Porsche 911 GT2 - Stuttgart powered. rear-wheel driven.
Vehicle Note: This tune was approached without the following customizations: Suspension Stage 3, Body Kit 3, Cockpit Upgrade Stage 3, and Semi-Welded Chassis.
Driver's Note: Tested at Silverstone International, London River, and Ambush Canyon and bump-jumping has been addressed as much as possible. Further explanation below.
Car Rating: 15.26
Tire and Brakes
F. Tire Pressure - 32.90
R. Tire Pressure - 33.91
Brake Balance - 57.50
Alignment
Steering Lock - 18.00
Caster Angle - 2.50
F. Toe Angle - -0.10
R. Toe Angle - 0.10
F. Camber - -2.00
R. Camber - -1.20
F. Ride Height - 70.00
R. Ride Height - 80.00
Springs and Dampers
F. Sway bar - 228.41
R. Sway bar - 239.84
F. Spring Rate - 413.05
R. Spring Rate - 428.28
F. Bump Stop Length - 0.00
R. Bump Stop Length - 0.00
F. Damper Slow Bump - 3,900.00
R. Damper Slow Bump - 3,600.00
F. Damper Fast Bump - 2,300.00
R. Damper Fast Bump - 1,900.00
F. Damper Slow Rebound - 7,200.00
R. Damper Slow Rebound - 8,600.00
F. Damper Fast Rebound - 4,200.00
R. Damper Fast Rebound - 4,600.00
Differential
L. Slip Acceleration Lock - 45.00
L. Slip Deceleration Lock - 55.00
L. Slip Preload -70.00
Visco Electronic Lock - N/A
Gearing - Default Values
Final - 5.89
1st - 2.92
2nd - 2.00
3rd - 1.45
4th - 1.90
5th - 0.90
6th - 0.78
Aerodynamics
F. Downforce - 3.00
R. Downforce - 4.00
Cooler Radiator Opening - N/A
Brake Duct Opening - N/A
Fastest lap recorded at London River is: N/A. Expect a lap time shortly.
This tune is intended to make the GT2 as stable as possible and while doing so trying to eliminate the tedious bump-jumping. Both have been achieved in the long run but the only possible means of a drawback would be a slightly increased understeer ratio. The GT2 can take corners bravely while maintaining both form and orientation simultaneously, however, be cautious not to carry too much speed into any corner as it seems the excessive friction causes the front end to lose contact with the line of path (possibly due to torque) and steer in the opposite direction. Also worth noting is the GT2 seems to have a more sincere feeling of weight shifting when turning into a corner, pulling off the line and braking. Bump-jumping is still present, unfortunately, but the effect is feint. When coming to a change in track elevation expect the suspension to jounce, but the the jounce seems to be more appropriate. If for whatever reason you lose control of the vehicle while the suspension is reacting simply let off the accelerator and attempt to dry steer the vehicle into it's appropriate path, braking is another option.
Renown Tuning - Driver Discretion Advised.
