Zenvo TSR-S Tuning Guide — Best Setup for FH6

Denmark is not the first country you think of when someone says "hypercar." It's flat, the speed limits are strict, and the tax on a big-displacement engine could fund a small municipality. And yet, a group of engineers in a workshop on the island of Zealand decided to build one of the most mechanically outrageous cars on the planet. The Zenvo TSR-S packs a 5.8-liter flat-plane crank V8 that's both twin-supercharged AND twin-turbocharged — yes, it has four compressors feeding eight cylinders — good for 1,177 horsepower in street-legal trim. The engine alone is a flex of engineering excess, with a bespoke block, titanium connecting rods, and a redline above 8,500 rpm. It revs like a race engine and pulls like a freight train, which is exactly the combination you want when your car costs over $1.6 million.

But the engine is only half the story. The TSR-S is famous — actually, infamous — for its centripetal wing. Unlike every other rear wing in existence, this one tilts. Not just up and down for DRS-style drag reduction; it rotates on two axes, banking left and right through corners to generate lateral downforce. When you turn the steering wheel, the wing tilts into the corner, pushing the rear tires into the pavement with a force vector that points toward the apex. Zenvo calls it the "Centripetal Wing," and it's the kind of idea that would get you laughed out of an engineering meeting at Porsche — until they saw the data. The wing can tilt up to 20 degrees and generate lateral forces that effectively add grip without the drag penalty of a conventional spoiler. At 250 km/h, it produces over 300 kg of cornering force. That's like having an invisible hand pressing the rear of the car into every apex.

In FH6, the Zenvo TSR-S is an S2 car out of the box and can be pushed to X class — but honestly, S2 is where it belongs. At 1,495 kg, it's absurdly light for a car with 1,177 horsepower, and the active aero system translates into the game's physics as a unique combination of high-speed stability and mid-corner rotation that no other car in its class can match. The challenge with tuning this thing is managing the sheer violence of the power delivery. The rear tires are doing battle with over 1,100 Nm of torque, and the wing can only do so much. Get the setup wrong and you'll be staring at the barrier through your side window before you can say "flat-plane crank."

Best Tuning Setup

Tuning Parameter Reasoning

Tire Pressure — 32.5 / 31.5 PSI

Hypercar tire pressures are a different game entirely. The TSR-S runs on Michelin Pilot Sport Cup 2 R rubber in reality, which translates to the game's semi-slick tire compound with a narrow operating window. At 32.5 front, you're keeping the contact patch firm enough to handle the massive cornering loads the centripetal wing generates — below 31 PSI and the tire carcass starts rolling over at the shoulder when the wing is tilted hard into a corner. The rear at 31.5 gives you that critical 1 PSI stagger that lets the rear step out progressively under power. At these speeds and forces, a half-pound can be the difference between a four-wheel drift and a barrier.

Final Drive — 3.40

The Zenvo's 7-speed sequential gearbox already has closely spaced ratios designed for the engine's 8,500 rpm redline. A 3.40 final drive keeps the car pulling hard through every gear without forcing premature upshifts. At S2 speeds — where you're regularly seeing 300+ km/h — overly short gearing would have you bouncing off the limiter on every straight. The 3.40 ratio lets you use the full rev range while keeping the engine in the powerband between 5,000 and 8,000 rpm where the twin-charged V8 is most violent.

Camber — -2.5 Front / -2.0 Rear

At the cornering speeds the TSR-S is capable of, static camber becomes critical. -2.5 degrees up front is aggressive but necessary for a mid-engined car that generates this much lateral grip. The double-wishbone suspension at both ends gains camber under compression, so the effective camber at full cornering load is closer to -3.5 degrees — right where you want the outside tire's contact patch to be perfectly flat. The rear at -2.0 gives the outside rear tire the grip it needs to handle 1,100 Nm of torque being fed through it, while the inside rear stays engaged enough to help with stability when the wing isn't fully loaded.

Anti-Roll Bars — 35 Front / 33 Rear

These are the stiffest ARB settings in any of my tuning guides for a reason. At the speeds the TSR-S operates, body roll isn't just a handling nuisance — it's a safety concern. A car with 1,177 horsepower and active aero needs its suspension geometry to stay as consistent as possible under load, and stiff anti-roll bars are the first line of defense. The 35/33 setup keeps the car flat through fast sweepers without making it skate over bumps, and the 2 N/mm stagger front-to-rear gives a subtle rear-end willingness to rotate that you can feel even through the centripetal wing's grip.

