Patagonia Sim RacingPatagoniaSim Racing
Setup guideCircuit

Gran Turismo 7 (GT7) setups

Developer: Polyphony DigitalCircuitReleasedNo file import/export

Learn how to dial in your car in Gran Turismo 7: what every setup parameter does, what changes when you raise or lower it, and where GT7 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

GT7 is a console game (PS4/PS5): setups are saved inside the game itself with a custom name (car tuning screen), with no export to an on-disk file. To share a community setup, the verified way is to copy the values by hand into the in-game editor — there is no official telemetry/setup API or export (unlike iRacing).

Glossary

What each parameter does

The 25 settings you can tune in GT7, 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 (cold)

    Range: 1.5 – 3.5 barEstimated range

    Cold front tyre pressure (confirmed unit: bar, source: official Red Bull guide on GT7). Directly affects how much tread touches the tarmac and how much heat the tyre generates. (generic class range, estimated)

    If you increase ↑
    More pressure = less contact patch but sharper response; risks losing grip if overdone.
    If you decrease ↓
    Less pressure = more contact patch and mechanical grip, at the cost of more tyre flex and heat.

  • Rear tyre pressure (cold)

    Range: 1.5 – 3.5 barEstimated range

    Same as front but on the rear axle: affects traction and rear stability. Same source and same estimated-range criterion.

    If you increase ↑
    More pressure = twitchier rear with less grip.
    If you decrease ↓
    Less pressure = more traction and rear stability, until it overheats.

Alignment

  • Front camber

    Range: -10 – 0 °Estimated range

    Wheel lean seen from the front (degrees). A real competition GT3/GT4 runs marked negative camber to maximise lateral grip while loaded. (generic class range, estimated)

    If you increase ↑
    Toward 0 (less negative) spreads heat more evenly across the tyre, but lowers lateral grip while loaded.
    If you decrease ↓
    More negative gives more lateral cornering grip, at the cost of more inner-edge wear and less straight-line traction.

  • Rear camber

    Range: -10 – 0 °Estimated range

    Rear axle camber, typically less negative than the front to prioritise traction. Controls how much lateral grip the rear has in corners. (generic class range, estimated)

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

  • Front toe

    Range: -1 – 1 °Estimated range

    Where the front wheels point seen from above (negative = toe-out, per the documented convention). A touch of front toe-out helps turn-in. (generic class range, estimated)

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

  • Rear toe

    Range: -1 – 1 °Estimated range

    Rear axle toe. More toe-in (positive) gives more rear stability, at the cost of a touch of top speed. (generic class range, estimated)

    If you increase ↑
    More toe-in stabilises the rear on straights and in fast corners.
    If you decrease ↓
    Less toe-in frees the rear and reduces stability, but can gain a touch of top speed.

Suspension & mechanical grip

  • Front ride height

    Range: 50 – 200 mmEstimated range

    Front floor-to-ground distance (unit mm). Lowering it drops the centre of gravity and can add aero load on cars with real aero, risking grounding out. (generic class range, estimated)

    If you increase ↑
    Raising gives more travel and less bottoming risk, costing some aero load and raising the centre of gravity.
    If you decrease ↓
    Lowering drops the centre of gravity and can add aero load, risking grounding out over kerbs/bumps.

  • Rear ride height

    Range: 50 – 200 mmEstimated range

    Rear ride height. Along with the front it sets the car's 'rake', relevant on cars with a real floor/diffuser. (generic class range, estimated)

    If you increase ↑
    Raising the rear can cut rear aero load if pushed past the optimal point.
    If you decrease ↓
    Lowering the rear drops the rear roll centre, adding some body roll, with grounding-out risk.

  • Front natural frequency

    Range: 1 – 4 HzEstimated range

    Replaces classic spring stiffness: how many times per second the front suspension oscillates if released (unit Hz, confirmed by community sources). Higher = faster, firmer response. (generic class range, estimated)

    If you increase ↑
    Higher = firmer suspension and faster response, with less mechanical grip over uneven surfaces.
    If you decrease ↓
    Lower = more mechanical grip and better over bumps, with slower response and more body movement.

  • Rear natural frequency

    Range: 1 – 4 HzEstimated range

    Rear axle natural frequency. Along with the front it sets the car's stiffness balance. (generic class range, estimated)

    If you increase ↑
    Higher = a more responsive rear axle, with less relative rear mechanical grip.
    If you decrease ↓
    Lower = more rear mechanical grip, slower response.

  • Front anti-roll bar

    Range: 1 – 10Estimated range

    Front axle roll resistance (abstract 1-10 in-game scale, no documented N·m/deg). Stiffer transfers more load to that axle's outside tyre. (confirmed range, no physical unit)

    If you increase ↑
    Stiffer front = a more responsive, stable axle, but with less relative grip.
    If you decrease ↓
    Softer front = a more compliant but less responsive suspension.

  • Rear anti-roll bar

    Range: 1 – 10Estimated range

    Rear axle roll resistance (abstract 1-10 in-game scale). Along with the front it sets the car's stiffness balance. (confirmed range, no physical unit)

    If you increase ↑
    Stiffer rear = a more responsive rear axle, with less relative rear grip.
    If you decrease ↓
    Softer rear = more mechanical rear grip, less responsive.

