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Assetto Corsa EVO (AC EVO) setups

Developer: Kunos SimulazioniCircuitEarly accessNo file import/export

Learn how to dial in your car in Assetto Corsa EVO: what every setup parameter does, what changes when you raise or lower it, and where AC EVO stores its setups. All reconstructed 1:1 against the real in-game editor, so you stop copying setups you don't understand.

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Files

Where setups are stored

AC EVO (Early Access) saves setups in-game as 'Setup Presets' (create/name/save), under Documents/ACEvo, but as of June 2026 it has no file import/export for setups: copy the values by hand into the in-game editor.

Glossary

What each parameter does

The 29 settings you can tune in AC EVO, with what each one does and the effect of raising or lowering it.

Ranges flagged as estimated are inferred from the car's physics when the editor doesn't show the slider limit; the rest come from verified in-game captures.

Tyres

  • Front tyre pressure

    Range: 18 – 35 psiEstimated range

    Sets how much of the tyre contacts the road. In AC EVO the HUD colour-codes pressure: blue (cold), green (optimal) and orange/red (hot). Aim for the green zone when hot.

    If you increase ↑
    Sharper response and less drag, but smaller contact patch and less grip if overdone; the tyre balloons and slides.
    If you decrease ↓
    More contact patch and mechanical grip, absorbs bumps better, but builds more heat from flex and the response gets vague.

  • Rear tyre pressure

    Range: 18 – 35 psiEstimated range

    Same as front but on the rear axle: affects traction and rear stability. Use the HUD colour guide to hit the hot target.

    If you increase ↑
    Twitchier rear with less grip; can step out on power.
    If you decrease ↓
    More traction and rear stability, until pressure drops so low it overheats and the response gets mushy.

Alignment

  • Front camber

    Range: -5 – -1 °Estimated range

    Wheel lean seen from the front. More negative loads the tyre better as the car rolls in a corner, giving more lateral grip.

    If you increase ↑
    Toward 0 (less negative) improves braking, straight-line traction and even wear, but lowers grip while loaded.
    If you decrease ↓
    More negative gives more lateral cornering grip, costing braking/traction and overheating the inner edge.

  • Rear camber

    Range: -4.5 – -1 °Estimated range

    Rear axle camber: controls how much lateral grip the rear has in corners. The front/rear camber balance affects under/oversteer.

    If you increase ↑
    Toward 0 improves acceleration traction but the rear grips less laterally.
    If you decrease ↓
    More negative stabilises the rear when loaded, costing some pure traction.

  • Caster

    Range: 1 – 9 °Estimated range

    Steering-axis tilt (in the editor: 'caster angle'). More caster generates more dynamic camber when turning (more cornering grip) and improves self-centering and wheel feedback.

    If you increase ↑
    More grip while loaded and steadier steering with better feedback, at the cost of a heavier wheel.
    If you decrease ↓
    Lighter, quicker wheel, but less dynamic camber and less self-centering.

  • Front toe

    Range: -0.5 – 0.5 °Estimated range

    Where the wheels point seen from above (in the editor: 'alignment'). Negative (toe-out) = sharper turn-in; positive (toe-in) = more stable.

    If you increase ↑
    Toward toe-in (positive) adds straight-line stability but lazier turn-in.
    If you decrease ↓
    More toe-out sharpens entry, with a bit more nervousness and wear.

  • Rear toe

    Range: -0.3 – 0.5 °Estimated range

    Rear axle toe. More toe-in gives strong stability and exit traction; rear toe-out makes the car very twitchy.

    If you increase ↑
    More toe-in greatly stabilises the rear on power, costing a touch of top speed.
    If you decrease ↓
    Less toe-in frees the rear for more rotation, but less stability.

Suspension & mechanical grip

  • Front anti-roll bar

    Range: 0 – 15Estimated range

    How much the front axle resists roll. Stiffer = less roll but less relative front grip.

    If you increase ↑
    Stiffer front = more entry understeer (front slides first). Useful if the rear is loose.
    If you decrease ↓
    Softer front = more front grip and rotation; fixes understeer.

  • Rear anti-roll bar

    Range: 0 – 15Estimated range

    Rear axle roll resistance. Used together with the front to tune the car's lateral balance.

