CDA4 Porsche 992 GT3R Release Notes

Welcome to the Porsche 992 GT3R 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 Porsche 992 GT3R setups. Please carry on reading below to see what our team found:

Brands Hatch

• The car behaviour/balance is influenced by both the front and rear of the car in combination so changing one end will affect the other end, particularly with the bumpstops, where the front bumpstop range has a big effect on car handling and general rotation.
• The rear camber can be good for slow speed balance tuning whereas the ride height, diff and arbs are predominately used to balance high speed.

Brands Hatch – V2

• Much softer bumpstops to allow more grip at low and medium speed. The stability of the car is now controlled by a safer anti-roll bar combo. 
• Rear bumpstop range is now very low to get enough rotation at high speed with the softer rate. 
• Very stiff fast damping to help with handling over kerbs and while cutting over grass in turn 6.
• Should the setup be too aggressive, make sure to try less negative rear toe or lower rear ride height first. 
• While driving it’s very important not to overheat the rear left tire. Once the core temperature exceeds 100 C the car becomes extremely loose.

Misano 

• The safe set runs a click softer on the rear wheel rate with more preload. This ensures that the car has better traction, whilst still getting good late exit rotation along with more braking stability. 
• If you feel too much understeer on exit of turns lower TC2 to 5, if you prefer an even more stable car use TC2 to 7.

Misano V2

• Bumpstop range not too high because the car has a large amount of oversteer on this track, so a lower bumpstop range helps to manage it.
• If you feel too much oversteer decrease the front bumpstop range/rear ride height, if you feel understeer do the opposite.
• Be careful in the release of the throttle because if you release it too fast you can lose the control of the car, to fix this problem you can also increase the differential.

Nurburgring

• Very low bars and negative toe-in work well on this track, if you’re struggling with the car on turn entry you can lower the toe-in/raise the brake bias.
• If you feel understeer instead raise the front bumpstops.

Nurburgring V2

• In addition to the previous notes, technique is also key where keeping the steering wheel as straight as possible whilst accelerating is important.
• There are minimal changes to the previous set, however, adjusting to focus more on stability and driveability after recent BOP and physics changes whilst keeping the overall approach/philosophy similar.

Paul Ricard

• A very soft wheel rate configuration has been used to keep the car as low as possible to maximise straight line speed. This also helps with more precise pitch control, in conjunction with the stiffer dampers.

Paul Ricard V2

• Negative toe to maximise the rotation.
• Decrease the TC in the last corner to maximize the lap time.
• Especially in Qualfiying the car is very oversteer biased, if you struggle when you are off throttle increase the differential, if you struggle in traction decrease the toe.

Silverstone

• Increase the brake bias if you feel too much oversteer under braking, you can try something around 53/54%, in turn 11 try not to brake as much as possible, just lift the throttle, otherwise you might destabilise the car.

Silverstone V2

• A different approach to the setup compared to the previous, providing more stability and grip and to take into account recent physics changes since the first setup release.
• The car responds to small changes to bumpstops so adjusting these can be a good way of balancing aggressiveness to suit driving style and a way to find traction.

Spa Francorchamps 

• The top priority for Spa is to ensure that the vehicle does not clip the ground at Radilion at the top of the hill through sector 1. Hence wheel rates and bumpstop ranges have been adjusted to suit this specific requirement. 
• In order to optimise response having focussed on mechanical grip, the anti roll bar stiffness has also been adjusted. This provides more aero stability through the 2nd and 3rd sectors of the track. 
• If the Q set is too on edge, going less negative/more positive on the toe will add some stability back into the setup.

Spa Francorchamps – V2

• Setup changes mainly focus on providing more traction. 
• The rear of the car is now much softer. Wheel rate and bumpstop rate have been lowered. The bumpstop range is higher to give more traction at low speed. 
• To obtain more traction the rear ride height has been lowered. In order to keep enough front grip and rotation, the front bumpstop rate is lower and the range is higher. 
• The preload is significantly lower to provide a sharp entry even with a soft rear suspension. 
• Both arbs have been stiffened by a click to maintain good and stable rotation through fast corners like Pouhon.

