BMW M4 GT3

TYRES

• Slick (Dry), Front 27.5 PSI, Rear 27.3 PSI cold — optimal operating window 85–100°C for peak slick grip (GT3 compound). Blankets (if available): 80°C F/R.

ELECTRONICS

• TC1: 3 (qualifying — minimal intervention for max rotation)
• TC2: 2
• ABS: 4
• Engine Braking/Brake Magic: Medium-low (reduce on-throttle instability into Chicane and Indianapolis)
• Brake Bias: 54.5% front

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 130000 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 60 mm
• Wheel Rate RL / RR: 120000 N/m / 120000 N/m
• ARB: 90000 N/m
• Diff Preload: 50 Nm
• Diff Coast: 0.4
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 4 (near max, stable front for Porsche Curves/esses-style fast corners)
• Rear Wing: 6 (of 10) — balanced for long Mulsanne straights but enough for Porsche Curves stability
• Downforce Level: Medium-low overall (straight-line speed prioritized for Mulsanne/Hunaudières)
• Brake Ducts: F 4 / R 3 (single-lap, minimal cooling needed)

KEY SETUP NOTE

• Le Mans rewards low drag far more than outright downforce — run the rear wing as low as the Porsche Curves and Ford Chicanes allow, and accept slightly looser rotation in Ch1/Ch2 in exchange for huge terminal speed down the Mulsanne; this single trade-off defines the entire lap.

TRACK GUIDE

• Tertre Rouge (exit onto Mulsanne): carry max exit speed — slight early throttle roll-on, full commitment, this sets up the entire straight.
• Mulsanne Chicanes (1 & 2): brake in a straight line, very late, downshift fast — the M4's stable chassis allows trail-braking right to apex, but don't rotate too early or you scrub speed on exit.
• Porsche Curves: this is where lap time is won — minimum lift, high commitment through the esses, trust the aero platform; a clean single lap here is worth more than any other sector.
• Ford Chicanes (last corners): late, hard brake, sacrifice a clean apex for a straight exit onto the pit straight — exit speed matters more than mid-corner precision.
• Dunlop Chicane/Esses (early lap): respect the crest and compression — don't carry too much speed into the blind compression or the rear will step out under braking.

TYRES

• Slick (Dry) — Front 27.5 PSI, Rear 27.3 PSI cold set. Optimal operating window 80–95°C, peak grip ~88°C. Blanket temp: 80°C F/R.

ELECTRONICS

• TC1: 4, TC2: 3, ABS: 4, Engine Braking: Medium, Brake Bias: 54.5% (adjustable ±1% in-cockpit for Mulsanne braking zones)

SUSPENSION

• // FRONT
• Ride Height: 65 mm
• Wheel Rate FL / FR: 195000 N/m / 195000 N/m
• ARB: 145000 N/m
• Brake Torque Multiplier: 98%
• Brake Bias: 54.5%
• // REAR
• Ride Height: 70 mm
• Wheel Rate RL / RR: 175000 N/m / 175000 N/m
• ARB: 110000 N/m
• Diff Preload: 45 Nm
• Diff Coast: 0.5
• Diff Power: 0.65

DAMPERS

AERO

• Front Splitter: 4 clicks, Rear Wing: 5/10, Downforce Level: Medium-Low (Mulsanne efficiency priority), Brake Ducts: F 3 / R 3

KEY SETUP NOTE

• Le Mans demands a low-drag setup for the Mulsanne/Hunaudières straight — running rear wing 5/10 instead of a high-downforce esses setting costs minimal time through Porsche Curves but gains 3-4 km/h down the straights, which compounds massively over 13.6km per lap; balance this with slightly softer front ARB (145000 N/m) to retain front bite under trail-braking into Turn 1 and the Ford Chicanes.

TRACK GUIDE

• Turn 1 (Dunlop Chicane): Brake late but straight-line — the M4 GT3's stable front end allows aggressive trail braking, but don't turn in until fully settled or you'll run wide onto the sausage kerb.
• Porsche Curves: This is where lap time is won — commit to a smooth, high-minimum-speed line; the M4's neutral balance rewards carrying speed rather than late apex braking here.
• Ford Chicanes (both): Use the aggressive kerb-riding style here — attack the inside kerbs hard for exit traction onto the following straight, but respect rear stability on corner exit with TC set to 4.
• Mulsanne Straight: Two chicanes mid-straight require full braking from ~300 km/h — brake in a straight line, downshift early, prioritize traction out over rotation.
• Arnage & Turn 1 exit: Traction is critical — get on throttle progressively; the diff power lock at 0.65 helps put power down without excessive wheelspin on tyre-degraded stints.