iRacing GR86 Cup Car in Conjunction User Manual
- June 12, 2024
- iRacing
Table of Contents
iRacing GR86 Cup Car in Conjunction
Product Information
Chassis| McPherson Strut Front Suspension, Double Wishbone Rear
Suspension
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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| Naturally Aspirated 2.4 Liter 4-Cylinder Boxer
Displacement| 2.4 Liters (146.5 cid)
Torque| 188 lb-ft (255 Nm)
Power| 220 bhp (164 kW)
RPM Limit| 7500
Product Usage Instructions
Getting Started
Before starting the car, it is recommended to map controls for Brake Bias,
Traction Control, and ABS adjustments. While this is not mandatory to drive
the car, this will allow you to make quick changes to the driver-aid systems
to suit your driving style while out on the track. Once you load into the car,
getting started is as easy as selecting the upshift button to put it into gear
and hitting the accelerator pedal. This car uses a sequential transmission and
does not require a clutch input to shift in either direction. However, the
car’s downshift protection will not allow you to downshift if it feels you are
traveling too fast for the gear selected and would incur engine damage. If
that is the case, the gear change command will simply be ignored. Upshifting
is recommended when the final shift light on the dashboard is illuminated in
red. This is at 7100 rpm. Note: all shift lights will flash red at 7200 rpm as
an additional warning; however, this is beyond the optimal shift point.
Loading an iRacing Setup
Upon loading into a session, the car will automatically load the iRacing
Baseline setup [baseline. sto]. If you would prefer one of iRacing’s pre-built
setups that suit various conditions, you may load it by clicking Garage >
iRacing Setups > and then selecting the setup to suit your needs. If you would
like to customize the setup, simply make the changes in the garage that you
would like to update and click apply. If you would like to save your setup for
future use, click Save As on the right to name and save the changes.
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 full 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!
TOYOTA GR86 | TECH SPECS
MCPHERSON STRUT FRONT SUSPENSION, DOUBLE WISHBONE REAR SUSPENSION
Introduction
The information found in this guide is intended to provide a deeper understanding of the chassis setup adjustments available in the garage, so that you may use the garage to tune the chassis setup to your preference. Before diving into chassis adjustments, though, it is best to become familiar with the car and track. To that end, we have provided baseline setups for each track commonly raced by these cars. To access the baseline setups, simply open the Garage, click iRacing Setups, and select the appropriate setup for your track of choice. If you are driving a track for which a dedicated baseline setup is not included, you may select a setup for a similar track to use as your baseline. After you have selected an appropriate setup, get on track and focus on making smooth and consistent laps, identifying the proper racing line, and experiencing tire wear and handling trends over a number of laps. Once you are confident that you are nearing your driving potential with the included baseline setups, read on to begin tuning the car to your handling preferences.
GETTING STARTED
Before starting the car, it is recommended to map controls for Brake Bias,
Traction Control, and ABS adjustments. While this is not mandatory to drive
the car, this will allow you to make quick changes to the driver-aid systems
to suit your driving style while out on the track. Once you load into the car,
getting started is as easy as selecting the “upshift” button to put it into
gear, and hitting the accelerator pedal. This car uses a sequential
transmission and does not require a clutch input to shift in either direction.
However, the car’s downshift protection will not allow you to downshift if it
feels you are traveling too fast for the gear selected and would incur engine
damage. If that is the case, the gear change command will simply be ignored.
Upshifting is recommended when the final shift light on the dashboard is
illuminated in red. This is at 7100 rpm. Note; all shift lights will flash red
at 7200 rpm as an additional warning however, this is beyond the optimal shift
point.
LOADING AN iRACING SETUP
Upon loading into a session, the car will automatically load the iRacing Baseline setup [baseline. sto]. If you would prefer one of iRacing’s pre-built setups that suit various conditions, you may load it by clicking Garage > iRacing Setups > and then selecting the setup to suit your needs. If you would like to customize the setup, simply make the changes in the garage that you would like to update and click apply. If you would like to save your setup for future use click “Save As” on the right to name and save the changes. To access all of your personally saved setups, click “My Setups” on the right side of the garage. If you would like to share a setup with another driver or everyone in a session, you can select “Share” on the right side of the garage to do so. If a driver is trying to share a setup with you, you will find it under “Shared Setups” on the right side of the garage as well.
Dash Configuration
The Toyota GR86 uses a single-page, dash-mounted display to show all engine
data and race information to the driver in a clear and easy-to-read format.
WATER TEMPERATURE
The engine’s cooling water temperature is shown on the right side of the
display. The temperature is shown in both a gauge and numerical format, with
the gauge changing colors for dangerous operating temperatures.
