How far to go upgrading suspension
02-05-2016, 06:57 PM
#46
Chris and Ray,
Thank you for the compliments on the race car. I worked very hard on it for a long time. It involved a bare-tub restoration, carbon fiber body panel repair, complete disassembly, refurbishment, and reassembly of the suspension and all of the mechanicals (except the transmission), and very prominently, the engine. I can't take credit for everything -- the tub and paint were done by one superb specialist, the carbon fiber by another. But I did most of the rest of it in my garage, including the engine (though I had some great help during critical stages of that as well). It was, nothing short of a community effort though I probably have a couple thousand hours in it myself. Please note that though I have high regard for Jeff Gamroth's mechanical prowess, he had nothing to do with this particular car. His talents are displayed on my 04 "street" GT3 (which is used only on the track) that was originally set up by him. That's the one that got the RS uprights I referred to previously.
The race car is a factory GT3 RS from 2001, though that designation confuses a lot of people. The 996 GT3 "R" series cars (FIA legal factory race cars, a step above the "Cup" cars) were originally produced in 1999 and 2000 as the GT3 R, then in 2001-2003 as the GT3 RS, then in 2004 and 2005 as the GT3 RSR. Of course, changes and upgrades were made throughout that period. The R and RS cars were all of the "Mk 1" type, with the older headlights. The RSRs got the "Mk 2" body style, like we all have on our 04 and 05 GT3 street cars. Note that the European street 996 GT3 RS was a completely different animal and much more closely related to our street cars than this race car is. My car has an interesting and successful race history in the Rolex Grand Am series under the name "Crazy Redhead Racing." It was driven to three first-place finishes in 2001 by Kim Hiskey and Randy Pobst and was maintained and engineered by Greg Fordahl of Fordahl Motorsports.
Since finishing it in September, I have run the engine for all of about 25 minutes and I've driven it about half a block -- onto and off the trailer twice -- though it sounds wicked and feels very potent. It was great to have it at Rennsport (and to be there myself, of course), though the car was only there for display in the PCA area. I expect to give a bit more exercise this coming year. I'll indulge in including one more photo of it.
Rob
Thank you for the compliments on the race car. I worked very hard on it for a long time. It involved a bare-tub restoration, carbon fiber body panel repair, complete disassembly, refurbishment, and reassembly of the suspension and all of the mechanicals (except the transmission), and very prominently, the engine. I can't take credit for everything -- the tub and paint were done by one superb specialist, the carbon fiber by another. But I did most of the rest of it in my garage, including the engine (though I had some great help during critical stages of that as well). It was, nothing short of a community effort though I probably have a couple thousand hours in it myself. Please note that though I have high regard for Jeff Gamroth's mechanical prowess, he had nothing to do with this particular car. His talents are displayed on my 04 "street" GT3 (which is used only on the track) that was originally set up by him. That's the one that got the RS uprights I referred to previously.
The race car is a factory GT3 RS from 2001, though that designation confuses a lot of people. The 996 GT3 "R" series cars (FIA legal factory race cars, a step above the "Cup" cars) were originally produced in 1999 and 2000 as the GT3 R, then in 2001-2003 as the GT3 RS, then in 2004 and 2005 as the GT3 RSR. Of course, changes and upgrades were made throughout that period. The R and RS cars were all of the "Mk 1" type, with the older headlights. The RSRs got the "Mk 2" body style, like we all have on our 04 and 05 GT3 street cars. Note that the European street 996 GT3 RS was a completely different animal and much more closely related to our street cars than this race car is. My car has an interesting and successful race history in the Rolex Grand Am series under the name "Crazy Redhead Racing." It was driven to three first-place finishes in 2001 by Kim Hiskey and Randy Pobst and was maintained and engineered by Greg Fordahl of Fordahl Motorsports.
Since finishing it in September, I have run the engine for all of about 25 minutes and I've driven it about half a block -- onto and off the trailer twice -- though it sounds wicked and feels very potent. It was great to have it at Rennsport (and to be there myself, of course), though the car was only there for display in the PCA area. I expect to give a bit more exercise this coming year. I'll indulge in including one more photo of it.
Rob
02-05-2016, 07:04 PM
#47
Oh Yes!!!! Me likey very much. Thanks for the history lesson too. I was not aware the factory considered these RS's. Are you planning to race it, or are you keeping it fresh and clean for show purposes, or maybe a little of both? It's such a baddass!!! Congrats on the fine result here Rob...
02-05-2016, 10:13 PM
#48
Thanks Chris,
I don't intend to race this car competitively, but I do plan to run it on the track for fun at DEs or exhibition events. I am not in a hurry to get it dirty, though, so I may show it off a bit first. I'm fortunate to have another GT3 to run at the track on a regular basis. My great pleasure was in the process of bringing this car back to life and getting to know and work with some real experts in various fields who contributed to its revival. The folks at PMNA were nice to me too.
These are very special cars -- only 51 were built in 2001. They're considerably faster and lighter than Cup Cars of that vintage. It was in a GT3 RS that Kevin Buckler and his team won the GT class in in the 24 hour races at both Daytona and LeMans in 2002, and they won overall at Daytona in 2003. They truly represent the heyday of Porsche racing.
With apologies for slightly derailing the thread, I'll post one more picture, showing the engine just before installation. The R series engines are distinguished from Cup engines by individual throttle bodies, a carbon fiber intake, different pistons, heads, valves, rods, cams, and solid lifters that are adjusted using lash caps. The exhaust is Inconel. And the sound is divine! Without restrictors, it produces about 470 hp out of 3.6 liters, redlines at about 8400, and connects to a 6 speed, water cooled, manual (H pattern) gearbox that is quite upgraded from the Cup version. The car weighs 2450 lb., has centerlock wheels, air jacks, a fuel cell, huge brakes, cockpit-bias-adjustable dual master cylinders, and no ABS. Not a car for the faint hearted! For a video look at how they drive when piloted by a pro, Google "Leh Keen GT3 RS at Sebring" and grab a beer.
