Best forza 2 drift setup

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Such a heavy-duty bracket will not move or fall in the fierce competition. In addition, each The compact design allows you to carry it Optional Holder Position: Our gaming wheel stand is completed with a gear shifter holder, which can be switched to the left or right side as you like. The optional position is entirely suitable for both left-handed and right-handed players. When tuning the individual gear ratios, you can then try and do some practice runs while shifting up on the redline.

If you shift up and hit the rev limiter almost immediately or are experiencing too much wheelspin, then try to distance your gear ratios more. Vice-versa if you think you shift into too low a rev range. You can also tune your first gear into a longer gear if you think you are producing too much wheelspin when coming from a standstill. The opposite applies if you have an abundance of grip and not enough power to launch your car. For that, you must shorten your first gear.

The alignment category pertains to how your tires and suspension are aligned to the road. We generally want to have a neutral alignment at all times so that our tires are always hitting the pavement fully. That said though, tuning everything to 0 is not exactly the way to go as a moving car will shift its weight continuously and therefore will have a dynamic variable to your alignment.

It is, therefore, better to tune for these variables. When it comes to tuning camber, it is almost always better to go for a generally negative camber. While this might not be optimum going in a straight line, it is best for taking corners.

Toe can actually be left neutral as it pertains to how a tire is aligned to the road horizontally. The straighter the toe is, the better. However, there are some cases when tuning the toe comes in handy.

Tuning your toe to be toe-in may help stubborn cars turn in more by having the wheels point inward, leading to a tighter turning radius at the cost of straight-line stability. Adjusting the caster also enhances straight-line stability. The more caster you dial in, the straighter your tires are to the road, too much will leave you with a narrower turning radius though.

Adjust accordingly whether you need more stability positive or more turn-in negative. Too soft and the car becomes very unstable through corners, too stiff and the car becomes prone to tripod which is the act of the inner tire in a corner come off contact with the road. A general rule of thumb with antiroll bars is to first find the sweet spot with the fronts usually a quarter of the bar on the soft side and adjust accordingly with the rear.

By adjusting the rear antiroll bars, you can tune the characteristics of your car. Making the rears stiffer than the fronts will result in more oversteer, while softer rears will result in more understeer. Tuning your springs has almost the same philosophy as the antiroll bars softer rear springs result in more understeer, etc.

It is also important to take note of the engine placement of your car and the weight distribution as you will want stiffer springs where most of the weight is to increase the stability of the car.

Springs that are too stiff will result in bumps and dips on the road being more prominent to the handling of a car while springs that are too soft will result in your car being unstable during acceleration and under braking. In general, when it comes to road racing, stiffer springs are more preferred to give more stability while softer springs are more preferred in offroad races in order for the car to absorb the rough terrain better.

When it comes to Forza Horizon, the lower the ride height, the better. This is really only a problem in offroad races, so adjust your ride height accordingly if the course deals with a lot of jumps, but even then, the speed lost in jumps is gained by attacking corners better.

In general, the settings here will be a bit of a mimic of the springs if your front springs are stiffer, your front settings here will be stiffer as well as this is more of a supplementary setting.

The stiffer the setting, the more stable it will be on smooth surfaces. However, if driving on loose gravel, it is better to soften this setting up as stiff rebound will unsettle the car very frequently.

The opposite of rebound; bump stiffness changes how your suspension compresses. Adjusting your aero basically has you deciding whether you want your car to be quicker in corners or if you want to go faster in a straight line. The front aero is responsible for keeping your front tires glued to the ground so it is always best to max this out in order for grip and turning to be at its best.

Rear aero on the other hand has a bit more freedom to it. You can opt to maximize this setting to keep your rear in check and thus have more rear grip during corners or set this to its lowest setting for better top speed. The brake category is pretty self-explanatory. It gives you both brake balance and brake pressure. Having more front brake bias will have you stopping better but it will result in an increased chance of locking your brakes which will have your car going straight past a corner.

With this in mind, we will always go with more rear brake bias as though it decreases stability during braking, it allows for smoother braking. That and oversteer is better than understeer. This is especially true for drift and offroad builds as we would want our car sliding through corners.

