McLaren 720S GT3 Evo

TYRES

• Slick — Front: 27.8 PSI cold, Rear: 27.3 PSI cold
• Blanket temp: 80°C
• Optimal operating window: 85–100°C (peak grip ~90°C) — qualifying lap should target tyres already at upper end of this window before final sector push

ELECTRONICS

• TC1: 5
• TC2: 2
• ABS: 5
• Engine Braking / Brake Magic: 3 (higher stability into La Source/Les Combes)
• Brake Bias: 54.5% front

SUSPENSION

• // FRONT
• Ride Height: [55mm]
• Wheel Rate FL / FR: [155000 N/m] / [155000 N/m]
• ARB: [180000 N/m]
• Brake Torque Multiplier: [100%]
• Brake Bias: [54.5%]
• // REAR
• Ride Height: [58mm]
• Wheel Rate RL / RR: [175000 N/m] / [175000 N/m]
• ARB: [140000 N/m]
• Diff Preload: [50 Nm]
• Diff Coast: [0.6]
• Diff Power: [0.3]

DAMPERS

AERO

• Front Wing: 4 (of 6)
• Rear Wing: 5 (of 6)
• Downforce level: High-biased rear (planted through Eau Rouge/Raidillon and Blanchimont)
• Brake Ducts: Front 4 / Rear 3

KEY SETUP NOTE

• Run slightly more rear wing than instinct suggests — the 720S snaps loose on power and under compression, and Eau Rouge/Raidillon plus Blanchimont will punish any rear instability at full commitment; sacrifice a little Kemmel top speed for a car that stays planted through the flat-throttle sections where lap time is actually won on a single hot lap.

TRACK GUIDE

• La Source: brake late but in a straight line — trail brake gently only to rotation point; this car's mechanical grip lets you carry more entry speed than expected, but early turn-in with front load will understeer wide.
• Eau Rouge/Raidillon: full commitment flat or near-flat depending on fuel/tune; keep the car dead straight over the compression — any steering input here with a nervous rear will snap the McLaren loose at the worst possible moment.
• Les Combes: heaviest braking zone on track after Kemmel — brake in a straight line, use the stability from brake bias/engine braking settings, then rotate hard on entry since the coast diff lock helps settle the rear.
• Pouhon: needs commitment on entry with stable front — trust the aero platform, carry speed through both apexes, small correction only.
• Blanchimont: this is where quali laps are made or lost — flat-out or as close as possible; the car must be planted, so any rear-end aero deficit will cost massive time or a spin.
• Bus Stop: aggressive kerb use is fine — the 720S handles kerb strikes well with these damper settings; sacrifice a clean line slightly to carry more speed onto the pit straight.

THEORETICAL BEST LAP

• 2:18.900 — theoretical optimal sector composite, dry, low fuel, qualifying

TYRES

• Slick, Front 27.8 PSI, Rear 27.3 PSI (cold set — accounts for race-stint heat build on heavy-braking circuit). Optimal tyre operating window: 80–95°C for peak grip, with front-left and rear-right biased slightly higher due to Spa's long right-hand-dominant layout (Blanchimont, Pouhon exit load). Blanket temp (if used): 70°C.

ELECTRONICS

• TC1: 6
• ABS: 5
• TC2: 3
• Brake Bias: 54.5% front (adjustable 54.0–56.0 in-race as fronts wear)

SUSPENSION

• // FRONT
• Ride Height: [55 mm]
• Wheel Rate FL / FR: [152000 N/m] / [152000 N/m]
• ARB: [110000 N/m]
• Brake Torque Multiplier: [100%]
• Brake Bias: [54.5%]
• // REAR
• Ride Height: [60 mm]
• Wheel Rate RL / RR: [168000 N/m] / [168000 N/m]
• ARB: [85000 N/m]
• Diff Preload: [50 Nm]
• Diff Coast: [0.65]
• Diff Power: [0.30]

DAMPERS

AERO

• Front Wing: 4 (of available range), Rear Wing: 7, Downforce bias: rear-leaning for Eau Rouge/Blanchimont stability, Brake ducts: 4 front / 3 rear

KEY SETUP NOTE

• This car's natural snap-oversupply at high-speed compression (Eau Rouge/Raidillon, Blanchimont) means you must run more rear wing and stiffer rear-end damping than feels "correct" on paper — the 720S Evo rewards a planted rear platform over outright low drag on Kemmel, since a single rear-end moment at Raidillon costs more time than the top speed deficit on the straight.