UPPER GROUP
Best The current session’s fastest lap time
Current Lap Delta
The current lap’s difference in time relative to the session’s best lap time
is shown at the top of the screen in the center. Shown as a live delta to the
session’s best lap, this value will be green if the current lap is faster and
red if the current lap is slower. Current A live display of the time elapsed
on the current lap is shown in the upper right of the display. Fuel Used The
amount of fuel that has been used since leaving the pits (or the start of the
race).
Predicted
Based on the current lap delta and prior lap times, the display will show a
lap time prediction under the Current lap time display.
CENTER GAUGES
Oil Temperature The engine oil temperature is shown on the left of the
display. The temperature is shown in both a gauge and numerical format, with
the gauge changing colors for dangerous operating temperatures.
Tachometer
The engine RPM is shown in the center of the display on a white digital
tachometer. This display will change from white to red when the RPM is nearing
the optimum shift point and rev limiter. Gear Indicator The currently selected
gear is shown within the tachometer display.
Water Temperature
The engine’s cooling water temperature is shown on the right side of the
display. The temperature is shown in both a gauge and numerical format, with
the gauge changing colors for dangerous operating temperatures.
LOWER GROUP
Speedometer
The car’s current speed is shown on the bottom of the display in the center in
Miles- or Kilometers per hour depending on the units selected in the Garage.
AC Mode Inoperable will display “0”
TC Mode
Currently selected Traction Control System setting. This value reflects
what is selected in the garage and the F8 black box.
ABS Mode
Currently selected Anti-Lock Braking System setting. This value reflects what
is selected in the garage and the F8 black box.
WARNING BANNER
If a major issue is present the dash will display a warning banner across the
top and illuminate one LED on either side of the display. This banner will
display information such as low fuel pressure, low oil pressure, or high oil
or water temperatures.
Advanced Setup Options
This section is aimed at more advanced users who want to dive deeper into the
different aspects of the vehicle’s setup. Making adjustments to the following
parameters is not required and can lead to significant changes in the way a
vehicle handles. It is recommended that any adjustments are made in an
incremental fashion and only singular variables are adjusted before testing
changes.
Tires
TIRE SETTINGS (ALL FOUR)
STARTING PRESSURE
Air pressure in the tire when the car is loaded into the world. Higher
pressures will reduce rolling drag and heat buildup but will decrease grip.
Lower pressures will increase rolling drag and heat buildup but will increase
grip. Higher speeds and loads will require higher pressures, while lower
speeds and loads will see better performance from lower pressures. Cold
pressures should be set to track characteristics for optimum performance.
LAST HOT PRESSURE
Air pressure in the tire after the car has returned to the pits. The
difference between Cold and Hot pressures can be used to identify how the car
is progressing through a run in terms of balance, with heavier-loaded tires
seeing a larger difference between Cold and Hot pressures. Ideally, tires that
are worked in a similar way should build pressure at the same rate to prevent
a change in handling balance over the life of the tire, so Cold pressures
should be adjusted to ensure that similar tires are at similar pressures once
up to operating temperature.
LAST TEMPS OMI
Tire carcass temperatures once the car has returned from the pits. Wheel Loads
and the amount of work a tire is doing on track is reflected in the tire’s
temperature, and these values can be used to analyze the car’s handling
balance. Center temperatures are useful for directly comparing the work done
by each tire, while the Inner and Outer temperatures are useful for analyzing
the wheel alignment while on track. These values are measured in three zones
across the tread of the tire.
TREAD REMAINING
The amount of tread remaining on the tire once the car has returned from the
pits. Tire wear is very helpful in identifying any possible issues with
alignment, such as one side of the tire wearing excessively, and can be used
in conjunction with tire temperatures to analyze the car’s handling balance.
These values are measured in three zones across the tread of the tire.
Chassis
FRONT
ARB SIZE
The Front ARB Size will alter the front suspension roll stiffness. Three
options are available, two size options and an option to disconnect the bar
entirely. The Stiff option will result in higher roll stiffness and induce
understeer while cornering, while the Soft option will reduce the roll
stiffness and reduce understeer. Disconnecting the bar will greatly reduce
roll stiffness, inducing oversteer while cornering, but can lead to
instability due to excessive body roll when cornering.
ARB SET TING
The Front ARB setting can be set to one of three options to fine-tune the
front suspension roll stiffness once a Front ARB size has been selected. For
both the Stiff and Soft ARB Size options, lower ARB Setting values will
stiffen the ARB assembly and induce understeer. Higher values will soften the
ARB assembly and reduce understeer. If ARB Size is set to “Disconnected”, this
adjustment does not influence handling characteristics.
