Lexus RC F GT3 (2016)

TYRES

• Slick (Dry) compound, Front: 26.8 PSI, Rear: 26.3 PSI, blankets set 80°C front/rear

ELECTRONICS

• TC1: 2, TC2: 0, ABS: 3, Engine Map: 1 (qualifying power), Brake Bias: 56.5%

SUSPENSION

• // FRONT
• Ride Height: 52mm
• Wheel Rate FL / FR: 165 N/mm / 165 N/mm
• ARB: 7
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 58mm
• Wheel Rate RL / RR: 150 N/mm / 150 N/mm
• ARB: 5
• Diff Preload: 60 Nm
• Diff Coast: 0.4
• Diff Power: 0.6

DAMPERS

AERO

• Front Splitter: 6, Rear Wing: 7, Brake Ducts Front: 3, Brake Ducts Rear: 2 (single-lap, cooling irrelevant, prioritizing low drag slightly on ducts)

KEY SETUP NOTE

• The RC F's long wheelbase gives it strong high-speed stability through Eau Rouge/Raidillon and Blanchimont, but it's naturally front-light on turn-in at La Source and Les Combes — stiffer front ARB (7) with slightly softer rear (5) sharpens initial rotation without compromising the rear-planted feel needed for the compressions; keep rear ride height a touch higher (58mm) to avoid bottoming through Eau Rouge under max compression at full attack.

TRACK GUIDE

• La Source: brake as late as possible in a straight line, trail-brake hard to rotate the long nose — carry min speed slightly higher than instinct since the Lexus resists quick direction change if overslowed
• Eau Rouge/Raidillon: full commitment flat in quali trim; stay dead-center on the curbs, any lift unsettles the long wheelbase mid-compression — trust the rear ARB setting
• Kemmel Straight: tuck immediately after Raidillon, this car's drag penalty with wing 7 is noticeable — use every meter of slipstream if available
• Les Combes: late, aggressive brake into the first apex, use the stiffer front end to rotate hard on entry, get back to power early for the exit kink
• Pouhon: commit early turn-in, trust front grip from aero balance — this is where splitter/wing ratio pays off most, keep steering smooth to not upset platform mid-corner
• Stavelot/Blanchimont: stay flat, minimal steering correction — the car's long wheelbase rewards smoothness here, lap time is won by confidence not input
• Bus Stop: attack curbs aggressively on entry, use the stiff front end to rotate late, get on power early exiting onto the line for timing start/finish

TYRES

• Dry compound (default). Front pressure: 26.8 PSI. Rear pressure: 26.3 PSI. Blanket temp: 80°C front/rear (standard pre-heat). Target hot pressure window: 27.5–28.0 PSI front, 27.0–27.5 PSI rear — adjust cold starting pressures race morning based on track temp.

ELECTRONICS

• TC1: 4
• TC2: 3
• ABS: 5
• Engine Map: 2 (fuel-balanced race map, switch to 1 for push laps if needed)
• Brake Bias: 56.5%
• Brake Driver (pedal sensitivity): 65%

SUSPENSION

• // FRONT
• Ride Height: 56mm
• Wheel Rate FL / FR: 175 N/mm / 175 N/mm
• ARB: 6
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 62mm
• Wheel Rate RL / RR: 155 N/mm / 155 N/mm
• ARB: 4
• Diff Preload: 60 Nm
• Diff Coast: 0.4
• Diff Power: 0.6

DAMPERS

AERO

• Front Splitter: 6
• Rear Wing: 7
• Brake Ducts: Front 4 / Rear 3
• (Rationale: stability bias for Eau Rouge/Blanchimont compression without killing Kemmel top speed too heavily)

KEY SETUP NOTE

• The Lexus RC F GT3 has a naturally stable but slightly nose-light platform at high speed — the rear ARB is kept soft (4) and rear wheel rate moderate to avoid snap oversteer on Raidillon's compression and Blanchimont's load transfer; the trade-off is slightly more mid-corner push at La Source, which is compensated by brake bias and aggressive trail-braking rotation rather than relying on a stiffer front end.

TRACK GUIDE

• La Source: brake extremely late but straight-line only, release brake pressure progressively to rotate the car on entry — trail-brake into the apex since the Lexus responds well to late rotation with this diff coast setting (0.4).
• Eau Rouge/Raidillon: full commitment flat in most GT3 setups with this aero level — keep the car dead straight on the compression, any steering input here will unsettle rear due to load transfer; earlier small lift costs less than a snap.
• Les Combes: this is where races are won — late braking into T5 with stable platform (fast bump 6 front) allows deep braking; use the inside kerb aggressively on exit of the chicane, car handles kerb strikes well with current damper rebound settings.
• Pouhon: carry min speed high, trust front splitter (6) for stable turn-in; aggressive drivers can carry 2-3 km/h more than conservative lines by trail-braking to the apex.
• Stavelot/Blanchimont: rear stability is the limiting factor for full commitment — the softer rear ARB and controlled fast rebound should allow near-flat Blanchimont if tyres are within temp window; manage rear tyre deg here over a stint since this is the highest-load corner for rear contact patch.