Ferrari SF70H

TYRES

• Compound: Ultrasoft (the grippiest compound the SF70H offers in AC)
• Optimal operating temperature: 100°C core (peak grip window 95–105°C)
• Front pressure: 21.0 PSI cold, settling at ~24.5 PSI hot (check against the middle of the tyre app's optimum band)
• Rear pressure: 19.5 PSI cold, settling at ~23.0 PSI hot
• Alignment (front): Camber -3.2°, Toe -0.10° (toe-out), Caster 7.0°
• Alignment (rear): Camber -1.8°, Toe +0.15° (toe-in)
• Tyre blankets: Session option, not a car setting. If they are off, lap 1 is the warm-up lap, so run the pressures above and use the out-lap to bring the fronts to temperature.

ELECTRONICS

• TC: None, the SF70H has no traction control in AC
• ABS: None, the car has none
• Engine braking: 3 (rear-stability on the T1/T3 entries, more rotation off-throttle)
• ERS: Deploy mode "Qualifying/Overtake", harvest at default; arm full deployment for the lap
• Brake bias: 57.0% front, adjusted in-cockpit

SUSPENSION

• // FRONT
• Ride Height: 31 mm
• Wheel Rate FL / FR: 95,000 N/m / 95,000 N/m
• ARB: 55,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 57.0%
• // REAR
• Ride Height: 52 mm
• Wheel Rate RL / RR: 120,000 N/m / 120,000 N/m
• ARB: 40,000 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.5
• Diff Power: 0.4

DAMPERS

AERO

• Front wing: 6
• Rear wing: 4
• Downforce level: Medium-low trim. The National layout is a short, power-led lap, so trim drag for the long straights while keeping enough front load for T1 and T3 rotation.
• Brake ducts: Front 2, Rear 2 (one flying lap, so run them open to the smallest stable setting to keep drag down)

KEY SETUP NOTE

• The SF70H's strong front end lets you run a lower rear wing than most cars, trading rear stability for straight-line speed on the long run to T1 and out of T3. Keep the diff power lock low (0.4) so the rear stays settled under the heavy throttle application out of the hairpin, and use the coast setting plus engine braking to plant the car on turn-in.

TRACK GUIDE

• T1 Castrol Kurve (hairpin after the main straight): Brake late, but trail the pedal to the apex and keep the car straight until you are at minimum speed. Get it rotated early so you can open the throttle sooner, since this is the biggest braking zone on the lap.
• T2 Remus Kurve (slow right): Treat T1 and T2 as one sequence. A clean, early throttle out of the hairpin feeds straight into the uphill section.
• T3 Schlossgold Kurve (fast uphill right): Commit and carry speed. Keep the car tight to the inside and let the aero hold it. Back out of the kerb with controlled throttle rather than snapping it.
• T4 Rauch Kurve (fast sweeping right over the hill): Near-flat, but the car goes light over the crest. Keep your inputs smooth to protect rear stability, because a lift or a kerb strike here costs time all the way down the straight.
• T9 Hans Ernst Kurve (final hairpin): Traction out of here defines the whole lap. Be patient on the throttle, get the car pointed, and use the full ERS deployment down the main straight.