BMW M2 Racing (G87)

TYRES

• Compound: Dry
• Front: 28.5 PSI cold
• Rear: 27.5 PSI cold
• Blanket temp: N/A (no tyre blankets in GT4/TCR-spec class — cold set pressures above)

ELECTRONICS

• TC: 4 (raised from 3 for race-long consistency and rear tyre preservation under aggressive traction demands)
• ABS: 1
• Engine Braking Map: Medium
• Brake Bias: 51.0% front (shifted slightly forward from reference lap to protect rear tyres over a race stint and reduce rear lock risk under late braking)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145,000 N/m / 145,000 N/m
• ARB: 28,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 51.0%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 120,000 N/m / 120,000 N/m
• ARB: 16,000 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.45
• Diff Power: 0.55

DAMPERS

AERO

• Front splitter: Stock (fixed, no adjustment)
• Rear wing: 3 (mid-range, balance between Turn 1 braking stability and traction out of the final hairpin)
• Downforce level: Medium (fixed aero package — no wing angle adjustment on this spec car)
• Brake ducts: Front 2 / Rear 1 (slightly open front to manage heat under repeated heavy braking zones)

KEY SETUP NOTE

• Okayama Short punishes a car that won't rotate on entry to the tight Turn 1 and the final hairpin — running slightly more front ARB stiffness relative to rear, combined with the forward-biased brake setting, lets you trail-brake deep and rotate the nose without inducing snap oversteer mid-corner, which is critical for an aggressive late-braking style over race distance.

TRACK GUIDE

• Turn 1 (hairpin): brake late and hard in a straight line, trail off brake pressure progressively to rotate the car — don't turn in before load transfer settles or you'll understeer wide.
• Mid-sector esses: carry momentum rather than max entry speed — a tidy, flowing line through the chicane-like section pays more than late braking here.
• Final hairpin before pit straight: this is the biggest traction zone — get the car straight early on exit even if it costs a tenth on entry, as full throttle application onto the pit straight is where lap time is won.
• Kerb usage: use the outside kerbs sparingly on exit of the final corner — aggressive kerb riding unsettles the rear and costs traction on corner exit.
• Tyre management: the rear-left will degrade fastest due to the anticlockwise-biased layout; avoid unnecessary mid-corner steering correction to preserve rear grip across a full stint.