Mercedes-AMG GT3

TYRES

• Slicks (Dry), Front: 23.5 PSI cold, Rear: 23.0 PSI cold
• Blanket temp: 80°C
• Optimal operating window for max grip: 85–95°C (tread surface); single hot-lap target is to enter the lap already at the top of this window — aim for 90°C at the start of the flying lap.

ELECTRONICS

• TC: 2
• ABS: 3
• Engine Braking (if adjustable): 4 (mid-high, helps rotation on trail-brake)
• Brake Bias: 54.5% (front)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 120000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 130000 N/m / 130000 N/m
• ARB: 90000 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.4
• Diff Power: 0.6

DAMPERS

AERO

• Front Splitter: 2 (of typical 1-3 range, aggressive but keep front planted for Turn 1 and the final sector esses)
• Rear Wing: 5 (of typical 1-6 range, high downforce for Portimão's elevation changes and Turn 15)
• Brake Ducts: Front 3 / Rear 2 (minimal, tyre wear irrelevant — prioritize minimal drag)

KEY SETUP NOTE

• Portimão's blind crests (Turns 1, 8, and the run to 15) unload the chassis mid-corner — the heavy Mercedes needs the stiffer-than-usual front ARB and firm front wheel rate specified here to resist diving/porpoising on compression, otherwise front grip vanishes exactly when you need to commit to the apex blind.

TRACK GUIDE

• Turn 1: brake hard on the approach to the crest, release pressure slightly as the car goes light over the top — trail brake into the apex, this is where attacking drivers gain the most over cautious ones.
• Turns 5-6 (Esses): Mercedes' long wheelbase makes quick direction changes lazy — commit early to rotation using trail brake and a dab of throttle to pivot the rear; don't wait for front response.
• Turn 8 (Curva do Boost blind crest): full commitment flat or near-flat, trust the aero platform; lifting here costs more time than it saves given this car's stability at speed.
• Turn 15 (final corner): this is the lap-defining corner — late apex with max rotation, get on power early even if it means a slightly wider exit, as Portimão's pit straight rewards exit speed enormously.
• Traction zones (Turn 1 exit, Turn 15 exit): with 550hp and a heavy chassis, be progressive with throttle application; the diff power setting (0.6) is tuned to allow rotation without snap oversteer on exit kerbs.

• Note: This is an Assetto Corsa Kunos GT3 car referenced against Le Mans Ultimate parameter scales — values below are translated as closely as possible to equivalent ranges, since the Mercedes-AMG GT3 does not natively exist in LMU. Treat as best-practice engineering estimate.

TYRES

• Slicks (Dry compound)
• Front: 26.5 PSI cold (settling ~27.5–28.5 PSI hot)
• Rear: 26.0 PSI cold (settling ~27.0–28.0 PSI hot)
• Optimal operating window: 85–95°C for peak grip, with 90°C as the sweet spot core temp. Above 100°C expect accelerated rear deg given this car's mass.
• Blanket temp (if applicable): 80°C front/rear

ELECTRONICS

• TC: 4
• ABS: 3
• Engine Braking / Brake Magic: Medium (setting 4 of 6)
• Brake Bias: 56.5% front (adjustable ±1% in-cockpit per stint)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 110 N/mm (front, softened for rotation)
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 165000 N/m / 165000 N/m
• ARB: 85 N/mm
• Diff Preload: 50 Nm
• Diff Coast: 0.5
• Diff Power: 0.4

DAMPERS

AERO

• Front Splitter: 4 (of 6 clicks)
• Rear Wing: 5 (of 6 clicks)
• Overall balance target: slightly rear-biased downforce for high-speed stability through Turns 1, 5, and 15
• Brake Ducts: Front 4 / Rear 3 (manage temps over race stint, this car cooks rears)

KEY SETUP NOTE

• The Mercedes' weight transfers slowly, so with an aggressive late-braking style at Portimão's elevation changes (Turns 1, 5, 7-8 esses), the softer front ARB and slightly forward brake bias are essential to force rotation before the car's mass settles — otherwise you'll understeer wide onto the exit kerbs and overheat the front-left over a stint.

TRACK GUIDE

• Turn 1: Late braking crest demands trail-braking into the compression — the Mercedes' long wheelbase masks instability here, so you can brake later than it feels safe, but release brake pressure progressively to rotate rather than relying on initial bite.
• Turns 4-5 (Curva do Café uphill-blind): Commit early on throttle application exiting 4, as the uphill robs apex speed; aggressive drivers gain time by trusting the blind crest in 5 rather than lifting.
• The Esses (7-8-9): This is where lap time is won — minimize steering input and use curbs aggressively (hard kerb riding as per your style) to carry rotation speed through the direction changes without unsettling the rear on exit.
• Turn 15 (final corner): Traction zone is critical — this car's power delivery through the long gearing means late apex and progressive throttle matter more than outright early application; getting greedy here costs rear tyre life for the next lap.
• Tyre management: expect rear-left thermal degradation by lap 15-18 in a race stint — if running aggressive, plan a slightly earlier brake bias shift rearward (1% at ~20 laps) to compensate as rear grip fades.