Ferrari 296 GT3

TYRES

• Dry compound (Dry Medium), Front: 27.2 PSI, Rear: 26.8 PSI cold set. Optimal operating window: 75–95°C for peak grip (ideal window 80–90°C), tyre blankets set to 70°C front/rear pre-session. Race stint management: track front pressures to stay under 29.5 PSI hot, rears under 29.0 PSI hot to avoid thermal degradation over a race run.

ELECTRONICS

• TC1: 5, TC2: 2, ABS: 5, Engine Map: 3 (race fuel/power balance), Brake Bias: 54.5%, Brake Driver (pedal sensitivity): 65%

SUSPENSION

• // FRONT
• Ride Height: 58mm
• Wheel Rate FL / FR: 165 N/mm / 165 N/mm
• ARB: 6
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 68mm
• Wheel Rate RL / RR: 155 N/mm / 155 N/mm
• ARB: 5
• Diff Preload: 55 Nm
• Diff Coast: 0.4
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 6, Rear Wing: 7, Brake Ducts Front: 4, Brake Ducts Rear: 3 — balanced downforce setup favoring stability through Eau Rouge/Raidillon and Pouhon while keeping drag manageable on the Kemmel Straight

KEY SETUP NOTE

• The 296 GT3's front-heavy weight distribution combined with Spa's high-speed, high-commitment corners (Eau Rouge, Pouhon, Blanchimont) demands slightly higher rear downforce and a touch of extra front ARB stiffness to control aggressive late-braking rotation without inducing snap oversteer on exit — this setup trades a little outright top speed for confidence-inspiring stability under race-long tyre degradation.

TRACK GUIDE

• Eau Rouge/Raidillon: committed full-throttle in high downforce config; any lift unsettles the rear — trust the setup's rear wing load and stay smooth on the wheel through the compression.
• Les Combes (T5): heaviest braking zone on track — brake late but straight-line, turn-in only after weight transfer settles to avoid front push with the 296's nose-heavy balance.
• Pouhon: a lap-defining double-apex left — carry min speed higher than feels natural; the rear ARB setting here prevents snap oversteer mid-corner on aggressive entries.
• Campus/Stavelot sequence: traction-sensitive exit onto the pit straight — modulate throttle early with TC2 at 2 to avoid wheelspin loading the rear tyres unevenly during long stints.
• Bus Stop Chicane: final lap-time opportunity — late aggressive trail-braking rewarded here, but don't sacrifice exit speed onto the front straight; overall lap time is won through min-speed carry at Pouhon and clean traction at Stavelot exit, not outright braking bravery into Les Combes.

THEORETICAL BEST LAP

• 2:16.800