BMW M4 GT3 Evo

TYRES

• Slick (Soft/Qualifying compound), Front 26.5 PSI, Rear 26.2 PSI (no tyre blankets — build pressure/temp via out-lap heat cycling)
• Optimal operating temp: 85–95°C

ELECTRONICS

• TC1: 3
• TC2: 1
• ABS: 4
• Engine Braking: Medium (3/5)
• Brake Bias: 56.5% front (adjustable -1% for Les Combes stability if needed)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 5500 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 130000 N/m / 130000 N/m
• ARB: 3800 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.45
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 2 (low-medium, max front response for La Source/Les Combes)
• Rear Wing: 5 (of typical 1–10 scale) — balanced for Kemmel top speed vs Eau Rouge/Blanchimont stability
• Brake Ducts: Front 3 / Rear 2 — qualifying lap, minimal cooling needed, prioritize aero tightness

KEY SETUP NOTE

• This single-lap setup trades long-run rear stability for immediate front-end bite — slightly softer front ARB and lower front ride height than a race setup, sacrificing some Eau Rouge margin for a sharper, more aggressive turn-in at La Source, Les Combes, and the Bus Stop where quali time is actually won.

TRACK GUIDE

• La Source: brake as late as possible from Kemmel downhill approach, trail-brake deep to rotate the nose — this setup's front grip allows a tighter apex than a conservative race setup.
• Eau Rouge/Raidillon: full commitment flat-out if speed permits; keep the car dead straight on entry — the compression loads the rear hard, any mid-corner steering input here will snap it loose.
• Les Combes: this is where the lap is made or lost — late, hard braking in a straight line, then a sharp direction change; the stiffer front end rewards aggressive trail-braking into the chicane.
• Pouhon: commit early with a stable aero platform; sacrifice a fraction of entry speed for a cleaner, faster exit onto the next straight — double-apex rewards patience despite aggressive style.
• Bus Stop chicane: use the kerbs hard on both entry and exit — this is a lap-time harvesting zone; aggressive kerb riding here costs nothing on a quali lap and gains real time.

TYRES

• Compound: Dry (Medium)
• Front Pressure: 27.5 PSI
• Rear Pressure: 27.2 PSI
• Optimal Operating Temp: 85–95°C (peak grip window)
• No tyre blankets (AC Evo — tyres start cold, manage warm-up over out-lap)

ELECTRONICS

• TC1: 4
• TC2: 3
• ABS: 4
• Engine Braking / Brake Magic: Medium (3/5)
• Brake Bias: 56.5% front (adjustable -1% for race stint as fuel burns off and rears gain relative grip)

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 5500 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 135000 N/m / 135000 N/m
• ARB: 4200 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.45
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 4 clicks (medium-aggressive, balances Pouhon/Blanchimont stability)
• Rear Wing: 6/10 (compromise for Kemmel top speed vs Eau Rouge/Blanchimont stability)
• Downforce Level: Medium-High
• Brake Ducts: Front 3 / Rear 2 (manage temps over race stint, avoid overheating under La Source repeated braking)

KEY SETUP NOTE

• Rear ARB is deliberately kept softer relative to front to guarantee planted rear stability through Eau Rouge/Raidillon compression and Blanchimont — the M4 GT3 Evo's biggest trap is snap oversteer at these high-speed loaded sections; sacrificing a little rotation at La Source/Les Combes is the correct trade for race-safe aggression.

TRACK GUIDE

• La Source: brake extremely late but in a straight line — trail brake gently to rotate, avoid mid-corner throttle until front is fully loaded; exit wide for Kemmel run.
• Eau Rouge/Raidillon: commit flat if aero level holds — stay dead center, do not lift or correct steering input; any hesitation unsettles rear under compression.
• Les Combes: this is where aggressive braking pays off — brake later than feels comfortable but ensure car is straight before turn-in; overslowing costs more than late braking helps.
• Pouhon: carry min speed high, trust front grip from splitter setup; two-stage apex rewards patience on throttle until second apex.
• Traction zones (Rivage, Bus Stop exit): prioritize smooth power application — diff power lock at 0.65 helps rotate without wheelspin; race tyre deg means exit traction fades late-stint, manage throttle progressively.