F302 AMG Mb Clk Dtm02

TYRES

• Dunlop SP Sport Maxx (SP) — Front 33.5 PSI cold / Rear 32.0 PSI cold (targets ~37 PSI F / ~36 PSI R hot). No tyre blankets assumed — first lap must build temp progressively; slightly lower cold starting pressure than the recorded hot-derived baseline accounts for a cooler out-lap. If session allows blankets, set 80°C and use 34.5F/33.0R cold.

ELECTRONICS

• TC: 2 (DTM-era ABS/TC are minimal/crude — keep low, just enough to catch snap on cold rears)
• ABS: 2
• Engine Braking: Medium (3/6 if adjustable) — stabilizes rear into Elf and La Caixa under late braking
• Brake Bias: 58.5% front (shifted 0.5% from the base lap to compensate for cooler brake/tyre temps typical of dry-but-unlogged conditions, helping rotation into T1 without front lock)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 105000 N/m / 105000 N/m
• ARB: 110000 N/m
• Brake Torque Multiplier: 100 %
• Brake Bias: 58.5 %
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 95000 N/m / 95000 N/m
• ARB: 85000 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.4
• Diff Power: 0.6

DAMPERS

AERO

• Front Splitter: 3 (of car's scale) — balances high-speed Renault/Campsa stability
• Rear Wing: 5 — favors rear planting for Campsa and T16 exit without killing straight-line speed too much
• Brake Ducts: Front 2 / Rear 2 (moderate — single lap, no overheating concern, but keep discs in operating window from cold)

KEY SETUP NOTE

• This DTM-spec CLK relies heavily on mechanical rear grip since downforce is modest — prioritize rear ARB softness and diff coast lock to prevent snap-oversteer on Campsa's banked load transition and stabilize rear under trail-braking into La Caixa; sacrificing a little front turn-in bite for rear security is the faster lap overall in this car.

TRACK GUIDE

• T1 Elf: brake deep but straight-line only — this car's standard ABS/TC can't bail out late trail-braking into a hairpin; get the rotation done early with a sharp turn-in, prioritize exit traction over entry speed.
• T3 Renault: carry max minimum speed through the S — the car's low-grip tyres reward smoothness here; any lift unsettles the rear mid-corner.
• Campsa (T10): stay flat if confidence allows; this is where rear wing/ARB settings pay off — the car wants to squat and run wide if rear grip isn't locked down.
• T13/14 hairpin complex: late apex, get the car pointed early for exit — DTM-era diff and low torque need a clean line to maximize corner-exit acceleration onto the pit straight.
• T16 New Holland: commit early with a wide entry — exit speed here carries all the way down the front straight, worth more than any other corner on the lap.