Mercedes-AMG GT3 Evo

TYRES

• Slick (dry compound), Front: 26.2 PSI, Rear: 25.8 PSI
• Optimal operating temperature window: 85–95°C (peak grip for GT3 slicks; qualifying lap should target hot pressures settling near 27.5–28.5 F / 27.0–28.0 R once up to temp)

ELECTRONICS

• TC1: 3
• TC2: 1
• ABS: 4
• Engine Braking / Brake Magic: 4 (aggressive trail braking support, slight rear stability retained)
• Brake Bias: 54.5% front

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 145 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: 110 N/m
• Diff Preload: 60 Nm
• Diff Coast: 0.35
• Diff Power: 0.55

DAMPERS

AERO

• Front Splitter: 4 (of typical 1–6 scale)
• Rear Wing: 7 (of typical 1–10 scale)
• Downforce bias: slightly rear-biased for Döttinger/Kesselchen stability, front kept reactive for Adenauer rotation
• Brake Ducts: 4 front / 3 rear (qualifying — enough cooling for one flying lap, not full stint)

KEY SETUP NOTE

• This car's long wheelbase makes it naturally stable but slow to rotate — for a single hot lap, run slightly softer front ARB and lower coast lock than race setup to force faster direction change through Adenauer Forst and the Karussell, accepting a touch more instability at Flugplatz and Schwedenkreuz that an aggressive driver can control on a one-lap peak-attack run.

TRACK GUIDE

• Hatzenbach: carry speed through the esses, trust the compliant suspension setup — don't lift over bumps, let the dampers absorb them.
• Flugplatz crest: stay flat-out but be ready for rear lightness — any steering correction here costs massive time; keep inputs smooth.
• Fuchsröhre compression: brake late into the right-hander, the car will compress hard — don't add trail-brake rotation input until compression settles.
• Adenauer Forst: this is where the GT3 Evo's rotation deficit shows most — use aggressive trail braking and slightly lift-throttle rotation to point the nose, get back to power early for the short straight.
• Karussell: take the inside banked line fully, let the banking do the work — carry more min-speed than feels natural, exit wide onto the straight using full track for Hohe Acht entry.
• Brünnchen bumps and Kesselchen: trust the rear completely at full commitment — any lift costs multiple tenths; the setup's rear damping must have already proven itself here in practice.
• Döttinger Höhe: this is pure top speed — rear wing choice directly determines straight-line time lost vs. downforce gained in the twisty sections.