Assetto Corsa Competizione: Full Car List

Assetto Corsa Competizione (ACC) is built around one thing: GT racing, done properly. So its car list isn’t the sprawling road-car garage you get in some sims – it’s a focused grid of fully licensed GT machinery, every car a real racing car you could point at on a Sunday. Kunos has now moved development onto Assetto Corsa EVO, which means the ACC roster is finished and settled: 54 cars, and no more coming. This is the full list.

I’ve grouped them by class – GT3, GT2, GT4, and the one-make Cup cars – and given each one an our score out of 10. That score is the ACC community’s standing view of the car (how it’s rated by league racers and the r/ACCompetizione crowd across ACC’s life), not a single-patch snapshot. One thing to keep in mind throughout: ACC runs Balance of Performance, so Kunos nudges each car’s power and weight up or down per track and season. The specs below are the base homologation figures – a useful yardstick, not what you’ll drive at Spa this week. If you’re building a rig to run all this at its best, the gaming PC guide and the graphics card guide cover what ACC leans on hardest.

The quick answer

If you just want to know what to drive: as things stand in 2025-26, the Ford Mustang GT3 is the car the fast crowd keeps landing on, with the Ferrari 296 GT3 and McLaren 720S GT3 Evo right there with it. New to the class? The BMW M4 GT3 and the Aston Martin V8 Vantage GT3 are the two names that come up in every beginner thread – stable, forgiving, and quick enough to keep racing once you’ve found your feet. And if you just want the biggest grin, the Porsche 911 (992) GT3 R is the one people fall in love with. The rest of the story is below.

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GT3 Cars

GT3 is the main event in ACC – the class the championships are built around, and where nearly all the racing happens online. Thirty-one cars, all fully licensed, all rear-wheel drive, all separated by Balance of Performance rather than raw power. Here they are, best-regarded first.

Ford Mustang GT3

The newest car in the game and, as it stands, the one to beat. League racers keep coming back to its top speed and those late brakes – it’ll hang on into a corner a good few km/h deeper than the field and not lose the lap doing it. It does want proper trail-braking to rotate, so it rewards technique rather than simply handing you pace.

The thing drivers keep bumping into is exit traction rather than grip. That big front-mounted V8 pushes on entry, and if you lean on the understeer to hide it you cook the fronts. It’s fussy about rear ride height and wing rake too – small changes swing it between loose-but-pointy and stable-but-plough.

Ferrari 296 GT3

Fast everywhere, and the most argued-about car in ACC. Half the paddock loves how easy it is to lean on; the other half reckons that ease flatters you into bad habits (one much-quoted thread wants it banned from every split below the top). Quick either way – just know the row is about why it’s fast, not whether.

Part of why it’s an endurance favourite is that it barely changes as the fuel burns off – lap two and lap thirty feel the same. Kunos has repeatedly trimmed its top end to claw back some balance, so you’ll get out-dragged down the long straights even while you’re quicker everywhere else.

McLaren 720S GT3 Evo

The aero car. Drive it to the geometry, keep it flowing, and it sits right in the current top pack. It won’t teach you much about trail-braking, mind – lean on the downforce and it pays you back.

The Evo sorted most of the low-speed understeer that dogged the 2019 car, so it turns into hairpins properly now. The trade is a nervy car under heavy straight-line braking – most people wind the bias forward or lean on the rear bump-stops to settle it. It still won’t forgive a lazy kerb.

BMW M4 GT3

Ask r/ACCompetizione for one car and nothing else, and this is the answer that comes back most. Long, stable, forgiving, quick without demanding a particular style. A rare thing, that: the car you learn in and the car you can still race at the front.

Its near-50:50 balance is what makes it so unbothered, and it takes big kerbs without flinching. The one place it’s lazy is tight, slow corners, where it’s reluctant to rotate – a bit of aggressive rake is the usual fix.

