Why Gr.4 Matters
Gr.4 is Gran Turismo 7’s GT4 class — production-based racing cars with moderate modifications. It is one of the most frequently featured categories in daily races and Sport Mode events. Unlike Gr.3, where purpose-built race cars dominate, Gr.4 cars retain more of their road-going character. This makes them excellent for learning racecraft and car setup fundamentals.
With 35 cars in the category — covering FR, MR, FF, and 4WD drivetrains — the variety is enormous. Balance of Performance (BoP) keeps things competitive, but certain cars have clear advantages in handling character, tire wear, and aero efficiency.
The key differences from Gr.3: less power, less downforce, and more reliance on mechanical grip. Suspension and differential tuning matter even more here because you cannot lean on aero to paper over handling problems.
Tier List
S-Tier — Meta Picks
Consistently at the front in competitive lobbies. These cars combine raw pace, forgiving handling, and efficient tire use.
1. Porsche Cayman GT4 Clubsport ’16 (MR)
The Cayman is the best all-around Gr.4 car and it is not particularly close. Its mid-engine layout gives a near-ideal weight distribution that translates into predictable, balanced handling on every track type. The compact wheelbase makes it agile through chicanes without sacrificing high-speed stability.
Tire wear is excellent — the balanced weight means no single axle is overworked. Setup tip: start with Natural Frequency F 2.60 / R 2.80 Hz and a moderate differential (initial torque 20, accel 20–25). The car does most of the work for you.
2. Subaru WRX Gr.4 (4WD)
The WRX brings all-wheel-drive traction to a class where most competitors are rear-drive. Corner exit traction is the best in class — you can get on the power earlier than any FR or MR rival. In wet conditions, the advantage becomes even more pronounced.
The trade-off is a slight tendency to understeer on corner entry, common to 4WD layouts. Counter this with a lower front diff (front initial torque 10–15) and slightly more front negative camber (2.5°). On tight tracks where rotation matters, the Cayman may edge it, but on anything with long acceleration zones the WRX is untouchable.
3. Mazda Atenza Gr.4 (FR)
The Atenza is the best front-engine option and arguably the most consistent car in the class. It does nothing badly — decent turn-in, good traction, manageable tire wear — and rewards clean, rhythmic driving. It is the Gr.4 equivalent of the GR Supra in Gr.3.
Setup is straightforward: anti-roll bars at 5 front / 4 rear, Natural Frequency F 2.60 / R 2.80 Hz. If it understeers on entry, drop the front ARB to 4 before touching anything else. This is the car for drivers who want to focus on driving, not fighting the setup.
A-Tier — Strong Picks
Competitive in the right hands but with a slight trade-off compared to S-tier. Often a better choice on specific track types.
4. Honda NSX Gr.4 (MR)
The NSX shares the mid-engine advantage of the Cayman but with a slightly more aggressive, tail-happy character. It rotates more willingly on corner entry, which is a gift on tight technical tracks. The trade-off is that it demands more precision — push too hard on entry and the rear snaps before you can catch it.
Keep rear damping slightly softer than front (60% / 55%) to help the rear settle after turn-in. Differential braking sensitivity at 15–18 gives enough entry rotation without making the rear unpredictable.
5. Toyota 86 Gr.4 (FR)
The lightest FR car in Gr.4, and you feel it. The 86 changes direction like nothing else in the class — it is the most fun car to drive on tight, technical circuits. Where it struggles is outright pace on fast tracks; the power deficit is real and no amount of setup can solve it.
Play to its strengths: softer springs (F 2.40 / R 2.60 Hz) let the lightweight chassis work through corners. Run more front camber (2.5–3.0°) than you would on heavier cars to maximise the front contact patch. On tracks like Tsukuba and Brands Hatch, it can match S-tier pace.
6. Audi TT Cup ’16 (4WD)
Another 4WD option with a different character from the WRX. The TT is heavier and more front-biased, which gives it iron-fisted stability under braking but makes it harder to rotate at low speed. Its strength is mid-corner confidence — you can carry more speed through sweeping corners because the chassis is so planted.
Setup tip: push front anti-roll bar higher (6) and rear lower (3) to help rotation. Differential front accel sensitivity should stay low (10–15) to keep the front wheels available for steering.
7. Mitsubishi Lancer Evolution Final Gr.4 (4WD)
The Evo brings rally DNA to the circuit. It is more agile than the TT and WRX through tight direction changes, thanks to a lighter kerb weight and more responsive front end. On wet tracks, it is arguably the best car in the entire class.
