Ginetta G40 Cup

TYRES

• Slick (spec control tyre), Front: 1.85 bar, Rear: 1.80 bar, Blanket temp: 80°C (if used) — track temp adaptation: increase 0.02 bar if track temp >30°C

ELECTRONICS

• TC: 0 (off, spec car has none adjustable — fixed), ABS: 0 (fixed, no ABS on G40), Engine Braking: N/A (fixed drivetrain), Brake Pressure: 100%, Brake Bias: F: 58% / R: 42%

DRIVETRAIN

• Fuel Map: Map 1 — fixed mapping, no adjustable maps on G40 Cup (spec ECU)
• Gear Ratios: Fixed spec gearbox — 1st: 3.181 / 2nd: 2.176 / 3rd: 1.652 / 4th: 1.312 / 5th: 1.088 / Final Drive: 3.941

SUSPENSION

• // FRONT
• Ride Height: 50 mm
• Wheel Rate FL / FR: 26500 N/m / 26500 N/m
• ARB: 18 N/mm
• Brake Torque Multiplier: 100%
• Brake Bias: 58%
• // REAR
• Ride Height: 55 mm
• Wheel Rate RL / RR: 22000 N/m / 22000 N/m
• ARB: 12 N/mm
• Diff Preload: 30 Nm
• Diff Coast: 0.3
• Diff Power: 0.5

DAMPERS

AERO

• Fixed aero package (no adjustable wings on G40 Cup) — stock front splitter and rear spoiler, no brake duct adjustment available

KEY SETUP NOTE

• The G40 Cup is a spec car with very limited setup range — the single biggest lap time gain at Santa Cruz do Sul comes from ride height and ARB balance to maximize rotation through the fast Curva do Lago sequence, since mechanical grip differences (not aero) dominate this track's tight, technical layout.

TRACK GUIDE

• Turn 1 (heavy braking zone): brake as late as possible under trail-braking, rotate the car early since the G40 understeers on entry — trust the rear stability from the stiffer front ARB.
• Esses (mid-track flowing corners): carry momentum, minimize steering corrections — smoothness through here is worth more than outright late apex aggression.
• Final corner onto main straight: traction is critical — get the car pointed straight before full throttle application, slight early rotation with a lift-and-rotate technique helps put power down cleanly.
• Kerb usage: the G40's soft-ish suspension travel tolerates aggressive kerb riding on the exit kerbs — use them to shorten the radius, but avoid unsettling the car mid-corner.
• Lap time is won in the middle sector — the twisty section rewards consistent minimum-speed carrying over late