What is the most important tuning adjustment in FH6?

Tire pressure is the most impactful setting for beginners. Even a 2 PSI change noticeably affects grip and slide behavior. Always start here before touching suspension.

Should I lower or raise suspension for better handling?

Lower suspension improves handling by reducing body roll and lowering the center of gravity. However, too low can make the car bottom out on bumps. Start 2 clicks from stock and adjust based on feel.

What do gear ratios actually affect in FH6?

Shorter gear ratios (numerically higher) give faster acceleration but lower top speed. Longer ratios (numerically lower) reduce acceleration but increase top speed. Adjust based on your race type — shorter for circuits, longer for straights.

When should I add aerodynamic parts?

Aero is most effective on high-speed circuits with long straights and heavy braking zones. It adds downforce that improves grip at speed but increases drag, reducing top speed. Not needed for touge/drift builds.

What is the best order to upgrade a car?

Start with weight reduction (always), then tires, then suspension, then brakes, then drivetrain, then engine — in that order. Tires and suspension give the most noticeable improvement per credit spent.

Guide

Car Tuning Guide for FH6 Beginners

Published: May 7, 2026 | 9 min read

FH6's tuning system gives you control over virtually every aspect of your car's behavior. Whether you're fine-tuning a competitive S2 build or dialing in a beginner's first car, understanding these fundamentals will make you faster.

Golden Rule: Change one setting at a time. Drive a full lap or drift run after each adjustment. If the car improves, keep the change. If not, revert. This scientific approach prevents endless tuning loops.

🍩

Tire Pressure

The single most important tuning setting. Controls the contact patch size between tire and road.

Default Range: 30-34 PSI front, 28-32 PSI rear

Increase front / decrease rearReduces front grip → more oversteer (rear slides more)

Decrease front / increase rearIncreases front grip → more understeer (front pushes)

Both slightly lowerMore grip overall but risk of overheating in long races

Both slightly higherLess grip but better for high-speed stability and racing

🔧

Suspension

Controls how the car handles body roll, bumps, and weight transfer during acceleration, braking, and cornering.

Default Range: Stock settings as baseline

Lower ride heightLess body roll, lower center of gravity, better aerodynamics. Risk: bottoming out on bumps.

Stiffer front springReduces front dive under braking, increases understeer tendency.

Stiffer rear springReduces rear squat under acceleration, increases oversteer tendency.

Stiffer front sway barMore responsive front end, reduces understeer, increases oversteer slightly.

Stiffer rear sway barRear becomes more planted, reduces oversteer, increases understeer.

⚙️

Gear Ratios

Determines how acceleration and top speed trade off across each gear. Critical for track-specific tuning.

Default Range: Stock as baseline, adjust final drive separately

Shorten each gear (higher number)Faster acceleration in each gear, lower top speed. Ideal for technical circuits.

Lengthen each gear (lower number)Slower acceleration, higher top speed. Ideal for tracks with long straights.

Shorten final driveLike shortening all gears — better acceleration, lower top speed.

Lengthen final driveLike lengthening all gears — worse acceleration, higher top speed.

📐

Camber

The angle of the wheel relative to vertical. Affects tire contact patch during cornering.

Default Range: -1.0° to -2.5° front, -1.0° to -1.5° rear

More negative camber (steeper angle)Better grip during hard cornering when the body rolls. Risk: uneven tire wear, worse straight-line grip.

Less negative camber (flatter)More stable straight-line driving, even tire wear. Risk: less grip when cornering hard.

🏎️

Aero (Downforce)

Front and rear wing add downforce, pressing tires harder into the road at speed. Increases drag and reduces top speed.

Default Range: Race wings start at 50-80 downforce units

Increase front aeroMore front downforce → better braking, reduced understeer, slightly reduced top speed.

Increase rear aeroMore rear downforce → better traction exiting corners, more stability at high speed.

Reduce all aeroLess drag → higher top speed. Ideal for touge, drag racing, and highway events.

Add aero only at rearBalanced approach for circuits with mixed corner speeds. Most street track builds.

🛑

Brakes

Brake pressure and brake bias control how quickly and predictably you can slow down.

Default Range: Brake pressure 100%, bias 55-60% front

Increase brake pressureBrakes feel more aggressive. Risk of locking wheels if set too high.

Move bias forward (more front)Front brakes do more work → more front stability, risk of rear locking.

Move bias rearward (more rear)Rear brakes do more work → tail becomes lighter under braking, risk of spin.

Install carbon ceramic rotorsReduces fade during extended heavy braking. Lighter rotating mass also improves acceleration.

🔁

Differential

Controls how torque is distributed between drive wheels during acceleration and deceleration.

Default Range: Open differential as baseline

Add limited-slip diff (acceleration)Both wheels spin together → better traction, faster corner exits. Risk: drivetrain binding on low-speed turns.

Add limited-slip diff (deceleration)Helps during trail braking — rear stays stable when lifting off mid-corner.

Fully locked differentialMaximum traction but very difficult to turn at low speed. Only for dedicated drag or oval racing.

Recommended Upgrade Order

When building a car from scratch, follow this order for the best value per credit:

Weight Reduction

First — improves everything

Tires & Wheels

Second — your only contact with road

Suspension & Brakes

Third — control the car's movement

Drivetrain

Fourth — improve power delivery

Engine & Turbo

Last — add power to a solid base

Aero

Optional — track-specific only

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