Circuit de Valencia

Circuit de Valencia (Circuit Ricardo Tormo) for GT3 cars generally requires a medium downforce setup, potentially leaning towards the lower end of medium. The track is characterized by its tight, twisty layout with numerous low-to-medium speed corners and relatively short straights, placing a significant emphasis on mechanical grip, agility, and traction over high-speed aerodynamic performance. While the main straight and the final long corner benefit from some aerodynamic efficiency, lap time is primarily gained through maximizing braking performance, rotation, and acceleration out of the slower sections. Sufficient downforce is still needed for stability in braking zones and through the faster Turn 1 and Turn 11, but excessive wing will significantly penalize straight-line speed without substantial gains in the predominantly slow corners.

Core Setup Philosophy

The foundation of a fast Valencia setup is maximizing mechanical grip and car rotation. The primary goal is to create a car that turns in sharply, remains stable under heavy braking, and puts power down effectively on corner exit. While aerodynamic balance is important for consistency and stability in the few faster corners, the setup should prioritize low-speed agility and responsiveness over high-speed aero performance. The car needs to be nimble enough to navigate the frequent changes of direction without being overly nervous, especially on throttle application.

Key Setup Tips

• Rear Wing: For most GT3 cars, a good starting point is in the lower-middle range. On a car with 12 wing settings, test between 4 and 7. This provides enough stability for braking and faster corners without creating excessive drag on the main straight.

• Front Aero (Splitter/Canards): Balance the rear wing to achieve good front-end bite and rotation, particularly into the slow hairpins like Turn 2 and Turn 6. Aim for sharp turn-in without making the rear too unstable on power.

• Ride Height: Run the car relatively low, potentially with a slight rake (rear higher than front) to aid rotation. The track surface is generally smooth, allowing for lower ride heights to maximize mechanical grip and lower the center of gravity, but check for bottoming under heavy braking.

• Suspension: Prioritize traction and rotation. Consider slightly softer rear springs to aid traction out of slow corners. Adjust anti-roll bars to achieve the desired rotation – potentially a stiffer front or softer rear bar compared to a baseline. Dampers should be tuned for responsiveness and stability under braking and acceleration.

• Additional Note: Due to the anti-clockwise layout and the long final corner (Turn 14), left-side tire wear can be significant. Ensure the geometry (camber/toe) and suspension settings help manage this. Strong braking performance is critical, especially into Turn 1 and Turn 2, which are key overtaking zones