McLaren 720S GT3 Evo

TYRES

• Slick compound (dry). Front: 26.2 PSI. Rear: 25.8 PSI. Tyre blanket temp: 80°C (standard ACC blanket setting). Optimal operating window for max grip: 80–95°C (front and rear) — qualifying attack lap favors running toward the lower-middle of that band at cold-set pressures since aggressive single-lap heat cycling spikes pressure quickly; target hot pressures 27.3–27.8 PSI front, 26.8–27.3 PSI rear once up to temp.

ELECTRONICS

• TC1: 4
• TC2: 1
• ABS: 4
• Engine Map: 1 (max power, qualifying)
• Brake Bias: 54.5%
• Brake Driver (pedal sensitivity): 100%

SUSPENSION

• // FRONT
• Ride Height: 52mm
• Wheel Rate FL / FR: 175 N/mm / 175 N/mm
• ARB: 6
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60mm
• Wheel Rate RL / RR: 165 N/mm / 165 N/mm
• ARB: 4
• Diff Preload: 60 Nm
• Diff Coast: 0.6
• Diff Power: 0.3

DAMPERS

AERO

• Front Splitter: 6
• Rear Wing: 8
• Brake Ducts: Front 2 / Rear 3 (qualifying lap, minimal cooling need but keep some airflow for brake bite consistency)

KEY SETUP NOTE

• Valencia's long Turn 1/2 and final sector chicanes punish an unstable rear on trail-braking — the 720S's naturally aggressive weight transfer under lift-off needs the high coast lock (0.6) and stiffer rear ARB bias kept moderate (not maxed) to rotate without snapping; prioritize front-end bite with slightly softer front ARB relative to rear spring stiffness to maximize rotation into the final corner onto the main straight.

TRACK GUIDE

• Turn 1 (heavy braking from high speed): brake extremely late, trail into apex — the stiff front damper setup supports late, aggressive trail-braking without excessive dive.
• Turn 4-6 esses: carry momentum, minimize steering correction — mid-corner stability from the rear ARB setting is critical here; any snap costs multiple tenths through the complex.
• Final chicane before pit straight: this is the biggest lap time opportunity — aggressive late apex, use full kerb aggressively (dampers tuned to absorb), prioritize exit traction over entry speed since it feeds the longest straight.
• Traction zones (Turn 2 and final corner exit): modulate throttle early with partial TC1 support; diff power setting (0.3) allows rotation without wheelspin on exit.
• Lap time is won in the final sector — minimize time lost to understeer on corner entry by using late, trail-braking technique supported by the brake bias and ABS 4 setting for maximum stopping stability.

THEORETICAL BEST LAP

• 1:32.400 — theoretical optimal sector composite based on top-split qualifying pace in current ACC GT3 me