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October 13, 2022

Porsche 991.2 GT3R Release Notes

Welcome to the Porsche 991.2 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 CDA3Porsche GT3R setups. In addition, a complete list of the driver and engineer combinations for each track is present so customers can see which driver and engineer worked on that circuit when looking for setup trends.

Note, some tracks required more notes and instruction than others. This is determined by how the car behaved in the session or how much scope for change in the setup there was.

To view the notes and team list, see below:

Brands Hatch

  • The car required fine tuning for the dampers at the fast right kerbs of sector 2 in order to maintain the setup in the optimal working range. The suspension is once again run very soft with slightly stiffer rear ARB around here to ensure that the car doesn’t understeer.
  • One major issue is to prevent the car from either getting unstable or under steering when hitting the kerbs in sector 3. Increasing the front bumpstop range is a quick solution. However this would also cause more instability under braking zones, especially on downhill zones as seen in Brands Hatch.
  • Therefore the car has been tuned to absorb kerb impacts as opposed to running over the kerbs with a higher ride height. This is why you will notice that the front dampers are maxed out on the fast damping and the car is generally run quite stiff in terms of overall damping. 
  • If you need more stability on entry into corners, consider increasing the differential preload. This will help with the rear of the car and will stop it being more likely to rotate.
  • If you find the qualifying setup too aggressive consider dropping the rear ride height 1 click and increase the preload.

Misano

  • Changing rear ride height and ARBs are both good ways to tune the balance of the car between stable and aggressive as well as when going between high and low fuel as low fuel will introduce oversteer.
  • Bumpstop rates can be a further fine tuning device here.
  • Front bumpstops are focused more on preventing bottoming out under braking over entry kerbs instead of using front ride height to negate the bottoming out as this will lose too much lap time.
  • The best approach to the double right hander before the back straight is to go wide on entry for a late apex, make use of the acceleration/traction onto the back straight.
  • Can be tricky to nail a quali lap.
  • Taking lots of the inside kerbs is key to lap time so spend time finding the right lines over them for track limits.

Nurburgring

  • Nurburgring due to its twisty nature is a track where the front splitter is needed. This is because removing it entirely will give stability overall but will heavily affect the rotation of the car in the tighter sections of sector 2. 
  • In order to regain rotation the rear ride height would have to be raised significantly which will then affect traction and stability through sectors 1 and 3.
  • The car runs a relatively soft suspension similar to that found in other tracks with stiffer rear arbs compared to the front. If you require a little more rotation on high speed at the cost of a bit of traction, consider increasing the rear bump stop rate along with the rear slow speed damping.
  • The differential preload is quite sensitive on this track as it will affect braking stability, high speed rotation through narrow corners and chicane stability. 
  • Increase it in small increments for braking stability until the point where the car gets unsettled on higher kerbs. It will also negatively impact rotation through the arena section at the beginning of the lap. 
  • If you would like more stability on the fast setup, consider dropping the splitter by 1 click.

Paul Ricard

  • Maintain a bit of throttle through the fast right hander at the end of the back straight. The car will have a tendency to kick out otherwise and will cost you on exit. A quick fix is to run more preload on the differential however this will once again cost off throttle rotation on other corners. 
  • Also increase the front bumpstop range by a few clicks to regain that entry agility that you would lose from the higher preload. 
  • As with other tracks the car requires minimum front splitter along with moderately low rear wing. This is the reason why the ride height has to be raised a bit and the rear damping needs to be stiffened to maintain stability into faster braking zones.
  • The safe setup runs a higher wing and the qualy setup has 1 click more than the safe set. This is because the Porsche tends to become much more unstable on low fuel setups, whilst gaining relatively higher straight line speed compared to other cars. 
  • If you require more stability consider adding preload and also reducing the rear bumpstop range/stiffening the rear bumpstop rate. This will be fine for a track like Paul Ricard since there are very few kerbs/elevation changes apart from the 1 chicane which could unsettle the car.

Silverstone

  • Get on throttle as soon as possible through the high speed corners such as Copse and Stowe to maintain stability as the front suspension has been tuned to maximise rotation into corners.
  • The brake bias is also very sensitive as a result of this configuration. Try to adjust the brake bias slightly forwards in order to make trail braking through high speed corners more forgiving.
  • Despite being a very flat track with very high speed corners, a very soft slow damping configuration seems to work well with the Porsche. It appears that on faster tracks, overdamping tends to severely affect tyre performance.
  • For more stability around Silverstone, a higher preload differential works very well. If you need more on throttle rotation and entry rotation also consider increasing the front bumpstop range.
  • Being a relatively flat trick with very little elevation change, the rear suspension can also be stiffened for more rotation without causing too much instability through most corners. However the Porsche works better usually with softer suspension configurations. 