    If you increase ↑
    Stiffer rear = more rotation/oversteer; helps understeer but loosens the rear.
    If you decrease ↓
    Softer rear = more traction and rear stability; fixes oversteer.

  • Front spring rate

    Range: 120000 – 420000 N/mEstimated range

    Front spring stiffness (in the editor: 'suspension rate'). Stiffer springs give less roll and a more direct response, but less mechanical grip over bumps and kerbs.

    If you increase ↑
    Stiffer front = firmer platform and quicker response, but tends to understeer and follows the road worse.
    If you decrease ↓
    Softer front = more mechanical grip and front rotation, with more roll and dive under braking.

  • Rear spring rate

    Range: 120000 – 420000 N/mEstimated range

    Rear spring stiffness. Sets how much the rear axle works and how weight transfers in transitions.

    If you increase ↑
    Stiffer rear = more rotation/oversteer and sharper response, but less traction over uneven surfaces.
    If you decrease ↓
    Softer rear = more rear grip and traction, with more roll and squat on acceleration.

  • Front bumpstop rate

    Range: 0 – 8000 NEstimated range

    Front suspension end-of-travel stiffness (in the editor: 'bumpstop index'). Controls how abrupt the transition is when the suspension hits the stop; key for ground-effect cars.

    If you increase ↑
    Stiffer stop = firmer platform near the limit, but a harsher hit that can unsettle the car.
    If you decrease ↓
    Softer stop = smoother transition at the end of travel, but less platform control.

  • Rear bumpstop rate

    Range: 0 – 8000 NEstimated range

    Same as the front bumpstop but on the rear axle: end-of-travel stiffness of the rear suspension.

    If you increase ↑
    Stiffer stop = firmer rear platform near the limit, with a harsher hit.
    If you decrease ↓
    Softer stop = smoother rear transition at the end of travel, with less platform control.

  • Front bumpstop range

    Range: 0 – 50 mmEstimated range

    How far the front suspension compresses before hitting the stop (in the editor: 'bumpstop range'). Less range = the car 'lands' on the stop sooner (firmer platform); more range = more free travel.

    If you increase ↑
    More range = more free travel and suspension working longer before the stop; better over bumps.
    If you decrease ↓
    Less range = the front rests on the stop sooner, giving a firm platform to load aero, with a risk of harshness.

  • Rear bumpstop range

    Range: 0 – 50 mmEstimated range

    How far the rear suspension compresses before hitting the stop. Less range fixes the rear platform sooner; more range gives more free rear travel.

    If you increase ↑
    More range = more free rear travel; better over bumps and kerbs.
    If you decrease ↓
    Less range = the rear rests on the stop sooner, giving a firm platform to load aero, with a risk of harshness.

  • Front ride height

    Range: 40 – 100 mmEstimated range

    Front floor-to-ground distance. Lower = lower centre of gravity and more aero load/ground effect. With the rear it sets the 'rake'.

    If you increase ↑
    Raising gives more travel for kerbs/bumps and less bottoming, costing some aero grip.
    If you decrease ↓
    Lowering increases aero grip and response, but risks bottoming out and instability.

  • Rear ride height

    Range: 50 – 120 mmEstimated range

    Rear ride height. It should be higher than the front (positive rake). More rake = more rotation and aero load; reducing the offset stabilises.

    If you increase ↑
    Raising the rear adds rake: more aero load and rotation, until it gets unstable if overdone.
    If you decrease ↓
    Lowering the rear reduces rake and stabilises the car at high speed, costing some rotation.

  • Steering ratio

    Range: 8 – 20Estimated range

    Ratio between wheel rotation and the wheels turning. A lower ratio = quicker, more direct steering; higher = slower and smoother.

    If you increase ↑
    Higher ratio = slower steering; useful with limited physical wheel rotation.
    If you decrease ↓
    Lower ratio = quicker, twitchier steering; watch out for over-correcting.

Dampers

  • Front slow bump

    Range: 0 – 20Estimated range

    Front damper compression speed in slow movements: weight transfer under braking, acceleration and cornering. (AC EVO only exposes slow damping.)

    If you increase ↑
    Stiffer = more immediate response in transitions, but less front grip and a twitchier platform.
    If you decrease ↓
    Softer = smoother weight transfer and more front grip, but the car feels lazier.

