Ford Mustang GT3

TYRES

• Slick (dry compound), Front: 27.0 PSI cold, Rear: 26.5 PSI cold
• Optimal operating window: 85–95°C for peak grip (slick compound), single-lap attack lean toward 90–95°C to ensure fronts are switched on for T1 and T10A braking
• No tyre blankets used (iRacing — cold set, build temp on out-lap with weaving and hard braking to pre-load fronts)

ELECTRONICS

• TC1: 3 (minimal, max power delivery, driver-managed slip for qualifying lap)
• TC2: 2
• ABS: 4
• Engine Braking/Brake Magic: Medium-low (reduce rear lock risk into T10A)
• Brake Bias: 54.0% front

SUSPENSION

• // FRONT
• Ride Height: 60 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 280000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.0%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 130000 N/m / 130000 N/m
• ARB: 180000 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.35
• Diff Power: 0.75

DAMPERS

AERO

• Front Splitter: Max attack setting (closest to ground given 60mm front ride height)
• Rear Wing: 8 (of typical 1–10 GT3 scale, high downforce for Esses/T10A stability)
• Downforce Level: High — prioritize T5 Esses commitment and T10A braking stability over back-straight top speed
• Brake Ducts: Front 4 / Rear 3 (single lap — minimal cooling needed, prioritize low drag over duct opening)

KEY SETUP NOTE

• The Mustang's heavy front end and V8 torque mean the single biggest lap-time lever is rear stability under trail-braking into T10A — running slightly stiffer front ARB with a touch more rear preload keeps the rear planted so you can brake later without triggering snap oversteer on corner entry.

TRACK GUIDE

• T1: Carry momentum off the front straight, trail-brake deep with progressive bias release — the wide entry allows late apex commitment for T2/T3 setup.
• T2/T3: Technical low-speed complex — sacrifice minimum speed here to prioritize exit traction onto the short chute; don't fight the car, roll speed matters less than clean rotation.
• T5 Esses: Committed, single steering input through the flow — lift-and-coast kills your lap; trust the aero and rear ARB setup to keep rear planted at high speed.
• T6: Traction-critical exit onto the back straight — get on throttle early and straight; this exit dictates your back-straight top speed and overtaking/lap-time potential.
• T10A/10B: The defining braking zone of the lap — brake in a straight line as late as possible, use ABS level 4 to find the limit, and prioritize stability over outright late braking; a locked front here costs more than it gains.
• T12: Final traction zone — get the car rotated early and get full throttle down

TYRES

• Compound: Dry (medium), Front 27.8 PSI cold, Rear 27.3 PSI cold, Blanket temp 80°C
• Optimal operating window: 85–105°C for peak grip; race stints target 90–95°C average to balance deg over a race-length run.

ELECTRONICS

• TC1: 5, TC2: 3, ABS: 5, Engine Braking/Brake Magic: Medium (3), Brake Bias: 54.5% front (adjustable 53.5–56% in cockpit for race)

SUSPENSION

• // FRONT
• Ride Height: 65 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 280 N/m
• Brake Torque Multiplier: 98%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 70 mm
• Wheel Rate RL / RR: 125000 N/m / 125000 N/m
• ARB: 220 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.55
• Diff Power: 0.75

DAMPERS

AERO

• Front Splitter: 3 (of 6 clicks), Rear Wing: 8 (of 12), Downforce Level: Medium-High, Brake Ducts F/R: 4/3 (of 6) — biased toward front cooling for T10A heavy braking demands

KEY SETUP NOTE

• The high power lock diff (0.75) combined with stiffer rear ARB is essential to control V8 torque-induced oversteer on T6 and T12 exit — but this same setup demands earlier, smoother throttle application late in stints as rear tyre deg increases; be prepared to short-shift T6/T12 in final third of a long stint to preserve rear grip for T10A braking stability.

TRACK GUIDE

• T1: Trail brake deep but leave margin — this car's heavy front end punishes late-late braking with front tyre washout; brake 5% earlier than instinct, carry rotation with steering not brakes.
• T5 Esses: Commit fully, minimal steering correction — stiffer rear ARB helps but the car will still move around; trust the platform, stay full throttle, small inputs only.
• T6: This is the lap-defining corner — sacrifice minimum entry speed for a clean, early throttle application; it sets up the entire back straight top speed.
• T10A/10B Chicane: The biggest braking zone on track and where the Mustang's front-heavy weight bias is most exposed — brake in a straight line, get majority of braking done before turn-in, avoid trail-braking into 10A or you'll understeer wide.
• T12: Traction out of this corner is worth more than entry speed — get the car rotated early, unwind steering, and prioritize a straight-line power application onto the front straight for maximum speed advantage.

THEORETICAL BEST LAP

• 1:16.800 — theoretical optimal sector composite, dry track, low fuel, fresh tyres, iRacing simulation baseline.

REAL WORLD RECORD

• 1:10.099 — Alexander Sims, 2023, IMSA/GTWCA reference lap (GT3-spec, not Mustang-spec