Suzuka 

• Both the fast and qualifying setups runs stiffer ARB combinations to give the car more agility and response through the first sector, thereby giving them more potential. However this naturally makes the working window for tyre saturation much smaller so it requires more precision to use, albeit being faster.
• The safer variant on the other hand is more forgiving under direction changes and this is an optimal starting point while first getting used to the track and car combination. 
• The preload has also been set quite high to work with the current high speed balance, but can still work well with a few clicks on the lower side, if you require more off throttle rotation.

Suzuka V2

• Stiff arbs are used to control roll through the esses.
• Full soft wheel rates are not used as controlling the pitch into turn 1 with the porsche is important.
• Rear toe is also important in this case to aid entry stability. 
• TC 4 can be used to help with controlling the rear if 3 is too aggressive.

Zandvoort

• The rear bump damping has been decreased to increase stability when braking, the differential preload has also been raised to give more stability when entering turns and to have a good rotation when accelerating out of fast corners.
  For the safe setup the rear height and toe-in was lowered to reduce oversteer.
  For qualifying the camber was put all negative to maximise lateral grip in turns, the toe-in was also put very negative for the same reason, but the front bumpstops were lowered so as not to compromise the car’s stability in turn

Zandvoort V2

• This set focuses more on stabilising the rear under braking and on throttle as the car appears to be sensitive to steering and braking inputs, particularly whilst trail braking and when running low fuel.
• If you need more traction, though, then raising the rear bumpstop range can help.
• Altering the diff will also affect rotation and can be a good tuning tool, particularly in S2, but can result in negative side effects on corner entry and exit, depending on your driving style and desired outcome.

Zolder

• To keep the car most stable over kerbs you need to keep at least a bit of throttle input while going over them. With no throttle the front will be more prone to scraping and the unloaded rear can bounce and lose traction. This is most important for the second and last chicane. 
• Turn 1 can be pretty aggressive with the Q setup so you may need to use a bit of throttle to keep the rear from pitching too much 

Zolder V2

• Use the cars strength of excellent traction, by not attacking the curbs on the entry of the first chicane and drive through the corner. The time lost on entry can be easily made up through the traction phase of the corner exit.
• The qualifying set up is very stiff at the front as a result of the reduction in weight from the fuel, meaning the initial turn in of the car should be progressive and not aggressive.

Barcelona 

• The Barcelona fast setup was created to be used as a reference baseline for multiple other high downforce tracks similar to other cars. A relatively lower ARB configuration works well for the car, since stiffer roll stiffness combinations causes excessive grip loss. 
• Stiffer damper values are also being used as this particular suspension compromise works well with the Porsche currently. Running a relatively softer wheel rate configuration along with much stiffer damper values to control pitch, helps the car get into the aero window in a quick and controlled manner. This is more important when the ARBs are being run as low as they are in the current setups.
• The car is set up quite aggressively so it is important to modulate throttle on exits and be smooth with initial inputs on corner exits. 

Barcelona – V2

• Much more aggressive front alignment to minimise scrubbing. Also now the setups are using negative toe on the rear to provide better rotation. 
• The wheel rates and bumpstop rates have been significantly softened to allow more mechanical grip. To provide enough rotation and stability through fast corners, the arbs are now much stiffer. 
• Preload has been lowered to achieve more agility in the tight corners in the third sector
• In dampers the fast bump damping has been stiffened in order to get better handling on some of the kerbs. The front slow bump is now softer to quickly shift weight to the front for the tight corners.

Donington Park 

• If you struggle with grip on corner exit you can try to increase the rear toe. Lowering the diff can also help, but keep in mind this will increase the rotation on corner entry.
• If you struggle with entry oversteer in the high speed sections you can always try to reduce the rear ride height or front bumpstop range.
• If you want to improve the direction in the chicane you can stiffen the arbs overall. Bare in mind this can have a negative impact on kerb compliance.