The compromise is higher tire wear — the aggressive all-wheel-drive system works the tires harder. For long races, reduce differential values across the board by 5 from your sprint settings. On sprint races, the tire penalty is negligible and the Evo punches into S-tier territory.
B-Tier — Situational Picks
Not bad cars, but they require more setup work or suit specific niches. Can surprise on the right track.
8. Peugeot RCZ Gr.4 (FF)
The best of the front-wheel-drive contingent. The RCZ is light, fuel-efficient, and surprisingly quick through slow corners where its nimble front end makes up for the inherent understeer of FF layouts. On short, tight tracks it can genuinely challenge A-tier machinery.
The limitation is that FF physics in GT7 make it hard to compete with MR and 4WD cars on power circuits. Keep the front diff loose (initial torque 10–15, accel 10–15) and use lift-off oversteer as your primary rotation tool.
9. Ford Mustang Gr.4 (FR)
The Mustang is the muscle car of Gr.4 — plenty of power and straight-line speed but a heavier kerb weight that shows in tight sections. On long circuits with big braking zones and fast sweepers, it is genuinely quick. On anything technical, the extra mass is a liability.
Setup focus: stiffer front springs (F 2.70 Hz) and aggressive front camber (2.5–3.0°) to force the nose in. ARB at 5–6 front / 3–4 rear. It needs setup work to be competitive, but when dialled in it rewards a committed driving style.
10. Renault Megane Gr.4 (FF)
The Megane is a fun, scrappy car that punches above its weight on tight tracks. Like the RCZ, it benefits from the FF layout’s simplicity — fewer parameters to tune and a predictable understeer-first handling character that is forgiving for less-experienced drivers.
On fast circuits it runs out of traction and top speed. Best used on tracks like Lago Maggiore, Goodwood, and Tsukuba where corner speed matters more than straight-line pace.
Track Matchups
Choosing the right Gr.4 car for the right track matters even more than in Gr.3, because the cars are less aerodynamically capable and mechanical grip differences are amplified.
High-Speed Circuits
Tracks like Monza, Red Bull Ring, and Spa reward stability and straight-line pace. The Mazda Atenza Gr.4 is the go-to FR pick for its balanced high-speed platform. The Subaru WRX dominates fast corner exits with 4WD traction. The Ford Mustang is a dark horse on power-focused layouts.
Technical Circuits
Tight, twisty tracks — Tsukuba, Brands Hatch, Lago Maggiore — favor agile, lightweight cars. The Porsche Cayman GT4 Clubsport excels thanks to its mid-engine rotation. The Toyota 86 and Honda NSX are strong alternatives when cornering agility trumps straight-line speed.
Wet Conditions
Rain changes everything in Gr.4. Rear-drive cars lose their traction advantage, and 4WD cars become dominant. The Subaru WRX and Mitsubishi Lancer Evo are the clear picks. If you must run RWD, the Cayman handles rain best thanks to its balanced weight distribution.
Street Circuits
Narrow tracks with walls punish oversteer. The Mazda Atenza and Audi TT Cup are safe choices — both are planted and predictable, keeping you out of trouble. Avoid tail-happy cars like the NSX on street circuits unless you have very precise throttle control.
Setup Philosophy for Gr.4
Gr.4 setup differs from Gr.3 in one critical way: less aero means more reliance on mechanical grip. Every suspension and differential setting carries more weight because there is less downforce to compensate for mistakes.
Suspension
Natural Frequency should sit around F 2.50–2.80 Hz and R 2.70–3.00 Hz on sport tires (the default compound for most Gr.4 events). This is slightly softer than Gr.3 because the reduced aero means you need the springs to do more work absorbing bumps rather than relying on downforce to keep the car planted. See our suspension tuning guide for the full breakdown.
Anti-Roll Bars
Start at front 4–5, rear 3–4. Softer than Gr.3 baselines because the cars have less chassis rigidity and less aero grip to compensate for aggressive bar settings. If you find the car rolling too much, increase in 1-level increments rather than jumping to Gr.3-level values.
Differential
Gr.4 cars benefit from slightly lower differential values than their Gr.3 counterparts. The reduced power means you need less locking force to put the power down, and the reduced aero means the car is more sensitive to diff-induced understeer. For FR and MR: initial torque 15–25, accel sensitivity 15–25, braking sensitivity 10–20. Our differential guide covers drivetrain-specific recommendations.
Downforce
Most Gr.4 cars have limited aero adjustment compared to Gr.3. When available, lean toward more downforce than you think you need — the reduced mechanical grip means every bit of aero assistance helps, and the top speed penalty is smaller in a class with less power.