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Setup guideCircuit

Le Mans Ultimate (LMU) setups

Developer: Studio 397CircuitReleasedSetups importable by file

Learn how to dial in your car in Le Mans Ultimate: what every setup parameter does, what changes when you raise or lower it, and where LMU 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

LMU stores setups as .svm files in [Steam]\steamapps\common\Le Mans Ultimate\UserData\player\Settings\<track>\ (one folder per circuit). To import a community setup you drop the .svm into the matching track folder and load it from the Setup Area screen. It inherits the rFactor 2 system.

Glossary

What each parameter does

The 45 settings you can tune in LMU, 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: 110 – 180 kPaEstimated range

    Cold front pressure (kPa). LMU targets a hot temperature/pressure window; you start below target because pressure rises with heat. (estimated range)

    If you increase ↑
    Faster warm-up and sharper response, but less contact patch and peak grip; too high and it slides.
    If you decrease ↓
    More contact patch and predictable grip, but slower warm-up and the tyre flexes too much if too low.

  • Rear tyre pressure

    Range: 110 – 180 kPaEstimated range

    Cold rear pressure (kPa): affects traction and rear stability. Same target window as the front. (estimated range)

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

Alignment

  • Front camber

    Range: -4.5 – -0.5 °Estimated range

    Wheel lean seen from the front. More negative = more cornering grip (better patch while rolling), less under braking/on straights. (estimated range)

    If you increase ↑
    Toward 0 improves on-throttle traction and straight-line braking, but lowers lateral grip while loaded.
    If you decrease ↓
    More negative gives more lateral grip in corners, costing traction, braking and inner-edge wear.

  • Rear camber

    Range: -4 – -0.5 °Estimated range

    Rear axle camber: how much lateral grip the rear has in corners without losing too much traction. (estimated range)

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

  • Front toe

    Range: -0.5 – 0.5 °Estimated range

    Where the wheels point seen from above. Negative (toe-out) = sharper turn-in and better rotation. (estimated range)

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

  • Rear toe

    Range: -0.1 – 0.6 °Estimated range

    Rear axle toe. Almost always left in toe-in for traction stability. (estimated range)

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

Suspension & mechanical grip

  • Front spring rate

    Range: 1 – 15Estimated range

    Front spring stiffness (index). Controls how much the front dives and the aero platform stability. (estimated range)

    If you increase ↑
    Stiffer = sharper turn-in and better aero platform control, but less mechanical grip over kerbs.
    If you decrease ↓
    Softer = more mechanical grip on bumpy surfaces, with lazier response and bigger ride-height changes.

  • Rear spring rate

    Range: 1 – 15Estimated range

    Rear spring stiffness (index). Affects traction, rear stability and how much it squats on power and with fuel. (estimated range)

    If you increase ↑
    Stiffer = sharper rear and a more stable platform, but less mechanical traction.
    If you decrease ↓
    Softer = more traction and grip on uneven surfaces, with the rear squatting more on power.

  • Front tender spring

    Range: 0 – 15Estimated range

    Helper (tender) spring in series with the main spring: softens the first part of travel. 0 = Decoupled (no tender), as in both captures. (estimated range)

    If you increase ↑
    Coupling/stiffening the tender changes initial rate: more platform control at the cost of initial compliance.
    If you decrease ↓
    Decoupling (0) leaves only the main spring acting: more linear response.

  • Rear tender spring

    Range: 0 – 15Estimated range

    Rear helper (tender) spring in series with the main spring. 0 = Decoupled, as in both captures. (estimated range)

    If you increase ↑
    Coupling/stiffening the rear tender stiffens the first part: more rear control in transitions.
    If you decrease ↓
    Decoupling (0) leaves only the main rear spring.

  • Front bumpstops / packers

    Range: 0 – 5 cmEstimated range

    Limit front suspension travel so the car doesn't bottom out in fast sections without changing static ride height; protect the aero platform. (estimated range)

    If you increase ↑
    More packer = suspension bottoms sooner: more stable platform but harsher over big bumps.
    If you decrease ↓
    Less packer = more travel and absorption, with more risk of bottoming in fast compressions.