Brake pressure is simply to be put at its maximum, especially if you have ABS on as one of your assists. This is to increase your braking power and in turn have you slow down quicker and sooner. Differential tuning is the last category available. Differentials help with handling and power response by giving more torque to the tire with more grip.

It can also let the wheels spin at independent speeds to keep stability under acceleration or deceleration at the cost of outright speed. For single-drive layouts, increasing your acceleration slider on the differential will help you in distributing power evenly on both wheels.

The problem is that too much acceleration will result in less stability when putting down the power. For deceleration, it is better to go all-out independent so that braking is much smoother with little-to-no chance of locking up.

For AWD cars, you will also have an option to tune a Center diff. This affects how much power is being sent to either your front wheels or your rear wheels. You would want to always make this biased towards the rear in order to counteract the understeering nature of AWD cars but not too much that you end up with an RWD car with added on weight. Now that we know what each tuning category and tuning option does, we can now apply this knowledge to our cars. But of course, it does not end there as we need to decide what our car will specialize in, whether it be a drag strip demon or an offroad monster.

Below will be a list of the different racing disciplines available in the game and how you should tune your car accordingly. Something good to note is that each car will be different from one another, so take this guide as something to start with rather than it being a template. The fine-tuning will be the one to you apart from the rest. Forza Horizon 5 is comprised of a lot of road racing tracks so learning to tune here is pretty much the gateway to a lot of your tuning prowess.

What we generally want from road racing tunes is a stiff suspension setup close to half or halfway in the tuning bars for stability and cornering aero turned to the max for faster cornering speeds. We also want to be at our lowest when it comes to ride height in order to make the most use out of our aerodynamics. Tires should also lean towards the softer side of things PSI as we want more grip when it comes to road racing.

When it comes to the Forza Horizon physics system, AWD tunes are usually the best in competitive races since it gives you the most grip off the line, making for better acceleration, and an easier time controlling a car in the exit of corners since power is evenly distributed out to all wheels. To counteract this, make sure that your suspension and antiroll bars are stiffer in the rear in order for your AWD car to slide a bit more. Caster should also be set a bit lower than usual values of around 5.

Lastly, we can also make our tire pressures mimic our suspension settings to further help our AWD car be a bit more forgiving in the corners. Although slow off the line, RWD Forza Horizon 5 tunes come alive after the beginning of the race where their reduced weight and nimbleness shine better than AWD cars. They also attack corners much better since they have more control of their front tires. The problem they impose is their love of powersliding as well as a tendency to wheelspin in corner exits leading to spins.

To counteract this, we make the front suspension and antiroll bars of our car stiffer than the rears. Since our differential only affects two wheels, we set it to be at around 60 for acceleration and for deceleration. This makes our RWD cars a lot more stable when coming out of slower corners.

We can also counter this abundance of power by tuning the gearing to have a longer ratio in order for power to come in at lower revs in order for the tires to catch grip first before going loose. As such, tuning for FWD cars should pretty much be a combination of both AWD and RWD cars in that we tune to reduce understeer while also keeping in mind that power only goes into 2 wheels.

Stiffer rear suspension and antiroll bars will do us really good while a longer gear ratio can also be justified to control the power output to the front wheels. Something a lot more important than the other drivetrains to consider here is the tuning of the brakes.

Since the front tires will be doing most of the work, it would be a great idea to have a rear-biased braking setup to have the front tires be a little cooler to perform better. There really is just one drivetrain that dominates rally racing and that is AWD, so this section will only discuss an AWD tune. When it comes to rally racing, we want our car to be as quick and nimble as possible but also tough enough to handle the uneven surfaces of dirt and gravel.

One thing to note is that not all rally races will take part wholly offroad, there will be races that combine both dirt as well as tarmac. With that, we should account for both disciplines. As such, the most important setting to tune here is the suspension.

When it comes to rally, we would want a much softer setting than in road racing, but also not too soft that it makes us unprepared for tarmac sections of a track. Antiroll bars should also be on the softer side so as to not upset the car when going through uneven terrain.

Just like the AWD tune for road racing, we set our suspension and antiroll bars to be stiffer on the rears than the front to help us slide in the offroad sections.

