Porsche 911 GT3 (992)

• Note: GT7 uses PSI, mm, N/mm, and 1–10 scale for ARB/dampers — not N/m or 0.1–0.9 diff scale. I'll use GT7's actual parameter system as defined in the simulator context.

TYRES

• Racing Hard (RH) — recommended for quali lap stability at Bathurst's high-speed sections; Racing Medium (RM) if track temp is low and max one-lap grip is priority.
• Front: 27.5 PSI (cold)
• Rear: 27.0 PSI (cold)
• Optimal operating window: 80–95°C for Racing Medium, 85–100°C for Racing Hard (peak grip; above 100°C sharp fall-off).
• No tyre blankets in GT7 — build temp on out-lap with weaving and early brake-and-throttle transitions.

ELECTRONICS

• TC: 1
• ABS: 4
• Brake Balance: 3 (slightly forward, aids rotation into Chase and Hell Corner)
• Engine Braking (if adjustable via ECU): Default / Stage 1 (keep rear stable on downhill approach to The Dipper)

SUSPENSION

• // FRONT
• Ride Height: 78 mm
• Spring Rate: 9.8 N/mm
• ARB: 6
• Damping Compression: 5
• Damping Extension: 6
• // REAR
• Ride Height: 82 mm
• Spring Rate: 11.5 N/mm
• ARB: 4
• Damping Compression: 6
• Damping Extension: 7

DIFFERENTIAL

• Initial Torque: 28
• Acceleration Sensitivity: 22
• Deceleration Sensitivity: 42

DAMPERS

AERO

• Front Downforce: Level 3 (max available on stock GT3-spec wing/lip if fitted)
• Rear Downforce: Level 8 — higher rear wing setting critical for Skyline and Dipper stability
• Brake Balance-linked ducts: N/A in GT7 (no separate duct adjustment)

KEY SETUP NOTE

• The 911 GT3's rear-engine weight bias makes Skyline and the run into The Dipper the defining moments of the lap — err toward more rear downforce and slightly stiffer rear compression damping than instinct suggests; a car that feels "planted but lazy" on the flat sections will reward you tenfold on the crest and descent, where a nervous rear costs both time and confidence.

TRACK GUIDE

• Hell Corner (T1): Brake late but straight-line only — car rotates easily due to rear weight, don't overslow entry, prioritize traction on exit onto Mountain Straight.
• The Cutting (T2/3): Use full kerb aggressively on entry, but keep car settled before crest — unsettled compression here upsets Skyline platform moments later.
• Skyline (T4): Absolute commitment flat-out; if rear steps out here it's race over — carry slightly less entry speed than feels natural for consistency.
• The Dipper to Forrest's Elbow: Trail brake progressively into Dipper, let weight transfer settle before turning — Forrest's Elbow rewards a confident, committed late apex.
• Murray's Corner to Conrod: This is where the lap is won — get straight-line traction early even if it costs a fraction of rotation, since Conrod Straight speed compounds over 1.9km.
• The Chase: Heaviest bra