Audi R8 LMS GT3 Evo II

TYRES

• Compound: Slick Soft (Qualifying)
• Front Pressure: 26.5 PSI
• Rear Pressure: 26.3 PSI
• Optimal Operating Temp: 85–95°C (peak grip window, soft compound)
• No tyre blankets (AC Evo).

ELECTRONICS

• TC1: 2
• TC2: 1
• ABS: 3
• Engine Braking: Medium (3/6)
• Brake Bias: 54.5% (front)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 6 (approx. 220 N/mm equivalent)
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 130000 N/m / 130000 N/m
• ARB: 4 (approx. 150 N/mm equivalent)
• Diff Preload: 60 Nm
• Diff Coast: 0.45
• Diff Power: 0.55

DAMPERS

AERO

• Front Splitter: 2 (low-drag, minimal front clicks)
• Rear Wing: 3 (out of typical 1–10 range — low-drag Mistral-biased setting)
• Downforce Level: Low-Medium — prioritize top speed on Mistral while retaining enough rear load for Signes
• Brake Ducts: Front 2 / Rear 2 (qualifying lap, no thermal concern)

KEY SETUP NOTE

• This track rewards minimum drag above all else — Mistral Straight is nearly 1.8km of flat-out running, so every click of rear wing costs more time there than it gains in the infield; run the lowest wing angle you can stabilize through Signes without lifting, and let the mechanical platform (diff, ARB, dampers) do the rotation work in the technical sections instead of aero.

TRACK GUIDE

• T1 (Virage du Pont): Brake late but in a straight line — trail brake only slightly, this car's long wheelbase rewards stable entry over outright rotation; get back to power early for the uphill exit.
• Mistral Straight: Minimize any steering correction — even tiny inputs cost top speed over 1.8km; stay fully committed in low-drag trim.
• Signes (T14): Flat or near-flat in quali trim — commit early, trust the low-drag rear wing setting but keep rear dampers controlled to prevent snap oversteer at 280+ km/h.
• Beausset Complex (T15-17): This is where lap time is made — late, stable braking into T15, carry momentum through the chicane compression, prioritize mid-corner rotation over excessive entry speed.
• Final Pont sequence: Clean, early throttle application is critical — carrying exit speed onto the pit straight compounds into a quicker Mistral entry next lap (relevant for multi-lap quali runs).

THEORETICAL BEST LAP

• 1:52.800 — theoretical optimal sector composite, GT3 Evo II, dry, low-drag qualifying trim, soft tyres at peak temp.

REAL WOR

TYRES

• Compound: Dry (Medium), Front 27.5 PSI, Rear 27.3 PSI
• No tyre blankets in AC Evo — tyres start cold, build temp over out-lap.
• Optimal operating temperature: 85–95°C (core), peak grip at ~90°C

ELECTRONICS

• TC1: 4
• TC2: 2
• ABS: 4
• Engine Braking (BMAP): Mid setting (3/6)
• Brake Bias: 54.5% (see suspension for exact front %)

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 5500 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 130000 N/m / 130000 N/m
• ARB: 4200 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.5
• Diff Power: 0.4

DAMPERS

AERO

• Front Splitter: 2 (of 6 clicks)
• Rear Wing: 4 (of 8 — biased toward reduced drag for Mistral while retaining Signes stability)
• Downforce Level: Medium-Low
• Brake Ducts: Front 3 / Rear 2 (of 6)

KEY SETUP NOTE

• Rear wing at 4 clicks is the compromise point — Signes demands rear stability under high-speed load, but Mistral Straight punishes drag over 1.8km; this setup trades a fraction of Signes confidence for straight-line speed, which nets more lap time over a full race stint as tyres degrade and rear grip naturally diminishes.

TRACK GUIDE

• T1 (Virage du Pont): brake deep but in a straight line — this car's ABS at level 4 allows late trail-braking, but rotate early on entry to maximize traction on exit since it's the primary overtaking zone.
• Chicane de la Sainte-Baume: ride the inside kerbs aggressively but keep steering inputs smooth — Evo II's wide setup window tolerates kerb strikes well, don't lift mid-chicane.
• Mistral Straight: hold minimum drag line, use DRS-style wing efficiency — this is where the low rear wing setting pays dividends over 60+ second straight.
• Signes (T14): committed full-throttle entry required — trust the rear stability from wheel rate/ARB balance; lifting here costs more time than the straight-line speed sacrifice.
• Complex de la Beausset: heavy, stable braking into T15 is critical — overslowing slightly here sets up strong traction through the chicane exit onto the pit straight, where lap time is ultimately won.

THEORETICAL BEST LAP

• 1:54.800 — optimal sector