Audi R8 LMS GT4 Evo

TYRES

• Slick (Soft/Qualifying compound), Front 26.0 PSI, Rear 25.8 PSI, no tyre blankets — cold pressures set to reach optimal window within 1–2 laps. Optimal operating temperature: 85–95°C across the tread for peak grip on a single hot lap.

ELECTRONICS

• TC1: 2, TC2: 1, ABS: 4, Engine Braking: Medium (3/5), Brake Bias: 56.5% (adjustable on the fly toward 58% for T1 if car feels loose under initial bite)

SUSPENSION

• // FRONT
• Ride Height: 50 mm
• Wheel Rate FL / FR: 115000 N/m / 115000 N/m
• ARB: 6500 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 55 mm
• Wheel Rate RL / RR: 100000 N/m / 100000 N/m
• ARB: 5000 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.35
• Diff Power: 0.55

DAMPERS

AERO

• Front Splitter: 2 (of 5 clicks, minimal drag bias), Rear Wing: 3 (of 8, low-drag for main straight while retaining 100R/200R stability), Brake Ducts F/R: 2/2 (single lap, no thermal concern) — overall low-downforce trim prioritizing top speed on the 1.475km straight

KEY SETUP NOTE

• The GT4 Evo lacks the aero and mechanical grip margin of the GT3 — over-slowing the front on entry to T1 or the hairpin costs more than running slightly loose mid-corner; bias the whole setup (soft front ARB relative to rear, slightly rearward-shifted brake bias) toward strong rotation, since your single-lap priority is minimizing time lost on the two heavy stops rather than long-run stability.

TRACK GUIDE

• T1 hairpin: brake as late as physically possible from 300km/h+, trail brake deep to rotate the nose — this is the biggest lap time swing on the entire lap given the straight length.
• 100R: commit full throttle earlier than feels natural; a stable rear (slightly stiffer rear ARB setting than default) lets you carry more minimum speed through this high-load right-hander.
• Dunlop/13 complex: sacrifice a fraction of entry speed for a clean, compressed direction change — exit speed onto the next straight matters more than mid-corner apex speed here.
• T14 hairpin: this is your biggest traction zone — get the car rotated early and get on power in a straight line as soon as possible; wheelspin here costs the entire run to the final corners.
• 200R and final sector: smooth, committed inputs — any lift or correction here bleeds speed all the way onto the main straight, where