  • Rear bumpstops / packers

    Range: 0 – 5 cmEstimated range

    Rear bumpstops: limit travel to protect the floor and the rear aero platform. (estimated range)

    If you increase ↑
    More packer = rear bottoms sooner: more stable rear under compression, harsher over bumps.
    If you decrease ↓
    Less packer = more rear travel, with more bottoming risk.

  • Front ride height

    Range: 3 – 9 cmEstimated range

    Static front floor height (cm, no fuel). Critical due to aero sensitivity. With the rear it sets the rake. (estimated range)

    If you increase ↑
    Raising gives travel for kerbs/bumps and less bottoming, costing downforce and efficiency.
    If you decrease ↓
    Lowering increases downforce and aero efficiency, but risks bottoming and unsettling the platform.

  • Rear ride height

    Range: 4 – 11 cmEstimated range

    Rear ride height (cm). With the front it sets the rake: more rake = sharper front and more entry oversteer. (estimated range)

    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.

  • Front anti-roll bar

    Range: 1 – 11Estimated range

    Front axle roll resistance (P1-P11 scale). The main tool to balance the car without touching springs. Stiffer = less relative front grip. (estimated range)

    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: 1 – 11Estimated range

    Rear axle roll resistance (P1-P11 scale). Stiffer = sharper rear and less rear grip. (estimated range)

    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.

Dampers

  • Front slow bump

    Range: 0 – 25Estimated range

    Front damper resistance to low-speed compression (weight transfers when braking/turning). In LMGT3 the editor shows it as 'B##' with a larger range. (estimated range)

    If you increase ↑
    More slow bump = firmer front in transfers, but less absorption and mechanical grip.
    If you decrease ↓
    Less slow bump = more absorption and grip, with the platform moving more under load.

  • Front slow rebound

    Range: 0 – 25Estimated range

    Front damper resistance to low-speed extension: controls how long it holds transferred weight. In LMGT3 shown as 'R##'. (estimated range)

    If you increase ↑
    More slow rebound keeps weight forward longer (more stable in transitions), but can 'pack down' the wheel.
    If you decrease ↓
    Less slow rebound = faster spring return; looser but livelier front.

  • Front fast bump

    Range: 0 – 25Estimated range

    Front damper resistance to HIGH-speed compression (kerbs and sharp bumps). In LMGT3 shown as 'B##'. (estimated range)

    If you increase ↑
    More fast bump = firmer reaction to kerbs, but can skip and lose grip.
    If you decrease ↓
    Less fast bump = better kerb/bump absorption, keeping the wheel on the road.

  • Front fast rebound

    Range: 0 – 25Estimated range

    Front damper resistance to HIGH-speed extension: how the wheel returns after a kerb. In LMGT3 shown as 'R##'. (estimated range)

    If you increase ↑
    More fast rebound = the wheel returns more controlled after a kerb, but can stay 'hung up'.
    If you decrease ↓
    Less fast rebound = the wheel returns to the road sooner after a hit; more grip on uneven ground.

  • Rear slow bump

    Range: 0 – 25Estimated range

    Rear damper resistance to low-speed compression (transfer on power/load). In LMGT3 shown as 'B##'. (estimated range)

    If you increase ↑
    More rear slow bump = firmer rear in transfers, less absorption.
    If you decrease ↓
    Less rear slow bump = more traction and absorption as the rear loads.

  • Rear slow rebound

    Range: 0 – 25Estimated range

    Rear damper resistance to low-speed extension: how long it holds rear weight. In LMGT3 shown as 'R##'. (estimated range)

    If you increase ↑
    More rear slow rebound = more stable in transitions, but can 'pack down' the rear.
    If you decrease ↓
    Less rear slow rebound = faster rear return; livelier with more mechanical traction.

  • Rear fast bump

    Range: 0 – 25Estimated range

    Rear damper resistance to HIGH-speed compression (kerbs/bumps). In LMGT3 shown as 'B##'. (estimated range)

    If you increase ↑
    More rear fast bump = firmer rear over kerbs, but can skip and step out.
    If you decrease ↓
    Less rear fast bump = better kerb absorption, keeping traction.

