McLaren 720S GT3 Evo

TYRES

• Slick, Front 27.0 PSI, Rear 26.5 PSI (cold set) — session Air 22°C / Track 25°C matches reference lap, pressures trimmed 0.5 PSI from ACC base since qualifying run is short, tyres will climb quickly into fast-lap window. Optimal operating window for this compound: 85–95°C tread temp for peak grip, with rears tolerant up to ~100°C under max attack.

ELECTRONICS

• TC1: 5
• TC2: 3
• ABS: 4
• Engine Braking / Brake Magic: Medium-High (coast map 3/5)
• Brake Bias: 54.0% front

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 120000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.0%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 165000 N/m / 165000 N/m
• ARB: 95000 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.7
• Diff Power: 0.35

DAMPERS

AERO

• Front Splitter: Max (5/5)
• Rear Wing: 4/5 (high downforce bias for rear stability through Turns 1, 9, 11)
• Brake Ducts: Front 2/6, Rear 3/6 (single lap, minimal cooling need)

KEY SETUP NOTE

• Long Beach's bumpy, low-grip street surface combined with the 720S's rear-weighted mechanical balance means running slightly more rear wing than normal GT3 practice is essential — it controls the car over the Turn 1 bump and through the fast Turn 9/10 kink without costing meaningful straight-line speed on this short-straight track.

TRACK GUIDE

• Turn 1: Late, hard trail-brake entry — use high coast diff lock to rotate without snap-oversteer over the bump at apex.
• Fountain Straight into Turn 11 (hairpin): Biggest overtaking/lap-time zone — brake as late as ABS 4 allows, use full rear grip from the stiffer wheel rate to stop the rear stepping out on initial turn-in.
• Turns 5-6 (chicane): Minimize steering input, carry speed through — the stiff ARB setup rewards smooth, committed inputs over aggressive sawing at the wheel.
• Shoreline Drive section (Turns 8-9): Full commitment flat-out — the 4/5 rear wing setting pays off here, trust the rear end.
• Final corner onto front straight: Traction is king — be patient with throttle, let the diff power lock (0.35) manage the exit, since wheelspin here costs the most time on the straight.