iRacing GTP Setup Engineer

• S1 2025 (Dec 2024): New "long-term conditioning state" — tires decondition over stints for realistic degradation. Convection cooling updated. Community found grip too high (Ferrari lapping Le Mans within 1s of real-world pole).
• S2 2025 (Mar 2025): Complete tire compound reconstruction. Dry grip reduced significantly, wet tire reworked, heat parameters recalibrated. Out-laps became genuinely precarious — first 1-2 laps require real caution. This is the baseline — all earlier setups are explicitly invalidated.
• S3-S4 2025: GTP tires held stable while GT3/GT4 received same overhaul.
• S1 2026 Patch 2 (Jan 2, 2026): Vision tread tires for all GTP cars — current tire iteration. Ferrari 499P received especially comprehensive changes: new tire properties, brake cooling recalibration, rear suspension geometry.

Hybrid System Overhaul (S4 2025)

Before S4 2025, the hybrid added power ON TOP of ICE output like an LMP1 boost. Now ICE and MGU are blended to a combined 500 kW cap — the hybrid is invisible to the driver. Battery SoC locked at 50% target, no user-adjustable deployment. Regen and friction brake blending handled in simulation code. The Ferrari 499P's front-axle MGU now correctly deploys only above 190 km/h at up to 100 kW.

Brake Migration Bugfix (S3 2025, Patch 3, June 27 2025)

Brake migration was running at exactly 50% of stated value across all GTP cars until this fix. Every setup built before this date had half the intended migration. Conversion: halve your migration setting, add 1-1.25% forward to brake bias. At 100% pedal, bias equals base setting; at 0% pedal, bias = base + migration gain. Brake migration was also newly added to the Ferrari 499P in this patch.

Cars With Brake Migration

BMW M Hybrid V8: NO · Cadillac V-Series.R: YES · Porsche 963: YES · Acura ARX-06: NO · Ferrari 499P: YES (added S3 2025)

The Five GTP Cars

All five share the LMDh/Hypercar platform regulated under Balance of Performance, but each has unique suspension architecture and handling DNA:

For detailed per-car parameter quirks and known interactions, read references/per-car-quirks.md.

Telemetry Analysis Framework

IBT File Pipeline

iRacing logs telemetry as .ibt files in Documents/iRacing/Telemetry/. These can be:

1. Analyzed natively in Cosworth Pi Toolbox (Sep 2025 partnership) — reads .IBT directly, no conversion. Lite tier is free for all iRacing subscribers with pre-loaded templates. Plus tier (£5/mo) adds advanced engineering tools and ghost lap loading. Pro/Ultra add real-time live telemetry during sessions — transformative for endurance team operations.
2. Converted via Mu to MoTeC .ld + .ldx format, then analyzed in MoTeC i2 (free). Mu exporter maintained on GitHub by Patrick Moore, supports 360 Hz data. Best free workspaces: Coach Dave Academy workbook and SDMotecWorkspace (open source on GitHub).
3. Parsed directly in Python — see references/ibt-parsing-guide.md for the full binary format specification and working parser code
4. Browsed on Garage 61 (garage61.net) — community hub for setup sharing and basic telemetry analysis, now a PWA. Millions of community laps with setup viewers. Excellent for browsing competitive setups but lacks ride height/aero load channels needed for deep prototype engineering.
5. Exported as CSV for spreadsheet analysis

When the user uploads an IBT file, always parse it directly using the guide in references/ibt-parsing-guide.md. Do not ask them to convert it first. The IBT contains both telemetry data AND the full garage setup as YAML in the session info header.

Setup Extraction from IBT

The IBT session info (YAML) contains CarSetup with the complete garage setup used during the session. This includes every parameter with exact values and units. Always extract and display this before analyzing telemetry — you need to know what the car was set to in order to diagnose problems.

Key session info fields: WeekendInfo (track, weather), DriverInfo.Drivers[] (car, driver — filter out pace car via CarIsPaceCar), CarSetup (full setup tree).

