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BMW M4 GT3

Circuit de la Sarthe · Le Mans Ultimate · 9月 27, 2026更新

// Hot Lap · Dry

TYRES

Slick — dry compound, front pressure 27.0 PSI cold, rear pressure 26.8 PSI cold. Optimal tyre operating window: 85–100°C for peak grip (front and rear). Blanket temp: 80°C (if applicable in LMU).

TC1: 3 (qualifying, minimal intervention for max rotation)
TC2: 2
ABS: 4
Brake Bias: 54.5% front (in-cockpit adjustable ±1% for corner-specific trim)
Engine Braking / Brake Magic: Medium-low setting (reduce rear locking into T1, T11, T20 hairpins)

	Slow Bump	Slow Rebound	Fast Bump	Fast Rebound
FL	4200	5600	2100	2800
FR	4200	5600	2100	2800
RL	3600	5000	1900	2500
RR	3600	5000	1900	2500

Front Splitter: 4 (clicks, max attack low-drag balance)
Rear Wing: 7 (of 10 — strong rear stability for Mulsanne braking + esses)
Downforce Level: Medium-High (Sarthe qualifying trim — straight-line speed vs esses stability compromise)
Brake Ducts: Front 4 / Rear 3 (single lap, no thermal concern)

At Le Mans, straight-line speed dominates lap time (three long Mulsanne-style straights), so run the lowest rear wing your car can hold stable through the Porsche Curves and Esses (T2-T9 equivalent chicanes) — sacrifice a fraction of mid-corner grip for terminal velocity, since the straights are over 60% of the lap.

Mulsanne Chicanes: brake in a straight line, very late — full commitment, downshift fast, get back to power early for the following straight burst.
Porsche Curves: this is where the lap is won — carry max speed, trust the aero, smooth inputs, no lift if the car is balanced.
Ford Chicanes (final): tight, technical — sacrifice minimum speed but nail the exit for the run to the line.
Traction zones (Tertre Rouge, Arnage, Mulsanne corner): prioritize clean, straight exits over apex speed — long straights punish any wheelspin heavily.
Tyre pressures and brake bias should favor high-speed stability given the low-downforce, high-speed nature of this circuit — err toward slightly more rear wing than pure Hypercar low-drag setups since GT3 cars need the stability.

3:23.000 — theoretical optimal sector composite, dry, low fuel, qualifying trim, BMW M4 GT3 in LMU.

// Race · Dry

Slick (Dry) — Front 27.5 PSI, Rear 27.3 PSI cold set. Optimal operating window 80–95°C, peak grip ~88°C. Blanket temp: 80°C F/R.

TC1: 4, TC2: 3, ABS: 4, Engine Braking: Medium, Brake Bias: 54.5% (adjustable ±1% in-cockpit for Mulsanne braking zones)

	Slow Bump	Slow Rebound	Fast Bump	Fast Rebound
FL	4200	6400	2100	3600
FR	4200	6400	2100	3600
RL	3800	5800	1900	3300
RR	3800	5800	1900	3300

Front Splitter: 4 clicks, Rear Wing: 5/10, Downforce Level: Medium-Low (Mulsanne efficiency priority), Brake Ducts: F 3 / R 3

Le Mans demands a low-drag setup for the Mulsanne/Hunaudières straight — running rear wing 5/10 instead of a high-downforce esses setting costs minimal time through Porsche Curves but gains 3-4 km/h down the straights, which compounds massively over 13.6km per lap; balance this with slightly softer front ARB (145000 N/m) to retain front bite under trail-braking into Turn 1 and the Ford Chicanes.

Turn 1 (Dunlop Chicane): Brake late but straight-line — the M4 GT3's stable front end allows aggressive trail braking, but don't turn in until fully settled or you'll run wide onto the sausage kerb.
Porsche Curves: This is where lap time is won — commit to a smooth, high-minimum-speed line; the M4's neutral balance rewards carrying speed rather than late apex braking here.
Ford Chicanes (both): Use the aggressive kerb-riding style here — attack the inside kerbs hard for exit traction onto the following straight, but respect rear stability on corner exit with TC set to 4.
Mulsanne Straight: Two chicanes mid-straight require full braking from ~300 km/h — brake in a straight line, downshift early, prioritize traction out over rotation.
Arnage & Turn 1 exit: Traction is critical — get on throttle progressively; the diff power lock at 0.65 helps put power down without excessive wheelspin on tyre-degraded stints.