iRacing MERCEDES-AMG GT3 2020 User manual

MERCEDES-AMG GT3 2020
USER MANUAL

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MERCEDES-AMG GT3 2020 // USER MANUAL
Introduction »5
Tech Specs »4
A Message From iRacing »3
Getting Started »5
Pit Limiter »9
Dash Pages »7
Loading An iRacing Setup »6
Shift Lights »9
Dash Configuration (Page 1) »7
Dash Configuration (Page 2) »8
Tires & Aero »11
Front »14
Aero Calculator »12
Left/Right Front »18
Tire Settings »11
Brakes/In-Car »16
Chassis »14
Left/Right Rear »21
ADVANCED SETUP OPTIONS
GENERAL INFORMATION
Table of Contents
CLICK TO VIEW A SECTION
Rear »23

Dear iRacing User,
Congratulations on your purchase of the Mercedes-AMG GT3 2020! From all of us at iRacing, we
appreciate your support and your commitment to our product. We aim to deliver the ultimate sim racing
experience, and we hope that you’ll find plenty of excitement with us behind the wheel of your new car!
Since its introduction in 2015, the Mercedes-AMG GT3 has been one of sports car racing’s most
prominent challengers. The car took home five of the top six spots, including the top four, in the Nurburgring
24 Hours on its first try, and found success with Riley Technologies in the premier IMSA WeatherTech
SportsCar Championship events at Daytona and Sebring shortly after.
For the 2020 season, the car received a slate of updates that included aerodynamic tweaks to the front
splitter and rear wing and aesthetic updates to bring it closer in line with its roadbearing counterpart.
Carrying over from its first iteration is the 6.3-liter V8 powerplant that produces 550 horsepower and
sequential six-speed transmission. Now, the fully updated Mercedes-AMG GT3 comes to iRacing, and it’s
your chance to sample the next generation of German road racing performance.
The following guide explains how to get the most out of your new car, from how to adjust its settings off of
the track to what you’ll see inside of the cockpit while driving. We hope that you’ll find it useful in getting up
to speed.
Thanks again for your purchase, and we’ll see you on the track!

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MERCEDES-AMG GT3 2020 // USER MANUAL
POWER
UNIT
CHASSIS
MERCEDES-AMG GT3 2020 | TECH SPECS
DOUBLE WISHBONE FRONT
AND REAR SUSPENSION
V8 DOHC
LENGTH
4710 mm
185.4 in
DISPLACEMENT
6.2 Liters
378.8 cid
WIDTH
2040 mm
80.3 in
TORQUE
460 lb-ft
625 Nm
WHEELBASE
2630 mm
103.5 in
POWER
500 bhp
373 kW
DRY WEIGHT
1320 kg
2910 lbs
RPM LIMIT
7800
WET WEIGHT
WITH DRIVER
1440 kg
3175 lbs

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Introduction
The information found in this guide is intended to provide a deeper understanding of the
chassis setup adjustments available in the garage, so that you may use the garage to tune
the chassis setup to your preference.
Before diving into chassis adjustments, though, it is best to become familiar with the car and track. To that end, we have provided
baseline setups for each track commonly raced by these cars. To access the baseline setups, simply open the Garage, click
iRacing Setups, and select the appropriate setup for your track of choice. If you are driving a track for which a dedicated baseline
setup is not included, you may wwselect a setup for a similar track to use as your baseline. After you have selected an appropriate
setup, get on track and focus on making smooth and consistent laps, identifying the proper racing line and experiencing tire wear
and handling trends over a number of laps.
Once you are confident that you are nearing your driving potential with the included baseline setups, read on to begin tuning the
car to your handling preferences.
GETTING STARTED
Before starting the car, it is recommended to map controls for Brake Bias, Traction Control and ABS adjustments. While this is
not mandatory to drive the car, this will allow you to make quick changes to the driver aid systems to suit your driving style while
out on the track.
Once you load into the car, getting started is as easy as selecting the “upshift” button to put it into gear, and hitting the accelerator
pedal. This car uses a sequential transmission and does not require a clutch input to shift in either direction. However the car’s
downshift protection will not allow you to downshift if it feels you are traveling too fast for the gear selected and would incur engine
damage. If that is the case, the gear change command will simply be ignored.
