BMW M4 GT3 Evo

TYRES

• Slick (Dry), Front 26.5 PSI, Rear 26.3 PSI, camber F -3.6° / R -2.2°, toe F -0.05° (out) / R +0.10° (in). No tyre blankets in AC Evo. Optimal operating temp: 85–95°C (peak grip window, front-loaded due to high-speed braking and 100R/200R lateral loads).

ELECTRONICS

• TC1: 3, TC2: 2, ABS: 3, Engine Braking: Medium (3/6), Brake Bias: 54.5% (adjustable -1 rearward for T1 stability if locking front)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 160000 N/m / 160000 N/m
• ARB: 6 (medium, ~55000 N/m equivalent)
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 150000 N/m / 150000 N/m
• ARB: 4 (softer than front, to aid rotation into hairpins)
• Diff Preload: 60 Nm
• Diff Coast: 0.45
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 2 (min-drag setting), Rear Wing: 3/10 (low downforce for long straight), Downforce level: Low-Medium bias — prioritize top speed onto 1.475km straight, Brake Ducts: F 2 / R 2 (minimal, single lap = no thermal concern)

KEY SETUP NOTE

• Fuji's brutal main-straight-to-T1 combo rewards minimum drag above all else — run the lowest rear wing angle you can control through 100R and 200R without snap oversteer, since the lap time gained on the 1.475km straight far outweighs minor mid-corner stability losses on this specific lap.

TRACK GUIDE

• T1: Brake as late as physically possible from 300km/h+; trail-brake deep and use the front's aggressive camber to rotate hard on entry — this is the biggest overtaking/lap-time zone.
• 100R: Committed, minimal lift — the reduced rear wing means the car will feel looser here; trust the rear diff power lock (0.65) to hold the line under load.
• Dunlop/13 complex: Sacrifice a fraction of mid-corner speed for a straighter exit line — this feeds directly into the run to the hairpin.
• T14 Hairpin: Late apex, get on power early exploiting the medium power-lock diff for max traction onto the following straight — this is the key traction zone of the lap.
• 200R and final sector: Smooth, high-commitment arc — any wheel lift here costs speed all the way down the main straight, where the low-drag setup pays off most.