Patagonia Sim RacingPatagoniaSim Racing
Setup guideCircuit

Automobilista 2 (AMS2) setups

Developer: Reiza StudiosCircuitReleasedNo file import/export

Learn how to dial in your car in Automobilista 2: what every setup parameter does, what changes when you raise or lower it, and where AMS2 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

AMS2 lets you save/load named setups from the garage screen itself (an in-game feature widely documented by the community). The EXACT on-disk file/folder structure could not be verified against a specific public source in this session (unlike ACC/iRacing/rFactor2 in this catalogue, which do have a concrete source) — the verified way to share a community setup is to enter the values by hand in the game's editor.

Glossary

What each parameter does

The 30 settings you can tune in AMS2, 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: 1.2 – 2.4 barEstimated range

    Cold front tyre pressure (bar). AMS2 switches this to PSI if the game's global unit setting is Imperial — this assumes Metric. (unit confirmed, range estimated)

    If you increase ↑
    Sharper response but less contact patch and more heat; too high and the tyre slides.
    If you decrease ↓
    More contact patch and mechanical grip, but vaguer response and risk of overheating from flex.

  • Rear tyre pressure

    Range: 1.2 – 2.4 barEstimated range

    Same as front but on the rear axle: affects traction and rear stability. (unit confirmed, range estimated)

    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.

Alignment

  • Front camber

    Range: -4.5 – -1 °Estimated range

    Wheel lean seen from the front. More negative = more cornering grip, less under braking/straights. (unit confirmed, range estimated)

    If you increase ↑
    Toward 0 (less negative) improves braking and even wear, but lowers grip while loaded.
    If you decrease ↓
    More negative gives more lateral grip in corners, costing braking and inner-edge temps.

  • Rear camber

    Range: -4 – -0.5 °Estimated range

    Rear axle camber: controls how much lateral grip the rear has in corners. (unit confirmed, range estimated)

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

  • Front toe

    Range: -0.4 – 0.2 °Estimated range

    Where the wheels point seen from above. Negative (toe-out) = sharper turn-in. (degrees confirmed as AMS2's general unit, but the exact toe magnitude couldn't be confirmed against a source — see file comment)

    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: -0.1 – 0.5 °Estimated range

    Rear axle toe. More toe-in (positive) = more rear stability. (same magnitude caveat as front toe)

    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.

  • Caster

    Range: 5 – 16 °Estimated range

    Tilt of the steering axis seen from the side. More caster = stronger steering self-centring, more dynamic camber when turning and heavier steering. (unit confirmed, range estimated by analogy with real GT3)

    If you increase ↑
    More caster improves straight-line stability and loaded grip, but heavies the steering.
    If you decrease ↓
    Less caster lightens the steering, costing some stability and dynamic camber.

  • Steering lock (wheel angle)

    Range: 12 – 24 °Estimated range

    Maximum angle the physical wheel turns at full steering lock. More degrees = slower/longer steering (less wheel movement per wheel-input degree); fewer degrees = more direct. (unit confirmed, range estimated)

    If you increase ↑
    More lock degrees = longer, smoother steering, better in tight low-grip corners.
    If you decrease ↓
    Fewer lock degrees = more direct, quicker steering, demands more precise inputs.

Suspension & mechanical grip

  • Front anti-roll bar

    Range: 40 – 220 N/mmEstimated range

    Front axle roll resistance (N/mm). Stiffer = less relative front grip. (unit cited by community sources, range estimated)

    If you increase ↑
    Stiffer front = more 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: 30 – 200 N/mmEstimated range

    Rear axle roll resistance (N/mm). Stiffer = sharper rear and less rear grip. (unit cited by community sources, range estimated)

    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: 100 – 250 N/mmEstimated range

    Front spring stiffness (N/mm). Stiffer = the body dives/squats less and response is sharper. (unit estimated by convention, range anchored to real GT3)

    If you increase ↑
    Stiffer front = a more stable, reactive platform, but less mechanical grip and more understeer over bumps.
    If you decrease ↓
    Softer front = more mechanical grip and better over bumps, but more pitch and vaguer response.

