CDA4 Lamborghini Huracan GT3 EVO2 Release Notes

Welcome to the Huracan EVO 2 release notes blog. In this page you will find the detailed notes compiled by the team after each session when creating the fast and safe variants of the new CDA4 Lamborghini Huracan GT3 EVO 2 setups. Please carry on reading below to see what our team found:

Brands Hatch

For Brands Hatch we have opted to run a very soft mechanical setup for maximising mechanical grip with a stiff ARB combination to improve turn in response through the first sector.
Stiffer dampers have been used to ensure that the car is mechanically responsive and to prevent the vehicle from being underdamped with the stiffer ARBs.
The ride height is run quite high to make the rotation better through the faster corners. In order to improve traction, which can potentially be lost due to the higher ride height, much higher rear range and a low preload value have been equipped.

Brands Hatch V2

Softer wheel rates are used to provide more mechanical grip.
Front arb and toe has been adjusted to help with initial response.
Dampers have been reworked to provide a better overall balance as well as kerb handling.

Misano

Running lower wing was possible as the rear is stable enough, allowing better speeds on the straights.
Suspension is set up so that all the curbs can be used especially at T1.

Misano V2

Maximum wing and a lot of rake to maximise the rotation.
Soft spring and high bumstop range for have a good traction,
The car has very nice grip but sometimes you can feel the rear is rolling much, if you struggle to manage it increase by 1 the value of both the ARBs.
Better never use the 1st gear, just in downshift to increase the engine brake, but on traction 2nd gear is better, maybe you can use 1st gear only in T14.

Nurburgring

The car has been set up to be quite aggressive for the entries to corners to maximise rotation given the narrow nature of the exits of the track. If you find the car to be too unstable into turn 5, consider pushing the brake bias forwards.
The springs have been set to be very soft in order to maximise the mechanical grip of the car through the first sector of the lap.
The dampers and bumpstops have been adjusted to improve the chicane stability and kerbs through the lap. The combination also improves the aero stability and response through the Schumacher esses and the remaining part of the sector.
The rear ride height is run slightly lower to maintain mechanical grip through the slower sections of the track.

Nurburgring V2

Bumpstop rate changes and longer lengths to improve grip and entry/exit characteristics.
Dampers adjusted to improve traction on initial power application and also corner entry behaviour.
Less aggressive spring and roll bar settings for predictability, softer springs all round with a stiffer front bar to add steering precision.
More rake to aid rotation, especially in higher speed sections.
Alignment changed to add more toe front and rear.
Lower engine map with less engine braking to give more rotation on entry.
Safe setup uses stiffer front spring, less rake and alignment changes to improve predictability and steering feel for a safer feeling car.

Paul Ricard

Because the Evo2 update results in a naturally stable car, a low wing set works well here and you can tune the mechanical side depending on your driving style and type of race.
If you need more traction at expense of tyre wear, go positive toe but if you need more traction and tyre life, tune the rear bumpstop range and rate but be careful of going too extreme with the range as it can have unexpected and undesired results.
A relatively low diff is used to help with rotation through the long corners but can be increased if you find the car is over rotating for you through those corners, particularly the higher speed corners.

Paul Ricard – V2

Paul Ricard being a medium downforce track uses the Mount Panorama V2 setup as a baseline.
The setup runs a slightly lower wing level at Paul Ricard though as the requirement for downhill corner and bump stability is not essential around here.
The front wheelrate is also softer at Paul Ricard with some more front bumpstop range which helps the car mount the kerbs a little smoother through the first chicane to provide enough rotation without running too wide on the exit.

Silverstone

Soft suspension was found to be best.
Medium wing used to help high speed rotation.
Dampers adjusted to minimise power-on understeer on the exit of corners.
High caster used to help slow speed rotation along with low preload.
Safe setup uses higher wing and stiffer front bump dampers, along with higher preload to improve stability on entry and exit.
Quali uses higher rake and higher camber, maximising 1 lap pace.

