CDA4 Porsche Cayman GT4 Release Notes

Welcome to the Porsche Cayman GT4 CDA4 release notes blog. In this page you will find the detailed notes compiled by the team after each session when creating the fast and safe variants of the new CDA4 Cayman setups. Please carry on reading below to see what our team found:

Brands Hatch

• If you have issues with rear locking on the brake raise the brake balance
• Brands Hatch uses an very high rake approach in order to get rotation through the middle sector
• Going down on the rear spring or up on the front spring will result in more understeering car
• If you have issues with bottoming out raise the front ride height
• If the car is too twitchy on throttle go up with the front ARB.

Misano 

• The car is setup with fairly stiff arbs to prevent too much roll and lack of responsiveness especially for the highspeed sections
• Wheel rates are set to prevent excessive pitch but also provide good on power rotation

Nurburgring

• If you have issues with rear locking on the brake, raise the brake bias.
• High rake with a combination of a bit front ride height to get the car stable through the last chicane
• ARBs were adjusted to get the maximum grip on throttle.
• Dampers were adjusted in order to get good exit rotation without losing grip.

Paul Ricard

• If you have issues with rear locking on the brake, increase the brake balance.
• Paul Ricard uses a low downforce setup, but if you feel more comfortable with high downforce max out the wing and use 5-10 more clicks on the rear ride height.
• Front ride height is used to prevent the car from bottoming out.
• Going down on the rear ARB is a very effective way to bring more understeer to the car.

Silverstone

• Medium rake with high downforce, higher rear ride height can cause entry stability, so this has been balanced between entry rotation and stability.
• Soft springs to maximise grip window along with medium-stiff roll bars.
• Low preload used to aid rotation due to lack of downforce on GT4 cars. This can be increased if entry rotation is too high, or the alternative would be to lower rake angle.
• Safe setup uses more preload and less rake along with minor other changes to enhance entry stability.
• Quali setup uses a safe base with higher rake.

Spa Francorchamps 

• It is important to never shift into 6th gear, revving out 5th is always quicker.
• If the car feels too twitchy on throttle, change the rear toe to a higher positive value.
• If you have issues with rear locking on the brake, raise the brake balance.
• If you feel like the car rotates too much in general go down with the rear ARB.

Suzuka 

• Suzuka, given it’s very high speed nature is suitable for a high downforce configuration for the Porsche unlike slower tracks such as Laguna Seca where a mechanical dependance takes precedence. 
• The ride height is hence run quite high with emphasis on maintaining enough stiffness on the front end to prevent the car from snapping into corners such as Spoon and 130R. 
• The car generally does not seem to have too many problems with attacking kerbs, but some bumpstop and damper adjustments have still been made to help the suspension work with the current stiffness configuration.

Zandvoort

• Zandvoort uses the Suzuka setup as a baseline but runs a lower front splitter value to provide better stability into downhill/off throttle zones. It also runs a slightly lower ride height to maintain better traction through slow speed sections. 
• The ARBs are kept quite stiff similar to the approach in many cars to prevent excessive roll and potential bottoming out on some of the taller kerbs on the track. 
• Small changes to the bumpstops have also been done to help with bumpier parts of the circuit.

Zolder

• If you have issues with rear locking on the brake, increase the brake bias.
• The dampers were set up to improve driveability over the curbs in the first and second chicane.
• Even though try to use as less curb as possible as it will most of the times unsettle your car anyways.
• Front ride height was used to improve the curb driveability as well, but like I said before just to a certain level.
• Going up on the front ARB will help you if the car rotates too much on throttle.
• If you are oversteering too much on the entry and mid corner go down on the rear spring.

Barcelona 

• A lot of rake and negative toe to maximise the rotation especially in the medium-high speed corner.
• Soft springs to maximise the mechanical grip, also the ARBs are quite soft because in this track it’s more important to have a nice grip in the long turn and in the traction rather than have a responsive car in the change direction.
• Setup was done with TC off, since the car is faster by about a couple of tenths, but if you struggle too much you can use TC 1.

Donington Park 

• Roll bars are tuned to provide good rotation and on power rotation without sacrificing too much responsiveness 
• Wheel rates set to provide good traction on exits

Laguna Seca

• The setup runs a stiff ARB combination to improve overall response through the sharp medium speed corners of the track. 
• The car does not bottom out through the bumpier sections and the corkscrew corner despite running a very soft front spring. The dampers have been adjusted to prevent rapid compression making the car quite agile and still have enough mechanical grip in slow speed corners from the soft front springs. 

Kyalami

• High rake for corner rotation.
• Conservative springs and roll bars for better stability.
• TC turned off to give best exit performance, but this may need to be adjusted depending on the driver’s skillset.
• Dampers tuned to limit understeer on exit and also help rotation on kerbs.
• Safe setup is designed around TC being off, mainly due to the fact the time delta with TC on (no matter how much rotation is dialled into the setup) is +1 second to the fast setup. So instead the car has been set up to give maximum rear traction to enable as easy a time as possible applying power without TC. It is recommended to try to learn how to drive the setup without TC before resorting to using electronic aids.

Hungaroring

• The car tends to understeer a lot, so a lot of rake and negative toe was used.
• The spring at the back has been stiffened to give rotation coming out of corners.
• The setups were used with TC off since TC at 1 often cuts too much power, but if you struggle to handle it you can still use TC 1.
• Dampers are tuned to maximise the mechanical grip of the car and to take the bumps better around the track.