Spa Francorchamps 

  • It is advisable to use sixth gear through Eau Rouge for better stability. Shifting up earlier at the bottom of the hill helps in maintaining rear grip over the crest. 
  • With varying amounts of elevation and tricky braking zones into high speed corners, braking stability is paramount for the Porsche around Spa. The car runs unusually high rebound damping stiffness to help in this stability along with very stiff front damping. 
  • Relatively low front bumsptop range compared to other tracks has been applied as well to help with braking stability. The car runs a soft suspension too to help in general driveability and stability through bumpy kerbs and Eau Rouge. 
  • If you need a bit more stability in general consider increasing the preload value and reducing the rear ride height. This will ensure overall rear end grip from entry to mid corner without affecting the exit traction too much. 
  • The rear bumpstop range and rate are run at minimum to maximise rotation in high speed corners without over stiffening the rear of the car for the slow speed exits. 

Suzuka 

  • If more rotation is needed on entry, increase front bumpstop range.
  • Lower preload to help rotation in slower corners.
  • Rear spring added to reduce heave on rear on fast entry, and reduce squat on exit, allowing for a more aggressive rake angle for rotation especially in quali setup.
  • 130R can be taken almost flat on full tank, just a slight lift needed in RF Setup
  • Safe setup suited well to drivers who prefer to lean on the front end without having to worry about the rear and produces the same lap time.
  • The Qualifying setup is stiffer to prevent pitch/roll for more reliable aero balance to be able to comfortably push the car.
  • In T1, brake a little for the entry carrying as much speed as possible, reach the apex then straighten up to brake hard for T2.
  • Be very patient and smooth with inputs as the car is suited to it here. Aggressive inputs will just lose time.

Zandvoort

  • Small amount of front splitter used for more consistent front downforce over the undulating track.
  • Surprisingly high front bumpstop range without any handling negatives at this track.
  • Stiffer front springs and shorter bumpstop ranges for the qualifying setup to add some stability under braking. Front roll bar softened to help give some rotiation back into the car to compensate.
  • Higher preload seems to work better here for corner exits.
  • This track needs a lot of concentration to get right every lap due to its narrow and twisty nature.
  • Sector 2, after the downhill right hander avoid the kerb on the next turn (T9, MastersBocht) as it will really unsettle the car.
  • Penultimate corner there is a bump on the outside near the turn in point for the corner, if you turn in too late this may cause you to miss the corner apex. Also, try to use as much of the inside kerb as possible here.
  • Final turn is flat out, with room to adjust the line slightly.

Zolder

  • Be very precise with braking, braking too late will cause oversteer which in turn will ruin your lap time.
  • 2nd Chicane entry, make sure you are on throttle before hitting the sausage kerbs or the car will bottom out and become unstable.
  • TC may need tuning to preference. Too high TC will slow down hairpin exit, but may help elsewhere.
  • High rake/wing setup to aid rotation, lack of high speed areas means wing is no sacrifice.
  • Rear bumpstop range doesn’t sacrifice kerb behaviour over performance, rate can be tuned to preference.
  • Dampers have been tuned vs previous setups to be much more predictable and controllable over the kerbs
  • Qualifying Setup runs lower rake to counteract the oversteer caused by the lower fuel load. Bumpstops also stiffened for more aggressive driving.

Barcelona

  • The dampers at Barcelona run around midway between Watkins Glen and Brands Hatch, with these three tracks having similar flow albeit slightly different fast damping requirements. 
  • The setup focuses on maintaining good overall rotation in all corners whilst still relying on the soft suspension meta of the Porsche. The car therefore runs quite a high rear ride height compared to other tracks and higher rear spring rate.
  • Preload values tend to run slightly higher for this type of setup since a low preload will increase the chances of oversteer off throttle into corners if the car has a high rake.
  • The safe setup is stable when getting off throttle on the high speed right hander before the back straight in sector 2. It also runs a lower ride height which adds to more stability and traction in slower corners.
  • For more rear end stability consider adding some more preload and then softening the front slow damping so that you wouldn’t lose too much entry rotation.

Donington Park

  • Much softer spring rates vs old setup to increase grip.
  • Pre-load reduced to help rotation, no harm to stability.
  • Qualifying setup runs a much lower bumpstop front range to minimise pitch under braking to stabilise the car on low fuel. This shorter bumpstop could also be used to add turn in stability on the race setups if required.
  • Minor adjustments to dampers to suit new spring rates and driving styles
  • T1 (Redgate) aim for later apex to straighten the exit for better drive out of the corner into craner curves.
  • T7 (McLean’s) the car has a tendency to oversteer if brakes are released too quickly, so be mindful of your braking here.