  • Rear fast rebound

    Range: 0 – 25Estimated range

    Rear damper resistance to HIGH-speed extension: how the rear returns after a kerb. In LMGT3 shown as 'R##'. (estimated range)

    If you increase ↑
    More rear fast rebound = more controlled rear after a kerb, with risk of staying 'hung up'.
    If you decrease ↓
    Less rear fast rebound = the rear returns sooner; more grip on uneven ground.

Aerodynamics

  • Rear wing

    Range: 0 – 20Estimated range

    Rear wing angle: makes rear downforce and balances with rake. NOTE: in Hypercar it's a step scale (P1-P20, here P13); in LMGT3 the editor shows DEGREES (0-15° range, default 10.0°). (estimated range)

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

  • Front diffuser

    Range: 0 – 2Estimated range

    Front diffuser/aero selector (Standard by default). Sets the front/rear aero balance at high speed. On many cars it's fixed by BoP. (estimated range)

    If you increase ↑
    More front load = better high-speed turn-in, but can reduce rear stability.
    If you decrease ↓
    Less front load = more stable front but a tendency to understeer in fast corners.

Brakes

  • Brake bias

    Range: 45 – 65 %Estimated range

    Percentage of braking to the front axle (~50-60% typical in LMU). Higher = more front brake. (estimated range)

    If you increase ↑
    More forward = very stable braking, but entry understeer and risk of locking the fronts.
    If you decrease ↓
    More rearward helps rotation under braking, with risk of locking the rear and instability.

  • Brake migration

    Range: 0 – 5 %Estimated range

    Shifts brake bias forward as pedal pressure RISES (hard braking): more stability at the start, returning rotation as you release toward the apex. (estimated range)

    If you increase ↑
    More migration = more front bias under heavy pedal: more stability and shorter braking at the start.
    If you decrease ↓
    Less migration = a flatter bias and less stability under hard braking.

  • Max pedal force

    Range: 70 – 100 %Estimated range

    Braking force at full pedal (%, the editor also shows the equivalent kgf). Calibrated to the driver's pedals. (estimated range)

    If you increase ↑
    More force = stronger bite and more aggressive response, but easier to lock up.
    If you decrease ↓
    Less force = more modulated braking that's harder to lock, but can run short of stopping power.

  • Front brake disc

    Range: 2.5 – 4 cmEstimated range

    Front disc thickness/diameter (cm). A thicker disc holds more temperature and lasts longer in long races, adding a little weight. (estimated range)

    If you increase ↑
    Thicker disc = more thermal mass: more consistent brakes over long stints, with a bit more weight.
    If you decrease ↓
    Thinner disc = less weight and heats sooner (useful when cold), but wears faster.

  • Rear brake disc

    Range: 2.5 – 4 cmEstimated range

    Rear disc thickness/diameter (cm). Same concept as the front, on the rear axle. (estimated range)

    If you increase ↑
    Thicker rear disc = more thermal consistency in long races, with a bit more weight.
    If you decrease ↓
    Thinner rear disc = less weight and reaches temperature sooner, with more wear.

  • Front brake duct

    Range: 0 – 100 %Estimated range

    Front brake duct blanking: 0% = Open (max cooling); higher = more closed (retains heat and cuts a little aero drag). (estimated range)

    If you increase ↑
    More closed = retains brake heat (useful when cold) and cuts drag, with overheating risk in the heat.
    If you decrease ↓
    More open = cooler, more consistent brakes in heat/long races, with a small aero penalty.

  • Rear brake duct

    Range: 0 – 100 %Estimated range

    Rear brake duct blanking: 0% = Open; higher = more closed. Same criterion as the front. (estimated range)

    If you increase ↑
    More closed rear = retains brake heat and cuts drag, with overheating risk.
    If you decrease ↓
    More open rear = cooler, more consistent rear brakes, with a small aero penalty.

Differential

  • Differential preload

    Range: 0 – 300 NmEstimated range

    Minimum force to overcome before the diff unlocks (Nm). Affects how the rear reacts in gentle throttle transitions. (estimated range)

    If you increase ↑
    More preload = the diff stays locked longer: more stability, but harder rotation in slow corners.
    If you decrease ↓
    Less preload = a more reactive diff and better entry rotation, with a livelier (and twitchier) rear.

