Porsche 911 GT3 R (992)

TYRES

• Compound: Soft slick (qualifying compound)
• Front Pressure: 27.0 PSI (cold start; targets ~30.0 PSI hot after the out-lap)
• Rear Pressure: 26.5 PSI (cold start; targets ~29.5 PSI hot after the out-lap)
• Tyre Blanket Temp: 80°C if blankets are enabled
• Optimal Operating Temperature: 85–95°C core for maximum grip. Aim to arrive at the flying lap at ~90°C.

ELECTRONICS

• TC1: 4
• TC2: 2
• ABS: 4
• Engine Braking / Brake Magic: Not adjustable on this car, so use the diff coast setting below to control rotation
• ERS: N/A (non-hybrid)
• Brake Bias: 56.5% (see suspension)

SUSPENSION

• // FRONT
• Ride Height: 52 mm
• Wheel Rate FL / FR: 185,000 N/m / 185,000 N/m
• ARB: 38,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 68 mm
• Wheel Rate RL / RR: 215,000 N/m / 215,000 N/m
• ARB: 52,000 N/m
• Diff Preload: 90 Nm
• Diff Coast: 0.7
• Diff Power: 0.4

DAMPERS

AERO

• Front Wing: Minimum, 1 click above lowest
• Rear Wing: Position 2 (low-drag Monza trim, minimum stable level for a 992 given its rear mass)
• Downforce Level: Low; drag is the priority on the straights
• Brake Ducts: Front 2 / Rear 2 (open enough for a single-lap brake temp window, since a one-lap run is not a cooling problem)

KEY SETUP NOTE

• The 992's rear-engine mass is both its strength and its liability here. The high coast lock (0.7) and stiffer rear spring/ARB pairing keep the car stable on the heavy chicane entries, but the rear wing cannot be stripped as low as on a mid-engine GT3. Hold it at 2 and gain the rest of the straight-line speed through ride height and slipstream, not by cutting rear downforce further and risking a snap-oversteer lap at Curva Grande and Parabolica.

TRACK GUIDE

• Rettifilo (T1/2): Brake from 340+ km/h and commit to the brake point you trust. With the rear-engine weight transfer, 56.5% bias plus trail braking to the apex gets the nose to rotate. Take the kerb on the exit of the chicane but stay off the aggressive outer kerb to avoid unsettling the rear.
• Curva Grande (T3): Flat out. Keep the car pinned to the inside line and trust the aero. Any steering correction here costs time all the way down to Roggia.
• Roggia (T4/5) and Lesmo 1/2: Late brake on Roggia, but square the exit to protect speed into Lesmo. At Lesmo 2, be patient with the throttle: the car tends to push, so lift slightly earlier on entry and exit on the power to protect the run to Ascari.
• Ascari (T11/12/13): Ride the kerbs aggressively. The stiffer rear helps here, and a clean, flat exit onto the back straight is worth more than any gain on entry.
• Parabolica (T14): This is the lap-time corner. Brake late and straight, release the brake progressively for rotation, then get the throttle down early. Smooth throttle application prevents TC cutting in and costing exit speed down the main straight.

TYRES

• Compound: Wet
• Front: 27.5 PSI cold
• Rear: 27.0 PSI cold
• Optimal operating temperature: 60–75°C (peak wet grip ~68°C). Tyre blankets: not applicable.

ELECTRONICS

• TC1: 5
• TC2: 3
• ABS: 5
• Engine braking: not adjustable on this car
• Brake bias: 56.5% front (in-cockpit, shift 0.5% rearward if the rear gets light into the chicanes)

SUSPENSION

• // FRONT
• Ride Height: 62 mm
• Wheel Rate FL / FR: 125,000 N/m / 125,000 N/m
• ARB: 18,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 82 mm
• Wheel Rate RL / RR: 150,000 N/m / 150,000 N/m
• ARB: 26,000 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.7
• Diff Power: 0.4

DAMPERS

AERO

• Front wing: stock (not adjustable)
• Rear wing: 4 clicks above minimum. Wet Monza still needs drag trimmed, but extra rear stability is required for the Parabolica exit and the braking zones.
• Downforce level: Low-medium (rear-biased balance)
• Brake ducts: Fully open front and rear. Wet running keeps brake temps low, so maximum cooling is not needed. Close 1–2 clicks if the brakes fall below working temperature on the out-lap.