Upshifting is recommended when all the shift lights flash red, this is at approximately 7025 rpm but will shift up or down slightly
depending on the selected gear.
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LOADING AN iRACING SETUP
Upon loading into a session, the car will automatically load the iRacing Baseline setup [baseline.sto]. If you would prefer one of
iRacing’s pre-built setups that suit various conditions, you may load it by clicking Garage > iRacing Setups > and then selecting the
setup to suit your needs.
If you would like to customize the setup, simply make the changes in the garage that you would like to update and click apply. If you
would like to save your setup for future use click “Save As” on the right to name and save the changes.
To access all of your personally saved setups, click “My Setups” on the right side of the garage.
If you would like to share a setup with another driver or everyone in a session, you can select “Share” on the right side of the
garage to do so.
If a driver is trying to share a setup with you, you will find it under “Shared Setups” on the right side of the garage as well.
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MERCEDES-AMG GT3 2020 // DASH PAGES
Dash Pages
The digital dash display in this car features two selectable pages.
DASH CONFIGURATION (PAGE 1)
Engine RPM Graphical depiction of engine rpm.
T Water Engine water temperature (Celsius or Fahrenheit)
V Batt Battery Voltage (V)
LaptimeDiff lap time delta to best lap
Speed Road Speed (km/h or mph)
T Oil Engine oil temperature (Celsius or Fahrenheit)
T Gear Gearbox oil temperature (Celsius or Fahrenheit)
Gear Currently selected gear
ABS Currently selected ABS map
TC Currently selected Traction Control map
MAP Currently selected engine map
Lap Time Last lap time
Fuel Remaining fuel (Liters or US Gallons)
1 Selected dash display page

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MERCEDES-AMG GT3 2020 // DASH PAGES
DASH CONFIGURATION (PART 2)
Engine RPM Graphical depiction of engine rpm
T Water Engine water temperature (Celsius or Fahrenheit)
V Batt Battery Voltage (V)
LaptimeDiff lap time delta to best lap
Speed Road Speed (km/h or mph)
TP FL LF air pressure and temperature (Bar or psi / Celsius or
Fahrenheit)
TP FR RF air pressure and temperature (Bar or psi / Celsius or
Fahrenheit)
Gear Currently selected gear
ABS Currently selected ABS map
TC Currently selected Traction Control map
MAP Currently selected engine map
TP RL LR air pressure and temperature (Bar or psi / Celsius or
Fahrenheit)
TP RR RR air pressure and temperature (Bar or psi / Celsius or
Fahrenheit)
Fuel Remaining fuel (Liters or US Gallons)
1 Selected dash display page

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PIT LIMITER
When the pit limiter is active a blue bar will appear at the top of the screen specifying the current vehicle speed. This bar will be
blue while under the limit and red when over. In addition to this, the shift light cluster will flash with alternating blue and yellow
lights.
SHIFT LIGHTS
The shift lights illuminate from the outer edges towards the center in the following pattern:
2 Green 6180 rpm
4 Green 6350 rpm
2 Yellow 6520 rpm
4 Yellow 6690 rpm
2 Red 6860 rpm
All Red Flashing 7030 rpm
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Advanced Setup Options
This section is aimed toward more advanced users who want to
dive deeper into the different aspects of the vehicle’s setup. Making
adjustments to the following parameters is not required and can lead to
significant changes in the way a vehicle handles. It is recommended that
any adjustments are made in an incremental fashion and only singular
variables are adjusted before testing changes.
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Tires & Aero
TIRE SETTINGS (ALL FOUR)
COLD AIR PRESSURE
Air pressure in the tire when the car is loaded into the world. Higher pressures will reduce rolling drag and heat buildup, but will
decrease grip. Lower pressures will increase rolling drag and heat buildup, but will increase grip. Higher speeds and loads require
higher pressures, while lower speeds and loads will see better performance from lower pressures. Cold pressures should be set
to track characteristics for optimum performance. Generally speaking, it is advisable to start at lower pressures and work your
way upwards as required.