Silverstone v2

Medium – high wing is used for better balance.
Fairly stiff arbs are used to keep aerodynamic stability in the fast corners
The front wheel rate is run a bit stiffer to help with entry stability. For quali this is changed to be more aggressive. If entry stability is an issue, the same wheel rate as the race setup can be used.

Spa Francorchamps

This Evo 2 version is generally safer than the Evo version, for example, you can miss the apex at Eau Rouge and not end up facing backwards on corner exit, although keeping the wheel as smooth and straight as possible is still key.
ARB’s can be used quite well as a tuning option because of the long radius corners.
Positive rear toe and rear bumpstop range can help balance traction and on throttle rotation.
Increasing the diff preload can help with stability on direction change.
Can go up on the wing to prevent oversteer through faster corners but will impact straight line speed if you increase it by large increments.

Spa Francorchamps V2

Finding a balance with the rear wing is the biggest challenge at Spa, given the difference between sector 2 and the rest of the circuit. A compromise of a wing angle of 2 allows for good top speed, but can struggle through sector 2.
Increasing the TC will help to improve stability through the lap, improving consistency at the cost of actual lap time.

Suzuka

The main priority at Suzuka was to maintain enough mechanical stability through the downhill sections and provide enough rotation through sector 1 without running the car wide into the gravel.
The dampers are much stiffer on this setup to make sure the retains initial response into corners, however since the car is potentially overdamped it will cause mid corner issues if you stay on the throttle for too long. In Suzuka however the corners are more off throttle oriented in the first sector and this is why the combination works, in accordance with the preload value.

Suzuka – V2

It is important to maintain enough weight on the front end of the car to provide enough rotation through the uphill high speed sections around Suzuka. The front springs have been softened in order to provide enough mechanical grip on the front tyres.
The front ARB and dampers have been stiffened in turn to provide enough response from the front end of the car.
The springs across the entire car are on the softer side to maximise mechanical grip through the corner with the stiff ARBs providing enough roll stability. If you find the car is pitching too violently into corners, consider stiffening the front spring by 1 click and then either increasing the rear ride height by 1 click, or increasing the rear ARB by a click.

Zandvoort

Despite the relatively slow speed nature of the track, going too soft to get mechanical grip and the car becomes lazy. But, you can use the ARBs to tune general roll and stiffness characteristics of the car without upsetting the balance.
A relative low diff preload is used to get rotation in the long corners.
Gear ratios are awkward here but pick the ones that are most comfortable for you. They can be used to control wheelspin or give you extra rotation depending on the track conditions and situation you are in.
The rear bumpstop range and toe can be used to control traction and rotation in all circumstances, however.

Zandvoort V2

Medium stiff wheel-rate to increase the stability of the car in the medium fast corners.
High negative toe to increase the rotation.
If you struggle in traction you can increase the bumpstop range on the rear.
If you feel the car has too much oversteer you can decrease the front and rear toe.

Zolder

A different approach to vehicle setup has been used at Zolder given its unique combination of very narrow high speed corner exits, bumpy chicanes and traction limited slow speed exits. In general this would require a car with enough ride height to maintain the rotation, but with a soft enough suspension to ensure maximum grip.
In addition to the other changes, the dampers have actually been used to fixed the traction issues out of slow speed corners. The fast dampers have been stiffened to optimise chicane approaches and this has also worked to compliment the traction requirements once the vehicle lands after the chicane.

Zolder V2

Changes vs R/Q01
Stiffer roll bars all round to control body movement.
Less front rebound to limit instability releasing the brakes.
Stiffer front spring to limit pitch and give extra precision for the chicanes.
Less preload to increase rotation.
Slightly shorter front bumpstop range to limit entry instability.
Safe setup uses softer rear spring and rear bump damper to improve corner exit traction.

