Ferrari F2004

TYRES

• Slick Soft (S) — front 21.0 PSI cold, rear 19.0 PSI cold. Target hot window ~85–105°C core temp; expect +4–5 PSI rise, settling front ~25.5 PSI, rear ~23.5 PSI. No tyre blankets in AC Evo — first lap is a cold-tyre out-lap, build temp progressively before the flying lap. Reference lap used Medium compound at 11–12°C track temp; in warmer dry conditions (20°C+ track) Soft is the correct quali choice for outright single-lap pace.

ELECTRONICS

• TC: 3 (minimal, for Turn 1/9 traction only)
• ABS: N/A — not fitted, 1994+ regulation ban
• Engine Braking: Medium (4/8 or equivalent mid setting) — stabilizes rear into T1/T5 heavy braking zones
• Brake Bias: 56.0% front (moved slightly forward from recorded 55.0% to suit warmer track and Soft compound rear grip)

SUSPENSION

• // FRONT
• Ride Height: handled in AERO section
• Wheel Rate FL / FR: 95,000 / 95,000 N/m
• ARB: 78,000 N/m
• Brake Torque Multiplier: 98%
• Brake Bias: 56.0%
• // REAR
• Ride Height: handled in AERO section
• Wheel Rate RL / RR: 68,000 / 68,000 N/m
• ARB: 22,000 N/m
• Diff Preload: 45 Nm
• Diff Coast: 0.55
• Diff Power: 0.35

DAMPERS

AERO

• Front Wing Angle: 9 (of typical 0–10 scale, near-max for RBR's high-speed corners T3/T4)
• Rear Wing Angle: 8
• Ride Height front: 32 mm
• Ride Height rear: 55 mm
• Brake Ducts: Front 3 / Rear 2 (light cooling, cold track shouldn't overheat brakes but Soft tyre and short lap favor minimal drag)

KEY SETUP NOTE

• Red Bull Ring's combination of two heavy-braking hairpins (T1, T9) feeding straights means traction and braking stability outweigh outright cornering downforce — run slightly more rear ride height and softer rear ARB than a pure high-speed track setup to keep the rear planted on T1 entry and hooked up on T9 exit, where lap time is made or lost on the following straight.

TRACK GUIDE

• T1 (Castrol Kurve): Brake extremely late in a straight line from ~290 km/h; trail off smoothly — any lock-up here costs the whole lap. Rotate the car late, get on power early even if it means slight understeer on exit.
• T3/T4 (Schlossgold/Rauch): Committed, near-flat in this car with full aero — lift only minimally at T3, T4 is essentially flat-out; rear stability from dampers and rear wing is critical as the car goes light over the crest.
• T5 (Jochen Rindt): Heavy braking after the back straight at high closing speed — brake in a straight line, be wary of rear instability under trail-braking; this is the second biggest lap time opportunity after T1.
• T9 (Hans Ernst — final hairpin): The most important corner on the lap. Sacrifice entry speed for a clean, early throttle application — exit speed here is carried the full length of the pit straight, worth more than anywhere else on track.
• Kerb usage at T6/T7 chicane: attack the kerbs aggressively with this car's stiff aero platform, but don't unsettle the rear before T8-T9 — a messy middle sector compromises the critical T9 exit.