HOT AIR PRESSURE
Air pressure in the tire after the car has returned to the pits. The difference between cold and hot pressures can be used to
identify how the car is progressing through a run in terms of balance, with heavier-loaded tires seeing a larger difference between
cold and hot pressures. Ideally, tires that are worked in a similar way should build pressure at the same rate to prevent a change
in handling balance over the life of the tire, so cold pressures should be adjusted to ensure that similar tires are at similar
pressures once up to operating temperature. Hot pressures should be analyzed once the tires have stabilized after a period of
laps. As the number of laps per run will vary depending upon track length a good starting point is approximately 50% of a full fuel
run.
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TIRE TEMPERATURES
Tire carcass temperatures, measured via Pyrometer, once the car has returned to the pits. Wheel Loads and the amount of work
a tire is doing on-track are reflected in the tire’s temperature, and these values can be used to analyze the car’s handling balance.
Center temperatures are useful for directly comparing the work done by each tire, while the Inner and Outer temperatures are
useful for analyzing the wheel alignment (predominantly camber) while on track. These values are measured in three zones across
the tread of the tire. Inside, Middle and Outer.
TREAD REMAINING
The amount of tread remaining on the tire once the car has returned to the pits. Tire wear is very helpful in identifying any possible
issues with alignment, such as one side of the tire wearing excessively, and can be used in conjunction with tire temperatures to
analyze the car’s handling balance. These values are measured in the same zones as those of temperature.
AERO CALCULATOR
The Aero Calculator is a tool provided to aid in understanding the shift in aerodynamic
balance associated with adjustment of the rear wing setting and front and rear ride heights.
It is important to note that the values for front and rear ride height displayed here DO NOT
result in any mechanical changes to the car itself, however, changes to the rear wing angle
here WILL be applied to the car. This calculator is a reference tool ONLY.
FRONT RH AT SPEED
The Ride Height (RH) at Speed is used to give the Aero Calculator heights to reference for aerodynamic calculations. When using
the aero calculator, determine the car’s Front Ride height via telemetry at any point on track and input that value into the “Front
RH at Speed” setting. It is advisable to use an average value of the LF and RF ride heights as this will provide a more accurate
representation of the current aero platform rather than using a single corner height.
REAR RH AT SPEED
The Ride Height (RH) at Speed is used to give the Aero Calculator heights to reference for aerodynamic calculations. When using
the aero calculator, determine the car’s Rear Ride height via telemetry at any point on track and input that value into the “Front
RH at Speed” setting. It is advisable to use an average value of the LR and RR ride heights as this will provide a more accurate
representation of the current aero platform rather than using a single corner height.
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WING SETTING
The wing setting refers to the relative angle of attack of the rear wing, this is a powerful aerodynamic device which has a
significant impact upon the total downforce (and drag!) produced by the car as well as shifting the aerodynamic balance of the car
rearwards with increasing angle. Increasing the rear wing angle results in more total cornering grip capability in medium to high
speed corners but will also result in a reduction of straight line speed. Rear wing angle should be adjusted in conjunction with front
and rear ride heights, specifically the difference between front and rear ride heights known as ‘rake’. To retain the same overall
aerodynamic balance it is necessary to increase the rake of the car when increasing the rear wing angle.
FRONT DOWNFORCE
This value displays the proportion of downforce acting at the front axle for the given wing and ride height combination set within
the calculator parameters. This value is an instantaneous representation of your aero balance at this exact set of parameters and
it can be helpful to pick multiple points around a corner or section of track to understand how the aerodynamic balance is moving
in differing situations such as braking, steady state cornering and accelerating at corner exit. A higher forwards percentage will
result in more oversteer in mid to high speed corners.
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Chassis
FRONT
FARB CONNECTION
This determines if the front anti-roll bar is connected or not. This setting essentially functions as a final ‘step’ in the soft end of the
range. Disconnecting the anti-roll bar will override any setting selected as an ARB rate and provide an effective roll rate of 0 N/
mm. Generally, it is inadvisable to disconnect the front anti-roll bar.
