BMW M4 GT3 Evo

TYRES

• Compound: Dry (Slick) — Medium
• Front Pressure: 26.5 PSI (hot target 27.5–28.0)
• Rear Pressure: 26.0 PSI (hot target 27.0–27.5)
• Camber Front: -3.7°
• Camber Rear: -2.8°
• Toe Front: -0.05° (toe-out)
• Toe Rear: +0.15° (toe-in)
• Optimal Operating Temp: 85–95°C (peak grip window)
• No tyre blankets — build temp on out-lap with weaving and early brake heat management.

ELECTRONICS

• TC1: 3
• TC2: 1
• ABS: 3
• Engine Braking: Medium (setting 3 of 5)
• Brake Bias: 56.5% front (adjustable on the fly, see below)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 185000 N/m / 185000 N/m
• ARB: 5 (medium, mid-scale)
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 165000 N/m / 165000 N/m
• ARB: 4
• Diff Preload: 60 Nm
• Diff Coast: 0.45
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 4 (of 6 clicks — aggressive, balanced against rear)
• Rear Wing: 6 (of 8 — high downforce for Pouhon/Blanchimont stability, accepting Kemmel drag loss)
• Downforce Level: High-biased, tuned for rear planted feel over top speed
• Brake Ducts Front: 2 (of 6 — quali lap, minimal cooling needed)
• Brake Ducts Rear: 2 (of 6)

KEY SETUP NOTE

• On a single hot lap, prioritize rear platform stability through Eau Rouge-Raidillon compression and Blanchimont — a rear wing at 6 with slightly softer front ARB lets you carry more speed through these flat-out sections without lifting, which is worth more time than outright straight-line speed lost on Kemmel.

TRACK GUIDE

• La Source: brake extremely late (150m marker), trail brake deep to rotate the nose, get on power early for Kemmel run — this exit defines your straight-line speed for the entire lap.
• Eau Rouge/Raidillon: commit flat if wing/ride height stable — do not lift mid-compression, stay full throttle from the left kerb through to the top, let the aero and stiffer rear damping absorb the load.
• Les Combes: brake in a straight line before turn-in, aggressive late brake but avoid trail-braking too deep — this car rewards a stable platform here over rotation.
• Pouhon: carry min speed high, trust front grip from -3.7° camber, single smooth arc through both apexes — lost time here compounds through Fagnes.
• Bus Stop: sacrifice a strict racing line to ride the inside kerb hard on entry — the stiffer wheel rates let you attack the kerbs without un

TYRES

• Compound: Dry (Medium)
• Front Pressure: 27.5 PSI
• Rear Pressure: 27.2 PSI
• Optimal Operating Temp: 85–95°C (peak grip window)
• No tyre blankets (AC Evo — tyres start cold, manage warm-up over out-lap)

ELECTRONICS

• TC1: 4
• TC2: 3
• ABS: 4
• Engine Braking / Brake Magic: Medium (3/5)
• Brake Bias: 56.5% front (adjustable -1% for race stint as fuel burns off and rears gain relative grip)

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 5500 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 135000 N/m / 135000 N/m
• ARB: 4200 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.45
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 4 clicks (medium-aggressive, balances Pouhon/Blanchimont stability)
• Rear Wing: 6/10 (compromise for Kemmel top speed vs Eau Rouge/Blanchimont stability)
• Downforce Level: Medium-High
• Brake Ducts: Front 3 / Rear 2 (manage temps over race stint, avoid overheating under La Source repeated braking)

KEY SETUP NOTE

• Rear ARB is deliberately kept softer relative to front to guarantee planted rear stability through Eau Rouge/Raidillon compression and Blanchimont — the M4 GT3 Evo's biggest trap is snap oversteer at these high-speed loaded sections; sacrificing a little rotation at La Source/Les Combes is the correct trade for race-safe aggression.

TRACK GUIDE

• La Source: brake extremely late but in a straight line — trail brake gently to rotate, avoid mid-corner throttle until front is fully loaded; exit wide for Kemmel run.
• Eau Rouge/Raidillon: commit flat if aero level holds — stay dead center, do not lift or correct steering input; any hesitation unsettles rear under compression.
• Les Combes: this is where aggressive braking pays off — brake later than feels comfortable but ensure car is straight before turn-in; overslowing costs more than late braking helps.
• Pouhon: carry min speed high, trust front grip from splitter setup; two-stage apex rewards patience on throttle until second apex.
• Traction zones (Rivage, Bus Stop exit): prioritize smooth power application — diff power lock at 0.65 helps rotate without wheelspin; race tyre deg means exit traction fades late-stint, manage throttle progressively.

THEORETICAL BEST LAP

• 2:16.800 — theoretical optimal sector composite, BMW M4 GT3 Evo, dry/green track, low fuel, based on GT3-class