Porsche 911 GT3 RS (992)

TYRES

• Compound: Soft (Track)
• Front Pressure: 27.0 PSI
• Rear Pressure: 27.5 PSI
• Optimal Operating Temp: 85–95°C
• No tyre blankets in AC Evo — tyres must be warmed via out-lap weaving and brake heat before attacking.

ELECTRONICS

• TC: 2 (minimum for rear stability on throttle, Nordschleife bumps unsettle the rear)
• ABS: 3
• Engine Braking: Medium (3 of 6)
• Brake Bias: 56% front (adjustable on the fly, see below)

SUSPENSION

• // FRONT
• Ride Height: 68 mm
• Wheel Rate FL / FR: 168000 N/m / 168000 N/m
• ARB: 6
• Brake Torque Multiplier: 100%
• Brake Bias: 56%
• // REAR
• Ride Height: 78 mm
• Wheel Rate RL / RR: 152000 N/m / 152000 N/m
• ARB: 4
• Diff Preload: 40 Nm
• Diff Coast: 0.35
• Diff Power: 0.55

DAMPERS

AERO

• Front Wing: Fixed splitter — lowest ride-height legal setting (68mm front locks this in)
• Rear Wing: 6 (of 8, Weissach-spec swan-neck)
• Downforce Level: High-Medium — balanced for Döttinger Höhe top speed vs Karussell/Brünnchen stability
• Brake Ducts: Front 2 / Rear 1 (single lap, cooling less critical than aero efficiency)

KEY SETUP NOTE

• The 992 GT3 RS's rear-biased weight and active aero make Flugplatz and Brünnchen the defining moments of the lap — keep rear ride height elevated (78mm) relative to front to prevent the pendulum snap under crest unloading, and trust the rear wing to plant it rather than lifting.

TRACK GUIDE

• Fuchsröhre entry: brake late but straight-line only — the compression at the bottom loads the splitter hard, any trail-braking here into the right-hander risks front-end push or a snap if you lift mid-compression.
• Flugplatz: full commitment flat-out — car goes light over the crest, resist any steering correction until it lands, let the rear aero do its job.
• Karussell: take the banking fully, inside line on the concrete, slightly earlier throttle application than you'd think — the banking adds mechanical grip the GT3 RS can exploit with its chassis balance.
• Adenauer Forst: this is where the lap is won — late, hard trail-braking into the first-gear sections, rotate the car aggressively with the diff's coast setting, get back to power early exploiting the 525hp NA response.
• Brünnchen bumps: stay loose on the wheel, let the dampers work — this is the single biggest time-loss zone if suspension is too stiff; the setup above prioritizes compliance here over outright stiffness.