Toyota GR86 User Manual
This guide provides information on using the Toyota GR86 within the iRacing simulation platform.
General Information
A Message From iRacing
Dear iRacing User,
The official car of the all-new Toyota GR Cup, Toyota's all-new single-make road racing series, the Toyota GR86 serves as an approachable, sporty vehicle for drivers to hone their craft. Announced in 2022, each Toyota GT86 starts as a fully production vehicle before heading to North Carolina, where Toyota Gazoo Racing North America engineers transform it into racing machines capable of taking on some of America's premier road courses.
The Toyota GR Cup is designed as an amateur racing series that can welcome up-and-comers, casual drivers, and retired legends alike, and the GR86 is up to the task. Custom modifications like a six-speed sequential transmission and aggressive new bodywork elevate the profile of the road-going car for the needs of the track, without becoming too much to handle too quickly. Get behind the wheel of the GR86 and experience one of racing's most exciting new spec classes before it makes its real-world debut!
The following guide explains how to get the most out of your new car, from how to adjust its settings off of the track to what you'll see inside of the cockpit while driving. We hope that you'll find it useful in getting up to speed.
Thanks again for your purchase, and we'll see you on the track!
Tech Specs
Chassis
Suspension: McPherson Strut Front Suspension, Double Wishbone Rear Suspension
| Specification | Value |
|---|---|
| Length | 4264 mm (167.9 in) |
| Width | 1775 mm (69.9 in) |
| Wheelbase | 2575 mm (106.7 in) |
| Dry Weight | 1297 kg (2860 lbs) |
| Wet Weight (with driver) | 1358 kg (2996 lbs) |
Power Unit
Engine: Naturally Aspirated 2.4 Liter 4-Cylinder Boxer
| Specification | Value |
|---|---|
| Displacement | 2.4 Liters (146.5 cid) |
| Torque | 188 lb-ft (255 Nm) |
| Power | 220 bhp (164 kW) |
| RPM Limit | 7500 |
Introduction
This guide is intended to provide a deeper understanding of the chassis setup adjustments available in the garage, allowing you to tune the chassis setup to your preference.
Before adjusting chassis settings, it is recommended to become familiar with the car and track. iRacing provides baseline setups for each track. Access them via Garage > iRacing Setups. If a dedicated setup isn't available, select one for a similar track. Once a setup is selected, focus on making smooth, consistent laps to understand tire wear and handling trends.
Once you are comfortable with the baseline setups, you can begin tuning the car to your preferences.
Getting Started
Before starting the car, it is recommended to map controls for Brake Bias, Traction Control, and ABS adjustments. This allows for quick changes to driver aids while on track.
To start driving, select the "upshift" button to engage gear and press the accelerator. The car features a sequential transmission with no clutch input required for shifting. Downshift protection prevents engine damage by ignoring downshift commands if the speed is too high for the selected gear.
Upshifting is recommended when the final shift light on the dashboard illuminates red, indicating 7100 RPM. All shift lights flash red at 7200 RPM as an additional warning, which is beyond the optimal shift point.
Loading an iRacing Setup
Upon loading into a session, the car automatically loads the iRacing Baseline setup [baseline.sto]. You can load other pre-built setups by navigating to Garage > iRacing Setups and selecting the desired setup.
To customize a setup, make your changes in the garage and click "Apply". To save your custom setup for future use, click "Save As" and name it.
Access your personally saved setups by clicking "My Setups". You can share setups with other drivers or everyone in a session by selecting "Share". Shared setups from other drivers can be found under "Shared Setups".
Dash Configuration
The Toyota GR86 features a single-page, dash-mounted display showing engine data and race information clearly.
Upper Group
- Best: Current session's fastest lap time.
- Current Lap Delta: Difference from the session's best lap time. Green indicates a faster lap, red indicates a slower lap.
- Current: Live display of the current lap's elapsed time.
- Fuel Used: Amount of fuel consumed since leaving the pits or start of the race.
- Predicted: Lap time prediction based on current delta and prior lap times.
Center Gauges
- Oil Temperature: Shown with a gauge and numerical format, changing color for dangerous temperatures.
- Tachometer: Displays engine RPM digitally. Changes from white to red as RPM approaches the shift point and rev limiter.
- Gear Indicator: Shows the currently selected gear.
- Water Temperature: Displays engine cooling water temperature with a gauge and numerical format, changing color for dangerous temperatures.
Dash Configuration (Continued)
Water Temperature
The engine's cooling water temperature is displayed on the right side of the dash, shown with a gauge and numerical format. Colors indicate dangerous operating temperatures.
