Generated by Forza-6-telemetry v2.21.2 on 2026-07-28 08:48 UTC. Telemetry units: temps °C (converted from the game's °F), speed km/h, slip channels normalized (1.0 = grip limit), suspension travel normalised 0–1.
Data provenance — three kinds of numbers appear below, labelled:
- Telemetry: read directly from the game's Data Out stream.
- Estimated: derived from telemetry with stated filters (observed peaks, detected runs, verdicts).
- User-entered: car identity beyond the ordinal, and every build/tune value — Forza does not broadcast upgrades, weight, tyre compound, pressures, or any tuning-screen setting.
- Car: 1971 Nissan Skyline 2000 GTR (Forza ordinal 1042) (name user-entered/community; ordinal from telemetry)
- Class: S1 (raw 4) · PI 798 (telemetry)
- Drivetrain: AWD · Cylinders: 4 (telemetry)
- Observed peak power during session: 380 kW · observed peak torque: 619 N·m (estimated from 5385 valid-pull samples covering 89.8 s — throttle ≥95%, sustained; NOT the garage's rated build figures)
- Time at ≥90% of that observed peak: 55.5% of moving time (utilisation relative to this session's own peak — read against route type: a tight touge route naturally spends far less time near peak power than a high-speed circuit, so a low value is not automatically a gearing problem)
- Discipline: Touge (user-entered)
- Driver objective: Tyres are semi slick
- Driver note for this session: (none — the ✎ result-note button on the Analysis page records felt problems, official times and conditions)
- Assists: ABS on, TCS off
- Setup supplied: yes — 21 tunable settings supplied
- Conditions: not declared — assumed dry
The car's nervous
- 🔧 car — The car's nervous: The limiting axle is flipping front-to-rear 47x a minute — the car's unstable underneath you. Calm the balance in the tune; it isn't something you can drive around.
- 🧍 you — You're locking the brakes: 77.4% of your braking sits right on the lock threshold — brake a touch earlier and lighter, then trail off the pedal as you turn in.
- 🧍🔧 you + car — Full lock — but that's the car: You're at full steering lock for 53.4% of the corners, but the balance (+0.40) says the car won't rotate — you're holding lock because it won't turn. Fix the car's understeer first, then see if it's still you.
- 🔧 car — The car pushes wide (understeer) everywhere: The balance sits at +0.40 across entry, mid and exit — a bias no line fixes. That's a tune (shift the balance), not a you problem.
- 🧍 you — You're late to the throttle: Back on power ~1.74s after the apex on a car that'll take it — pick the throttle up sooner and feed it in.
A computed read from the telemetry, not a tune recommendation. A 🧍 finding can be driver variance rather than the setup — weigh it against repeatable laps before tuning around it.
Reads tune-limited (uniform balance) - it's a slider problem; size the step per the sizing note.
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USI by regime: entry +0.34 · mid +0.79 · exit +0.27 · lift +0.69 · slow corners +0.51 · fast corners +0.38 → uniform failure
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Intervention sizing: Uniform (USI holds one sign everywhere): a large coordinated step is low-risk here - overshoot lands neutral, so move decisively rather than nibbling.
This read places the car on the tuning ladder (architecture → grip hardware → grip split → torque routing → transients); fixes only hold at or above the level of the problem. It is computed from this session's telemetry, not generic theory - the numbers are above, reason from them.
- Recorded: 2026-07-28T06:21:36.222018+00:00
- Duration: 158 s · Distance: 6.15 km
- Staged circuit with no lap data on the wire: total event time 2:25.671 · 3 complete laps split at gate returns (the car repeatedly re-passed the same point within 25 m travelling the same direction; crossing times interpolated between frames) · best lap 0:46.841 (estimated, line-to-line; rewind-affected laps are marked in the lap table and excluded from the best)
- Max speed: 225 km/h (telemetry)
- Sustained cornering grip: 2.39 g (best lateral-G held 0.4 s while steering at speed; spikes and airborne excluded — banking and compressions may still contribute) · frame p99 2.40 g · raw single-frame max 3.06 g — raw max excluded from handling analysis (collisions/kerbs/landings)
Scope: the entire 158-second recording, including driving OUTSIDE the timed running (timed laps/runs total 146 s). Use sample timestamps to attribute evidence; staging, warm-up and cool-down driving is included.
(Every cornering event in the session, classified by shape — session-wide averages hide how differently a car behaves in a hairpin versus a fast sweeper versus a flick. Categories are mutually exclusive: a transfer's two component corners count only under transfer, and one event spans contiguous same-direction cornering, so it may cover linked bends. start is session-relative mm:ss. The sections.json export carries these same per-category counts, medians and representative samples in machine-readable form.)
