FH6 — Real-World Tuning Benchmarks

Hides non-matching rows live.

How to read this

For each archetype: the FH6 car-type it maps to, then a parameter table with realistic ranges and the why. Ranges are mainstream/accepted, not driver-style outliers. All numbers metric to match your in-game menu (kg/mm springs, mm ride height, deg alignment, psi tires, % brake bias, Nm or % diff).

Confidence tags: high well-documented from teams/engineers · medium ranges agreed across multiple sources · inferred from class regs or extrapolation. Race-car numbers come from set-up sheets, engineering interviews, and published teardowns; trade-secret stuff (exact F1 wing maps, factory team damper curves) is deliberately not faked.

Universal sanity checks before you tune anything:

Front camber is almost always more negative than rear on race cars (opposite is true on drift cars).
Toe-out front + toe-in rear is the standard race baseline — turn-in + stability.
Stiffer = smooth track, softer = bumpy track. This trumps "more downforce = stiffer" most of the time.
Diff preload high = stability, low = rotation. Power ramp high = traction on exit, low = rotation on exit.
Brake bias is 50–60% front almost everywhere on the planet. Anything outside that is a tell something's wrong.

LMP / Hypercar (Le Mans prototype)

FH6 mapping: Track Toys, Hypercars, Race Cars (LMP/sports racing prototype) — e.g. P1 GTR–style, 919 Evo, R18, modern LMH. Stock P1 sits closer to Road/Track.

Parameter	Range	Why
Tire pressure (hot)	F 24–28 / R 22–26 psi high	Hot target. Cold start ~3 psi lower. Front higher because front loaded harder on entry braking under heavy downforce.
Ride height	F 40–60 / R 55–80 mm high	Aero-driven. Rake (rear higher) feeds the floor/diffuser. Lower = more downforce until floor stalls or bottoms.
Spring rate	F 200–350 / R 250–400 N/mm medium	In kg/mm: ~20–35 F, 25–40 R. Very stiff — they need to hold ride height under huge downforce, not just absorb bumps.
Front camber	−3.0 to −4.5° high	High lateral load + tall sidewall flex demands it.
Rear camber	−1.5 to −2.5° high	Lower than front — traction off corners matters more than peak grip mid-corner.
Front toe	0 to −0.10° (toe-out) medium	Light toe-out for turn-in, but small because steering inputs already at the limit.
Rear toe	+0.10 to +0.25° (toe-in) medium	Stability under power, helps the diff hook up cleanly.
Caster	+5 to +8° medium	Usually fixed by suspension geometry. High caster = self-centering + dynamic camber gain when steered.
Anti-roll bar	Stiff F, slightly softer R high	Front ARB ~80–100% of max, rear ~60–80%. Adjusted for balance, not roll control (springs handle that).
Aero (downforce)	Max-ish for tight tracks, trimmed for Le Mans high	Le Mans Mulsanne setup runs ~60–70% of high-downforce config. Spa/Fuji = closer to max.
Brake bias	55–58% front high	Higher front bias than GT cars because of huge front-end weight transfer under heavy braking + downforce.
Differential (locking %)	Accel 50–70% / Decel 30–50% / Preload 60–120 Nm medium	Salisbury/clutch-pack LSD. Lower decel lock so the car rotates on lift; higher accel for traction.

GT3 / GT2

FH6 mapping: GT cars, GT race, Road Race, Supercar/Race — Huracán GT3, 911 GT3 R, M4 GT3, R8 LMS. Your Audi R8 V10 Performance when set up for sprints/circuits leans this direction.