Lower Group
- Speedometer: Displays current speed in Miles or Kilometers per hour, based on garage settings.
- AC Mode: Inoperable, displays "0".
- TC Mode: Currently selected Traction Control System setting (reflects garage and F8 black box settings).
- ABS Mode: Currently selected Anti-Lock Braking System setting (reflects garage and F8 black box settings).
Warning Banner
A warning banner across the top of the dash, with LEDs on either side, indicates major issues such as low fuel pressure, low oil pressure, or high oil or water temperatures.
Advanced Setup Options
This section is for advanced users wishing to delve deeper into vehicle setup. Adjustments to the following parameters are not mandatory but can significantly alter vehicle handling. It is recommended to make adjustments incrementally, changing only one variable at a time before testing.
Tires
Tire Settings (All Four)
Starting Pressure: Air pressure when the car is loaded. Higher pressures reduce rolling drag and heat buildup but decrease grip. Lower pressures increase drag and heat buildup but increase grip. Higher speeds and loads require higher pressures; lower speeds and loads benefit from lower pressures. Set cold pressures based on track characteristics for optimal performance.
Last Hot Pressure: Air pressure after returning to the pits. The difference between cold and hot pressures helps analyze balance. Tires worked similarly should build pressure at the same rate to maintain handling balance. Adjust cold pressures to ensure similar tires are at similar operating temperatures.
Last Temps OMI: Carcass temperatures after returning to the pits. Wheel loads and tire work are reflected in temperatures, useful for analyzing handling balance and wheel alignment. Center temperatures compare work done by each tire; inner and outer temperatures help analyze wheel alignment. Values are measured in three zones across the tread.
Tread Remaining: Amount of tread left after returning to the pits. Tire wear helps identify alignment issues (e.g., uneven wear) and can be used with temperatures to analyze handling balance. Values are measured in three zones across the tread.
Chassis - Front
ARB Size
The Front Anti-Roll Bar (ARB) size affects front suspension roll stiffness. Options include two sizes or disconnecting the bar. A "Stiff" option increases roll stiffness and induces understeer. A "Soft" option reduces roll stiffness and understeer. Disconnecting the bar significantly reduces roll stiffness, leading to oversteer and potential instability from excessive body roll.
ARB Setting
The Front ARB setting fine-tunes front suspension roll stiffness. For "Stiff" and "Soft" ARB sizes, lower ARB setting values stiffen the assembly and induce understeer. Higher values soften the assembly and reduce understeer. If the ARB is "Disconnected", this setting has no effect.
Toe-in
Toe is the wheel's angle relative to the chassis centerline. Positive values are Toe-In, negative are Toe-out. Front toe-out increases straight-line stability and slip angle on the inside tire during turns, aiding turn-in response but risking over-slipping. Front toe-in reduces turn-in responsiveness and front tire temperature buildup.
Cross Weight
Cross Weight is the percentage of total car weight on the Right-Front and Left-Rear tires. Altered via Spring Perch Offset, it influences asymmetric handling. Values above 50% induce understeer in left corners and oversteer in right corners. Values below 50% induce oversteer in left corners and understeer in right corners. For road courses, keeping it near 50% is recommended for mid-to-high speed cornering.
Nose Weight
Nose Weight is the percentage of total car weight above the front axle. Higher nose weight induces understeer; lower nose weight induces oversteer. This value is non-adjustable but changes with fuel levels.
Chassis - In-Car Dials
Brake Pressure Bias
Brake Pressure Bias determines the percentage of total braking force sent to the front system. On the Toyota GR86, this is non-adjustable and locked at 50%.
Brake Pads
Three brake pad options alter deceleration force. High Friction pads offer maximum braking but are harder to modulate, risking lockups. Low Friction pads provide less braking force with easier modulation. Medium Friction offers a balance.
ABS Setting
The Anti-Lock Brake system setting controls intervention to prevent brake lockups. Settings 1-3 offer increasing assistance (3 is most, 1 is least). Setting 0 disables the ABS system.
TC Setting
The Traction Control system can be tuned for track conditions and driver preference. Settings 1-3 adjust intervention to prevent wheelspin on throttle (3 is most, 1 is least). Setting 0 disables the TC system.
Chassis - Front Corners
Corner Weight
Displays static weight on each wheel, useful for determining weight distribution during chassis adjustments.
Ride Height
Chassis Ride Height is the distance from the ground to a reference point behind the front tires. This may not represent the vehicle's lowest point or actual ground clearance.
