Lamborghini Huracan GT3 EVO Release Notes

Welcome to the Lamborghini Huracan GT3 EVO release notes blog. In this page you will find the detailed notes compiled by the team after each session when creating the fast and safe variants of the new CDA3 Lamborghini setups.

In addition, a complete list of the driver and engineer combinations for each track is present so customers can see which driver and engineer worked on that circuit when looking for setup trends. Note, some tracks required more notes and instruction than others. This is determined by how the car behaved in the session or how much scope for change in the setup there was.

To view the notes and team list, see below:

Brands Hatch

• The car runs well with quite soft springs around here. The fronts are kept quite a bit stiffer than the rear to accommodate better entry stability. 
• The dampers have been quite heavily adjusted from the Barcelona baseline that was used to begin with, with emphasis made on stiffening the front dampers and softening the rears for traction. 

Misano 

• The flat kerbs at Misano mean you can fine tune the bumpstop ranges and rates for car balance better.
• Despite there being 3 straights, high wing is still needed for stability, particularly at the end of the long back straight.
• There is more potential in the fast set but it’s more on edge to drive and can be trickier to extract the pace.
• The safe set is still capable but less potential to be fast and does have more understeer and will have more lap time drop in a long stint because of this.

Nurburgring

• Softer roll bars and springs.
• Dampers changed for stability on direction change/weight shift.
• Bumpstops changed for better entry stability and exit rotation.
• Minor alignment tweaks over previous setup.
• Safe setup uses shorter front, and longer rear bumpstops to increase traction on exit and stability on entry.
• Final chicane can be hit and miss unless tyres are up to temperature and pressure, so go easy on the first few laps.

Paul Ricard

• The setup uses Hungaroring as a baseline with a trim to the wing level and ride height adjustments to accommodate the new aero balance. 
• The track uses a slightly lower preload value as compared to other setups, to aid in slow speed rotation around the first and last sectors. 
• Damper adjustments have been made to make the slow speed traction better. Stiffer fast dampers for the front and rear have improved kerb stability as well. 
• The fast setup needs slightly more control in order to prevent traction loss, but the existing range for throttle application has been improved from the previous setup.

Silverstone

• Silverstone requires downforce to keep the car planted through the high speed corners and changes of direction so the aero is set to be biassed towards understeer.
• Can be tricky to extract the pace from the car, especially when getting the rotation needed for corner exits whilst keeping stability on entry. The diff combined with bumpstop ranges appear to be the best way to achieve this and using these to fine tune to suit your driving style should be the first things to try before looking at major changes such as wheelrates and ride heights.
• Therefore it is similar to other tracks where to get the most out of the car, it needs to be set up to be more on edge. The safer set is more consistent but is slower.

Spa Francorchamps 

• For Spa, the car needs downforce for Eau Rouge/Radillion through the wing and/or ride height. If you change one, you need to get the balance again with the other. But, you have to take the right line and keep the steering angle as straight as possible over the crest.
• The qualifying set runs a more aggressive set with the wing. Can be used for short sprint races where outright pace is key and you are confident in the car.
• Bumpstops are a good tuning option as the wheel rates and ride height make overall big balance changes which can make the car undriveable.
• Tyre pressures can be tricky to get right. Aim to get them optimal for sector 2.
• Diff can be a useful tuning tool, particularly in sector 2 if you are struggling to get the right rotation for entry to mid corner.

Suzuka 

• The slippery nature of the track combined with the Lamborghini characteristics mean it can be tricky to put the power down.
• This car/track combination requires a need to be extra smooth and patient over kerbs.
• As traction is the main aim, the rear bumpstop rate and ranges are tuned towards this along with rear toe as the high negative values are not always a good thing.
• The safe set is designed to give more traction and can be a similar pace depending on driving style but should ultimately be slower.

Zandvoort

• The car balance can shift quite a lot from small changes in the set up, particularly rear ride height, bumpstop ranges and rates.
• The ARB’s appear to perform best in the mid-range.
• The fast downhill right hander in sector 2, you need to get the nose in early and focus on the exit else you will miss the corner or slide too much.
• The front toe can be a good tuning tool for twisty circuits like this, but be wary of going too high or too low.

