74goldtarga

I push the button on the dash for sport and run 255 front, 315 rear Hoosier R7. Incremental suspension cost is 0$. Worked great at the track and still good on the street if I push the button a second time.

Yes this is a smart-*** reply. But compared to my race car it is still way better on the street and was very capable on track as well. Mostly chiming in to emphasize how impressive this car is without mods.

Tom@TPC Racing

^ Brakes can make a BIG difference on how the suspension loads up in brake zones and affect the balance of the car. I didn't go there to stay on topic but since your mentioned brakes... I used to think the OEM street car Brembo cast aluminum monobloc caliper were the best since both 996 and 997 Cup cars came with a variation of them(no dust seals). Then came the 991 Cup car factory equipped with the PFC forged aluminum monobloc calipers that exceeded even Porsche Motorsport's criteria. 991 Cup is faster than its predecessor for sure. One of the more notable evolutionary improvements on the 991 Cup is the superior brakes. For advanced level track use and for racing with very sticky tires it makes a difference. I am not saying the OEM cast monobloc calipers are bad in any way shape or form. In fact that design had been a benchmark for racing for years and still is king of the hill on street cars. But with technology and competition, brakes do evolve over time for the most demanding applications. As part of the evolution I have installed Ti pistons in OEM cast aluminum monobloc pistons for GT class racing where the rules allow. The pro drivers reported an improvement there. The next evolution was stiffer caliper body by using forging instead of casting. Personally, I felt the difference between casting and forging when I switched to Stoptech World Challenge calipers on my personal car. The Stoptechs weren't monobloc, regardless of that the forged aluminum caliper body is stiffer than OEM cast aluminum which made braking performance more consistent in heavy brake zones thus for me the consistency makes for more vehicle stability and the superior feel naturally provides the confidence for me to inch deeper in to brake zones. Its not just the caliper stiffness, its the brake pad compound too. For me, the "release" characteristic of the a pad in important because I trail brake and that last 10-20% of "easing" off the brake pedal affects the balance for turn-in. A pad with super aggressive initial bite can make a softer suspension car dive too much thus the driver have to brake gentler and earlier which then changes the dynamics of entering that turn substantially affecting how the suspension may feel. That's brakes intertwine with suspension. For street use all of this doesn't matter at all. For street use OEM pads for low dust and for low/no noise and for no warm up needed.

Protocav

Wouldn't a simple change to a larger master cylinder make the pedal effort better on a 997? I suspect the master became larger, to match the larger brakes on the 991...

Tom@TPC Racing

997 GT3 street car already has the biggest master cyl piston in the 997 street car platform at 27mm. A bigger assist ratio booster will reduce effort but big trade off in feel/modulation. Neither the master cyl and booster can fix caliper body distorting during peak load.

Protocav

for sure, I agree with that, but I wonder if the master on a 991 GT3 is even bigger, and then paired with more rigid calipers makes the dramatic difference that is described above.

Tom@TPC Racing

Perhaps, if the MC piston is like 28 or 28.5mm combined with larger slightly larger caliper pistons in a more rigid caliper body. The MC piston size must match the caliper piston sizes for proper range of pedal stroke.

Tom@TPC Racing

Anyone know the 991 GT3 MC piston diameter? Just curious. Not that a 991 MC is a bolt on for 997.

Tom@TPC Racing

Sorry to OP for off topic.

raidersfan

On our 981 Cayman S, we have the 3-way MCS along with GT3 LCAs, upgraded sways, and everything else you did.

The car is simply amazing; it feels way more dialed than the 991 GT3 we had previously. I am not good enough to push that car to its limits, but my friend who has been racing for a very long time says that for AutoX at least, it is a FTD car as setup.

I can't speak for the 997 setup, but if it is as good as it feels on a 981 platform, you must really be enjoying it! I was actually about to pull the trigger on a 997 GT3, but when this came up, already modded, I went with the cheaper car and cheaper running costs, roughly 1/2 of what a .1 GT3 with mods would have set me back. Sure, I don't get the Mezger wail, but at 365hp with tune/headers and a bit less weight, it is certainly competitive. Still though, it would be fun to master the rear engine feel on the track: the Cayman is basically cheating in comparison.

Texman500

Just wondering if anyone has any updated recs for canyon/mountain roads.

rafter75

Is anyone running Ohlins TTX on their 997.2 GT3? If so what are your thoughts.

ChalkLine

Penske