Laguna Seca

  • Laguna Seca is similar to Brands Hatch in terms of track flow and corner angles/speeds. This means that the Brands setup is a very good starting point to start optimising the setup for this circuit. 
  • It is however a lot tighter on some of the high speed corners and has more cambered sections along with kerbs. The track doesn’t have any downhill braking sections with the chicane being the only unstable braking zone. This means a higher front bumpstop range works well for getting the car turned into corners without sacrificing entry stability too much. 
  • The fast dampers are run stiff similar to many other bumpy tracks and the slow dampers are run softer than Brands. The rear bump damping especially is softened to ensure that the car gets better traction out of slow speed exits. 
  • Very small changes have been done to make the car safer with the bumpstops being the main change. The Porsche is very sensitive to rear bumpstop range changes and a few clicks on the rear helps a lot in getting the car more stable on slow speed exits. If you require a bit more rotation on the safe setup consider adding 1 click on the front splitter and 1 click up on the differential preload. 

Kyalami

  • Kyalami is another track where 1 click of splitter was required to get the balance of the car in the right window using the current suspension meta of the Porsche. 
  • The circuit has some tricky braking zones which requires optimal tuning of the front bumpstops, dampers and diff and also requires slightly lower rear ride height to get traction and stability out of some of the tighter corners exits. 
  • For the safe setup, the front splitter is dropped to prevent over rotation through sector 2. The downhill right hander is an important corner for stability and getting on power at the right time is crucial to prevent undue understeer on exit.
  • There are no peculiarities setup wise on this track as the car uses a very similar suspension setup to other high speed tracks. The ARBs are particularly useful around the higher speed corners on this track and are better left in their current working range. 

Hungaroring

  • Nothing overly special here. The standard approach to the Porsche such as running mechanically soft with a high rake and high wing makes the car easy to drive. The rear ride height is used to remove the oversteer when going from high to low fuel as well as for overall balance changes.
  • Can be tricky to nail a good lap as each corner flows into the next, however, making the car easier to drive removes lap time potential from the car so finding a good balance for your driving style would be the best approach.

Monza

  • Have to run minimum wing to get as much straight line speed as possible
  • Car needs to be set up fairly aggressively to find pace. If you go too safe then the car will be too slow to be competitive.
  • Ascari kerbs can catch you out but you can’t ignore them when driving, you have to find the right amount to take with the right angle and line in order to avoid bottoming out. The front ride height is raised to allow for this but going too high will give the car too much understeer. The ride heights are a compromise between pace and safety over the kerbs. However, the exit kerb at Ascari is very smooth in this car.
  • Can brake very late with the car.
  • Overall a very enjoyable car to drive around here.

Imola

  • Car behaves better than expected around here despite the kerbs and while it’s overall nothing too special, it still feels very good to drive.
  • Braking is one of the car’s strengths and you need to be very late on the brakes compared to other cars.
  • From the previous setup iteration, dampers were tweaked to fine tune kerb handling.
  • Lowering the rear ride height by only 1mm can be a “quick fix” without compromising the overall car balance if the car is too unstable, particularly on corner entry.
  • Taking the kerbs is key to a good lap time (like with any car) and getting the angle and line right is important to getting the most out of the car.
  • Car develops oversteer when reducing the fuel load.

Mount Panorama 

  • The Porsche requires reasonable levels of ARB on the rear end to maintain stability under roll whilst using soft springs. This poses a challenge at Mount Panorama since the ARBs are generally needed to be at very low levels in order to keep the car stable on the bumpier sections of the track.
  • This is why some damper tuning has been done with respect to the previous setup. 
  • Very stiff fast dampers have thereby been used to make the car more stable on the bump and camber changes on track. A very stiff rear rebound is also run in order to keep the car stable downhill. 
  • In order to get more stability, it is worth increasing the rear wing. The gain through the mountain for qualy is a low higher with more wing as opposed to running a low downforce setup for the straight. This is why the rear wing has been added for the same ride height in the qualy setup.

Snetterton 

  • Rear anti roll bar at 2 helps to move the balance forward and reduce the rear instability in the entry of fast speed corners. However, that moved the balance forward in the middle corner, when off the brakes.
  • To fix the middle corner understeer, we reduced the front rebound damping, trying to have a smoother transient behaviour that increases the front confidence in one side high load scenario.
  • Kerbs can be very dangerous around Snetterton, advised to try and avoid going wide on exit on turns 1, 5, 7 and 9. At best the car gets unsettled with a couple bounces, worst case can resolve with some added damage and possibly a puncture.
  • There are a couple really tricky corners around here, especially throughout the final sector. Turns 8 and 9 after the straight are best approached by aiming the car towards the inside of turn 8 before hitting the brakes. As you brake, straighten out the steering wheel to avoid the rear coming loose. Ease off the brake while going through the corner, keeping to the left, then hitting the brakes hard again after the inside kerb to slow us down for T9 going right. Avoid exit kerb as it results in a very bouncy ride.
  • While the final turn does not have a solid braking point, the second to last pillar is likely the latest you would want to brake without unsettling the car too much. An earlier apex and maximising the exit kerb works out well.