Barcelona

Going too soft with the front results in a lazy car and scrubs the front tyres. Keeping a good balance between ARBs and wheel rates is important.
Although a high rake can give better rotation, going too far there’s no time gain, just oversteer.
Rear toe is good for traction and combined with front toe adjustments can be used as fine tuning for rotation.
Engine maps can alter car behaviour through mid corner. Adjusting preload can help balance this out. Best to experiment based on track conditions and your own driving style to find the right combination.

Barcelona – V2

02 setups give more overall rotation while still providing as much traction out of slow corners as possible.
The alignment is more aggressive both in front and rear. Caster also has been increased.
Engine map was changed from 5 to 1 for more responsive throttle.
Stiffer arb combo to achieve better rotation through fast corners and to maintain stability on corner entries.
Front bumpstop rate and wheel rate have been lowered to get more mechanical grip out of the car. To keep good rotation on power the high rear bumpstop rate is kept. However, in order to provide better traction, the rear bumpstop range has been significantly increased and the rear springs were also softened.
Preload has been raised in order to provide good high speed rotation as well as stability on entry.
In the dampers, the fast damping has been raised all round. Much softer rear bump gives easy throttle response even on the aggressive map 1. Rebounds have been softened to allow more grip on and off throttle.

Donington Park

High downforce, high rake used to maximise agility.
Aggressive roll bars with stiffer front springs than rear to give sharpness in handling without sacrificing rotation.
Low preload used alongside high caster to help rotate the car in the hairpins.
Safe setup uses less aggressive roll bars and rake alongside some other minor changes to improve predictability.

Donington Park V2

Changes from R/Q01
Map 4 for better corner rotation with minor reduction in braking performance.
Higher rake than previous setup for more rotation.
Stiffer front, and softer rear roll bars to give better mechanical grip balance.
Dampers were re-tuned to suit the changes above.
Cambers increased overall.
Safe setup uses less rake, along with damper, preload, and alignment changes to add stability. Roll bars also increased to give a more predictable reaction on direction change.
Qualifying setup uses softer front spring and minor other suspension changes to increase entry rotation.

Laguna Seca

Although the car is front limited here and therefore the setup is built around that, it’s very good to drive here. Feels very safe, stable and reasonably easy to find the limit.
Can use toe on the front and rear to fine tune rotation and traction to suit your style and track conditions without major compromise unless extreme values are used.
The safe set is designed to be less aggressive through the corkscrew allowing a larger degree of freedom for the line taken through there.

Laguna Seca – V2

The 02 setups have better handling in corkscrew as the front was bouncing when cutting the downhill right-hander. They provide better traction in slow corners and improve the front end grip in sector 3. Also the engine map has been changed from 5 to 1.
To improve handling in corkscrew the dampers have been significantly stiffened.
Better traction was achieved with softer rear bumpstops, stiffer front arb and by getting rid of negative rear toe.
The high front bumpstop rate was limiting the front grip available in sector 3 so it has been softened.
Stiffer arb combo and less front bumpstop range reduce the floaty handling when going through corkscrew.

Kyalami

Watkins Glen base used for this setup.
Slightly harder springs than WG setup to help at higher speed cornering.
Long bumpstops to help with the larger kerbs at Kyalami.
Softer, more aggressive roll bars also used with slightly less preload to give better rotation without overloading the tyres.
Dampers adjusted for better entry and exit performance.
High rake used to aid higher speed rotation.
Safe setup uses a little higher front height, softer rear springs and a few other minor changes to aid stability.

Kyalami – V2

The previous setup was used as a starting point. Tests were done with soft springs and ARBs to maximise the mechanical grip through the technical sections of the track. The soft springs certainly helped quite a bit, but with very soft anti-rollbars the car tends to engage the bumpstops too much causing traction issues on the rear end. This makes matters worse if it’s on a bumpy or off-cambered section of the track.
Of course the bumpstop range can also be increased but this causes more response issues. Hence a soft bumpstop rate was instead chosen to maximise mechanical grip and a very stiff ARB combination has been used to increase responsiveness through direction changes. These changes alone gave an advantage of an extra 2 tenths around the lap.
The new setup also uses a much higher wing value, with lower wing not having much of an advantage on the straights. The higher wing far outweighs its negative effects on the straights by providing better exit control effectively helping with an additional few tenths of an advantage around the lap. With the list of intermittent updates since the first version of the Lambo setups came out, a higher downforce and stiff roll configuration approach works well around Kyalami.