Porsche 911 (992) GT3 R

The heart’s choice as much as the head’s – there’s a 288-upvote love letter to this thing on Reddit, and you can see why. Rear-engined, so it rewards smooth, deliberate hands, but get a setup under it and it’s wonderfully nimble.

This is the generation that finally tamed the classic rear-engined snap. The engine sits a touch further forward and the lift-off oversteer that haunted the older 911s is largely gone. What catches people now is the low-down torque on exit: short-shift, or take a gear higher than instinct, or the traction control bites.

Aston Martin V8 Vantage GT3

A beginner favourite that quietly stays useful all the way up. Nimble but planted, and kind to its tyres – which is why it turns up in endurance line-ups, where not stopping for rubber matters more than the Mustang’s outright pace.

The tyre life is no myth – it’s gentle on rubber, which is the whole reason it turns up in long races. It naturally wants to understeer, so setups lean on rake to sharpen it, and it comes alive on flowing, bumpy tracks like Oulton and Donington. BoP has clipped its top speed more than once.

Audi R8 LMS Evo II

A hotlapper’s car in the right hands and a handful in the wrong ones. There’s no front aero to lean on, so it’s mighty over one lap but snappy if you can’t catch it. Not where I’d start.

It carries a lot of BoP weight and drag because of how quick it is on a technical lap – a one-lap weapon leagues can’t quite make work. Its traction control is the talking point, and drivers flatly disagree: some find it lets them lean on the throttle, others find it gets in the way. Where you land seems to depend on the setting and the BoP of the day.

Lamborghini Huracán GT3 Evo2

Balanced and agile, a proper all-rounder – right up until the first long straight. Its top speed is the running joke among Lambo drivers (‘dying inside after Eau Rouge’), so it shines on the twisty stuff and struggles to defend on power tracks.

The straight-line weakness is really a BoP restriction rather than the car being slow – it isn’t that it can’t go fast, it’s that it isn’t allowed to. The catch is a narrow window on ride height and pitch: get it right and the braking and turn-in bite are superb; get it wrong and you’ll find sudden entry oversteer.

McLaren 720S GT3

For a long stretch this was the meta car for the quick lot, and it hasn’t forgotten how to go – it’s just been overtaken by its own Evo. Still a lovely thing to lean on the aero with.

In its day this was the low-speed-understeer car the Evo later fixed. Drive the older one and you’ll feel it push in the slow corners the newer car doesn’t.

Honda NSX GT3 Evo

Approachable, friendly, and a common way into the class – more than one driver calls it the car that eventually led them to the 992. Mid-pack on pace, easy to like.

The pace problem is really a full-tank problem – on heavy fuel it wallows like a cruise ship and you’re braking much earlier than you’d like. Watch the rear ride height too: raise it to kill the high-speed understeer and you’ll trade it for entry oversteer.

Mercedes-AMG GT3 Evo

Slipping out of the meta conversation – you’ll spot the odd one near the front, but the fast crowd has largely moved to the 296 and the McLaren. It never liked trail-braking anyway; throw it in and power out, and there’s still a capable car here for someone who drives it its way.

Front-engined, so it clambers over kerbs happily, but it carries real mid-corner understeer – the reason it doesn’t want to be trail-braked. The clever traction control and a torque-rich V8 do give it proper exit drive, which is where the ‘capable in the right hands’ line comes from.

Bentley Continental GT3

Underrated, and built like the bank vault it looks. More nimble than its bulk suggests and hard to upset, a touch off the ultimate pace without BoP – which only bites if you’re already running sub-102%. The right-hand-drive cockpit takes a session to settle into.

That right-hand-drive cockpit isn’t only cosmetic – the wheel and display can sit over the dash and complicate FOV for single-screen players. It’s a tank over kerbs, but stubborn in tight chicanes, and it chews its rears on high-grip tracks over a stint. That’s probably where the ‘under the pace’ feeling really comes from.

Nissan GT-R Nismo GT3

Stable enough to make a few beginner lists, and that multi-tone engine note is worth a mention on its own. It just doesn’t come up when the pace talk starts – good company rather than a title car.

