Porsche 911 GT3 R Rennsport — Unrestricted

TYRES

• Compound: Slick Soft (Rennsport Cup Soft)
• Front Pressure: 26.5 PSI
• Rear Pressure: 26.0 PSI
• Optimal Operating Temp: 85–95°C (peak grip window, single-lap attack)
• No tyre blankets (AC Evo)
• Camber F/R: -3.7° / -2.6°
• Toe F/R: -0.05° (out) / +0.15° (in)

ELECTRONICS

• TC1: 3 (qualifying attack, minimal intervention)
• TC2: 1
• ABS: 4
• Engine Braking / Brake Magic: 4
• Brake Bias: 54.5% front

SUSPENSION

• // FRONT
• Ride Height: 52 mm
• Wheel Rate FL / FR: 165000 N/m / 165000 N/m
• ARB: 120 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 58 mm
• Wheel Rate RL / RR: 155000 N/m / 155000 N/m
• ARB: 160 N/m
• Diff Preload: 45 Nm
• Diff Coast: 0.7
• Diff Power: 0.5

DAMPERS

AERO

• Front Wing: 5 (of typical 0–10 scale, aggressive but balanced for high-speed T3/T4)
• Rear Wing: 8 (max stability over Rindt Kurve crest, GT3R benefits from higher rear wing)
• Downforce Level: High — biased rear for pendulum control
• Brake Ducts F/R: 2 / 3 (single lap, minimal cooling need, favor aero tightness)

KEY SETUP NOTE

• On a single qualifying lap the rear-engine pendulum effect is your biggest threat over the Rindt Kurve crest (T4) where the car goes light at high speed — running slightly higher rear ride height (58mm) with a stiffer rear ARB keeps the platform stable there without sacrificing the low-speed rotation needed at T1/T9, letting you carry more entry speed everywhere else.

TRACK GUIDE

• T1 Castrol Kurve: Brake as late as physically possible in a straight line, trail brake deep to rotate the nose — the high coast diff lock (0.7) stabilizes entry, allowing a very late turn-in.
• T3/T4 (Schlossgold/Rindt): Committed, near-flat — do not lift over the crest; trust the rear wing and stiffer rear ARB, any mid-corrections here cost massive time.
• T5 Jochen Rindt: Heavy braking after the back straight — brake stability is critical, use the front bias (54.5%) to rotate late without locking.
• T9 Hans Ernst hairpin: This exit defines your entire main straight speed — sacrifice a fraction of entry speed for a clean, full-thrott

TYRES

• Compound: Dry Slick — Medium
• Front Pressure: 27.5 PSI
• Rear Pressure: 27.0 PSI
• Optimal Operating Temp: 85–95°C (peak grip window, avoid exceeding 105°C for rear stint consistency)
• No tyre blankets (AC Evo — cold set start)

ELECTRONICS

• TC1: 5
• TC2: 2
• ABS: 5
• Engine Braking / Brake Magic: 3 (medium, reduces rear instability into T1/T5)
• Brake Bias: 54.5% (see suspension section for exact front %)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 130000 N/m / 130000 N/m
• ARB: 6500 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 62 mm
• Wheel Rate RL / RR: 150000 N/m / 150000 N/m
• ARB: 9500 N/m
• Diff Preload: 45 Nm
• Diff Coast: 0.7
• Diff Power: 0.4

DAMPERS

AERO

• Front Wing: 5 (of typical 1–6 GT3R adjustable range)
• Rear Wing: 7 (higher than baseline — stabilises rear over T4 crest and through T3/T5 high-speed sections)
• Downforce Level: High-medium bias rear
• Brake Ducts: Front 3 / Rear 2 (avoid overheating front discs under repeated T1/T5 abuse, keep rear cooler for tyre consistency)

KEY SETUP NOTE

• The rear-engine pendulum effect is the defining threat at Red Bull Ring's high-speed T3–T4 sequence — running higher rear ride height (62mm) and increased rear wing (7) versus a "normal" GT3 setup keeps the rear planted over the T4 crest where the car goes light, letting you carry aggressive minimum speed without a snap; sacrifice a little straight-line speed for this stability, it pays back massively in tyre life and consistency over a race distance.

TRACK GUIDE

• T1 (Castrol Kurve): Late, hard trail-brake entry rewarded — car's high coast lock (0.7) stabilizes rear under trail braking, but don't overslow; get back to power early for the run to T2.
• T3–T4 (Schlossgold/Rauch): Committed, near-flat — resist lifting; trust the rear wing/ride height setup, small steering inputs only, this is where aggressive drivers gain the most time over cautious ones.
• T5 (Jochen Rindt Kurve): Heavy braking after the back straight — stabilize with progressive brake release, rotate mid-corner rather than on entry to protect rear tyres for the final sector.
• T9 (Hans