Porsche 992 GT3 R Rennsport

TYRES

• Compound: Medium slick
• Front pressure: 27.3 PSI (hot target 28.5–29.0 PSI)
• Rear pressure: 26.8 PSI (hot target 27.5–28.0 PSI)
• No tyre blankets (AC Evo) — out-lap warm-up required; push tyre temps gradually over first 2 laps to avoid graining
• Optimal operating temp: 85–95°C (core), peak grip ~90°C

ELECTRONICS

• TC1: 5 (reduce to 4 after lap 10 as fuel load drops and tyres go off)
• TC2: 3
• ABS: 5
• Engine Braking / Brake Magic: Medium (setting 3 of 6) — stabilises rear under late trail-braking
• Brake Bias: see suspension section (initial 56.5%, adjustable -0.5% per fuel stint as car lightens)

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 28 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 68 mm
• Wheel Rate RL / RR: 175000 N/m / 175000 N/m
• ARB: 34 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.7
• Diff Power: 0.5

DAMPERS

AERO

• Front Wing: 6 (of 10 clicks)
• Rear Wing: 8 (of 10 clicks) — COTA rewards higher rear wing for stadium section and T1 stability
• Downforce Level: High-medium, biased rear for pendulum control
• Brake Ducts: Front 4 / Rear 3 (manage temps over race stint without overcooling)

KEY SETUP NOTE

• The 992 GT3 R's rear-engine pendulum effect is most dangerous at COTA's T1 uphill hairpin and T20 final hairpin — high coast lock (0.7) and a slightly taller rear ride height (68mm) prevent snap oversteer on exit, but you must sacrifice a little rotation on initial turn-in; compensate with aggressive late trail-braking since the front end has ample bite from the softer front ARB.

TRACK GUIDE

• T1: Brake later than feels natural but in a straight line — car is blind on the uphill approach; trail brake to rotate, don't overslow or you'll be passed on exit.
• Esses (T2–T9): Minimize steering corrections — let the GT3 R's aero platform do the work; smooth inputs keep rear tyre temps consistent across the stint.
• T11 hairpin: Late apex, prioritize traction over entry speed — this feeds the back straight sequence; power down early with TC managing the rear-engine torque.
• Stadium section (T16–19): Use kerbs aggressively on entry only, not exit — unsettling the rear here costs more than it gains given this car's weight distribution.
• T20 final hairpin: This is the lap-defining corner — sacrifice minimum apex speed for maximum traction onto the front straight; diff power lock (0.5) is tuned for strong rotation without wheelspin.