Guia de Setup Gratuito

Chevrolet Corvette GTP

Nürburgring GP · Automobilista 2 · Atualizado em nov. 12, 2026

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Automobilista 2 · Chevrolet Corvette GTP · Nürburgring GP · 🔥 Volta Rápida · ☀️ Seco

TYRES
Compound: Slick (Soft/Qualifying compound, dry)
Front: 1.85 bar | Rear: 1.80 bar (hot-lap target pressures, adjust ±0.03 bar to taste)
Tyre blanket: Not applicable (not modelled)
ELECTRONICS
TC Level: 2 (scale 0–12; minimal intervention, traction control assists only on power-on wheelspin)
ABS: Not available (GTP prototype, no ABS)
Brake Magic / Engine Braking: Engine Braking 3 (rotation help on entry)
ERS / Brake Bias: ERS Deploy: Qualifying / Max | Brake Bias: F: 56% / R: 44%
Brake Pressure: 100%
DRIVETRAIN
Fuel Map: Map 1 – Maximum power, richest mix (qualifying; fuel economy irrelevant)
Gear Ratios:
1st: 2.92
2nd: 2.17
3rd: 1.71
4th: 1.39
5th: 1.17
6th: 1.00
7th: 0.88
Final Drive: 3.90
SUSPENSION
// FRONT
Ride Height: 38 mm
Wheel Rate FL / FR: 195,000 N/m / 195,000 N/m
ARB: 52,000 N/m
Brake Torque Multiplier: 100%
Brake Bias: F: 56% / R: 44%
// REAR
Ride Height: 52 mm
Wheel Rate RL / RR: 215,000 N/m / 215,000 N/m
ARB: 38,000 N/m
Diff Preload: 60 Nm
Diff Coast: 0.4
Diff Power: 0.3
DAMPERS
// Slow Bump / Slow Rebound / Fast Bump / Fast Rebound
FL: 4,200 Ns/m / 6,200 Ns/m / 2,400 Ns/m / 3,800 Ns/m
FR: 4,200 Ns/m / 6,200 Ns/m / 2,400 Ns/m / 3,800 Ns/m
RL: 4,600 Ns/m / 6,800 Ns/m / 2,600 Ns/m / 4,200 Ns/m
RR: 4,600 Ns/m / 6,800 Ns/m / 2,600 Ns/m / 4,200 Ns/m
AERO
Front Wing: Level 4 (of 8)
Rear Wing: Level 5 (of 8)
Downforce Level: Medium-high (Nürburgring GP rewards mechanical grip and rotation over low drag; 3 of the 4 key straights are short)
Brake Ducts: Front 2 / Rear 2 (open enough to hold temps over a single push lap, not so open that you lose warm-up)
KEY SETUP NOTE
The Corvette GTP's key weapon around the Nürburgring GP is front-end bite through Schumacher-S and Yokohama-S combined with a rear that stays planted on power at Bit, Veedol and Ford. The slightly stiffer rear wheel rate and lower rear diff power lock (0.3) let you rotate the car on a hard trail-brake and still put the power down cleanly. Treat all values as a starting baseline: AMS2 prototype parameter ranges vary by build, so verify your garage sliders and nudge the brake bias or rear ARB by one step if the car feels edgy on entry.
TRACK GUIDE
T1 Yokohama-S braking zone: Brake late off the main straight, hit 100% pressure early, then bleed off aggressively as you turn in. Carry minimum speed through the first apex and use the exit kerb to launch into the second part of the S while staying tight to save time.
T3 Schumacher-S / Castrol-S: Be smooth but decisive on turn-in. Use the front-end bite from the setup to flick the car through the change of direction, and get back on throttle as early as the rear allows without lighting up the rears.
T5 Dunlop hairpin: Heavy braking, rotate hard with trail-braking, and prioritise a clean, early throttle application. Exit speed here carries onto the following section.
T7 Mercedes-Kurve: Medium-speed sweeper. Trust the rear load and carry maximum speed through the long left; a late apex gives the best exit.
T11 Bit-Kurve into T13 Veedol: Bit is tight and traction-critical. Square it off, get the car straight, and get full throttle early, because the run down to Veedol is lap time. Sacrifice nothing at Veedol exit, since the back straight punishes any lost speed.
T16 Shell / T18 Ford-Kurve: Brake hard and late for Shell, then focus on traction from the slow Ford-Kurve to set up the stadium section and the final run to the line.
THEORETICAL BEST LAP
1:29.800 — Estimated GTP-class hot-lap potential on optimal dry conditions with a perfect lap assembled from ideal sectors (estimate; no official reference exists for this car/track combo).
REAL WORLD RECORD
No official record (Chevrolet Corvette GTP is not an official Nürburgring GP lap-record class).
SIM RACING RECORD
1:30.500 — Automobilista 2, Corvette GTP class, dry, optimal conditions. Best community estimate; exact record unknown.

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