Parameter	Range	Why
Tire pressure (hot, dry)	26–27 psi all four high	Pirelli/Michelin GT3 target. Wet: 30–31 psi (smaller patch, drives water out).
Ride height	F 55–75 / R 60–85 mm high	Mild rake. Bumpier tracks like Bathurst run higher; smooth tracks like Paul Ricard run lower.
Spring rate	F 110–160 / R 130–180 N/mm medium	~11–16 / 13–18 kg/mm. Softer than LMP because downforce is lower.
Front camber	−3.5 to −4.5° high	Keeps contact patch square under high cornering G. Watch tire-temp spread: F outer–inner gap < 9°C is the goal.
Rear camber	−2.0 to −3.0° high	Less than front. Rear temp spread target ~5°C.
Front toe	−0.05 to −0.15° (toe-out) high	Toe-out for turn-in response. More = sharper but warmer outer fronts.
Rear toe	+0.10 to +0.25° (toe-in) high	Toe-in for traction + stability under power.
Caster	Max available (~7–9°) high	Standard advice: run max caster until you feel high-speed corner understeer, then back off.
ARB	F mid-stiff / R mid-soft medium	Balance tool. Front ARB up = more understeer. Rear ARB up = more oversteer.
Aero (downforce)	High but compromised with drag high	Front splitter usually maxed; rear wing 80–100%. BoP-regulated in real series.
Brake bias	54–58% front high	54–55 for rotation-friendly tracks, 57–58 for high-speed stability. Drivers adjust on-the-fly ±2%.
Differential	Preload 60–100 Nm / Power 40–60% / Coast 20–40% medium	Lower preload helps rotation; higher coast = more entry stability but kills rotation.

Touring car (TCR / BTCC / WTCR)

FH6 mapping: Sports Cars, Modern Sports Cars, Hot Hatch race-prepped — Civic Type R TCR, Cupra Leon, Golf GTI TCR, Audi RS3 LMS. Mostly FWD with a few AWD.

Parameter	Range	Why
Tire pressure (hot)	F 28–32 / R 26–30 psi medium	Higher than GT3 — narrower tires, less downforce, smaller contact patch optimization.
Ride height	F 60–80 / R 60–85 mm medium	Less rake than GT3, lower aero contribution.
Spring rate	F 90–140 / R 70–110 N/mm medium	~9–14 / 7–11 kg/mm. Front stiffer for FWD weight bias.
Front camber	−3.0 to −4.0° high	FWD eats front tires; you need every bit of contact patch under load.
Rear camber	−1.5 to −2.5° medium	Often less negative — helps the rear come around (FWD wants rotation).
Front toe	−0.10 to −0.20° (toe-out) high	More toe-out than GT3 — FWD needs aggressive turn-in to counter natural understeer.
Rear toe	+0.10 to +0.30° (toe-in) high	Rear toe-in adds stability and helps rotation paradox: rear "plants" so front can attack.
ARB	F soft / R very stiff high	Classic FWD trick: lift the inside rear to free up rotation. Rear ARB often near max.
Aero	Modest splitter + small rear wing medium	Maybe 200–500 kg total at 200 km/h — fraction of GT3.
Brake bias	60–66% front high	More forward than GT3 because of front weight bias on FWD.
Differential	FWD: mechanical LSD, preload 40–80 Nm / Power 30–50% medium	FWD diffs walk a tightrope — too locked = torque steer + understeer, too open = inside wheel spin.

Formula (F1 / open-wheel)

FH6 mapping: Formula Cars, Open-wheel Race — modern F1, F2, IndyCar. Stripped chassis, exposed wheels, max downforce-to-weight.

Parameter	Range	Why
Tire pressure (hot)	F 23–26 / R 21–24 psi high	Pirelli F1 starting pressures, mandated minimums. Lower than GT — softer compounds, more sidewall flex tolerated.
Ride height	F 15–30 / R 50–80 mm high	Extreme rake. Modern ground-effect cars run F as low as plank wear allows. Front always lower than rear.
Spring rate	F 350–700 / R 250–500 N/mm medium	Insanely stiff — heave springs + torsion bars hold ride-height windows for ground-effect aero. Numbers approximate.
Front camber	−3.0 to −4.0° high	FIA caps camber per generation. Track-dependent within a small window.
Rear camber	−1.0 to −2.5° high	Rear prioritizes traction off corners (especially with high-torque hybrid units).
Front toe	Slight toe-out high	Sharp turn-in. Numbers are tiny by F1 standards — fractions of a degree.
Rear toe	Slight toe-in high	Stability on exit, helps with rear tire heat.
Caster	Fixed per chassis, ~10–14° medium	Not adjusted weekend-to-weekend in F1.
ARB	Track-dependent, often near max high	Monaco soft, Monza stiff. Heave + roll bars handle different jobs.
Aero	Monaco max → Monza min high	Biggest single-variable swing in motorsport. Front wing flap micro-adjusted per session.
Brake bias	54–58% front, driver-adjustable ±2% high	"−5 clicks" you hear on radio = ~1% rearward shift from baseline. Per-corner adjustment.
Differential	Multi-stage (entry/mid/exit) high	F1 diffs are electronically controlled per corner — not a single setting like other classes.

