BRZ / GT86 / GR86 Suspension & Alignment Setup Guide (HPDE, Time Attack & Autocross)

The BRZ/86 chassis responds extremely well to suspension and alignment tuning — but it’s also sensitive to ride height, sway bar geometry, and toe changes. This guide provides practical, track-focused suspension and alignment baselines for both Gen 1 and Gen 2 cars across HPDE, time attack, and autocross.

The goal is not a single perfect alignment, but a repeatable starting point you can refine using tire temperatures, wear patterns, and driver feedback.

Measure Ride Height the Same Way Every Time

Before adjusting alignment, make ride height repeatable. Measuring from the chassis pinch weld (OEM jacking seam) is a consistent method as long as tire diameter and pressures are controlled. Small changes in ride height can significantly affect control arm angles, roll center behavior, and sway bar geometry.

Gen 1 vs Gen 2: What Changed

The fundamental suspension architecture is similar between generations, but Gen 2 cars load the rear tires harder due to increased torque and grip potential. As a result, rear traction, thermal limits, and alignment sensitivity become more pronounced earlier in the build.

Rake: A Simple Balance Tool

A small amount of positive rake (rear slightly higher than front) works well on this platform. A common starting point is approximately 5–10mm rear higher when measured at the pinch weld. Small rear ride height changes can be used to fine-tune balance.

Toe: Stability vs Response

Toe has an outsized effect on both balance and tire wear. Front toe-out increases initial response but can increase wear and nervousness. Rear toe-in improves stability and power-down confidence. Near-zero toe is a safe baseline for most track use.

Camber: Front Camber Is the Limiter

On track, these cars benefit from significant front camber. Aggressive setups often run -3.5° to -5.0° front camber depending on tire and discipline. Rear camber typically falls between -2.5° and -3.5° for track-focused use.

Setups Without Coilovers: What You Can and Can’t Do

Cars on stock dampers or mild lowering springs can still perform well on track, but front camber range is the primary limitation. The priority should be maximizing front camber within hardware limits, keeping toe conservative, and maintaining repeatable ride height.

• Front camber: maximize achievable (-1.5° to -2.5° typical)
• Front toe: 0
• Rear camber: -1.5° to -2.0°
• Rear toe: 0 to slight toe-in

Sway Bars & Endlinks

Lowered cars frequently suffer from rear sway bar binding. Correct endlink length and geometry are more important than bar stiffness. Large rear bars are often used to mask geometry issues and can make the car unpredictable.

Baseline Alignments for 200TW Tires

Autocross / Short Course

• Front camber: -3.0° to -4.5°
• Front toe: 0 to slight toe-out
• Rear camber: -2.0° to -3.2°
• Rear toe: 0 to slight toe-in

Time Attack

• Front camber: -3.5° to -5.0°
• Front toe: near zero
• Rear camber: -2.5° to -3.5°
• Rear toe: slight toe-in

Tire Notes: 200TW vs RC1 / Toyo R / Hoosier

As grip increases with tires like the Maxxis RC-1, Toyo R-compounds, or Hoosiers, additional front camber and careful rear toe control become increasingly important. Small changes matter more as grip rises.

Symptom to Adjustment Cheat Sheet

• Entry understeer: increase front camber or reduce front toe-in
• Mid-corner push: check camber and ride height
• Exit oversteer: add rear toe-in or reduce rear roll stiffness
• Unstable transitions: check sway bar geometry and damper control

Wrap-Up

Good alignment on this platform is about balance, repeatability, and tire management. Start conservative, measure everything, and iterate one change at a time.