iRacing Porsche 911 GT3 R User manual

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PORSCHE 911 GT3 R
USER MANUAL

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PORSCHE 911 GT3 R | USER MANUAL
Introduction »5
Tech Specs »4
A Message From iRacing »3
Getting Started »5
Race 2»9
Dash Pages »7
Loading An iRacing Setup »6
Quali » 11
Race 1 »7
Lockup Light Clusters » 12
Tire Settings »14
Pit Limiter & Shift Lights » 13
Chassis »17
Traction Control Activation » 12
Aerodynamics » 15
Tires & Aero »14
Front End »17
In-Car Dials »19
Rear Corners »22
Front Corners »20
Rear End »24
GENERAL INFORMATION
ADVANCED SETUP OPTIONS
Table of Contents
CLICK TO VIEW A SECTION

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DEAR iRACING USER,
Congratulations on your purchase of the Porsche 911 GT3 R! 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!
GT3s have proven to be some of the most popular road racing cars in the world in recent years, and
few brands have quite the road racing pedigree of Porsche. It should stand as no surprise, then, that the
Porsche 911 GT3 R is both a beloved and successful piece of kit. Immediately successful out of the gate
thanks to a win in its first attempt at the Bathurst 12 Hour, you can find the 911 GT3 R running at the front
of the field everywhere from the IMSA WeatherTech SportsCar Championship to the Intercontinental GT
Challenge. The 4.0-liter flat-six boxer engine produces a whopping 543 horsepower, more than enough to
propel you to the front of the pack!
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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PORSCHE 911 GT3 R | USER MANUAL
POWER
UNIT
CHASSIS
PORSCHE 911 GT3 R | TECH SPECS
DOUBLE WISHBONE FRONT SUSPENSION,
MULTI-LINK REAR SUSPENSION
WATER-COOLED REAR
MOUNTED FLAT-6 BOXER
LENGTH
4629mm
182.2in
DISPLACEMENT
4.0 Liters
244.14CID
TORQUE
280lb-ft
380Nm
WIDTH
2002mm
78.8in
RPM LIMIT
9450RPM
POWER
500bhp
374kW
WHEELBASE
2459mm
96.8in
DRY WEIGHT
1280kg
2822lbs
WET WEIGHT
WITH DRIVER
1406kg
3100lbs

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PORSCHE 911 GT3 R | USER MANUAL
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 select 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 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 at the illumination of the last two yellow shift lights on the dashboard. This is at approximately 9000
rpm.
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PORSCHE 911 GT3 R | USER MANUAL
LOADING AN iRACING SETUP
When you first load into a session, the iRacing Baseline setup will be automatically loaded onto the car. If you would like to try any
of the other iRacing pre-built options, you may select it by going to Garage > iRacing Setups > and then selecting another option
that fits your needs. Because this car uses slightly different chassis and body configurations on different types of tracks, it will
be necessary to load a setup from the same track type to pass tech inspection. For example, a setup for Talladega will pass at
Daytona, but likely will not pass at Bristol.
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.
PORSCHE 911 GT3 R | INTRODUCTION

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PORSCHE 911 GT3 R | USER MANUAL
Dash Pages
The digital dash display in this car features three selectable pages (Race 1, Race 2 and
Qual) as well as numerous light clusters to convey critical information to the driver. Race 1
and Race 2 are largely identical aside from the upper left cluster; Race 1 uses this cluster
to display critical engine parameters (oil temperature, oil pressure, water temperature and
water pressure) while Race 2 uses this space to display relevant fuel calculations (fuel used
this stint, fuel consumption per lap, fuel pressure and current fuel level). ‘Qual’ forgoes most
of these detailed parameters and instead displays only lap time, predicted lap time and total
fuel remaining.
RACE 1
ROW 1 LEFT
RACE 1 Currently selected dash page
DRY Currently fitted tire
HEADLIGHT ICON Current headlight setting (non-adjustable)
ROW 1 CENTER
NUMBER Currently vehicle speed (km/h or mph)
ROW 1 RIGHT
LAP Current session lap
AC-0 Currently selected A/C map (non-adjustable)
ROW 2 LEFT
OIL TEMP Engine oil temperature (°C or °F)
OIL PRESS Engine oil pressure (bar or psi)
WATER TEMP Engine water temperature (°C or °F)
WATER PRESS Engine water pressure (bar or psi)
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PORSCHE 911 GT3 R | USER MANUAL
ROW 2 CENTER
LARGE NUMBER Currently selected gear
ROW 2 RIGHT
LAP TIME Last lap time
TIME DIFF Difference to last lap
PRED LAP Predicted current lap time
ROW 3 LEFT
MAP-# Currently selected engine map
TH-S # Currently selected throttle map
S12-3 ensor backup function position (non-adjustable)
G12-6 Gearbox backup function position (non-adjustable)
ROW 3 CENTER
TYRE PRESS Tire Pressures (left front, right front, left rear, right rear)
ROW 4
MIL Malfunction indicator
ABS-# Currently selected ABS map
TC-C # Currently selected TCC map
TC-R # Currently selected TCR map
PORSCHE 911 GT3 R | DASH PAGES