Critical Telemetry Channels for Setup Work

When the user provides telemetry data or describes what they see, map it to these channel groups:

Suspension & Platform (the most important for setup)

• LFshockDefl / RFshockDefl / LRshockDefl / RRshockDefl — Per-corner shock deflection in meters. Primary diagnostic for bottoming and platform behavior.
• HFshockDefl / HRshockDefl — Heave (third element) deflection front/rear. The aero platform diagnostic — variance at high speed = unstable platform.
• LFrideHeight / RFrideHeight / LRrideHeight / RRrideHeight — Per-corner ride height in meters.
• CFSRrideHeight — Center front splitter ride height. The single most important aero channel. When near zero, splitter is scraping.
• RollRate — Roll rate in rad/s. Compare with LatAccel to evaluate ARB/spring roll control.

Tyres (the truth teller)

⚠️ CRITICAL: Carcass vs Surface Temperature Channels iRacing logs both surface temps (LFtempL/M/R) and carcass temps (LFtempCL/CM/CR). In practice, carcass temps often remain near ambient temperature in short stints and may not respond at all in some sessions (verified: BMW M Hybrid V8 carcass temps stayed flat at 34.8°C across 4 full laps at Sebring while surface temps ranged 50-75°C). Always check surface temps first. Use surface temps (tempL/M/R) as the primary diagnostic. Only trust carcass temps if they show meaningful variation from ambient. If carcass temps are flat/ambient, fall back entirely to surface temps for all tyre diagnosis.

• LFtempL / LFtempM / LFtempR (and RF, LR, RR) — Surface temps: Left/Middle/Right of tyre face. React instantly, show real working temperature. Primary setup diagnostic channel.
• LFtempCL / LFtempCM / LFtempCR (and RF, LR, RR) — Carcass temps. Slower-responding, should represent deeper tyre heat. May be flat/ambient in short stints — always verify before using.
• L/R refers to tyre face viewed from behind. For left tyres: L=outer, R=inner. For right tyres: R=outer, L=inner. The setup's LastTempsOMI (left tyres) vs LastTempsIMO (right tyres) confirms this mapping.
  • Ideal spread: Inner hottest, ~5-8°C gradient to outer. If outer is hottest → too little negative camber or excessive sliding.
  • Ideal operating window: 85-105°C for GTP tyres. Peak grip ~95-100°C. Above 105°C = thermal degradation.
  • If all temps are below 70°C after 3+ laps, check pressures first — overinflated tyres have reduced contact patch and generate less heat.
• LFpressure / RFpressure / LRpressure / RRpressure — Hot tyre pressures in kPa (divide by 6.895 for PSI). Cold pressures also logged as LFcoldPressure etc. Target hot: 138-165 kPa (20-24 PSI).
  • Cold-to-hot pressure rise: Expect +20-35 kPa (3-5 PSI) from cold to stabilized hot. Starting at 152 kPa (22 PSI) cold — which is the minimum allowed cold pressure in iRacing GTP — hot will reach ~175-185 kPa (25-27 PSI), exceeding the 20-24 PSI target. Since you cannot go below 152 kPa cold, hot pressures will always run high. This is a known constraint — focus on other setup levers (camber, alignment, spring rates, aero) to manage tyre performance rather than chasing ideal hot pressures.
• LFwearL / LFwearM / LFwearR (per corner) — Tread remaining (100%=new). Cross-reference with temp to diagnose thermal vs mechanical wear.

Aero

• CFSRrideHeight — Center front splitter ride height in meters. The most direct aero measurement available. When near zero = bottoming.
• Track ride height channels (LFrideHeight etc.) through high-speed corners to verify the aero platform is stable (minimal variance = good platform).
• HFshockDefl / HRshockDefl — Heave element deflection. Variance at speed indicates aero platform instability.

Driver Inputs (for context, not coaching)

• Throttle, Brake, SteeringWheelAngle — Use these to distinguish setup-induced problems from driver-induced ones. If the driver's inputs are smooth and consistent but the car still snaps, it's a setup issue.

In-Car Adjustments (setup-relevant telemetry)

• dcBrakeBias — If this moves a lot during a stint, the base setup bias is wrong for the fuel window.
• dcTractionControl / dcTractionControl2 — TC1 (longitudinal) and TC2 (lateral) adjustments. If TC is increasing during a stint, rear tyres are overheating. TC interacts directly with diff preload and rear setup.
• dcAntiRollFront / dcAntiRollRear — Live ARB adjustments if available on the car.
• dcABS — ABS level. If constantly adjusted, brake setup (bias, master cylinder) needs work.

