Gordon Murray T.50 Tuning Guide — Best S2 Setup

Class Range: S2 | Base Horsepower: 663 | Drivetrain: RWD | Weight: 986 kg | Best Class: S2

986 kg. That's the T.50's kerb weight — not much heavier than the 125cc motorcycle I rode to school. Gordon Murray — the man who designed the McLaren F1 — spent 30 years thinking about what the ultimate driving machine would look like if he did it all again, and the T.50 is his answer. The craziest thing about this car isn't the 663hp Cosworth V12, or the engine that spins to 12,100 RPM, or the three seats (center driving position, just like the McLaren F1) — it's that 400mm electric fan in the back.

That fan isn't decoration. It pulls air out from under the floor and accelerates it out through the diffuser — it's essentially a ground-effect amplifier. At low speed the fan runs at full speed to add downforce; at high speed it shuts off to cut drag. FH6 reproduces this faithfully — you can feel the "suction" from the rear through low-speed corners, and the confidence on corner exit is far beyond any car of the same weight class. The T.50 isn't the fastest car in S2 (663hp isn't top-tier for S2), but it might be the most precise — you can thread every corner on the exact line, and it does exactly what you ask of it. That's rare in S2, where most cars mask chassis flaws with horsepower.

The price of lightweight is a low margin for error. 986 kg means minimal inertia, and any tiny weight transfer has an immediate, strong effect. Tuning the T.50 isn't about extracting horsepower — the Cosworth V12 is already perfect — it's about making the suspension and differential precise enough to express, rather than waste, this car's lightweight talent.

Best Tuning Setup by Class

The 663hp build at 950 PI is basically the stock T.50 — nearly all the PI goes into suspension and weight reduction. It's my personal favorite for setting lap times. The 720hp version at 998 PI is the best balance between weight reduction and power — it keeps all the benefits of the fan aero system and adds 57 horses to close the speed gap to the top S2 hypercars. The 800hp build is purely experimental — 800hp on 986 kg is a power-to-weight ratio you'd only dare use at full throttle on a straight-line run.

Tuning Parameters — Every Setting Explained

Tire Pressure

Front: 28.5 PSI, Rear: 28.0 PSI. The tire pressure logic for an extreme lightweight is the reverse of a heavy car — the lighter the car, the slower the tires heat up. At 986 kg the T.50 needs lower base pressures so the tires reach the optimal working pressure once warm (roughly 32-33 PSI hot). If you're running short sprint races, raise both front and rear by 1.0 PSI, since the tires never fully warm up.

Gearing

Final Drive Ratio: 3.90. The Cosworth V12's rev range is the most unbelievable part of the T.50 — from 4,000 RPM all the way to the 12,100 RPM redline, a staggering span of over 8,000 RPM. That means the gearing can be fairly close without requiring frequent shifts. Run first and second a touch short to use the ultra-high redline for launch acceleration; third through sixth stay dense to hold corner speed. Shift at 11,500 RPM — peak power is at 11,500, and it actually drops off past 12,100.

Alignment

Camber: Front -2.0, Rear -2.2. The T.50's mid-rear layout plus extreme light weight means very little body roll in corners, but because the mass is concentrated at the rear, the rear wheels need more negative camber for corner exit. The JDM tuning convention (more camber up front, less at the rear) doesn't apply to this car. Toe: Front -0.1, Rear 0.2. Front toe-out adds initial steering sharpness — a 986 kg body doesn't need to overcome much inertia to turn, and toe-out makes turn-in more decisive. A touch of rear toe-in maintains stability and keeps the light body from being unsettled by crosswinds in fast corners. Caster: 6.5.

Anti-Roll Bars

Front: 22.0, Rear: 24.0. These numbers may look low — and they are. A 986 kg car doesn't need heavy anti-roll bars; the springs alone handle most of the roll. The front 22.0 / rear 24.0 setup fine-tunes cornering balance rather than fighting body lean. The rear bar is slightly stiffer because the T.50's 40:60 weight distribution gives the tail a slight tendency to lean outward mid-corner, and the rear bar corrects it.

