Cadillac V-Series.R

TYRES

• Slick — Front: 1.72 bar / Rear: 1.68 bar
• Tyre Blanket Temp: 80°C (front & rear)

ELECTRONICS

• TC: 2 (minimal intervention, max acceleration off Tertre Rouge/Mulsanne chicanes)
• ABS: 3
• Engine Braking: Medium-High (5/10) — stabilizes rear into Mulsanne Corner/Arnage
• Brake Pressure: 96%
• Brake Bias: F: 54% / R: 46%

DRIVETRAIN

• Fuel Map: Map 1 — max power, richest mixture, single-lap attack (fuel economy irrelevant)
• Gear Ratios:
• 1st: 2.85
• 2nd: 2.14
• 3rd: 1.71
• 4th: 1.42
• 5th: 1.21
• 6th: 1.04
• Final Drive: 3.42 (tall final drive prioritizing Mulsanne top speed)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145,000 N/m / 145,000 N/m
• ARB: 18,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 130,000 N/m / 130,000 N/m
• ARB: 14,000 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.35
• Diff Power: 0.55

DAMPERS

AERO

• Front Wing: 2 (minimum practical front downforce for drag reduction)
• Rear Wing: 3 (low-downforce Le Mans spec — prioritize Mulsanne top speed)
• Downforce Level: Low — Le Mans low-drag package
• Brake Ducts: Front 2 / Rear 2 (minimal, single-lap heat not a concern)

KEY SETUP NOTE

• This car's low-drag Mulsanne configuration will feel nervous and floaty through the Porsche Curves — the setup deliberately sacrifices a small margin of high-speed stability there in exchange for the straight-line speed that dominates lap time on a 13.6km lap where over 40% of the lap is spent above 280 km/h.

TRACK GUIDE

• Ford Chicanes/Dunlop: brake late but in a straight line — carrying rotation into the chicane kills exit speed onto Dunlop Bridge; sacrifice entry speed for a clean traction exit.
• Tertre Rouge: this is the most important corner on the circuit — carry maximum minimum-speed through here since it feeds the entire Mulsanne Straight; a clean, wide, momentum-focused line is worth more than a fast entry.
• Mulsanne Corner: brutal braking zone from 330+ km/h — brake in a straight line, get the car rotated early, and prioritize a clean exit onto Indianapolis over apex speed.
• Porsche Curves: committed, high-speed direction changes — with the low-downforce setup, smooth inputs and early, progressive steering are essential; any snap oversteer here costs multiple tenths and risks

TYRES

• Compound: Slick — Medium (endurance race compound for tyre deg management)
• Front Pressure: 1.85 bar
• Rear Pressure: 1.80 bar
• Tyre Blanket Temp: 80°C (front & rear)

ELECTRONICS

• TC: 4
• ABS: 3
• Engine Braking (Brake Magic): Medium (3/5)
• Brake Pressure: 96%
• Brake Bias: F: 54% / R: 46%

DRIVETRAIN

• Fuel Map: Map 3 — balanced fuel/power mix, sustainable for stint length without excessive lean-mix wear
• Gear Ratios:
• 1st: 3.083
• 2nd: 2.294
• 3rd: 1.850
• 4th: 1.556
• 5th: 1.343
• 6th: 1.176
• Final Drive: 3.417 (optimized for Mulsanne top speed ~335 km/h)

SUSPENSION

• // FRONT
• Ride Height: 65 mm
• Wheel Rate FL / FR: 165000 N/m / 165000 N/m
• ARB: 220 N/m
• Brake Torque Multiplier: 95%
• Brake Bias: 54%
• // REAR
• Ride Height: 70 mm
• Wheel Rate RL / RR: 155000 N/m / 155000 N/m
• ARB: 180 N/m
• Diff Preload: 45 Nm
• Diff Coast: 0.45
• Diff Power: 0.35

DAMPERS

AERO

• Front Wing: 2 (low-drag setting, minimum trim for Mulsanne)
• Rear Wing: 4 (moderate downforce — balances Porsche Curves stability against straight-line speed loss)
• Downforce Level: Low-Medium (Le Mans-specific low-drag package)
• Brake Ducts: Front 3 / Rear 2 (open enough to survive Mulsanne corner heat spike, not so open it kills front aero)

KEY SETUP NOTE

• The Cadillac V-Series.R's biggest trade-off at Le Mans is rear wing angle — too much kills your Mulsanne top speed (costing 2-3 tenths per lap over 6km), too little makes the Porsche Curves a nightmare of snap oversteer at 280+ km/h. Wing 4 with slightly stiffer rear ARB and softer rear slow-bump damping is the compromise that lets you carry speed through Porsche Curves without giving up the straight — trust the aero platform and stay committed through that sequence rather than lifting.

TRACK GUIDE

• Ford Chicanes/Dunlop Curve: brake hard and late into the first chicane, but prioritize a clean, straight exit — carrying a poor angle here compounds all the way to Dunlop. Get on power early for the traction zone up the hill.
• Tertre Rouge: this is the most important corner on the lap — a wide, late-apex