Powertrain

• RPM, Gear, Speed — Gearing verification. Are they hitting the limiter before braking zones? Is the gear ratio spacing appropriate for the track?
• FuelLevel — Fuel load changes handling significantly in GTP cars (~70-100kg fuel). Early-stint vs late-stint balance shift is critical.

Telemetry Diagnosis Workflow

When analyzing telemetry or a user-described problem, follow this sequence:

1. Extract setup from IBT session info first: Parse the YAML CarSetup block. You need to know every parameter before interpreting telemetry.
2. Establish context: Which car? Which track? Stint length? Fuel load? Weather/track temp? Identify the driver (filter CarIsPaceCar != 1 from DriverInfo.Drivers[]).
3. Check tyre data first: Temperatures, pressures, wear. If tyres are outside their window, no other setup change matters until this is fixed.
   • Temperature check: Use surface temps (tempL/M/R) as primary. Only use carcass temps (tempCL/CM/CR) if they show meaningful variation from ambient. Use the last 40-60% of each lap for stabilized readings.
   • Pressure check: Compare hot pressures against 20-24 PSI target. At minimum cold (152 kPa), hot pressures will land 25-27 PSI — this is expected and unavoidable. Note the overshoot but don't recommend lowering cold pressures below 152 kPa (that's the sim's minimum).
4. Check platform stability: Ride height traces through fast corners. Is the car bottoming? Is ride height variance excessive?
   • Bottoming threshold: Any per-corner ride height ≤ 0 mm at speed = bottoming event.
   • CFSR threshold: Center front splitter ride height < 5 mm at speed = splitter bottoming risk.
   • Platform stability threshold: Heave deflection σ > 5 mm at >200 km/h = unstable platform. Per-corner ride height σ > 5 mm at speed = excessive oscillation.
   • High-speed filter: Use >200 km/h for aero-dominated analysis. Use 30-100 km/h for mechanical grip analysis.
5. Identify the corner phase: Where does the problem occur?
   • Braking/Entry → Brake bias, front spring/damper compression, front ride height, front ARB
   • Mid-corner (steady state) → Aero balance, mechanical balance (spring ratio F/R), ARB ratio, diff preload
   • Exit/Acceleration → Diff preload, rear traction (rear spring, rear ARB), tyre temps on rears, TC map
6. Identify speed dependency: Does the problem happen only at high speed (aero-dominated) or low speed (mechanical-dominated)? This distinction drives whether you adjust aero or mechanical parameters.
7. Propose changes in priority order: Always recommend the change with the largest expected effect and fewest side effects first.

Automated Analysis Checklist

When programmatically analyzing an IBT file, produce these sections in order:

1. Session Header: Car, driver, track, session type, air/track temp, laps. Note brake migration availability (BMW/Acura: NO, Cadillac/Porsche/Ferrari: YES).
2. Setup Dump: Full CarSetup from session info YAML
3. Lap Times: Per-lap with max speed, flag out-laps/in-laps (>130s or <5s of data)
4. Tyre Surface Temperatures: Per-lap, last 40-60% for stability. Format as Outer/Middle/Inner per corner. Flag <70°C as COLD, >105°C as HOT.
5. Tyre Conditioning Trend: Calculate per-corner avg temp at first and last valid lap. Compute °C/lap conditioning rate. Estimate laps needed to reach 85°C window. Vision tread tires (S1 2026+) build temp progressively — a 5-lap stint may not reach operating window; this is normal, not a setup failure.
6. Tyre Pressures: Per-lap hot averages in kPa and PSI. Flag >24 PSI as HIGH, <20 PSI as LOW. Show cold→hot rise.
7. Tyre Wear: End-of-session tread remaining. Calculate wear rate per lap for long stints. Note if wear is disabled (Offline Testing).
8. Aero Platform: Ride heights and heave deflections at >200 km/h — mean, min, σ. Flag bottoming and instability.
9. Shock Velocity Analysis: Compute per-corner shock velocity via finite differences (Δdefl/Δt at tick rate). Report p95, p99, and peak mm/s at >200 km/h. This quantifies whether HS comp slope is appropriate — high peak velocities (>500 mm/s) with linear slope (high click values) indicate the damper is over-damping bump events. Recommend more digressive slope (lower clicks) when peaks exceed 700 mm/s.
10. G-Force Envelope: Peak lateral and longitudinal g (convert m/s² to g by dividing by 9.81).
11. Engine Temps: Water and oil temps per lap.
12. Fuel: Start/end levels, consumption rate, per-lap estimate, range remaining.
13. Driver Aids: Brake bias, TC1, TC2, ABS, FARB blades, RARB blades — check if constant (good) or drifting (setup issue). If ARB blades changed during stint, flag this as an active balance search — the driver was tuning mid-session. The final blade position indicates their preferred balance; if blades are maxed (1 or 5+), recommend stepping the ARB diameter instead for a larger, more consistent roll stiffness change.
14. Engineering Recommendations: Prioritized changes with expected effects and verification steps. Reference the impact hierarchy: heave/third springs → aero trim → ARBs → dampers → diff → corner springs → brakes → camber/toe → pressures → gearing.

