無料セットアップガイド

Porsche 911 GT3 R Rennsport — Unrestricted

Red Bull Ring GP · Assetto Corsa Evo · 9月 21, 2026更新

// Hot Lap · Dry

TYRES

	Slow Bump	Slow Rebound	Fast Bump	Fast Rebound
FL	5200 Ns	m	6400 Ns	m	2600 Ns	m	3200 Ns	m
FR	5200 Ns	m	6400 Ns	m	2600 Ns	m	3200 Ns	m
RL	4800 Ns	m	6800 Ns	m	2400 Ns	m	3400 Ns	m
RR	4800 Ns	m	6800 Ns	m	2400 Ns	m	3400 Ns	m

Front Wing: 5 (of typical 0–10 scale, aggressive but balanced for high-speed T3/T4)
Rear Wing: 8 (max stability over Rindt Kurve crest, GT3R benefits from higher rear wing)
Downforce Level: High — biased rear for pendulum control
Brake Ducts F/R: 2 / 3 (single lap, minimal cooling need, favor aero tightness)

On a single qualifying lap the rear-engine pendulum effect is your biggest threat over the Rindt Kurve crest (T4) where the car goes light at high speed — running slightly higher rear ride height (58mm) with a stiffer rear ARB keeps the platform stable there without sacrificing the low-speed rotation needed at T1/T9, letting you carry more entry speed everywhere else.

T1 Castrol Kurve: Brake as late as physically possible in a straight line, trail brake deep to rotate the nose — the high coast diff lock (0.7) stabilizes entry, allowing a very late turn-in.
T3/T4 (Schlossgold/Rindt): Committed, near-flat — do not lift over the crest; trust the rear wing and stiffer rear ARB, any mid-corrections here cost massive time.
T5 Jochen Rindt: Heavy braking after the back straight — brake stability is critical, use the front bias (54.5%) to rotate late without locking.
T9 Hans Ernst hairpin: This exit defines your entire main straight speed — sacrifice a fraction of entry speed for a clean, full-thrott

// Race · Dry

Compound: Dry Slick — Medium
Front Pressure: 27.5 PSI
Rear Pressure: 27.0 PSI
Optimal Operating Temp: 85–95°C (peak grip window, avoid exceeding 105°C for rear stint consistency)
No tyre blankets (AC Evo — cold set start)

	Slow Bump	Slow Rebound	Fast Bump	Fast Rebound
FL	4800 Ns	m	6200 Ns	m	2600 Ns	m	3400 Ns	m
FR	4800 Ns	m	6200 Ns	m	2600 Ns	m	3400 Ns	m
RL	5200 Ns	m	7000 Ns	m	2900 Ns	m	3800 Ns	m
RR	5200 Ns	m	7000 Ns	m	2900 Ns	m	3800 Ns	m

Front Wing: 5 (of typical 1–6 GT3R adjustable range)
Rear Wing: 7 (higher than baseline — stabilises rear over T4 crest and through T3/T5 high-speed sections)
Downforce Level: High-medium bias rear
Brake Ducts: Front 3 / Rear 2 (avoid overheating front discs under repeated T1/T5 abuse, keep rear cooler for tyre consistency)

The rear-engine pendulum effect is the defining threat at Red Bull Ring's high-speed T3–T4 sequence — running higher rear ride height (62mm) and increased rear wing (7) versus a "normal" GT3 setup keeps the rear planted over the T4 crest where the car goes light, letting you carry aggressive minimum speed without a snap; sacrifice a little straight-line speed for this stability, it pays back massively in tyre life and consistency over a race distance.

T1 (Castrol Kurve): Late, hard trail-brake entry rewarded — car's high coast lock (0.7) stabilizes rear under trail braking, but don't overslow; get back to power early for the run to T2.
T3–T4 (Schlossgold/Rauch): Committed, near-flat — resist lifting; trust the rear wing/ride height setup, small steering inputs only, this is where aggressive drivers gain the most time over cautious ones.
T5 (Jochen Rindt Kurve): Heavy braking after the back straight — stabilize with progressive brake release, rotate mid-corner rather than on entry to protect rear tyres for the final sector.
T9 (Hans

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