Rss Gtm Protech P92 F6

TYRES

• Slick compound, Front 26.5 PSI cold (targets ~28 PSI hot), Rear 26.0 PSI cold (targets ~27.5 PSI hot). No tyre blankets assumed — first flying lap must build heat progressively through lap 1 sighting/out lap.

ELECTRONICS

• TC: 2 (minimal slip control, allows rotation on throttle)
• ABS: 4 (moderate support for late trail-braking stability)
• Engine Braking / Brake Magic: 4 (mid setting, stable corner entry without excess lock-up)
• Brake Bias: 53.5% front

SUSPENSION

• // FRONT
• Ride Height: 58 mm
• Wheel Rate FL / FR: 112,000 N/m / 112,000 N/m
• ARB: 18,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 53.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 98,000 N/m / 98,000 N/m
• ARB: 14,000 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.5
• Diff Power: 0.7

DAMPERS

AERO

• Front splitter: 3 (of typical 0–5 range)
• Rear wing: 4 (of typical 0–6 range)
• Downforce level: medium-high, biased to rear for stability under late braking
• Brake ducts: 2 front / 2 rear (single-lap heat build sufficient, avoids under-temp brakes)

KEY SETUP NOTE

• Nogaro's tight, low-speed chicanes (Turns 3-4, the final chicane) punish understeer on corner entry — the slightly softer front ARB and rearward brake bias let the car rotate aggressively on trail-braking without needing to sacrifice mid-corner front grip, which is critical since most of the lap is spent in 2nd–4th gear transitions.

TRACK GUIDE

• Turn 1 (Virage de l'Ecole): brake hard and late in a straight line, trail off brake pressure smoothly to rotate the car into the tightening apex — do not turn in before pressure has bled off, this car snaps under trail-brake if the front is overloaded mid-corner.
• Chicane (Turns 3-4): use aggressive kerb riding on the inside kerbs but keep the car flat — this chassis has a stiff enough platform to take kerbs at speed, but overdriving entry here costs the exit onto the back straight, which is the biggest time-gain zone on the lap.
• Virage de Jean Behra (fast right-hander): commit full throttle earlier than feels natural; the rear wing setting here is tuned to hold the rear planted, so trust the aero and get on power at apex, not after.
• Esses before the final chicane: minimum lift, carry as much rotation as possible using late apex technique — mid-corner speed here compounds into the long final straight.
• Final chicane onto the pit straight: this is the last and most important traction zone — sacrifice ultimate chicane speed slightly to prioritize a clean, early throttle application; a tenth lost here is amplified over the full straight to the line.
• TH