Dodge Viper ACR

TYRES

• Slick (Dry), Front: 1.85 bar, Rear: 1.80 bar, Tyre blanket temp: 80°C

ELECTRONICS

• TC: 3, ABS: 2, Engine Braking Map: 4 (medium-high, aids rotation on trail-brake), Brake Bias: F: 56% / R: 44%
• Brake Pressure: 100%

DRIVETRAIN

• Fuel Map: Map 3 — balanced fuel/power delivery, sustainable for full race stint with moderate top-end power
• Gear Ratios:
• 1st: 3.08
• 2nd: 2.19
• 3rd: 1.72
• 4th: 1.41
• 5th: 1.19
• 6th: 1.00
• Final Drive: 3.55

SUSPENSION

• // FRONT
• Ride Height: 65 mm
• Wheel Rate FL / FR: 145,000 N/m / 145,000 N/m
• ARB: 32,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 56%
• // REAR
• Ride Height: 70 mm
• Wheel Rate RL / RR: 120,000 N/m / 120,000 N/m
• ARB: 24,000 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.5
• Diff Power: 0.4

DAMPERS

AERO

• Front Splitter: Level 6, Rear Wing: Level 8, Downforce Level: High-Medium (balanced for Cleveland's fast direction changes), Brake Ducts: Front 4 / Rear 3

KEY SETUP NOTE

• The Viper ACR's massive torque and weight punish aggressive throttle application out of Cleveland's tight infield section — running slightly more coast diff lock (0.5) than power lock (0.4) stabilizes trail-braking rotation without inducing snap oversteer on exit, critical for tyre life over race distance.

TRACK GUIDE

• Turn 1 is the biggest overtaking and lap time opportunity — brake as late as the Viper's stability allows, using trail-brake rotation rather than a full stop-and-turn to preserve front tyre temps
• The middle infield esses reward smooth, minimal steering correction — the ACR's weight transfers slowly, so early, progressive inputs beat sudden late direction changes
• Manage rear tyre deg by rolling more speed through the fast sweepers rather than trail-braking deep — the car's weight will punish rear tyres if you're aggressive on entry every lap
• Final corner exit onto the front straight is the key traction zone — get the car pointed early and be patient with throttle to avoid wheelspin that costs several tenths down the straight
• Fuel and tyre management come from consistency, not lifting — carry rotational momentum through mid-corner rather than sacrificing corner speed for straight-line pace, this preserves t