Mini Cooper S 1965

TYRES

• Compound: Standard road-legal crossply (historic spec, only option)
• Front Pressure: 1.95 bar
• Rear Pressure: 1.90 bar
• Tyre Blanket Temp: N/A (no heating allowed, historic class) — pre-lap weaving recommended to build temp

ELECTRONICS

• TC: N/A (mechanical era, no TC)
• ABS: N/A (no ABS)
• Engine Braking: Fixed (no adjustment on this engine)
• Brake Pressure: 100%
• Brake Bias: F: 62% / R: 38%

DRIVETRAIN

• Fuel Map: Fixed carburetor mapping — no adjustable maps on this car
• Gear Ratios:
• 1st: 3.412
• 2nd: 2.172
• 3rd: 1.436
• 4th: 1.000
• Final Drive: 4.267

SUSPENSION

• // FRONT
• Ride Height: 120 mm
• Wheel Rate FL / FR: 19500 N/m / 19500 N/m
• ARB: 12 N/mm
• Brake Torque Multiplier: 100%
• Brake Bias: 62%
• // REAR
• Ride Height: 115 mm
• Wheel Rate RL / RR: 16800 N/m / 16800 N/m
• ARB: 8 N/mm
• Diff Preload: 25 Nm
• Diff Coast: 0.5
• Diff Power: 0.4

DAMPERS

AERO

• No adjustable aero on this car (period-correct steel body, no wings/splitters). Front air intake fixed open.

KEY SETUP NOTE

• The Mini's high roll couple and tiny contact patches mean maximum front ARB stiffness with a slightly softer rear is essential to control the car's natural tendency to lift the inside-rear wheel under aggressive trail-braking — exploit this lift-off oversteer to rotate the car into Cascavel's tighter corners rather than fighting it.

TRACK GUIDE

• Turn 1 (heavy braking zone after main straight): brake as late as possible but trail off smoothly — the Mini's drum-assisted brakes fade quickly, so one committed stab beats repeated modulation.
• Use the inside-rear wheel lift to full advantage through the fast, cambered sweepers — lift-throttle slightly on entry to rotate, then feed power early since the live rear axle rewards smooth, progressive throttle application.
• Kerb usage: attack kerbs hard at the Cascavel esses — the Mini's short wheelbase and high ride height let you ride them aggressively for a shorter line, but keep inputs smooth to avoid unsettling the rear.
• Traction out of the final corner onto the front straight is where the lap is won — get the car pointed early and sacrifice outright entry speed for a clean, full-throttle exit.
• Minimize mid-corner steering corrections; the narrow tyres have a very narrow slip angle window — smoothness beats aggression in the actual corner, even though braking and entry should be maximally aggressive.