Cars with very high power (>=800hp for road cars or >=1.5*stock power for race cars) require additional ARB stiffness to stabilize the car. For cars with a Standard Forza gearbox and a 3-speed sport gearbox and a, stock final drive for sport transmission < 4.00 the sport gearbox is scaled to a reference final drive of 3.50. Toe-in increases overall stability of the car but can decrease the responsiveness when turning into a corner. Setting up the final drive depends solely on the cars power and the type of installed gearbox. Older cars require higher offset than modern cars and race cars require a lower offset than productions cars.
In this case multiplying the maximum downforce levels (or maximum / minimum in case of FWD) with 1.5 is required. For these cars the reference power is not the cars stock power but the power with installed homologated restrictor plates which is lower than the cars stock power. It's important to reach a balance between a high top speed and quick acceleration. Spring rates need to be setup in relation to car weight, weight distribution and chassis / suspension stiffness. The general logic here is a car with more power requires a lower final drive and vice versa. -25hp/600=-0.04166667 Ride Height, Utility Car 4.0-6.0, Street Car 4.0-6.0, Sports Car 4.0-6.0, High Performance Car 3.0-4.0, Race Car 3.0-5.0, Race Truck 2.5, Prototype Race Car 2.5-3.5, Open Wheel Race Car 2.5-4.5, Open Wheel Sports Car 4.0-6.0, Open Wheel Street Car 4.0, ------------------------------------------------------------------, Off-road Car 4.0-5.0, Off-road Truck 4.0-5.0, Open Wheel Off-road Car 4.0-5.0, Off-road Race Truck 4.0-5.0. Here’s a guide on how to get to grips with tuning. Make sure to experiment with the tyre pressures to find a good compromise between high and low pressures. A lot of race cars and some high performance cars have homologated restrictor plates that limit the cars stock power to meet the divisions power restrictions. A good balance is important to find because a poorly tuned anti-roll bar can heavily impact on the handling of the car. Stiffer ARBs reduce body roll and thus provide less weight shifting during cornering. Then fine tune the cambers to reach your optimum setup. FWD cars require a lower final drive compared to RWD cars. In this case multiplying the maximum downforce levels (or maximum / minimum in case of FWD) with 1.5 is required, and with very low power (<=200hp) don't require as much downforce as usual. Modern cars with more rigid chassis / suspension can be run with higher camber. As a general rule of thumb older cars require higher caster than modern cars, race cars require lower caster than street cars and off-road cars require lower caster than road cars. is an important part of the game to learn if you want to squeeze every last bit of performance from your cars.
A lower final drive will increase the top speed of the car, but can lead to sluggish acceleration. Having the optimum setup for the tyres is crucial for having plenty of grip in the corners, and when accelerating off the start line. 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. Front-Rear Spring Rate Front-Rear Rebound Front-Rear Bump, Difference Difference Difference, <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%, Front rebound should be 0.3 higher than rear rebound, Front bump should be 0.2 higher than rear bump. Street None, Chassis Reinforcem. Likewise for cars with lower front weight distribution rear downforce slider must be lower than front downforce slider to achieve balanced downforce levels. 400hp-325hp=75hp 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. 3.30-0.04166667=3.25833333 --> Final Drive: 3.26, Example: FWD car, 325hp, stock power 300hp, stock final drive 3.30
Sport Decrease front springs, Chassis Reinforcem. For most cars there is no need adjust toe as this from my experience creates almost always unwanted imbalance during turning. Not only does adjusting the ride height make your car look rather cool, it also improves the overall handling. 400hp-325hp=75hp For more gaming coverage, follow @RedBullGames on. So a good starting point would be -1 per 1% weight distribution for modern road cars around 3000lbs. 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. For cars with a Standard Forza gearbox and a 5-speed sport gearbox and a stock final drive for sport transmission < 4.00 the sport gearbox is scaled to a reference final drive of 3.00. Set brakes for AWD cars according to following scheme: Brake distribution: RWD brake distribution - 1%.
It also can create rear tire spin while accelerating out of a corner. 3.30-0.04166667=3.25833333, 3.25833333 + 0.25=3.50833333 --> Final Drive: 3.51, Cars with Custom Gearbox and Homologated Restrictor Plates. Car Property Change Effect on Springs, Weight Increase Increase, Weight Decrease Decrease, Power Increase Increase1, 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. Note: This method will provide peak tire performance starting 4th lap, the first three laps are needed to warm-up the tires.
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. Aside from tire compound and drivetrain 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. Stiff ARBs provide more control during cornering but can result into harsh and unpredictable car behaviour when setup too stiff. : FWD road car with 2198lb, 64% wd, stock aero (, /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/. In this case rear downforce should not exceed 300lb for this car except when tuning for grip tracks which is covered in part 3. For these cars you need to reduce the cars stock final drive by 0.75 in order to work best. The general principle here is that the installed gearbox is calibrated to the cars stock power. Car Type Usual Camber Range, Utility Car -2.5 to 0.0, Street Car -3.0 to 0.0, Sports Car -3.0 to 0.0, High Performance Car -2.5 to -1.0, Race Car -2.5 to -1.5, Race Truck -2.0 to 0.0, Prototype Race Car -2.5 to -0.5, Open Wheel Race Car -3.0 to -0.5, Open Wheel Sports Car -4.0 to -2.0, Open Wheel Street Car -3.0 to -2.0, Off-road Car -3.0 to 0.0, Off-road Truck -2.0 to 0.0, Open Wheel Off-road Car -2.5 to 0.0, Off-road Race Truck -2.0 to -1.5. Reasoning for that is that besides grip tires also provide a basic level of rigidity and therefore control. Softer ARBs create more body roll leading to more weight shifting to the outer wheels. If you want to perfect your transmission, adjusting each gear ratio is the ultimate way to extract the best performance from the car. 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%. Bump has a direct relation to front car weight and suspension stiffness, i.e. For each %1 difference of car weight distribution from 47% rear downforce must be increased or decreased by 1.866667lb. Making the springs too stiff will cause the car to bottom out under heavy braking. Toe-in increases overall stability of the car, but can decrease the responsiveness when turning into a corner.
4.25+0.125=4.375 --> Final Drive: 4.38, Example: FWD car, 325hp, stock final drive 4.21 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. This also serves a basis for grip and speed tuning as well as track specific tuning which will be covered in part 3 and 4, so make sure to read this first before advancing to track specific tuning. Changing Toe often leads to the car becoming more responsive upon corner entry.
Tuning in Forza Horizon 4 is an important part of the game to learn if you want to squeeze every last bit of performance from your cars. Increase ARBs for cars with more weight and / or less rigid chassis (e.g.
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. 3.30-0.04166667=3.25833333, 3.25833333 - 0.25=3.00833333 --> Final Drive: 3.01, Example: AWD car, 325hp, stock power 300hp, stock final drive 3.30 The ranges given account for different body types within the car type. For further reference see this Tuning Guide for FM6 which discusses the overseteer and ... Can liveries and tuning setup files be imported from my previous Forza gameplay? Rallycross is for when you want your dirt racing to be a little dirtier. FWD cars require more camber than RWD cars to combat inherent understeer. Anti-Roll Bars. Sport Decrease, Chassis Reinforcem.