Don’t write it off everywhere. It’s a proper straight-line missile with strong brakes, and on power tracks like Paul Ricard, Monza or Bathurst it’s more competitive than its reputation suggests. It’ll understeer on entry if you don’t trail-brake it, and it wants an early, smooth throttle to use that torque.

Lamborghini Huracán GT3 Evo

The Evo2’s predecessor, and mostly remembered as such. No real complaints against it, just quietly replaced by a better version of the same idea.

Audi R8 LMS Evo

The middle child of the R8 line – past the 2015 base car, not yet the fussy-but-fast Evo II. Capable and unremarkable, and mostly a stepping stone in the model’s own history.

Emil Frey Jaguar G3

Score this one on character and it’s off the chart – the press has called it possibly the best thing in ACC, and it has a real cult following for how it sounds and moves. Score it on pace and it’s an older generation off the front. A car you drive for the love of it, not the win.

The flip side of the charm, by driver accounts: a snappy rear, brakes that feel weak against the field, and a hard time on its tyres. You put up with all of it for the sound.

Ferrari 488 GT3 Evo

The 296’s predecessor, and that’s rather the problem. Perfectly driveable, just filed under ‘why would you, when the 296 is right there’.

Still kerb-sensitive despite being a step on from the base 488 – it bounces on tall kerbs unless you keep the throttle in. Trail-brake it precisely and the mid-corner rotation is lovely, but the mechanical-grip window is narrow and it’ll snap on exit if you stray outside it.

Porsche 911 II GT3 R

Fine, and fully eclipsed – almost every Porsche conversation these days is about the 992. Nothing wrong with it, just yesterday’s 911.

There’s more to it than ‘superseded’: drivers report it as fussy on aero pitch and bump-stops, stiff and bouncy over big kerbs, and down on straight-line pace at Monza and Paul Ricard. It keeps the Porsche late-braking trick, though, so it’s happiest on tight, heavy-braking layouts.

BMW M6 GT3

An older front-engined BMW from before the M4 arrived and rewrote the brief. Little dedicated chatter either way now; it sits quietly in the back half of the field.

Lexus RC F GT3

Turns up on the odd ‘stable front-engined car’ list and not much else. Thin on sentiment, so I’ll score it where the evidence sits rather than talk it up.

Honda NSX GT3

The pre-Evo NSX, and the Evo does everything it does a shade better. Friendly enough in its own right; there’s just little reason to pick it over the newer one.

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Ferrari 488 GT3

Two generations back now – the Evo replaced it, the 296 replaced that. Perfectly fine to drive, but it belongs to ACC’s history rather than its present.

Porsche 911 GT3 R (991.2)

The 991.2-generation R, before the 2019 refresh and the 992 that followed. No sins to its name, just two newer Porsches sitting in the same garage.

Its quirk is a front-biased fuel tank that shifts the balance as the tank empties – late in a stint it can snap to oversteer if the setup hasn’t planned for it. Heavy turn-in understeer with strong rear grip means it needs deep trail-braking to rotate. Mostly treated as obsolete next to the 2019 and 2023 cars.

Reiter Engineering R-EX GT3

The problem child. One driver’s summary – it ‘bottoms out, snaps, understeers and oversteers, sometimes all in the same corner’ – is about the kindest short description going. Niche, rarely raced, occasionally glorious.

The chaos has real mechanisms behind it – long, awkward gear ratios and crude, aggressive TC and ABS next to the modern Evo cars. Most people who run it do it for the V10 noise, not the lap time.

Audi R8 LMS

The original base-game R8, bettered twice over since. No presence at the sharp end now – it’s here for completeness and a bit of nostalgia.

Like the rest of the R8 GT3 family it’s known for a vicious lift-off snap if you lift or downshift mid-corner – sharp to turn in, but it won’t forgive a fumble.

