How to Tune cars in Forza Horizon 5 *All you need to know*

[Music] hello and welcome back to all spin tv and today i'm doing as promised a cartooning guide and this is all for you will users now if you do use a controller this guide will work but being a controller user you will be able to actually go a lot more extreme with your tuning as a wheel user we need to be able to dial these cars in perfectly because each individual car feels completely different on a wheel now as you've seen from a time stamp maybe this video will be quite a long video but i promise you by the end of this video you will be able to tune your cars and make them do exactly what you want every bit of information in this video will be exactly what you need to know now i'm gonna be going through rear wheel drive cars front wheel drive cars four wheel drive cars i'm gonna tell you what each individual of the settings actually makes a difference the formula to use it's going to be a little bit of maths but trust me it makes all of the difference now i have built a s1 370z this is running about 700 horsepower this is for one of my bigger circuits that i race with my club we also do a lot of a 800 races but i have a way it makes no difference i am going to tell you the exact formula what you need to know how to tune a car now one caveat to this is it doesn't matter how much power you've got in your car um i'm not going to be able to tune out driver error so if you're on a wheel when you're really aggressive with your throttle and your steering inputs don't we're not gonna be able to tune that out so the tuning is gonna be able to get your car to do exactly as you want it's gonna steer a lot better it's gonna drive a lot better like for instance this car we're gonna slow right down i'm gonna pull away second third fourth gear this thing just wants to spin up so we're gonna tune that out it understeers quite a lot we get on the throttle and just say understeers a huge amount as you can see here we're going to tune all of this out we're going to make this car do exactly what i want there's a few little tricks that i've found when it comes to actually the modifications you put onto your car that are going to make quite a big difference as well so just shut the knitting hour off let's jump straight into this right so there's a few things we're going to need today one of which is a phone or a calculator i don't watch this phone it's my work phone it's beat up but it's got a calculator on it that's all that matters the other thing is an understanding of what i'm trying to tell you so let's jump straight into the window so if we go into my cars it gives you the information as well if you look on the left-hand box it shows you your power torque weight front and displacement now the front is what we're interested in it says 52 over the front so that means 52 of the car's entire weight is over the front axle 48 must therefore be on the rear every car is different 57 44 etc so that bit of information we need to know another thing we need to know before we go into tuning is if we go into our engine and we look at our dynograph down at the bottom in a performance table it shows you our curve so red is torque yellow is power now we can see that this particular car has got quite a very nice power smooth power delivery now we're looking at anywhere from about five and a half six thousand rpm up to about nine thousand rpm is our main power band now we're losing dropping off talk don't get me wrong at the top end but it's got a very nice power delivery and that is sort of our perfect area we want to tune our gears to so if you are in this screen if you flick your uh sorry if you press y for toggle you can see in the left hand side box again we have our front weight distribution so what is important is our knowing our paragraph and our front displacement now on the screen i'm going to put a formula and this formula is extremely important all right now when i first put it up you're going to look at it and think what is this but i'm going to explain everything and you'll get to understand it's very very simple so it is maximum take away minimum times weight ratio add minimum and as i said you would explain i will explain it you'll get it now a few things when we're looking at cars now i'll do racket uh bracket racing now i like the principle of lotus which is lightness equals speed so first thing i do when i come into a car is i will add slick tyres i will add wide tires and a wired track width i will then add suspension now here is one of the tricks i have found that i've done a lot of research into this trust me people this works perfect if we look i'm using drift suspension this is not going to be a drift build this is going to be a race grip build so if we look at the scores it says 7.1 handling we go to race we're at 7.1 handling you'll actually find that some cars were actually got a better handling score on the race on the drift sorry now the reason i use drift suspension is if you lose the back end with drift suspension you can catch it very quickly and it feels identical in any other way to race suspension whereas with race suspension as i say it feels the same until you lose the back end you cannot catch it as quickly or as easily so if you're in a front wheel drive car a four-wheel drive guy doesn't really matter a huge difference but i've got to be honest in every single car i use drift suspension this is the same as formula horizon sorry forza or horizon 4. so always use drift suspension now when we go into weight reduction you'll find some lighter cars do benefit actually keeping a bit of weight in them and also when it comes to your chassis reinforcement and roll cage i don't tend to add the full roll cage i tend to just go with the actual um middle bar now i always max out my roll bars um so because they're adjustments that we're going to need now in this particular vehicle i'm not using aero if i'm honest i don't really use aero on any of my vehicles not unless they are full out x-rated race vehicle that i need to really be competitive with now as i say with aero it's very easy