Porsche Cayman GT4 Clubsport

TYRES

• Semislick, Front 30.5 PSI cold (target ~33.5–34.5 PSI hot), Rear 29.5 PSI cold (target ~32.5–33.5 PSI hot). No blankets in AC — first lap is a cold-tyre warm-up lap; setup below tolerates that.

ELECTRONICS

• TC: 2 (minimum usable for late-throttle traction on exit of T9/T2), ABS: 3, Engine Braking: N/A (fixed on this car), Brake Bias: 68.0% front (adjustable in-cockpit ±2%)

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 58,000 N/m / 58,000 N/m
• ARB: 14,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 68.0%
• // REAR
• Ride Height: 62 mm
• Wheel Rate RL / RR: 56,000 N/m / 56,000 N/m
• ARB: 10,000 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.5
• Diff Power: 0.6

DAMPERS

AERO

• Front splitter: fixed (no adjustment on GT4 Clubsport), Rear wing: 4 (max available step), Downforce level: fixed by homologation — no brake duct adjustment on this car

KEY SETUP NOTE

• The GT4 Clubsport has a much narrower diff and aero window than a GT3 — don't chase excessive rear ARB stiffness for rotation, as it snaps at the limit under trail-braking into T1/T5; instead use the slightly softer rear ARB (10,000 N/m) paired with high coast lock (0.5) to keep the rear planted on turn-in, then lean on the power diff (0.6) for strong drive off T9 onto the front straight.

TRACK GUIDE

• T1 Castrol Kurve: brake as late as possible in a straight line, trail off the brake progressively to rotate the car — this car's strength is stable trail-braking, don't be afraid to carry more brake pressure deeper than you think.
• T3 Schlossgold: committed full-throttle or lift-and-reapply depending on exit speed from T2 — carry momentum, this is where lap time hides on a flying lap.
• T4 Rauch/Rindt Kurve: near-flat but the car goes light over the crest — stay smooth on the wheel, any correction here costs you the entire back straight run to T5.
• T5 Jochen Rindt: heavy braking after the long back straight, brake in a straight line and get it rotated early since it's fast — locking the fronts here is the #1 time-loss mistake.
• T9 Hans Ernst: this is the corner that defines the whole lap — get the car rotated early, get on power as early as possible even if it means slightly wider exit, since the following straight is the longest at the track.

THEORETICAL BEST LAP

• 1:23.500 — optimal sector composite, dry, no traffic, single hot lap on a well-scrubbed tyre.

REAL WORLD RECORD

• No official record (GT4 Clubsport class records are not centrally t