Porsche 911 GT3 R (991)

TYRES

• Slicks (Dry) — Front: 26.7 PSI, Rear: 26.2 PSI
• Tyre blanket temp: 80°C front / 80°C rear
• Optimal operating window for max grip: 90–100°C (peak grip ~95°C); qualifying lap — build front temp fast on out-lap with aggressive steering inputs to hit window before flying lap.

ELECTRONICS

• TC1: 4
• TC2: 1
• ABS: 5
• Engine Braking / Brake Migrate: N/A (fixed engine map — use Map 4, max power)
• Brake Bias: 58.5%
• Brake Driver Sensitivity: 80%

SUSPENSION

• // FRONT
• Ride Height: 50mm
• Wheel Rate FL / FR: 155000 N/m / 155000 N/m
• ARB: 6
• Brake Torque Multiplier: 100%
• Brake Bias: 58.5%
• // REAR
• Ride Height: 58mm
• Wheel Rate RL / RR: 145000 N/m / 145000 N/m
• ARB: 8
• Diff Preload: 70 Nm
• Diff Coast: 0.65
• Diff Power: 0.35

DAMPERS

AERO

• Front Splitter: 2
• Rear Wing: 3
• Downforce Level: Low-drag qualifying trim (max straight speed for Rettifilo/Parabolica exit)
• Brake Ducts: Front 2 / Rear 2 (single lap — minimal cooling need)

KEY SETUP NOTE

• Monza's low-drag demand fights the 992 GT3 R's need for rear stability under Lesmo/Ascari load — running rear wing at 3 with slightly stiffer rear ARB (8) and higher rear ride height (58mm) preserves platform stability over kerbs without paying the drag penalty of a taller wing, critical for Parabolica exit speed onto the straight.

TRACK GUIDE

• T1/2 Rettifilo: Brake as late as physically possible (around 100m board), trail brake deep into T1, use full kerb on exit of T2 — car's stiff rear ARB keeps it flat, don't lift on kerk exit.
• Curva Grande (T3): Taken essentially flat in quali trim — commit full throttle, let low-drag aero carry speed; any lift here costs 2-3 tenths minimum.
• Roggia (T4/5): Brake in a straight line, get rotation done early on entry — front end needs to bite immediately due to low ride height; trail off brake smoothly to rotate without unsettling rear.
• Lesmo 1/2: Sacrifice Lesmo 1 entry slightly to protect a clean, wide-radius Lesmo 2 exit — this is where lap time is made, as exit speed feeds the entire back straight to Ascari.
• Ascari chicane: Attack the kerbs flat-out with confidence — stiffer rear damping keeps the car planted; late apex the final part of Ascari to set up a straight run to Parabolica.
• Parabolica: This is THE lap-time corner — late apex, delay throttle application fractionally longer than feels natural, unleash full power only once car is pointed at exit kerb; low-drag setup rew

TYRES

• Slick — Medium/Dry compound, Front 27.2 PSI, Rear 26.7 PSI cold set (accounting for race stint heat build + aggressive driving raising temps faster). Blanket temp: 70°C front/rear. Optimal operating window for max grip: 80–95°C (front and rear). Race stint management target: keep rears under 100°C to avoid thermal degradation on long runs — slightly higher starting pressure accounts for aggressive kerb use at Ascari/chicanes.

ELECTRONICS

• TC1: 5
• TC2: 2
• ABS: 5
• Engine Map: 4 (balance power/fuel for race distance)
• Brake Bias: 58.5%
• Brake Driver Sensitivity: 80%

SUSPENSION

• // FRONT
• Ride Height: 58mm
• Wheel Rate FL / FR: 165 N/mm / 165 N/mm
• ARB: 5
• Brake Torque Multiplier: 100%
• Brake Bias: 58.5%
• // REAR
• Ride Height: 68mm
• Wheel Rate RL / RR: 150 N/mm / 150 N/mm
• ARB: 7
• Diff Preload: 70 Nm
• Diff Coast: 0.65
• Diff Power: 0.35

DAMPERS

AERO

• Front Splitter: 2, Rear Wing: 4, Brake Ducts Front: 3, Brake Ducts Rear: 3 — low-drag bias for top speed on straights, minimum wing consistent with chicane stability.

