More Changes in Car Behavior Than What Everyone Says Online
Think the February update was just a small tweak in LMU ? Think again.
This newsletter breaks down what really changed and how you can use it to your advantage. After building a full setup pack for the McLaren LMGT3 in the previous update, I did this on purpose—to fully understand how the latest update affects car handling.
What Changed?
To summarize: every GT3 car just got more understeery. But don’t worry—I’ll show you exactly how to get that rotation back.
Braking Adjustments
I used to run 70% brake pedal force, but that now hurts braking performance.
Switch to 100% brake pedal force for better stopping power.
ABS setting? Still running 11.
Brake bias: I’ve lowered it with this update.
Lower BB = More rotation under braking + better braking performance.
This works now because the front tires are less bitey on entry.
Traction Control Adjustments
Old settings: 7-1-6 (TC 7, TC Cut 1, TC Slip 6)
New settings: Lower TC slip
Why? When transitioning from trail braking to throttle, the car wants to push straight. By lowering the TC slip angle to 1, you regain rotation, which means you can get on the throttle earlier.
Rear Wing Trade-Offs
High wing setup at Spa → 0.7 sec faster in Sector 2
2.4° rear wing setup at Spa → 1.2 sec faster overall
Low vs. high rear wing is always a balance of straight-line speed vs. downforce, but right now, the low-wing setups are incredibly strong.
Why I’m Hooked on LMU Right Now
As a setup nerd, I love the amount of control over packers, bump settings, and spring rates in LMU. It’s hard to ignore how detailed it is right now.
That’s why I’m working on a 3-part setup tutorial for GT3 cars in LMU—coming soon!