Predictable rotation

General:
Race drivers always seek for the duality of physics: He/she wants traction. And Rotation. A good front end and a good rear. The truth is: It's all always there, but what the driver is unhappy with is laptime and corner speed. Always. The Ferrari has one of the best downforce you can find and it has good electronics, too. But it's incredibly stiff  and resopnsive in general which makes it a victim on bumpy circuits. It has insane speed in fast corners and will suffer a bit from low speed acceleration that offsets its top speed and downforce. It does not like a lot of rake, however it benefits from it aero wise.

"Tractor": A general remark, if I may. Raising a race car to 70mm above ground does not make it a "tractor" - language shapes perception. On the Nordschleife cars are limited by BOP to not go lower than 70mm in real life for example. Also don't make the mistake of thinking the end of sliders are "low" or "high" values. They are simply the ends of the range within which we can operate. 0 does not mean off, 100 does not mean max. 55mm is not low, 70mm is not high. Try to picture a 1.5cm difference in your head you will only see it if you are able to go really close to a car. 

Electronics:
TC1 on 7 (also 3 or 5 work, but will need a more careful foot) for Q and for the Race feels best for me as the car allows you to actually work with the rear on throttle. I would keep TC2 low or off.
ABS on 4-5 seems predictable

Adjustments (you dont actually need any imo)

• The spring steps are not linear, only a few rear and front pairings will actually make sense
• rather than stiffening front spring if braking into the corners is an issue or the car is generally too oversteery for you, better add a click of front roll bar, reduce front bump stop range or add a click of front bump stop rate. A click less rear ride height will also do but has impact on all driving situations.
• reducing negative toe or going positive on the rear can help this further, but the speed certainly is fastest with negative toe.
• move BB forward if too loose into the corners. however braking distance and turn in behavior really is best below 51%
• adjust rear ride height for over/understeer by 1mm steps.
• experiment rather with roll bars for balance instead of touching the aero platform
• For lower rear tire temp you will have to shift the balance further or increase rear ducts (race set already has max ducts, oops). Lower rear ride height, higher front, stiffer front spring, etc. 

Driving

• into the corners you can be quite aggressive with the brake, the ABS will sort you out. 
• Onto the throttle don't just floor it in the slower corners, give the car some time (say, half a second) and it will thank you
• Giving the car a throttle kick can help set the rear into a nice steady rotation that you can then maintain with the throttle output without needing to floor it
• aim for late apex in hairpins, try to trail deep, immediate but progressive throttle, little to no coasting in tight corners, aggressive throttle in longer corners. early power is very crucial to work the diff and and keep the rear rotating to overcome the aero shift.
• In the chicanes be gentle with the weight transfer (your front end is better than the rear and will build grip too fast!) and try to live with minimal corrections on throttle and brake to stay on line.
• Use small throttle and brake inputs mainly to keep the car rotating, during coasting the car will understeer
• even in the lower gears you need to go near the rev limiter, as thats where the power is, first gear will give better acceleration from the slowest corners, but engage more TC. If you are too aggressive or cant quite find the right spot, better use 2nd.
• in high downforce corners the car has great yaw tolerance (being sideways and not losing downforce) and you can just use the throttle a bit to stabilize almost like the Porsche, especially needed in the chicane
• T4 kerb is perfectly fine for the car
• For T5 dont slam the brakes. The front will tank and hit the ground, less braking is better here to avoid the bump
• Schumacher S is flat in Q and R, the car comes nicely off the entry kerb. Even using the left side kerb a bit is fine - the TC cut here will cost more time than a slight throttle lift and avoiding the curb however
• In the last chicane avoid the "Ludwig Teller" as pictured below. These are simply too high, to savely use them lap after lap.

LFM:
Just reduce fuel load to 45/49L. Balance should become even more neutral. Adjust rear ride height +-1mm to your liking. Most likely up by 1mm for medium fuel loads.