Rally (umbrella — WRC, Rally2, classic)

FH6 mapping: Rally Monsters, Classic Rally, Rally Cars, Modern Rally. Surface-dependent setup philosophy — gravel vs tarmac are almost different cars.

Gravel spec

Parameter	Range	Why
Tire pressure	F 30–36 / R 30–36 psi medium	High to protect sidewall + minimize puncture risk on rocks. Tarmac runs lower.
Ride height	150–220 mm high	Clearance trumps low CG. Sumps, control arms, exhaust all need to survive.
Spring rate	F 40–80 / R 40–80 N/mm medium	Soft. ~4–8 kg/mm. Compliance keeps tires on the ground over rough surfaces.
Suspension travel	≥150 mm minimum, often 200–300 high	Long-travel coilovers eat compressions and jumps without bottoming.
Front camber	−1.0 to −2.0° high	Much less than tarmac racing — softer chassis already produces camber under roll, and gravel doesn't reward static camber.
Rear camber	−0.5 to −1.5° medium	Slight negative. Driver pendulum/handbrake tricks rotate the car, not static geometry.
Toe	F 0 to slight out / R slight in medium	Mild settings; the surface itself moves so static toe matters less.
ARB	Soft both ends high	You want independent wheel travel, not coupled roll resistance. Some cars even disconnect them for gravel.
Brake bias	55–62% front medium	Adjusted per stage. Loose surfaces tolerate higher rear bias because lock-up doesn't ruin everything.
Differential	Active center diff + mech LSDs F/R high	Modern WRC: electronically variable center torque split. Older cars: viscous + clutch-pack LSDs locked aggressively.

Tarmac spec (same car, swapped setup)

Parameter	Range	Why
Tire pressure	F 24–28 / R 24–28 psi medium	Lower than gravel — bigger contact patch, more grip.
Ride height	80–120 mm high	As low as the kerbs allow. Some tarmac rallies allow ~60 mm.
Spring rate	F 80–140 / R 70–130 N/mm medium	2× to 3× stiffer than gravel. Approaches touring-car values.
Front camber	−2.5 to −3.5° high	Touring-car-ish numbers on tarmac stages.
ARB	Stiff both ends high	Reconnected and torqued up for kerb-attacking tarmac rally.

Formula Drift / pro drift

FH6 mapping: Drift Cars, Modern Muscle (RWD) — purpose-built FD entries like the Worthouse Supra, Papadakis Corolla, FD Z. Not a touring-car setup with the e-brake bound.

Parameter	Range	Why
Tire pressure	F 30–40 / R 18–28 psi high	Rear lower — pressure goes way up during a run, so cold-start ~18–22 hits ~30+ hot. Front higher to preserve sidewall under huge steering input.
Ride height	F 90–120 / R 100–130 mm medium	Not slammed — competition drift cars run higher than show cars. Suspension needs to work.
Spring rate	F 14–18 / R 8–14 kg/mm high	Counterintuitive: soft for a stance look but stiff for a race car. Front stiffer than rear so the rear can squat and load the tire on throttle.
Front camber	−4 to −7° high	Extreme. Sized so that at ¾ steering lock the lead tire reads zero camber — that's where it grips during a run.
Rear camber	+0.5 to +1.5° (positive!) high	Yes, positive. Soft rear squats under power → big negative camber gain → net contact patch is flat at the moment grip matters.
Caster	+8 to +14° (max possible) high	Massive caster gives dynamic negative camber on the lead wheel through steering input + self-centering on transitions.
Steering lock / angle kit	60–72° at the wheel high	Knuckles + tie rods modified for huge angle. Not adjustable on stock geometry.
ARB	F medium / R thick medium	Fat rear bar helps transitions and keeps the car responsive when stomping throttle.
Brake bias	Independent hydro handbrake to rear, foot brake ~65–75% front medium	Two systems — foot brake is heavily front, e-brake feeds rear only to break grip.
Differential	Welded or 2-way clutch-pack locker high	Spool/welded for amateurs, 2-way ramp clutch-pack for pros. Power and coast both highly locked.