McLaren 650S GT3

There’s a thread on the ACC forums literally asking why nobody drives it. The answer, from the replies: the 720S is faster everywhere. That’s the whole story.

It asks for an almost error-free, smooth style – snappy on power, unhappy over kerbs – which is another reason people drifted to the 720S.

Lamborghini Huracán GT3

The original Huracán, now two Evos behind the current car. It walked so the modern Lambo could run; not much reason to pick it today.

Mercedes-AMG GT3

The first-generation Merc, long since replaced by the 2020 Evo. Barely a mention in current discussion, which is a verdict of its own.

Bentley Continental GT3

The earlier Bentley, before the well-liked 2018 car came along. Largely absent from the conversation now, and outclassed by its own successor.

Nissan GT-R Nismo GT3

Someone asked whether it’s still competitive; the thread mostly agreed nobody drives the older models any more. Question answered, really.

Aston Martin V12 Vantage GT3

The oldest car in ACC’s GT3 garage, and it drives like the museum piece it is. Worth a lap for curiosity; not somewhere you’ll spend a season.

GT2 Cars

The GT2 pack landed in 2024: six road-car-derived monsters with far more power than a GT3 and far less downforce to tame it. A smaller online scene, but a proper laugh, and a clear pecking order emerged fast.

Maserati MC20 GT2

The class pick, and it isn’t close – ‘best of the bunch by a long shot’ is the recurring verdict. Full setup adjustability and it drives like a GT3, which in a class of half-tamed monsters is exactly what you want.

The only real caveats to the class-best billing: it’s a little unstable under deep trail braking, and fifth gear can feel flat next to the rest of the powerband. Small prices for the most GT3-like car in the class.

KTM X-Bow GT2

Looks like a spaceship, goes like one too. A bit light and nervous at times, but run it without traction control and some reckon it edges the Audi. People wanted this one before they’d even driven it.

The reason people ride it without traction control is that the TC cuts power too abruptly even at its lowest setting. It corners hard but runs out of legs on long straights, and closed-canopy visibility is a real gripe if you’re in VR.

Audi R8 LMS GT2

Decent and dependable, spoiled slightly by oddly uneven gearing you’ll notice on every upshift. Solid, if not the one you’ll rave about afterwards.

The uneven gearing is the standout complaint – bunched low gears, big gaps up top, so momentum management is a chore. It’s the safe starter GT2, but it washes wide on exit rather than being properly quick.

Porsche 935

‘Dark Souls simulator’, as one driver put it, and he meant it warmly. Low on grip, high on drama – slow going until it clicks, then enormous fun. You don’t race the 935 to win, you race it to grin.

The soft suspension bottoms out over big compressions, so you run high ride height and stiff dampers just to survive somewhere like the Nordschleife. Rear lockups under braking and exit understeer round out the handful, and the locked-down setup options mean you can’t tune much of it away.

Porsche 911 GT2 RS Clubsport Evo

The GT2 the community quietly abandoned. Soft, understeery out of the corners, and near enough indistinguishable from the other Porsche in the class. Everyone moved on.

Soft by default, so it’s sluggish to change direction and pushes wide on exit, and the restricted damper adjustment means you can’t dial much of it out. That’s why it and the other GT2 Porsche got quietly left alone.

Mercedes-AMG GT2

The one everyone warns you off. Big, heavy, wobbly on its tall ride height and prone to snapping wide on exit – ‘a skip’, in the community’s plain words. Only if you love a project.

The two complaints you’ll hear – ‘understeers everywhere’ and ‘snaps on exit’ – are both true, just at different moments. It washes wide through fast sweepers, then bites on the way out of slow hairpins as the front springs give up under trail braking. Locked-down setup options mean you’re mostly stuck with it.

GT4 Cars

GT4 is where a lot of people start, and rightly – less power, more forgiving, cheaper to run in the real world and easier to race cleanly in the sim. Eleven cars, and the field spreads wider than you’d expect.

