This guide covers what changed, why your old setups no longer work, and how to build a starting point for wet GTE racing.

What Changed for GTE in Season 2 2026

Season 2 2026 brought full wet weather capability to all GTE class cars. Previously, no GTE car could run in the rain at all. Now they all can, on any track that supports wet conditions in iRacing.

At the same time, iRacing revised the GTE physics and setup parameters across the board. The most immediate change is the ride height minimum. The new floor is 50mm across all four corners. As a result, any setup built before Season 2 now falls below that floor and fails tech. The community’s existing library of GTE setups is no longer usable.

Very little published setup guidance exists for wet GTE racing because the combination is new. Currently, most knowledge comes from community members experimenting in real time. That creates a situation where drivers who dial in the basics early have a real advantage.

Why Your Old GTE Setup Fails Tech

Most pre-Season 2 GTE setups were built with low ride heights. That approach reduced drag and improved aerodynamic balance under the old regulations. However, those ride height values now sit below the 50mm floor.

When you load a pre-Season 2 setup in the garage, iRacing flags it immediately. The car fails technical inspection and cannot enter qualifying or race. Therefore, trying to patch the old setup by adjusting individual values is slower than starting fresh.

Pull the default or stock setup for your car instead. Confirm all four corners meet the 50mm minimum. Use that as your baseline, and from there you can start making adjustments for wet conditions.

Building Your iRacing GTE Rain Setup Baseline

Wet setups in iRacing follow consistent principles across car classes. GTE applies the same logic, adjusted for its aerodynamic and suspension characteristics.

Raise ride height above the 50mm floor. The legal minimum is 50mm. In practice, going slightly higher in wet conditions improves how the car handles standing water and surface changes. A conservative starting point is 52-55mm across all four corners.

Reduce wing angles slightly compared to a dry setup. In wet conditions, maximum downforce can overload the front tires and make the car nervous under braking. A more neutral aerodynamic balance is therefore easier to manage on a wet surface.

Soften the suspension. Wet tracks reward compliance over stiffness. As a result, softer springs keep the tires in contact with the surface longer through direction changes and over kerbs. Start with medium spring rates and adjust from there based on feel.

Ease the differential toward open. A locked or tight diff in wet conditions makes power application out of slow corners difficult. More openness helps the car rotate cleanly and also reduces snap oversteer on exit.

Adjust tire pressures down slightly. Rain keeps surface temperatures lower than dry conditions. Because of this, your dry setup pressures will run higher in wet practice sessions than intended. Start 1-2 PSI lower than your dry baseline and monitor through the session.

Shift brake bias slightly toward the rear. A small move rearward, around 1-2%, helps balance the car under braking. This also reduces the chance of front locking in the wet.

How to Drive GTE in the Rain

Setup is half the work. Adapting your driving technique completes the other half.

Braking zones are longer in the wet. Your dry reference points will consistently arrive too late. Therefore, move your markers back and plan to carry the braking point through a few sessions until it holds consistently.

Complete most of your braking before turn-in. Trail braking in the wet is riskier because the grip margin for combining longitudinal and lateral forces is much smaller. Getting the car stopped and settled before you start rotating it reduces the risk of oversteer at entry.

Throttle application requires patience out of slow corners. GTE cars respond quickly to early throttle when the rear tires are warm and loaded. However, wait until the car is tracking toward the exit before feeding power in progressively. Snapping the throttle open when the car is still rotating will break traction.

Mid-corner speed is more stable than high entry speed. Arriving at a corner with slightly less speed than your dry baseline and carrying smooth momentum through the middle often produces faster lap times than pushing the entry hard.

What the Community Has Found So Far

Wet GTE racing in iRacing is new, and the community is still building the setup and technique library. Currently, most knowledge is coming from drivers sharing results across Discord servers and the iRacing forums.

General consensus so far is that the 50mm ride height floor changes GTE handling in ways beyond just compliance. Some iRacers have noted that cars which previously understeered heavily in dry conditions become more balanced at the new ride heights. The aerodynamic characteristics shift when the car sits higher, and as a result some drivers are finding better overall balance.

The meta for wet GTE racing is still forming. Although the season is new, early work on setup and technique in this window will hold value for some time.

The post GTE in the Rain: iRacing Season 2 2026 Setup Guide appeared first on iRacerHUB.com.

