Porsche 911 (992) GT3 Cup — ABS & TC

TYRES

• Wet compound, Front 24.5 PSI, Rear 24.0 PSI — no tyre blankets in AC Evo. Optimal wet tyre operating temp: 55–70°C (avoid overheating past 80°C, as wets lose grip rapidly).

ELECTRONICS

• TC1: 6 (wet requires maximum slip control)
• TC2: 3
• ABS: 6
• Brake Bias: 54% front (shifted rearward from dry due to reduced front load sensitivity in wet)
• Engine Braking: Low/Medium — reduces rear instability on corner entry under lift-off

SUSPENSION

• // FRONT
• Ride Height: 75 mm
• Wheel Rate FL / FR: 85000 N/m / 85000 N/m
• ARB: 12 N/m
• Brake Torque Multiplier: 90%
• Brake Bias: 54%
• // REAR
• Ride Height: 80 mm
• Wheel Rate RL / RR: 95000 N/m / 95000 N/m
• ARB: 8 N/m
• Diff Preload: 30 Nm
• Diff Coast: 0.45
• Diff Power: 0.35

DAMPERS

AERO

• Fixed GT3 Cup aero package (no adjustable wing elements) — ensure rear wing set to max allowable angle for wet-weather stability. Front splitter/ducts: medium brake duct opening (3/5) for brake cooling without excess drag in low-grip conditions.

KEY SETUP NOTE

• In the wet, this rear-engine Cup car's natural weight bias becomes an asset for traction but a liability for front grip and turn-in — slightly softened front ARB and raised front ride height (75mm) help generate steering response and prevent push through Les Combes and Pouhon, while rear stability settings prevent snap oversteer through Eau Rouge/Raidillon under power.

TRACK GUIDE

• Eau Rouge/Raidillon in the wet is flat only with high confidence and a clean line — if visibility or grip is marginal, lift slightly on entry; the compression loads the rear hard, and aggressive drivers must still respect hydroplaning risk on the crest.
• Les Combes (T5): braking zone is critical — aggressive late braking must be tempered by wet grip levels; trail-brake smoothly to rotate the rear without locking fronts, using ABS level 6 as a safety net rather than a crutch.
• Pouhon: a long, high-speed double-apex left — commit early with a wide entry, trust the aero-mechanical balance, and get back to throttle progressively to avoid snap oversteer mid-corner.
• Campus/Stavelot sequence (T15-T18): traction-sensitive, off-camber in the wet — prioritize smooth throttle application over late apex speed; time is won by rotation, not raw entry speed.
• Final chicane (Bus Stop): critical for lap time — a clean, aggressive but controlled entry sets up acceleration onto the pit straight; sacrificing mid-corner speed for a strong exit pays off more in the wet than in the dry.