Audi R8 LMS GT3

TYRES

• Slick (Dry), Front: 1.95 bar, Rear: 1.90 bar, Tyre blanket temp: 80°C. Optimal operating window for max grip: 85–100°C across all four corners.

ELECTRONICS

• TC1: 4 (moderate slip allowance for aggressive traction on exit), ABS: 4, TC2: 2, Brake Pressure: 96%, Brake Bias: F: 54% / R: 46%

DRIVETRAIN

• Fuel Map: Map 3 — balanced power delivery, moderate fuel saving for stint management without sacrificing drivability
• Gear Ratios:
• 1st: 3.230
• 2nd: 2.466
• 3rd: 1.964
• 4th: 1.645
• 5th: 1.400
• 6th: 1.212
• Final Drive: 3.846

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 165000 N/m / 165000 N/m
• ARB: 145 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 160000 N/m / 160000 N/m
• ARB: 120 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.5
• Diff Power: 0.6

DAMPERS

AERO

• Front splitter: 4 (of 8 clicks), Rear wing: 7 (of 12), Downforce level: Medium-High, Brake ducts: Front 4 / Rear 3

KEY SETUP NOTE

• Road America's long straights and heavy braking zones (T5, T7, T12/T14) demand strong front-end stability under trail braking — slightly stiffer front ARB and higher brake bias front help rotate the car late without triggering rear instability on corner entry, while the medium-high rear wing preserves traction out of the final corner onto the front straight for a strong tow setup.

TRACK GUIDE

• T1 (Turn 1): Committed late braking into a fast right-hander — carry speed, trust the aero, brake in a straight line and trail slightly to rotate.
• Kink (T3-T5 esses): Flowing, high-speed section — minimal steering input, stay smooth, let the car breathe through the elevation changes; rear stability here comes from damper tuning, not bravery.
• Canada Corner (T5): Heavy braking zone after long straight — late braking rewarded but overcommitting costs rear grip on corner exit; trail brake to rotate then get on power progressively.
• Kink/Carousel (T7-T8): Long, sustained-radius corner — minimum speed carry is critical; avoid mid-corner correction, be patient with throttle.
• Turn 12-14 (final complex): Traction onto the front straight is the biggest lap time gain — prioritize a clean, early throttle application even if it costs a few tenths on entry speed, since the straight exposes any traction deficit for the next 20+ seconds.

THEORETICAL BEST LAP

• 2:03.500 — optimal sector composite, dry track, low fuel, fresh tyres, AMS2 physics