Porsche Cayman GT4 Clubsport MR

TYRES

• Slick, Front 1.78 bar, Rear 1.82 bar — hot pressures targeting mid-range (dry, warm track ~28-32°C). Lower than reference lap since reference was logged in cold 9°C air/17°C track; warmer qualifying conditions build more heat, so starting cooler compensates. Blanket temp (if used): 80°C all corners.

ELECTRONICS

• TC: 6 (reduced from 8 for more aggressive rotation and less power-down interference — accepting more driver workload for lap time)
• ABS: 7
• Brake Pressure: 100%
• Brake Bias: F: 42.0% / R: 58.0% (slightly more rearward than reference to aid rotation under late braking into Bus Stop and infield hairpins)

DRIVETRAIN

• Fuel Map: Map 1 — maximum power, richest mixture, no fuel saving (irrelevant for single lap)
• Gear Ratios:
• 1st: 3.083
• 2nd: 2.188
• 3rd: 1.650
• 4th: 1.300
• 5th: 1.055
• 6th: 0.880
• Final Drive: 3.650
• (Standard GT4 Clubsport MR ratios — tall enough for Backstretch top speed, 1st/2nd tight for Bus Stop/infield hairpins)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 26000 N/m / 26000 N/m
• ARB: 24 N/mm
• Brake Torque Multiplier: 100%
• Brake Bias: 42.0%
• // REAR
• Ride Height: 58 mm
• Wheel Rate RL / RR: 24000 N/m / 24000 N/m
• ARB: 18 N/mm
• Diff Preload: 30 Nm
• Diff Coast: 0.35
• Diff Power: 0.50

DAMPERS

AERO

• Front splitter: max attack (fully open/lowest setting available), Rear wing: 2 (low-drag setting favoring banking top speed over infield downforce), Brake ducts: 2/6 (minimal cooling needed for single lap, reduces drag)

KEY SETUP NOTE

• This track rewards minimum drag above all else — over 40% of the lap is flat-out on the banking and Backstretch, so any downforce beyond what's needed to stabilize the car through the Bus Stop and infield chicanes is pure lap time lost; run the lowest wing level you can control confidently through Bus Stop entry.

TRACK GUIDE

• Bus Stop chicane: brake extremely late in a straight line, trail into the left-right flick — carry commitment, use curbs aggressively but don't unsettle the rear before the banking exit.
• Infield technical section: prioritize exit traction over entry speed — these corners feed onto straights, so get the power down early even if it costs a tenth on entry.
• Oval banking (T3/T4): stay flat throttle, trust the banking — let the car ride high in the groove, minimal steering input, rear stability matters most here as any oversteer at this speed is catastrophic.
• Backstretch: this is where low-drag setup pays off — every km/h here compounds into real lap time.
• Final chicane before pit straight: sacrifice minimum entry speed for a clean, early throttle application — the following straight is long enough that traction wins over rotation speed.