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PORSCHE 911 GT3 R | USER MANUAL
RACE 2
ROW 1 LEFT
RACE 2 Currently selected dash page
DRY Currently fitted tire
HEADLIGHT ICON Current headlight setting (non-adjustable)
ROW 1 CENTER
NUMBER Currently vehicle speed (km/h or mph)
ROW 1 RIGHT
LAP Current session lap
AC-0 Currently selected A/C map (non-adjustable)
ROW 2 LEFT
FUEL USED Fuel used (Litres or US gallons)
FUEL PER LAP Fuel used per lap (Litres or US gallons)
FUEL PRESS Fuel pressure (Bar or psi)
FUEL LEVEL Fuel remaining in the tank (Litres or US gallons)
ROW 2 CENTER
LARGE NUMBER Currently selected gear
ROW 2 RIGHT
LAP TIME Last lap time
TIME DIFF Difference to last lap
PRED LAP Predicted current lap time
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PORSCHE 911 GT3 R | USER MANUAL
ROW 3 LEFT
MAP-# Currently selected engine map
TH-S # Currently selected throttle map
S12-3 ensor backup function position (non-adjustable)
G12-6 Gearbox backup function position (non-adjustable)
ROW 3 CENTER
TYRE PRESS Tire Pressures (left front, right front, left rear, right rear)
ROW 4
MIL Malfunction indicator
ABS-# Currently selected ABS map
TC-C # Currently selected TCC map
TC-R # Currently selected TCR map
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PORSCHE 911 GT3 R | USER MANUAL
QUALI
ROW 1 LEFT
QUALI Currently selected dash page
DRY Currently fitted tire
HEADLIGHT ICON Current headlight setting (non-adjustable)
ROW 1 CENTER
NUMBER Currently vehicle speed (km/h or mph)
ROW 1 RIGHT
LAP Current session lap
AC-0 Currently selected A/C map (non-adjustable)
ROW 2 LEFT
LAP TIME Current session lap
FUEL LEVEL Fuel remaining in the tank (Litres or US gallons)
ROW 2 CENTER
LARGE NUMBER Currently selected gear
ROW 2 RIGHT
PREDICTED LAP TIME Predicted current lap time
ROW 3 LEFT
MAP-# Currently selected engine map
TH-S # Currently selected throttle map
S12-3 ensor backup function position (non-adjustable)
G12-6 Gearbox backup function position (non-adjustable)
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PORSCHE 911 GT3 R | USER MANUAL
ROW 3 CENTER
TYRE PRESS Tire Pressures (left front, right front, left rear, right rear)
ROW 4
MIL Malfunction indicator
ABS-# Currently selected ABS map
TC-C # Currently selected TCC map
TC-R # Currently selected TCR map
LOCKUP LIGHT CLUSTERS
When the front wheels lock, purple LED’s illuminate on two pods located on the instrument binnacle corresponding to the road
wheel that’s locking (e.g. left side lights in purple indicate a front left lockup). The number of lights indicates the severity of the
lockup, with one light being a minor lockup and four being severe. This light illumination behaviour is identical for the rear wheels
with the exception that these are indicated by yellow LED illumination instead of purple.
TRACTION CONTROL ACTIVATION
When traction control is active all lights in the lockup light clusters illuminate in blue along with four lights on the digital display
illuminating in purple.
PORSCHE 911 GT3 R | DASH PAGES

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PORSCHE 911 GT3 R | USER MANUAL
PIT LIMITER
When the pit limiter is active (and you are under the pit speed limit) a large green box that includes the current road speed will
display across the top of the dashboard while the left and right lockup light clusters will also illuminate completely in green. Should
you be above the pit speed limit the green box will switch to orange.
SHIFT LIGHTS
2 GREEN 8400 rpm
4 GREEN 8600 rpm
2 YELLOW 8800 rpm
4 YELLOW 9000 rpm
2 RED 9200 rpm
PORSCHE 911 GT3 R | DASH PAGES

