Porsche 911 Cup (992.2)

TYRES

• Compound: Porsche Cup spec slick (fixed, single compound)
• Front pressure: 27.5 PSI cold
• Rear pressure: 27.0 PSI cold
• Optimal operating temp: 85–95°C for peak grip window; avoid exceeding 105°C to limit rear deg over race stint
• No tyre blankets permitted in Cup car — out-lap management critical

ELECTRONICS

• TC: 4
• ABS: 3
• Engine Braking (Brake Magic): Medium (4 of 6)
• Brake Bias: 54.5% front (base), adjustable 53.5–55.5% across stint as rears degrade

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 145,000 N/m / 145,000 N/m
• ARB: 22,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 165,000 N/m / 165,000 N/m
• ARB: 14,000 N/m
• Diff Preload: 30 Nm
• Diff Coast: 0.55
• Diff Power: 0.35

DAMPERS

AERO

• Fixed aero package (spec car) — rear wing angle: 5 of 6 clicks for Hungaroring's high-downforce demand
• Brake ducts: Front 4 / Rear 3 (manage disc temp without overcooling pads on a tight, low-speed heavy-braking circuit)

KEY SETUP NOTE

• The 992 Cup car's long wheelbase and fixed aero mean rear stability through the valley (T3–T6) and T8/T9 is won through mechanical balance, not wing — prioritise rear ARB softness and diff coast lock to prevent snap oversteer on committed downhill entries, since you cannot add rear downforce to compensate.

TRACK GUIDE

• T1: brake deep but straight-line only — any trail-braking rotation here costs rear tyre temp needed later; prioritize traction onto the uphill exit.
• T3-T6 valley: commit early with a stable, planted entry — lift-and-coast kills rotation in this car; trust the rear diff coast lock rather than trail-braking hard.
• T4: downhill right-hander is the lap's biggest test of rear confidence — get weight settled before turn-in, avoid mid-corner throttle lifts.
• T11 hairpin: slowest point on track but most important — sacrifice minimum entry speed for a clean, early throttle application; this feeds the longest acceleration zone on the lap.
• T14 chicane: don't overdrive the entry — a tidy, low-aggression line through here protects exit speed onto the pit straight, worth more than the chicane itself.