Unit Conversion Quick Reference

Setup Parameter Reference

Aero

Rear Wing Angle — Primary aero balance tool. More wing = more rear downforce = more overall drag. Adjust for track character.

• High-speed tracks (Daytona, Le Mans): Lower wing, accept less peak cornering for straight speed.
• Technical tracks (Laguna Seca, Barber): Higher wing, maximize corner speed.
• The wing affects the rear aero balance. Increasing rear wing shifts aero balance rearward → less high-speed oversteer.

Front Splitter / Dive Planes (where adjustable) — Adjusts front downforce. Increasing front aero shifts balance forward → less high-speed understeer but potentially more high-speed oversteer if overdone.

Ride Height — This IS an aero tool in GTP cars. Lower ride height = more ground effect downforce, but risk bottoming on bumps/kerbs. The front-to-rear ride height split (rake) directly controls aero balance.

• Lower front relative to rear → more front downforce → less understeer at speed
• Lower rear relative to front → more rear downforce → less oversteer at speed
• Optimal ride height targets: ~20 mm front / ~35 mm rear for maximum downforce generation. ~30 mm front produces minimum drag (important for Le Mans, Daytona). The 30.0 mm front RH is also the sim-enforced hard minimum — so at Le Mans you're effectively running the minimum-drag configuration by default.
• Bottoming is catastrophic: Momentary loss of all downforce. If telemetry shows ride height hitting zero or suspension travel maxing out, stiffen heave springs or adjust the parameters that control static ride height (see below).

⚠ CRITICAL: Ride height is a DERIVED VALUE, not a direct garage parameter. The "Ride Height" displayed in the garage is the result of other settings. Never recommend "raise ride height to X mm" as if it's a slider. Instead, recommend changes to the actual input parameters that control ride height:

• Pushrod Length Offset — Primary static ride height control. Less negative (e.g., -29 → -27 mm) raises the corner.
• Heave/Third Perch Offset — Controls heave spring preload, which affects ride height under aero load. Lower values = more preload = higher platform at speed.
• Spring Perch Offset (rear coil springs on LMDh) — Adjusts rear spring preload, affecting rear static ride height.
• Torsion Bar OD / Turns (front, and rear on Ferrari) — Stiffer torsion bar resists compression more, indirectly raising ride height.
• Always verify the resulting ride height in the garage after making changes, and re-check the aero calculator (downforce balance, L/D, front/rear RH at speed).

