Ferrari F2004

TYRES

• Slick Soft (S), Front 20.5 PSI cold / 26 PSI hot target, Rear 18.5 PSI cold / 26 PSI hot target. No tyre blankets (AC Evo) — expect 1 slow out-lap to build temp. Optimal operating window: 85–105°C.

ELECTRONICS

• TC: 2 (minimal, driver-controlled rotation for max attack)
• ABS: N/A (banned, not fitted)
• Engine Braking: Medium-High (stabilise rear on trail-braking into T1/T13)
• Brake Bias: 57.5% front

SUSPENSION

• // FRONT
• Ride Height: — (see AERO)
• Wheel Rate FL / FR: 95,000 / 95,000
• ARB: 85,000
• Brake Torque Multiplier: 98%
• Brake Bias: 57.5%
• // REAR
• Ride Height: — (see AERO)
• Wheel Rate RL / RR: 68,000 / 68,000
• ARB: 18,000
• Diff Preload: 60 Nm
• Diff Coast: 0.5
• Diff Power: 0.7

DAMPERS

AERO

• Front Wing Angle: 28
• Rear Wing Angle: 30
• Ride Height front: 28 mm / rear: 50 mm
• Brake Ducts: Front 2 / Rear 2 (minimal, track is moderate on brake wear, prioritise aero efficiency)

KEY SETUP NOTE

• Campsa (T10) is taken near-flat and punishes any rear aero/mechanical instability — the rear wing and rear ride height here are biased slightly higher (30 / 50mm) to guarantee planted rear downforce through that corner, even at a small straight-line speed cost on the pit straight; this is the correct trade for one-lap pace since the rest of the lap is dominated by rotation-heavy corners (T1, T5, T13) where the softer front end and aggressive diff power setting reward late, trail-braked entries.

TRACK GUIDE

• T1 Elf: Brake as late as possible in a straight line, trail-brake to rotate the nose — the F2004's strong front end and low TC let you carry more entry speed than you expect; get on power early for the long run to T2.
• T3 Renault: Committed high-speed entry — lift-and-reapply rather than full brake; rear stability here is governed by rear wing/ride height, trust the setup and stay full throttle if the car feels planted.
• Campsa (T10): Near-flat in this car — treat it as a straight with a steering input; any hesitation costs 2-3 tenths. Rear aero stability is the single biggest factor.
• T13/14 hairpin complex: Late apex, get the car rotated early on entry using trail-brake and diff coast setting, then maximize traction on exit — this feeds the long back straight.
• T16 New Holland: Flat-out or near-flat exit corner onto the pit straight — exit speed here matters more than minimum apex speed; sacrifice a fraction of mid-corner speed for a cleaner, earlier throttle application.