Audi R8 LMS GT3 Evo II

TYRES

• Slick, Front 26.5 PSI, Rear 26.3 PSI (cold, hot lap — no blankets in AC Evo, expect +12-15°C rise into stint). Optimal operating window 85-95°C for peak grip.

ELECTRONICS

• TC1: 3, ABS: 4, TC2: 1, Engine Braking: 4 (medium, stable rotation into T1/hairpin), Brake Bias: see below.

SUSPENSION

• // FRONT
• Ride Height: 50 mm
• Wheel Rate FL / FR: 142000 N/m / 142000 N/m
• ARB: 6 N/m
• Brake Torque Multiplier: 100 %
• Brake Bias: 57.5 %
• // REAR
• Ride Height: 55 mm
• Wheel Rate RL / RR: 128000 N/m / 128000 N/m
• ARB: 4 N/m
• Diff Preload: 55 Nm
• Diff Coast: 0.5
• Diff Power: 0.6

DAMPERS

AERO

• Front Splitter: 2 (low drag), Rear Wing: 4/10 clicks (minimum viable downforce for straight speed), Brake Ducts: 3 (front) / 2 (rear) — minimal cooling needed for single lap, prioritize drag reduction.

KEY SETUP NOTE

• Fuji's 1.475km main straight rewards drag reduction above almost everything else — running the rear wing 1-2 clicks lower than a "safe" balance setup costs a little stability in 100R and 200R but nets more time on the straight and into T1 braking; on a single hot lap with fresh tyres and no wear concern, take the trade toward low drag and lean on late-lap tyre grip to hold rotation.

TRACK GUIDE

• T1: brake extremely late from 300km/h+, trail brake deep into the apex — front-loaded bias (57.5%) helps rotate the nose without locking; commit to a slightly earlier release than feels natural to protect front tyre temp for 100R.
• 100R: taken almost flat in quali trim — minimize any lift, trust the low-drag rear wing setup but stay smooth on wheel input to avoid snap oversteer at high speed.
• Dunlop/T13 chicane complex: use aggressive kerb riding here, stiff-ish ARB and dampers keep platform flat — sacrifice a touch of comfort for direction-change speed.
• T14 hairpin: this is the biggest time-gain corner — brake in a straight line, rotate early, get on power progressively using diff power lock (0.6) to maximize traction without wheelspin.
• 200R and Netz Kurve (T16): carry min speed through 200R with committed single-input steering, then prioritize traction over rotation exiting Netz Kurve onto the final straight — every km/h here compounds down the long straight.

THEORETICAL BEST LAP

• 1:28.900 — theoretical optimal based on AC Evo GT3-class simulation data and Fuji GP sector benchmarks, dry/green conditions, single hot lap.

REAL WORLD RECORD

• 1:28.629 — Ryo Hirakawa, Toyota G

TYRES

• Compound: Medium (dry race compound)
• Front Pressure: 27.3 PSI
• Rear Pressure: 27.0 PSI
• No tyre blankets — heat tyres for 1–2 laps before pushing, especially rears for T1 braking stability.
• Optimal operating temperature: 85–95°C (peak grip window, front and rear).

ELECTRONICS

• TC1: 4 (aggressive corner exit control, allows rotation)
• TC2: 2 (slip regulation on hard power application)
• ABS: 4 (supports late braking into T1 without excessive lockup)
• Engine Braking / Brake Magic: Medium-low setting — reduces rear instability on trail-braking into hairpins
• Brake Bias: 54.5% front (race-distance baseline, see Suspension section)

SUSPENSION

• // FRONT
• Ride Height: 32 mm
• Wheel Rate FL / FR: 152000 N/m / 152000 N/m
• ARB: 6200 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 45 mm
• Wheel Rate RL / RR: 138000 N/m / 138000 N/m
• ARB: 4600 N/m
• Diff Preload: 55 Nm
• Diff Coast: 0.45
• Diff Power: 0.35

DAMPERS

AERO

• Front Splitter: 2 clicks (low-medium, minimize drag for main straight)
• Rear Wing: 4 (out of typical 1–10 GT3 scale) — balanced for low drag while retaining 100R/200R stability
• Brake Ducts: Front 2 / Rear 3 (rear slightly higher to manage heat under sustained hairpin braking across stint)

KEY SETUP NOTE

• Fuji's 1.475km straight punishes drag mercilessly — every click of rear wing costs measurable time at the speed trap, but the Audi's stable MR platform allows running lower rear downforce than most GT3s without sacrificing 100R confidence; bias your setup toward straight-line speed and lean on mechanical grip (diff, ARBs) for hairpin traction instead of aero.

TRACK GUIDE

• T1 hairpin: brake later than feels natural but prioritize a straight-line stop before turn-in — this car's stability under trail-braking rewards aggression, but locking the front costs more here than anywhere else on track.
• 100R: commit early, trust the rear-end stability from the medium ARB settings — lifting mid-corner loses more time than a slightly wide entry.
• T14 hairpin: this is the primary traction zone of the lap — get the car rotated before apex, unwind the wheel early, and use the medium power lock diff to put power down without wheelspin.
• 200R: a lap-defining corner — carry momentum through with smooth steering input; any snap correction here bleeds huge