Hungaroring

Hungaroring uses a setup approach similar to other high speed tracks where the mechanical grip has been optimised using softer wheel rates, with stiffer ARBs providing the aero stability and response required through the final sector.
With fine adjustments to the dampers, slightly lower bumpstop ranges have been used and work well over the chicanes.
A high wing setup gives the required rotation in the second sector but costs the car slightly on the straight, however with the higher wing setup the compromise of running more grip through 2 sectors outweighs the loss of straight line speed in sector 1, especially since parts of the sector are downhill. The setup also optimises grip out of the final corner to ensure better top speed at the end of the straight.

Hungaroring V2

Stiff front rebound to better absorb kerbs at the chicane.
Decrease the TC to 1 for T1, TC off for T3 and T11 to maximise the laptime, during the rest of the lap TC 2.
Stiff ARBs to have a responsive car in the change direction.
For turn 6/7 sacrifices the entrance to cut well on the first bollard and have the car. well composed to catch the second one.

Monza

The Evo 2 Huracan seems very wing sensitive for grip, so low, but not the minimum wing used for Monza.
Take a lot of inside kerb on the right hand corner of the Ascari chicane. No issues from the kerbing, but without using it you won’t make the line on the exit for a good lap time.
Low wing, low rake setup to make the most of the high speed nature of the track.
Softer springs to keep ride height low at high speed, meaning slightly higher wing can be used for stability in other corners without sacrificing top speed.
Stiff roll bars to increase direction change response.
Safe setup focuses on maximising stability and traction. So a softer rear roll bar, alongside slightly more preload and less aggressive rear bumpstops is used, along with some minor damper changes and a stiffer front spring.

Monza V2

The race set up has excellent pitch control under braking, which aids turning into the corner and overall lap time. The low downforce configuration allows the cars to maintain good top speed, while maintaining good performance through the Lesmo corners.
For the race fast set up, it is advised to avoid the big curb through the middle of Ascari as this upsets the car through the corner. The exit curb at Ascari can be cut to gain lap time.

Imola

Softer springs improve the car’s ability to ride over kerbs in chicanes.
A rake angle of 72 improves the car’s turning ability.
Increasing front ride height and camber levels, while lowering preload diff, create a safer setup overall.

Imola – V2

The setup at Imola also uses a stiff ARB combination as seen at other tracks which help in optimising roll stability, agility and prevents the car from excessively engaging the bumpstops, something that is even more crucial on a bumpy track such as Imola.
In addition to this, the bumpstops ranges are run quite high. The stiff damper adjustments have been made to reduce impact speeds with the bumpstops upon hitting kerbs making the chicane much more forgiving. Slow damping adjustments have instead been made in order to make the car more compliant over elevation changes.
The moderately stiff springs being used ensure that the car does not bottom out whilst maintaining enough mechanical grip.

Mount Panorama

Bathurst is a compromise between cornering speed and maximising the long straights. For the race setup a medium-low downforce choice has been made.
This downforce/drag trade off minimises the top speed delta whilst also giving enough stability in the higher speed corners.
Stiffer front springs compared to rear to help with stability and sharpness on the narrow track. Along with stiffer bumpstops to stop any grounding over the mountain.
Cambers set to leave a reasonable amount of tyre depth after a 65min stint so as to minimise pace drop-off.
The safe setup primarily focuses on stability and predictability: slightly stiffer bumpstops, higher ride height, and an increase in wing are all used to minimise any issues coming from hitting bumps wrong, or inaccurate throttle application.
Qualifying setup uses more aggressive rake, alongside damper changes to promote rotation over stability on the undulating surface across the top of the mountain.
Roll bars and camber/toe also adjusted to increase 1 lap performance.