Alpine A110 GT4

Best in class by common consent, and it barely minds its slight top-speed deficit – the little Alpine just goes round corners better than anything else here. If GT4 is your class, start your shopping with this one.

Being light and mid-engined it’s gentle on its tyres too – gentle enough to double-stint. It’s easily unsettled over aggressive kerbs, and while it’s untouchable on tight, technical tracks it’s a sitting duck down the straights at somewhere like Monza.

Mercedes-AMG GT4

The all-rounder of the class and a favourite with newcomers – stable, quick enough, and it eats kerbs for breakfast. Hard to go wrong here.

The ‘best overall’ billing hides one real flaw: it’s a heavy car and it understeers, boat-like, through fast corners. Brilliant over kerbs, less brilliant when you need it to change direction quickly.

Porsche 718 Cayman GT4 Clubsport

A bit of everything, which is why one ranking makes it the standout. Strong most places, just fussy over kerbs where the AMG shrugs them off.

Strong front-end grip and agility everywhere except tall kerbs, where the rear likes to hop and step out. It’s a lovely thing to learn mid-engined weight transfer in – it teaches you lift-off oversteer without punishing you too hard for it.

McLaren 570S GT4

A brilliant teacher. Overdrive it and the rear tyres let go quickly, so it makes you learn weight transfer whether you meant to or not. You come out of a stint a tidier driver.

The rear-tyre sensitivity is really a pressure-window thing – drift outside the hot PSI band and the grip falls away fast, so it rewards a driver who keeps the tyres happy.

Ginetta G55 GT4

The pick of the front-engined cars, and the nicest of them to drive by most accounts. Characterful, unpretentious, quietly good.

Light and aero-reliant, it corners more like a junior GT3 than a typical GT4. The catch is a severe lack of top speed – it’s hitting the limiter while others pull away down the straights.

Chevrolet Camaro GT4.R

‘Almost like the AMG’, as the shorthand goes – and in this class that’s a compliment. A friendly muscle car with none of the nasty habits.

It’s more one-note than the AMG it gets compared to – wide and heavy, happier with a point-and-shoot style (brake in a straight line, square the apex, lean on the V8) than threading quick direction changes. Slide it around and the tyres pay for it.

Audi R8 LMS GT4

Nobody has a bad word for it, which in a fan community is faint praise. Presumed mid-pack by the absence of complaints rather than a chorus of love.

BMW M4 GT4

Same story as the Audi – no distinct reputation either way. Competent, unmemorable, gets the job done.

Aston Martin V8 Vantage GT4

A car of two opinions. Some love its setup depth; others can’t extract a lap and find it slow off low-speed corners. Rewarding if you meet it halfway, frustrating if you don’t.

Opinions split hard on this one – some find it stable and forgiving, others can’t find a lap in it. The fair reconciliation is that it’s easy to drive safely but hard to extract ultimate pace from, and it’s soft off slow-corner exits.

KTM X-Bow GT4

Named among the class’s worst, not helped by the ballast BoP hangs on it to keep it legal – which players reckon overcorrects. Distinctive, difficult, off the pace.

The ‘worst’ tag is only half the story. It has class-leading mid-corner speed from its low weight, but a big straight-line deficit and the ballast BoP hangs on it leave it exposed. It’s a two-headed thing to drive: snappy off-throttle oversteer into a corner, stubborn on-throttle understeer out of it.

Maserati GranTurismo MC GT4

The other car on the ‘worst GT4’ list, and the only car in the whole game with no traction control or ABS to fall back on. A purist’s handful, and slow with it.

Here’s what the ‘worst’ label misses: it’s the only GT4 in the game with no factory ABS or traction control, so a single lock-up flat-spots a tyre and ruins your stint. Quick in a straight line at Monza or Spa, a liability in the wet or anywhere tight.

Cup, One-Make & TCX Cars

The one-make and club racers – Porsche Cup cars, the Lamborghini Super Trofeos, the Ferrari Challenge and the entry-level BMW M2. No BoP juggling here; everyone’s in the same machine, so it comes down to the driver.