- Medians: duration_s 5.97 · heading_deg 196.5 · entry_kmh 141.5 · min_kmh 84 · exit_kmh 140 · lat_g_p95 2 · slip_f 1.52 · slip_r 1.06 · slip_delta 0.41 · braking_s 1.04 · throttle_at_entry_pct 0 · throttle_min_pct 0 · throttle_reapply_s 2.21 · wheelspin_s 2.83 · susp_travel_max 0.83 · timed 1
- Samples ordered by driven-wheel wheelspin inside the corner — positions on that metric, not quality judgements:
- lowest: start 02:06.27 · duration_s 9.66 · direction left · heading_deg 206 · entry_kmh 143 · min_kmh 58 · exit_kmh 170 · lat_g_p95 1.67 · slip_f 0.8 · slip_r 0.79 · slip_delta 0.01 · braking_s 1.58 · throttle_at_entry_pct 100 · throttle_min_pct 0 · throttle_reapply_s 3.16 · wheelspin_s 2 · susp_travel_max 0.92 · timed True
- median: start 01:01.16 · duration_s 5.86 · direction right · heading_deg 184 · entry_kmh 137 · min_kmh 89 · exit_kmh 120 · lat_g_p95 2.07 · slip_f 1.96 · slip_r 1.37 · slip_delta 0.58 · braking_s 0.92 · throttle_at_entry_pct 0 · throttle_min_pct 0 · throttle_reapply_s 1.08 · wheelspin_s 2.84 · susp_travel_max 0.79 · timed True
- highest: start 01:19.97 · duration_s 9.05 · direction left · heading_deg 203 · entry_kmh 156 · min_kmh 54 · exit_kmh 166 · lat_g_p95 1.5 · slip_f 0.89 · slip_r 0.85 · slip_delta 0.04 · braking_s 1.69 · throttle_at_entry_pct 100 · throttle_min_pct 0 · throttle_reapply_s 2.27 · wheelspin_s 3.86 · susp_travel_max 0.83 · timed True
- Only one qualifying instance detected: start 00:13.72 · duration_s 5.89 · direction right · heading_deg 181 · entry_kmh 128 · min_kmh 95 · exit_kmh 129 · lat_g_p95 2.06 · slip_f 1.64 · slip_r 0.96 · slip_delta 0.68 · braking_s 0.17 · throttle_at_entry_pct 0 · throttle_min_pct 0 · throttle_reapply_s 2.17 · wheelspin_s 2.2 · susp_travel_max 0.79 · timed True
- Medians: duration_s 7.51 · heading_deg 131 · entry_kmh 162.5 · min_kmh 132.5 · exit_kmh 192.5 · lat_g_p95 2.04 · slip_f 0.71 · slip_r 0.49 · slip_delta 0.23 · braking_s 0.23 · throttle_at_entry_pct 100 · throttle_min_pct 50 · wheelspin_s 1.31 · susp_travel_max 0.86 · timed 1 · throttle_reapply_s 1.27
- Samples ordered by mean front-minus-rear combined slip — positions on that metric, not quality judgements:
- lowest: start 01:54.78 · duration_s 2.58 · direction left · heading_deg 34 · entry_kmh 147 · min_kmh 147 · exit_kmh 192 · lat_g_p95 2.31 · slip_f 0.39 · slip_r 0.3 · slip_delta 0.09 · braking_s 0 · throttle_at_entry_pct 100 · throttle_min_pct 100 · throttle_reapply_s never_lifted · wheelspin_s 0.17 · susp_travel_max 0.88 · timed True
- median: start 00:42.11 · duration_s 12.25 · direction right · heading_deg 224 · entry_kmh 178 · min_kmh 109 · exit_kmh 185 · lat_g_p95 1.97 · slip_f 0.96 · slip_r 0.63 · slip_delta 0.33 · braking_s 0.63 · throttle_at_entry_pct 100 · throttle_min_pct 0 · throttle_reapply_s 1 · wheelspin_s 2.25 · susp_travel_max 0.97 · timed True
- highest: start 01:30.14 · duration_s 11.89 · direction right · heading_deg 228 · entry_kmh 185 · min_kmh 127 · exit_kmh 193 · lat_g_p95 2 · slip_f 1.3 · slip_r 0.66 · slip_delta 0.64 · braking_s 0.47 · throttle_at_entry_pct 100 · throttle_min_pct 0 · throttle_reapply_s 2.77 · wheelspin_s 3.36 · susp_travel_max 0.96 · timed True
Transfer × 1 (opposite-direction corners linked within 1.2s, reversal < 3.0s, avg ≥ 60 km/h, never below 40 km/h)
