Mercedes-AMG GT3 2020

TYRES

• Slick, front 26.5 PSI, rear 26.0 PSI cold. Optimal tyre operating window: 85–105°C (peak grip ~95°C). For a single flying lap, run pressures at the low end cold since aggressive single-lap loading builds heat fast — target hitting 95°C in the tyre by mid-lap on the flying lap. No blankets used (iRacing standard).

ELECTRONICS

• TC1: 3. TC2: 1. ABS: 4. Engine braking: full (max). Brake bias: 54.5% front (cockpit adjustable, shift 0.5% forward for single-lap braking confidence at T1/T5).

SUSPENSION

• // FRONT
• Ride Height: 50 mm
• Wheel Rate FL / FR: 130000 N/m / 130000 N/m
• ARB: 120000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 55 mm
• Wheel Rate RL / RR: 115000 N/m / 115000 N/m
• ARB: 90000 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.35
• Diff Power: 0.55

DAMPERS

AERO

• Front splitter: max attack setting (fully stiff, lowest legal front clearance). Rear wing: 8 (of typical 0–10 range) — biased toward high-speed stability for T3/T4 while still allowing rotation at T1/T9. Downforce level: high. Brake ducts: 2 (min, single lap — no thermal concern).

KEY SETUP NOTE

• This track rewards a stiffer front-end/lower front ride height for hard-braking rotation at T1 and T5, but T4 (Rauch Kurve) is near-flat and loads the rear hard at speed — running rear wing too low will make the car dangerously light there on a qualifying lap; keep wing at 8 to hold confidence flat-out.

TRACK GUIDE

• T1 Castrol Kurve: brake as late as possible in a straight line, trail-brake into the apex to rotate the long wheelbase; overslowing costs more than any late-brake risk.
• T3/T4: committed flat-ish sequence uphill — car goes light at T4 crest, stay smooth on the wheel, don't lift or correct aggressively or you'll snap the rear.
• T5 Jochen Rindt: heavy braking after the back straight — brake stability is critical, get the car settled early since it's a fast right requiring front grip on entry.
• T9 Hans Ernst Kurve: this exit defines your entire main straight speed — sacrifice a fraction of min-speed for a clean, early throttle application; diff power lock at 0.55 helps put it down without excessive wheelspin.
• Overall: lap time is won on brake release precision at T1/T5 and throttle application at T2/T9 — this car's strength is braking stability, exploit it over outright mid-corner speed.

THEORETICAL BEST LAP

• 1:14.800 — theoretical optimal sector composite, dry, low-fuel, soft-run qualifying simulation, iRacing physics baseline.

REAL W