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He says they are. But I'm with you, they do not look maxed out low to me either.
They are at roughly GT2 ride height, everything i've read says if I go lower i'll be riding the bump stops. The car "can" go lower. But maybe i've been given bad info about the limit of PSS10's.
They are at roughly GT2 ride height, everything i've read says if I go lower i'll be riding the bump stops. The car "can" go lower. But maybe i've been given bad info about the limit of PSS10's.
Not sure why there is this mystery around PSS10 lowering. It is clearly spelled out black on white in the installation instructions which give a very narrow allowable lowering range. The amount of lowering is relatively modest.
Not sure about that. Porsche has never published the rates for the GT2 as far as I know. The front and rear springs are progressive which makes quoting a real number difficult. In 05 the GT2 got linear springs front and rear but again no rates are published. 6GT3RS springs are supposedly 256F/543R so I would think the GT2 rates would be a little stiffer but not substantially so. Porsche typically runs a pretty good split on the street cars, I would imagine to make them turn easier. This is also the reason that the OEM street LSD option is so weak compared to the Cup units. Cup cars get a near 1:1 ratio with the 996Cup at 1370/1484 while the 997Cup at an even 1484/1484. I run 1400/1500 which works great but requires a good amount of trailbraking to load up the front end and make the car turn. Makes for a fast set up as it forces you to elevate your corner entry speed.
Last edited by powdrhound; 10-24-2017 at 11:17 AM.
Not sure about that. Porsche has never published the rates for the GT2 as far as I know. The front and rear springs are progressive which makes quoting a real number difficult. In 05 the GT2 got linear springs front and rear but again no rates are published. 6GT3RS springs are supposedly 256F/543R so I would think the GT2 rates would be a little stiffer but not substantially so. Porsche typically runs a pretty good split on the street cars, I would imagine to make them turn easier. This is also the reason that the OEM street LSD option is so weak compared to the Cup units. Cup cars get a near 1:1 ratio with the 996Cup at 1370/1484 while the 997Cup at an even 1484/1484. I run 1400/1500 which works great but requires a good amount of trailbraking to load up the front end and make the car turn. Makes for a fast set up as it forces you to elevate your corner entry speed.
I read quite a while back from reputable source, though I can't remember exactly where, that the 996 GT2 spring rates were around 250/270, and both variable.
And yes, I've watched some of your videos and notice how late and hard you break into the corners to get those high spring rates you use to work.
Last edited by Carlo_Carrera; 10-24-2017 at 06:53 PM.
I read quite a while back from reputable source, though I can't remember exactly where, that the 996 GT2 spring rates were around 250/270, and both variable.
And yes, I've watched some of your videos and notice how late it hard to break into the corners to get those high spring rates you use to work.
That has to be a misprint Carlo. There is absolutely no way 270 could be the rear spring rate on a car that weighs 1100lbs per corner in the rear. I bet it's 570.
That has to be a misprint Carlo. There is absolutely no way 270 could be the rear spring rate on a car that weighs 1100lbs per corner in the rear. I bet it's 570.
Ok you guys convinced me to get the H&R springs and the GMG sway bars instead of trying to find the x73 pieces... Best deal I have found on Bilstein B8 shocks seems to be this kit on ebay for $1050
I am in the process of rustling up the parts to put H&R springs with the Bilstein B8s on, already have Ebach sway bars in. Interesting discussion with Elephant racing about other parts to allow the alignment to be in spec. He basically said that when you lower the car it increases the camber and decreases the toe in. With the original parts you can really only get one or the other back into spec. So if you get adjustable toe rods you will be OK or if you get adjustable LCAs you can get into spec. I was going to go with the eccentric toe rod bushing from elephant to allow my existing toe rods to adjust properly and still have reasonable camber.
Hey Guys,
i have the PSS10 installed on 997 turbo and was quite happy with the results at exception of a bit of tiny bit of floating effect, but i recently broke one of my PSS10, i have the suspension of a bit less than 2 years and barely drove 2,000km with the car and never tracked the car yet, and the front suspension strut broke ! replacing the broken one will cost more half what it cost me for a set of 4, i am really considering Ohlins now, and really hope i'll get similar or better result of handling i had with the PSS10
by going over a speed bump, now i am waiting to see how Bilstein will be dealing with this problem, but if they stick to their price, it make no sense to buy 1 replacement for half the price of a full set, Ohlins might be the best option ! it seems a lot of people here are really satisfied with the performance and guess it will be equivalent or superior to the PSS10
insane failure, Bilstein just isn't the same company they used to be...one thing to have quality slip, one thing to also make warranty very hard to deal with....Bilstein used to be great, now avoid.
Ohlins are light years better than the Bilstein setup anyway, go that route if Bilstein has you kicking stones
Ok you guys convinced me to get the H&R springs and the GMG sway bars instead of trying to find the x73 pieces... Best deal I have found on Bilstein B8 shocks seems to be this kit on ebay for $1050
I have a Euro ROW lowered suspension setup for 996 turbo for sale.
10-23-2017, 12:10 PM
