Ford Mustang GT3

TYRES

• Compound: Dry — Michelin GT3 Medium (default ACC race compound)
• Front pressure: 27.0 PSI cold
• Rear pressure: 26.5 PSI cold
• Tyre blanket temp: 80°C (standard GT3 blanket setting)
• Optimal operating window for max grip: 85–100°C (core temp), ideal peak ~90–95°C. Below 75°C grip drops sharply; above 105°C excessive degradation accelerates.

ELECTRONICS

• TC1: 5
• TC2: 3
• ABS: 5
• Engine Map: 3 (balanced power/fuel for race stint; switch to 2 in late stint if tyre/fuel saving needed)
• Brake Bias: 56.5%
• Brake Driver (pedal sensitivity): 75%

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 165 N/mm / 165 N/mm
• ARB: 6
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 150 N/mm / 150 N/mm
• ARB: 7
• Diff Preload: 70 Nm
• Diff Coast: 0.4
• Diff Power: 0.7

DAMPERS

AERO

• Front splitter: 4
• Rear wing: 6
• Brake ducts: Front 4 / Rear 3
• Downforce balance set slightly rearward to stabilize high-speed Esses while retaining front bite for Turn 1 and Turn 11 braking.

KEY SETUP NOTE

• COTA's long Turn 1 braking zone and the undulating Esses (2–9) punish a front end that's too soft under load transfer — the stiffer front ARB (6) combined with slightly firmer front wheel rate controls dive and keeps the heavy Mustang nose planted for late braking, while the higher diff power lock (0.7) manages V8 torque on the Turn 11/20 exits without snapping oversteer.

TRACK GUIDE

• Turn 1: Massive uphill braking zone — late brake deep past the 150m board, trail brake to rotate the nose; the stiffer front end allows later initiation than stock setups.
• Esses (2-9): Minimum lift, let the rhythm flow — small steering inputs, use aero platform stability from rear wing 6 to carry speed; mistakes here compound through the whole sequence.
• Turn 11 (hairpin): Late apex exit is critical — get on power early but progressively, diff power lock 0.7 prevents wheelspin from V8 torque; this is the main overtaking zone.
• Turn 15-18 (stadium section): Aggressive curbing acceptable here due to damper tune, but don't overdrive entry — exit traction onto the back straight is where lap time is made.
• Turn 19-20 (final corners before main straight): Traction out of 19 feeds the longest straight on track — prioritize exit speed over entry aggression; brake bias 56.5% keeps rear stable for late-race tyre wear.

THEORETICAL BEST LAP

• 2:03.200 — simulated optimal lap, dry conditions