Porsche 911 GT3 R (992)

• Note: Circuit de la Sarthe (full La Sarthe circuit with Mulsanne straights) differs significantly from the COTA notes supplied — those COTA corner references don't apply here, so the Track Guide below is built specifically for La Sarthe with Porsche 911 GT3 R characteristics in mind.

TYRES

• Slick — Medium compound, Front 27.5 PSI, Rear 27.0 PSI (cold set), blanket temp 70°C. Optimal operating window 80–95°C for peak grip; race management target 85–90°C to balance deg over stint.

ELECTRONICS

• TC1: 5, TC2: 2, ABS: 5, Engine Braking/Brake Magic: 3 (reduced to stabilise rear on Mulsanne chicane entries), Brake Bias: 54.5% front (adjustable +/-1% in-cockpit per stint).

SUSPENSION

• // FRONT
• Ride Height: 65 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 85000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 70 mm
• Wheel Rate RL / RR: 165000 N/m / 165000 N/m
• ARB: 110000 N/m
• Diff Preload: 55 Nm
• Diff Coast: 0.70
• Diff Power: 0.35

DAMPERS

AERO

• Front Splitter: 2 (low-drag setting), Rear Wing: 4 of 6 — biased for low-drag down Mulsanne straights while retaining enough rear stability for Porsche Curves, Brake Ducts: Front 3 / Rear 2 (manage temps over long braking zones without overheating in slower sectors).

KEY SETUP NOTE

• The 911 GT3 R's rear-engine pendulum effect is massively amplified at La Sarthe's high-speed corners (Porsche Curves, Indianapolis/Arnage exit) — run slightly higher rear ride height (70mm) and strong coast lock (0.70) to stop snap oversteer on throttle lift at 280+ km/h, but keep rear wing low enough (4 clicks) to not sacrifice the 6km of straights to drag; the car will feel slightly nervous on initial turn-in through the Esses as a trade-off — this is intentional and manageable with smooth inputs.

TRACK GUIDE

• Mulsanne chicanes (both): brake hard and straight-line only — this car's rear weight bias punishes any trail-braking rotation here; get it stopped early, rotate minimally, prioritise exit speed for the next straight burst.
• Porsche Curves: this is where lap time is won — commit to a smooth, high-minimum-speed line; the 911 GT3 R's natural rear grip rewards late apex, progressive throttle application rather than aggressive rotation.
• Tertre Rouge: critical exit onto Mulsanne straight — get full throttle down early even if it costs a fraction of mid-corner speed, as the straight-line speed gain outweighs it.
• Arnage and Indianapolis: both are traction-critical, low-speed corners — use the strong diff coast lock to settle the car on entry, then be patient on power to avoid overworking the rear tyres this early in a long stint.
• Ford Chicanes (final corners): last chance to set up a strong run onto the pit straight — aggressive kerb use is fine here (car handles kerbs well) but don't compromise exit traction for a marginal entry gain.