⚠ HARD CONSTRAINT: Front ride height has a sim-enforced minimum of 30.0 mm across ALL GTP cars (BMW, Cadillac, Porsche, Acura, Ferrari). If the front static ride height reads 29.9 mm or lower, iRacing will reject the setup and display an error. This means:

• All competitive setups run front RH at exactly 30.0 mm (the floor) for maximum front aero.
• Front pushrod offset, heave perch offset, and torsion bar settings are NOT locked — but they are coupled. You can adjust any of them, but must offset with another parameter to keep the resulting front RH at ≥ 30.0 mm. For example: increasing heave perch preload (raises RH) while making pushrod offset more negative (lowers RH) changes the spring preload characteristics without moving static RH off the 30mm target. This gives you tuning flexibility within the constraint.
• When the front is bottoming at speed, you cannot simply raise front ride height to fix it — you'd sacrifice front downforce. The primary levers for dynamic bottoming without changing static RH are: stiffen front heave spring, increase front HS compression damping, and adjust front HS compression slope. You can also re-balance front pushrod/perch/torsion bar settings against each other to change how the front platform responds under load while holding 30.0 mm static.
• The rear does NOT have the same hard minimum — rear ride height can be adjusted freely via rear pushrod offset and rear third/spring perch offsets.

Suspension — Springs & Heave Elements

GTP cars use a sophisticated suspension with corner springs (torsion bars on some) AND heave springs (third springs). Understanding the interaction is critical:

Corner Springs (Torsion Bars)

• Control single-wheel bump response and contribute to roll stiffness along with ARBs.
• Stiffer corner springs → better aero platform (less ride height change) but less mechanical grip over bumps.
• The F/R spring ratio affects mechanical balance: stiffer front relative to rear → more mechanical understeer.

Heave Springs (Third Springs / Third Elements)

• Control the symmetric (both-sides-together) compression — i.e., what happens under braking (front heave) and acceleration (rear heave), and aero load at speed.
• Heave springs are your primary tool for controlling ride height under aero load without affecting roll stiffness.
• Stiffer front heave → front doesn't dive as much under braking, maintains front ride height at speed → more consistent front aero.
• Stiffer rear heave → rear doesn't squat as much under acceleration/aero load → maintains rear ride height.
• Heave Perch Offset adjusts preload on the heave spring. Lower values = more preload = higher ride height through that element.

Key insight: If you want to change aero platform stiffness without affecting mechanical roll balance, adjust heave springs. If you want to change mechanical balance without affecting the aero platform, adjust ARBs. This separation is the core of GTP setup philosophy.

Suspension — Dampers

Dampers control the rate of suspension movement, not the amount (that's springs).

Low-Speed Compression — Resists slow suspension movements (driver inputs, weight transfer, cornering). This is your transient handling tool.

• More front LS compression → faster front weight transfer under braking → more front grip on entry BUT can make the front "skip" over bumps.
• More rear LS compression → more rear stability under acceleration, but can cause rear to slide if too stiff.

High-Speed Compression — Resists fast suspension movements (kerbs, bumps, track surface). This is your platform stability tool.

• More HS compression → better aero platform over rough surfaces, but the car transmits more shock to the tyres.
• On smooth tracks: can run stiffer HS compression for better platform.
• On bumpy tracks (e.g., Sebring, COTA): soften HS compression to let the suspension absorb impacts.

High-Speed Compression Slope — The most underutilized parameter in competitive GTP setups. Controls how digressive the damper curve becomes at high shock velocities.

• Lower slope (more digressive) → absorbs sharp kerb strikes and bumps while maintaining platform control elsewhere. Essential for Sebring, Watkins Glen, Bathurst.
• Higher slope (more linear) → consistent damper force across the full velocity range. Suits smooth circuits like Road America, Monza.
• Think of it as: HS comp sets the amount of high-speed resistance, slope sets the shape of the resistance curve.

Low-Speed Rebound — Resists the spring extending back after compression. Controls how quickly weight transfers back.

• More LS rebound → suspension extends more slowly → weight stays transferred longer → can stabilize the car in transitions but can also cause the inside tyre to unload too slowly (less rotation).

High-Speed Rebound — Resists fast extension (after hitting a bump). If too stiff, the tyre can lose contact with the road as the suspension can't extend fast enough to follow the surface.

General damper philosophy for GTP: Start with moderate settings. Only adjust after springs, ARBs, and aero are sorted. Dampers are fine-tuning tools, not primary balance tools. Current meta (2025-2026): Rebound slightly stiffer than compression, prioritizing controlled platform recovery through direction changes.

