KTM X-Bow R

TYRES

• Semislick compound, front 27.5 PSI cold (targets ~31 PSI hot), rear 27.0 PSI cold (targets ~30.5 PSI hot). No tyre blankets assumed — first lap treated as warm-up, pressures tuned so tyres come in within 1-2 laps. Race stint: start 0.5 PSI lower than qualifying trim to account for pressure build over a long run and heat soak into lap 8-10.

ELECTRONICS

• TC: 2 (light, allows rotation on corner exit without killing drive)
• ABS: 4 (street-based ABS, keep moderate for late braking consistency)
• Engine braking: N/A (fixed, no adjustable engine brake map on X-Bow R)
• Brake bias: 58% front (adjustable in cockpit, see suspension section for base value)

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 62000 N/m / 62000 N/m
• ARB: 14000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 58%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 58000 N/m / 58000 N/m
• ARB: 10000 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.4
• Diff Power: 0.6

DAMPERS

AERO

• Fixed aero package (X-Bow R has no adjustable wing elements) — car relies on underbody and fixed splitter. No clicks available; confirm no front/rear wing sliders present in setup screen.

KEY SETUP NOTE

• The X-Bow R's open-wheel-like low weight and semislick tyres mean rear tyre deg is the limiting factor at Vallelunga's long Curva Grande and front straight — run slightly more rear wheel rate and a touch more coast diff lock than you'd use for outright pace, this stabilizes the rear under the heavy braking into Piega and Chicanetta for the whole stint rather than just the first 3 laps.

TRACK GUIDE

• Turn 1 (Tornantino): late-brake into the tightening right-hander, trail brake deep since the X-Bow rotates well on trailing brake — don't release too early or you understeer wide on exit.
• Curva Grande: full-throttle commitment corner, carry minimum speed high since it's flat-out in a well-sorted car; any lift costs multiple tenths down the following straight.
• Piega / Esses: this is where lap time is won — the X-Bow's low weight rewards smooth, high-minimum-speed rotation through the esses rather than scrubbing speed on entry; trust the front end.
• Chicanetta/Chicane before the pits: late apex, use kerbs aggressively (car's light weight tolerates kerb strikes well) to maximize exit speed onto the pit straight.
• Tyre management: in a race stint, avoid repeated hard kerb strikes at the final chicane late in the run — this is where camber/pressure deg shows up first as front-left degradation on this clockwise-biased layout.