Patagonia Sim RacingPatagoniaSim Racing
Setup guideCircuit

RaceRoom Racing Experience (RaceRoom) setups

Developer: Sector3 StudiosCircuitReleasedNo file import/export

Learn how to dial in your car in RaceRoom Racing Experience: what every setup parameter does, what changes when you raise or lower it, and where RaceRoom 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

RaceRoom lets you save and load named setups right from the garage screen ('There is an option to save and load setups', source: official wiki), and copy/paste a full setup between cars with Ctrl+C/Ctrl+V in-game. No public source was found confirming an exportable on-disk file format (unlike ACC/iRacing/AC1/rFactor2 in this catalogue): 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 25 settings you can tune in RaceRoom, 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: 20 – 32 psiEstimated range

    Cold front tyre pressure (confirmed unit: PSI, source: official Steam forum thread citing '26-27+ PSI' read on screen). The official wiki recommends tuning it by comparing inside/middle/outside temperatures in the setup screen's tyre info panel. (slider range estimated)

    If you increase ↑
    Sharper response but the tyre centre runs hotter (the wiki describes higher pressure doming the tread and heating the centre).
    If you decrease ↓
    More contact patch and mechanical grip, but sidewall temperatures rise (the wiki: sidewalls take more load at lower pressure).

  • Rear tyre pressure

    Range: 20 – 32 psiEstimated range

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

    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: -5 – -0.5 °Estimated range

    Wheel lean seen from the front (degrees, documented real example: -4.0°). The wiki recommends tuning it by comparing inside/outside temperatures in the tyre info panel: aim for the inside to run 5-10° hotter than the outside. (slider range estimated)

    If you increase ↑
    Toward 0 (less negative) spreads heat more evenly inside/outside, but lowers lateral grip while loaded.
    If you decrease ↓
    More negative gives more lateral grip ('camber thrust', per the wiki), at the cost of more heat and wear.

  • Rear camber

    Range: -4.5 – -0.3 °Estimated range

    Rear axle camber (documented real example: -2.8°), typically a bit less negative than the front. Controls how much lateral grip the rear has in corners. (slider 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: -0.3 – 0.3 °Estimated range

    Where the wheels point seen from above (official wiki: negative = toe-out). A touch of front toe-out helps turn-in; a touch of rear toe-in adds straight-line stability. Unit NOT confirmed with an explicit on-screen label: degrees inferred by magnitude from the documented real example (0.00°/0.05°). (estimated range)

    If you increase ↑
    Toward toe-in (positive) adds straight-line stability but lazier turn-in (source: official wiki, ToeIn).
    If you decrease ↓
    More toe-out sharpens entry and produces corner-entry oversteer, with less straight-line stability (source: official wiki).

  • Rear toe

    Range: -0.1 – 0.4 °Estimated range

    Rear axle toe (documented real example: 0.05°). More toe-in (positive) gives more rear stability. Same not-explicitly-confirmed unit note as front toe (see above).

    If you increase ↑
    More toe-in stabilises the rear on straights, costing a touch of top speed (source: official wiki).
    If you decrease ↓
    Less toe-in frees the rear and reduces straight-line stability.

Suspension & mechanical grip

  • Front anti-roll bar

    Range: 20 – 150 N/mmEstimated range

    Front axle roll resistance (confirmed unit N/mm, documented real example: 88 N/mm). Official wiki: stiffer transfers more load to that axle's outside tyre. (slider range estimated)

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

  • Rear anti-roll bar

    Range: 5 – 100 N/mmEstimated range

    Rear axle roll resistance (documented real example: 15 N/mm). Along with the front it sets the car's stiffness balance. (slider range estimated)

    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.

  • Front spring

    Range: 80 – 220Estimated range

    Front spring stiffness (documented numeric value: 140; unit NOT confirmed with an explicit label — could be N/mm since it sits on the same screen as the ARB, but no capture confirms this). Official wiki: a softer spring means more body movement under all weight transfers. (estimated scale, unconfirmed unit)

    If you increase ↑
    Stiffer = less body movement and sharper response, at the cost of mechanical grip over uneven surfaces (source: official wiki).
    If you decrease ↓
    Softer = more mechanical grip and better over bumps, but demands more camber and can bottom out (source: official wiki, Springs section).

  • Rear spring

    Range: 70 – 200Estimated range

    Rear spring stiffness (documented numeric value: 150; same unconfirmed-unit note as the front). Along with the front it sets the stiffness balance and hence under/oversteer. (estimated scale, unconfirmed unit)

    If you increase ↑
    Stiffer rear = more rotation and response, but less traction over uneven surfaces.
    If you decrease ↓
    Softer rear = more traction and mechanical grip, with more body movement.

  • Front ride height

    Range: 3 – 14 cmEstimated range

    Front floor-to-ground distance (confirmed unit cm, documented real example: 7.0cm). Official wiki: lowering it gives more front aero load on cars with aero, but risks grounding out. (slider range estimated)

    If you increase ↑
    Raising gives more travel and less bottoming risk, costing some aero load.
    If you decrease ↓
    Lowering increases aero load and lowers the centre of gravity, risking grounding out (source: official wiki).

