Porsche 911 GT3 R (992)

• Note: Note this is a Porsche 911 GT3 R (992) GT3 car adapted into the Le Mans Ultimate simulator context (LMU natively runs Hypercar/LMP2/LMGT3). Values below follow ACC/GT3-realistic engineering logic scaled to LMU's parameter conventions as instructed.

TYRES

• Slick, Dry compound (GT3 medium-equivalent)
• Front: 27.8 PSI cold
• Rear: 27.3 PSI cold
• Tyre blanket temp: 80°C (front & rear)
• Optimal operating window: 85–95°C (peak grip); qualifying attack lap target is to load into 90–100°C surface temp on the flying lap itself. Avoid exceeding 110°C — sharp grip fall-off.

ELECTRONICS

• TC1: 4
• TC2: 2
• ABS: 5
• Engine Braking / Brake Magic: Medium-High (setting 6/10)
• Brake Bias: 54.5% front (see suspension section)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 185000 N/m / 185000 N/m
• ARB: 13000 N/m (soft-medium, front)
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 62 mm
• Wheel Rate RL / RR: 210000 N/m / 210000 N/m
• ARB: 16000 N/m (stiffer rear, controls pendulum)
• Diff Preload: 45 Nm
• Diff Coast: 0.7
• Diff Power: 0.3

DAMPERS

AERO

• Front Splitter: Level 4 (of typical 1–6 GT3 range)
• Rear Wing: Level 8 (high — rear-engine car needs extra rear downforce to trust the back end at Portimão's blind crests)
• Brake Ducts: Front 3 / Rear 2 (single lap — minimal cooling need, prioritize aero tightness)

KEY SETUP NOTE

• Portimão's severe elevation changes (Turns 1, 5, 8, and the blind crest before the final corner) unload the rear of this rear-engine 911 mid-corner — running a slightly higher rear wing than usual GT3 convention plus firm rear ARB is essential to keep the rear planted over crests without inducing snap oversteer on throttle application.

TRACK GUIDE

• Turn 1: Brake late on the approach to the crest — the car goes light right at turn-in, so trail-brake gently rather than committing to full lock immediately; rear-engine weight bias helps rotation here if you're patient.
• Turn 5 (Curva do Boozi, downhill blind apex): Commit early with confidence — you can't fully see the exit, so trust the setup's rear stability and stay full throttle if the entry was clean.
• -

• Note: Values below are ACC-engine-based setup conventions adapted to LMU's parameter scales for this car, since the Porsche 911 GT3 R (992) shares its core setup philosophy across both titles. Treat exact numbers as a strong baseline for in-sim fine-tuning.

TYRES

• Compound: Dry (slick) — medium/default race compound
• Front Pressure: 27.3 PSI cold
• Rear Pressure: 26.8 PSI cold
• Tyre Blanket Temp: 80°C (if heaters permitted)
• Optimal Operating Window: 85–100°C (peak grip center ~92°C) — manage rears closely on long runs as Portimão's elevation changes and high-speed direction changes spike rear surface temps quickly.

ELECTRONICS

• TC1: 5
• TC2: 2
• ABS: 5
• Engine Braking / Brake Magic: Medium (3/5)
• Brake Bias: 54.5% front (adjustable ±1% in-cockpit per stint)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 110 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 175000 N/m / 175000 N/m
• ARB: 145 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.70
• Diff Power: 0.30

DAMPERS

AERO

• Front Wing: 4 (of 6 clicks)
• Rear Wing: 5 (of 6 clicks) — Porsche benefits from higher rear wing to control pendulum rear-engine effect
• Downforce Level: Medium-High balance, biased rear
• Brake Ducts: Front 4 / Rear 3 (manage temps over long stints, Portimão is moderate on braking energy)

KEY SETUP NOTE

• Portimão's blind crests (Turns 1, 8, and the run to 15) unload the rear exactly when the rear-engine 911 is most pendulum-prone — run slightly higher rear ride height and strong coast lock (70%) to keep the rear planted on entry over the crests, sacrificing a touch of rotation for consistency across a full race stint.

TRACK GUIDE

• Turn 1: Brake late but straight-line only — the car crests mid-corner, so trail-braking here risks snap oversteer; get braking done just before the rise.
• Turns 4-5 (Esses): Carry momentum, minimize steering correction — the 911's rear inertia punishes quick direction changes, so smooth hands win time here over outright aggression.
• Turn 8 (blind crest, downhill entry): This is the biggest lap time opportunity and risk — commit to a slightly earlier turn-in since the car goes light over the crest; aggressive late braking here is only safe once rear ride height/damper balance is dialed in.
• Turn 15 (final corner): Traction zone is critical for the front straight — prioritize a clean, stable exit even if it costs a few hundredths on entry; diff power lock at 0.30 helps smooth power delivery without killing drive.
• Tyre deg management: Rear-left will run hottest due to track direction (predominantly right-hand load) — slightly undercut rear-left pressure by 0.2 PSI relative to RR if available, and avoid excessive kerb riding at Turns 1 and 15 to protect rear tyre structure over a full stint.