Drift counterintuitive truths: soft springs, positive rear camber, almost no rear toe-in. Everything you "know" from race-car tuning gets flipped.

Time Attack (Super Lap, Pikes Peak Unlimited)

FH6 mapping: Track Toys, Extreme Track Toys, Modified — basically maximum-downforce purpose-built lap-record cars. Robin Shute's PP car, World Time Attack monsters.

Parameter	Range	Why
Tire pressure (hot)	F 24–28 / R 22–26 psi medium	Slick/semi-slick targets. Sticky enough that lower pressures work without overheating.
Ride height	F 50–80 / R 70–110 mm medium	Big rake — these things are essentially open-class LMPs with regulations off. Floor/diffuser dominate.
Spring rate	F 150–300 / R 180–350 N/mm inferred	~15–30+ kg/mm. Aero load forces them stiff; bottoming on Pikes Peak switchbacks is catastrophic.
Front camber	−3.5 to −5° medium	Max-out territory. No regs cap them.
Rear camber	−2 to −3° medium	Similar to GT3 logic — less than front for traction.
Aero	2000+ kg at top speed possible high	Some PP/WTAC cars exceed 1:1 downforce-to-weight. Front splitter + canards + multi-element wing + diffuser all maxed.
Brake bias	55–60% front medium	Adjusted per session — Pikes Peak braking zones change with altitude/temp.
Differential	Aggressive accel lock 60–80% medium	Single-lap car — driver puts it all in, diff helps put 1000+ hp down out of switchbacks.

Drag (Pro Stock, Pro Mod, drag radial)

FH6 mapping: Modern Muscle, Retro Muscle, Modified — anything with stupid power and a straight-line mission. Real-world physics here is all about controlled weight transfer.

Parameter	Range	Why
Tire pressure	F 35–50 / R 4–14 psi high	Front: rock-hard skinnies (less rolling resistance). Rear slicks: very low to expand contact patch on launch.
Ride height	F low static / preloaded for rise medium	Front compressed ~30–35% at static ride height so it has room to extend on launch.
Front spring	Light — 90–180 lb/in (~16–32 N/mm) high	Soft front lets it rise quickly = weight transfer onto rear slicks.
Rear spring	Stiff or as preload to limit squat medium	Goal: enough squat to plant the tire, not so much it unloads the front.
Camber/toe	Near-zero, slight toe-in medium	Straight line = no camber needed. Slight toe-in for stability at speed.
Front shock	Soft extension, medium compression high	Lets front rise smoothly, then resists return so transfer doesn't snap back.
Rear shock	Stiff compression on launch high	Controls squat rate. Too soft = wheelhop. Too stiff = no transfer.
Wheelie height	Tires <6" off ground high	More than that = wasting energy that could have gone forward. Iconic wheelstands are usually a tune-out, not a goal.
Brake bias	N/A for the run — chute does most stopping medium	Bias matters only for the return road / lower-class cars.
Differential	Spool — fully locked high	Both rears spin together. Any open-ness wastes torque.

Road/Track (street-legal performance, club track day)

FH6 mapping: Modern Supercars, Super Saloons, Sports Cars, Modern Sports Cars, Hot Hatch (factory tune) — your Audi R8 V10 Performance in factory trim, P1 (non-GTR), 911 GT3 RS, M4 CS, Civic Type R.

