Aston Martin Vantage GT3

TYRES

• Compound: Soft (dry slick)
• Front Pressure: 27.5 PSI cold
• Rear Pressure: 27.0 PSI cold
• Tyre Blanket: Not applicable. Out-lap with 2 hard push laps to bring pressures to roughly 29.5 PSI hot.

ELECTRONICS

• TC Level: 3 (scale 1–10, minimal intervention so exits stay lively)
• ABS Level: 2 (scale 1–10, minimal intervention for late trail braking)
• Brake Magic / Engine Braking: 2 (scale 1–5)
• ERS / Brake Bias: GT3 has no ERS. Brake bias is set in the suspension block and adjusted in-cockpit.

SUSPENSION

• // FRONT
• Ride Height: 64 mm
• Wheel Rate FL / FR: 150,000 N/m / 150,000 N/m
• ARB: 55,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 56.5%
• // REAR
• Ride Height: 72 mm
• Wheel Rate RL / RR: 125,000 N/m / 125,000 N/m
• ARB: 40,000 N/m
• Diff Preload: 90 Nm
• Diff Coast: 0.5
• Diff Power: 0.4

DAMPERS

AERO

• Front Wing / Splitter: 3 clicks
• Rear Wing: 5 clicks. Portimão is a medium-downforce track with a long main straight, so this trims drag while keeping rear stability through the fast Turns 1, 3 and 11.
• Brake Ducts: Front 2 / Rear 2. Qualifying is a single lap, so the minimum opening is fine.

KEY SETUP NOTE

• Portimão's rollercoaster elevation (the blind crest at Turn 1, the Turn 5/6 compression and the downhill Turn 13) punishes a stiff-sprung car that unloads over crests. The slightly softer rear wheel rate and higher rear ride height keep the rear tyres loaded on the uphill and crest exits. The 0.4 power-lock diff gives the rotation you want under aggressive trail-braking without snapping the car on throttle pick-up.

TRACK GUIDE

• Turn 1 (blind, uphill right-hander): Brake in a straight line over the crest before the apex. The nose gets light over the crest, so finish most of your braking before it. Carry minimal brake into the turn-in and keep the car tight to the apex curb.
• Turns 5/6 and the esses: Let the car rotate over the kerbs and keep it flowing. The compression at the bottom of Turn 5 adds grip, so use it to carry more speed into 6 and avoid early throttle that triggers understeer.
• Turn 11 (fast right): Commit to a flat or near-flat entry on a qualifying lap. Rear stability here sets up the whole run to Turn 12, so a sharp turn-in with a smooth throttle roll is faster than a scrubbed, over-driven entry.
• Turn 13 into the final corner onto the main straight: Exit speed is everything for the long straight. Be patient on the throttle, because TC 3 will not save a wheelspin spike. Square the exit and maximise the run onto the straight rather than over-rotating the entry.
• Where time is won or lost: Time is made on the Turn 1 crest braking point and in a clean Turn 13 exit. Don't over-attack the mid-lap esses, since a scrubbed apex there costs more than it gains.