Donington Park – V2

• Different approach compared to the 01 version. The wheel rates are now much softer and the arbs are stiff to provide stability at high speed. This way there is more grip available at low speed. Also the traction is improved thanks to using less rake. 
• To control pitch with softer springs, the front bumpstop range has been significantly lowered. It also helps reduce roll mid corner. 
• Rear bump damping has been lowered to give easy handling as you press the throttle 
• Low brake bias is used to shorten braking distance into hairpins. However, corner entry gets more aggressive with low brake bias so the RS02 setup uses softer rear arb to prevent twitchy handling.

Laguna Seca

• If you struggle with traction issues you can increase the rear toe.
• Entry oversteer can be reduced by  decreasing the front bumpstop range or rear ride height.
• Be careful with the downshift in turn 3. If you do it too late the car can snap. 
• Enter turn 4 rather already in 4th gear to prevent the overation from the upshift.

Laguna Seca V2

• Complete rework vs RF01 setup.
• Medium-soft springs used to improve grip window on dusty/sandy track surface.
• Reasonably low rake with high wing due to the low speed nature of the track mixed with the instability of the rear here meaning keeping CoG as low as possible.
• Dampers tuned to exploit the porsche’s supreme traction on corner exit due to weight distribution, using stiff front rebound dampers to give better rotation on exit which in other cars may cause traction issues and entry instability.
• Bumpstops adjusted to give slightly less pitch on entry but more squat on exit to improve feel.
• Safe setup uses slightly more preload along with less aggressive roll bar settings and a stiffer front spring. The aim of this is to give more predictability and stability on the front end whilst giving more rear traction.
• Qualifying setup has large changes to suit low fuel running. Probably best to use in races under 20mins too.
• Vastly shorter front bumpstops to reduce pitch sensitivity, along with changes to front spring rates.
• Wheel alignment also adjusted to improve traction and turning grip.

Kyalami

• If you have trouble with traction you can increase the rear toe. 
• If you struggle with entry oversteer in the high speed you can try reducing the front bumstop range or rear ride height.
• It is important that you are careful when you lift the throttle to rotate the car, because it will immediately rotate quite heavily. Because of that you don’t want to overdo it, you need to be precise
• In the quick chicane (sector 2) don’t cut too much of the first kerb as this can lead to heavy oscillations

Kyalami V2

• Car likes more negative toe here to maximise the rotation.
• Especially in Qualifying the car has a lot of oversteer, if you struggle when you are off throttle increase the differential, if you struggle in traction decrease the toe.
• Medium springs have a good compromise between stability and grip.
• A lot of rake to maximise the rotation.

Hungaroring

• Soft spring used to have good traction, the car was raised a few clicks at the front so it could absorb the bumps better.
• In turn 1 you can decrease the TC by 1 click for better traction.

Hungaroring V2

• Very stiff ARBs increase the reactivity of the car in the chicane.
• Decreased the rear and front ride height compared to the old setup to increase the downforce.
• Adjustment to the dampers to take the bumps better.
• Very high bumpstop range compliments the above as well.
• Decrease the brake bias for T1 to maximise the laptime.

Monza

• Using Paul Ricard as a baseline due to the long straight and slow chicanes, we noticed a very big gain of performance increasing the roll stiffness of the car. ARB at the maximum is highly advisable to be quick here.
• At the same time, we found an optimal wing at 2, but we set 3 in the safe setup to make it more stable. However, the loss is not important. The optimal ride height was 59mm, low for this car but the efficiency gained in the straights was worth it.
• Lower differential and ARB help to control the car with the safe setup

