Bentley Continental GT3 (2018)

TYRES

• Slick, Front 26.8 PSI, Rear 26.2 PSI, blanket temp 80°C front/rear

ELECTRONICS

• TC1: 2, TC2: 0, ABS: 3, Engine Map: 1, Brake Bias: 55.5%, Brake Driver Pedal: 100%

SUSPENSION

• // FRONT
• Ride Height: 54 mm
• Wheel Rate FL / FR: 175 N/mm / 175 N/mm
• ARB: 6
• Brake Torque Multiplier: 100%
• Brake Bias: 55.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 155 N/mm / 155 N/mm
• ARB: 4
• Diff Preload: 60 Nm
• Diff Coast: 0.4
• Diff Power: 0.6

DAMPERS

AERO

• Front Splitter: 2, Rear Wing: 3, Brake Ducts Front: 2, Brake Ducts Rear: 3

KEY SETUP NOTE

• The Bentley's weight (heaviest GT3 on the grid) makes rear stability at Signes the defining factor — run slightly more rear wing than minimum-drag theory suggests (3 clicks, not 1-2) because a snap at 280km/h costs far more time than the Mistral drag penalty; low front splitter (2) keeps drag down while the rear wing manages the car's mass through the fast right-hander.

TRACK GUIDE

• T1 (Virage du Pont): brake deep but straight-line only — the Bentley's mass punishes any trail-braking rotation attempt; get it turned and get on power early for the long run to Beausset-adjacent sectors
• Chicane de la Sainte-Baume: ride the kerbs aggressively with the stiffer front ARB keeping platform flat; sacrifice a fraction of mid-corner speed for a straighter exit line onto the following straight
• Mistral Straight: minimum drag setup pays off here — tuck in, DRS-style flat-out run is where the lightweight-wing choice earns back lap time over heavier-aero rivals
• Signes (T14): absolute commitment flat or near-flat; the heavier Bentley needs a wider, more patient entry line than lighter GT3s — trust the rear wing and don't lift unless the car steps out under braking-adjacent loads
• Complex de la Beausset (T15/16/17): brake in a straight line, prioritize stability over outright rotation, get the diff power setting (0.6) working early on exit to put the Bentley's torque down cleanly onto the pit straight