Also See
iRacing 2026 Season 2 Patch 2: Everything in the Latest Update
Official Patch 3 Release Notes on iRacing Forums

Patch 3 BoP Changes by Car

The Ferrari 296 GT3 gained downforce and torque while shedding mass, making it meaningfully quicker. The McLaren 720S GT3 EVO got a similar treatment, with reduced mass and increased torque. On the other side of the ledger, the Ford Mustang GT3 gained mass and lost torque. The Porsche 911 GT3 R received more drag alongside reduced mass and additional torque. Meanwhile, the BMW M4 GT3 saw reductions to both mass and torque. iRacing also updated factory setups for all affected GT3, GTE, and GTP cars.

Three GT4 cars received an important bug fix as well. The BMW M4 G82 GT4, McLaren 570S GT4, and Porsche 718 Cayman GT4 Clubsport MR all had a stability control system that went inactive during left-hand corners. iRacing Season 2 Patch 3 addresses that now, and drivers of those cars should notice more consistent handling through left-handers right away.

The standout quality-of-life addition is a new ABS highlight on the Throttle/Brake Widget. It gives drivers a clear visual cue when the anti-lock braking system is active during telemetry review. iRacing also corrected Bristol pit road settings and updated Long Beach brake markers in the same update.

If you run GT3, GTE, or GTP cars regularly, it is worth reviewing which cars gained and which lost. The competitive order in those classes just shifted. Therefore, the full release notes on the iRacing forums are worth reading before your next session.

The post iRacing Season 2 Patch 3: BoP Overhaul Hits GT3, GTE, and GTP appeared first on iRacerHUB.com.

What Changed in the BoP Engine Power Setting

Before this patch, iRacing BoP engine power could only go down. The Engine Power Adjustment setting allowed values below 100%, meaning you could pull power out of a car but not add it above stock. That limit is gone. The new range runs from 90% to 110% of original engine power. This applies to official series, hosted sessions, and test sessions. Series operators can now push a car’s power above its baseline to close gaps in multi-class fields.

Vehicle Weight Can Now Go Negative

The Vehicle Weight Adjustment gets the same treatment. Previously, you could only add weight to a car, with a ceiling of plus 250Kg. Now the floor drops to minus 50Kg. iRacing can reduce a car’s mass below its stock weight. The full range is minus 50Kg to plus 250Kg. Both adjustments show in the published BoP for official series events. You can also test both settings in the garage during a test session.

Why This Matters for Series Balancing

In multi-class GTP fields, the biggest balancing levers are typically weight and aero. But some cars have engine output as the primary competitive variable. When power could only go down, a slow car on power had no clean fix. Reducing every competitor was the only option. Now there is a direct path to bring an underpowered car up to pace without changing the other cars at all.

For hosted league administrators, this opens up new possibilities too. Custom BoP configurations for multi-make fields can now work in both directions on power. Weight reduction also changes the handling conversation. A lighter car rotates differently, brakes shorter, and puts the driving challenge in a different place than adding power alone. For leagues that tune BoP carefully, this is a real addition. iRacing has not announced which official series will use the new range first, but the tools are now live.

The post iRacing BoP Can Now Increase Engine Power Above Stock appeared first on iRacerHUB.com.

Balance of Performance Gets Expanded Range

The biggest change in iRacing 2026 Season 2 Patch 2 is to Balance of Performance. iRacing now allows Engine Power Adjustment above 100%. Series operators can increase engine output, not just cut it. The new range runs from 90% to 110% of original engine power. The Vehicle Weight Adjustment also expands. iRacing now allows negative values, reducing a car’s weight by up to 50Kg below stock. The full weight range is minus 50Kg to plus 250Kg. Both settings apply to official series, hosted sessions, and test sessions.

AI, Telemetry UI, and Bug Fixes

iRacing fixed an AI qualifying issue. AI drivers failed to post times if you advanced the session too quickly. That is corrected. iRacing also fixed AI lap counting when you quit mid-race. AI opening lap performance improves globally. AI at The Milwaukee Mile gets an extra pass. The throttle and brake widget gains two new options. Graph playback now supports 30 seconds. A horizontal line overlay helps you read values more clearly. iRacing also fixed a crash-to-desktop when setting a HUD profile as the global default.

