BMW M4 GT3 Evo

• Note: "Nürburgring Touristenfahrten" refers to the full Nordschleife public-access layout. Setup below is optimized for Nordschleife (24.3km) single-lap qualifying attack, applying GP-sector technical notes (Schumacher-S, Dunlop, Veedol-style chicanes do not exist on Nordschleife — adjusted guide reflects actual Nordschleife corners).

TYRES

• Compound: Slick Soft (Dry)
• Front Pressure: 27.5 PSI
• Rear Pressure: 27.0 PSI
• Optimal Operating Temp: 85–95°C
• Camber Front: -3.6°
• Camber Rear: -2.3°
• Toe Front: -0.05° (toe-out)
• Toe Rear: +0.15° (toe-in)
• No tyre blankets (AC Evo).

ELECTRONICS

• TC1: 3
• TC2: 2
• ABS: 3
• Engine Braking: Medium (3/6)
• Brake Bias: 56.5% front (adjustable on main straight for Döttinger Höhe braking zone)

SUSPENSION

• // FRONT
• Ride Height: 58 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 5 (medium, mid-scale)
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 62 mm
• Wheel Rate RL / RR: 130000 N/m / 130000 N/m
• ARB: 4
• Diff Preload: 50 Nm
• Diff Coast: 0.45
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 2 (near max, stability for high-speed Fuchsröhre/Flugplatz)
• Rear Wing: 5 (of 6) — balance for Nordschleife's long high-speed sections vs downforce need in Karussell/Adenauer
• Brake Ducts Front: 3
• Brake Ducts Rear: 2

KEY SETUP NOTE

• Nordschleife's mix of 300kph straights (Döttinger Höhe) and extremely bumpy, cambered corners (Fuchsröhre, Flugplatz, Pflanzgarten jumps) demands a slightly softer, more compliant setup than GP-circuit configs — raise ride height and soften fast bump damping versus a pure GP setup, or the car will skip and lose contact over crests at maximum attack.

TRACK GUIDE

• Fuchsröhre: flat-out downhill plunge — car goes light at the bottom compression; keep steering minimal, let the chassis settle before Adenauer-Forst braking.
• Adenauer-Forst (right-left): late, trail-braked entry rewards aggressive rotation on this car's strong front end — carry speed into the second apex.
• Flugplatz & Schwedenkreuz: full-throttle commitment over blind crests — car will go airborne; straight-line steering input only, no mid-air corrections.
• Bergwerk hairpin: tightest point on track — brake very late in a straight line, rotate hard on entry, prioritize exit traction for the long run

TYRES

• Compound: Dry (Slick) — Medium
• Front Pressure: 27.3 PSI
• Rear Pressure: 27.0 PSI
• Optimal Operating Temp: 85–95°C (peak grip window)
• No tyre blankets available in AC Evo.

ELECTRONICS

• TC1: 4
• TC2: 2
• ABS: 4
• Engine Braking: Medium (3/5)
• Brake Bias: 54.5% front (adjustable -1/+1 on the fly, start 55.0F in cockpit controller)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 150000 N/m / 150000 N/m
• ARB: 5500 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 135000 N/m / 135000 N/m
• ARB: 4000 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.45
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 4 (of 10 clicks, medium-low for straight speed on back straight)
• Rear Wing: 6 (of 10, balanced for Mercedes-Kurve load and Döttinger-ish long straight)
• Downforce Level: Medium — biased for stability in Schumacher-S without killing top speed
• Brake Ducts: Front 3 / Rear 2 (manage temps over race stint, avoid overheating under repeated hard stops)

KEY SETUP NOTE

• The M4 GT3 Evo's strong front aero efficiency means you can run slightly lower front ride height and stiffer front ARB than default to sharpen turn-in for the Schumacher-S without sacrificing rear stability through Mercedes-Kurve — this is the key to aggressive, late-braking lines without triggering snap oversteer on throttle application.

TRACK GUIDE

• Einfahrt Motodrom (T1): Brake deep but straight-line — trail brake lightly into the first apex, car rotates well with this diff setting; don't overslow the second part of the S.
• Schumacher-S (T3): Commit to an aggressive direction change — stiffer front ARB helps here, but respect the kerbs on exit, they'll unsettle rear if hit too hard with aggressive power application.
• Dunlop Hairpin (T5) & Bit-Kurve (T11): These are where lap time is won — get on power early with 0.65 power lock diff, straighten the wheel ASAP, sacrifice a bit of rotation for traction onto the following straight.
• Mercedes-Kurve (T7): Long sweeper — trust the rear end, this is a momentum corner; lift only if you feel genuine slide, otherwise stay full throttle with stable mid-corner platform