Forgeline GA1R with Track alignment
02-23-2016, 05:10 PM
#91
Rennlist Member
My theory on the tire issue is that Porsche has figured out how to find more front end grip, but it's still a strut design with the camber curve that comes with it - so with extreme body roll/wheel travel, it's moving all the weight onto the outside edge. To get a nice compliant street ride, they can't make the front roll too stiff, and without active roll bars, you kinda stuck with a front end that is too soft for the loads we're putting on it. I think Martin has it right, needs more spring...or extreme negative camber. If you could increase caster without tires rubbing, that might be helpful.
02-23-2016, 07:40 PM
#92
Rennlist Member
Thread Starter
A vendor I trust asked me to try them when I had the RS. A couple other things were going on to motivate me to try something else: PFC raised their prices, and I had a new PFC08 pad decouple from its backing plates (with no acknowledgement from PFC or help, said vendor made things right for me).
..Oh, just realized I didn't mention... Vendor is ApexPerformance - Clark is a stand up guy!
..Oh, just realized I didn't mention... Vendor is ApexPerformance - Clark is a stand up guy!
Last edited by ShakeNBake; 02-23-2016 at 08:35 PM.
02-23-2016, 11:26 PM
#93
02-23-2016, 11:42 PM
#95
Rennlist Member
not really. If you look at all the 987 cayman interseries cars, the "standard" race/DE setup is usually 700/800# springs.
I run 700/800# on my 987 and the handling is outstanding. This 981/GT4 has more weight on the nose than a 997 or 991 GT3, and yet it still has the same spring rate of 997's....in the mid 200's...uber soft. Needs to be closer to 400#, IMO. You could bump rear to 550-600+#......
I run 700/800# on my 987 and the handling is outstanding. This 981/GT4 has more weight on the nose than a 997 or 991 GT3, and yet it still has the same spring rate of 997's....in the mid 200's...uber soft. Needs to be closer to 400#, IMO. You could bump rear to 550-600+#......
02-23-2016, 11:57 PM
#96
not really. If you look at all the 987 cayman interseries cars, the "standard" race/DE setup is usually 700/800# springs.
I run 700/800# on my 987 and the handling is outstanding. This 981/GT4 has more weight on the nose than a 997 or 991 GT3, and yet it still has the same spring rate of 997's....in the mid 200's...uber soft. Needs to be closer to 400#, IMO. You could bump rear to 550-600+#......
I run 700/800# on my 987 and the handling is outstanding. This 981/GT4 has more weight on the nose than a 997 or 991 GT3, and yet it still has the same spring rate of 997's....in the mid 200's...uber soft. Needs to be closer to 400#, IMO. You could bump rear to 550-600+#......
02-24-2016, 12:43 PM
#98
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2) Power - while for another 30K BGB will fix some of this, it just does not have a special motor. It's a blah motor compared to a Mezger or S65. It just does not have the exhilarating top end that strokes the right nerve endings. It's a nice lump...but it's a lump. Not having experienced a track focused motor will make that comment seem a bit arrogant - but everything is a function of your experiences. It gets the job done, but that's it. The greatness of the car is the chassis and balance, not the motor. Porsche has saved the "status" of the GT3. It's also ironic that the GT4 shares more with a race car than the GT3 has in the last 3 years....but...
This is close to where i start all my race cars for customers. I like 550/500 and I have gone softer on the pro cars because we were running street courses and Sebring and a few other places that are very bumpy. A lot of people know that i make it work on the softest spring possible so you won't ever see me with 800s unless it's on the front of a Porsche with skinny rear tires.
02-24-2016, 03:02 PM
#99
Rennlist Member
Mike, I'm trying out Ferrodo DS1.11 pads (with SRF fluid). This is my second set, first set on the GT4, and had used a set on my previous car. They do not last as long as a PFC08 - which is an enduro racing pad. They are close, but seems like 1 day less. On the positive side, two things. 1) Very easy on rotors. PFC08s beat up on rotors, and you get impressive cracking on new rotors within a day. I've already through one set of DS1.11, and no surface cracking on OEM rotors. 2) Consistent feel and easy to modulate. No matter how hot, the brake pedal works the same way corner after corner, lap after lap. PFCs would change in character a bit, sometime bitting more, and sometimes bitting less.