Car and Track Updates

iRacing removes incorrect power scaling from TCR cars at Nurburgring Nordschleife. iRacing corrects a Meatball Flag bug on the Audi 90 GTO and Nissan GTP ZXT. The flag triggered on bodywork-only damage. Street Stocks and the Dirt Street Stock get stronger roofs. iRacing fixes a female driver animation on the Honda Civic Type R TCR for paddle shifts. The Supercars Ford Mustang Gen 3 now shows tail lights in rain. The BMW M4 GT4 rear hull stiffens. The Super Late Model nose gets improved damage limits.

Track changes are visual. Nurburgring loses purple surface tinting. Sebring gets better draw distances on flags and bridges. St. Petersburg updates banners and fixes specular textures. Mount Panorama fixes a garage that disappeared at certain render settings. The complete notes are on the iRacing forums.

The post iRacing 2026 Season 2 Patch 2: Everything in the Latest Update appeared first on iRacerHUB.com.

Starting with Turn 1: The Chicane That Causes Chaos

Turn 1 is a tight right-left chicane at the end of the start-finish straight. On a clear lap it is a straightforward rhythm corner. At the start of a race, it is the most dangerous spot on the circuit.

Cars arrive at Turn 1 with different speeds depending on grid position and starting reaction time. The chicane does not give everyone room to get through clean on the first lap. The inside of Turn 1 is a common dive-bomb spot on lap one, and contact here is frequent. Your lap one priority should be survival over position. Choose your battles carefully.

On a clean lap, the ideal approach is a late turn-in to the right-hand entry, a quick flick left through the second part of the chicane. Then immediate focus on getting the car settled and pointed for the acceleration zone out of Turn 3. Any snap or oversteer correction inside the chicane costs more time than a slightly conservative line. Smoothness through this sequence pays off every lap.

Turns 2-3: Getting Settled After the Chicane

Turns 2 and 3 carry you out of the chicane and onto the first acceleration zone of the lap. The main job here is getting the car fully settled from whatever happened in Turn 1. If you are still correcting from the chicane entry by the time you reach Turn 2, you are carrying that error forward.

Turn 3 exits onto a straight where getting to full throttle early matters. Fast drivers commit to the throttle here before mid-corner drivers are. Over a race stint, that difference compounds.

Turns 4-9: The Most Technical Section on the Circuit

Turns 4 through 9 are where the lap happens or broken. This stretch of the circuit is where the fastest drivers separate from the field. It is where the most setup work is worth doing. The corners come quickly and sequentially, with almost no time to reset between them.

Turn 4 features a medium-speed right-hander approached after a brief straight. Entry is the critical phase here. Specifically, you want the car pointed and the rotation happening before the apex rather than trying to force it mid-corner. Any understeer through Turn 4 costs you in Turn 5 because you will be correcting instead of setting up the next entry.

Turn 5 immediately follows Turn 4 as a tight left-hander, and this is where the sequencing gets demanding. You are managing the exit of Turn 4 while preparing the entry of Turn 5 at the same time. The car should point at the Turn 5 apex before you are fully back to throttle from Turn 4. Learning this rhythm takes laps. Trying to rush it just creates errors in both corners.

Turns 6-9: Finishing the Technical Gauntlet

Turn 6 continues the sequence as another right-hander. By this point you should be picking up throttle. However, the exit of Turn 6 feeds directly into the approach for Turns 7 and 8 without a significant breathing space. The rhythm through this section is continuous, not a series of individual corners with recovery zones between them.

Turns 7-8 are a quick chicane with similar demands to Turn 1 but at considerably lower speed. Quick direction changes with the car as stable as possible through both parts. The lower speed makes the braking demand lower than Turn 1. However, the corner still requires commitment to the turn-in rather than hesitation. Any lift mid-chicane that disrupts the rhythm here costs you at the exit of Turn 8.

Turn 9 closes corner of this section and one of the most important corners on the circuit. It is a tight right-hander that exits onto the back straight. The relationship between your Turn 9 exit speed and your trap speed at the end of the straight is direct. A late apex here, even if it feels slower mid-corner, pays back significantly at the exit. An early apex that leaves you wide at the exit is one of the most common ways drivers lose drive onto the back straight.

The Back Straight: Where St Petersburg iRacing Corners Open Up

The back straight is the primary passing opportunity at St. Pete. If you built any advantage through Turns 7-9, the straight is where you convert it. The braking zone into Turn 10 at the end of the straight is the best overtaking spot on the circuit.