Spring Rate
Spring Rate is the stiffness of suspension springs. Higher values mean stiffer springs, lower values mean softer springs. At the front, stiffer springs can reduce aerodynamic pitch sensitivity under braking but reduce mechanical grip and induce understeer. Softer springs increase mechanical grip, potentially causing oversteer, and can affect aerodynamic stability under braking.
Spring Perch Offset
Adjusts ride height and corner weight by changing spring preload. Decreasing the value increases preload, adding weight to a corner and raising ride height. Increasing the value reduces preload, lowering height and weight. Adjust in pairs (left/right) or all four to maintain crossweight balance.
Bump Stiffness
Bump Stiffness refers to shock resistance during compression (e.g., under braking). Higher front bump settings create a stiffer shock, potentially inducing understeer during braking and turn-in. Lower settings soften the shock, reducing understeer in these phases.
Chassis - Front Corners (Continued)
Rebound Stiffness
Rebound Stiffness controls shock resistance during expansion (e.g., under acceleration). Lower values make front shocks more resistant to expansion, potentially inducing understeer on acceleration. Higher values make shocks less resistant, increasing front end mechanical grip and reducing understeer during acceleration.
Camber
Camber is the vertical wheel angle relative to the chassis centerline. Negative camber (top of wheel closer to centerline) is desired on all wheels. Higher negative camber increases cornering force but reduces longitudinal grip under braking. Excessive camber can reduce tire life, so a balance between life and performance is crucial.
Chassis - Rear Corners
Corner Weight
Displays static weight on each wheel, useful for determining weight distribution during chassis adjustments.
Ride Height
Chassis Ride Height is the distance from the ground to a reference point ahead of the rear tires. This may not represent the vehicle's lowest point or actual ground clearance.
Spring Rate
Spring Rate is the stiffness of suspension springs. Higher values mean stiffer springs, lower values mean softer springs. At the rear, stiffer springs can reduce aerodynamic pitch sensitivity under acceleration but reduce mechanical grip and induce oversteer. Softer springs increase mechanical grip, potentially causing understeer, and can affect aerodynamic stability under heavy acceleration.
Spring Perch Offset
Adjusts ride height and corner weight by changing spring preload. Decreasing the value increases preload, adding weight to a corner and raising ride height. Increasing the value reduces preload, lowering height and weight. Adjust in pairs (left/right) or all four to maintain crossweight balance.
Bump Stiffness
Bump Stiffness refers to shock resistance during compression (e.g., under braking). Lower rear bump settings make rear shocks more resistant to expansion, potentially inducing understeer during braking and turning. Higher settings make shocks less resistant, decreasing rear end mechanical grip and inducing oversteer while braking.
Chassis - Rear Corners (Continued)
Rebound Stiffness
Rebound Stiffness controls shock resistance during expansion (e.g., under acceleration). Lower values make rear shocks more resistant to expansion, potentially inducing understeer when braking and turning. Higher values make shocks less resistant, decreasing rear end mechanical grip and inducing oversteer while braking.
Camber
Camber is the vertical wheel angle relative to the chassis centerline. Negative camber (top of wheel closer to centerline) is desired on all wheels. Higher negative camber increases cornering force but reduces longitudinal grip under acceleration. Excessive camber can reduce tire life, so a balance between life and performance is crucial.
Toe-in
Toe is the wheel's angle relative to the chassis centerline. Positive values are Toe-In, negative are Toe-out. Rear toe-out decreases straight-line stability and can aid turn-in response but may cause the car to spin. Rear toe-in increases straight-line stability and reduces turn-in responsiveness.
Chassis - Rear
Fuel Level
Fuel level affects the Nose Weight value and handling balance. Be aware of weight changes with varying fuel levels.
ARB Size
The Rear ARB size affects rear suspension roll stiffness. Options include "Soft" (connected) or disconnected. The "Soft" option increases rear roll stiffness and induces oversteer. Disconnecting the ARB greatly decreases rear roll stiffness and induces understeer.
ARB Setting
If the Rear ARB is set to "Soft", it can be fine-tuned with two options. Setting 1 is softer, producing lower rear roll stiffness and inducing understeer compared to Setting 2, which stiffens the rear suspension and results in more oversteer.
Wing Setting
The Wing Setting adjusts the rear wing's angle of attack (5, 10, or 15 degrees). Higher values produce more downforce and drag, shifting aero balance rearward and inducing understeer in mid-to-high speed corners. Lower values reduce drag and downforce, shifting aero balance forward.