TRACK GUIDE

• La Source: brake very late but in a straight line — car has strong front bite; trail-brake just enough to rotate, then get on power early for Kemmel run, since this corner feeds the longest straight on track.
• Eau Rouge/Raidillon: full commitment flat (or lift minimal) — keep the car dead straight on compression, any steering input here on this chassis unsettles rear under load; stay planted, resist the urge to correct early.
• Les Combes: this is where aggressive drivers gain time — late braking into T5, but be disciplined on trail-brake release to rotate without upsetting rear on direction change into T6.
• Pouhon: needs committed single-input entry — trust front grip, carry speed through first apex, let car rotate naturally to second apex, don't chase the apex early.
• Stavelot/Blanchimont: both demand a stable rear — run the diff coast setting as specified to avoid

• Note: ACC-spec tyre pressures and setup ranges are being adapted to LMU's McLaren 720S GT3 Evo implementation. Wet-weather values below reflect LMU wet compound behaviour.

TYRES

• Wet compound, Front 26.5 PSI, Rear 26.0 PSI, optimal operating temp 55–70°C (wet compound peak grip window — cooler than slicks; avoid overheating by over-driving on a drying line).

ELECTRONICS

• TC1: 7
• ABS: 6
• TC2: 3
• Brake Bias: 54.5% front

SUSPENSION

• // FRONT
• Ride Height: 75 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 110000 N/m
• Brake Torque Multiplier: 90%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 78 mm
• Wheel Rate RL / RR: 160000 N/m / 160000 N/m
• ARB: 95000 N/m
• Diff Preload: 55 Nm
• Diff Coast: 0.5
• Diff Power: 0.3

DAMPERS

AERO

• Front wing: 4 (of car's adjustable range), Rear wing: 6, Downforce level: Medium-High (wet-biased, rear-weighted for stability), Brake ducts: Front 4 / Rear 3

KEY SETUP NOTE

• In the wet, Eau Rouge/Raidillon and Blanchimont become the defining corners — reduce rear ARB and add rear wing versus dry setup to prevent snap oversteer under compression and spray-reduced visibility; sacrificing a little Kemmel top speed for rear planted confidence pays off everywhere else on this lap.

TRACK GUIDE

• La Source: brake earlier than dry instinct dictates — wet front grip drops first; trail brake gently, avoid locking which kills front wet tyre temp for next lap.
• Eau Rouge/Raidillon: in wet, likely not flat — lift slightly or short-shift to keep rear planted through compression; any snap here ends the race.
• Les Combes: heavy braking after Kemmel — brake in a straight line earlier, car's TC2=3 helps rotation but don't ask for mid-corner throttle too early on wet exit kerb.
• Pouhon: needs stable front platform — smooth steering input, trust the medium-high aero to carry speed through the double apex without diving.
• Traction zones (Rivage, Bus Stop exit): feed throttle progressively — with diff power at 0.3 and TC1 at 7, the car will forgive slight aggression but washing out the rear in standing water ends races; prioritize tyre/fuel management over one hot lap.

THEORETICAL BEST LAP

• 2:28.000 — wet-optimal theoretical pace, heavy spray/standing water reduces this significantly versus dry pace; race-distance management (tyre deg, fuel) means target consistent 2:32–2:35s rather than chasing this number.

REAL WORLD RECORD

• No official record (GT3 wet-weather lap times are not formally ratified as records due to variable condit