Gran Turismo 7 · Interactive Tuning Reference
GT7 Tuning Guide
CHASSIS · DIFF · AERO
TYRES · DIAGNOSTICS · 2026
Baseline Preset Drivetrain
Select drivetrain to load baseline settings and per-card explanations.
Parts — What Each Part Unlocks
Custom Suspension Kit
Ride HeightSpring RateDampersARBCamberToe
Custom LSD
LSD InitialLSD AccelLSD Braking
Downforce Kit
Front AeroRear AeroHigh-Speed Grip
Racing Brake Kit
Brake BalanceFront BiasRear Bias
Custom Transmission
Gear RatiosFinal DriveTop Speed
Parts — Buy Order
1
Tyres
Biggest grip gain. Nothing else matters without grip first.
2
Custom Suspension
Unlocks the most parameters. Essential for any setup.
3
Custom LSD
Transforms corner exit. Controls rotation on entry.
4
Racing Brakes
Unlocks brake balance. Cheap and very effective.
5
Custom Transmission
Optimise gearing per circuit once chassis is sorted.
6
Downforce Kit
Only at sustained high speed. Adds drag on slow tracks.
↓PP
Custom parts lower PP compared to standard Sport or Racing equivalents — so you get full tuning control while staying under a PP limit. The handling advantage from a fully tuned custom setup almost always outweighs the small PP cost, especially in restricted races.
Parts — Performance & Power
High PP value
↑↑
Roots SC / Low-RPM Turbo
Strong low-end, best PP efficiency
↑↑
Custom Transmission
Lower PP than Racing trans
↑↑
Custom LSD
Lower PP than Mechanical LSD
Medium PP value
Mid-RPM Turbo
Balanced power across rev range
Camshafts / Exhaust
Varies — check PP cost per car
Low PP value
High-RPM Turbo / Centrifugal SC
High PP cost, poor efficiency
Stage 3 Turbo / Heavy Ballast
Very poor PP efficiency
Restricted races — reducing PP
ECU first — cleanest cut, minimal PP cost
Restrictor second — after ECU if still over
Camshaft only if uncapped — adds PP
Never add parts to lower PP
Weight reduction
W1
Stage 1
Interior trim. Low PP, good gain.
W2
Stage 2
More panels. Moderate PP.
W3
Stage 3
Full strip. High PP — check limit.
Improves acceleration, braking & handling. Add ballast to hit min weight.
Engine internals — what each does
BR
Bore Up
Increases cylinder diameter → more displacement, raises peak power and PP. Strong mid-to-top gain.
ST
Stroke Up
Longer piston stroke → more displacement, adds low-end torque. Pairs well with bore up.
CP
High Compression Pistons
Raises compression ratio → more power across rev range. Increases PP noticeably.
PP
Port Polish
Smooths intake and exhaust ports → better airflow, mild power gain across all RPM.
BL
Balancing
Reduces internal friction by matching component weights → smoother power delivery, small gain.
BP
Blueprinting
Precision tolerances → consistent power, small gain. Best combined with other internals.
Internals stack — fitting multiple parts compounds the gain. Bore + Stroke + Pistons is the full displacement build.
Tyres — Full Grip & Wear Spectrum
C·H
C·M
C·S
S·H
S·M
S·S
R·H
R·M
R·S
Comfort
Low grip · Very low wear
Sports
Medium grip · Medium wear
Racing
Max grip · Max wear
C=Comfort  S=Sports  R=Racing  ·H=Hard  ·M=Medium  ·S=Soft
Tyres — Front / Rear Balance
Softer Front ← → Softer Rear
← U/S
O/S →
Softer front → rear plants; front wears and pushes wide
Softer rear → rear wears faster; oversteer builds over time
Tyres — Special Conditions
IM
Intermediate
Damp or drying. High wear in dry.
HW
Heavy Wet
Standing water. Very slow in dry.
DT
Dirt
Loose surfaces. Low tarmac grip.
SN
Snow
Ice and snow. Avoid dry tarmac.
Summary
Entry: —
Mid: —
Exit: —
Bumps: —
Stability: —
GT7 Tuning
Platform — Ride Height
LowLower CoG · Better aero
Risk: bottoming out
HighMore travel on bumps
Higher CoG · Less aero
Front / Rear → Handling Bias
← Understeer
Oversteer →
Start 10mm above minimum. Raise only if bottoming out.
Move slider for feedback.
Why this setting?