Mount Panorama – V2

Bathurst was the second track to be worked on in the V2 updates for the car and the Kyalami inferences were applied to the setup here.
The stiff ARBs once again help with response and keeping the aero stable which is something that is quite important with the Lambo now.
The stiffer springs also help with this to keep the car stable through the mountain section of the track without bottoming out.
Wing compromises were made until there was just enough grip through the high speed corners with the current working range of mechanical values.

Snetterton

Stiffer rear bump and higher rear bumpstop rate to keep the aero working correctly through T1 and second last corner
T1 stability easy to adjust with front bumpstop range
Adjust turn-in aggressiveness with rear arb
Soft front arb and very low brake bias for quali setup to maximise rotation in the hairpins
Also softer rear suspension and positive toe in quali setup to aid traction on exit
Keep the car in 4th gear through second last corner
On hairpin exits try to straighten out the car as soon as possible. Exiting with steering input will cause a lot of TC engagement.

Snetterton – V2

V2 setups focus on reducing front roll causing instability and also on improving low speed traction.
The wing level was increased together with rear ride height to maintain the same rotation.
To reduce the roll the car is running a much stiffer arb combo as well as stiffer front wheel rate. Furthermore the bumpstop range in front has been reduced. However the front bumpstop rate has been softened to maintain good rotation through fast corners.
To improve traction the rear bumpstop range has been significantly increased and the bumpstop rate was lowered.
Preload on race setups is low to get better rotation through tight hairpins. However if you would like more rotation on power especially in turn 1, you can raise the preload by two clicks.
Fast damping has been overall increased to help with handling over kerbs. Rear bump damping was softened in order to achieve easier handling when going on throttle out of hairpins.
As the car is quite a bit stiffer on the front, the rebound damping was adjusted to provide more rotation by softening the rear and stiffening the front.
As the car has good power but not very good traction out of slow corners, remember to go for a bit later exits and set the car straight before going full on power. Otherwise the TC will cut all power and will cause a lot of understeer.

Oulton Park

High downforce for the bumpy and twisty nature of track.
Slightly higher ride heights to try to help car control over bumps/kerbs.
Longer bumpstops used to avoid the car being unstable over bumps.
TC settings optimised around minimising initial slip on power application.
Stiffer rear than front springs to help give the car fast direction change without increasing toe-out and causing additional tyre wear.
Safe setup – higher front ride height, softer springs.
Quali setup – much more aggressive roll bars and additional rake.

Oulton Park V2

For the race fast set up, the car is finely balanced and can carry speed well into the corners, sector three in particular.
The setup allows you to be able to attack the chicane’s, but be careful not to touch the big curbs on the second chicane.

Watkins Glen

Due to its high speed nature especially in sector 1, top speed is desired, however stability in the chicane and cornering grip is also paramount. Because of this, a reasonably high wing rate has been set, but with a good amount of rake to help with rotation/dynamics.
Dampers tuned to not overload the car on entry, and to give good rotation on exit.
Fast dampers tuned to give a slight understeer effect on kerbs, which adds to stability and predictability.
Low spring rates with hard roll bars give the best performance on this relatively smooth circuit.
Higher preload than other tracks also used to add to the entry stability, as softer front dampers and springs with larger bumpstop ranges gives very good entry grip.
Safe setup uses less rake with higher ride height, a slight reconfiguration of dampers, less front toe and higher preload. This should give more stability, and more forgiveness when it comes to tyre usage.
Qualifying setup uses stiffer rear springs, some bumpstop changes and minor changes to dampers and alignment.