to adjust it is uh speed annex um and and cornering grip it's quite self-explanatory the more you put onto your rear end though just remember that that amount of downforce can outweigh the front and actually lift the front of the car up meaning that your cause understeer so we'll go into the um tuning window now this car 52 over the front i mean now our power band as you see this car was spinning up in third and fourth we're gonna cut that out so i always start from the very right on our differential now a differential to explain this in the simple terms the inside will and the outside will when driving a straight line turn at the same speed but when you turn left or right the inside wheel has to travel less distance than the outside wheel and now what you're doing is you're going to unlock the difference between both wheels so the outside wheel is allowed to travel further hence drift cars have a higher differential lock they'll be around about 75 percent to 100 percent uh that's why drifters lock their diffs up by welding them so that the wheels always spin on a race car we don't want that what we want to do is we want our inside wheel to just spin a little bit so therefore it doesn't push the rear end of the car real wide now what i found that this is personal preference is i put race diffs on with drift suspension when i do grip tunes now a race diff gives you a lower acceleration to deceleration 99 at a time but what i always do is i will half my acceleration with my deceleration now you're probably asking what is the difference deceleration is when i come off of my throttle the wheels will unlock and allow the car to settle down if i have a higher deceleration lock when i come off the throttle it can lock the rear end up meaning that the outside wheel and the inside wheel are decelerating at the same speed but let's not forget the inside wall and the outside will return at different speeds so you will find that the back end wants to slide so if you know what liftoff oversteer is that is what causes it it's your deceleration you lift off the throttle when the back end slides out that is your deceleration setting now i tend to leave my acceleration stock and then i will adjust it as i need b i tend to find more powerful cars need a little bit more um and lower power cars you can go with a much higher number because you're not breaking traction so easy but anyway we're back to it half of your dc acceleration for deceleration your brake what you can do we got 54 percent over the 52 over the front 48 over the rear now breaking force as i will do in another video is actually back to front it always has been in forza so when you're doing rear um when you're putting it towards the rear you're actually putting the braking force on the front of the car this car is 52 percent of the front i'm going to put it 48 the rear which means when i'm braking i'm giving my back wheels a little two percent extra um sorry with the other way front it's two percent extra over the back wheels just means when i'm braking the car is now even i'm not got heavy braking on the front of the vehicle i'll leave braking for standard downforce now with arrow as i said if you put too much on the rear in conjunction with the front you're going to push the rear down make it squat but you're actually going to lift the front of the vehicle up which means you'll actually introduce understeer so just make sure that whenever you max it out on the front you actually want to drop down the rear a little bit just to try and balance that out now this is where the mass matters now your rebound your rebound stiffness is the suspension pushing back into the floor um bump stiffness is obviously absorbing bumps now we want our bump stiffness to be between 50 and 75 percent of our rebound stiffness now i've personally found on this game that i say at 55 and when i make adjustments i'll come back and make that dif make a change now that this is where the formula comes in so if you what you do is your minimum and maximum as i said now i know that rebound is going to be 19 so it's going to be one at the minimum and two of them are 20 at the maximum so minimum one maximum 20. so i'm gonna do 20 take away one 19. now you'll find with 99 of cars this number is always the same it's going to be 19. so we're going to do 19 times our weight ratio naught point 5 2 equals now we're going to add our minimum back on add one it's literally as simple as that and now front setting is 10.88 so that will be rounded up to 10.9 now we want to do 55 so we're gonna times that by a naught point five five equals that gives us five point nine eight four it's gonna round always tend to round this down so that'll be five point nine again for the rear it'll be 19 times now it's 52 on the front so we're going to do 48 on the rear so it'll be 19 times 0.48 add one and that is our real that can't be right let me do that again 19 times 0.48 equals at 1 is 10.12 so that'll be 10.1 and we're going to times that again by the same 0.55 percent which gives us 5.566 we'll do 5.5 this is the only one where we need to use percentage is on the bump stiffness the rest is all the same formula maximum take away minimum times weight ratio at minimum so our springs this completely changes car to car now damping and spring rate is what makes a difference during a corner uh anti-roll bars and geometry is basically what makes a difference when we're turning into a corner and out of the corner so if you've got a car that isn't turning incorrectly you can adjust your anti-roll bars and your springs leave your damping if you're in the corner your car is unsettled or it's sliding around too much then we would adjust our damping and our differentials now don't get me wrong a little adjustment on everything is going to make a difference but just remember that is the main key really anti-roll bars is when you're turning into a corner and the car is this chassis is flexing and then obviously damping takes over springs make a difference really during both so i don't tend to make a huge amount of difference with a change of springs remember this if