Porsche 911 GT3 Cup (992)

A proper skill test rather than a pace machine. It bounces, it demands, and it gives nothing away – and stringing a clean lap together in it is one of the more satisfying things you can do in ACC. Smaller grids online, but the ones who race it swear by it.

No traction control at all (it does keep ABS), so throttle discipline out of slow corners is everything, and it punishes anyone who isn’t smooth with rear-tyre wear. The tight traction zones – chicanes, hairpins – are where it’ll catch you out.

Lamborghini Huracán Super Trofeo EVO2

Less downforce than a GT3, which sounds like a downgrade and races like a treat – more of the result lands in the driver’s hands, which is why some prefer it for leagues.

It can out-drag a GT3 down a straight but hasn’t the aero or brakes to match one into a corner, so the classic mistake is overdriving the entry and running wide of the apex. Strong on fast, flowing tracks, weak where the corners lean on aero.

Ferrari 488 Challenge Evo

The one-make Ferrari, and a quiet corner of the game – no real complaints, not much noise either. Solid if the Challenge series is your thing.

Big power, much less downforce than the GT3 version, so it feels a bit sketchy in fast corners and asks you to manage rear-tyre temperature under TC. It rewards precision – arrive at the apex at the right speed rather than correcting mid-corner.

BMW M2 CS Racing

Kunos put this here as the bottom rung of the ladder, and that’s exactly how to use it – a road-car-derived club racer (TCX class) to cut your teeth on before GT4. Not a title car, and not pretending to be.

With no aero to hide behind it’s a good teaching tool for weight transfer – but that same softness means it rolls, and if you drive it like a GT3 you’ll just scrub the front tyres into understeer.

Porsche 911 II GT3 Cup

The older Cup car, from before the 992 version arrived. Same rewarding-but-unforgiving brief, just outdated now – drive the 992 Cup unless you’ve a reason not to.

It’s reckoned even less forgiving than the 992 Cup – strip away another aid and smoothness becomes the whole game. Very few race it now.

Lamborghini Huracán Super Trofeo

The original Super Trofeo, since replaced by the EVO2. Little to separate them in the conversation beyond ‘drive the newer one’.

A note on ACC vs Assetto Corsa Evo

You’ll have noticed the roster stops growing. That’s deliberate: Kunos has moved on to Assetto Corsa Evo, which went into early access at the start of 2025 with a much broader remit – road cars, open roads, a wider spread of disciplines. ACC, by contrast, is the finished article. The last car it ever received was the Ford Mustang GT3 in May 2024, and the last update of any kind just added the 2025 season liveries. So the 54 cars here are the complete set – there’s nothing still to unlock or wait for. If anything, that’s a strength: a stable, licensed, endlessly rebalanced GT grid that isn’t going anywhere. Evo is the future; ACC is the one that’s done, and done well.

So which ACC car should you pick?

Depends what you’re after. The short version, by need:

• Starting out: BMW M4 GT3 or Aston Martin V8 Vantage GT3. Stable, forgiving, and they don’t ask for a special technique to be quick.
• Chasing lap time: Ford Mustang GT3, Ferrari 296 GT3 or McLaren 720S GT3 Evo – the current sharp end. Just know the 296 splits opinion on whether it teaches you anything.
• Pure enjoyment: Porsche 911 (992) GT3 R for the love-letter handling, or the Emil Frey Jaguar if you want the best noise in the game.
• A real challenge: the Porsche 992 Cup car, or the GT2 Porsche 935 if you fancy the deep end.
• Something different: drop to GT4 and take the Alpine A110, or the McLaren 570S if you want the class to make you a better driver.

Whatever you land on, don’t agonise over it – BoP keeps the field closer than any tier list suggests, and seat time in one car you like beats hopping between cars chasing a tenth. Pick one that makes you want to do another lap, and go from there. See you out on track!

Topic: Assetto Corsa