  • Rear spring rate

    Range: 90 – 230 N/mmEstimated range

    Rear spring stiffness (N/mm). With the front it sets the stiffness balance and how the aero platform works. (unit estimated by convention, range estimated)

    If you increase ↑
    Stiffer rear = more rotation and response, but less traction and a twitchier rear over bumps.
    If you decrease ↓
    Softer rear = more traction and stability, but more pitch and the rear squats on power.

  • Front ride height

    Range: 2.5 – 9 cmEstimated range

    Front axle reference height. Lower = more aero load. NOTE: the unit (cm) is the LOWEST-confidence one in this whole file — a single secondary source suggests it, with no official confirmation; it could actually be millimetres. Verify against a real install before trusting the exact number. (concept confirmed, unit and range unconfirmed)

    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 bouncing.

  • Rear ride height

    Range: 3 – 10 cmEstimated range

    Same unit caveat as the front (possibly cm or mm, unconfirmed). With the front it sets the rake that loads the diffuser. (concept confirmed, unit and range unconfirmed)

    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 stabilises the car at high speed, costing some rotation.

Dampers

  • Front slow bump

    Range: 0 – 30Estimated range

    Front damper resistance to slow COMPRESSION, in in-game menu clicks (no documented physical equivalence). Controls weight transfer under braking/turning. (concept confirmed, click scale)

    If you increase ↑
    Higher = the front dives more slowly (firmer platform), but follows the road less well.
    If you decrease ↓
    Lower = the front dives more freely (more mechanical grip), with more pitch.

  • Rear slow bump

    Range: 0 – 30Estimated range

    Rear damper resistance to slow compression, in clicks. Affects how the rear squats on power. (concept confirmed, click scale)

    If you increase ↑
    Higher = the rear squats more slowly (more reactive), with slightly less initial traction.
    If you decrease ↓
    Lower = the rear squats more freely (more exit traction), with more movement.

  • Front slow rebound

    Range: 0 – 30Estimated range

    Front damper resistance to slow EXTENSION, in clicks. Controls how the front rebounds after compressing. (concept confirmed, click scale)

    If you increase ↑
    Higher = the front returns more slowly (holds load longer), but can stay 'hung'.
    If you decrease ↓
    Lower = the front recovers faster (better over repeated bumps), with less rebound control.

  • Rear slow rebound

    Range: 0 – 30Estimated range

    Rear damper resistance to slow extension, in clicks. Affects how the rear recovers ride height and how much load it holds. (concept confirmed, click scale)

    If you increase ↑
    Higher = the rear returns more slowly (more stable), risking lost traction if it stays low.
    If you decrease ↓
    Lower = the rear recovers faster (more traction over bumps), with more movement.

Aerodynamics

  • Rear wing

    Range: 0 – 10Estimated range

    Rear wing level: makes downforce at the rear. More wing = more grip, less top speed. (concept confirmed; real unit unconfirmed, shown as a 0-10 position scale)

    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.

  • Front aero (splitter / wing)

    Range: 0 – 10Estimated range

    Front aero level (splitter on GT/Touring, wing on Formula). More load = more turn-in but more drag. (concept confirmed; real unit unconfirmed, shown as a 0-10 position scale)

    If you increase ↑
    More front aero adds turn-in bite, costing a bit of top speed.
    If you decrease ↓
    Less front aero frees up top speed, with less turn-in bite.

Brakes

  • Brake bias

    Range: 50 – 65 %Estimated range

    Percentage of braking sent to the front axle. Higher = more front brake. (unit and order of magnitude confirmed by multiple community guides)

    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.

