Ferrari 488 GT3 (2018)

TYRES

• Dry compound (slick), front 27.0 PSI, rear 26.5 PSI cold starting pressures — target hot pressure window 27.0–27.5 PSI front, 26.5–27.0 PSI rear. Optimal tyre operating temperature for max grip: 85–95°C (core). Tyre blanket temp: 80°C front/rear.

ELECTRONICS

• TC1: 4
• TC2: 5
• ABS: 6
• Engine Map: 1 (max power/qualifying)
• Brake Bias: 54.5% (front)
• Brake Driver (pedal sensitivity): 80%

SUSPENSION

• // FRONT
• Ride Height: 58 mm
• Wheel Rate FL / FR: 155,000 N/m / 155,000 N/m
• ARB: 6 (scale 1–10)
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 135,000 N/m / 135,000 N/m
• ARB: 4 (scale 1–10)
• Diff Preload: 50 Nm
• Diff Coast: 0.4
• Diff Power: 0.6

DAMPERS

AERO

• Front splitter: 6, Rear wing: 7, Brake ducts: Front 3 / Rear 3 (27°C track — moderate cooling, prioritize aero efficiency for qualifying)

KEY SETUP NOTE

• The 488 GT3's front-biased weight transfer under heavy braking (T1, T13) combined with its naturally strong front grip means qualifying pace comes from running slightly more rear ARB stiffness reduction and softer rear-end compliance to rotate hard into Campsa and La Caixa without inducing snap oversteer on throttle — trust the front end, attack entry, and use diff power lock conservatively to protect exit traction onto the two straights.

TRACK GUIDE

• T1 Elf: Brake extremely late, trail-brake deep to rotate the nose; the 488's strong front bite allows later braking than most GT3s — don't overslow, carry rotation into apex for early throttle.
• T3 Renault: Commit flat or near-flat; rear stability is critical here — any lift unsettles the rear through the fast direction change, stay smooth on wheel input.
• T10 Campsa: Nearly flat-out in quali trim; this corner defines lap time — carry max speed, trust rear downforce, avoid any correction that scrubs speed before T11.
• T13/14 hairpin complex: This is the biggest traction zone on the lap — get the car rotated and pointed early, modulate throttle out of the final apex to avoid wheelspin before the main straight.
• T16 New Holland: Exit speed onto the front straight is the biggest lap time gain/loss point — sacrifice a fraction of mid-corner speed for a cleaner, earlier throttle application.