Porsche 911 GT3 R (992)

TYRES

• Slick (Dry), Front: 27.3 PSI cold, Rear: 26.8 PSI cold. Race stint accounts for pressure rise under aggressive driving — target hot pressures 29.5–30.5 F / 28.5–29.5 R. Optimal tyre operating window: 85–100°C (peak grip ~90–95°C). Blanket temp if used: 80°C.

ELECTRONICS

• TC1: 5, TC2: 2, ABS: 5, Engine Braking: Medium (3/6), Brake Bias: 54.5% front (cockpit adjustable, shift to 53.5% as fuel burns off)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 130,000 N/m / 130,000 N/m
• ARB: 22,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 145,000 N/m / 145,000 N/m
• ARB: 28,000 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.7
• Diff Power: 0.3

DAMPERS

AERO

• Front splitter: 2nd click position (medium-low), Rear wing: 8 (of 10 — higher than typical GT3 to control rear stability over Turn 4 crest), Downforce level: Medium-High, Brake ducts: Front 4 / Rear 3 (manage temp over race stint without over-cooling)

KEY SETUP NOTE

• The 992 GT3 R's rear-engine weight bias makes Turn 4 (Rindt Kurve) the defining corner of the lap — the car goes light over the crest at high speed, and a rear end that steps out here is unrecoverable. Running rear wing at 8 and slightly taller rear ride height (65mm) sacrifices a fraction of straight-line speed for the stability needed to carry full commitment through T3-T4, which is where aggressive drivers gain the most time over cautious ones.

TRACK GUIDE

• T1 (Castrol Kurve): Late braking reward is high but trail-brake smoothly — high coast lock (0.7) helps stabilize entry; lock the rear too hard on turn-in and you'll spin the aggressive way.
• T3-T4: Committed, near-flat sequence — resist lifting over the T4 crest; trust the rear wing setup and stay full throttle if the car feels planted on entry.
• T5 (Rindt): Heaviest braking zone on the lap after the back straight — this is where brake bias and ABS 5 pay off; brake in a straight line, aggressive but not erratic.
• T9 (Hans Ernst): The most important corner for lap time — exit traction here defines your speed down the entire main straight. Sacrifice a little entry speed for a clean, early power application; power diff at 0.3 helps rotate without overwhelming rear grip on exit.
• Kerb usage: aggressive kerb riding at T2 and T6/7 chicane is fine with this setup's damper rates, but avoid unsettling the car right before T9 —