Zolder

• A soft ARB combination has been used for Zolder, similar to some of the other bumpy tracks in order to provide stability on the chicanes. 
• This also helps the car in cutting across banks and camber variations on the track by adding more compliance to the suspension. 
• High speed damper adjustments have been heavily adjusted in order to prevent the car from launching off of the crests on the track. 
• If you need some more stability, consider increasing the rear bumpstop range by a few clicks or reducing the rear ride height by 1 click on the fast setup.

Barcelona 

• For Barcelona, the emphasis was on making the car good out of low traction zones and to make it more compliant in off camber corners. 
• Relatively low bumpstop range and average stiffness on the rear bump damping however has been included in order to get the car to rotate enough out of narrow high speed corners.
• The stability has been regained with a lower ride height and softer rear spring.
• The aero balance on corner entry has been biased to load the front tyres better in order to regain rotation lost from running a lower rake. 
• The car is quite sensitive to bumpstop range changes so it is advisable not to make too many adjustments to the included setup configuration.

Donington Park 

• As max caster is used it is recommended to reduce the ffb multiplier to 0.75
• Overall the lap time of the car lives from on throttle rotation, as it rotates really well on throttle you can use it to accelerate earlier out of the corner
  • However this requires an advanced throttle technique otherwise you will cause to much wheelspin which will not only be slower but also kill the rear tyres

• Main difference between RF and RS is the way lap time is gained/lost. With the RF setup you can maintain a much higher min. Speed, especially through the high speed corners. But it is harder to control as the car is more loose on entry and exit.
• RS is much more stable on entry and exit, which results in an easier driving car but also in slower lap time
• Raw lap time difference between RF and RS is 2 tenths
• Overall you want to use TC 1.
  • If you have issues with it you can try TC 2/3.
• T1: Use second gear + make sure to maximise the pit exit to open up the corner as much as possible. If you have issues with traction on corner exit you can try a higher TC, keep in mind that the reason for it is your driving and not the setup.

• T2/3 drive the tightest line possible to save lap time by travelling less distance at the same time.
• T4: It´s important that you don’t run wide on the exit of the previous corner as you need to bring the car over to the left side in order to get a good entry for T4. The less weight transfer is still going on, while you are bringing the car over to the left,  the better. Try to clip the inside curb, especially the green part, which will help you to pull the car around the corner. Be careful to not run wide on the exit, as you´ll face pressure loss by going off-track.
  • If you have stability issues here you can try to reduce the front bumpstops range or rear ride height.
  • Increasing the diff is not recommended as the it will result in much more on throttle rotation
• T6: Stay tight to open up T7.
• T7: Use all the space at the insight of the corner. The banking will help you to pass the corner and carry more speed than you actually think is possible.
  • If you have exit oversteer you can try to reduce the rear bumpstops rate or rear rear ride height
• T8: Use the left curb on entry to open up the corner. Try to cut as much as the car allows you at the apex. The earlier you can floor the car the better.
• T9/10: Maximise all the track at T9 so you can open up the exit of the chicane as much as possible. The goal is to have as less steering angle as possible while driving over the insight sausage at T10
• T11/12 requires a V line. Try to brake into the corner instead of waiting to long before turning in
• If you find the car sluggish in the direction change you can try to increase the arbs overall
• To fix traction issues it is advisable to reduce the rear ride height or soften the rear arb
  • Keep in mind this might cause also a lot of understeer.