KEY SETUP NOTE

• The 992's rear weight bias is the whole story in the wet at Monza. Heavy braking into the Rettifilo and Roggia chicanes can unload the rear and bring a pendulum snap on turn-in. The high coast lock (0.7), rear-biased ARB and slightly taller rear ride height keep it planted while still allowing the aggressive rotation you want. Keep the diff power lock low (0.4) so the rear tyres can hold grip through the Parabolica exit without a snap of wheelspin.

TRACK GUIDE

• Rettifilo (T1/2): Brake very early compared to the dry, with the first 50 m at 100% pressure and a smooth, progressive release. Aggressive kerb use is risky in the wet, so clip the inside kerb only with the left tyres and stay off the painted sections.
• Curva Grande (T3): Taken at 85–90% throttle in the wet. Stay smooth, keep the car neutral, and do not lift abruptly. A sudden lift will unload the rear and spin the car.
• Roggia (T4/5) and Lesmo 1/2 (T8/9): Trail brake deep into the apex to rotate the car, then pick up the throttle early. TC1 at 5 gives enough safety net for the downhill Lesmo 1 exit. Lesmo 2 is where understeer develops, so brake slightly deeper and rotate on the brakes.
• Ascari (T11/12/13): Stay off the high kerbs, which are slippery in the wet. Take a wide entry, a late apex on the middle chicane element, and a fast exit onto the back straight.
• Parabolica (T14): The most important corner on the lap. Brake in a straight line, trail to a late apex, then squeeze the throttle progressively from the apex. Lap time is won here through a clean, gradual exit onto the main straight.

TYRES

• Compound: Wet (full wets)
• Front: 24.5 PSI cold start
• Rear: 24.0 PSI cold start
• Tyre blanket temp: 60°C (hot pressure target 27.5 PSI front / 27.0 PSI rear)
• Optimal operating temp for maximum grip: 50–65°C core. Above 70°C wet rubber overheats and degrades fast, so lift pressures 0.5 PSI if the track dries toward a crossover.

ELECTRONICS

• TC1: 6
• TC2: 3
• ABS: 6
• Engine braking: 3 (Le Mans Ultimate GT3 scale 1–5, mid-range for rotation on wet turn-in)
• ERS: N/A (GT3 car, no hybrid)
• Brake bias: 57.5% front (see Suspension)

SUSPENSION

• // FRONT
• Ride Height: 62 mm
• Wheel Rate FL / FR: 112000 N/m / 112000 N/m
• ARB: 28000 N/m
• Brake Torque Multiplier: 96%
• Brake Bias: 57.5%
• // REAR
• Ride Height: 78 mm
• Wheel Rate RL / RR: 135000 N/m / 135000 N/m
• ARB: 42000 N/m
• Diff Preload: 90 Nm
• Diff Coast: 0.7
• Diff Power: 0.3

DAMPERS

AERO

• Front wing: N/A (fixed splitter, no adjustment)
• Rear wing: 4 clicks (Monza-low but raised for wet stability; the 992 benefits from more rear wing than most GT3 cars)
• Downforce level: Medium-low, balanced against top speed
• Brake ducts: Front 2 / Rear 1 (wet temps are low, so minimal cooling)

KEY SETUP NOTE

• The 992's rear-engine pendulum effect is dangerous on wet Monza's heavy chicane braking zones. High coast lock (0.7) with a 57.5% brake bias keeps the rear planted on entry to T1/2 and T4/5, but do not drop rear ride height below 78 mm: a low rear causes snap oversteer on exit at Parabolica and Lesmo 2 on wet tarmac.

TRACK GUIDE

• Variante del Rettifilo (T1/2): Brake 30–40 m earlier than dry, with a firm initial hit then a long trail-off. Roll the kerb on T2 exit only if the car is straight, since wet painted kerbs are very slippery. ABS 6 gives margin for aggressive late braking.
• Curva Grande (T3): Keep a smooth, constant throttle. Lifting causes rear weight transfer, and the 992 will rotate sharply. Stay off standing water on the inside line.
• Variante della Roggia (T4/5): Brake in a straight line and release before turn-in to load the front. Use the TC1 6 / TC2 3 split to manage wheelspin out of the second apex.
• Lesmo 1 and 2 (T8/9): Be patient with the throttle at Lesmo 2 where understeer develops. Rotate with a brake trail into the apex, then squeeze the power on progressively. A clean exit here is worth more than any other corner on the lap.
• Parabolica (T14): The lap-time corner. Turn in late, take a wide, patient apex, and apply throttle progressively past the apex. At 0.3 power lock the rear will not overload the inside tyre, so you can be aggressive from mid-corner onward.