Porsche 911 GT3 R (991)

TYRES

• Compound: Dry — Michelin (GT3 spec)
• Front Pressure: 27.3 PSI (cold)
• Rear Pressure: 26.7 PSI (cold)
• Tyre Blanket Temp: 80°C (standard GT3 blanket setting)
• Optimal Operating Temp (max grip): 80–95°C front and rear — race stint should stabilize in this window; above 100°C expect rapid deg, below 70°C grip falls off sharply

ELECTRONICS

• TC1: 5
• TC2: 2
• ABS: 5
• Engine Map: 4 (balance power/fuel for race distance)
• Brake Bias: 54.5%
• Brake Driver (pedal sensitivity): 80%

SUSPENSION

• // FRONT
• Ride Height: 55mm
• Wheel Rate FL / FR: 155 N/mm / 155 N/mm
• ARB: 6
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 62mm
• Wheel Rate RL / RR: 145 N/mm / 145 N/mm
• ARB: 7
• Diff Preload: 70 Nm
• Diff Coast: 0.65
• Diff Power: 0.35

DAMPERS

AERO

• Front Splitter: 6
• Rear Wing: 7
• Brake Ducts Front: 3
• Brake Ducts Rear: 3

KEY SETUP NOTE

• The GT3 R's rear-engine pendulum effect is most dangerous at Druids and Paddock Hill exit — slightly higher rear ARB (7) and strong coast lock (0.65) are used to stabilise entry rotation without sacrificing the traction needed onto Cooper Straight; resist the urge to soften rear ride height further, as aggressive kerb use at Druids will cause bottoming and unpredictable snap oversteer mid-race once fuel load drops.

TRACK GUIDE

• Paddock Hill Bend: Brake late but progressively — downhill compression loads the front hard; trail brake slightly to rotate, early turn-in punished by understeer into the barrier.
• Druids: Sacrifice outright entry speed for a clean, early apex — this is a traction corner. Get back on throttle progressively; wheelspin here costs more than anywhere else on track.
• Graham Hill Bend: Trail brake into rotation, use the car's natural pendulum to help rotate, but don't overdrive entry or the rear will continue rotating past apex.
• McLaren Bend: Committed, smooth steering input — this is a momentum corner; lift-off oversteer is a real risk if you brake mid-corner.
• Clearways/Clark Curve: This corner defines your lap time — carry maximum exit speed onto the front straight. Slightly wider entry line allows earlier throttle and a faster run to the line.

TYRES

• Wet compound, Front: 28.5 PSI, Rear: 28.0 PSI (wet tyres run hotter psi than slicks due to lower contact patch stability — compensate accordingly). Optimal operating temperature: 55–70°C for peak wet-tyre grip; avoid exceeding 80°C which causes rapid graining and deg. Blanket temp (if used): 50°C.

ELECTRONICS

• TC1: 6, TC2: 3, ABS: 6, Engine Map: 4 (wet conservative fuel/power balance), Brake Bias: 56.5%, Brake Driver (pedal sensitivity): 85%

SUSPENSION

• // FRONT
• Ride Height: 75mm
• Wheel Rate FL / FR: 115 N/mm / 115 N/mm
• ARB: 3
• Brake Torque Multiplier: 90%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 80mm
• Wheel Rate RL / RR: 105 N/mm / 105 N/mm
• ARB: 5
• Diff Preload: 40 Nm
• Diff Coast: 0.5
• Diff Power: 0.3

DAMPERS

AERO

• Front Splitter: 3, Rear Wing: 6, Brake Ducts F/R: 4 / 3 (extra cooling needed for wet braking heat cycling despite lower peak temps, but airflow is reduced at speed — moderate rear duct to prevent underheating brakes)

KEY SETUP NOTE

• In wet conditions the 991 GT3 R's rear-engine weight bias becomes a double-edged sword — raise rear ride height slightly (80mm) and soften front ARB to reduce snap oversteer on Druids exit and Paddock Hill trail-braking, while increasing rear ARB stiffness keeps the car stable through Clearways without overloading the outside rear tyre in standing water.

TRACK GUIDE

• Paddock Hill Bend: brake 15m earlier than dry reference — trail brake gently downhill, avoid locking fronts in standing water at turn-in.
• Druids: focus entirely on traction out — delay throttle apply by a fraction, let TC2 (set to 3) manage initial wheel spin, straight-line the exit as much as possible for Cooper Straight speed.
• Graham Hill Bend: trail brake smoothly, car will rotate more than dry — avoid aggressive kerb use here in wet, the painted curbs are treacherous.
• McLaren Bend: carry less lateral speed than dry, let the car breathe — mid-corner wetness punishes aggressive steering inputs severely.
• Clearways/Clark Curve: this is where lap time is made or lost — a stable, progressive exit here feeds the entire start/finish straight; sacrifice minimum entry speed for maximum exit traction.