McLaren 720S GT3 Evo

• Note: McLaren 720S GT3 Evo is an ACC car; applying its known setup logic to LME's McLaren 720S GT3 (LMGT3) physics for Le Mans Ultimate as the closest equivalent.

TYRES

• Slick (Hard/Medium per LMU GT3 compound), F 27.5 PSI, R 27.0 PSI cold. Optimal operating window for max grip: 85–95°C (front and rear). Tyre blankets if permitted: set to 80°C minimum to reach window faster on out-lap.

ELECTRONICS

• TC1: 5, ABS: 4, TC2: 3, Brake Bias: 54.5% front (cockpit adjustable ±1% on the fly)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 165000 N/m / 165000 N/m
• ARB: 110000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 195000 N/m / 195000 N/m
• ARB: 90000 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.7
• Diff Power: 0.3

DAMPERS

AERO

• Front Splitter: 4 (of 5 clicks), Rear Wing: 8 (of 10), Downforce bias toward rear for high-speed stability through Turns 1, 5, and 15. Brake ducts: F 3 / R 2 (minimal cooling needed for single lap, prioritize aero tightness).

KEY SETUP NOTE

• Portimão's blind crests and elevation changes (especially Turn 1 and the uphill-into-downhill Turns 7-8) unload the McLaren's aero platform violently — run slightly more rear wing than a "normal" high-speed track to prevent the snap this chassis is known for when it goes light over the crests at max attack.

TRACK GUIDE

• Turn 1: brake late on the approach to the blind crest, trail brake deep — the rear will go light right at turn-in, so get your braking done just before the crest, not on it
• Turns 4-5 (Curva do Sol onwards uphill esses): carry momentum, minimize steering input, let the car flow — any correction here costs exponential time through the esses
• Turn 8 (Junção, downhill entry): this is the biggest time-gain corner — late, aggressive trail brake on the way down, rotate hard, get on power early for the long uphill run to T9
• Final sector (T14-15 onto main straight): exit traction out of the last corner is everything — slightly earlier, more progressive throttle application beats a late aggressive stab given the 720S's power-down characteristics
• Use curbs aggressively at T3 and T12 exit — stiffer rear spring setup handles curb strikes well, use this to maximize track width and straighten your line

• Note: The McLaren 720S GT3 Evo is an ACC-spec car; Le Mans Ultimate does not natively include this car. The following setup applies ACC parameter logic adapted to LMUE's GT3 handling model for simulation purposes.

TYRES

• Compound: Dry (Slick) – Medium
• Front Pressure: 27.8 PSI
• Rear Pressure: 27.3 PSI
• Tyre Blanket Temp: 80°C (front & rear)
• Optimal Operating Temp for Max Grip: 85–95°C (core temp, both axles) — tyres lose peak grip below 75°C and overheat/degrade rapidly above 105°C. Race-stint target window: 88–92°C.

ELECTRONICS

• TC1: 6
• ABS: 5
• TC2: 3
• Engine Braking / Brake Magic: 4 (mid setting, stabilizes rear under trail-braking)
• Brake Bias: 54.5% front (adjustable -2/+2 in cockpit for late-race balance shift)

SUSPENSION

• // FRONT
• Ride Height: [30 mm]
• Wheel Rate FL / FR: [155000 N/m] / [155000 N/m]
• ARB: [120000 N/m]
• Brake Torque Multiplier: [100 %]
• Brake Bias: [54.5 %]
• // REAR
• Ride Height: [35 mm]
• Wheel Rate RL / RR: [185000 N/m] / [185000 N/m]
• ARB: [95000 N/m]
• Diff Preload: [45 Nm]
• Diff Coast: [0.7]
• Diff Power: [0.3]

DAMPERS

AERO

• Front Wing: 4 (of 5 clicks)
• Rear Wing: 7 (of 9 clicks) — slightly more than instinct suggests, for rear stability on Portimão's elevation changes
• Downforce Level: High-Medium (balanced for low-speed rotation + high-speed stability through Turns 1 and 15)
• Brake Ducts Front/Rear: 4 / 5 (manage temps on long Turn 5/15 braking zones)

KEY SETUP NOTE

• Portimão's blind crests (Turns 7-8, and the uphill-to-downhill transition at Turn 1) unload the rear exactly when throttle/brake inputs are critical — running slightly more rear wing (7 clicks) and a firmer rear ARB than typical keeps the 720S's naturally light rear planted over elevation changes, letting you commit to late braking without snap oversteer on entry.

TRACK GUIDE

• Turn 1 (Turn Ayrton Senna-style uphill-blind): brake earlier than visual cue suggests due to blind crest unloading the chassis — trail-brake lightly, don't trust mid-corner grip until weight transfers back down.
• Turns 5-6 (Esses): this is where lap time is won — carry min speed high through the direction change; the stiff rear spring platform lets you rotate hard on entry to Turn 5 without losing rear traction on exit.
• Turn 9 (