Springs

Front: 450 lb/in, Rear: 550 lb/in. Light car, soft springs — that's the T.50's biggest difference from other S2 hypercars. With the mid-engine and rear-biased weight distribution, 550 lb at the rear is already enough. Ride Height: lowered 0.8 inches. The T.50 already sits very low, and the fan diffuser needs ground effect to work — dropping too low disrupts the underbody airflow. Keep it close to stock height so the fan system works to its full potential.

Damping

Rebound: Front 7.0, Rear 7.5. Bump: Front 4.5, Rear 5.0. Light weight dramatically lowers the damping requirements — there's no excess body movement to suppress. Rebound controls the suspension's reset rhythm, and bump keeps the tires planted. These numbers are low, but they match the 986 kg sprung mass perfectly. On bumpy S2 circuits you can add 1.0 to both bump settings.

Aero

The T.50's fan system is a fixed aero package in FH6. The default aero values are already excellent — high downforce at low speed and low drag at high speed is this car's core selling point. Don't bolt on a Forza wing — the T.50's fan diffuser beats any fixed wing, and adding one just upsets the aero balance. If you want a tweak, set the fan bias to "grip" in the aero settings; you'll lose a bit of top speed but gain noticeably better mid-corner stability.

Brakes

Balance: 50% Front, Pressure: 95%. A 986 kg mid-engine car has nearly even front-to-rear load under braking into a corner — another natural advantage of the mid-engine lightweight layout. A 50:50 brake balance brings all four tires to the limit at the same time. 95% pressure is already enough — a light car simply needs less stopping force. Carbon-ceramic brakes on the T.50 are almost overkill — your braking distances are shorter than any S2 car, so use that advantage to overtake in the braking zones.

Differential

Accel Lock: 50%, Decel Lock: 25%. Lightweight makes the differential work completely differently — at 986 kg there's so little weight transfer that you don't need high lock rates to fight it. 50% accel lock is already enough to make both rear wheels pull together; above 60% the car resists turning through corners. 25% decel lock is the ideal lightweight value — the tail is stable enough on entry, and more decel lock only adds understeer.

Best Race Types

F1-style circuits — the T.50's absolute home turf. Fast, flowing consecutive corners are where this car is most comfortable, and the fan aero delivers jaw-dropping grip through medium-speed bends. Road racing — very strong; 986 kg means it never loses out on any circuit. Street racing — narrow corners are the T.50's playground, and the light body slips through gaps other S2 cars can't squeeze into. Rain — lightweight plus RWD in the wet demands extra care, but the fan system's stabilizing effect is more reliable than any mechanical grip, so it's half advantage, half liability. Drifting — not really; the T.50 isn't meant to be drifted, and Gordon Murray would cry.

Tuning Share Codes

The T.50's tuning community skews hardcore — the people who buy this car mostly really know cars. The discussions are all about 0.1-degree camber differences and how gear ratios affect a 12,100 RPM engine. If you have a good code — especially one that cracks the top 100 on the S2 leaderboards — share it and I'll test it for you.

Common Tuning Mistakes

Using heavy-car spring logic. This is the most common mistake — people see forums where S2 cars all run 700 lb-plus springs and copy that onto the T.50. 986 kg plus 700 lb springs equals tires that never stay planted and a body that gets bounced into the air. Springs have to match the car's weight, not its class.

Ignoring the fan aero system. Some players think the stock aero looks boring and bolt on a big wing. That's like spending 3 million pounds on a T.50 and then throwing away its most valuable technology. The fan system is 3-4 times more efficient than a fixed wing — don't cover it up with third-party aero parts.

Differential lock too high. Lightweight makes the differential behave completely differently from every heavy car. Above 70% accel lock the T.50 understeers badly on corner exit, because the body is so light that locking the two rear wheels' speed difference is as easy as pinching a chopstick.

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