GT7 Tuning
Platform — Spring Rate
Soft / LowTyres follow road
Grip on rough tracks
Stiff / HighGrip on smooth tracks
Bounce off kerbs
Front Stiffer — Rear Stiffer
← Understeer
Oversteer →
Move slider for feedback.
Why this setting?
GT7 Tuning
Dampers — Compression & Extension
Compression — into bump
SoftNose dips · Tyres follow road
StiffCar stays level
Tyres skip bumps
Move slider for feedback.
Why this setting?
Extension — returning from bump
SlowStays compressed
Grip returns slowly
FastSprings back quickly
Skips on back-to-back bumps
Usually set slightly higher than compression
Move slider for feedback.
Why this setting?
GT7 Tuning
Chassis — Anti-Roll Bars
Soft / LowSlow weight transfer
All 4 tyres working longer
Stiff / HighFast direction change
Inner tyre lifts
Front Stiffer — Rear Stiffer
← Understeer
Oversteer →
Move slider for feedback.
Why this setting?
GT7 Tuning
Chassis — Camber
Less NegativeMore braking grip
Straight-line traction
More NegativeMore mid-corner grip
Less braking grip
Front More Negative — Rear More Negative
← Oversteer
Understeer →
Move slider for feedback.
Why this setting?
GT7 Tuning
Chassis — Toe Front
Toe OutSharper turn-in
Nervous on straights
Toe InStable on straights
Slower to turn in
Too much either direction scrubs speed on straights
Move slider for feedback.
Why this setting?
GT7 Tuning
Chassis — Toe Rear
Toe OutMore rotation on entry
Can feel loose
Toe InRear stays planted
Resists oversteer
Too much either direction scrubs speed on straights
Move slider for feedback.
Why this setting?
GT7 Tuning
LSD — Initial
LowEasier rotation
Rear slides
HighRear planted
Harder to rotate
Driven Axle Bias
← U/S
O/S →
Active at all times
Move slider.
Why?
GT7 Tuning
LSD — Accel
LowExit oversteer
Wheelspin
HighTraction on exit
Exit understeer
Driven Axle Bias
← O/S
U/S →
Active under throttle
Move slider.
Why?
GT7 Tuning
LSD — Braking
LowRear rotates entry
Trail braking
HighRear straight
Less rotation
Driven Axle Bias
← O/S
U/S →
Active under braking
Move slider.
Why?
GT7 Tuning
Aero — Downforce
LowMore top speed
Less fast-corner grip
HighMore fast-corner grip
Less top speed
Front — Rear Downforce
← U/S
O/S →
Move slider for feedback.
Why this setting?
GT7 Tuning
Brakes — Balance
Rear BiasRear steps out
Rotation · trail braking
Front BiasStable braking
Front locks first
Braking Balance Bias
← O/S
U/S →
Move slider for feedback.
Why this setting?
Grip first. Rotation second. Most rotation problems are grip problems in disguise. Check grip balance before changing geometry.
01Corner Entry
What You FeelFix
Car won't turn in, goes straightSoften front ARB · Soften front spring · Front toe out · Lower LSD initial
Rear snaps out before throttleStiffen rear spring · Stiffen rear ARB · Rear toe in · Raise LSD braking
02Mid-Corner
What You FeelFix
Car drifts wide, won't hold lineMore front camber · Soften front ARB or stiffen rear ARB · Lower LSD initial
Rear slides out while corneringSoften rear ARB · Raise LSD initial
No feel — car just pushesReduce front spring stiffness · Reduce front ARB
03Corner Exit
What You FeelFix
Rear steps out under throttleRaise LSD accel · Stiffen rear ARB · Add rear toe in
Car pushes wide under throttleLower LSD accel · Soften rear ARB
Wheelspin, rear looseRaise LSD accel
04Braking
What You FeelFix
Rear moves under brakingBrake balance toward front · Raise LSD braking
Front locks, car goes straightBrake balance toward rear
Car dives heavily under brakingRaise front compression damping
05Bumps & Kerbs
What You FeelFix
Car skips or bouncesLower compression damping
Car loose over bumps, no contactRaise extension damping
Loses grip on bumpy sectionsLower spring rate — tyres leaving the road
06Setup vs Driving
SignLikely Cause
Same problem every lap, same cornerSetup
Problem varies lap to lapDriving — inconsistency
Understeer gets worse the more you turnSetup
Oversteer only with early/hard throttleDriving — throttle timing
Oversteer before you're on throttleSetup — entry or braking balance
Car feels stuck but losing timeSetup — too much understeer