Oulton Park

  • The Porsche runs maximum rear wing at this track due to the high downforce requirements in sector 3. Similar to Brands Hatch, it is quite a tight track in the high speed sections and has multiple bumps and kerbs which can unsettle the car. 
  • The car therefore runs very low rear bumpstop range with a stiffer rear bumpstop rate to progressively load the rear out of slower corners. The dampers have also been heavily tweaked to make the car much more compliant on the more bumpy parts of the circuit. 
  • The differential is kept quite low to ensure the car has sufficient rotation off throttle through sector 3. If you need more stability overall, it is worth dropping the rear ride height 1 click and adding extra preload. The car generally requires a highly negative rear toe so it is not worth making it more neutral for the sake of stability. That would cause more understeer into slow speed corner entries.
  • Anti Roll bars are also set quite soft to enhance compliance over the kerbs and bumpier parts of the circuit.
  • The car tends to become more unstable on lower fuel due to the slip angle required on the rear relative to the front tyres. Softer ARBs on the rear have been used in qualy to improve general compliance and maintain stability.

COTA 

  • Entry to T1 is bumpy and can destabilise the car, you need to ensure the steering is straight when you initially hit the brakes over the bumps.
  • The esses at the start of the lap require smooth and accurate inputs. Patience is rewarded here.
  • These esses require stiff arbs to keep the car balance stable and prevent too much roll causing unpredictable behaviour.
  • TC is personal preference.
  • Be careful to not be too harsh on braking inputs, need to find the limit there as a lot of trail braking required or braking around corners.
  • Despite a long back straight, max wing/high rake is needed as the rest of the track needs the downforce and rotation from this approach.

Watkins Glen

  • Watkins Glen has a similar setup approach to Brands Hatch and other high downforce tracks which have quite a bit of elevation change and off camber corners. 
  • For the most part, the setup is very similar to other tracks with the soft suspension meta and relatively soft ARB configuration. A major hurdle at Watkins Glen is to ensure the car stays planted and stable through the chicane in sector 1. This is why the fast dampers have been heavily tuned to maximise kerb impact absorption.
  • The diff is quite a tricky component to change here since the track has some very tight corners which require more diff to prevent high speed exit understeer. If you prefer to run a much lower differential preload, consider decreasing the front bumpstop range and stiffening the rear spring 1 click.
  • Off cambered sections are relatively safe with this setup and the way to make it even safer would be to stiffen the front wheel rate 1 click. This will however need to be compensated with more rear ride height which would make slow speed unstable. An alternative to the rear ride height increment would be to add 1 click to the front splitter instead. 

Indy

  • The track is very flat compared to many other tracks but doesn’t require too many direction changes. This is the reason why we have opted for a very soft damping setup.
  • This soft damper configuration makes the car much more sensitive however to the suspension changes. That is the way the safe setup has also been developed. The best change to make for more stability would be to reduce the front bumpstop range an additional click. 
  • Lowering the differential preload in addition to this would help make the car have better traction on exits. Lowering the ride height is also a good option for Indy to ensure you have better stability in the long slow speed corners. 
  • If this change is too extreme, consider stiffening the front and rear ARBs by 1 click each to give more aero stability through the corners. Also add a few clicks of damping to all damper settings to match the stiffer car. 

Team List 

Driver/Engineer CombinationTrack
Dennis Schoeniger/Saiduth RameshBarcelona
Dennis Schoeniger/Nick DeeleyHungaroring
Dennis Schoeniger/Nick DeeleyImola
Taariq Adam/Saiduth RameshKyalami
Taariq Adam/Saiduth RameshLaguna Seca
Dennis Schoeniger/Nick DeeleyMisano
Dennis Schoeniger/Nick DeeleyMonza
Jakob Ostermann/Saiduth RameshMount Panorama
Jakob Ostermann/Saiduth RameshNurburgring
Jakob Ostermann/Saiduth RameshPaul Ricard
Jakob Ostermann/Saiduth RameshSpa Francorchamps
Luka Berk/Rob TaplinSuzuka
Luka Berk/Rob TaplinZandvoort
Dennis Schoeniger/Rob TaplinZolder
Dennis Schoeniger/Saiduth RameshBrands Hatch
Taariq Adam/Rob TaplinDonington
Taariq Adam/Saiduth RameshOulton Park
Luka Berk/Miguel JimenezSnetterton
Jakob Ostermann/Saiduth RameshSilverstone
Dennis Schoeniger/Saiduth RameshWatkins Glen
Taariq Adam/Saiduth RameshIndianapolis
Dennis Schoeniger/Nick DeeleyCOTA
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