Aston Martin Vantage GT3 EVO

Braking characteristics

Brake-pad compound changes the trade-off between braking force and pedal modulation. Low provides less friction and more modulation; Medium and High increase friction but leave less modulation margin.

Each master-cylinder diameter also changes the response. A larger front master cylinder reduces front-caliper pressure, moves the effective balance rearward and requires more pedal effort to lock the front wheels; a smaller one does the opposite. A larger rear master cylinder reduces rear pressure and moves the balance forward; a smaller one increases rear pressure and moves the balance rearward.

Brake controls and adjustments

Brake Bias controls the percentage of braking force sent to the front brakes. Values above 50% increase front pressure, which may lead to front tire lock-up but can enhance stability. This setting should be adjusted to driver preference and track conditions. The ABS Setting offers twelve positions, with Position 1 having the least intervention and Position 11 the most. Position 0 disables ABS entirely. Position 3 is the recommended baseline. Settings 1-6 are for dry conditions, and 7-11 for wet conditions. Higher intervention reduces lock-ups but may increase braking distances.

Dashboard and driver controls

The single-page display groups fuel used since leaving the pits, fuel used on the last lap, speed, lap count and water/oil temperatures on the left. The centre shows gear, TC Slip, Red rotary, wiper, PAS and ABS. A/C is inoperative; Green is the non-adjustable wastegate setting fixed at 6; TC Pro is not an independent control and follows TC Slip. Last Lap, B Bias and the session-best delta appear on the right.

Pressure backgrounds are red when far below target, orange just below target and green at the optimum pressure. After a lap, purple areas briefly freeze the last-lap result. With the pit limiter active, the display shows a large speed readout: orange warns of excess speed, green indicates the limit and white indicates speed too low. The shift lights flash green; the side LEDs match the overspeed orange or at-limit green indication.

Tyres and operating conditions

The Aston Martin Vantage GT3 EVO supports Dry (slick) tires for dry conditions and Wet tires for rain. Cold Pressure, or starting pressure, influences grip (lower equals more grip, more drag, faster temperature build) and responsiveness (higher equals more responsive, less drag, less grip). Last Hot Pressure helps assess how tires are loaded; adjusting cold pressure based on hot pressure differences optimizes performance. Last Temperatures, measured within the tread, indicate tire work. Inner vs. outer temperatures guide wheel alignment, and center vs. outer temperatures help tune pressure. Tread Remaining indicates wear as a percentage of a new tire. Tread remaining helps estimate usable tyre life, but does not replace temperature readings when judging tyre workload.

Suspension and chassis

The front and rear ARB scales run in opposite directions: front 1 is stiffest and 8 softest; rear 1 is softest and 8 stiffest. A stiffer front bar adds understeer, while a stiffer rear bar adds oversteer. Softening both improves compliance over rough surfaces but reduces platform control and response. Front toe-out increases inside-tyre slip and reduces straight-line stability. Rear toe-in improves stability but slows direction changes and adds rolling drag when excessive; rear values apply to each wheel, unlike the combined front value.

Spring stiffness trades mechanical grip for control of ride-height variation; restore the intended garage ride height after changing springs. A smaller bump-rubber gap engages the additional stiffness sooner, helping prevent bottoming but compromising compliance on rough surfaces and in slow corners. Negative camber supports lateral grip at the expense of longitudinal grip; the rear also needs traction. X WT measures the right-front plus left-rear share of total weight: 50% is a starting point for symmetric road-course handling when the remaining setup is symmetric.

Four-way dampers separate low-speed compression/rebound, which respond mainly to driver-induced chassis movements, from high-speed compression/rebound for bumps and kerbs. These are damper-shaft speeds, not vehicle speeds. All four click scales use 0 for maximum damping and 18 for minimum. More front low-speed compression promotes understeer under braking; more rear low-speed rebound can stabilise braking, but too much adds understeer. More rebound resistance slows extension and may prevent the tyre following the road if excessive. Softer high-speed compression helps absorb rough surfaces at the expense of platform control; high-speed rebound controls the recovery after a bump. Avoid setting every adjuster at an extreme.

Aerodynamics

More rear wing adds downforce and drag and moves the aerodynamic balance rearward, increasing high-speed stability at the cost of straight-line speed. Ride heights and rake must be considered with it. The Aero Balance Calculator's front/rear ride-height inputs are references only: changing them does not move the chassis. Its wing-angle control does change the actual car and is linked to the Chassis tab. Use telemetry averages from both wheels of each axle as references, then apply the required ride-height change separately in the chassis setup.

The manual's maximum-downforce reference is +10.5° wing, 35 mm dynamic front height and 70 mm dynamic rear height, with ±2.5 mm height targets. Braking can lift the rear past that target, moving balance forward while losing downforce. The low-drag reference is +0.5° wing and 17.5 ±2.5 mm dynamic height at both ends; road contact can cancel the drag benefit. These are operating targets, not universal garage presets. The centre front splitter must be above 50 mm for inspection. Prefer the calculator to fixed wing/height conversion rules and prioritise balance across the whole lap.

Baseline is a stable high-downforce introduction; the manual recommends starting with High Downforce when no track-specific setup exists. Sprint setups carry 50% fuel for roughly 25–30-minute races, endurance setups 100% for around an hour or more, and wet setups include rain tyres. Nordschleife configurations have their own setups; do not substitute the ordinary baseline there.

Differential and transmission

The Aston Martin Vantage GT3 EVO offers two gear stacks: FIA, for most tracks, and LeMans, for high-speed tracks with low rear wing angles. Differential adjustments include Friction Faces, which multiply the overall force applied to lock the rear axle. More faces increase locking force, affecting off-throttle understeer and on-throttle oversteer, and reducing inside wheelspin on rough surfaces. Differential Preload is a static locking force. Increasing preload boosts off-throttle understeer and on-throttle oversteer, enhances corner entry stability, and smooths throttle transitions, reducing lift-off oversteer. Conversely, less preload increases lift-off oversteer.

The current iRacing transmission reference lists a six-speed semi-automatic sequential gearbox. Upshifts do not require lifting the throttle or using the clutch. Downshifts need neither clutch nor a manual throttle blip; the system waits for an appropriate engine speed. Use paddles or a sequential control rather than an H-pattern shifter. The clutch is needed to move off from a stop unless anti-stall clutch assistance is engaged.

Engine and electronic systems

The Aston Martin Vantage GT3 EVO is powered by a twin-turbocharged 4.0L DOHC V8 engine. Its electronic systems include Traction Control (TC), adjustable from Position 0 (disabled) to 11 (highest intervention). Positions 1-6 are for dry conditions, 7-11 for wet. More intervention reduces wheelspin and tire wear, but can hinder corner exit acceleration. The Red Rotary control manages turbocharger anti-lag system torque response, with Setting 1 causing the most turbo lag and Setting 5 providing the most aggressive anti-lag. Electronic Power Assisted Steering (EPAS) offers five settings, from Setting 1 (least assistance, heavier feel) to Setting 5 (most assistance, lightest feel).