Ford Mustang GT3

TYRES

• Dry compound (Medium). Front 27.3 PSI, Rear 26.8 PSI cold set. Blanket temp 70°C. Optimal operating window for max grip: 80–95°C (tread surface), core target ~85°C — race stint management should keep fronts from exceeding 100°C under heavy Monza braking zones.

ELECTRONICS

• TC1: 5. TC2: 2. ABS: 5. Engine Map: 3 (race fuel/tyre save balance, bump to 2 for qualifying-style push laps). Brake Bias: 58.5% (front-biased for late braking chicanes, adjustable +/-0.5% per stint as pads heat up).

SUSPENSION

• // FRONT
• Ride Height: 55mm
• Wheel Rate FL / FR: 185 / 185 N/mm
• ARB: 6
• Brake Torque Multiplier: 100%
• Brake Bias: 58.5%
• // REAR
• Ride Height: 62mm
• Wheel Rate RL / RR: 155 / 155 N/mm
• ARB: 7
• Diff Preload: 70 Nm
• Diff Coast: 0.4
• Diff Power: 0.75

DAMPERS

AERO

• Front Splitter: 1. Rear Wing: 2. Downforce philosophy: minimum drag for top speed down the straights, enough front load to balance the low rear wing for chicane rotation. Brake Ducts: Front 4, Rear 3 (heavy front braking load, needs cooling margin over a race stint).

KEY SETUP NOTE

• The Mustang's heavy front end and high-torque V8 fight each other at Monza — too much front ride height/rake kills Ascari rotation, while too much diff power lock on Parabolica exit induces snap oversteer. The 70 Nm preload + 0.75 power lock setting here is a deliberate compromise: slightly less aggressive than the car's max range (65-80%) to keep exit traction manageable on cold rears mid-stint, trading a touch of exit punch for consistency over a full race distance.

TRACK GUIDE

• T1/2 (Rettifilo): Brake as late as possible but prioritize a straight-line stop — this car's weight transfer forward is severe; trail braking too hard here causes rear instability over the chicane kerbs. Use the ABS feedback, not feel, to find the limit.
• T3 (Curva Grande): Near-flat in high downforce configs, but with low wing here expect to lift slightly — commit to a stable throttle, let the chassis settle, avoid mid-corner inputs.
• T4/5 (Roggia): Same discipline as T1 — late braking punishes this heavy-fronted car if not in a straight line; sacrifice half a car length of late braking for a clean rotation and better exit onto the back straight.
• Lesmo 1/2: Lesmo 1 rewards aggressive front-end rotation on entry (car's strength); Lesmo 2 is where understeer creeps in — carry slightly less entry speed to protect mid-corner rotation, because exit speed here feeds the entire run to Ascari.
• Ascari chicane: Flat, stable kerb riding is essential — stiffer rear ARB and controlled fast b