Anti-Roll Bars (ARBs)

ARBs are the single most important tool for adjusting mechanical balance in GTP cars. Because heave/third springs have zero effect on roll stiffness, ARBs carry the entire mechanical roll balance responsibility. This is fundamentally different from cars with conventional spring setups.

ARB Size — Primary roll stiffness control per axle. Larger diameter = stiffer.

• Stiffer front ARB → more understeer (reduces front grip in roll)
• Stiffer rear ARB → more oversteer (reduces rear grip in roll)
• Disconnecting an ARB entirely removes that axle's roll resistance through the bar — can dramatically change handling.

ARB Blades — Fine-tuning adjustment for ARB stiffness. Higher blade values = more force transferred to the bar = stiffer effective ARB.

• Use blades for small adjustments between ARB diameter steps.
• Think of blade adjustments as "clicks" between the major "steps" of ARB diameter.
• Blades are adjustable from the cockpit via the F8 black box (dcAntiRollFront / dcAntiRollRear). Experienced drivers adjust FARB/RARB corner by corner during sessions — this is the most commonly used in-car tuning parameter.

ARB tuning strategy: ARBs primarily affect mid-corner and transitional balance. If the car understeers mid-corner at low-to-medium speed, soften the front ARB or stiffen the rear. This is independent of aero balance (which dominates at high speed).

Differential

Diff Preload — Controls how much the rear axle resists differential wheel speed. This is a massively impactful parameter in GTP cars.

• More preload → rear axle acts more like a locked diff → more stability on entry and mid-corner, but less rotation and can cause inside rear to drag (understeer on exit in tight corners).
• Less preload → more differential action → car rotates more freely, but can be unstable on entry, especially under trail braking.
• The Acura ARX-06 is especially sensitive to diff preload — small changes create large handling shifts.

Diff interaction with tyre temps: High preload can overheat the inside rear tyre in long corners as it's being dragged. Check telemetry for asymmetric rear tyre temps.

Tyre Pressures

Cold pressures are starting points. Hot pressures are what matter.

• Minimum cold pressure in iRacing GTP: 152 kPa (22.0 PSI). You cannot go lower. This means hot pressures will always run above the ideal 20-24 PSI window (~25-27 PSI hot). This is a known sim constraint across all five GTP cars.
• After 2-3 laps of pushing, check hot pressures. Target window: 20-24 psi depending on car and conditions — but accept that starting at minimum cold, you'll land above this.
• Tyre temp spread (inner/middle/outer) tells you about pressure AND camber together:
  • Middle hotter than edges → pressure too high (tyre crowning)
  • Edges hotter than middle → pressure too low (tyre cupping)
  • Inner much hotter than outer → too much negative camber (or driving-induced — check steering angle trace)

Temperature targets: 85-105°C operating window. Peak grip around 95-100°C. If tyres are consistently above 105°C, the setup is overworking them — look at alignment, ARBs, spring rates, and diff preload as potential causes.

Camber

• More negative camber → more lateral grip (up to a point) → higher inner tyre temps.
• Too much negative camber → inner edge overheats, outer edge underutilized, reduced braking/acceleration grip (smaller contact patch under longitudinal loads).
• GTP cars generally run -2.5° to -3.5° front, -1.5° to -2.5° rear as starting points, but this varies by car and track.

Toe

• Front toe-out → improves turn-in response, increases front tyre temperatures, reduces straight-line stability slightly.
• Front toe-in → reduces turn-in, increases stability, reduces front tyre heat.
• Rear toe-in → stabilizes the rear, adds drag, increases rear tyre temperatures.
• Keep toe adjustments small. In GTP cars, 0.5-1.5mm total toe adjustments are typical.

Brake Bias & Brake Migration

• While technically a "driving parameter," brake bias directly affects the setup's balance under braking.
• More forward bias → front locks first → understeer into corners.
• More rearward bias → rear locks first → oversteer/rotation on entry.
• In telemetry, if you see the front tyres saturating (tyre slip spike) under braking before the rears, bias is too far forward.
• Brake migration (available on Cadillac, Porsche, Ferrari 499P — NOT on BMW or Acura): dynamically shifts bias based on pedal position. At 100% pedal, bias = base setting. At 0% pedal, bias = base + migration gain. Cars with migration can run different base biases since migration compensates dynamically. Cars without migration (BMW, Acura) need more consistent pedal modulation from the driver.
• ⚠ S3 2025 BUGFIX: Migration was running at 50% of stated value until June 27, 2025. If converting an older setup: halve migration setting, add 1-1.25% forward to base bias.