Monza – V2

• The car has been softened up on the roll stiffness compared to the first version as the aerodynamics are less roll sensitive and the softer ARBs help with mechanical grip.
• The bumpstop ranges have also been adjusted to improve compliance over kerbs.
• Damper adjustments have been tuned towards more stiff fast damping and improved roll compliance to help keep the car stable through Ascarri whilst still maintaining enough rotation through the sequence.
• The entry to Ascarri is very line specific so it is important not to run wide after reaching the middle of the chicane sequence. The safe setup is softer on the inputs  making it a bit more forgiving so attacking the Ascarri sequence with the right line will safely get the car through, albeit slightly slower than the fast setup. The fast setup being more aggressive in behaviour on entry would require more precise inputs to keep the car in the right line so it is recommended to check out the Youtube video and motec data for the ideal inputs.
• With the Porsche the car becomes more unstable on lighter fuel loads, so as a safe alternative it is worth using the qualy setup with race fuel as a starting point if you want prioritized stability. It might be a bit too much on the understeering side for a full tank run but for sprint races it is an option to consider.

Imola

• Stiffer slow bump damping appears to give less understeer which shows that too much roll on the front end can destabilise the aero easily. 
• In addition to this, softening the low speed bump damping too much causes the fast dampers to engage too quickly thereby propping the car up too quickly on the kerbs. Despite appearing counter intuitive, this combination works better both on the kerbs and in high speed corners. 
• In turn 14/15 (high variant), make sure you are very precise on entry, you will have to hit both bumps with 15/20% throttle, this will limit the car’s tendency to jump in this turn.

Imola – V2

• From testing different suspension settings it has been deduced that relatively softer bumpstop rates tend to help with grip across the track, with the limit being decided by the kerb behaviour. 
• This is especially useful for a track such as Imola since running very soft spring settings despite being better mechanically will cause more compromises to be made to the aero of the car to prevent it from bottoming out throughout the bumpier sections of the track.

Mount Panorama

• Before you go downhill over the mountain, make sure you don’t brake over the crest itself and brake after but ensure you are not braking with overly aggressive steering application.
• Easy to lock up into Forest Elbow if you carry too much speed/throttle into the braking zone. Need to find the right line for your driving style to prevent the wheels from locking.
• If the car is overly nervous making the downhill section across the mountain a struggle then raising the diff preload can help with this.
• Positive rear toe can be used as a small adjustment for traction and rotation.

Mount Panorama V2

• Changes vs RF01:
• Longer rear bumpstops used to increase compliance of the rear to handle bumps and undulations of the circuit.
• Slightly softer roll bars also used to increase mid-corner performance.
• Damper changes to minimise “skipping” across the track over the mountain.
• Safe Setup uses slightly more wing and other minor changes to balance the car better for a more predictable drive.
• Quali setup maximises car performance on low fuel levels.

Snetterton 

• Stiffer rear arb allows a much more agile entry into 90 degree corners but can be a cause of oversteer.
• Staying in 1st gear on exits provides better grip out of the hairpins compared to shortshifting into 2nd. 
• Low TC is used for fast exits out of hairpins. To provide enough grip in the rest of the corners very soft rear suspension and dampers are necessary. 
• Rotation in the second last corner is limited more by the stiffness of front suspension rather than rake.

Snetterton – V2

• Setup changes focus on giving the car more rotation through fast corners.
• For improved rotation the rear ride height has been raised. In order to maintain stability with more rake, the front and rear arbs have been stiffened. 
• The mechanical grip has also been improved by raising the front bumpstop range. 
• For better handling in the hairpins the preload has been lowered. This helps to follow a tighter line through. For the hairpin exits there is some negative rear toe added. This allows you to get on power early and rotate the car well on throttle.

Oulton Park

• Stiff spring combination allows for an overall much smoother drive. It also stabilises the car while cutting the kerb in first chicane and also in the very fast Island Bend.
• Lowering front bumpstop range is very effective for controlling oversteer in low speed exits.
• The aggressive Race Fast setup may require mid-corner throttle input to stabilise the rear and keep it from oversteering.

Oulton Park V2

• Softer springs are used to gain maximum grip combined with stiff arbs for responsiveness
• Dampers and bumpstop ranges are tuned for taking the chicane and handling bumps in the track surface
• Because the fuel tank is located at the front, the car is trickier to drive at the first chicane for the first 2 or so laps. After this, you will be able to take the right side kerb of the first chicane.