Late-braking attempts into Turn 10 are frequent in the opening laps of a race. Have your reference points established before the race starts. The braking zone arrives quickly, and losing your reference point under pressure from a car alongside is exactly where mistakes happen. Know your reference, commit to it, and adjust for traffic rather than abandoning it entirely.

Turn 10: The Heavy Braking Zone

Turn 10 is a sharp right-hander at the end of the back straight and the heaviest braking zone on the circuit. It is also the most common spot for aggressive overtaking attempts, particularly from drivers who have built a run down the straight.

The inside line into Turn 10 defends well, but committing too aggressively to the inside too early can leave you with a compromised exit into the Turn 11-13 complex that follows. The balance between defending position and maintaining exit speed through Turn 10 is a racing judgment that gets refined over laps and races at this circuit.

Turns 11-13: Precision Over Aggression

Turns 11-13 are a sequence of tighter corners that carry you through the final technical section before the last corner of the lap. This area rewards precision more than aggression. The lines are narrow, the barriers are close, and any overspeed through 11-13 compounds. There limits space to correct before the next apex arrives.

If you are losing time in this section, the most common cause is carrying too much speed from Turn 10 into the Turn 11-13 complex. Arriving slightly slower and driving a clean line through 11-13 is faster than arriving quick and spending the whole section correcting.

Turn 14: The Corner You Have to Commit To

Turn 14 is the final sweeping right-hander that leads back onto the start-finish straight. This is the commitment corner of the circuit. If you carry speed through the apex with confidence, the reward is strong exit speed onto the straight and a good position into Turn 1. If you hesitate or lift mid-corner, you pay for it in exit speed and position.

The outer wall at Turn 14 is always nearby. This is a corner where learning to trust the grip pays off more than almost anywhere else on the circuit. Drivers who commit to Turn 14 consistently lap faster than drivers who manage it cautiously, and over a full race stint the difference is meaningful. Get comfortable here in practice.

Passing Zones and Where Position Matters

The primary passing zone is the braking zone into Turn 10 at the end of the back straight. Secondary opportunities exist at Turn 1, particularly on race starts and restarts, and occasionally at Turn 5 for drivers who can generate a significant exit run from Turn 4.

Outside of these zones, St. Pete is largely a track position circuit. If you can get in front and control the pace through Turns 4-9 and the Turn 14 complex, you are in a strong position to hold. Following closely enough through the Turn 4-9 sequence to attempt a pass at Turn 10 requires a significant speed differential or a mistake from the car ahead.

Common St Petersburg iRacing Corner Mistakes

Turn 1 on cold tires at the start of a stint is the most common early mistake. The tires lack temperature, grip drops. The entry speed feels fine until it is not. Going in slightly conservative on lap one until you feel the tires coming in is worth it.

Carrying a Turn 4 error into Turns 5 and 6 is the most time-costly mistake in the technical section. Overdriving Turn 4 and ending up wide means you spend 5 and 6 in recovery mode. The time loss through this sequence is significant. It comes from one overdriving moment two corners earlier.

Early apex at Turn 9 is a consistent source of lost drive onto the back straight. It feels fast mid-corner but the exit tells you otherwise. Late apex, even if the mid-corner speed seems lower, produces a better result at the exit and down the straight.

Hesitating at Turn 14 is the other major source of lost lap time. The corner will take the speed. Commit to the apex and let the car do what it develops to do.

St. Petersburg rewards consistent drivers who know their references and execute clean laps under pressure. It is not a circuit where raw pace covers for inconsistency. Learn the sequencing, get comfortable with Turn 14, and spend your practice time in the Turns 4-9 complex. That is where this track is won and lost.

The post St. Petersburg Grand Prix: Corner by Corner Breakdown appeared first on iRacerHUB.com.

Before this update, if you left a Solo AI Race at any point before every AI driver completed their final lap, the session would simply not score. It was treated as if the race never happened. For shorter events, this was a manageable inconvenience. For longer AI races, like endurance events where you might need to step away mid-session, it was a genuine problem. A three-hour AI race with no result if something interrupts you is a hard sell.