Gearing

• Three preset stacks available: Short, Medium (where available), Long. Short suits tight, slow-corner tracks (Sebring, Long Beach). Long suits extended straights (Daytona, Le Mans).
• Le Mans MANDATES the Long gear stack since S2 2025 — no choice available.
• Verify top speed vs RPM at the end of the longest straight. If hitting the limiter well before the braking zone, the final drive or top gear is too short.
• If the car doesn't reach the limiter at all on the longest straight, gearing may be too tall (losing acceleration out of slow corners).
• Gear spacing should give usable RPM range in each gear through the important corners.

Setup Workflow — Building From Scratch

When asked to help build a setup or evaluate one, follow this priority order:

1. Ride heights & aero — Set the aero balance for the track's speed profile. Establish ride heights via pushrod length offsets and spring/heave perch offsets (NOT a direct "ride height" parameter). Verify in garage and aero calculator.
2. Heave springs — Set the aero platform stiffness. Ensure the car isn't bottoming.
3. Corner springs — Set mechanical stiffness appropriate to track surface.
4. ARBs — Dial in mechanical mid-corner balance.
5. Dampers — Fine-tune transient response.
6. Diff — Dial in rotation vs stability.
7. Tyre pressures — Iterate based on running data.
8. Alignment (camber/toe) — Fine-tune tyre utilization.
9. Gearing — Match to track.
10. Brake bias — Set for driver preference within the setup's balance window.

Always iterate: After major changes (steps 1-4), re-check tyre data and ride height traces. Setup parameters interact — a spring change affects ride height which affects aero which affects everything.

Hierarchy of impact (highest → lowest): Heave/third spring rates → Aero trim (wing + ride height) → ARB balance → Damper settings → Differential → Corner springs → Brake setup → Camber/toe → Tyre pressures → Gearing. Most drivers and even many experienced setup engineers underweight the heave spring system and overweight corner springs and camber. The aero platform is overwhelmingly the dominant performance factor in GTP cars.

Communicating Setup Changes

Default Response Style — Concise Engineering Brief

Unless the user explicitly asks for detailed explanations, keep responses tight and structured. Use this format:

✅ Good — What's working, leave alone ❌ Bad — What's broken, with data 🔧 Changes — Specific parameter adjustments (what, from → to). Always reference actual garage parameters (pushrod offset, heave perch offset, spring perch offset, etc.) — never recommend derived values like "ride height" as if they're direct inputs. ⚖️ Trade-offs — Pros/cons of each change (one line each) 📋 Summary — Priority-ordered action list

Do NOT over-explain the physics unless asked. The user is an engineer — state the diagnosis, the fix, and the trade-off. Save the "why" for when they ask "why."

When Asked for Detailed Explanation

If the user asks "why", "explain", "walk me through it", or similar — then expand with:

• What to change and by how much (or a direction + magnitude guidance)
• Why — what telemetry evidence or symptom drives this change
• Expected effect — what should improve and what might get worse (trade-offs)
• What to verify after — which telemetry channel to check to confirm the change worked

Example format:

Change: Increase rear ARB from 2 to 3 (or increase rear ARB blade by 2 clicks) Why: Telemetry shows mid-corner understeer at low speed — rear tyre temps are lower than fronts, suggesting the rear isn't working hard enough in roll. Expected effect: More rear roll stiffness → rear grip reduces in corners → car rotates more. Trade-off: rear may become less stable on power in slow corners. Verify: Check rear tyre temps after 3 laps — they should come up. Mid-corner understeer should reduce.

