Adac Hsc Skoda 130rs

TYRES

• Compound: Hankook 180/550/R13 (SS), semi-slick
• Cold pressures FL / FR / RL / RR: 19.4 / 17.4 / 20.0 / 18.0 PSI (reference lap values kept; the left-hand-heavy split suits Sachsenring's clockwise layout)
• Hot target at end of lap FL / FR / RL / RR: 24.6 / 26.1 / 26.5 / 27.0 PSI (recorded values; tyre app band for this semi-slick is roughly 25–28 PSI hot, so the FL is slightly under, acceptable for a single lap)
• Tyre blankets: session option, not a car property. Assume off, so lap 1 is the warm-up and the setup must tolerate cold tyres. Take the extra grip from the recorded 18 °C / 26 °C conditions.
• Alignment (not adjustable on this car, otherwise pressures only): no camber, toe or caster values given.

ELECTRONICS

• TC: none on this car
• ABS: none on this car
• Brake magic / engine braking: not adjustable
• Brake bias: 64.0% front (in-cockpit, see SUSPENSION)

SUSPENSION

• // FRONT
• Ride Height: not adjustable on this car
• Wheel Rate FL / FR: not adjustable
• ARB: not adjustable
• Brake Torque Multiplier: not adjustable
• Brake Bias: 64.0%
• // REAR
• Ride Height: not adjustable
• Wheel Rate RL / RR: not adjustable
• ARB: not adjustable
• Diff Preload: not adjustable
• Diff Coast: not adjustable
• Diff Power: not adjustable

DAMPERS

AERO

• Front wing: not adjustable
• Rear wing: not adjustable
• Downforce level: fixed, no aero adjustment
• Brake ducts: not adjustable

FUEL

• Fuel: 2 L at the start. The reference lap finished with 1.2 L on board, so about 0.8 L per lap with a cushion. Start with the minimum that covers the out-lap, the flying lap and the in-lap.

KEY SETUP NOTE

• This car exposes essentially only tyre pressures and brake bias, so the lap is made or lost in the pressures. The 17.4 PSI cold FR and 18.0 PSI cold RR (outside tyres on the right-hand side) are low on purpose. Sachsenring is clockwise with the long, loaded left-hand sequences, so the left-hand tyres see the heavy cornering loads and are cold-pressured higher to keep the shoulders from rolling. If the first push lap feels lazy on turn-in, add 0.3 PSI to the front cold pressures. If the rears step out on the exit of the fast corners, take 0.3 PSI off the cold rear pressures. Do not chase more brake bias to cure rear instability, since 64.0% is already a hard front bias for a lightweight rear-engined car.

TRACK GUIDE

• Turn 1 and the opening complex: brake late and straight, release the pedal gradually as you turn in, and use the light rear to rotate the car. Get the car pointed early, because the following climb is where speed carried from here pays off for several seconds.
• The Omega-style hairpins and tight lefts: trail-brake deep, rotate with a brief lift, then get back to throttle early. This car is slow and its minimal power means minimum speed is everything. Exiting even 1–2 km/h slower costs time all the way down the next straight.
• Fast downhill left-handers: keep the throttle pinned and commit, since the left-hand-loaded pressures reward steady cornering load. Lifting here costs far more time than a mistake costs risk.
• Kerbs: use the exit kerbs fully but avoid the tall, aggressive inside kerbs. The light, softly sprung chassis unsettles easily, and one kicked-out rear will cost a tenth or more.
• Lap time is won in the sequence of linked corners and on corner exits, not on the short straights. Warm the tyres on the out-lap with weaving and hard braking, because blankets are off and the first flying lap must also be the best one.

TYRES

• Compound: Hankook 180/550/R13 Semislick (SS)
• Cold pressures FL / FR / RL / RR: 19.8 / 18.0 / 20.2 / 18.6 PSI (set cold; a few tenths above the qualifying lap's 19.4 / 17.4 / 20.0 / 18.0 to hold the hot target over a stint)
• Hot target after 3-4 laps: FL 24.5 / FR 25.5 / RL 25.5 / RR 26.0 PSI. Check the in-game tyre app and stay in the middle of the car's optimum band. If hot values climb above 27 PSI mid-stint, drop cold by 0.5 PSI.
• Alignment (degrees): Camber FL / FR -2.8 / -3.2, RL / RR -1.8 / -2.0. Toe front -0.05 (toe-out), rear +0.10. Caster 6.5 if adjustable (skip if the car only exposes camber and toe).
• Tyre blankets: session option, not a car property. If off, the first flying lap is a warm-up lap, so do not rely on blanket temps.

ELECTRONICS

• TC: none (this car has no TC adjustment)
• ABS: none (this car has no ABS adjustment)
• Engine braking / brake magic: not adjustable on this car
• ERS: not applicable
• Brake bias: 64.0% front (carried from the reference lap; stepping to 63.5% as fuel burns off is an option)

SUSPENSION

• // FRONT
• Ride Height: 68 mm
• Wheel Rate FL / FR: 38,000 / 38,000 N/m
• ARB: 24,000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 64.0%
• // REAR
• Ride Height: 74 mm
• Wheel Rate RL / RR: 32,000 / 32,000 N/m
• ARB: 14,000 N/m
• Diff Preload: 40 Nm
• Diff Coast: 0.4
• Diff Power: 0.3

DAMPERS

AERO

• None adjustable on this Group 2 rally-style touring car. No wings, splitter or brake ducts.

KEY SETUP NOTE

• The 130 RS is a small, light rear-drive car on semislicks. Its limiting factor over a race stint is rear tyre temperature and pressure build-up from sliding on the kerbs. The gentle rear ARB with modest diff lock keeps the rear planted and rotating on throttle without cooking the rears. Over a full fuel load, hold a slightly higher cold pressure than your quali lap and let hot pressures settle around 25-26 PSI. The values above are starting points to refine in-game, since the car's exact adjustment ranges are not confirmed.

TRACK GUIDE

• Sachsenring is a flowing, rhythm-based circuit. Over a stint, smooth lines and carried momentum beat late-braking heroics, because the 130 RS has little power to recover a compromised exit.
• Brake late but straight and release progressively. With 64% front bias and light weight, trail-braking into the slower corners helps rotation without unsettling the rear, but do not over-rotate or you will slide the rears and spike their temps.
• Use the kerbs only where they are flat and settle quickly. Hard kerb strikes upset the soft rear spring rate and cost both time and tyre life over a long run.
• Traction zones: be patient on throttle and apply it progressively as the car straightens. With low diff power lock, wheelspin on exit is mostly driver input, so a clean, early squeeze keeps tyre deg down.
• Lap time is won on the fast sweeping sections, where minimum-speed carry and a tidy exit onto the following straight add up. The tighter corners reward a clean line more than a big slide. Save the full aggression for the final laps.