to be honest, I've no idea how Stuart and Gary managed 1:16's around here in their 'vettes
For me, it was all about being able to attack the first and last corner without sacrificing too much grip and general feel during the middle bit.
That came down to:- getting the application of power under control (lowering diff lock to 10%), stiffening slightly to allow it to drift a little without too much wallow (1 click + springs all round), and then softening the end I wanted some grip on to get the turn in feeling how I wanted it (1 click - on front ARB).
None of which is rocket science, tbh. If it is, I'll get my CV into NASA.
But the above let me be able to get in some slight turning drifts under pretty much full acceleration
without breaking the rears free so much that it's spin time - exactly what you need in first and last corner at Dijon.
Actually the weight of the 'vette was probably an advantage here as the inertia meant that little twitches never really become troublesome - in Glenn's Cobra, it's so light that you need to have lightning reflexes to catch it - Glenn really wrestled both Cobras round Dijon with pretty much never a twitch - really impressive.
Anyway, in the 'vettes I was quicker than Gary in the first and last corner, he was quicker through the middle section as his setup (knowing him, it'll be the default) gripped better in the slower turns as it was generally 1 click softer.
So even though the times were pretty much identical, there is still a huge difference between approach, compromise and how we feel in the cars. That's something you'll need to work out - how you like to drive.
Glenn & I are polar opposites - he's never happier than when he's looking out of the side window, with the cars arse hanging out in a preposterous slide, I prefer smooth, slide free driving wherever possible.
Once you work out how you are happiest driving, then you can see what sort of setups fit your preferred style best