Toyota GR86

TYRES

• Slick/Street compound (spec tyre), Front: 30.5 PSI, Rear: 30.0 PSI — hot target 30–32 PSI (optimal grip window ~85–95°C tread temp for the spec radial; single-lap attack, no blankets used in this class)

ELECTRONICS

• TC: N/A (no driver-adjustable TC on GR86 spec), ABS: stock/fixed (non-adjustable), Engine Braking: N/A, Brake Bias: 54.0% front

SUSPENSION

• // FRONT
• Ride Height: 105 mm
• Wheel Rate FL / FR: 26000 N/m / 26000 N/m
• ARB: 14000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.0%
• // REAR
• Ride Height: 110 mm
• Wheel Rate RL / RR: 24000 N/m / 24000 N/m
• ARB: 9000 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.5
• Diff Power: 0.6

DAMPERS

AERO

• No adjustable wing (GR86 spec rear lip only, fixed). Downforce level: fixed/stock. No brake ducts adjustment available.

KEY SETUP NOTE

• The GR86 at Lime Rock "School" layout lives and dies on rotation through the uphill Left-Hander and the final corner onto the front straight — slightly stiffer front ARB and higher rear preload sharpen turn-in without sacrificing the exit traction you need for the long straight, which is where this low-power car makes up the most time.

TRACK GUIDE

• Turn 1 (Left-Hander uphill entry): brake hard in a straight line just before the blend line, trail brake deep into the apex to maximize rotation on entry — this sets up the entire lap.
• Big Bend (right-hand sweeper): carry as much min-speed as possible; it's a momentum corner, don't overslow it — any scrub here costs you down the whole back section.
• West Bend / Uphill Esses: use full width, aggressive kerb use on the exit kerbs is fine — GR86 is stiff enough to ride them without unsettling the car if dampers are set as above.
• Final corner onto front straight: this is the most critical traction zone — get the car straight early and prioritize exit speed over apex speed, since the following straight is the main overtaking/lap-time zone.
• Overall: minimize mid-corner speed loss rather than chasing entry speed — the GR86's low power means any scrub is very costly; smooth but committed inputs beat pure late-braking aggression here.