  • Brake pressure

    Range: 70 – 100 %Estimated range

    Percentage of maximum available brake line pressure at full pedal. With ABS on it's usually left near 100%; without ABS it helps to lower it for modulation without locking. (unit confirmed, value estimated)

    If you increase ↑
    More pressure = shorter braking, but easier to lock without ABS.
    If you decrease ↓
    Less pressure = a more modulable pedal and fewer lockups, at the cost of slightly longer braking.

Differential

  • Power ramp angle

    Range: 25 – 90 °Estimated range

    Angle of the differential's power ramp. The OPPOSITE of a lock %: a smaller angle = a steeper ramp = MORE lock and exit traction; a bigger angle = a shallower ramp = LESS lock, more free rotation. (unit and range confirmed by ramp-differential convention, value estimated)

    If you increase ↑
    Bigger angle (shallower ramp) = less lock, more free rotation on power, but can spin up sooner.
    If you decrease ↓
    Smaller angle (steeper ramp) = more lock and exit traction, but too steep tends to snap the rear loose under hard throttle.

  • Coast ramp angle

    Range: 25 – 90 °Estimated range

    Differential ramp angle when lifting off the throttle (engine braking). Same inverted convention as the power ramp: smaller angle = more coast lock; bigger angle = less lock. (unit and range confirmed by ramp-differential convention, value estimated)

    If you increase ↑
    Bigger angle (less coast lock) = the rear rotates more on lift-off, with more risk of entry oversteer.
    If you decrease ↓
    Smaller angle (more coast lock) = more stability when lifting, but can cause understeer on lift-off entry.

  • Differential preload

    Range: 20 – 300 NmEstimated range

    Minimum force to overcome before the differential starts to unlock. Higher = more base lock; lower = more free rotation. (unit UNCONFIRMED — explicit research blocker; value estimated by analogy with the rest of the catalogue)

    If you increase ↑
    More preload = more base lock and stability, at the cost of free rotation.
    If you decrease ↓
    Less preload = more free rotation, at the cost of some exit stability.

Gearing

  • Gear ratio set

    Range: 0 – 2Estimated range

    Simplified gear set selector: 0 = Short, 1 = Standard, 2 = Long. Adapted to the longest straight of the circuit. AMS2 actually allows numeric per-gear ratios on several cars; this selector is a deliberate simplification of this app's rules engine.

    If you increase ↑
    Toward Long = more top speed but less acceleration; ideal on high-top-speed tracks.
    If you decrease ↓
    Toward Short = more acceleration and better drive out of slow corners, but less top speed.

Electronics

  • Engine brake map

    Range: 1 – 5Estimated range

    How much the engine brakes on lift-off. Higher level = more engine braking, more stability when lifting. (documented 1-5 scale, per-level effect estimated)

    If you increase ↑
    More engine braking stabilises entry on lift-off, with slightly more risk of locking the rear on slippery surfaces.
    If you decrease ↓
    Less engine braking frees the rear on lift-off, with less lockup risk but less stability help.

  • Engine map

    Range: 1 – 6Estimated range

    Engine power/fuel-consumption map selector. Higher maps usually give more power at the cost of more fuel burn; the exact range depends on the real car. (concept confirmed, generic scale estimated)

    If you increase ↑
    Higher map = more available power, at the cost of more fuel burn (relevant in long races).
    If you decrease ↓
    Lower map = less power, but saves fuel in high-lap-count races.

  • Traction control (TC)

    Range: 0 – 10Estimated range

    How much it cuts power to stop wheelspin on throttle. Higher = intervenes earlier. (genre-generic scale, not AMS2-specifically verified)

    If you increase ↑
    More TC = safer in the wet or low grip, 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.

  • ABS

    Range: 0 – 10Estimated range

    How much it prevents wheel lock under braking. Higher = more intervention. (genre-generic scale, not AMS2-specifically verified)

    If you increase ↑
    More ABS = safer braking and fewer flat-spots, especially in the wet; slightly longer braking.
    If you decrease ↓
    Less ABS = shorter, more tactile braking, but more risk of locking up.
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