Porsche 911 GT3 Cup (992)

TYRES

• Compound: Slick (Cup spec — single dry compound)
• Front Pressure: 27.5 PSI
• Rear Pressure: 27.0 PSI
• Optimal operating temp: 85–95°C (peak grip window for Cup slick)
• No tyre blankets available in AC Evo — allow 2–3 out-laps worth of weaving/braking to build temperature before hot lap if possible; otherwise bias first lap braking points slightly earlier until tyres cross 70°C.

ELECTRONICS

• TC: 3
• ABS: 4
• Engine Braking: Medium (standard Cup ECU map, no adjustable brake-by-wire on this car)
• Brake Bias: 58% front (adjustable in-car; see Suspension section)

SUSPENSION

• // FRONT
• Ride Height: 58 mm
• Wheel Rate FL / FR: 128,000 N/m / 128,000 N/m
• ARB: 22 N/mm
• Brake Torque Multiplier: 100%
• Brake Bias: 58%
• // REAR
• Ride Height: 64 mm
• Wheel Rate RL / RR: 118,000 N/m / 118,000 N/m
• ARB: 16 N/mm
• Diff Preload: 40 Nm
• Diff Coast: 0.70
• Diff Power: 0.35

DAMPERS

AERO

• Front Splitter: fixed (no adjustment, Cup spec)
• Rear Wing: 6 (max attack setting, near-max angle for Nordschleife/GP combined downforce)
• Downforce Level: High — accept straight-line drag loss on Döttinger Höhe for stability through Schwedenkreuz/Kesselchen and the GP-section esses
• Brake Ducts: 2 (front) / 2 (rear) — single-lap heat not a concern, minimal duct opening for reduced drag

KEY SETUP NOTE

• The 911 Cup's rear-engine polar inertia makes the GP-section S-curves (Schumacher-S, Yokohama-S) the lap-defining zone — run high rear coast lock (0.70) and slightly softer front ARB relative to rear to get the nose to rotate on entry without triggering snap oversteer mid-corner; sacrifice a touch of rear wing stability for max front bite is not worth it here, keep wing at 6.

TRACK GUIDE

• Yokohama-S (T1): brake hard but straight-line only before turn-in; any trail-braking rotation here with the Cup's rear weight bias risks snap — get it stopped, then rotate.
• Schumacher-S (T3): carry momentum, minimize steering correction — this is a rhythm section, smooth hands beat late apex hunting.
• Fuchsröhre/Flugplatz (Nordschleife link sections if running combined/24h config): full commitment flat-out sections reward high-downforce setup — trust the aero.
• Dunlop-Kehre and Bit-Kurve hairpins: traction is king — get the car rotated before the apex so you can unwind the wheel and feed throttle progressively, diff power lock at 0.35 keeps rear squat without excessive scrub.
• Döttinger Höhe straight: top-speed zone — this is where you lose time to high-wing setups, but the lap time gained in the infield/GP-section esses outweighs the straight-line deficit for single-lap pace.