you're sliding the rear end we want to soften it up or stiffen the front if you are under steering where the front is washing out wide it's not steering as you want it to we will soften the front up or stiffen the rear we always basically want to soften up the end of sliding now we always make small increments whenever we do this all right so we're going to what i call one ball or one circle at a time so i would make an adjustment like this so it's just in front or behind depending on what i need anyway we're going to go max to minimum on the springs so as i said this is completely different for every single vehicle okay so this one is 246.4 and 49.3 now if you've got a much higher numbers if you recognize nexus stiff it says kgfmm if you go into your um settings you can change it to like usa metric european um and all the rest of it and that's what gives you an easier number to remember all right so you can change it for yourself and make it a bit easier so with two four six four take away 49.3 oh two four six four take away 49.3 equals times our weight ratio 52 equals at our minimum back on 49 free gives us 15179 so 1518 remember our number two four six four so we go down two four six four two four six four keep remembering it two four six four right now we do two four six point four take away forty nine point times 0.48 for our rear 246.4 take away 49.3 equals times 0.48 for our rear add 49.3 back on our minimum and that gives us 143.9 now this gives you a base setting for your vehicle and then when we go for our test drive we'll make a little tweaks here and there to get how we want it now what i always do is do suspension slams the car i put it one up front and rear just gives it a little bit more travel a little bit more for the car to soak up mexico is quite a bumpy um uh tracks and roads now anti-roll bar minimum and maximum i can tell you now 65 on one it's always 64. so 64 x 0.52 equals now what i do is i add one on so it's 34.28 in forza horizon 4 i used to add three but i find it's just a little bit too stiff on this game so 64 x 0.48 equals 1 31.72 now that is pretty much our car set up other than alignment and gearing now alignment we would use our telometry and that is for our tires as well but a very quick base setting that i always jump to is 1.6 on the front one point two on the rear i will knock our front caster down to six most race suspension is around about five five point five now caster if you imagine this wheel as being our front wheel caster is the way that the suspension's up or back leaning back so the lower the caster the more you're pushing through your wheel the higher the caster you're pushing down so we just want to lean it back a little bit and that's all the caster means um toe in and out um can adjust the way that your car really feels um so when we if your car's not turning in and say it's a four-wheel drive car for instance what you can do is make your 0.1 out on the front and not put one out on the rear makes your car wheels like a banana so it actually turns in a lot quicker you'll find for rear wheel drive cars that are towel happy really towel whappy and you can't quite get it settled down with springs anti-rail bars differential tuning then what you can do is change it to 0.3 0.5 out and it will start taming the back end but when you do this you're going to lose some of your top speed all right so don't make too huge of a change on this toeing or toe out always try to adjust your springs and your roll bars damping and differential first before anything else and then use these really as a last resort so just remember toe out brings the backs of the tires closer toe in brings the front of the tires closer now tie out gives you a better turning response toe-in gives you more stability on rear-wheel drive cars now with four-wheel drive cars you'll have your front acceleration deceleration your rear acceleration deceleration and your center diff now what i always do i always have a base setting ready for most front four wheel drive cars i'll do a 20 acceleration front five percent d cell so it's actually less than half and then my rear will be the standard race differential and i always leave the lock between the two at whatever is standard and as i've set my suspension up and i make my tweaks if the car is not reacting how i want it then i will add more power to the rear usually to make it up me be able to power over the steer so what i'm saying is i'd like to have the power to push the back end around rather than pushing the front wide i'd always rather have a little bit of oversteer in comparison to understeer front-wheel drive cars now are slightly different so with front-wheel drive cars everything is done for the front wheels we're turning we're braking and accelerating using the front wheels so we want to be very gentle with our throttle at lower speeds so we don't spin up very easy and we also want to be able to have a little bit of one wheel peel or inside wheel spin rather than locking it up and then having loads of torque steer so what you do is you leave it standard drop your deceleration to half do all your suspension tweaks go out for a test drive if you find that you're getting talk steer so you hit the throttle when the front of the car is just washing wide all the time you want to keep reducing your acceleration down until your inside wheel starts to spin and then basically leave it there and then you've got to modulate your throttle and be a little bit more gentle on your throttle so that is an overall understanding of what each of these means all right so we'll just cap it off basically anti-roll bars is when you're turning into a corner so as you're driving the chassis is flexing if you want to make your car steer uh less understeer prime where you wash out you can soften off the front stiffen up the rear and the opposite for oversteer springs does a little bit of both it's when you turn into corner but also mainly during the corner how the car how the car is settled damping rebound and bump stiffness is is drawing a corner so when you're driving through a corner is it unsettled is it