Monza

• The Porsche responds very well to set up changes, allowing fine tuning to be really effective. Reducing the rear bump settings allowed the car to gain traction faster out of the corners.
• To help reduce mid corner understeer, the preload was reduced by two clicks, this allows for effective trail braking through the corner.
• The curbs can be attacked through the lap, with the Porsche being very compliant.

Imola

• Stiff front arb to have a more responsive car in the changes of direction.
• Soft springs to take the bumps much better and have better traction.
• High rake and negative toe-camber to maximise the rotation.
• Use TC off for all the time to maximise the lap time.
• You can cut a lot over the kerbs, the car is very high so it’s easy to take it.

Mount Panorama

• If you have issues with rear locking on the brake, raise the brake balance.
• The RF setup uses an low downforce approach to maximise lap time in sector 1 and 3 and with careful driving and not overdriving the car in sector 2 you won’t lose any lap time
• The RS setup uses a medium downforce approach to make the car stable through sector 2. With the medium downforce approach you are not losing too much in sector 1 and 3, but keep in mind that you can’t match the lap time in these sectors
• If you rear is too unstable mid corner try lowering the rear ARB.

Snetterton 

• When trying to extract rotation, using mechanical grip is more beneficial compared to raising the rake. The car loses a lot of rear traction as you go up on the rear ride height. 
• The TC is very easy to trigger. It’s just as fast to get a narrow exit line, not going over kerbs and not activating the TC. 
• There seem to be no issues with locking into hairpins. However, a smooth line will be faster compared to a V line anyway. 
• Quali setup has much stiffer rear suspension and can also be used as a base for an even more aggressive race setup. 
• Getting fast laptime comes down to getting on power as early as possible. At times even slightly before the apex as the car has on rotation on power. 
• Going very low on brake bias will actually worsen the braking performance. That is because the ABS will be engaging even more. 

Oulton Park

• The car has very little rotation so most of the settings are focused on extracting it in a most efficient weight. Rear rebound cannot be used to gain extra rotation on entry as lifting the rear will lead to potential lockups on the rear axle. 
• There is a lot of negative toe used as it allows you to run much lower rake and obtain extra traction
• Safe setup provides more traction by using softer rear springs. However, to keep a good response and rotation, the rear bump damping is slightly increased. 
• For quali instead of going much higher on rake, the front rebound has been stiffened to provide good front end grip
• The traction control is very strong even on the lowest settings. Therefore it is crucial to get clean and smooth exits in order to gain lap time.  

Watkins Glen

• If you have issues with rear locking on the brake, raise the brake balance.
• Dampers were adjusted to maximise the curb usage through the Bus Stop chicane.
• A high downforce approach was used to maximise lap time through sector 2.
• Low downforce approach can work but it is not advised to use.
• Front ride height was used to prevent the car from bottoming out through sector 2.
• If you still have problems with bottoming out you can go even further up with the front ride height. If the car gets too understeers too much then go up with the rear ARB a click.

COTA

• Max wing and splitter used due to the high number of long sweeping turns, along with balanced amounts of rake to give rotation without sacrificing stability.
• Average spring rates and slightly conservative roll bars are paired with stiff bumpstops and low preload to manage heave in direction change and give better rotation off throttle.
• Cambers are balanced to give better ABS interaction.
• Safe setup uses less rake, more conservative springs and more preload to give a more stable car.

Indianapolis

• If you struggle with locking the brakes, increase the abs and move the bias forward. 
• Wheel rates and bumpstops are set to provide good entry rotation with good on power exit rotation that still provides good traction
• Arbs are set to provide responsiveness in the medium to high speed corners

Valencia 

• Alignment is quite conservative in order to provide easy handling over all the kerbs
• Very soft suspension in the rear is used to provide stability on the long corner entries
• To provide enough rotation through the fast turn 1, the rear arb is set stiff. 
• Front splitter is set to minimum as it was causing oversteer in the long corner entries
• ABS on 1 brings the risk of small lockups but it provides a much better and more consistent braking performance
• In turn 12 do not try to go for a late and sharp entry. That will cause the front to compress and scrape on the kerb.

Team List 

Track	Driver/Engineer Combination
	Driver	Engineer
Barcelona	Amedeo Castorino
Hungaroring	Amedeo Castorino
Imola	Amedeo Castorino
Kyalami	David Pertile	Rob Taplin
Laguna Seca	Amedeo Dekeyser	Saiduth Ramesh
Misano	Taariq Adam
Monza	David Pertile	David Skidmore
Mount Panorama	Jakob Ostermann
Nurburgring	Jakob Ostermann
Paul Ricard	Jakob Ostermann
Spa Francorchamps	Jakob Ostermann
Suzuka	Amedeo Dekeyser	Saiduth Ramesh
Zandvoort	David Pertile	Saiduth Ramesh
Zolder	Jakob Ostermann
Brands Hatch	Jakob Ostermann
Donington	Taariq Adam
Oulton Park	Hubert Szymanski
Snetterton	Hubert Szymanski
Silverstone	Luka Berk	Rob Taplin
Watkins Glen	Jakob Ostermann
Indianapolis	Taariq Adam
COTA	Luka Berk	Rob Taplin
Valencia	Hubert Szymanski