FARB RATE
The configuration of the Anti-Roll Bar arms, or “blades”, can be changed to alter the overall stiffness of the ARB assembly.
Increasing the number of ARB arms will increase the roll stiffness of the front suspension, resulting in less body roll but increasing
mechanical understeer. This can also, in some cases, lead to a more responsive steering feel from the driver. Conversely,
reducing the number of ARB arms will soften the suspension in roll, increasing body roll but decreasing mechanical understeer.
This can result in a less-responsive feel from the steering, but grip across the front axle will increase. Along with this, the effects
of softening or stiffening the ARB assembly in relation to aerodynamics should also be considered, softer ARB assemblies will
result in more body roll which will decrease control of the aero platform in high speed corners and potentially lead to a loss in aero
efficiency. 6 configurations of ARB arms are available and range from D1 (softest) to D6 (stiffest).
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TOE-IN
Toe is the angle of the wheel, when viewed from above, relative to the centerline of the chassis. Toe-in is when the front of the
wheel is closer to the centerline than the rear of the wheel, and Toe-out is the opposite. On the front end, adding toe-out will
increase slip in the inside tire while adding toe-in will reduce the slip. This can be used to increase straight-line stability and turn-in
responsiveness with toe-out. Toe-in at the front will reduce turn-in responsiveness but will reduce temperature buildup in the front
tires.
CROSS WEIGHT
The percentage of total vehicle weight in the garage acting on the front corners. This cannot be adjusted per say but is influenced
by the total fuel load carried. As fuel burns (or less starting fuel is specified) the nose weight of the car will increase due to the
fuel tank location. This will tend to push the overall balance towards understeer. As such, this reference item can be useful in
establishing how much of an adjustment to the setup is required when changing fuel load.
NOSE WEIGHT
The percentage of total vehicle weight in the garage acting on the front corners. This cannot be adjusted per say but is influenced
by the total fuel load carried. As fuel burns (or less starting fuel is specified) the nose weight of the car will increase due to the
fuel tank location. This will tend to push the overall balance towards understeer. As such, this reference item can be useful in
establishing how much of an adjustment to the setup is required when changing fuel load.
ENDURANCE LIGHT PACKAGE
This setting determines if the car is fitted with additional light pods on the nose for increased light output during night races.
LEFT NIGHT LED STRIP
Changes the colour of the light strip on the left side of the car. 7 options are available: Blue, Purple, Red, Yellow, Orange, Green and
Off.
RIGHT NIGHT LED STRIP
Changes the colour of the light strip on the right side of the car. 7 options are available: Blue, Purple, Red, Yellow, Orange, Green
and Off.
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BRAKES / IN-CAR
FRONT MASTER CYLINDER
The Front Brake Master Cylinder size can be changed to alter the line pressure to the front brake calipers. A larger master
cylinder will reduce the line pressure to the front brakes, this will shift the brake bias rearwards and increase the pedal effort
required to lock the front wheels. A smaller master cylinder will do the opposite and increase brake line pressure to the front
brakes, shifting brake bias forward and reducing required pedal effort. 7 Different master cylinder options are available ranging
from 15.9 mm / 0.626” (highest line pressure) to 23.8 mm / 0.937” (lowest line pressure).
REAR MASTER CYLINDER
The Rear Brake Master Cylinder size can be changed to alter the line pressure to the rear brake calipers. A larger master cylinder
will reduce the line pressure to the rear brakes, this will shift the brake bias forwards and increase the pedal effort required to
lock the rear wheels. A smaller master cylinder will do the opposite and increase brake line pressure to the rear brakes, shifting
brake bias rearward and reducing required pedal effort. 7 Different master cylinder options are available ranging from 15.9 mm /
0.626” (highest line pressure) to 23.8 mm / 0.937” (lowest line pressure).
BRAKE PADS
The vehicle’s braking performance can be altered via the Brake Pad Compound. The “Low” setting provides the least friction,
reducing the effectiveness of the brakes, while “Medium” and “High” provide more friction and increase the effectiveness of the
brakes while increasing the risk of a brake lockup.
