FH6 Touge Tuning Guide

Touge is point-to-point racing on tight, technical mountain tarmac — second- and third-gear corners stacked back to back, crests that lighten the car mid-commitment, and almost nowhere to use peak aero or peak power. A touge tune trades the circuit setup's outright speed for turn-in response and forgiveness on a road that punishes overdriving.

Toe: the touge signature

Touge is the only road discipline where the calculator sets toe out of the box: 0.1° toe-out in front, 0.1° toe-in at the rear. Front toe-out makes the first degree of steering input bite immediately — exactly what a road full of second-gear flicks rewards — at the cost of a hint of straight-line wander you'll rarely notice between corners. The rear toe-in counterweights it, keeping the tail planted under throttle.

Springs: the compliant middle

Where circuit goes to the top of your car's slider range, touge sits at the midpoint of the class range. Mountain tarmac is public-road tarmac: crests, patches, and camber changes that a maximum-stiffness setup turns into mid-corner skips. The midpoint keeps the body controlled while letting the suspension breathe. The usual rules apply on top — heavier end stiffer, 15 lb/in per 1% of weight distribution.

Aero: moderate, not maximum

Downforce works with speed squared, and touge speeds are modest — so the calculator runs your wings at about half their range, balanced to the same 0.40–0.43 front share as circuit. You keep some high-speed security for the rare fast section without dragging a full wing up every straight.

Differential: a little freer

RWD touge runs 55% accel / 15% decel — a touch less locked than circuit's 57. The freer diff lets the car rotate under trailing throttle into hairpins instead of pushing wide. AWD goes further: 20/7 front, 72/17 rear, center 75% rearward — a deliberately rear-led split that makes an AWD car steer more like a RWD one on corner exit.

Everything else

• Camber: circuit ranges (about −1.7° front on RWD after drivetrain bias) — the corners are real even if the speeds are lower.
• Ride height: minimum, same as circuit; touge tarmac is still tarmac.
• ARBs: drivetrain baselines scaled to weight and class — and the first thing to adjust if the balance isn't right for your driving.
• Gearing: no final-drive offset, but the top gear still stretches to your real terminal velocity so the rare long straight isn't spent bouncing off the limiter.

Drop in your car's stats and get the full mountain setup: