Porsche 911 GT3 Cup (992)

TYRES

• Compound: Slick Medium (spec Michelin, GT3 Cup control tyre)
• Front Pressure: 27.5 PSI
• Rear Pressure: 27.0 PSI
• No tyre blankets in AC Evo — tyres start at ambient track temp
• Optimal operating temperature: 85–95°C for peak grip window

ELECTRONICS

• TC: 4 (fixed-spec Cup car electronics, race-safe for aggressive traction at T14/Netz Kurve)
• ABS: 5
• Engine Braking / Brake Magic: Medium (setting 3 of 5) — stabilises T1 entry under heavy trail braking
• Brake Bias: see below (61.5% front)

SUSPENSION

• // FRONT
• Ride Height: 62 mm
• Wheel Rate FL / FR: 115000 N/m / 115000 N/m
• ARB: 22 N/m
• Brake Torque Multiplier: 100 %
• Brake Bias: 61.5 %
• // REAR
• Ride Height: 68 mm
• Wheel Rate RL / RR: 130000 N/m / 130000 N/m
• ARB: 16 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.7
• Diff Power: 0.4

DAMPERS

AERO

• Front Wing: N/A (fixed splitter, spec Cup aero)
• Rear Wing: 4 (of 6 clicks) — balanced for low-drag main straight while retaining 100R/200R stability
• Downforce Level: Low-Medium (spec bodykit, minimal adjustability)
• Brake Ducts: Front 3 / Rear 2 (spec Cup ducting)

KEY SETUP NOTE

• The 992 Cup car is fixed-spec (no wing/splitter range like GT3), so all your lap time and tyre management comes from mechanical balance — high coast lock (0.7) is essential to keep the rear planted under the brutal T1 braking zone from 300km/h+, while the softer power diff (0.4) lets you get the rear-engine traction advantage without snapping the tail on T14 exit.

TRACK GUIDE

• T1: Brake as late as possible but in a straight line — trail off progressively; rear-engine weight transfer punishes late direction change under brakes, so commit to brake pressure release before turn-in.
• 100R: Carry momentum, resist lifting — car is stable here if rear tyre pressures are managed; a lift mid-corner unsettles the rear pendulum effect.
• Dunlop/T13 chicane: Use kerbs aggressively on entry but keep exit clean — this feeds directly into the run to the hairpin.
• T14 Hairpin: This is the biggest lap time opportunity — get on power earlier than feels natural; the rear engine gives huge traction, exploit it with progressive throttle rather than full send.
• Final sector to main stra