Ford Mustang GT3

TYRES

• Compound: Dry Slick – Medium
• Front Pressure: 27.8 PSI cold
• Rear Pressure: 27.3 PSI cold
• Optimal Operating Temp: 85–95°C (peak grip window; avoid exceeding 105°C to prevent thermal deg over race stint)
• Tyre Blanket Temp (if used): 80°C

ELECTRONICS

• TC1: 5
• TC2: 3
• ABS: 5
• Engine Braking / Brake Magic: Medium-High (reduce slightly on entry to hairpins to aid rotation)
• Brake Bias: 54.5% front (base), adjustable 53.5–56.0% in-cockpit

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 185,000 N/m / 185,000 N/m
• ARB: 220 N/mm
• 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: 180 N/mm
• Diff Preload: 55 Nm
• Diff Coast: 0.45
• Diff Power: 0.72

DAMPERS

AERO

• Front Wing: 5 (of 10 clicks)
• Rear Wing: 6 (of 10 clicks)
• Downforce Level: Medium-High — biased slightly rear for stability under hard braking into T1/T7
• Brake Ducts: Front 5 / Rear 4 (heavy front brake loading at Sebring demands strong cooling)

KEY SETUP NOTE

• Sebring's relentless bumps punish stiff low-speed damping — prioritize fast bump compliance (kept soft here) over outright spring stiffness, or the Mustang's heavy front end will skip and lose braking stability exactly where you need it most (T1, T13/14).

TRACK GUIDE

• T1: Brake late but in a straight line — the bumpy approach unsettles the front under trail-braking, so get braking done early-mid phase, then rotate on throttle.
• Hairpin (T7): This is your biggest lap time opportunity — sacrifice a little entry speed for a clean, early throttle application; the V8 torque will reward patience here.
• T13/14: Treat this as a rhythm section — don't fight the bumps, let the dampers work; smooth inputs prevent snap oversteer on this irregular surface.
• Final chicane (T17): Traction onto the pit straight is critical for straight-line speed — prioritize exit over entry speed, get the car pointed early.
• Tyre management: the Mustang's rear tends to overheat under aggressive diff power lock — slightly earlier throttle application with modulation beats late aggressive throttle stabs over a race stint.