Overall I like them, and until something I don't like happens, I'll be using them. Apex is my crack dealer, prices are also reasonable as GT4/GT3 pads go.
Overall I like them, and until something I don't like happens, I'll be using them. Apex is my crack dealer, prices are also reasonable as GT4/GT3 pads go.
02-24-2016, 04:45 PM
#100
Rennlist Member
This car was set up around a Michelin though and it's already throwing teams for a loop trying to set it up on Hoosiers or Pirellis. The tire is what has the single biggest input on spring rate if you try and attribute the relationship to something. Furthermore the tracks in Europe are like pool tables whereas the only tracks here we have like that are COTA, Miller Motorsports Park, Barber, Watkins and maybe one or two others so that's a 2nd reason why big springs aren't run as much over here as they are there.
This is close to where i start all my race cars for customers. I like 550/500 and I have gone softer on the pro cars because we were running street courses and Sebring and a few other places that are very bumpy. A lot of people know that i make it work on the softest spring possible so you won't ever see me with 800s unless it's on the front of a Porsche with skinny rear tires.
This is close to where i start all my race cars for customers. I like 550/500 and I have gone softer on the pro cars because we were running street courses and Sebring and a few other places that are very bumpy. A lot of people know that i make it work on the softest spring possible so you won't ever see me with 800s unless it's on the front of a Porsche with skinny rear tires.
Although I think full interior street cars don't complain about a little more rate, than you can get away with in lighter race cars.I ran 500/800 on my 7.1RS and it was dynamite, even on a full weight interior car. The development Ohlins did for that R&T package for the 997 GT3 was awesome. I hope they offer the same R&T package for the GT4. A high quality, single adjustable MONOTUBE damper is such a rare commodity these days, and is honestly all the DE crowd really needs.
That damper was every bit as good as the JRZ RS Pro's I have on my 987. Actually, as of May, Ohlins is releasing their R&T damper for the 987, so that means it should be relatively easy for them to prepare a package for the GT4.
Sorry, got way off topic there.
02-25-2016, 11:55 PM
#102
not really. If you look at all the 987 cayman interseries cars, the "standard" race/DE setup is usually 700/800# springs.
I run 700/800# on my 987 and the handling is outstanding. This 981/GT4 has more weight on the nose than a 997 or 991 GT3, and yet it still has the same spring rate of 997's....in the mid 200's...uber soft. Needs to be closer to 400#, IMO. You could bump rear to 550-600+#......
I run 700/800# on my 987 and the handling is outstanding. This 981/GT4 has more weight on the nose than a 997 or 991 GT3, and yet it still has the same spring rate of 997's....in the mid 200's...uber soft. Needs to be closer to 400#, IMO. You could bump rear to 550-600+#......
02-26-2016, 12:09 AM
#103
Rennlist Member
Car will probably like/need "sport" damper setting on track with the uprated springs.
A bunch of us RL'ers did the same thing with the 997 GT3.....
02-26-2016, 02:10 AM
#104
You'll want to stick in the 350-450 range up front, and 500-600 out back. Stock valving can only handle so much. I'd say uscrojanGT3 has the ticket with the 400-450 front, ~550 rear......
Car will probably like/need "sport" damper setting on track with the uprated springs.
A bunch of us RL'ers did the same thing with the 997 GT3.....
Car will probably like/need "sport" damper setting on track with the uprated springs.
A bunch of us RL'ers did the same thing with the 997 GT3.....
02-27-2016, 10:09 AM
#105
Burning Brakes
back to Forgelines - any preference on the "colors" available? I am thinking Transparent Smoke. But a riskier choice is Transparent GOLD or Transparent RED. Thoughts? My car when it arrives in early April is JBM. I also love the MATTE transparent red and gold. I know, a bit blingy, but for sweet track wheels in 19 . . . maybe? opinions please.