Dampers

  • Front compression damping

    Range: 10 – 50Estimated range

    Front damper resistance to compression (abstract in-game scale, no documented N·s/mm unit — source: community cheat-sheet guide). Higher = firmer front under compression. (estimated range)

    If you increase ↑
    Higher = the car changes direction more sharply, with less mechanical grip over uneven surfaces.
    If you decrease ↓
    Lower = more mechanical grip and better over bumps, with a slower response.

  • Rear compression damping

    Range: 10 – 50Estimated range

    Rear damper resistance to compression. Affects how the rear squats on power and while loaded in a corner. (abstract scale, estimated range)

    If you increase ↑
    Higher = a sharper rear on entry, with slightly less traction over uneven surfaces.
    If you decrease ↓
    Lower = more rear traction and mechanical grip, slower response.

  • Front expansion (rebound) damping

    Range: 15 – 60Estimated range

    Front damper resistance to extension (droop). Abstract in-game scale, no documented physical unit. If the car is unstable over crests, lowering it usually helps. (estimated range)

    If you increase ↑
    Higher = the front returns more slowly, holding load longer.
    If you decrease ↓
    Lower = the front recovers faster; too low and it's unstable over crests.

  • Rear expansion (rebound) damping

    Range: 15 – 60Estimated range

    Rear damper resistance to extension. Same note as front: abstract scale with no documented physical unit. (estimated range)

    If you increase ↑
    Higher = the rear returns more slowly, more stable but risking lost traction if it stays low.
    If you decrease ↓
    Lower = the rear recovers faster; too low and it oscillates over uneven surfaces.

Aerodynamics

  • Front downforce

    Range: 0 – 600 lbfEstimated range

    Adjustable front downforce (unit lbf reported by one enthusiast source, without a second source corroborating the exact text — medium confidence). Only available on cars with real adjustable wings/splitters, like the Gr.3/Gr.4 in this batch. (generic class range, estimated)

    If you increase ↑
    More front load helps turn in faster in medium/high-speed corners, at the cost of top speed.
    If you decrease ↓
    Less front load gains straight-line top speed, with the front slightly less precise in fast corners.

  • Rear downforce

    Range: 0 – 700 lbfEstimated range

    Rear downforce (same single-source-not-corroborated case, medium confidence, see front note). The front/rear balance sets the aero under/oversteer in fast corners. (generic class range, estimated)

    If you increase ↑
    More rear wing stabilises the rear in fast corners, at the cost of top speed.
    If you decrease ↓
    Less rear wing gives more top speed, with the rear a bit twitchier in fast corners.

Brakes

  • Brake balance (relative)

    Range: -5 – 5Estimated range

    Front/rear brake balance on a relative -5 (more rear brake) to +5 (more front brake) scale, NOT a real % split (source: community guide, no official confirmation). (scale confirmed by community sources, no physical anchor)

    If you increase ↑
    Toward +5 (more front) helps if the rear gets unstable or locks under braking.
    If you decrease ↓
    Toward -5 (more rear) helps if the fronts lock during braking and corner entry.

Differential

  • LSD — Initial torque

    Range: 5 – 60Estimated range

    How much torque difference between the driven wheels is needed before they're allowed to spin at different speeds (baseline lock, abstract in-game scale). It's the starting point before the throttle/coast effect. (confirmed range, no physical unit)

    If you increase ↑
    Raise it if the car is unstable into and out of corners and the inside wheel spins on exit.
    If you decrease ↓
    Lower it if it's hard to turn in and the car gets snappy when the wheels are spinning.

  • LSD — Acceleration sensitivity

    Range: 5 – 60Estimated range

    How much the differential locks under acceleration (abstract in-game scale). Too much lock can make the car understeer and get snappy on exit. (confirmed range, no physical unit)

    If you increase ↑
    Raise it if the inside wheel spins alone on corner exit.
    If you decrease ↓
    Lower it for less exit understeer and a less snappy car under throttle.

  • LSD — Braking sensitivity

    Range: 5 – 60Estimated range

    How much the differential locks when lifting off/braking (abstract in-game scale). Affects stability on lift-off and how easily it turns into tight corners. (confirmed range, no physical unit)

    If you increase ↑
    Raise it if the car is unstable off-throttle or braking mid-corner.
    If you decrease ↓
    Lower it if it's hard to turn in, especially in tight corners.

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. GT7 actually allows numeric per-gear and final-drive ratios when the car has a 'Fully Customizable' gearbox fitted; this selector is a deliberate simplification of this app's rules engine.

    If you increase ↑
    Toward Long = more top speed but less acceleration; ideal for circuits with long straights (Monza, Spa, Fuji, Daytona).
    If you decrease ↓
    Toward Short = more acceleration but less top speed; ideal for technical circuits (Nordschleife, Brands Hatch, Bathurst).

Other

  • Ballast weight

    Range: 0 – 200 kgEstimated range

    Extra weight that can be added to the car (unit kg, 0-200 range confirmed by community guides). Mostly used to equalise weight in handicap races, not to improve free-practice performance.

    If you increase ↑
    More ballast = a slower car with more inertia through every direction change.
    If you decrease ↓
    Less ballast = a lighter, more agile car (0 kg is standard outside handicap races).

  • Power restrictor

    Range: 80 – 100 %Estimated range

    Percentage of total engine power the car can use (unit %, 100% = no restriction). Used the same way as ballast: to equalise performance in handicap races. (generic range, not car-specific)

    If you increase ↑
    Toward 100% = full power available.
    If you decrease ↓
    Lowering it reduces available power; only useful in handicap races, not for free-practice performance setups.
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