April 27, 2023

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.


  • 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


  • 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.

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.


  • 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.

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.


  • 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. 


  • 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.


  • 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. 


  • 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.

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.

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.


  • 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.


  • 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. 


  • 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.


  • 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.

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.


  • 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.

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.

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.


  • 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.


  • 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.  


  • 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.

Team List

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

BarcelonaHubert SzymanskiNick Deeley
HungaroringTaariq AdamSaiduth Ramesh
ImolaChris HackNick Deeley
KyalamiChris HackMguel Jimenez
Laguna SecaAmedeo CastorinoNick Deeley
MisanoTaariq Adam
MonzaHubert SzymanskiRob Taplin
Mount PanoramaLuka BerkRob Taplin
NurburgringJakob OstermannSaiduth Ramesh
Paul RicardChris HackNick Deeley
Spa FrancorchampsJakob OstermannNick Deeley
SuzukaAidan WalsinghamSaiduth Ramesh
ZandvoortChris HackNick Deeley
ZolderAmedeo DekeyserSaiduth Ramesh
Brands HatchTaariq AdamSaiduth Ramesh
DoningtonChris HackRob Taplin
Oulton ParkLuka BerkRob Taplin
SnettertonHubert Szymanski
SilverstoneAidan WalsinghamRob Taplin
Watkins GlenAidan WalsinghamRob Taplin
IndianapolisTaariq Adam
COTAAidan WalsinghamRob Taplin
ValenciaHubert SzymanskiNick Deeley

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