Ford Mustang GT3

TYRES

• Slick (soft qualifying compound), Front: 26.5 PSI, Rear: 26.0 PSI
• Camber: F -3.8° / R -2.5°
• Toe: F -0.05° (out) / R +0.10° (in)
• Optimal operating temp: 85–95°C
• No tyre blankets in AC Evo — tyres must be built up on an out-lap with weaving and brake heat management.

ELECTRONICS

• TC1: 3
• TC2: 2
• ABS: 4
• Engine Braking: Medium (3/6)
• Brake Bias: 56.5% front (adjustable -1% for S-complex trail braking confidence)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 1400 N/m
• Brake Torque Multiplier: 110%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 130000 N/m / 130000 N/m
• ARB: 1150 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.35
• Diff Power: 0.75

DAMPERS

AERO

• Front Splitter: 4 (of 6 clicks)
• Rear Wing: 7 (of 9 clicks)
• Downforce Level: High-biased rear for stability under braking into Motodrom, balanced with aggressive front for S-complex turn-in
• Brake Ducts: Front 4 / Rear 3 (single hot lap — minimal cooling margin needed)

KEY SETUP NOTE

• On a single qualifying lap, run this Mustang stiffer and lower than a race setup — tyre degradation and long-run heat management are irrelevant, so prioritize maximum front bite for the Schumacher-S and strong power-down traction in the Dunlop/Ford-Kurve hairpins; the high power-lock diff (0.75) is critical to rotate the heavy front end off the slow corners without wheelspin costing exit speed onto the long straights.

TRACK GUIDE

• Einfahrt Motodrom (T1): Late brake hard in a straight line, trail brake deep to rotate the nose — the heavy front end means early turn-in understeers, so delay direction change slightly.
• Schumacher-S (T3): Commit to a stable platform; minimize steering corrections by trusting the front camber/toe setup — smooth hands carry more speed than aggressive stabs.
• Dunlop Hairpin (T5) & Bit-Kurve (T11): Traction is everything — get the car rotated before the apex so you can unleash the V8 torque in a straight line on exit; diff power lock prevents inside wheelspin.
• Mercedes-Kurve (T7): Long sweeper loads the rear — carry min speed slightly higher than feels natural; the stiffer rear ARB keeps rotation predictable under sustained lateral load.
• Veedol Chicane (T13) and Ford-Kurve (T18): Don't sacrifice exit speed for a perfect apex — both lead onto long straights (back straight and start/finish) where terminal velocity matters more than mid-corner precision.