McLaren 720S GT3 Evo

TYRES

• Slick, Dry Compound. Front: 26.8 PSI, Rear: 26.3 PSI (cold, accounting for hot qualifying stint pressure rise to optimal 27.0–28.0 PSI window). Tyre blanket temp: 80°C (front & rear). Optimal operating window for max grip: 85–95°C.

ELECTRONICS

• TC1: 4 (single hot lap, minimal intervention for max acceleration)
• TC2: 2
• ABS: 4
• Engine Map: 1 (max power)
• Brake Bias: 56.5%
• Brake Driver Pedal Sensitivity: 80%

SUSPENSION

• // FRONT
• Ride Height: 52 mm
• Wheel Rate FL / FR: 178,000 N/m / 178,000 N/m
• ARB: 7
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 58 mm
• Wheel Rate RL / RR: 165,000 N/m / 165,000 N/m
• ARB: 5
• Diff Preload: 60 Nm
• Diff Coast: 0.5
• Diff Power: 0.3

DAMPERS

AERO

• Front Splitter: 1, Rear Wing: 3, Downforce Level: Low (drag-minimized for straight-line speed). Brake Ducts: Front 2, Rear 3.

KEY SETUP NOTE

• Monza rewards minimum-drag setups above all else — the 720S Evo's chassis has enough mechanical grip via diff and spring balance to handle the chicanes without needing wing; every extra click of rear wing costs more on the two straights and Parabolica exit than it gains in chicane stability, so keep the wing low (3) and lean on a tight coast diff lock and forward-biased brake bias to rotate the car into Roggia and Ascari instead.

TRACK GUIDE

• T1/2 (Rettifilo): Brake as late as physically possible from 340+ km/h — trail brake deep into T1, use the flat rear diff lock to keep the car stable over the chicane kerbs; don't lift early, the 720S's strong front brake bias helps rotation here.
• T3 (Curva Grande): Taken essentially flat in quali trim with low rear wing — commit full throttle early, trust the low-drag setup for a higher minimum speed carry.
• T4/5 (Roggia): Second heavy braking zone — brake slightly earlier than Rettifilo due to bumpier entry, get back to power early exiting T5 onto the Lesmo approach.
• Lesmo 1/2: Lesmo 1 needs strong front-end bite on entry (trust the front ARB/spring balance); Lesmo 2 exit traction is critical — this feeds the full straight to Ascari, so prioritize a clean, early throttle application over outright entry speed.
• Ascari chicane: Flat, stable ride over the kerbs is essential — the stiffer front-rear balance keeps the car settled; carry as much speed as possible since it leads into the long run to Parabolica.
• Parabolica: The lap-defining corner — late apex, patient throttle application, maximize exit speed onto the pit straight; a tenth g

TYRES

• Dry compound (Dry). Front pressure: 27.3 PSI cold set / target hot 27.5 PSI. Rear pressure: 26.8 PSI cold set / target hot 27.0 PSI. Tyre blanket temp: 80°C (standard ACC blanket setting). Optimal operating window for maximum grip: 85–95°C for both front and rear (GT3 slick compound in ACC) — race stint management should keep working range within this band, with 90°C as the sweet spot.

ELECTRONICS

• TC1: 6
• TC2: 3
• ABS: 5
• Engine Braking / Brake Magic: Medium (3rd setting)
• Brake Bias: 54.5% (front)

SUSPENSION

• // FRONT
• Ride Height: 55mm
• Wheel Rate FL / FR: 155000 N/m / 155000 N/m
• ARB: 6
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60mm
• Wheel Rate RL / RR: 145000 N/m / 145000 N/m
• ARB: 5
• Diff Preload: 60 Nm
• Diff Coast: 0.55
• Diff Power: 0.35

DAMPERS

AERO

• Front Splitter: 2
• Rear Wing: 4
• Brake Ducts Front: 3
• Brake Ducts Rear: 3
• Priority: minimum drag configuration for top speed on straights, wing kept slightly higher (4) versus pure qualifying trim to stabilize rear through Curva Grande and Ascari kerbs during a full race stint.

KEY SETUP NOTE

• The 720S's rear tends to snap under load transfer on the second chicane and Ascari kerbs — running slightly higher rear ride height (60mm) with firmer rear slow bump damping controls this without sacrificing the low-drag straight-line speed Monza demands; do not chase qualifying-low wing angles for race stints, as rear stability degrades tyre life faster than the lap time gained.

TRACK GUIDE

• Variante del Rettifilo (T1/2): brake as late as possible in a straight line — trail brake minimally, this car rotates well on entry; sacrifice nothing on the kerb exit, it's aggressive but stable if rear ride height is correct.
• Curva Grande (T3): taken near-flat — commit early, small lift only if traffic; this is where rear ARB setting (5) prevents snap oversteer under sustained lateral load.
• Variante della Roggia (T4/5): similar heavy braking to T1 — use ABS 5 to find late braking limit, then get back to power early exiting T5 for the run to Lesmo.
• Lesmo 1 & 2: Lesmo 1 rewards late apex and front grip for rotation (splitter at 2 helps here); Lesmo 2 is where understeer creeps in with race fuel loads — be patient on entry, prioritize exit speed onto the back straight.
• Ascari & Parabolica: Ascari kerbs must be taken flat and stable — this is where the stiffer rear damper settings pay off. Parabolica is the lap-time corner: a wide, patient entry maximizes exit speed onto the pit