Porsche 911 GT3 R Rennsport

TYRES

• Compound: Medium (race, no blankets — AC Evo)
• Front Pressure: 27.3 PSI cold
• Rear Pressure: 26.8 PSI cold
• Optimal Operating Temp: 85–95°C (peak grip window, both axles)

ELECTRONICS

• TC1: 5
• TC2: 2
• ABS: 5
• Engine Braking (Brake Magic): 3 (mid, stabilise rear into T1/T14 without killing rotation)
• Brake Bias: 55.5% front (base, adjustable -1% for race trim as fuel burns off)

SUSPENSION

• // FRONT
• Ride Height: 58 mm
• Wheel Rate FL / FR: 130000 N/m / 130000 N/m
• ARB: 22 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 55.5%
• // REAR
• Ride Height: 63 mm
• Wheel Rate RL / RR: 155000 N/m / 155000 N/m
• ARB: 28 N/m
• Diff Preload: 55 Nm
• Diff Coast: 0.70
• Diff Power: 0.45

DAMPERS

AERO

• Front Splitter: 4 (of 6 clicks)
• Rear Wing: 7 (of 8 — Fuji rewards slightly higher rear wing on this chassis for 100R/200R stability despite long straight, net gain from confidence in fast corners outweighs small drag loss)
• Downforce Level: Medium-High
• Brake Ducts: Front 3 / Rear 2 (manage brake temps over race stint, T1 heavy braking)

KEY SETUP NOTE

• The rear-engine weight bias makes this car extremely traction-strong out of T14 hairpin, but the pendulum inertia bites hard through 100R and 200R if rear ride height is too low or ARB too soft — running 63mm rear height with firmer rear ARB (28 N/m) keeps the platform stable at high speed while high coast lock (0.70) tames entry rotation into T1 under aggressive late braking.

TRACK GUIDE

• T1 hairpin: braking from 300km/h+, brake in a straight line first, trail slightly to rotate the nose — high coast lock helps stability but don't overslow, exit is short before 100R.
• 100R: committed, high-speed right — stay full throttle if platform is stable, this is where stiffer rear ARB and correct rear ride height pay off; lifting here costs more than any other corner.
• Dunlop/13 complex: medium-speed rhythm section, prioritize smooth direction changes over outright speed to protect tyre temps for the hairpin.
• T14 hairpin: this is the biggest traction zone on the lap — get the car rotated early, get on power progressively, diff power lock (0.45) balances traction without excessive understeer on exit.
• Final sector onto main straight: minimize steering input