Spring Rates — 830 Front / 780 Rear

The TSR-S uses pushrod-actuated inboard dampers in reality, which means the spring rates are effectively multiplied by the motion ratio. In FH6 terms, 830/780 lb/in translates to a car that feels planted at 300 km/h without being undrivable over curbs. The 50 lb/in stagger accounts for the mid-engine weight distribution — with 42% of the weight over the front and 58% over the rear, the rear springs need to be softer to keep the car from bucking under power. Too stiff in the rear and the car snaps on throttle application; too soft and it squats so much the wing's angle of attack changes unpredictably.

Damping — Rebound 9.5/9.0, Bump 6.5/6.0

These are track-focused damping numbers, and they reflect the TSR-S's role as a circuit weapon. Rebound at 9.5/9.0 keeps the chassis settled after every input — braking, turning, accelerating — without the floaty, disconnected feeling you get from softer settings. Bump at 6.5/6.0 is deliberately less aggressive because even a hypercar needs to handle curbs and surface changes. The 0.5-point stagger front-to-rear in both rebound and bump mirrors the spring rate stagger and maintains the chassis balance under all conditions.

Aero — Active Tilting Wing at 85%

The centripetal wing is the TSR-S's defining feature, and in FH6 the active aero system works best at 85% downforce. At 100%, the drag penalty is noticeable on long straights and the car feels glued down to the point of being boring — you lose all the playful rear-end movement that makes this car special. At 85%, you get enough lateral grip for devastating corner speeds while retaining a hint of adjustability in the rear. The wing still tilts and does its thing, but you can actually feel the car working, which is infinitely more satisfying than a max-downforce setup that drives like it's on rails.

Brake Balance — 51% Front / 120% Pressure

Mid-engine cars naturally bias braking rearward because more weight sits over the rear axle under deceleration. The 51% front balance reflects this — it's essentially a neutral brake setup with a tiny front bias for stability. 120% pressure gives you the massive stopping power needed for S2 class speeds, where you're routinely shedding 200 km/h into a corner. The rear bias helps rotate the car on entry, working with the centripetal wing to tuck the nose in when you trail the brakes deep into a corner.

Rear Differential — Accel 70% / Decel 45%

With 1,177 horsepower going exclusively to the rear wheels, the differential settings make or break this car. 70% acceleration lock is aggressive but necessary — at any lower lock percentage, the inside rear tire lights up the moment you touch the throttle mid-corner, and you'll exit every turn in a cloud of tire smoke going nowhere. 45% deceleration lock gives you stability under heavy braking while still allowing the car to rotate on corner entry. The high lock percentages work because the centripetal wing is keeping both rear tires planted, so you can actually use the lock without the car pushing wide.

Class Performance Comparison

Best Race Types

Tuning Share Codes

Coming soon — we're collecting community-verified share codes for this setup. Check back or submit your own in our Discord.

Common Tuning Mistakes

Mistake 1: Running Max Downforce on the Wing

I get it — the centripetal wing is the coolest thing about this car, and you want to crank it to 100%. But max downforce turns the TSR-S into a one-trick pony that's fast in corners and absolutely helpless on straights. The drag penalty at 100% is brutal, and in S2 lobbies where half the field is running Koenigseggs with 1,400+ horsepower, you'll get walked on every straight. 85% is the balance point.

Mistake 2: Too Little Rear Differential Lock

The TSR-S makes 1,100 Nm of torque and sends it all through two tires. If you run the diff below 55% acceleration lock, the inside rear tire will spin up in every corner exit and you'll be fighting the car for control while your opponents drive away. The centripetal wing keeps both rear tires loaded, so high diff lock doesn't cause understeer — it just puts the power down.

Mistake 3: Soft Spring Rates for "Comfort"

Nobody buys a Zenvo for comfort, and tuning it with soft springs in FH6 is a disaster. The active aero system relies on the car maintaining a consistent ride height and attitude. Soft springs let the car squat, dive, and roll, which changes the wing's angle of attack unpredictably. At 300 km/h, that unpredictability turns into a barrier. Keep the springs at 800+ lb/in or don't bother driving it fast.

Mistake 4: Overlooking the Brake Balance

A mid-engine car with 51% front brake bias might look wrong if you're used to front-heavy cars with 60%+ bias. But the mass is in the back, and braking hard transfers weight forward OFF the rear tires. Running too much front bias means the rear tires aren't doing their share of the stopping, which wastes the mechanical grip available and makes the car push on corner entry.