Laguna Seca

• As max caster is used it is recommended to reduce the ffb multiplier to 0.75
• Overall the lap time of the car lives from on throttle rotation, as it rotates really well on throttle you can use it to accelerate earlier out of the corner
  • However this requires an advanced throttle technique otherwise you will cause to much wheelspin which will not only be slower but also kill the rear tyres
• RF is more tailored to ultimate pace. It is a bit more traction limited compared to the RS setup, which makes it harder to drive.
• Also the RF setup has more rotation in the high speed which allows for a higher minimum corner speed.
  • as this makes the car more loose it is advisable to use the RS setup if you struggling with the balance
• TC: 1 is necessary to extract the most laptime
  • if you struggle with that you can also try TC: 2 or 3.
• Raw pace potential between the race setups 3 tenths.
• T1-2: use the first gear and the on throttle rotation to get the car around the corner
• T3: Maximise the track on the left side and don’t wait too long before turning in otherwise you won’t make the corner.
• T3/4/6: If you struggle with snap oversteer on corner exit you can increase the rear bumpstop range, rear ride height or soften the rear arb to make the car more planted. Bear in mind this will compromise every other corner.
• T5: Use the banking of the corner to go early on the power
• T7/8: Use your throttle modulation to help the car go over the track bumps. You want to time the upshift into second gear as best as possible so you minimise the time in the limiter. Don´t cut too much of the first curb as the car doesn’t like it.
• T9: Make sure you use the camber of the road and don’t hesitate with the turn in.
• T10: Don´t brake too hard. Try to introduce the car smoothly into the corner. Don´t go lower than third gear.
• T11: Make sure you finish the rotation early enough, as it’s important to floor the car as soon as you hit the apex.
• If you struggle with exit traction you can decrease the rear arb or increase the rear bumpstop range
• If you have problems with entry oversteer you can try to reduce the front rebound or rear bump, also you can try to reduce the front bumpstop range 
• Give the tyre at least 2 laps until you start to push. As it´s a short track the tyre pressures won´t be already in the first lap in their window. You don’t want to risk a pressure loss that early in your stint.

Kyalami

• The ARBs are run slightly softer here compared to other tracks in order to aid in compliance over camber changes on the track surface. 
• The rear ride height also had to be decreased with respect to some of the other tracks since having a soft ARBs with a high rake would cause a lot of roll and heavily destabilise the aerodynamics of the car. 
• Damper adjustments have also been done in order to maximise rotation for the lower ride height.
• A lower rear bumpstop range with an average bumpstop rate has  been used to increase traction in the slow speed corner exits.

Hungaroring

• The Hungaroring setup runs very similar to the Barcelona baseline. The main changes were done to the front suspension in order to prevent excessive pitch on the heavy braking and off-cambered downhill sections of the track. 
• The front bumpstop range has also been reduced in order to prevent the car from bottoming out through the chicanes. 
• Damper adjustments are similar to the other tracks with the car preferring a stiff fast damping/soft normal damping configuration.

Monza

• To make the most of as low a wing as possible, the car is run fairly flat with very little rake.
• The dampers are tuned to the kerbs at Ascari.
• Try to prevent changing gear on the left exit kerb of Ascari as this can unsettle the car.
• There is more potential in the fast set but can be harder to drive.
• If traction is causing issues in chicanes, consider experimenting with the diff preload. Or 1 click higher TC if you are mid stint.

Imola

• Can be tricky to drive here because of the kerbs so focus on getting a good line over the kerbs and on the exits to put the power down so you don’t end up destroying the rear tyres.
• Low bumpstop ranges are used to help with pitch and roll control.
• The dampers are tuned to help with kerb riding and stability after using the kerbs.
• The safe set is tuned more to be more forgiving over kerbs but lacks a little bit of rotation as a result of this.

Mount Panorama 

• The car has been set up to work with a low wing configuration around the track to maximise top end speed through the final sector. 
• Adjustments have been made mostly to the dampers in order to maximise traction through hairpins and maintain enough stability downhill through the mountain. 
• In order to get enough rotation around the uphill sections on the track and to make use of the extra weight on the rear tyres through these sections, higher preload and a lower front ARB have been used.

Snetterton 

• For the Snetterton setup we used a slightly different approach as compared to a more elevated but smoother track such as Barcelona. 
• Snetterton has quite a bumpy surface with high speed sharp corners as well as low traction exits. Hence the front dampers and the rear fast dampers have been stiffened. 
• In addition to this the preload has been dropped slightly in order to get the entry rotation better. Since the front dampers have been stiffened the car is sufficiently safe on entries. Therefore the rear ride height has also been increased to improve overall rotation of the car. 
• The car is quite stable on most kerbs and the safe setup will most likely push the car outwards, instead of spinning the car out, in the event of cutting a kerb too much. If you require more stability, going one click higher on the TC will have a positive effect at the expense of a little exit speed but it will only be around 1 tenth overall. 

