Ferrari SF70H

TYRES

• Slick SuperSoft (SS), front 25.0 PSI cold (hot target ~26.0–26.5 PSI), rear 25.3 PSI cold (hot target ~26.3–26.8 PSI). No tyre blankets assumed off at session start — first lap must build temp through sector 1 before pushing; optimal slick operating window is 90–105°C, peak grip ~95–100°C. Reference lap air/track (26/36°C) is a reasonable dry baseline — kept pressures close to it, trimmed slightly down since actual session conditions aren't confirmed dry-proven.

ELECTRONICS

• TC: 1 (minimum, driver-controlled aggressive throttle application)
• ABS: 1 (low intervention, favors late trail-braking)
• Engine Braking: Low (helps front rotation into Schumacher-S and Motodrom)
• Brake Bias: 54.5% front (shifted slightly forward from recorded 54.0% to support late-braking aggressive style without rear lock risk)

SUSPENSION

• // FRONT
• Ride Height: [30 mm]
• Wheel Rate FL / FR: [145000 N/m] / [145000 N/m]
• ARB: [120000 N/m]
• Brake Torque Multiplier: [100 %]
• Brake Bias: [54.5 %]
• // REAR
• Ride Height: [35 mm]
• Wheel Rate RL / RR: [125000 N/m] / [125000 N/m]
• ARB: [95000 N/m]
• Diff Preload: [55 Nm]
• Diff Coast: [0.5]
• Diff Power: [0.3]

DAMPERS

AERO

• Front Wing: 9 (of typical 1–11 range), Rear Wing: 6 — moderate-low rear wing to maximize speed down the back straight and into Dunlop/Schumacher complex while retaining enough front-end bite for the Motodrom and S-sections. Brake ducts: Front 2 / Rear 2 (minimal, single-lap heat not a concern).

KEY SETUP NOTE

• The SF70H's high-rake, strong-front-end philosophy means the GP layout's long back straight rewards trimming rear wing hard — but the Schumacher-S and Motodrom entry punish a loose rear under trail-braking, so preload and coast diff are set slightly open (0.5) to let the car rotate without snapping; commit to the lower wing and trust the front mechanical grip from the stiffer front ARB.

TRACK GUIDE

• Motodrom (T1) entry: brake late in a straight line, trail into the first apex — the car's strong front end allows very late initial brake application, but respect the double-apex nature; carrying too much speed ruins the exit onto the short straight.
• Schumacher-S (T3-T4): needs committed, smooth direction changes — trust the front, minimize steering correction, carry momentum through rather than stopping the car.
• Dunlop hairpin (T5): critical traction zone — get the car rotated early, get on throttle progressively from apex, this feeds the long uphill run.
• Mercedes-Kurve (T7): long sweeping left loads the rear — stay full throttle if confident, this is a lap-time defining corner, slight lift only if sliding wide.
• Veedol chicane and final sector: don't sacrifice exit speed for the chicane — a cleaner, slightly slower entry pays off hugely onto the pit straight equivalent; this is where low rear wing choice pays its dividend.