caster if the wheel feels too heavy or harsh over bumps.

A lower steering ratio makes the car react more quickly to wheel input. A higher ratio calms the car and can improve confidence when the front feels too sharp.

Try first: Use lower ratios for sharper response, higher ratios for calmer control.

Ride height affects ground clearance, aero platform, bottoming risk, and rake balance.

Try first: If the car feels random at speed, check bottoming before changing several balance settings.

Softer springs usually add mechanical grip and bump compliance. Stiffer springs support aero and response but can reduce grip on rough tracks or slow corners.

Try first: Match spring stiffness to track smoothness and curb usage.

Anti-roll bars tune lateral weight transfer and balance without rewriting the whole setup.

Try first: Front stiffer usually adds understeer. Rear stiffer usually adds rotation or oversteer.

Bump stops influence behavior under aero load, braking compression, and curb strikes.

Try first: If the car suddenly loses grip when compressed, inspect ride height and bump stop behavior.

Fast bump reacts to curbs and sharp impacts. Slow bump shapes platform movement during braking and turn-in.

Try first: If the car skips over curbs, soften fast bump first.

Too soft can feel floaty after load transfer. Too stiff can make the car skip, jack down, or fail to settle.

Try first: If the car feels floaty, rebound may be too soft. If it skips, it may be too stiff.

Slow damping is about body motion and weight transfer. Fast damping is about curbs, bumps, and sudden unloading.

Try first: Use slow settings for weight transfer issues and fast settings for curb behavior.

More splitter can sharpen the front and improve high-speed turn-in, but it costs straight-line speed and can make the car more pitch sensitive.

Try first: If high-speed understeer is the problem, front aero may help. Watch straight-line speed.

More rear wing stabilizes the rear in fast corners and braking zones, but adds drag.

Try first: If the rear is nervous at speed, add wing before chasing mechanical changes.

Preload determines how early the differential begins locking before the ramp angles fully act.

Try first: Add preload for stability. Remove preload for freer rotation.

Ramp angles determine how aggressively the diff locks under power or coast.

Try first: Lower angles lock more aggressively. Higher angles calm the locking action.

More front bias is safer and more stable. More rearward bias can help rotation, but risks rear instability.

Try first: If the rear moves under braking, move bias forward. If entry is lazy and stable, a tiny move rearward can help.