TOE-IN
The toe is the angle of the wheel, when viewed from above, relative to the
centerline of the chassis. Positive values for this setting are Toe-In, and
negative values are Toe-out. Toe-in is when the front of the wheel is closer
to the centerline than the rear of the wheel, and Toe-out is the opposite. On
the front end, adding a toe-out will increase straight-line stability as well
as increase the slip angle on the inside tire when turning. This can aid in
turn-in response but can make it easier to over-slip the tire and lose grip
with too much steering angle. Toe-in at the front will reduce turn-in
responsiveness but will reduce temperature buildup in the front tires.
GROSS WEIGHT
Cross Weight is the percentage of the car’s total weight situated on the
Right-Front and Left-Rear tires. This can be altered with the Spring Perch
Offset settings and influences the asymmetric handling behavior of the
chassis. Values above 50% will induce understeer in left-hand corners and
oversteer in right-hand corners, while values below 50% will induce oversteer
in left-hand corners and understeer in right-hand corners. For Road Courses
and Street Circuits, it is best to keep this value as close to 50% as possible
resulting in more oversteer in mid to high-speed corners.
NOSE WEIGHT
Nose Weight is the percentage of the car’s total weight situated above the
front axle. Higher nose weight values (more weight on the front end) will
induce understeer while cornering while lower nose weight values will induce
oversteer while cornering. This value is non-adjustable but changes with
varying fuel levels.
IN-CAR DIALS
BRAKE PRESSURE BIAS
The Brake Pressure Bias represents the percentage of the total braking force
that is sent to the front braking system. On the Toyota GR86, this is non-
adjustable and is locked at 50%.
BRAKE PADS
Three different brake pad options are available to alter the amount of
deceleration force exerted by the brake system. High Friction pads will
provide the most braking force but are difficult for the driver to modulate to
avoid lockups, while Low Friction pads produce the least braking force with
the easiest level of pedal modulation. Medium Friction is a compromise between
High and Low Friction pads.
ABS SET TING
The Anti-Lock Brake setting controls how much the ABS system will attempt to
intervene and prevent brake lockups. Settings 1-3 control the amount of
intervention, with “3” providing the most assistance and “1” providing the
least. Setting “0” will disable the ABS system entirely.
TC SET TING
The Traction Control system can be fine-tuned to both track conditions and
driver preferences with the TC Setting option. Just like the ABS Setting,
values 1-3 will alter how much the Traction Control system tries to intervene
and prevent wheel spin on the throttle, with “3” providing the most assistance
and “1” providing the least amount of assistance. Setting “0” will disable the
Traction Control system.
FRONT CORNERS
CORNER WEIGHT
This displays the weight on each wheel while sitting in the garage under
static conditions. Useful for determining weight distribution during chassis
adjustments.
RIDE HEIGHT
Chassis Ride Height is the distance from the ground to a reference point on
the bottom of the chassis just behind the front tires. Since this value is to
a reference point, and not necessarily the lowest point on the car, this may
not be representative of the vehicle’s ground clearance.
SPRING RATE
Spring Rate is the stiffness value of the suspension’s spring components.
Higher values represent stiffer springs and lower values represent softer
springs. At the front end, stiffer spring values can reduce the car’s
aerodynamic pitch sensitivity (less likely to change aerodynamic balance under
heavy braking), but will reduce mechanical grip and can induce understeer
while cornering. Softer springs will increase mechanical grip and can shift
the mechanical balance to oversteer, but aerodynamic stability can suffer
under braking.
SPRING PERCH OFFSET
Spring perch offset is used to adjust ride height and corner weight by
changing the preload on the spring under static conditions. Decreasing the
value increases preload on the spring, adding weight to its corner and
increasing the ride height at that corner. Increasing the value does the
opposite, reducing height and weight on a given corner. These should be
adjusted in pairs (left and right together, for example) or with all four
spring preload adjustments in the car to prevent cross-weight changes while
adjusting ride height.
BUMP STIFFNESS
Bump Stiffness is how stiff the shocks are under compression, or “bump”, such
as what the experience of the front shock under braking. Higher Bump settings
on the front shocks produce a stiffer shock in compression, which can induce
understeer under braking and turn-in. Lower Bump settings will soften the
shock and reduce understeer in the braking and turn-in phases.
TOYOTA GR86 // CHASSIS
REBOUND STIFFNESS
Rebound Stiffness controls how resistant the shock is to expansion, or “rebound”, such as the experience of the front shock under acceleration. Lower values will make the front shocks more resistant to expanding, which can induce understeer on acceleration. Higher values will make the shock less resistant to expansion, which can increase front-end mechanical grip and reduce understeer when accelerating.
CAMBER
Camber is the vertical angle of the wheel relative to the center of the
chassis. Negative camber is when the top of the wheel is closer to the chassis
centerline than the bottom of the wheel, positive camber is when the top of
the tire is farther out than the bottom. Due to the suspension geometry and
corner loads, negative camber is desired on all four wheels. Higher negative
camber values will increase the cornering force generated by the tire, but
will reduce the amount of longitudinal grip the tire will have under braking.