  • Rear slow bump

    Range: 0 – 20Estimated range

    Rear damper compression speed in slow movements: governs weight transfer onto the rear and exit traction.

    If you increase ↑
    Stiffer rear = more immediate response, but less traction and a twitchier rear in transitions.
    If you decrease ↓
    Softer rear = more rear traction and grip, with a slower response.

  • Front slow rebound

    Range: 0 – 20Estimated range

    Front damper extension speed after compressing. Controls how the front recovers its platform when load is released.

    If you increase ↑
    Stiffer holds the weight transfer longer: more stable front but can get nervous if overdone.
    If you decrease ↓
    Softer lets the front recover quickly; it can 'float' and lose platform control.

  • Rear slow rebound

    Range: 0 – 20Estimated range

    Rear damper extension speed after compressing. Controls how the rear recovers its platform when load is released; key for exit traction.

    If you increase ↑
    Stiffer holds rear load longer: more stable rear, with a risk of nervousness if overdone.
    If you decrease ↓
    Softer lets the rear recover quickly; it can 'float' and lose traction after bumps.

Aerodynamics

  • Rear wing

    Range: 0 – 14Estimated range

    Rear wing angle (in the editor: 'rear wing angle'): makes downforce at the rear. It's the main aero-balance tool. More wing = more grip, less top speed. On road cars without an adjustable wing, set it to 0.

    If you increase ↑
    More wing stabilises the rear in fast corners and braking, costing straight-line speed.
    If you decrease ↓
    Less wing gives more top speed but the rear gets nervous at high speed.

Brakes

  • Brake bias (front)

    Range: 50 – 70 %Estimated range

    Percentage of braking sent to the front axle (in the editor it lives in the Suspension tab as 'front brake distribution'). Higher = more front brake. Key adjustment for corner entry.

    If you increase ↑
    More forward = more stable braking, but more risk of locking the fronts and understeering.
    If you decrease ↓
    More rearward helps rotation on the brakes, with risk of locking the rear and instability.

Differential

  • Differential preload

    Range: 0 – 300 NmEstimated range

    How much the two driven wheels resist turning at different speeds before the LSD acts (in the editor: 'differential preload', in the Suspension tab). Affects how the rear reacts in gentle throttle transitions.

    If you increase ↑
    More preload = more locked, stable behaviour, but less agile on entry (some understeer).
    If you decrease ↓
    Less preload = freer, better low-speed rotation and off-throttle rotation, with a livelier rear.

Electronics

  • Traction control 1 (TC1)

    Range: 0 – 11Estimated range

    How much it limits wheelspin on throttle (TC1, the main control). Higher = intervenes earlier. Many GT cars rely on it.

    If you increase ↑
    More TC = safer and more stable on exit (especially in the wet), but limits acceleration in the dry.
    If you decrease ↓
    Less TC = more raw acceleration if you can modulate; more risk of the rear stepping out.

  • Traction control 2 (TC2)

    Range: 0 – 11Estimated range

    Second traction-control stage (TC2): manages finer slip / the cut phase after TC1. Tunes how aggressive the system is once it has already detected wheelspin.

    If you increase ↑
    More TC2 = smoother, more progressive slip cut; safer but limits exit a touch more.
    If you decrease ↓
    Less TC2 = more permissive cut; more freedom to accelerate at the limit with a bit more risk.

  • ABS

    Range: 0 – 11Estimated range

    How much it prevents wheel lock under braking. Higher = intervenes earlier. Setting it to 0 isn't always faster.

    If you increase ↑
    More ABS = safer braking and fewer flat-spots, especially in the wet; braking distance lengthens slightly.
    If you decrease ↓
    Less ABS = more braking power at the limit and more feel, but more risk of locking; demands more technique.

  • Engine map

    Range: 1 – 8Estimated range

    Changes power delivery and fuel consumption (in the editor: 'engine map'). Softer maps save fuel and give better wet traction.

    If you increase ↑
    More aggressive map = more power and response, at the cost of higher consumption and harsher delivery.
    If you decrease ↓
    Softer map = lower consumption and more manageable delivery; useful in the wet or to stretch fuel.
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