Porsche Cayman GT4 Clubsport

TYRES

• Semislick, Front 30.5 PSI cold (target ~33.5–34.5 PSI hot), Rear 29.5 PSI cold (target ~32.5–33.5 PSI hot). No blankets in AC — first lap is a cold-tyre warm-up lap; setup below tolerates that.

ELECTRONICS

• TC: 2 (minimum usable for late-throttle traction on exit of T9/T2), ABS: 3, Engine Braking: N/A (fixed on this car), Brake Bias: 68.0% front (adjustable in-cockpit ±2%)

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 58,000 N/m / 58,000 N/m
• ARB: 14,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 68.0%
• // REAR
• Ride Height: 62 mm
• Wheel Rate RL / RR: 56,000 N/m / 56,000 N/m
• ARB: 10,000 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.5
• Diff Power: 0.6

DAMPERS

AERO

• Front splitter: fixed (no adjustment on GT4 Clubsport), Rear wing: 4 (max available step), Downforce level: fixed by homologation — no brake duct adjustment on this car

KEY SETUP NOTE

• The GT4 Clubsport has a much narrower diff and aero window than a GT3 — don't chase excessive rear ARB stiffness for rotation, as it snaps at the limit under trail-braking into T1/T5; instead use the slightly softer rear ARB (10,000 N/m) paired with high coast lock (0.5) to keep the rear planted on turn-in, then lean on the power diff (0.6) for strong drive off T9 onto the front straight.

TRACK GUIDE

• T1 Castrol Kurve: brake as late as possible in a straight line, trail off the brake progressively to rotate the car — this car's strength is stable trail-braking, don't be afraid to carry more brake pressure deeper than you think.
• T3 Schlossgold: committed full-throttle or lift-and-reapply depending on exit speed from T2 — carry momentum, this is where lap time hides on a flying lap.
• T4 Rauch/Rindt Kurve: near-flat but the car goes light over the crest — stay smooth on the wheel, any correction here costs you the entire back straight run to T5.
• T5 Jochen Rindt: heavy braking after the long back straight, brake in a straight line and get it rotated early since it's fast — locking the fronts here is the #1 time-loss mistake.
• T9 Hans Ernst: this is the corner that defines the whole lap — get the car rotated early, get on power as early as possible even if it means slightly wider exit, since the following straight is the longest at the track.