MotoGP 21: Valencia Grand Prix Setup guide – Ricardo Tormo guide, ECU & more
Your final stop on your tour around the world is Valencia’s modern and challenging circuit.
MotoGP 21 has really impressed us, as Milestone have seamlessly transitioned to the next-gen consoles. To see exactly what has impressed us, check out our full review of the game. If you’re new to this officially-licenced Milestone series, be sure to read our beginner’s guide.
Whether you go with “full or official calendar”, the Valencia Grand Prix will be the nineteenth and final destination of your first tour around the world. The Valencia GP also marks the last of four races in Spain in 2021.
The Circuit Ricardo Tormo has held the event ever since its inception in 1999 and is a quality racing facility. It’s not an easy one to race around though, so here’s our ultimate setup guide for the Grand Prix of Valencia!
Valencia’s tarmac isn’t the smoothest on the calendar, but its corners don’t take as much out of the tyres are some other circuits. A set of mediums on the front and rear is enough to get you to the end of the race with relative ease.
The front suspension has to strike a good compromise between responsiveness and stability. Therefore, the oil quantity and both the front swingarm compression and extension need to be at the default value of 4.
The front pre-load is best cranked all the way up to 8 for maximum turn-in, while the spring hardness is optimal at 0 for the best stability available.
The rear of the suspension needs to be setup for a more responsive bike. The main exception to this rule is the single shock absorber extension (8) which needs to be turned up for a more predictable and even ride.
The pre-load (2), single shock absorber compression (2) and spring hardness (0) are best on the low side to help the rear of the bike keep in line when cornering. We leave the swingarm connector at the base value of 4 for a good compromise.
Like the suspension, the vehicle geometry is required to be on the low side to aid responsiveness. However, there is an exception to this, as we turn the trail up to the max value of 8 to improve stability. The Steering head inclination is best at 0 for better turn-in.
Both the steering plate position and the swingarm length are optimal at a slightly low 3.
The gears are best on the high side in Valencia to help acceleration out of the medium-speed corners. First gear bucks this trend though, as this needs to be low to help power out of the slow corners.
The slipper clutch is best at 4 to strike an optimum balance between responsiveness and stability.
Turns 1, 12 and 14’s braking zones alone necessitate the strongest brakes available. When you add in the high track temperatures too, 340 mm high mass on the front and 220 mm on the rear become a requirement. Furthermore, quick-fire braking zones through the middle section of the lap don’t allow for much cooling.
You’ll have to optimise the electronic aids to be quick around Ricardo Tormo. 3 traction control and anti-wheelie aid is best to keep the bike pointing in the right direction. You can increase these to four if you’re struggling, though.
Engine braking should be up at 4 to help shave speed off of your ride through the long corners. Power mapping is best at 3 for a flying lap. Although, you’ll need to turn this around during some points in the race.
All of these can be adjusted out on track using the HUD in the bottom-right of the screen.