Ferrari 296 GT3

TYRES

• Slick (Dry) compound, Front: 26.8 PSI, Rear: 26.3 PSI, tyre blankets set to 70°C all corners. Optimal operating window for max grip: 75–95°C (peak slip-angle grip ~85°C) — qualifying lap target is to launch close to this window immediately, so blanket temps and aggressive first-sector tyre loading matter more than race-stint thermal management.

ELECTRONICS

• TC1: 4, TC2: 1, ABS: 5, Engine Map: 1 (max power, quali map), Brake Bias: 54.5%, Brake Driver (pedal sensitivity): 85%

SUSPENSION

• // FRONT
• Ride Height: 56 mm
• Wheel Rate FL / FR: 185000 N/m / 185000 N/m
• ARB: 8
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 64 mm
• Wheel Rate RL / RR: 160000 N/m / 160000 N/m
• ARB: 5
• Diff Preload: 70 Nm
• Diff Coast: 0.4
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 7, Rear Wing: 7, Brake Ducts Front: 3, Brake Ducts Rear: 3 — balance biased for Conrod/Chase stability while keeping Mountain straight speed competitive for one lap.

KEY SETUP NOTE

• Panorama's elevation changes (The Esses, Skyline compression, Dipper) combined with the 296's front-heavy turbo torque delivery mean the car will unload the front over the crest at Skyline exactly when you need rotation for The Cutting — slightly stiffer front ARB (8) plus firm front slow-bump keeps the splitter planted on the Esses without sacrificing Dipper's compression where soft wheel rates would bottom out.

TRACK GUIDE

• Brake extremely late into Turn 1 (Hell Corner) off the Mountain Straight — trail brake deep, rotate on entry, this is the biggest single time-gain zone with TC1 at 4 you can get aggressive on throttle pickup mid-corner.
• Through The Esses (Turn 2-3), carry max commitment — minimal lift, use the camber, let the stiffer front end hold line; any scrub here costs 2-3 tenths compounding into Turn 4.
• Skyline and the approach to Macphillamy (Turn 6) — unweight through the crest, brake just after the crest apex not before, turbo lag means you must be back on throttle slightly earlier than you'd think to build boost before Forrest's Elbow.
• The Dipper/Forrest's Elbow compression — use full kerb aggressively (stiffer dampers tuned above absorb this), sacrifice a clean line for late apex to maximize exit speed onto Conrod Straight, the longest flat-out zone on track.
• Conrod Straight into Chase — this is where rear wing (7) pays off; brake marker should be later than instinct suggests given strong front brake bias, trail brake to rotate for the final chicane onto the front straight — exit speed here is critical for the lap's fin