- Only one qualifying instance detected: start 00:03.70 · duration_s 4.08 · speed_kmh 59–126 · reversal_s 1.86 · slip_delta_first 0.15 · slip_delta_second -0.07 · susp_travel_max 1 · throttle_min 0 · lat_g_p95 1.28 · timed False
Straight × 4 (1 outside timed running — excluded from the medians and samples below) (non-cornering ≥ 200 m, flying start (≥ 30 km/h))
- Medians: length_m 350 · full_throttle_pct 71 · shifts 2 · wheelspin_s 0 · susp_travel_max 0.76 · timed 1
- Samples ordered by driven-wheel wheelspin — positions on that metric, not quality judgements:
- lowest: start 00:54.39 · length_m 373 · speed_kmh 186→223 · full_throttle_pct 71 · gears 5/6 · shifts 1 · wheelspin_s 0 · susp_travel_max 0.75 · timed True
- median: start 01:42.05 · length_m 345 · speed_kmh 193→225 · full_throttle_pct 80 · gears 4/5/6 · shifts 2 · wheelspin_s 0 · susp_travel_max 0.8 · timed True
- highest: start 02:28.66 · length_m 350 · speed_kmh 193→224 · full_throttle_pct 47 · gears 1/2/3/4/5/6 · shifts 6 · wheelspin_s 0 · susp_travel_max 0.76 · timed True
- Balance verdict: understeer · understeer index +0.402 (mean normalized |front slip angle| − |rear|, cornering on grip; front axle ran 0.85 of grip limit, rear 0.45)
- Balance oscillation: the limiting axle flips front↔rear 47×/min while cornering — a near-zero understeer index can sit on a signal that is whipsawing (what a driver feels as 'nervous' or 'psychotic'). Aim for one consistent failure mode rather than chasing a lower index.
- Slides (hysteresis 1.05 enter / 0.90 exit, ≥100 ms): front 37× · 68.0 s total · longest 6.6 s — rear 49× · 45.2 s total · longest 2.6 s
- Slide overlap: 36.6 s both axles sliding at once (24% of moving time) — read the front and rear totals as one overlapping event, not two separate problems. Slide events median 0.27 s, 67% under 0.5 s (spiky flick-in/flick-out, not held drifts).
- Steering saturation: 53% of cornering at ≥95% lock — a driver-at-the-limit / over-driving signal (or the car forcing full lock), not a setup lever by itself.
- Balance by corner phase (understeer index per phase; positive = front sliding more): entry +0.343 (10s) · mid +0.791 (11s) · exit +0.271 (71s) · lift +0.688 (20s)
- Traction validation (estimated): drivetrain AWD, driven wheels watched: FL, FR, RL, RR · peak driven-wheel slip ratio 17.76 · p95 1.91
- Wheelspin (driven wheels): 41 event(s) · 39.1 s total · longest 4.2 s (grouped: ≥100 ms, 300 ms recovery gap)
- Slide by throttle state (the diagnostic fork — these need opposite fixes): power-on 32.1 s (engine overwhelming the tyres on exit → diff / throttle / gearing) vs off-throttle 28.9 s (entry / trail-braking balance slide → alignment / ARB / decel-diff). Do not treat them as one 'wheelspin' problem.
- Wheelspin pattern (estimated): mostly all-driven-wheel spin, mostly while turning
- Single-wheel flare while turning is mostly the inside driven wheel (inside 6.5 s / outside 0.3 s). Inside-wheel flare can mean insufficient acceleration lock, an inside wheel unloading mid-corner, or an axle already at its grip limit — weigh it against the current diff lock, axle utilisation and gear-specific spin, not as one fixed cause. Outside or both-wheel flare points more at power vs tyre.