KEY SETUP NOTE

• The 911 GT3 R's rear-engine polar inertia makes Ascari and the two chicanes the danger zones for snap oversteer under aggressive late-braking — running slightly higher rear ride height (68mm) with stiffer rear ARB (7) keeps the pendulum effect in check without killing Parabolica exit rotation; do not chase more front grip by lowering front ride height below 58mm or you'll invite instability over the Rettifilo kerbs.

TRACK GUIDE

• T1/2 (Rettifilo): Brake as late as possible in a straight line before turn-in; trail brake lightly to rotate the nose, but release early — this car snaps if you carry brake through the chicane apex.
• T3 (Curva Grande): Near-flat in high downforce trim, but with low wing setup here you'll need a small lift or feather throttle — respect the rear-engine's tendency to squat and slide if you're greedy on entry speed.
• T4/5 (Roggia): Similar to T1/2 — late braking rewarded, but prioritize a clean, stable platform over the kerbs; aggressive kerb-riding unsettles the rear more than most GT3s.
• Lesmo 1/2: Sacrifice a fraction of Lesmo 1 entry speed for a cleaner rotation — this sets up Lesmo 2 exit, which feeds the long straight to Ascari. Exit traction here is worth more lap time than entry speed.
• Ascari: Treat as three connected inputs, not one corner — stay smooth on the kerbs, keep the car flat, and prioritize exit speed onto the straight over midpoint apex speed.
• Parabolica

TYRES

• Wet compound, Front 28.0 PSI, Rear 27.5 PSI (wet tyres run hotter under load — target operating window 50–65°C for peak wet grip; above 70°C risks overheating/graining, below 40°C gives poor grip and greying). Blankets: 50°C if used in formation, allow 2-3 laps to reach optimal window.

ELECTRONICS

• TC1: 6 (higher for standing water control on exits)
• TC2: 3
• ABS: 7
• Engine Braking/BMAP: 3 (reduced to aid rear stability on corner entry in low grip)
• Brake Bias: 54.5%

SUSPENSION

• // FRONT
• Ride Height: 65mm
• Wheel Rate FL / FR: 110 N/mm / 110 N/mm
• ARB: 3
• Brake Torque Multiplier: 90%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 72mm
• Wheel Rate RL / RR: 105 N/mm / 105 N/mm
• ARB: 4
• Diff Preload: 40 Nm
• Diff Coast: 0.4
• Diff Power: 0.3

DAMPERS

AERO

• Front Splitter: 3, Rear Wing: 6, Brake Ducts F/R: 4/4 (increased cooling needed — standing water reduces natural airflow cooling efficiency less, but braking loads remain high; ducts also manage wet brake temp swings)

KEY SETUP NOTE

• In wet conditions the 911 GT3 R's rear-engine weight bias becomes a double-edged sword — it gives strong traction out of Lesmo 2 and Parabolica, but reduced front-end grip on turn-in (especially into the two chicanes) makes aggressive late braking extremely risky; soften the front ARB and lower coast lock vs dry setup to let the car rotate without snapping, and respect a wider threshold braking margin (brake 15-20m earlier than dry) to avoid locking the fronts and understeering straight into the gravel.

TRACK GUIDE

• Variante del Rettifilo (T1/2): Brake 15-20m earlier than dry reference, trail brake gently to rotate the car on turn-in since ABS 7 will intervene early on standing water — avoid stabbing the brake pedal.
• Curva Grande (T3): In the wet this corner is no longer flat-out; lift slightly and carry a smooth, committed arc — the rear-engine car will want to push wide if you ask for too much lateral load on a greasy surface.
• Variante della Roggia (T4/5): Similar to T1/2 — prioritize a stable platform over max late braking; use the painted kerbs minimally as they're extremely slippery wet.
• Lesmo 1 & 2: Entry understeer is amplified in wet — get the car rotated early at Lesmo 1 with a lighter throttle application, Lesmo 2 traction out is key for the run to the straight — feed the throttle progressively to avoid wheelspin off that rear-biased weight.
• Parabolica: This is where the race is won — a wide, patient entry line with early but very progressive throttle application maximizes exit speed onto the pit straight; sacrifice a tenth