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BRAKE PRESSURE BIAS
Brake Bias is the percentage of braking force that is being sent to the front brakes. Values above 50% result in greater pressure
in the front brake line relative to the rear brake line which will shift the brake balance forwards increasing the tendency to lock
up the front tyres but potentially increasing overall stability in braking zones. This should be tuned for both driver preference and
track conditions to get the optimum braking performance for a given situation. It is important to note that differing combinations
of master cylinder size will necessitate differing brake pressure bias values, this is because increasing or reducing the split in
master cylinder size difference between front and rear axles will produce an inherent forward or rearward bias in brake line
pressure.
ABS SETTING
The current ABS map the car is running. 12 positions are available. Position 11 has the least intervention/support while position
1 has the most support. Position 12 disables the ABS completely. Position 8 is the recommended baseline setting. More
intervention reduces the possibility of and the duration of lockups during braking but can result in longer braking distances if the
system is set overly aggressive for the amount of available grip.
TRACTION CONTROL SETTING
The position of the traction control switch determines how aggressively the ecu cuts engine torque in reaction to rear wheel spin.
12 positions are available. Settings 1-11 range from least intervention/sensitivity (position 11) through to highest intervention/
sensitivity (position 1). Position 12 disables the traction control completely. Position 8 is the recommended baseline setting.
More intervention will result in less wheelspin and less rear tire wear but can reduce overall performance if the traction control is
cutting engine torque too aggressively and stunting corner exit acceleration.
ENGINE MAP SETTING
The fuel map on which the car is currently running. Position 3 is the base map and produces maximum power but the most fuel
usage. Position 2 is for fuel saving under green flag conditions and will reduce engine power output correspondingly. Position 1 is
for saving fuel under safety car conditions and is not recommended for normal usage.
DASH DISPLAY PAGE
Changes the currently displayed dash page between two available options. Page 1 displays engine and gearbox temperatures while
page 2 displays tire pressures and temperatures.
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LEFT/RIGHT FRONT
CORNER WEIGHT
The weight underneath each tire under static conditions in the garage. Correct weight arrangement around the car is crucial for
optimizing a car for a given track and conditions. Individual wheel weight adjustments and crossweight adjustments are made via
the spring perch offset adjustments at each corner.
FRONT RIDE HEIGHT
Distance from ground to a reference point on the chassis. Since these values are measured to a specific reference point on the
car, these values may not necessarily reflect the vehicle’s ground clearance, but instead provide a reliable value for the height of
the car off of the race track at static values. Adjusting Ride Heights is key for optimum performance, as they can directly influence
the vehicle’s aerodynamic performance as well as mechanical grip. Increasing front ride height will decrease front downforce
as well as decrease overall downforce, but will allow for more weight transfer across the front axle when cornering. Conversely,
reducing ride height will increase front and overall downforce, but reduce the weight transfer across the front axle. Minimum legal
front ride height is 50.0 mm.
SPRING PERCH OFFSET
Used to adjust the ride height at this corner of the car by changing the installed position of the spring. Increasing the spring perch
offset will result in lowering this corner of the car while reducing the spring perch offset will raise this corner of the car. These
changes should be kept symmetrical across the axle (left to right) to ensure the same corner ride heights and no change in cross
weight. The spring perch offsets can also be used in diagonal pairs (LF to RR and RF to LR) to change the static cross weight in
the car.
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SPRING RATE
This setting determines the installed corner spring stiffness. Stiffer springs will result in a smaller variance in ride height between
high and low load cases and will produce superior aerodynamic performance through improved platform control; however, they
will also result in increased tire load variation which will manifest as a loss in mechanical grip. Typically the drawbacks of stiffer
springs will become more pronounced on rougher tracks and softer springs in these situations will result in increased overall
performance. Corner spring changes will influence both roll and pitch control of the platform and ARB changes should be
considered when altering corner spring stiffnesses in order to retain the same front to rear roll stiffness and overall balance.