Oulton Park

• For Oulton Park, the Watkins Glen setup was used as a baseline. Firstly the ARBs have been stiffened in order to regain a bit of response in general, given the corners aer slightly narrower with a need for direction changes throughout the lap. 
• The fast damping has been stiffened to make the car better on the chicanes and slow damping has been reduced for regaining traction on the kerbs. 
• For extra stability consider dropping the rear ride height 1 click and reducing the rear bumpstop range by 1 click in order to regain exit rotation. Adding 1 click of preload instead of reducing the rear bumpstop range will also have a similar effect.  

Watkins Glen

• The Hungaroring setup was used as a baseline due to the car optimised for chicanes and off cambered corners. To tackle the excessive understeer from that setup around this track, a softer front ARB configuration has been used. 
• The front bumpstops and dampers have been adjusted quite a bit in order to take the chicane without bottoming out on the kerb.
• The bumpstop rates are quite sensitive in the current setup configuration so stiffening it too much will have an impact on the overall stiffness of the car. If you need to optimise the car more for the chicane consider stiffening the fast dampers all around by 3-4 clicks. 
• This will however have an impact on the overall response of the car making it more compliant as opposed to more aggressive on corner entries.

COTA

• Dampers adjusted for more traction and rotation on exit.
• Bumpstop ranges tuned for better balance on entry/exit to corners.
• Soft springs and roll bars for better predictability and stability.
• Slightly less wing for minor adjustment of high speed rotation.
• For optimum pace multiple Traction control settings are needed through the lap: TC2 at T1, TC3 from T2-T10, TC2 for T11&12, TC3 for T13&14, then back to TC2 for the remainder of lap.
• Safe setup uses higher wing and slightly more progressive rear bumpstop ranges along with stiffer front springs to keep the car more predictable.

Indianapolis

• Indy’s low grip surface combined with the Lamborghini characteristics of poor traction means getting on power can be tricky and requires patience, especially in the longer corners. Getting the line right to focus on the exits is important as to have as little steering lock on as possible.
• Most setup options are based around extracting the most traction from the car such as diff and wheelrates along with general rear stability such as rear ride height and ARBs. The safe setup takes this further but it does make the car understeer and lose overall pace.
• It can be quite difficult to extract the pace consistently due to tyre drop off from both track and car characteristics.
• More pace can be found but you need to make the car more aggressive and will make the car more difficult to drive in transitions and traction zones. The usual tricks of rear ride height, diff and bumpstop rates/ranges can be used to achieve this to varying amounts depending on driving style and track conditions.

Team List 

Driver/Engineer Combination	Tracks
Hubert Szymanski/Saiduth Ramesh	Barcelona
Hubert Szymanski/Saiduth Ramesh	Hungaroring
Hubert Szymanski/Nick Deeley	Imola
Amedeo Dekeyser/Saiduth Ramesh	Kyalami
Gregor Schill	Laguna Seca
Taariq Adam/Nick Deeley	Misano
Hubert Szymanski/Nick Deeley	Monza
Amedeo Dekeyser/Saiduth Ramesh	Mount Panorama
Luka Berk/Rob Taplin	Nurburgring
Hubert Szymanski/Saiduth Ramesh	Paul Ricard
Hubert Szymanski/Nick Deeley	Spa Francorchamps
Hubert Szymanski/Nick Deeley	Suzuka
Taariq Adam/Nick Deeley	Zandvoort
Taariq Adam/Saiduth Ramesh	Zolder
Taariq Adam/Saiduth Ramesh/Nick Deeley	Brands Hatch
Gregor Schill	Donington
Hubert Szymanski/Saiduth Ramesh	Oulton Park
Hubert Szymanski/Saiduth Ramesh	Snetterton
Amedeo Dekeyser/Nick Deeley	Silverstone
Hubert Szymanski/Saiduth Ramesh	Watkins Glen
Hubert Szymanski/Nick Deeley	Indianapolis
Amadeo Dekeyser/Rob Taplin	COTA