Koenigsegg Gemera Tuning Guide — Best S2 Setup

Class Range: S2 998 | Base Horsepower: 1700 hp (combined) | Drivetrain: AWD | Weight: 1850 kg | Best Class: S2 998

The Gemera is the most contradictory car in FH6. It's a four-seat GT — two adults actually fit in the back, there are cup holders, there's a center screen — but it makes 1,700 hp. Its engine is a 2.0-liter three-cylinder twin-turbo, smaller displacement than a Honda Fit, yet the output is right on the heels of a Venom F5. Honestly, every time I look at those numbers I wonder if the Swedes broke some constant of physics along the way.

A three-cylinder twin-turbo plus three electric motors sounds like space-age tech, and it drives like it too. At low revs the motors shove you forward silently, then once the turbos spool up the triple starts screaming — the sound isn't as thick as a V8, more like an angry mechanical insect. But don't let the displacement fool you, that 1,700 hp is real, and in a straight line it turns most supercars into dust.

The biggest problem with this car, though, is its 1,850 kg of weight. A four-seat carbon body sounds lightweight, but the battery, the motors and the two rear seats push the mass to an absurd level. The sense of inertia through corners is unmistakable — compared to a 1.2-ton Bolide, the Gemera needs to brake earlier, turn in slower, and get on the throttle later. The whole point of tuning it is using the AWD and suspension to fight that weight.

Best S2 998 Tuning Setup

The track build drops horsepower for handling, and an 8.6 handling score at 1,850 kg is genuinely impressive for this weight class. The Road GT build suits high-speed ovals, while the track build suits most S2 events.

Detailed Tuning Settings

Tire Pressure

Front 2.3 bar / Rear 2.2 bar. 1,850 kg of mass needs higher tire pressure to hold the tread shape. The 0.1 front-to-rear gap exists because the front axle takes enormous load under braking and turn-in, so slightly higher pressure up front prevents excessive lateral deformation.

Gearing

Final Drive Ratio 3.30. Koenigsegg's in-house 9-speed Light Speed Transmission already has excellent ratios — it doesn't need a big rework. Tighten gears 1-4 slightly so city corners and low-speed corner exits launch harder. From 5th gear up, keep the factory spacing for pure cruising and top speed.

Alignment

Toe: Front -0.1 / Rear 0.0, Camber: Front -2.0 / Rear -1.5, Caster: 7.2 degrees. The weight means the outside tire carries far more load through corners than on a lightweight supercar, so you need enough camber to keep the tread flat. Rear toe at zero — an 1,850 kg car needs responsive turn-in to make up for its mass inertia.

Anti-Roll Bars

Front 34.0 / Rear 28.0. Stiff at both ends. If you don't control the body roll of 1,850 kg through corners, the outside suspension will bottom out and instantly lose all grip. The front bar is 6.0 stiffer to fight understeer.

Springs

Front 720 / Rear 680 (lbs/in). Both ends run stiff — the basic weapon against mass. The rear springs stay slightly softer to preserve corner-exit traction — the AWD system can send a good chunk of torque to the rear axle, and a softer rear helps the rear tires bite into the surface.

Damping

Rebound: Front 11.5 / Rear 10.5, Bump: Front 7.5 / Rear 7.0. Rebound runs high to control vertical body movement through high-speed corners — once 1,850 kg starts bobbing up and down, it doesn't want to stop. Bump stays moderate: absorb road impacts without letting the body dive too much.

Aero

Front and rear downforce medium-high, roughly 5:5 split. The Gemera doesn't need a front- or rear-biased aero split — the AWD covers any imbalance. The total amount is what matters — maximum downforce buys far more confidence through high-speed corners than the tiny top-speed loss costs you.

Brakes

Brake balance slightly forward at 48%, pressure maxed at 140%. Carbon-ceramic brakes with full pressure. Stopping 1,850 kg demands huge braking force — a touch forward because weight transfer under braking is so violent that the rear wheels lose grip and lock up easily.

Differential

Front diff: Accel 60% / Decel 30%, Rear diff: Accel 75% / Decel 35%, center diff rear-biased 60%. This is the most important block of numbers in the Gemera tune. A 60% rear bias on the center diff makes the car feel more like RWD through corners — otherwise the 1,850 kg front-rear balance turns into relentless understeer. Rear accel lock at 75% makes sure both rear wheels lock together and drive out of corners.

Driving Tips

The first rule of driving the Gemera is — treat it like a GT, not a supercar. The physics of 1,850 kg means you can't corner it like a 296 GTB. Brake at least 30 meters earlier than your instincts tell you. Trail-brake a little into the corner to help the nose rotate in, then feed the throttle progressively past the apex — the triple-hybrid torque curve is unique: the electric motors push you first, then the turbos spool up and deliver a second wave of shove. This "two-stage acceleration" makes it very easy to get on the power too early, so watch your rhythm. High-speed corners are where the Gemera is relatively comfortable — AWD plus downforce keeps it planted. This car shines brightest on tracks with a heavy straight-line bias, where it can claw back every second it loses in the corners with straight-line speed. Oh, and — the Gemera can carry three passengers, so when you're playing with friends on the weekend it's way more fun than a pure two-seater. In the rain it performs well too: AWD plus weight equals stable wet grip.

Best Race Types