Excessive camber values can produce very high cornering forces but will also
significantly reduce tire life, so it is important to find a balance between
life and performance.
REAR CORNERS
CORNER WEIGHT
This displays the weight on each wheel while sitting in the garage under
static conditions. Useful for determining weight distribution during chassis
adjustments.
RIDE HEIGHT
Chassis Ride Height is the distance from the ground to a reference point on
the bottom of the chassis just ahead of the rear tires. Since this value is to
a reference point, and not necessarily the lowest point on the car, this may
not be representative of the vehicle’s ground clearance.
SPRING RATE
Spring Rate is the stiffness value of the suspension’s spring components.
Higher values represent stiffer springs and lower values represent softer
springs. At the rear end, stiffer spring values can reduce the car’s
aerodynamic pitch sensitivity (less likely to change aerodynamic balance under
acceleration), but will reduce mechanical grip at the rear and can induce
oversteer while cornering. Softer springs will increase mechanical grip and
can shift the mechanical balance to understeer, but aerodynamic stability can
suffer under heavy acceleration.
SPRING PERCH OFFSET
Spring perch offset is used to adjust ride height and corner weight by
changing the preload on the spring under static conditions. Decreasing the
value increases preload on the spring, adding weight to its corner and
increasing the ride height at that corner. Increasing the value does the
opposite, reducing height and weight on a given corner. These should be
adjusted in pairs (left and right together, for example) or with all four
spring preload adjustments in the car to prevent cross weight changes while
adjusting ride height.
BUMP STIFFNESS
Rebound Stiffness controls how resistant the shock is to expansion, or
“rebound”, such as the experience of the rear shock under braking. Lower
values will make the rear shocks more resistant to expanding, which can induce
understeer when braking and turning into a corner. Higher values will make the
shock less resistant to expansion, which can decrease rear-end mechanical grip
and induce some oversteer while braking.
TOYOTA GR86 // CHASSIS
REBOUND STIFFNESS
Rebound Stiffness controls how resistant the shock is to expansion, or
“rebound”, such as the experience of the rear shock under braking. Lower
values will make the rear shocks more resistant to expanding, which can induce
understeer when braking and turning into a corner. Higher values will make the
shock less resistant to expansion, which can decrease rear-end mechanical grip
and induce some oversteer while braking.
CAMBER
Camber is the vertical angle of the wheel relative to the center of the
chassis. Negative camber is when the top of the wheel is closer to the chassis
centerline than the bottom of the wheel, positive camber is when the top of
the tire is farther out than the bottom. Due to the suspension geometry and
corner loads, negative camber is desired on all four wheels. Higher negative
camber values will increase the cornering force generated by the tire, but
will reduce the amount of longitudinal grip the tire will have under
acceleration. Excessive camber values can reduce tire life, so it is important
to find a balance between life and performance.
TOE-IN
Toe is the angle of the wheel, when viewed from above, relative to the
centerline of the chassis. Positive values for this setting are Toe-In, and
negative values are Toe-out. Toe-in is when the front of the wheel is closer
to the centerline than the rear of the wheel, and Toe-out is the opposite. On
the rear end, adding a toe-out will decrease straight-line stability. This can
aid in turn-in response but can make the car easier to spin in the middle of a
corner. Toe-in at the rear will increase straight-line stability and reduce
turn-in responsiveness.
REAR
FUEL LEVEL
Fuel level is the amount of fuel in the fuel tank when the car leaves the
garage. Changing fuel levels will alter the Nose Weight value and alter
handling balance, it is important to be aware of weight changes with varying
fuel levels.
ARB SIZE
The Rear ARB Size will alter the rear suspension roll stiffness and can either
be connected (“Soft” setting) or disconnected. The Soft option will connect
the rear ARB, increasing rear roll stiffness and inducing oversteer while
cornering. Disconnecting the rear ARB will greatly decrease rear roll
stiffness and induce understeer.
ARB SET TING
If the Rear ARB is used (“Soft” setting ONLY), it can be fine-tuned with two
options on the ARB Setting. Setting 1 is softer and will produce a lower rear
roll stiffness, inducing understeer when compared to Setting 2, which will
stiffen the rear suspension and result in more oversteer when cornering.
WING SET TING
The Wing Setting changes the rear wing’s angle of attack. This can be set to
5, 10, or 15 degrees, with higher values producing more downforce and more
drag at the wing. These higher values will also shift aero balance rearward,
inducing understeer in mid- to high-speed corners, while lower values will
reduce drag and downforce and shift aero forward.