When reducing corner spring stiffness the ARB stiffness (either via blade or diameter depending on the size of the corner spring
change) should be increased to retain the same roll stiffness as previously. 7 options for spring rate are available ranging from
250 N/mm (1429 lbs/in) to 400 N/mm (2286 lbs/in) in 25 N/mm (143 lbs/in) steps. Spring perch offsets must be adjusted
to return the car to the prior static ride heights after any spring rate change.
LS COMP DAMPING
Low speed compression affects how resistant the shock is to compresion (reduction in length) when the shock is moving at
relatively low speeds, usually in chassis movements as a result of driver input (steering, braking, & throttle) and cornering
forces. In this case 0 is minimum damping (least resistance to compression) while 11 is maximum damping (most resistance to
compression). Increasing the low speed compression damping will result in a faster transfer of weight to this corner of the car
during transient movements such as braking and direction change with increased damping usually providing an increase in turn-in
response but a reduction in overall grip in the context of front dampers.
HS COMP DAMPING
High speed compression affects the shock’s behavior in high speed travel, usually attributed to curb strikes and bumps in the
track’s surface. Higher compression values will cause the suspension to be stiffer in these situations, while lower values will allow
the suspension to absorb these bumps better but may hurt the aerodynamic platform around the track. At smoother tracks more
high speed compression damping will typically increase performance while at rougher tracks or ones with aggressive kerbs less
high speed compression damping can result in an increase in mechanical grip at the expense of platform control. 11 is maximum
damping while 0 is minimum damping.
LS RBD DAMPING
Low speed rebound damping controls the stiffness of the shock while extending at lower speeds, typically during body movement
as a result of driver inputs. Higher rebound values will resist expansion of the shock, lower values will allow the shock to extend
faster. Higher rebound values can better control aerodynamic attitude but can result in the wheel being unloaded when the
suspension can’t expand enough to maintain proper contact with the track. When tuning for handling, higher front low speed
rebound can increase on-throttle mechanical understeer (but reduce nose lift) while lower values will maintain front end grip
longer, helping to reduce understeer, but will allow more splitter lift. Excessive front rebound can lead to unwanted oscillations due
to the wheel bouncing off of the track surface instead of staying in contact. 11 is maximum damping (most resistant to extension)
while 0 is minimum damping (least resistance to extension).
HS RBD DAMPING:
High-speed rebound adjusts the shock in extension over bumps and curb strikes. Higher values will reduce how quickly the shock
will expand, while lower values will allow the shock to extend more easily. Despite not having as much of an effect on handling
in result to driver inputs, High-speed rebound can produce similar results in terms of aerodynamic control and uncontrolled
oscillations if set improperly. 11 is maximum damping while 0 is minimum damping.
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CAMBER
Camber is the vertical angle of the wheel relative to the center of the chassis. Negative camber is when the top of the wheel is
closer to the chassis centerline than the bottom of the wheel, positive camber is when the top of the tire is farther out than the
bottom. Due to suspension geometry and corner loads, negative camber is desired on all four wheels. Higher negative camber
values will increase the cornering force generated by the tire, but will reduce the amount of longitudinal grip the tire will have
under braking. Excessive camber values can produce very high cornering forces but will also significantly reduce tire life, so it is
important to find a balance between life and performance. Increasing front camber values will typically result in increased front
axle grip during mid to high speed cornering but will result in a loss of braking performance and necessitate a rearward shift in
brake bias to compensate.
CASTER
Caster is the vertical angle of the steering axis relative to the side view of the chassis. Positive caster angle is where the steering
axis is leaned rearwards from this viewpoint, the more caster the larger the total trail of the contact patch behind the steering
axis. More caster angle will result in the mechanical trail being a larger proportion of the felt steering weight relative to the tires
pneumatic trail. This will result in a heavier overall steering feel but a possible loss in felt feedback from the tire. Increasing caster
angle will also have secondary effects such as an increase in dynamic camber when turning the wheel through large steering
angles which can be beneficial in chicances or hairpins. As well as this the more caster angle the greater the jacking effect during
cornering which will result in lifting the inside front wheel while lowering the outside front wheel. This jacking effect will also result
in the unloading and potentially lifting of the inside rear wheel which can aid in rotation around tight corners.
MERCEDES-AMG GT3 2020 // CHASSIS