The new automatic event completion feature removes that problem entirely. When you exit a Solo AI Race session, iRacing simulates the remaining portion of the event and generates a full finishing order. This happens regardless of where you are in the race, whether you’ve finished your own race or not. You’ll have a proper result waiting when the session wraps up.

This applies specifically to Solo AI Race events, not multiplayer sessions or other session types. For anyone who uses AI racing for practice, entertainment, or offline endurance racing, it’s a straightforward quality-of-life improvement that makes the format more viable for longer events.

The post iRacing AI Can Now Finish Events Without You appeared first on iRacerHUB.com.

The 2026 Rules Package for the NASCAR O’Reilly Series

The 2026 rules package sets the technical baseline for the season. Two specifications define it. Ride height minimum is now 4.25 inches. Rear camber is set at 2.2 degrees.

These specifications match the real-world 2026 rules NASCAR introduced for the O’Reilly Auto Parts Series. As a result, iRacing updated the sim cars to reflect those standards.

Engine and Drafting Changes

iRacing updated engine power and drafting parameters for the O’Reilly Series cars. These changes affect how the cars behave in traffic.

Drafting behavior in pack racing will feel different compared to previous seasons. Superspeedways and intermediate tracks are where the changes show most clearly. If you raced the O’Reilly Series cars in 2025, plan for a test session before your first race. That way, you will understand the updated aero package before mixing it in a pack.

Visual and Branding Updates

Several visual changes come with this update. Branding and contingency decals now reflect the 2026 sponsor agreements. Additionally, iRacing removed driver names from the rear window.

iRacing also adjusted collision hulls at the front and rear to better match the updated body shape. A fix resolves car images not generating correctly in Replay files. Previously, images were appearing as placeholders in the replay browser. That issue is now fixed.

The Series Name Change

In real life, NASCAR renamed the Xfinity Series to the NASCAR O’Reilly Auto Parts Series for 2026. O’Reilly Auto Parts became the title sponsor of the second-tier series.

The iRacing version carries the same name. When you search for the series in the iRacing UI, look for O’Reilly rather than Xfinity.

What to Expect on Track

The rules package changes matter most for regular O’Reilly Series drivers. Ride height and camber adjustments affect handling balance in long-run conditions.

On road courses, however, the impact is smaller. The cars still handle like stock cars on road layouts. The updates are real but will not require a full setup rebuild.

On ovals and superspeedways, the drafting changes are more significant. Therefore, a test session before your first race is worth the time. Knowing how the car drafts in a pack will help you avoid surprises in race conditions.

The series runs across short tracks, intermediate ovals, and superspeedways throughout the season. Check the Series page in the iRacing UI for the current schedule.

The post NASCAR O’Reilly Series Cars Updated for 2026 in iRacing appeared first on iRacerHUB.com.

Rain Tires Change Everything

The biggest addition is rain-tire capability. You can now equip wet-weather tires in the pits or start on wets from the grid. For a 1967 car with no aero downforce and over 400 horsepower, wet racing is brutal. The Cosworth DFV delivers full power regardless of conditions. As a result, throttle control becomes critical. This opens up dynamic weather sessions for the Lotus 49 for the first time.

Updated Tire Model

The tire update goes beyond wet capability. iRacing rebuilt the full tire parameters using their latest modelling workflow. Consequently, the car feels more progressive at the limit. Grip levels communicate more clearly through the wheel. Experienced Lotus 49 drivers will notice the difference immediately. The car rewards smooth inputs more than ever.

Suspension and Brake Rework

iRacing gave the suspension a comprehensive rebuild. They updated motion ratios, damper lengths, spring rate ranges, and anti-roll bar settings. The car now responds more naturally to setup changes. Meanwhile, the brake system also got a full rework. Braking feel is sharper, and the pedal responds more consistently under heavy load. These changes make the car more intuitive to drive on the limit.

What It Means for Drivers

Overall, the Lotus 49 is still a demanding car. However, the updates make it more rewarding. Setup work now translates more directly to on-track improvement. Additionally, the rain capability adds an entirely new dimension to the car. If you shelved the Lotus 49 in recent seasons, now is the time to revisit it.

The post The Lotus 49 Gets a Full Overhaul in iRacing Season 2 appeared first on iRacerHUB.com.