- Wheelspin split (mutually exclusive; buckets sum to the total): FL only 3.0 s · FR only 3.2 s · RL only 2.0 s · RR only 1.0 s · multiple driven wheels 29.9 s — while turning 28.4 s / straight 10.8 s
- Sustained brake locks (detector: wheel-speed deficit): front 0 event(s) / 0.0 s · rear 0 event(s) / 0.0 s · 0% of braking time (18 s under brakes; handbrake excluded)
- Braking at the lock threshold (deep slip, wheels still turning): 14.3 s = 77% of braking time — ABS declared on: this is the assist modulating, not wheels stopping
- Full throttle: 57.1 % of session · Braking: 11.7 %
| Corner | Avg | Max |
|---|---|---|
| FL | 0.513 | 1.0 |
| FR | 0.414 | 1.0 |
| RL | 0.583 | 1.0 |
| RR | 0.496 | 1.0 |
- Bottom-out: 2 sustained event(s) (≥0.98 for ≥3 frames) · 4 raw threshold crossing(s) · 0.26 s total at ≥0.98 · longest continuous 0.16 s · 99th-percentile travel 0.81 (brief single-frame spikes can touch 1.00 without a sustained event)
- Body-control (pitch/roll excursions the avg/max above hide; these are what stiffer springs/bars/dampers move): squat (rear−front travel on power) +0.13 · dive (front−rear on brake) +0.04 · roll p95 front 0.59 / rear 0.51
- Session-wide balance: understeer — understeer index +0.402 (positive = front sliding more) · front axle at 0.85 of grip limit vs rear 0.45 · front−rear temp delta +13.3 °C (thermal story agrees with the slip story)
- Understeer index by corner phase (largest magnitude first): mid +0.791 (11s) · lift +0.688 (20s) · entry +0.343 (10s) · exit +0.271 (71s)
- Evidence quality: cornering sample 111 s (rich) · drift/opposite-lock excluded 2% · conditions: not declared — assumed dry (note them on the Analysis page if not)
| Tyre | Avg °C | Median °C | Max °C |
|---|---|---|---|
| FL | 92.0 | 94.7 | 123.6 |
| FR | 87.0 | 88.2 | 120.9 |
| RL | 76.2 | 78.4 | 106.0 |
| RR | 76.2 | 78.4 | 106.0 |
- Averages/medians use active-driving frames only (≥40 km/h) — stationary and cool-down time excluded.
- Note: the game broadcasts identical rear-left and rear-right temperatures for this car (verified at the packet level) — Forza models the rear axle jointly here; it is not a sensor or parser fault.
- Tyre temps are instrumented telemetry; no temperature→grip coupling has been verified in FH6 — do not tune for temperature. The values above are recorded for history (in case a physics patch adds coupling); grip lives in the slip-angle and saturation numbers, not here.
- Forza broadcasts no weather or time-of-day (verified at packet level through a rain-to-dry session, including the one unmapped byte) — conditions come from the driver's session note only.
- Honesty note: Forza's Data Out has no tyre-pressure channel and one temperature per tyre (no inner/middle/outer). Pressure and camber advice must come from the setup values filled in below plus these axle averages — never from fabricated sensor detail.
- Front axle active-driving avg 89.5 °C · rear 76.2 °C — steady-state not confirmed (tyre compound, starting temperature and prior running are unknown), so no in/below/above-window conclusion is drawn from this run alone
- Front−rear delta: +13.4 °C (positive = fronts hotter / working harder · negative = rears hotter / working harder)
- Top gear used: 6 · Upshifts: 75
- On-power shift point: 7824 rpm (median of full-throttle upshifts — the number to tune to; the all-upshift average of 6345.0 rpm reads lower because it includes part-throttle short-shifts out of slow corners)
- Shift-point spread (p10–p90 of upshift RPM): 3055 rpm (may reflect driver variation, corner context or partial-throttle shifts)
- Time on limiter (≥97% max RPM): 0.2 %
- Peak power 380 kW @ 6,625 rpm, peak torque 595 Nm @ 6,125 rpm — measured from this session's full-throttle frames, not the garage's rated figures.
- Usable power band (≥90% of peak power): 5,875–8,375 rpm.
- 1% of full-throttle time is spent BELOW that band — the gearing read: a high share means the ratios / final drive drop the engine out of its powerband on this route's corners. Cross-check limiter time before lengthening.
- RPM coverage 5,375–8,375 at full throttle (redline ~8,500); full curve in
dyno.json.
Measured from this session's full-throttle frames (max power per RPM bin) — a session observation, not a rated dyno. Only covers the RPM range actually driven at full throttle; not extrapolated.
| Lap | Validity | Time | Avg km/h | Max km/h | Full-thr % | Brake % | USI | F−R °C |
|---|---|---|---|---|---|---|---|---|
| 1 | valid | 0:47.423 · 1.92 km driven | 145 | 222 | 56 | 10 | +0.373 | +11.5 |
| 2 | valid | 0:47.125 · 1.93 km driven | 147 | 223 | 56 | 12 | +0.489 | +17.3 |
| 3 | valid | 0:46.841 · 1.92 km driven | 147 | 225 | 60 | 12 | +0.377 | +14.3 |
- Lap consistency (driver signal, 3 clean laps): spread 0.582 s = 1.2% of the median lap · full-throttle 56–60% · braking 10–12% (for scale: above ~2% spread, lap-to-lap variance typically exceeds the effect of a single setup change)
(Same Forza ordinal, newest first. "(run)" times cover a whole staged event, not one lap — only compare like with like, and only treat a row as a baseline if the route and build match; ask me if unsure.)