under steering oversteering and adjust them accordingly just remember to soften the end that is slipping more now you can do this two ways you can just soften that end or you can actually stiffen the other end up as well you've got to play about a little bit to find what is what you need all right so that's always a bit of just trial and error up when it comes to tuning but this here gives you a perfect setup for what you need all right this is all of the information you'll need now gearing really is a video on its own if you want to be a master ray but we know the basics so we know that between 66 000 and 9000 is our power band so if we look in our bar down the bottom right hand corner we can see that in fourth gear we're around about 6000 rpm and then up from there we're in our power band now we know that this car will spins constantly in second and third but we want to catch grip ideally in second now this is quite a high powered vehicle so what we want to do is we'll lengthen our first gear over so just below our second gear and we're going to drop our second gear down to about 5000 rpm and then our third gear to about six thousand well now about five and a half thousand rpm so by now it should be catching grip and then we'll just do a nice smooth curve for the rest in our power band now final drive ratio we can extend this over to the corner of the bar to adjust before and that will just lengthen things out a little bit more and hopefully give us a little bit of traction but this is trial and error it's a very quick easy way of doing it go for a test drive see where you're catching grip and adjust your gear so that remembering what your um power band your ideal power band is and every single car is slightly different so in this car we've actually managed to get another 10 mile an hour roughly i think in a top speed just by making a few adjustments and we've gained a bit of acceleration but now what we'll do is we'll go out in the vehicle and we'll actually test drive it now i we're almost at a 50 50 split so i'm going to drop these down to 30 psi and again we'll see how the test run goes let's go out for a little drive and see how the car feels all right the car you may find that you'll need to map your telemetry button my one is the rear bottom on a d-pad now the window you want is this window here so if you look you can see your camber so when we're turning around a corner we want to basically get that just over the negative we never want to go positive when we're hard cornering and use a roundabout for that um i'm not going to go too heavy into this because this will be a 40 minute video but go into a roundabout turn obviously left in the roundabout if you watch your front and rear wheel you want to level out your camber so that you got more tire contact with the floor now you don't want to allow it to go into the positive you always want to stay about 0.1 under all right so that is how you do it your tires are you don't want no more than 10 degrees from the inside to your outside when cornering now if you look on my the front left it's just over that but we just done a quick like literally locked circle so when you're going around your roundabout you can adjust your camber on both your heat cycle and the last window in order to do it but if you literally just go in at 1.6 1.2 you can make you you can really feel it we'll be able to go through it that's getting dark so we're going to be quick with our tuning so we lock first second it's called gripping fudge so ideally we actually need to lengthen his gears out a little bit more so what we'll do we'll just want to get this gear in better than what it is at the moment so what we need to do is just drive go over into tuning car into our gears now we found it still spinning up quite heavily in second and third gear just just a little bit spinning third so we just want to lengthen it out a little bit more so we're gonna stretch first over and then we'll bring in second down a little bit more and third again there's a little bit more then we'll just make a nice arch with the rest of our gears and we've managed to save over 0.1 of a second off of our north to 100 so i think we're going to start catching grip now so we should be good now what we want to do is a high powered car all right and it's a lightweight vehicle so we know we're going to spin up in first and second but when we're racing we're mainly using third fourth and onwards so what we want to do is be able to have grip inferred so we're going to spin heavily catch our second gear lovely third gear we got grip and what he did find is when we're in second and we're pulling away there's no spin it's only obviously when we're quite aggressive with the throttle now i'm not lifting so i just want to prove a plan see second gear we're catching grip so we know that our gearing is pretty good right now quite happy with that now what i will do as well i will show you we'll go over to a roundabout in a minute i'll show you how to quickly run through your telemetry but now what we're going to do is we're going to go for a test drive and we're going to see what the car does now when i was spinning up in 3rd and 4th quite a lot the front end was washing out now front end's got a good bit of grip towel up here so we have to modulate our throttle and we'll tune that a little bit better we'll get an understanding of what the car is doing they're quite tight bends quite high powered vehicle which have to be smooth with our throttle so we're not going to tune out driver error so let's go for a little test drive see how the car feels it's feeling pretty good to be fair definitely catching a lot more front-end grip around that corner a bit of thailand now what feels pretty good but we can make it better so this oops get around this car here and uh let's jump into our setting window now we know that our back ends a little bit slippery front end grip feels rather good so i'll do i'm going to drop a psi on the rear catch a little bit more grip now if we want to make a quick fix we could go 0.2 degree in on the rear but i always use that as a last resort