Lfm Toyota Supra GT4 Cup Evo

TYRES

• Semislick compound, Front 27.5 PSI cold, Rear 27.0 PSI cold (targeting ~31-32 PSI hot front, ~30-31 PSI hot rear). No tyre blankets assumed — expect 1-2 warm-up corners before full grip; respect cold tyres into T1 on the out-lap.

ELECTRONICS

• TC: 2 (minimal intervention, aggressive rotation on Esses/hairpin exit)
• ABS: 3
• Engine Braking: Medium-High (aids rotation into Degner and hairpin)
• Brake Bias: 56.5% front (see below)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 95,000 / 95,000 N/m
• ARB: 14,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 88,000 / 88,000 N/m
• ARB: 10,000 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.4
• Diff Power: 0.6

DAMPERS

AERO

• Front splitter: 3 (of available range), Rear wing: 6 (of available range) — biased toward stability for Esses/130R over outright straight speed. Brake ducts: Front 2 / Rear 2 (moderate, Suzuka isn't brake-heavy aside from hairpin/chicane).

KEY SETUP NOTE

• This car's low-downforce GT4 aero package makes 130R and the Esses the limiting factor — running a slightly rearward-biased wing and stiffer rear ARB than you'd default to keeps the rear planted through those flat-out sections, even at the cost of a fraction of rotation in the slow chicane; time is won in the fast stuff, not lost in the slow stuff.

TRACK GUIDE

• Esses (T3-T7): commit to a flowing, minimal-steering-correction line; any lift unsettles the platform for three corners down the chain — trust the aero and carry momentum.
• 130R (T17/18): flat in a well-sorted GT4 at this level, but respect that the car is on the edge of rear stability — smooth, progressive steering input only, no sudden corrections.
• Hairpin (T14): this is the biggest traction zone on the lap feeding the back straight; brake deep but straighten the car early and get on throttle progressively to protect exit speed, not outright minimum-speed apex.
• Degner (T12/13): partly blind, two-part — compromise the first part slightly to set up a cleaner, straighter second apex onto the Dunlop/hairpin run.
• Final chicane (T19/20): sacrifice this corner's minimum speed if needed to protect a strong, straight exit onto the front straight — the run to the line rewards exit speed over apex speed.