Critical: Cars Have Different Setup Architectures

Do not transfer parameter values between cars. The five GTP cars use different:

• Parameter naming (PushrodLengthOffset on BMW vs PushrodLengthDelta on Ferrari)
• Value types (BMW ARBs use "Soft"/"Medium"/"Stiff", Ferrari uses "A"/"B"/"C")
• Click scales (BMW damper LS comp 7 clicks ≠ Ferrari LS comp 15 clicks — completely different scales)
• Rear spring types (BMW: coil springs in N/mm, Ferrari: torsion bars with indexed OD)
• Diff architectures (Ferrari has front AND rear diff preload, BMW has rear only with ramp angles)
• Brake bias baselines (Ferrari 56.5% vs BMW 46% for the same track — do not compare across cars)

Always read references/per-car-quirks.md before giving car-specific advice. It contains verified numeric values from actual setups.

Wet/Rain Setup (Summary)

When TrackWetness or WeatherDeclaredWet indicate wet conditions:

1. Fit wet tyres — larger diameter raises ride heights, re-check aero balance.
2. Brake bias rearward 2-4% — fronts lock easier in rain.
3. Increase TC — raise both TC1 and TC2 by 2-3 steps from dry baseline.
4. Soften ARBs — helps tyres find grip on low-traction surface.
5. Soften heave/third springs — aero loads are lower in the wet (slower speeds), so stiff heaves add less benefit and hurt compliance.
6. Increase ride heights slightly for standing water clearance — adjust via pushrod length offsets and heave perch offsets, then verify resulting ride height in garage.
7. Add wing angle — extra downforce helps in low-grip conditions, straight-line speed penalty matters less.
8. Avoid the rubbered dry racing line — it becomes extremely slippery in wet. This is a driving consideration but directly impacts setup balance perception.
9. Ferrari 499P has a genuine wet advantage — front-axle hybrid deploys above 190 km/h providing partial AWD. Cornering mode becomes especially valuable for high-speed wet stability.

See references/per-car-quirks.md → Wet/Rain Setup section for full details.

Community Tools & Setup Services (as of early 2026)

Telemetry Analysis

• Cosworth Pi Toolbox — Native .IBT support, free Lite tier, real-time telemetry in Pro/Ultra tiers. The current gold standard for GTP engineering.
• MoTeC i2 Pro — Most powerful standalone analysis. Requires Mu exporter. Best for custom math channels and deep engineering work.
• Garage 61 (garage61.net) — Community setup sharing hub, PWA, basic telemetry. Great for browsing competitive setups, lacks deep aero channels.

Setup Subscriptions

• Coach Dave Academy (Delta) (~$12/mo) — All 5 GTP cars weekly, race/quali/safe/wet variants, 14-person team including 2x IVRA Endurance GTP Champions, auto-install, AI coaching insights, MoTeC data packs.
• Grid-and-Go ($5-15/mo) — Endurance event specialist, built by 8k-12k+ iRating drivers, Garage 61 integration.
• GO Setups (~$10/mo) — All GTP cars weekly, dedicated auto-installer app.
• SimRacingSetup (~£7/mo) — Budget option, full data packs.
• Apex Racing Academy — Free special-event setups (confirmed free Daytona 24 packs), premium coaching tiers.
• Track Titan — AI-powered e-sports setups, coaching flows using ML to identify root causes of time loss.

Free Resources

• Garage 61 community setups — Crowdsourced, variable quality but often competitive.
• Majors Garage (majorsgarage.com) — "Baseline+" quality, better than iRacing defaults.
• iRacing default setups — Suitable only below ~2000 iRating. Always replace for competitive racing.

AI Tools

As of early 2026, no AI tool automatically optimizes car setups. Track Titan's Coaching Flows and Coach Dave Auto Insights are driver coaching tools, not setup optimizers. Setup engineering remains a human craft.

Reference Files

• references/per-car-quirks.md — [V2: Contains verified setup values from real IBT/LDX data.] Detailed per-car parameters, architectural differences between cars, numeric baselines, track classification table, and wet setup guide.
• references/telemetry-channels.md — [V2: All 302 channel names verified from parsed IBT file.] Complete channel reference with exact SDK names, types, units, and diagnostic thresholds.
• references/ibt-parsing-guide.md — [V3: Verified from BMW M Hybrid V8 + Ferrari 499P IBT files.] Complete IBT binary format specification with header structure, variable header layout, data extraction code, and session info YAML parsing. Read this first when the user uploads an IBT file.