Watkins Glen V2

With Watkins glen featuring a variety of high and medium speed corners, maintaining good minimum speeds is key. To help solve this, the front anti roll bar stiffness is reduced while having the rear anti roll bar at the maximum. This creates a stable car through the corners.
Using the race fast and safe set up, you can be aggressive on the brake pedal without suffering and rear locking.
Both the race and qualifying setups are very safe on the curbs, as Watkins Glen has a variety through the lap.

COTA

Low spring rate and high roll bar rates used.
Low preload to help with rotation and direction change.
Reasonably low bumpstop rear, reasonable front range
Medium rake with a high wing seemed to give the best balance between cornering performance and straight line speed.
Dampers tuned to eliminate oversteer on brake release and traction loss on initial power application.
Safe setup uses slightly less aggressive front end values and damper changes.
Quali setup goes much more aggressive with increased camber, castor, rake and suspension settings.

COTA V2

Maximum wing to increase the dowforce and the stability in sector 1.
Very stiff ARBs to have a more responsive car in sector 1.
If you struggle in traction you can use TC 2.
If you have too much oversteer when you release the throttle, increase the differential.
Dampers tuned to eliminate oversteer on the brake release and traction loss on initial power application.

Indianapolis

Dampers and suspension are tuned to handle the bumps on the track. Therefore the car is very stable and easy to drive.
If traction isn’t a problem, 3 TC can be used.
Second gear is used in all tight corners on the track, basically never engaging 1st. This is due to the low diff which provides better rotation and exit stability using this method.

Indianapolis V2

Maximum wing to maximise the downforce.
If you struggle in the traction you can increase the TC from 2 to 3, you can also raise the rear bumpstop range.
If the car has too much overseer on entry, decrease the toe.

Valencia

Engine map 4 is useful to reduce braking distance. However, it can cause understeer and slow your car down in mid-corner. You should counter that by keeping small throttle input.
Exiting tight corners (turns 2, 8, 11, 14) in 1st gear feels more consistent and gives better grip compared to short-shifting to 2nd
The exit kerb of 2nd to last corner can cause the car to bounce. The front bumpstop range setting is aimed to help make this smoother.
This car is traction limited here. Increasing the rear toe and rear bumpstop range can help alleviate these issues.

Valencia – V2

Maximum wing to maximise the downforce and not too high a rake, as always the key in this track is the traction.
Medium wheel-rate to have nice stability, high bumpstop range to improve traction.
The differential is quite low to have a good rotation off the throttle in the apex of the turn, but if you feel it is too slippery you can increase it a little bit.
Soft rear low bump to increase the traction.
I never use 1st gear, to me feels the tc is cutting too much, 2nd gear gives you more linear traction.

Team List

Please note, sessions with no engineer shown were solo sessions:

Track	Driver	Engineer
Barcelona	Hubert Szymanski	Nick Deeley
Hungaroring	Taariq Adam	Saiduth Ramesh
Imola	Chris Hack	Nick Deeley
Kyalami	Chris Hack	Mguel Jimenez
Laguna Seca	Amedeo Castorino	Nick Deeley
Misano	Taariq Adam
Monza	Hubert Szymanski	Rob Taplin
Mount Panorama	Luka Berk	Rob Taplin
Nurburgring	Jakob Ostermann	Saiduth Ramesh
Paul Ricard	Chris Hack	Nick Deeley
Spa Francorchamps	Jakob Ostermann	Nick Deeley
Suzuka	Aidan Walsingham	Saiduth Ramesh
Zandvoort	Chris Hack	Nick Deeley
Zolder	Amedeo Dekeyser	Saiduth Ramesh
Brands Hatch	Taariq Adam	Saiduth Ramesh
Donington	Chris Hack	Rob Taplin
Oulton Park	Luka Berk	Rob Taplin
Snetterton	Hubert Szymanski
Silverstone	Aidan Walsingham	Rob Taplin
Watkins Glen	Aidan Walsingham	Rob Taplin
Indianapolis	Taariq Adam
COTA	Aidan Walsingham	Rob Taplin
Valencia	Hubert Szymanski	Nick Deeley