Ferrari 296 GT3

TYRES

• Slick, front 27.8 PSI, rear 27.5 PSI (race stint compensates for tyre deg — slightly above ACC baseline to manage pressure rise over long runs). Optimal operating window: 85–100°C for peak grip. No tyre blankets in AC Evo — build temps in first sector via gentle weaving and progressive brake loading on out-lap.

ELECTRONICS

• TC1: 5
• TC2: 2
• ABS: 5
• Engine Braking: 3 (medium — stability into T1 without killing rotation)
• Brake Bias: 54.5% (see suspension section for exact front %)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 6500 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 120000 N/m / 120000 N/m
• ARB: 4800 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.35
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 3 clicks (low-medium, minimize drag for main straight)
• Rear Wing: 4 (of typical 1–10 GT3 scale) — biased toward low drag while retaining 100R/200R stability
• Brake Ducts: Front 2 / Rear 3 (moderate cooling, long straight allows some cooling recovery)

KEY SETUP NOTE

• Fuji's 1.475km straight punishes drag mercilessly, but the 296 GT3's front-heavy nature means you can't strip rear wing too far without losing 100R and 200R stability at 250+ km/h — the sweet spot is a slightly softer rear ARB with modest wing to keep the rear planted without sacrificing top speed, letting you brake later into T1 with confidence.

TRACK GUIDE

• T1: This is where the race is won or lost. Brake as late as possible in a straight line, get 90% of braking done before turn-in — the 296's strong front brakes allow late trail-braking, but respect the front-heavy balance; any lock-up here costs multiple positions.
• 100R: Commit early with a stable platform; lift-and-coast kills rotation here — trust the rear ARB setup and carry speed, small steering corrections only.
• T14 Hairpin: Traction zone is critical — get the car rotated before apex, get on throttle progressively (TC1 at 5 helps manage turbo torque), full power lock diff (0.65) aids drive onto the next straight.
• 200R: Long duration lateral load — manage tyre temps here across a stint, avoid mid-corner steering corrections that scrub the rear tyres prematurely.
• Final sector into main straight: Exit priority over entry — sacrifice a tenth on entry to Netz Kurve for a clean, full-power exit onto the longest straight in Japan; this is where lap time compounds over a race distance.

THEORETICAL BEST LAP

• 1:24.500 — theoretical optimal based on GT3-class sim