Watkins Glen

• Car is much more stable at high 26psi pressures so remember to let the pressure build up before pushing. Low pressures will cause oversteer into Bus Stop due to excessive diving as well as understeer through T1 as tire sidewall doesn’t provide enough support for the lateral forces. 
• The Porsche requires very very tight steering inputs in corners. Pushing the front tires over their grip limit will grain them very quickly and cause a lot of understeer
• Changes to differential preload are very subtle so it can be easily used to adjust on/off throttle behaviour to one’s liking. 
• Rear tires are burning on Watkins and it is crucial to monitor the surface temps. Big spread of surface temps causes a big loss of traction. Lowering the rear camber (up to a point) can provide much more grip. 
• Keep the car in 4th gear in Outer Loop and 3rd in Chute to get better rotation from entry to apex.

Watkins Glen V2

• Damper Changes inc less front rebound to reduce sensitivity releasing brakes
• Less preload for rotation.
• Bumpstop changes for balance.
• Roll bar more aggressive for mid corner.
• Stiffer front spring to minimise changes in angle of attack throughout lap.
• Safe setup uses softer rear spring and shorter bumpstops to limit dive under braking and increase rear traction. Along with lower preload to re-balance the rotation back into the car.
• Quali setup optimised for low fuel running.

COTA

• Being a circuit very similar to Silverstone, that setup was taken as a baseline to start in COTA. However, the car initially suffered from understeer, so the rake was increased. Stiffer ARB also helped to have faster change of direction in the high speed corner.
• For the safe setup, it helped to soften the ARB and decrease the rake, to make it oversteer less.
• In qualifying, higher camber and toe helps to warm up the tires faster and increase the grip in fast corners.
• Slightly higher pressures than usual were used, (around 27.0/1) this was to aid stability in the snake
• For the race if you feel the electronics are too invasive even the TC at 3 works well.

COTA – V2

• The Imola version 2 setup was used as the baseline for COTA. 
• The setup runs a much softer ARB combination to help with mechanical grip as the baseline was causing too much grip loss on the rear end while going the first sector in direction changes. 
• Running soft bumpstop rates help with overall mechanical grip, given the kerbs on this track are generally not tall enough to cause destabilisation, apart from turn 1 which can be avoided. 
• The dampers have also been adjusted to improve mechanical grip by biassing the weight transfer rear wards. The increased front range with low bumpstop rate ensures that the front end still bites into the corners, with the stiffer dampers in general helping with roll control and response.

Indianapolis

• If you want to have a more stable direction change you can run a stiffer front arb.
• If you struggle with oversteer on corner entry you can try to reduce the front bumpstop range or decrease the rear ride height.
• Be careful with the downshifts, as they unsettle the car heavily, especially for the entry in turn 3, you want to keep it in 3rd gear to prevent the downshift.

Indianapolis V2

• ARBs have been stiffened to limit roll. Combined with soft springs, this provides good grip and rotation.
• Toe and camber has been tweaked for optimal performance
• Increasing the TC to 4 can be done if you struggle with traction
• Brake bias is personal preference but it is not recommended to go higher than 50%

Valencia

• Medium-high rake philosophy
• Reasonably soft springs with stiff dampers.
• Stiff fast dampers better kerb behaviour.
• Max wing as the track is almost all corners.
• Less aggressive toe/damper for race stints.
• Low preload to help rotation.
• Safe setup uses a stiffer front spring, more preload, less bump range front, more bump range rear.
• Quali setup uses increased preload, higher rake, softer springs and toe-out all round.

Valencia V2

• More soft springs to maximise the mechanical grip.
• Camber at maximum negative to maximise the rotation.
• Softer ARBs to have more traction and grip in general.
• If you feel the car is too aggressive off throttle, increase the differential.
• If you feel the car is too slippery everywhere, decrease the front bumpstop range and the rear ride height.
• Before the entry in T4 you can take the kerbs outside but it’s very slippery, so just make the line with which you feel better.

Team List

Please note sessions without an engineer were solo sessions: