Porsche 911 GT3 Cup (992)

• Note: The Porsche 911 GT3 Cup (992) is a fixed-spec one-make car — most cars in this class run limited setup adjustability (no ARB/damper range like GT3), but I'll provide the full range within the Cup car's actual adjustable window based on real-world 992 Cup regulations, adapted to AC Evo's parameter scales.

TYRES

• Slick (Michelin-spec Cup compound), Front 26.5 PSI, Rear 25.5 PSI, no tyre blankets — optimal operating window 85–95°C for peak grip, single-lap attack favors running toward 90–95°C surface temp achieved via out-lap tyre management.

ELECTRONICS

• TC: 3 (fixed-map Cup ECU, minimal intervention for max rotation on corner exit)
• ABS: 5 (aggressive late braking into Melbourne and Goddards needs stability)
• Engine Braking/Brake Migic: Standard (fixed, non-adjustable on Cup car)
• Brake Bias: 68% front (see below)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 130000 N/m / 130000 N/m
• ARB: 6 (fixed Cup scale, hardest for turn-in bite)
• Brake Torque Multiplier: 100%
• Brake Bias: 68%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 110000 N/m / 110000 N/m
• ARB: 4 (softer to reduce snap on Coppice/Goddards exit)
• Diff Preload: 60 Nm
• Diff Coast: 0.7
• Diff Power: 0.5

DAMPERS

AERO

• Fixed Cup-spec rear wing (no adjustable front splitter) — rear wing angle set to max stall-resistant position (Position 4 of 5), no brake duct adjustability on 992 Cup, minimal front duct opening for brake cooling given single-lap heat cycle irrelevance.

KEY SETUP NOTE

• The GT3 Cup's fixed diff and rear-heavy weight bias means all your lap time is found in min-speed carry through Coppice and Goddards — over-slowing the rear on entry kills the exit onto the pit straight, so bias setup toward stability (softer rear ARB, higher coast lock) rather than outright rotation.

TRACK GUIDE

• Melbourne (T1): Late, straight-line braking from 265 km/h — trail brake lightly to rotate the rear-engined car into the apex, avoid trailing too long or you'll snap the rear.
• Old Hairpin (T4): Second-gear traction zone — get the car pointed early, sacrifice ultimate entry speed for a clean, full-throttle exit since this feeds the run to Coppice.
• Coppice (T6): Flat-out or near-flat commitment corner — this is the lap-defining corner; minimum speed here dictates your entire back-straight speed, carry as much mid-corner speed as the rear will allow.
• Macleans (T7): Quick direction change requiring sharp front-end response — aggressive steering input rewarded here due to Cup

• Note: Porsche 911 GT3 Cup (992) is a spec one-make racecar (fixed diff, no TC/ABS-adjustable electronics beyond ABS/TC on-car, control tyres) — values below reflect realistic Cup-spec adjustable ranges within AC Evo's implementation, tuned for race-distance management at Donington National.

TYRES

• Michelin control slick (medium/race compound), Front 27.5 PSI, Rear 27.0 PSI. No tyre blankets in AC Evo. Optimal operating window 85–95°C for peak grip; race-stint target 88–92°C to balance grip with degradation over stint length.

ELECTRONICS

• TC: 4 (fixed-map Cup spec — moderate slip allowance for traction off Old Hairpin/Goddards)
• ABS: 5
• Engine Braking: Map 3 (mid setting — stability into Old Hairpin without excessive rear locking)
• Brake Bias: 58.5% front (adjustable via cockpit during race, start 58.5%, trim toward 57% as rears go off)

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 118000 N/m / 118000 N/m
• ARB: 22 N/m (Cup fixed-scale mid-soft setting)
• Brake Torque Multiplier: 100%
• Brake Bias: 58.5%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 128000 N/m / 128000 N/m
• ARB: 18 N/m
• Diff Preload: 45 Nm
• Diff Coast: 0.6
• Diff Power: 0.4

DAMPERS

AERO

• Fixed rear wing (Cup spec, no adjustment) — set to homologated angle. Front splitter fixed. No brake duct adjustment available on Cup car — rely on brake pad compound and cooling ducts pre-set at 2/6 (moderate, Donington doesn't heavily tax brakes but Craner-equivalent braking into Old Hairpin needs some cooling).

KEY SETUP NOTE

• The GT3 Cup's fixed rear wing and control diff mean tyre management comes primarily from ride height and damper tuning — keep rear ride height slightly higher (65mm) to prevent snap oversteer on Coppice exit as rear tyres wear late in the stint, since you can't dial out mechanical grip loss via diff or wing changes.

TRACK GUIDE

• Melbourne Hairpin (T1): brake late but straight-line only — Cup car locks fronts easily under trail braking, get braking done before turn-in, prioritize exit traction onto the run to Old Hairpin.
• Old Hairpin (T4): this is your primary overtake and traction zone — get on power early even if it means slightly wider exit, second-gear traction dictates the whole lap to