Porsche 911 GT3 RS (992)

TYRES

• Compound: Slick Soft (Track), Front 29.5 PSI, Rear 28.5 PSI, No blankets — build pressure via out-lap weaving and heavy braking before flying lap. Optimal operating temp: 85–95°C

ELECTRONICS

• TC: 2 (minimal, allows rotation but catches snap on kerbs), ABS: 4, Engine Braking: Medium (2), Brake Bias: controlled via SUSPENSION section, PDK: Max Attack mode (fastest shift, no lift)

SUSPENSION

• // FRONT
• Ride Height: 58 mm
• Wheel Rate FL / FR: 185000 N/m / 185000 N/m
• ARB: 22 N/m
• Brake Torque Multiplier: 100 %
• Brake Bias: 58 %
• // REAR
• Ride Height: 64 mm
• Wheel Rate RL / RR: 165000 N/m / 165000 N/m
• ARB: 16 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.4
• Diff Power: 0.6

DAMPERS

AERO

• Front Splitter: Max attack (fully closed active aero flaps position), Rear Wing: 6 (of 6, max downforce — Weissach swan-neck if selectable), Downforce Level: Maximum, Brake Ducts Front/Rear: 2/3 (light cooling, single lap doesn't need heavy duct flow, prioritize aero tightness)

KEY SETUP NOTE

• The GT3 RS's rear-biased weight and pendulum effect punishes mid-corner throttle lift at Rauch/Rindt (T4) and entry to T5 — keeping rear ride height notably higher than front (64mm vs 58mm) plus firmer front ARB stabilizes platform through these fast direction changes without sacrificing the T9 traction you need for main straight speed.

TRACK GUIDE

• T1 Castrol Kurve: Trail brake deep from over 280 km/h, use ABS level 4 confidence to brake later than feels natural — car's strong front-end stability under active aero allows very late initial bite before rotating to apex.
• T3 Schlossgold: Committed uphill right — carry min speed higher than instinct suggests, the uphill compression adds mechanical grip; don't lift mid-corner or you lose the run to T4.
• T4 Rauch/Rindt: Near-flat but rear goes light over the crest — stay smooth on the wheel, resist correcting with steering input, trust the rear ARB setup to settle it.
• T5 Jochen Rindt: Heavy braking after long back straight — brake in a straight line, get it done early, rotate on entry not mid-corner to protect exit speed onto the twisty middle sector.
• T9 Hans Ernst: The most important corner on the lap — sacrifice a fraction of entry speed for