Porsche 911 GT3 Cup (992)

TYRES

• Compound: Slick, medium (control tyre — 911 GT3 Cup spec)
• Front Pressure: 27.5 PSI
• Rear Pressure: 27.0 PSI
• Optimal Operating Temp: 85–95°C
• Camber F/R: -3.5° / -2.7°
• Toe F/R: -0.05° (out) / +0.15° (in)
• No tyre blankets — build temperature over out-lap, weave and brake early to load tyres before Hatzenbach.

ELECTRONICS

• TC: 3 (aggressive, minimal intervention for max rotation)
• ABS: 5
• Engine Braking: Medium-High (5/6) — aids rotation into Adenauer Forst
• Brake Bias: 65.0% front (adjustable -1 on long straight for Döttinger stability)

SUSPENSION

• // FRONT
• Ride Height: 62 mm
• Wheel Rate FL / FR: 118000 N/m / 118000 N/m
• ARB: 14 N/mm
• Brake Torque Multiplier: 100%
• Brake Bias: 65.0%
• // REAR
• Ride Height: 68 mm
• Wheel Rate RL / RR: 128000 N/m / 128000 N/m
• ARB: 10 N/mm
• Diff Preload: 40 Nm
• Diff Coast: 0.6
• Diff Power: 0.35

DAMPERS

AERO

• Front Splitter: Fixed (spec bodykit) — no adjustment
• Rear Wing: 6 (of 6, max downforce for stability through Schwedenkreuz/Kesselchen)
• Downforce Level: High — Nordschleife rewards stability over top speed on this spec car
• Brake Ducts: 2 (front) / 2 (rear) — single lap, minimal cooling needed

KEY SETUP NOTE

• The 911 GT3 Cup's rear-engine weight bias makes rear ride height the single most sensitive parameter on this track — running it too low invites snap oversteer over Flugplatz's crest and through the Brünnchen compressions; the 68mm setting here trades a fraction of peak aero for the confidence to carry full throttle through these load-transfer zones, which matters far more than outright downforce on a 20km lap.

TRACK GUIDE

• Hatzenbach (Turns 1-8): Stay smooth on the bumps — this softer front ARB setup lets the car breathe; don't fight small slides, let weight transfer settle before adding steering input.
• Flugplatz: Commit flat-out over the crest — car goes light, avoid any steering correction mid-air; trust the rear wing to keep it planted on landing.
• Fuchsröhre: Brake in a straight line before the compression, not during — the heavy compression loads the dampers hard; late braking here costs the front end on turn-in.
• Adenauer Forst: This is where lap time is won — late braking with trail-brake rotation, use the engine braking setting to help rotate, get on power early even if it means a wider exit line.
• Karussell: Commit to the banking, keep it on the inside painted kerb — the banking effectively raises mechanical grip; don't lift mid-corner, a smooth thrott