Dallara Stradale — Trackday

TYRES

• Slick (Soft compound), Front: 27.0 PSI, Rear: 26.5 PSI
• Camber: Front -3.6°, Rear -2.4°
• Toe: Front -0.05° (toe-out), Rear +0.10° (toe-in)
• Optimal operating temp: 85–95°C (peak grip window for soft slick)

ELECTRONICS

• TC: 2 (minimal intervention, allows rotation)
• ABS: 3
• Engine Braking/Brake Magic: 4 (high, aids rotation on trail-brake)
• Brake Bias: 56% front (static reference, see suspension section)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 450 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 56%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 130000 N/m / 130000 N/m
• ARB: 320 N/m
• Diff Preload: 55 Nm
• Diff Coast: 0.5
• Diff Power: 0.65

DAMPERS

AERO

• Front wing: 6 (of 10 clicks) — balanced front grip for rotation into Schlossgold/Rindt
• Rear wing: 7 (of 10 clicks) — stability over Rauch Kurve crest and Jochen Rindt braking
• Downforce level: Medium-high trackday aero package engaged
• Brake ducts: Front 2 / Rear 2 (minimal, single lap — no overheating risk)

KEY SETUP NOTE

• The Stradale goes light over the Rauch Kurve/Rindt crest at high speed — running too little rear wing or too soft rear ride height will cause the rear to step out unpredictably at the worst possible moment; this setup prioritizes rear stability there at a small cost of peak rotation in the infield.

TRACK GUIDE

• T1 Castrol Kurve: brake as late as possible in a straight line, trail-brake deep into entry — car's low weight lets you out-brake expectations, but lock-up risk is high with cold tyres on the lap's first application.
• T3 Schlossgold: committed, near-full throttle uphill right — carry min speed, let the aero load build; lifting costs more than it gains.
• T4 Rauch/Rindt Kurve: flat-out or near-flat — stay smooth on the wheel, car goes light over the crest, any sudden input unsettles the rear.
• T9 Hans Ernst (final hairpin): this is the lap-defining corner — sacrifice entry speed for a clean, early throttle application since it feeds the entire main straight; a wide, late apex exit-focused line is faster than attacking the apex.
• Overall: this car rewards minimal steering input and patience on throttle — its low weight and strong brakes mean the lap is won through traction zones (T2, T9) not outright cornering speed.

THEORETICAL BEST LAP

• 1:28.400 — theoretical optimal sector composite, dry, soft slicks, clean air, no traffic

REAL WORLD RECORD

• No