Rob
I don't intend to race this car competitively, but I do plan to run it on the track for fun at DEs or exhibition events. I am not in a hurry to get it dirty, though, so I may show it off a bit first. I'm fortunate to have another GT3 to run at the track on a regular basis. My great pleasure was in the process of bringing this car back to life and getting to know and work with some real experts in various fields who contributed to its revival. The folks at PMNA were nice to me too.
These are very special cars -- only 51 were built in 2001. They're considerably faster and lighter than Cup Cars of that vintage. It was in a GT3 RS that Kevin Buckler and his team won the GT class in in the 24 hour races at both Daytona and LeMans in 2002, and they won overall at Daytona in 2003. They truly represent the heyday of Porsche racing.
With apologies for slightly derailing the thread, I'll post one more picture, showing the engine just before installation. The R series engines are distinguished from Cup engines by individual throttle bodies, a carbon fiber intake, different pistons, heads, valves, rods, cams, and solid lifters that are adjusted using lash caps. The exhaust is Inconel. And the sound is divine! Without restrictors, it produces about 470 hp out of 3.6 liters, redlines at about 8400, and connects to a 6 speed, water cooled, manual (H pattern) gearbox that is quite upgraded from the Cup version. The car weighs 2450 lb., has centerlock wheels, air jacks, a fuel cell, huge brakes, cockpit-bias-adjustable dual master cylinders, and no ABS. Not a car for the faint hearted! For a video look at how they drive when piloted by a pro, Google "Leh Keen GT3 RS at Sebring" and grab a beer.
Rob
Thanks Rob!
02-06-2016, 05:17 PM
#51
RL Community Team
Rennlist Member
Rennlist Member
Apologies for taking this further afield, but point of information: The European only 996 GT3RS street car was really a homologation platform for the 996RSR, I have some specific information if anyone would like it...
Ray
Ray
02-07-2016, 02:06 AM
#53
+1, more info the better!
Cheers,
Cheers,
02-07-2016, 02:19 AM
#54
The rear 996 RS side carrier is still different from the 997 part and the wheel carrier also.
Did somebody know if the 997 GT3 MK1 rear wheel carrier fits to the 996 RS side carrier ?
Ray if you have further information please let me know.
Tom
02-07-2016, 09:40 AM
#55
RL Community Team
Rennlist Member
Rennlist Member
What I have found is that most parts mix and match. There are a few small differences with the 997 and 996 RS upright parts - wheel speed sensor being the biggest, never checked the actual geometry. There is also a front cross member...
Here is the GT3 RS parts list: https://rennlist.com/forums/996-gt2-...rs-thread.html
This stuff is interesting, but We should start a different thread, really don't want to hijack this one. Will PM you some info Tom.
Ray
Here is the GT3 RS parts list: https://rennlist.com/forums/996-gt2-...rs-thread.html
This stuff is interesting, but We should start a different thread, really don't want to hijack this one. Will PM you some info Tom.
Ray
02-07-2016, 10:45 AM
#57
RL Community Team
Rennlist Member
Rennlist Member
Geometry is the relationship of the various connection points to one another. Wheel offset *could* be considered part of this but I generally don't lump them together. So a change in the mounting point for the front tie rod relative to the axis of rotation is a big one - this is part of the 'bump steer' component you may have heard of...
HTH
Ray
HTH
Ray
05-13-2016, 09:55 PM
#58
Burning Brakes
Agree with other, do it all or stay stock.
Got a set of these available if you wanna go baller. JRZ RS Pros, dual adjustable, canisters with quick disconnects. Monoball tops and bottoms. Virtually new, less than 1800 miles on them. Never seen rain. Factory box included. Not pictured but included are rear Tarett drop link brackets / drop links. Choice of springs is 1100/1200 or 1400/1500. Just bolt on an go.
Got a set of these available if you wanna go baller. JRZ RS Pros, dual adjustable, canisters with quick disconnects. Monoball tops and bottoms. Virtually new, less than 1800 miles on them. Never seen rain. Factory box included. Not pictured but included are rear Tarett drop link brackets / drop links. Choice of springs is 1100/1200 or 1400/1500. Just bolt on an go.
How hard is it to adjust the JRZ's pictured above? Do you have to crawl under the car? I'd like something I can soften up for the road and stiffen for the track. How well do those ball joints hold up on a car driven on the road? What else should I change "while I'm in there" - e.g., bushings, control arms, etc.?
05-14-2016, 12:26 PM
#59
Your pic is not loading on my computer, but I can tell you the JRZ RS pro set up is easy to adjust as the canisters are in the car with easily accessible *****. I drive my car on the street with a monoball setup and although it can be noisy up front at times, it does not seem to affect the durability of the joint itself. I can drive it to the track, beat on it all day, and drive it home without a problem. It's certainly not soft, but it is very rewarding in all environments.
05-14-2016, 02:49 PM
#60
Burning Brakes
Your pic is not loading on my computer, but I can tell you the JRZ RS pro set up is easy to adjust as the canisters are in the car with easily accessible *****. I drive my car on the street with a monoball setup and although it can be noisy up front at times, it does not seem to affect the durability of the joint itself. I can drive it to the track, beat on it all day, and drive it home without a problem. It's certainly not soft, but it is very rewarding in all environments.