Since last session (Session 2026-07-28 16:01): best 0:48.371 → 0:46.841 (-1.530 s) · USI +0.096 → +0.402 · wheelspin 92.4 → 39.1 s (whole-session totals — sensitive to differing non-timed driving between runs)
- Comparison basis: route match confirmed (timed-loop length within 5%); build, tune and conditions not verifiable from telemetry — confirm before attributing the change to a specific cause.
| Session | Date | Best | USI | Wheelspin s | Lock s | F/R °C | Max km/h | Shifts |
|---|---|---|---|---|---|---|---|---|
| Session 2026-07-28 16:01 | 2026-07-28 | 0:48.371 | +0.096 | 92.4 (69.9 multi) | 0.2 | 79/103 | 246 | 103 |
Provenance: this is the latest tune saved for the car, not a snapshot captured at recording time — if it was edited after the run, it may not be exactly the tune that produced this telemetry. Do not treat a setting as proven by the result unless the driver confirms it was unchanged. These are the current slider values; their min/max range for this car is not known.
Changes since previous setup (v1) — the variables being tested:
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Tyre pressure R: 1.00 → 2.00
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Final drive: 3.97 → 3.40
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Camber R: -1.5 → -2.0
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Caster: 5.0 → 6.5
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Springs F: 82.5 → 87.1
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Springs R: 78.3 → 82.8
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Front diff acceleration: — → 30
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Front diff deceleration: — → 10
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Rear diff acceleration: 20 → 55
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Rear diff deceleration: 33 → 13
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Diff centre balance: — → 60
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Drivetrain: RWD → AWD
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Car & build: 1971 Nissan Skyline 2000 GTR
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Drivetrain (as built): AWD
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Gearbox upgrade: Race
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Assists: ABS on, traction control off
- ABS on: lock-threshold braking time reflects the assist modulating, not wheels stopping.
| Setting | Value |
|---|---|
| Tyre pressure F | 2.10 |
| Tyre pressure R | 2.00 |
| Final drive | 3.40 |
| Camber F | -2.0 |
| Camber R | -2.0 |
| Toe F | 0.0 |
| Toe R | 0.0 |
| Caster | 6.5 |
| Anti-roll bar F | 29.1 |
| Anti-roll bar R | 21.2 |
| Springs F | 87.1 |
| Springs R | 82.8 |
| Ride height F | 16.5 |
| Ride height R | 16.5 |
| Rebound damping F | 11.7 |
| Rebound damping R | 10.5 |
| Bump damping F | 7.3 |
| Bump damping R | 6.6 |
| Aero F | 56 |
| Aero R | 109 |
| Front diff acceleration | 30 |
| Front diff deceleration | 10 |
| Rear diff acceleration | 55 |
| Rear diff deceleration | 13 |
| Diff centre balance | 60 |
| Brake balance | 50 |
| Brake pressure | 100 |
-
Units: pressures as entered (bar/psi); camber/toe/caster in degrees; springs, ride height, ARB, damping, aero and diff percentages in Forza's tuning-screen units.
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Setup relationships (derived from the values above — factual, not judgements): ARB ratio F:R 1.37 · Spring ratio F:R 1.05 · Aero ratio F:R 0.51 · Rebound:bump ratio F 1.60 · Rebound:bump ratio R 1.59 · Rear diff 55% accel / 13% decel · Front diff 30% accel / 10% decel
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What I want: Tyres are semi slick
You are an expert Forza Horizon 6 race engineer. Review the telemetry evidence above and give a competitive setup: the changes you'd make, in priority order, and briefly why each. If the "Build vs tune" read above reads build-limited, lead with the build change, not a slider.
End with a verification list: the metrics, with current value and target, that next session should show if the change worked.
This is real telemetry from Forza's Data Out: there is no tyre-pressure channel, one temperature per tyre, and the in-game slider ranges are unknown. Work from what's here — don't invent numbers it doesn't contain. Spring, ARB and damper values are car-scaled and dimensionless (ranges not exposed): prescribe RELATIVE changes for these — a multiplier or ratio from the current value ("ARB F x1.5", "springs +12%, F:R to 1.13") — never an absolute number. Absolute targets are valid only for real-unit settings: pressure (bar/psi), alignment (deg), diff (%), brakes (%), gearing (ratios), and aero (bounded, and only if the driver has scouted the range).