Parameter	Range	Why
Tire pressure	F 30–35 / R 30–34 psi street; track set ~32–34 hot high	Street prioritizes wear and noise. Track day: bleed down hot to ~32–34. Cup 2/R-comps want ~28–32 hot.
Ride height	Factory or −10 to −20 mm high	Lowering more than ~25 mm usually wrecks geometry — bumpsteer, roll-center migration.
Spring rate	F 6–10 / R 8–12 kg/mm street-track medium	Stock cars run softer (~3–6 kg/mm). Track-focused coilovers like Öhlins R&T sit here.
Front camber	−1.5 to −2.5° street / −2.5 to −3.5° track high	Street −1.5° preserves wear. Track −3 or more eats inner edge unless you also rotate tires.
Rear camber	−1.0 to −2.0° street / −1.5 to −2.5° track high	Common rule: 1–1.5° less than front.
Front toe	Zero to slight in (street) / zero to slight out (track) high	Street toe-in for wear/highway stability. Track zero toe for max grip, slight toe-out for turn-in.
Rear toe	+0.05 to +0.15° (slight in) high	Stability. Going to zero rear toe frees rotation but reduces stability.
Caster	Factory (5–8°) medium	Rarely changed on street cars; usually not adjustable without arms.
ARB	Factory or 1 step up medium	Factory bars are usually well-balanced. Aftermarket fronts often make hot hatches push more.
Brake bias	Factory (typically 60–66% front, fixed) high	Street cars don't have driver-adjustable bias. ABS handles the rest.
Differential	Factory eLSD / mech LSD; preload N/A street-tunable medium	Modern AWD (R8, GT-R) has active center diff. RWD GT3 has factory mech LSD that's well-mapped.

Off-road truck (Trophy Truck / Baja / Ultra4)

FH6 mapping: Offroad, Trucks, Buggies, Rally Monsters (heavy) — Trophy Truck, RZR, Ford Raptor R race-prepped, Baja prerunners.

Parameter	Range	Why
Tire pressure	12–25 psi high	Wide range — high speed sections higher, technical rock-bashing lower.
Ride height (static)	300–450 mm high	Massive clearance. Frame stays clear of every rock and rut they aim at.
Suspension travel	F 600–700 / R 700–900 mm high	Yes — 24–35" of wheel travel. Bypass shocks with multi-zone damping.
Spring rate	F 100–200 / R 80–160 lb/in (very soft) high	Soft. Compliance lets the truck absorb 100 mph G-outs without unloading the tires.
Damper philosophy	Bypass shocks — soft mid-stroke, firm end-stroke high	Zone damping: float over small stuff, brick wall at the bottom of travel to prevent bottoming.
Camber	Near zero, slight negative front medium	No high-load cornering at GT3 levels. Compliance handles attitude, not static angle.
Toe	Slight toe-in front, slight toe-out rear (on solid axle) medium	Independent front: very slight toe-in. Stability-first.
Brake bias	60–70% front medium	Front-heavy because rear is loose on dirt — too much rear locks tires constantly.
Differential	Spool or locked F/R, selectable center high	Most trucks run a spooled or selectable-locker rear. AWD (rare) uses fully variable center.

Differential cheatsheet (cross-archetype)

Setting	What it controls	Tune toward...
Preload (Nm)	Static lockup before any torque applied	High = stability + on-center push (LMP, drag). Low = rotation, easier mid-corner (touring, GT). Range across racing: 40–150 Nm typical.
Power ramp (accel %)	How aggressively diff locks when you're on throttle	High (60–80%) = traction on exit + understeer in. Low (30–50%) = rotation on exit, harder to put power down. Drift cars run effectively 100% (welded/spool).
Coast ramp (decel %)	How aggressively diff locks on lift/braking	High (50%+) = stability under braking, kills entry rotation. Low (20–40%) = rotation on lift/trail-braking. Most race cars favor low coast.
Center (AWD)	Front/rear torque split	Rally locked to ~50/50 or active. Road AWD biased rear (R8 60–70% rear default). Tuning rear-biased opens rotation; front-biased plants on power.

Last updated: 2026-06-07 · sources: Coach Dave Academy (GT3 setup guide), Driver61 (F1 setups), Suspension Secrets (drift), Penske Racing Shocks & QA1 (drag), professional suspension engineer drift forum posts, Speed Secrets (Ross Bentley brake bias), Sim Racing Setup & F1 24 references for diff/brake-bias clicks, Off Road Xtreme (Trophy Truck), Pirelli/Michelin GT3 tech briefs.