McLaren 720S GT3

TYRES

• Slick — Medium compound. Front: 1.95 bar / Rear: 1.90 bar (hot target). Tyre blankets: 80°C all corners if available. Optimal operating window: 85–100°C for peak grip; race-long management target 90–95°C to control rear deg through Campsa/Renault loading.

ELECTRONICS

• TC1: 6 (race-long deg management, aggressive throttle at T1/T13 exits)
• TC2: 3
• ABS: 5
• Brake Pressure: 96%
• Brake Bias: F 54% / R 46%

DRIVETRAIN

• Fuel Map: Map 3 — balanced power delivery, moderate fuel saving without sacrificing drivability on traction zones (T1, T7-9, T13)
• Gear Ratios:
• 1st: 3.20
• 2nd: 2.55
• 3rd: 2.05
• 4th: 1.71
• 5th: 1.45
• 6th: 1.24
• Final Drive: 3.44

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 160000 N/m / 160000 N/m
• ARB: 120 N/mm
• Brake Torque Multiplier: 96%
• Brake Bias: 54%
• // REAR
• Ride Height: 58 mm
• Wheel Rate RL / RR: 185000 N/m / 185000 N/m
• ARB: 95 N/mm
• Diff Preload: 55 Nm
• Diff Coast: 0.6
• Diff Power: 0.35

DAMPERS

AERO

• Front Wing: 6 (of 10)
• Rear Wing: 8 (of 10)
• Downforce Level: High — biased rear for Campsa/T3 stability
• Brake Ducts: F 4 / R 3

KEY SETUP NOTE

• The 720S GT3 will snap on throttle if rear stability is compromised through Campsa (T10) and Renault (T3) — running higher rear wing (8) and stiffer rear springs than instinct suggests is non-negotiable; this sacrifices a fraction of straight-line speed on the pit straight but keeps the car planted for the flat-out sections, and pays back tenfold in tyre life on the rear-left through the race.

TRACK GUIDE

• T1 Elf: Brake late but in a straight line — this car rotates aggressively with trail braking; carry slight rear rotation into the apex, then get on power early and progressively to protect rear tyres over a race stint.
• T3 Renault: Commit through the high-speed S-complex with minimal steering correction; any snap here costs 2-3 tenths and unsettles the car into T5 — trust the rear aero and stay smooth on inputs.
• T10 Campsa: Near-flat but respect the banking transition — mid-corner rear stability is the single biggest lap time differentiator; if the rear steps out here it's a spin, not a slide.
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