Porsche 911 GT3 (992)

• Note: Gran Turismo 7 uses its own physics/parameter engine (not ACC/AC Evo's N/mm springs or Ns/m dampers). I'll present values on GT7's actual scales (PSI, mm, N/mm springs, 1–10 ARB/damper clicks, LSD 5–60) since that's the simulator specified, while applying the Porsche GT3 R tuning philosophy from the reference notes.

TYRES

• Racing Hard (RH) — quali-optimal grip window
• Front: 27.5 PSI (cold) — target operating 82–88°C
• Rear: 27.0 PSI (cold) — target operating 85–92°C
• No tyre blankets in GT7 — out-lap required to build temp, weave/brake zones on out-lap to load fronts

ELECTRONICS

• TC: 1
• ABS: 4
• Engine Braking (if applicable): Low/soft — reduce entry snap at Andretti and T11
• Brake Bias: 58% Front / 42% Rear

SUSPENSION

• // FRONT
• Ride Height: 100 mm
• Spring Rate (Natural Frequency): 3.10 Hz — approx 22 N/mm
• ARB: 5
• Brake Torque Balance: contributes to 58F/42R bias above
• Camber: -3.5°
• Toe: -0.05°
• // REAR
• Ride Height: 105 mm (critical — avoid going lower, protects Corkscrew drop stability)
• Spring Rate (Natural Frequency): 2.90 Hz — approx 26 N/mm
• ARB: 7
• Diff Initial Torque: 25
• Diff Acceleration Sensitivity: 35
• Diff Deceleration Sensitivity: 65
• Camber: -2.3°
• Toe: +0.10°

DAMPERS

• (Slightly firmer rear rebound controls the pendulum weight transfer through Esses and stabilises the Corkscrew's compression-drop-compression sequence)

AERO

• Front Downforce: Level 2 (max available on stock aero) or GT3 kit front splitter — max setting
• Rear Wing: Level 6 (high, per GT3 R tendency notes — Laguna rewards rear stability over top speed given short straight)
• Brake Ducts: N/A unless fitted — leave neutral

KEY SETUP NOTE

• The Corkscrew is the setup's true limiter — it's a blind compression-then-drop with instant left-right transition, so the rear ride height and rear rebound damping must prioritise composure over outright rotation; sacrifice a little corner-exit ARB stiffness at T9/T11 to guarantee the car doesn't unsettle over the crest into T8A, because any snap there ends the lap.

TRACK GUIDE

• T1/T2 entry: brake hard in a straight line, trail-brake to rotate into the tight Andretti Hairpin (T2) — get full throttle application timed with steering unwind, this is your biggest traction zone of the lap
• Esses (T3-T6): commit fully, minimal correction — carry momentum and trust mid-corner grip; smoothness here is lap time, not outright speed
• Corkscrew (T8/8A): brake in a straight line before turn-in, apex T8 slightly earlier than instinct suggests, let the car drop through the compression with minimal steering correction — resist the urge to add lock mid-drop
• Rainey Curve (T9):