  • Rear ride height

    Range: 3.5 – 16 cmEstimated range

    Rear ride height (documented real example: 8.5cm). Along with the front it sets the floor's 'rake', key on cars with a diffuser/tunnels (source: official wiki). (slider range estimated)

    If you increase ↑
    Raising the rear can drastically cut aero load if pushed past the optimal point (source: official wiki).
    If you decrease ↓
    Lowering the rear shifts weight rearward but lowers the rear roll centre, adding body roll (source: official wiki).

Dampers

  • Front slow bump

    Range: 0 – 10 clicksEstimated range

    Front damper resistance to slow compression (confirmed unit 'clicks', documented real example: 2 clicks). Official wiki: higher bump = the front turns in faster but with less mechanical grip. (slider range estimated)

    If you increase ↑
    Higher = the car changes direction more sharply, but gets less predictable if overdone (source: official wiki).
    If you decrease ↓
    Lower = more mechanical grip and better over bumps, with a slower response.

  • Rear slow bump

    Range: 0 – 10 clicksEstimated range

    Rear damper resistance to slow compression (documented real example: 3 clicks). Affects how the rear squats on power and while loaded in a corner (source: official wiki). (slider range estimated)

    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 slow rebound

    Range: 0 – 10 clicksEstimated range

    Front damper resistance to slow extension (droop damping, per the official wiki). No confirmed numeric example of its own: 'clicks' scale assumed by analogy with Bump. If the car is unstable over crests, the wiki recommends lowering it. (estimated scale)

    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 (source: official wiki).

  • Rear slow rebound

    Range: 0 – 10 clicksEstimated range

    Rear damper resistance to slow extension. Same note as front: no numeric example of its own, 'clicks' scale assumed by analogy. (estimated scale)

    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 (source: official wiki).

Aerodynamics

  • Rear wing angle

    Range: 0 – 30 clicksEstimated range

    Rear wing angle (confirmed unit 'clicks', documented real example: 15 clicks). Official wiki: more wing = more rear load, useful on technical circuits; less wing = more top speed on circuits with long straights. (slider range estimated)

    If you increase ↑
    More wing stabilises the rear in fast corners and raises cornering speed, costing top speed (source: official wiki).
    If you decrease ↓
    Less wing gives more straight-line top speed, with the rear a bit twitchier in fast corners.

Brakes

  • Brake pressure

    Range: 80 – 100 %Estimated range

    Multiplier for total braking power. The official wiki defines the exact physical anchor: 100% = 100 kgf of pedal force applied by the virtual driver at full pedal input. Lowering it a few points reduces lock-up without changing the split. (slider range estimated)

    If you increase ↑
    More pressure = shorter, harder braking, with more lock-up risk if the rest of the setup doesn't match (source: official wiki).
    If you decrease ↓
    Less pressure reduces lock-up but costs total braking power (source: official wiki).

  • Brake bias

    Range: 50 – 70 %Estimated range

    Percentage of braking sent to the front axle. Official wiki: braking performs best near lock-up, so this setting aims to have both axles lock together. (slider range estimated)

    If you increase ↑
    More forward helps if the rear gets unstable, suddenly spins, or the rears lock under braking/entry (source: official wiki).
    If you decrease ↓
    More rearward helps if the fronts lock during braking and corner entry (source: official wiki).

Differential

  • Differential power lock

    Range: 0 – 100 %Estimated range

    How much the differential locks under acceleration (confirmed unit %, documented real example: 35%). Official wiki: too much lock can make the car understeer and get snappy on exit. (slider range estimated)

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

  • Differential coast lock

    Range: 0 – 100 %Estimated range

    How much the differential locks when lifting off the throttle (documented real example: 65%). Official wiki: affects stability on lift-off and how easily it turns into tight corners. (slider range estimated)

    If you increase ↑
    Raise it if the car is unstable off-throttle (source: official wiki).
    If you decrease ↓
    Lower it if it's hard to turn in, especially in tight corners (source: official wiki).

  • Differential preload

    Range: 0 – 20 clicksEstimated range

    How much torque difference between the driven wheels is needed before they're allowed to spin at different speeds (confirmed unit 'clicks', documented real example: 5 clicks). Official wiki: this is the baseline left/right lock, before the throttle/coast effect. (slider range estimated)

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

Electronics

  • Traction control (TC)

    Range: 0 – 10Estimated range

    TC preset level (0 = off, higher = cuts sooner). Each preset defines a maximum throttle-cut percentage (confirmed by the official wiki), but there's no public table of which % each level maps to per car — modelled as a preset scale, not the direct %. Real on this whole batch (RaceRoom's GT3s carry factory TC per the GTR_3 wiki). (estimated scale)

    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.

  • Engine map

    Range: 0 – 10Estimated range

    Engine map level. The official wiki confirms higher levels consume more fuel but deliver more power, without specifying how many levels each car has or a unit. (estimated relative scale)

    If you increase ↑
    More available power, at the cost of higher fuel consumption (source: official wiki).
    If you decrease ↓
    Less power but more fuel range; useful in long races without a stop.

  • Engine brake reduction

    Range: 0 – 10Estimated range

    How much engine braking is REDUCED (it's the inverse of engine-brake 'power', per the official wiki). Raising it makes engine braking less powerful, for more stability on a sudden throttle lift. No documented unit or numeric example. (estimated scale)

    If you increase ↑
    Less engine braking = more stable on a sudden lift-off, with slightly less help under braking (source: official wiki).
    If you decrease ↓
    More engine braking = helps braking and rotation on lift-off, with more risk of instability on an abrupt lift.
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