New Tire Parameters: Both Dry and Wet

iRacing rebuilt every tire in the TCR class using their latest physics model. The new slicks offer better feel at the limit and clearer grip communication. Additionally, all TCR cars now support wet-weather tires. You can pit for wets during dynamic weather or start on them from the grid. Consequently, mixed-condition racing opens up for the class for the first time.

Engine Updates Across the Board

iRacing updated the engine maps for every TCR car in the class. Power delivery feels more authentic now. The Audi RS3 LMS Gen2 TCR in particular benefits from refined torque curves that match its real-world counterpart. Furthermore, engine braking behavior changed slightly across all models. You may notice the car responds differently on corner entry when you lift off the throttle.

Fuel Level Updated to 85 Liters

The maximum fuel capacity now sits at 85 liters for all TCR cars. iRacing made this change to match real-world regulations. In practice, this affects your pit strategy for longer races. Specifically, you can run longer stints before pitting. Adjust your fuel calculations accordingly.

Driveline Losses Redistributed

iRacing redistributed how driveline losses affect each car. The power reaching the front wheels now reflects more accurate transmission and differential losses. As a result, you may notice small differences in straight-line speed compared to previous seasons. The changes improve authenticity rather than favoring any single manufacturer.

Brake System: Proportioning Valve Added

iRacing added a proportioning valve to the brake system for TCR cars. This gives you more control over front-to-rear brake bias. Moreover, the overall brake feel improves with the new valve. You can fine-tune braking balance for specific tracks and conditions. Trail braking into corners becomes more predictable as a result.

Aerodynamics: Side-Forces and Mapping Updated

iRacing updated the aero maps for all TCR cars. Side-force calculations now reflect more realistic behavior in crosswinds and high-speed corners. Additionally, the front splitter and rear wing interactions produce more consistent downforce levels. These changes affect high-speed stability and corner-entry balance. You may need to adjust your aero settings at faster circuits.

Ride Height Limits Now Include the Front Splitter

The ride height rules now account for front splitter clearance. Previously, you could run aggressive ride heights without penalty. Now, the splitter sets a practical floor. This change prevents unrealistic setups and creates a more level playing field. Adjust your ride height accordingly before your first race.

Toe Adjustment Calculations Updated

iRacing refined how toe angle adjustments translate to on-track behavior. The new calculations produce more accurate tire wear patterns and cornering response. In particular, front toe-out settings now have a more noticeable effect on turn-in. Check your alignment settings and test them before committing to a race setup.

Handling: More Consistent Through the Whole Corner

The combined effect of all these updates makes the TCR cars feel more consistent from entry to exit. Weight transfer responds more naturally to driver inputs. Meanwhile, the Audi RS3 LMS Gen2 TCR specifically benefits from improved mid-corner balance. The car rotates more predictably and rewards smooth driving. Aggressive inputs still cause snap oversteer, but the threshold feels more gradual now.

What iRacing TCR Season 2 Regulars Should Do First

Start with a fresh baseline setup. The tire and aero changes alone invalidate most old setups. Test the new brake proportioning valve early. It offers more tuning range than the old system. Furthermore, recalculate your fuel strategy with the 85-liter tank. Finally, spend a few practice sessions relearning the grip limits. The iRacing TCR Season 2 update rewards drivers who take time to adapt rather than forcing old habits onto the new physics.

The post iRacing’s TCR Class Has Been Fully Updated for Season 2 appeared first on iRacerHUB.com.

HUD Layout Profiles

Layout Profiles are the most impactful HUD change in Season 2. The feature lets you create named HUD configurations and save them to your Documents/iRacing/profiles/hud folder. In addition, each profile saves your complete HUD layout. It tracks which widgets appear and where they sit, and how each one is configured.

The key feature is profile assignment. You can set one profile as your global default. It applies to any car or session that does not have its own profile set. You can also set per-car defaults, meaning a specific profile loads automatically for a particular car or car class. For example, if you have one HUD layout you want for all GT3 cars, set that once. It applies every time you jump in a GT3 car. Want a unique layout for the Porsche 911 GT3 R? Set that at the individual car level instead.

Beyond assignment, there is a load-without-saving option. Say you are in a race and rain starts mid-stint. You can load your wet-weather HUD profile without changing your saved defaults. When you restart or move to a new session, your saved defaults come back automatically. This makes it practical to have situational HUD setups without losing your baseline.

Managing and Sharing Layout Profiles

If you tinker with your HUD during a session and do not like where things ended up, you can revert to the last saved state of your current profile. Nothing is lost from what you had before you started adjusting.