so i'm going to one circle down on anti-roll bar so when we're turning in the back end's got a little bit more grip initially but do the same with our springs one bar and then i'm going to drop that down one because it was just a little bit tail up in every area basically so we're going to remember 55 so we'll do once my phone works out so we're going to do uh 9.1 times 0.55 gives us 5. and that is that now what we could also do is just allow the inside wheel to spin up a little bit so we're going to drop the differential down and we're going to halve it on our deceleration now take in mind a high powered car low weight zero aero and it's doing pretty good already so we've adjusted our gears [Music] nice and second it's fitting all right a tight bend coming up here [Music] oh i actually caught grip there when it wanted to lose it [Music] oh that's driver error that so it feels a wrap it's feeling pretty good it's a lot better than what it did standard [Music] scan where i want it to go now what i like to do is i like to have a bit of power so if i am under steering i can hit the power and i can make the back end come out and push the front end back into the corner like you just see in them two corners so it feels pretty good little slide see what it's like in third gear when i come out yeah catches gear catches grip sorry in third gear straight away that was me mucking about with it as well so overall pretty happy with this straight away so what we'll do is we'll jump over into the telemetry window and uh roundabout i'll quickly run you through what to do so back over to the roundabout and the roundabout is down the bottom left-hand side of the map here just on the start of the motorway and on my wheel i've got it configured as the bottom d-pad button now what we want to do we're going to look at the opposite so our front left hand wheel and our back right hand will outside wheel and we're going to basically push on get into fur we don't want to go drift we've got to be nice and smooth after all quite a high power car and we're going to keep going and pushing on a bit more power and keep turning the wheel until we basically can try and see what gives out first so we can get our front to go down to zero of a bit of understeer so we know really this is about the maximum here about point two on the front and about point four on the rear if you look so actually that means we want to drop that on our settings so 0.2 on the front 0.4 on the rear so we go into camber so front it'll be down at 0.2 and that'll be the point eight but i said we don't want to go into positive so i'm going to put one back on the pair of them and then we'll retest that again and what this is doing this means that when we're cornering we've got more tire contact patch with the road which means more contact with the road more grip we've got so i'm going to keep on pushing now the back is at 0.2 and i'm actually getting understeer and it's starting to level out zero so we're actually pretty much there i think just before understeer about 0.3.4 and the rears are saying about 0.2.3 we probably could actually lose that one that i added on i think what we'll do is we'll then leave that there and it should give us about 0.1.2 when we're driving too much so we're starting to push wide now there we go about point one point two and the rear was a point two so yeah we basically balanced it out if i quickly check our tires where are we 238 on the outside wheels and 236 320 so about 13 degrees on the inside wheel and we're pretty much bang on on the outside wheels so we know our canvas set up perfect that is how you set up camber now tire pressures is slightly different an over inflated wheel will have more heat generated on the center of the tyre an under inflated wheel will push more on the outside edge of the tyre but if i'm honest i tend to drop my wheels to about 30 degrees uh if the weight differential is quite far out over about four or five percent ie if it's got 54 in the front 46 on a rear i might have one psi heavier more on the heavier end so i'd have 31 on the front 30 on the rear i just tend to find as a base that is perfect so as i say we have gone through all of the settings now i hope you get a greater understanding as i say a bit of a long-winded video but you needed to know all of the information it was all relevant so as i promised at the beginning of the video you definitely will know more now than what you did you have the formula to use i'll leave it aside but i've left that on the screen all the way through um and you'll understand what each individual one does now we're not going about a tune out driver error so if you've got a thousand brake horsepower lightweight car you're always going to be tow happy if it's rear wheel drive all right and it's you know you've got to be sensible with our tuning now i'd say i tend to tune all my cars to a1 or a800 or s1 and me and my friends we race our tracks with them and we have we have basically a lot of fun at that sort of grip we don't need any more power really and it's right down the right way doing drag tunes and stuff like that anyway i hope you enjoyed the video um please share this to anyone you know with a will and hit that subscribe button really helps the channel grow um please press the like button if you liked it any information you want to know i always tend to hit my comments up every day if not every other day at the latest and yeah i always try to answer and be as helpful as i can so anyway hopefully the next video will be a how to drift video um and yeah i'll see you in the next one peace [Music]

Channel: WheelSpinTV

Views: 55,335

Keywords: how to tune, how to tune cars in forza horizon 5, tune, forza horizon 5, tuning in forza horizon 5, how to tune a car, how to tune for wheel users, xbox one s, xbox series s, xbox series x, pc forza horizon 5, thrustmaster tmx, thrustmaster tmx force feedback racing wheel, thrustmaster steering wheel, gaming wheel setup, logitech g920 forza horizon 5, forza horizon 5 in game footage

Id: vmEVmtqGl2k

Length: 35min 46sec (2146 seconds)

Published: Fri Dec 10 2021