Porsche 911 (992) GT3 Cup — Base

TYRES

• Compound: Slick Medium, Front 27.5 PSI, Rear 27.0 PSI (no tyre blankets — build pressure via out-lap weaving and brake heat before first flying lap push)
• Optimal operating temp: 85–95°C core

ELECTRONICS

• TC: 3 (aggressive, minimal intervention for rotation)
• ABS: 4
• Engine Braking/Brake Magic: 4 (stock Cup ECU map — leave default, limited adjustability)
• Brake Bias: 58.5% front

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 7 (scale 1–10)
• Brake Torque Multiplier: 100%
• Brake Bias: 58.5%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 130000 N/m / 130000 N/m
• ARB: 4 (scale 1–10)
• Diff Preload: 50 Nm
• Diff Coast: 0.7
• Diff Power: 0.4

DAMPERS

AERO

• Front: fixed splitter (no adjustment, Cup spec) — ensure front ride height minimized within 60mm limit for balance
• Rear Wing: 5 (max available Cup wing angle, scale 1–6) — prioritize Döttinger/Tiergarten stability over Döttinger top speed loss
• Downforce Level: Max mechanical grip bias (Cup car has fixed aero, no brake duct adjustment)

KEY SETUP NOTE

• The Cup car's rear-engine weight bias and fixed aero package make rear ride height the single biggest lever — running it too low invites snap oversteer over Brünnchen's bumps and Flugplatz's crest, so 65mm rear is a compromise that sacrifices a fraction of top-end stability for predictable rotation through Adenauer Forst and the Karussell exit.

TRACK GUIDE

• Hatzenbach: stay committed over bumps, don't lift mid-corner — soft-ish front ARB keeps contact patch loaded
• Flugplatz crest: car goes light — straighten the wheel slightly before the crest to avoid a rear snap on landing
• Fuchsröhre compression: brake in a straight line before entry, let the suspension absorb compression — trail brake only lightly
• Karussell: take the banked inside line, slight throttle modulation — banking lets you carry more speed than it looks
• Döttinger Höhe to Tiergarten: this is where lap time is won — hold max commitment through the kink flat if possible, brake late and trust the chassis rotation into the final chicane complex