Profiles are also shareable. The hud folder in your Documents/iRacing/profiles directory contains your saved profile files. You can hand that folder off to another driver or download one from someone in your league. If a teammate has a clean HUD setup you want, they can send you the file directly.

This replaces the old “Use custom HUD positions for this car” checkbox. That checkbox worked but lacked naming, per-class assignment, or sharing that the new system provides.

Visual Spotter

The Visual Spotter is an accessibility feature designed primarily for single-monitor setups. It uses the same data your audio spotter provides. It displays that data as a visual indicator on screen. You see which side a car approaches from. It shows overlap amount and when the lane clears, all without relying solely on the audio call.

One important thing to be clear about: this is not a radar. It uses the same data source as the standard iRacing spotter system. This means it carries the same latency and the same limitations. The audio spotter can miss a car approaching fast on your inside, the visual spotter will also miss it. Think of this as making the spotter output visible on screen rather than as adding a new awareness system.

To enable it, enter the Widget Editor while you are inside a car. The Visual Spotter appears there and you can position it wherever it works best for your screen layout. Once placed, it works out of the box with no additional configuration required.

For drivers on triple screens or with good mirror habits, this is likely a feature you will not need. For single-monitor drivers who relied on audio alone in close racing, having a visual confirmation of the same data is a genuine quality-of-life improvement.

Throttle and Brake Timeline

The Throttle and Brake Timeline is an addition to the existing Driver Inputs Widget, not a standalone feature. When enabled, it attaches a timeline graph to the Driver Inputs Widget that shows your pedal inputs over recent laps, not just where your inputs are right now, but a running history of where you have been applying throttle and brakes across the lap.

For self-coaching, this is practically useful. You can compare your input trace across multiple laps and start seeing patterns: where you are braking earlier in some laps versus others, where you are picking up throttle inconsistently through a corner exit, or where you are carrying brake input further into a corner than you intend to. These are things that feel consistent lap to lap but often are not, and the timeline makes the inconsistency visible.

Pair it with iRacing’s Best Lap comparison tools. Together, they form a solid self-coaching toolkit without needing external telemetry software. It does not replace full telemetry analysis. However, for drivers without dedicated data tools, it fills a gap.

To configure it, open the Widget Editor, navigate to the Driver Inputs widget, and enable the timeline option from there. The widget can also be undocked from the Session screen if you want it visible in a different position.

Session Info Widget

The Session Info Widget surfaces the information you actually need to keep track of a race at a glance: laps remaining, time remaining, the current in-sim session time, and whether scoring has ended for the session.

The scoring status indicator is more useful than it might initially seem. In endurance events or sessions with complex scoring conditions, knowing definitively that scoring is active or has ended removes a common source of confusion during the final stages of a long race. You add the widget through the Widget Editor and position it wherever it stays visible without cluttering your main driving view.

Session Rules Widget

The Session Rules Widget gives you a quick reference for the rules governing your current session. Driver change requirements, joker lap counts, mandatory tire changes, and other session-specific rules are surfaced here in a format you can glance at without leaving the session.

For league racing and endurance events where rules vary from event to event, this is a practical addition. Instead of having to remember before the race whether a driver change is required this week, or checking the series rules page mid-session, the answer is visible on screen. Add it through the Widget Editor like the other widgets.

How to Set Everything Up

All four features live through the Widget Editor, which you access from inside a car during a session, not from the main iRacing menu. Navigate to UI settings while in a session and look for the Widget Editor option.

For Layout Profiles specifically, the profile files live at Documents/iRacing/profiles/hud on your computer. You can back them up, share them with teammates, or import profiles from other drivers by working directly with that folder. If you are setting up profiles for the first time, the workflow is: get your HUD exactly how you want it for a given context, save it as a named profile, and assign it as the default for the relevant car or car class.

The HUD updates in Season 2 are changes that iRacing drivers have been requesting for a long time. Layout Profiles in particular removes a significant amount of manual work around HUD management for drivers who switch between car types regularly. If you have been rebuilding your HUD from scratch whenever you switch between a GT3 session and an oval race, Season 2 is the point where that stops being necessary.

The post iRacing Season 2’s New HUD Features: Everything You Need to Know appeared first on iRacerHUB.com.