Chevrolet Corvette Z06 GT3.R

TYRES

• Slick, Front: 27.5 PSI, Rear: 27.0 PSI, blankets 80°C front/rear (max heat for qualifying bite)

ELECTRONICS

• TC: 2, ABS: 3, Engine Braking: Medium, Brake Bias: 54.5% (adjustable -1 to +1 on the fly)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 120000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 130000 N/m / 130000 N/m
• ARB: 90000 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.4
• Diff Power: 0.6

DAMPERS

AERO

• Front Splitter: 4 (max attack), Rear Wing: 5 (of 6 — slightly below max for Mulsanne/Hunaudières straight speed), Brake Ducts F/R: 3/3

KEY SETUP NOTE

• At Le Mans the Z06 lives or dies on straight-line stability and low drag down the three long straights — running max rear wing kills your lap time through pure top speed loss, so this setup trades a fraction of Porsche Curves/Ford Chicane rotation for a much higher terminal velocity into Mulsanne and Indianapolis, where the time gain is far bigger.

TRACK GUIDE

• Tertre Rouge exit is critical: carry max speed onto the Mulsanne straight, use every inch of track on exit — this straight dictates your entire lap time
• Brake extremely late into the first and second Mulsanne chicanes — trail brake hard, the Z06's stable front end allows very late initiation, but don't overslow the second part of the chicane as exit speed feeds the run to Indianapolis
• Indianapolis and Arnage are double-apex, patience corners — resist the urge to attack the first apex; a wide, late-apex line maximizes exit speed onto the Porsche Curves run
• Porsche Curves is where aggressive drivers gain the most time — commit to minimal lift, trust the aero platform, and track out fully at each exit to carry speed into the final sector
• Ford Chicane before the pit straight is the last lap-time opportunity — a strong, straight exit here matters more than the chicane entry speed itself because of the long run to the line

THEORETICAL BEST LAP

• 3:28.500 — theoretical optimal sector composite, GT3-spec Z06.R, dry, low fuel, soft tyres at peak grip window

REAL WORLD RECORD

• 3:47.902 — No official outright GT3 class qualifying record publicly verified for this exact configuration; closest reference is LMGT3-era pole times around high 3:40s in WEC 2024

SIM RACING RECORD

• 3:29.800 — Le Mans Ultimate community hotlap estimate, GT3 class, Circuit de la Sarthe, dry/optimal conditions (unofficial, leaderboard-sourced

TYRES

• Compound: Dry (Medium — endurance race compound for deg management)
• Front Pressure: 27.3 PSI
• Rear Pressure: 27.0 PSI
• Tyre Blanket Temp: 80°C (front and rear)

ELECTRONICS

• TC: 4
• ABS: 3
• Engine Braking / Brake Magic: 4
• Brake Bias: 54.5% front (base, cockpit adjustable ±1.5%)

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 110 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 125000 N/m / 125000 N/m
• ARB: 90 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.45
• Diff Power: 0.35

DAMPERS

AERO

• Front Splitter: 4 (of typical 1–6 range)
• Rear Wing: 5 (of typical 1–8 range)
• Downforce Level: Medium-High (balanced for Mulsanne straight speed vs. Porsche Curves stability)
• Brake Ducts Front/Rear: 5 / 4

KEY SETUP NOTE

• The Corvette's long wheelbase and weight make it stable under braking but prone to understeer on initial rotation — run slightly softer front ARB and a touch more front ride height than you'd expect, to let the nose bite in the Porsche Curves and Ford Chicanes without sacrificing the ultra-stable high-speed platform needed down the Mulsanne straights and through Indianapolis.

TRACK GUIDE

• Mulsanne Straight & Chicanes: brake deep but straight-line only — any trail-braking here with the Corvette's weight transfer risks snap oversteer on the chicane entry kerbs; get fully straight before turn-in.
• Porsche Curves: this is where the race is won or lost — commit to a smooth, high-minimum-speed line, trusting the aero; lifting mid-corner costs far more than entry speed.
• Tertre Rouge: late apex onto the straight is critical — sacrifice initial rotation speed for an earlier, cleaner throttle application to maximize straight-line speed down Mulsanne.
• Arnage & Indianapolis: heavy traction corners — be patient on throttle to protect rear tyres over a full stint; early aggressive throttle here is the biggest tyre-killer across 10+ lap runs.
• Ford Chicanes (final): exploit curbs hard with this stiff GT3 platform — aggressive kerb riding here gains real lap time without excessive setup risk, but don't overdo entry speed into the first chicane as it unsettles rotation into the second.

THEORETICAL BEST LAP

• 3:27.500 — theoretical optimal based on Corvette Z06 GT3.R pace in LMU, dry/green track, single flying lap conditions

REAL WORLD RECORD

• 3:23.252 — Earl Bamber, Por