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PORSCHE 911 GT3 R | USER MANUAL
Tires & Aero
TIRE SETTINGS (ALL FOUR TIRES)
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.
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.
PORSCHE 911 GT3 R | ADVANCED SETUP OPTIONS | TIRES & AERO

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PORSCHE 911 GT3 R | USER MANUAL
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 analysed once the tires have stabilised 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.
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.
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PORSCHE 911 GT3 R | USER MANUAL
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.
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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PORSCHE 911 GT3 R | USER MANUAL
Chassis
FRONT
ARB BLADES
The configuration of the Anti-Roll Bar arms, or “blades”, can be changed to alter the overall stiffness of the ARB assembly. Higher
values transfer more force through the arms to the ARB itself, increasing roll stiffness in the front suspension and producing
the same effects, albeit on a smaller scale, as increasing the diameter of the sway bar. Conversely, lower values reduce the
roll stiffness of the front suspension and produce the same effects as decreasing the diameter of the sway bar. These blade
adjustments can be thought of as fine-tuning adjustments between sway bar diameter settings. 3 ARB blade options are available
ranging from soft to hard.
ARB OUTER DIAMETER
The ARB (Anti-Roll Bar) size influences the stiffness of the front suspension in roll, such as when navigating a corner. Increasing the
ARB size 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 ARB size 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 in relation to
aerodynamics should also be considered, smaller and hence softer ARB’s 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. 2 configurations of ARB diameter are
available; 35 mm (softest) and 45 mm (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.
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.
FUEL LEVEL
The amount of fuel in the fuel tank. Tank capacity is 120 L (31.7 g). Adjustable in 1 L (0.26 g) increments.
CROSS WEIGHT
The percentage of total vehicle weight in the garage acting across the right front and left rear corners. 50.0% is generally optimal
for non-oval tracks as this will produce symmetrical handling in both left and right hand corners providing all other chassis settings
are symmetrical. Higher than 50% cross weight will result in more understeer in left hand corners and increased oversteer in
right hand corners, cross weight can be adjusted by making changes to the spring perch offsets at each corner of the car.
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PORSCHE 911 GT3 R | USER MANUAL
IN-CAR DIALS
DISPLAY PAGE
Changes the currently selected digital dash page. 3 options are available, Race 1, Race 2 and Qual as previously described in the
dash configuration section of this manual.
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.
TRACTION CONTROL SETTING (TCC)
The position of this 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 1) through to highest intervention/
sensitivity (position 11). Position 0 disables the traction control completely. Position 5 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.
TRACTION CONTROL SETTING (TCR)
The position of this traction control switch determines the slip sensitivity of the traction control (how much slip is allowable before
torque cut is implemented) rather than the overall intervention strength. Settings 0-11 range from least slip sensitivity (position
0) to most slip sensitivity (position 11). Position 0 does NOT disable the traction control as it does with the TCC setting. Position 5
is the recommended baseline setting.
THROTTLE MAP SETTING
Throttle map setting refers to how changes in the drivers pedal position result in changes in provided engine torque. 5 positions
exist, position 4 results in a linear torque map relative to throttle position (e.g. 10% throttle position results in 10% engine torque,
50% throttle position results in 50% engine torque and so on.). Position 0 emulates a non-linear S-shaped map similar to a cable
throttle which results in reduced fidelity in the middle portion of the throttle range. Positions 1-3 are hybrids of the position 0 and
4 throttle mapping styles.
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ABS SETTING
The current ABS map the car is running. 12 positions are available but only 10 maps exist. Position 1 has the least intervention/
support while position 10 has the most support. Position 10 is the same as position 11 and position 0 disables the ABS
completely. Position 4 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.
ENGINE MAP SETTING
The fuel map on which the car is currently running. Position 4 is the base map and produces maximum power but the most fuel
usage. Positions 3 through 2 are for fuel saving under green flag conditions and will reduce engine power output correspondingly.
The lower the number the better the fuel economy but the lower the power output. Positions 1 and 0 are for saving fuel under
safety car conditions and are not recommended for normal usage.
FRONT CORNERS
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.
PORSCHE 911 GT3 R | ADVANCED SETUP OPTIONS | CHASSIS
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