Ride height should also be a bit higher, around an inch or 2 more than our road-racing counterpart just to be safe from bottoming out when going over moderate jumps and clearing some puddles. Tires should be softer as well PSI to account for the rough terrain. For gearing, we go for a shorter gear ratio as when it comes to rally, acceleration is king rather than top speed. The faster we go through gears, the better as it also helps us keep traction on offroad sections.

Finally for our differential, it is up to you whether you want to have a truly AWD car to account for the low-grip sections, or something like biased to the rear in order to make the car livelier on the corners. Just like our rally racing FH5 tunes, cross country is completely dominated by the AWD drivetrain so we will focus on that drivetrain when tuning your car.

Although largely similar to how we tune our rally racing car, cross country racing involves a lot more jumps, a lot more obstacles, and takes place almost entirely offroad. With that in mind, we will want to have suspension and antiroll bars softer or on-par with our rally build but ride height to be comparatively higher to account for the bumps and jumps that will be littered throughout the cross country tracks.

Tires should also be a lot softer less than 10 PSI to account for the amount of terrain you will be racing on, as cross country racing usually involves all types of terrain from dirt, to sand, to grass, to gravel.

Caster should also be reduced around 5. Gearing should also be a little bit longer than rally races since cross country racing tends to lean towards faster, straighter tracks with long corners instead of the complexity of rally tracks. Finally, when it comes to the differential, like rally racing, it is up to you how much you would want your car to slide, so tune accordingly. When it comes to drag racing, tuning knowledge from the other types of racing disciplines is pretty much thrown out the window as drag racing has its own priorities and deals with the extremes instead of the fine-tuning required in other racing disciplines.

Getting your gearing right is the most important fh5 drag tune when it comes to drag racing. We would want to make it so that our gear ratios always hit the peak of our power band this can be seen in the upgrades section so that power is always being used to its fullest. We would also want to make it so that our first gear reduces the amount of wheelspin we produce as wheelspins in drag races are a waste of speed.

Make it so that before even reaching the rev limit of your first gear, your tires have already found grip. Camber and toe can be kept at 0 degrees or dead straight as there are no corners to be taken in a drag strip, but the caster should be set at its maximum so that stability in speed is also increased.

Brake tuning can pretty much be ignored because if you are braking in drag racing, you are doing it wrong. For our differential settings, we put all acceleration options to the maximum to have the absolute best launch and have our tires be working optimally at all times and deceleration options to the minimum as once again, we are not going to slow down in a drag race.

Lastly for aero, we should have any aero part unequipped to increase our speed, but if a car has its aero tuning options unlocked, just put it at the lowest to increase top speed. With superior launching capabilities compared to your two-wheel drive counterparts, you will be sure to leave RWD and FWD tunes in the dust at the start, but your weight might just bring you down. Drag racing in an AWD car is all about balance as we would want all our tires to have the optimum grip for us to launch very quickly.

With this in mind, we tune our suspension to be incredibly soft all around except for our bump stiffness and front rebound, which we should set to the maximum stiffness. This is to ensure that all our tires have the biggest contact patch on the road at all times.

For ride height, we usually put the rears to be higher than the fronts as most of the weight shifts to the rear when launching. This puts more grip on the rear tires and does not overload the fronts. Although its launch will not be as good as an AWD tune, its weight might just edge out an AWD tune when it comes to top speed runs.

When drag racing an RWD car, you want to take the weight and power of the engine and have it shift from the front to the back and the front again.

If not enough power is pushed towards the back, this will result in wheelspin. If too much weight is forced to the back, the car will wheelie or lose power.

With this in mind, for damping, we would want our front rebounds to be soft to lift the front tires a bit and rear rebounds to be in the middle so that when coming from a launch, it lands smoothly. The rear rebound should be stiff while the rear bump should be soft to help put the power down onto the tires even more. Original Poster. Gassing Station » Video Games. Search My Stuff What's New 3 12 24 Tips for a drift setup on Forza 2. The Nur Original Poster 9, posts months.

Hi, was just wondering if any of you guys had any tips for a decent drift setup on forza 2? Have been playing for a while, have some cars that drift well, but was wondering if anyone had any good advice regarding the best state of tune, suspension setups etc??

BCA 8, posts months. Tell me a car to start with and I'll do a step by step guide if you wish? Stig 11, posts months.