Gearing

  • Gear ratio set

    Range: 0 – 2Estimated range

    Gear set selector: 0 = Short, 1 = Standard, 2 = Long. Adapted to the longest straight of the circuit. (estimated range)

    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

  • Traction Control (TC)

    Range: 0 – 11Estimated range

    Base traction control level (1-11). Higher = intervenes earlier to stop wheelspin. First of three channels (TC + Power cut + Slip angle). On prototypes without TC (LMP2/LMP3) it stays at 0. (estimated range)

    If you increase ↑
    More TC = safer in the wet or low grip, but slower (cuts power earlier) in the dry.
    If you decrease ↓
    Less TC = more raw acceleration if you can modulate; punishes mistakes with wheelspin.

  • TC Power Cut

    Range: 0 – 11Estimated range

    Second TC channel: how much power the system cuts when it detects slip (1-11). Higher = more aggressive cut. On prototypes without TC it stays at 0. (estimated range)

    If you increase ↑
    More cut = safer on low grip, at the cost of acceleration.
    If you decrease ↓
    Less cut = more acceleration and rotation, with more wheelspin risk.

  • TC Slip Angle

    Range: 0 – 11Estimated range

    Third TC channel: how much slip is allowed before it intervenes (1-11). Lower = intervenes sooner (more conservative). On prototypes without TC it stays at 0. (estimated range)

    If you increase ↑
    More slip allowed = lets the wheels spin more before acting: more power available, less safety net.
    If you decrease ↓
    Less slip = TC acts at the slightest spin: safer but more conservative.

Other

  • Steering lock

    Range: 8 – 30 °Estimated range

    Maximum steering angle of the wheels (the editor shows total wheel rotation and, in parentheses, the road-wheel angle). Adapted to the track and driver preference. (estimated range)

    If you increase ↑
    More lock = tighter turning for hairpins, but steering gets more sensitive at high speed.
    If you decrease ↓
    Less lock = more precise steering at high speed, but can run short in very slow corners.

  • Rev limiter

    Range: 5000 – 12000 rpmEstimated range

    Maximum allowed engine speed (rpm). Lowering protects the engine and saves fuel; raising gives a bit more top end where regulations allow. (estimated range)

    If you increase ↑
    More rpm = more power/top end where allowed, at the cost of fuel and engine wear.
    If you decrease ↓
    Fewer rpm = a more conservative engine and lower consumption, with slightly less top end.

  • Engine mixture

    Range: 1 – 6Estimated range

    Engine mixture/power map (selector: e.g. Lean / Race / Full). Higher = more power and consumption; lower = saves fuel. (estimated range)

    If you increase ↑
    Richer mixture = more power and response, burning more fuel per lap.
    If you decrease ↓
    Leaner mixture = saves fuel to extend the stint, with less power.

  • Water radiator tape

    Range: 0 – 100 %Estimated range

    Water radiator blanking: 0% = no tape (max engine cooling); higher = more taped (hotter engine, less aero drag). (estimated range)

    If you increase ↑
    More tape = hotter engine and less drag (useful when cold), with overheating risk in the heat.
    If you decrease ↓
    Less tape = cooler, safer engine in the heat, with a bit more aero drag.

  • Oil radiator tape

    Range: 0 – 100 %Estimated range

    Oil radiator blanking: 0% = no tape; higher = more taped. Same criterion as the water one. (estimated range)

    If you increase ↑
    More tape = hotter oil and less drag, with thermal risk in the heat.
    If you decrease ↓
    Less tape = cooler, safer oil, with a bit more aero drag.

  • Virtual energy

    Range: 50 – 100 %Estimated range

    Total energy limit (fuel + hybrid) per stint under WEC rules. Default 100%. Central to LMU strategy; applies to LMGT3 too. (estimated range)

    If you increase ↑
    More energy = more performance per stint, but less margin to stretch range.
    If you decrease ↓
    Less energy = a more conservative pace to extend the stint and save a stop.

  • Fuel load

    Range: 5 – 120 LEstimated range

    Litres of fuel at the start of a run. Sets weight and pit stops, and shifts the aero platform as it burns. (estimated range)

    If you increase ↑
    More fuel = more weight (slower, more wear) but fewer stops in a long race.
    If you decrease ↓
    Less fuel = a lighter, faster car, but you have to pit to refuel sooner.
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