BMW M4 GT3 Evo

TYRES

• Compound: Dry (slick) — Soft equivalent
• Front Pressure: 26.5 PSI
• Rear Pressure: 26.3 PSI
• Optimal Operating Temp: 85–95°C (peak grip window for GT3 slick)
• No tyre blankets (AC Evo).
• Camber F: -3.6° / R: -2.6°
• Toe F: -0.05° (slight toe-out) / R: +0.15° (toe-in)

ELECTRONICS

• TC1: 3
• TC2: 1
• ABS: 3
• Engine Braking: 4 (of typical 1–6 scale) — slightly reduced to aid rotation on trail-brake
• Brake Bias: 56.5% front (adjustable -1 toward 55.5% for Motodrom/Schumacher-S stability)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 150000 N/m / 150000 N/m
• ARB: 6 (medium, mid-point of scale, slightly stiffer than base to sharpen turn-in)
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 135000 N/m / 135000 N/m
• ARB: 4 (softer than front — preserves rear mechanical grip on traction zones)
• Diff Preload: 60 Nm
• Diff Coast: 0.45
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 4 (of typical 1–6 clicks) — enough front load to balance aggressive rear wing without pushing mid-corner
• Rear Wing: 5 (of typical 1–8) — strong rear stability for Fuchsröhre/Schwalbenschwanz-style high speed sections and Döttinger Höhe braking
• Downforce Level: High-medium — prioritizes Mercedes-Kurve/Schumacher-S load without killing top speed down Döttinger Höhe
• Brake Ducts: F 2 / R 1 (single lap — minimal cooling needed, prioritize aero tightness)

KEY SETUP NOTE

• This GT3-spec GP layout punishes any front instability in the Schumacher-S and Motodrom — running slightly more front camber and a touch less rear ARB than "balanced" setups lets you rotate hard on entry without sacrificing the critical traction zones at Dunlop and Ford-Kurve, which matter more for GP-layout lap time than outright mid-corner speed.

TRACK GUIDE

• Brake extremely late into Einfahrt Motodrom (T1) — trail-brake deep, use the stiffer front end to rotate the car into the tight direction change.
• Through Schumacher-S (T3), prioritize a clean, early entry line — this car rewards committed, minimal-correction steering inputs through the direction changes; any scrub here costs exit speed onto the uphill.
• Dunlop hairpin (T5) and Bit-Kurve (T11) are traction-critical — get the car rotated before the apex so you can unload the diff progressively on exit; power lock at 0.65 helps