GT4 Rear wing adjustment
Discussion
Twinfan said:
718 or 981?
On my 718 GT4 I run standard ARBs (middle, middle) and the increased track aero all the time. I'm no racer but the car feels great this way to me, a bit more planted than standard, but I do also run more camber than OEM.
Sorry its a 718, Thats interesting you use the increased aero on the road as well On my 718 GT4 I run standard ARBs (middle, middle) and the increased track aero all the time. I'm no racer but the car feels great this way to me, a bit more planted than standard, but I do also run more camber than OEM.
Will give it a go at Oulton at the PCGB day.
I’m running stiff rear anti roll bar, medium front which feels better to me, with adjustable toe arms and camber plates have dialled the rear in and seems more predictable.
Aero is standard as not sure it would make much difference on road or my local low speed circuit……
Keen to give it a try though as long as it doesn’t make the front any lower, is it easy to adjust?
Aero is standard as not sure it would make much difference on road or my local low speed circuit……
Keen to give it a try though as long as it doesn’t make the front any lower, is it easy to adjust?
johnycarrera said:
I’m running stiff rear anti roll bar, medium front which feels better to me, with adjustable toe arms and camber plates have dialled the rear in and seems more predictable.
Aero is standard as not sure it would make much difference on road or my local low speed circuit……
Keen to give it a try though as long as it doesn’t make the front any lower, is it easy to adjust?
Thanks for that! the aero adjustments front and rear should take 10mins each to do Aero is standard as not sure it would make much difference on road or my local low speed circuit……
Keen to give it a try though as long as it doesn’t make the front any lower, is it easy to adjust?
I found some funny black plastic bits in the garage the other day just before Christmas, I couldn’t place them so I chucked them away.
I’ve just realized what they were
the aero bits out of the front of my GT4 that I had in 2016. It’s a bit of a load of b
ks if you ask me, I just set the wing to max attack and took the bits out as soon as I bought it and then forgot all about it. I wonder how many second hand ones still have them in? My old one has had about 5 owners since I got rid of it in 2017, I bet nobody has ever noticed. It went back to Sytner OPC and they never said a thing.
I’ve just realized what they were
the aero bits out of the front of my GT4 that I had in 2016. It’s a bit of a load of bks if you ask me, I just set the wing to max attack and took the bits out as soon as I bought it and then forgot all about it. I wonder how many second hand ones still have them in? My old one has had about 5 owners since I got rid of it in 2017, I bet nobody has ever noticed. It went back to Sytner OPC and they never said a thing.I’ve taken out front diffuser ducts and rear wing set to steepest setting since 2019 after running the car in normal configuration for my 1st track season in 2018.
Not sure it’s that significant for DF/neg lift as I don’t have any data to compare from my own laps and my driving has changed a lot so can’t say that I can feel the difference.
I think it has added a little drag, so knocked off a couple MPH on a very long straight at somewhere like Silverstone, but again, probably neutralised by improved driving elsewhere.
Overall, it’s supposed to be a benefit, so why not. Car runs like this 100% of the time.
For ARB, with OEM dampers I preferred front-mid/ rear-hard.
Since moving to the KW Clubsport 3-way… I started on M/H… but for the end of the season reverted back to M/M, which was happier with given the damper setting I’m running. Typical MR setting is M/M (as optimised for the N’Ring).
Will continue to play….
Not sure it’s that significant for DF/neg lift as I don’t have any data to compare from my own laps and my driving has changed a lot so can’t say that I can feel the difference.
I think it has added a little drag, so knocked off a couple MPH on a very long straight at somewhere like Silverstone, but again, probably neutralised by improved driving elsewhere.
Overall, it’s supposed to be a benefit, so why not. Car runs like this 100% of the time.
For ARB, with OEM dampers I preferred front-mid/ rear-hard.
Since moving to the KW Clubsport 3-way… I started on M/H… but for the end of the season reverted back to M/M, which was happier with given the damper setting I’m running. Typical MR setting is M/M (as optimised for the N’Ring).
Will continue to play….
Edited by TDT on Sunday 2nd January 22:57
I removed the front blocks and increased the rear wing attack angle in the first year of my 981GT4 ownership (2015-2016), I noticed the car slowed more noticably when coming off the gas but not applying the brake - as if a little brake had been applied.
I would guess that if the wing had been increased but the blocks not removed the front end would be lighter and turn in affected due to less front end grip when the brakes were released and steering angle applied. I can't imagine this would be noticable on the road though.
Having now fitted rear wing extenders I have reduced the angle of attack as the wing is now far more active. It was noticable at a damp day at Spa that only the last 200mm approx at each end of the wing was getting any air to give downforce due to the clean vs dirty areas. With the wing extenders the whole width gets dirty indicating it is producing more active downforce.
I haven't compared top speeds with the various set-ups as I am not using a V-box or similar.
To be honest I think replacing the standard PASM with the DSC controller was far more effective in reducing pitch and dive - increasing stability throughout the corner.
I would guess that if the wing had been increased but the blocks not removed the front end would be lighter and turn in affected due to less front end grip when the brakes were released and steering angle applied. I can't imagine this would be noticable on the road though.
Having now fitted rear wing extenders I have reduced the angle of attack as the wing is now far more active. It was noticable at a damp day at Spa that only the last 200mm approx at each end of the wing was getting any air to give downforce due to the clean vs dirty areas. With the wing extenders the whole width gets dirty indicating it is producing more active downforce.
I haven't compared top speeds with the various set-ups as I am not using a V-box or similar.
To be honest I think replacing the standard PASM with the DSC controller was far more effective in reducing pitch and dive - increasing stability throughout the corner.
Interesting feedback, thanks !
I guess that your initial adjustment had created more drag and hopefully downforce ... I guess also that if Porsche were to provide any evidence of the "improvement" it would be in a reduced Ring lap time ?
The obvious advantage of raising the wing is in giving a better view out of the rear window ?
I guess that your initial adjustment had created more drag and hopefully downforce ... I guess also that if Porsche were to provide any evidence of the "improvement" it would be in a reduced Ring lap time ?
The obvious advantage of raising the wing is in giving a better view out of the rear window ?
gtsralph said:
Chris,
The adjustment moves the rear of the wing up maybe 5-10mm so presents more wing as seen through the rear view mirror.
The wing risers increase the view out of the rear view mirror by a huge amount, worth it for this alone. Unless you are of the Italian persuasion of course - what's behind me doesn't matter etc The adjustment moves the rear of the wing up maybe 5-10mm so presents more wing as seen through the rear view mirror.
BubblesNW said:
The wing risers increase the view out of the rear view mirror by a huge amount, worth it for this alone. Unless you are of the Italian persuasion of course - what's behind me doesn't matter etc
That's the one thing I dislike-poor rearview through the mirror, On a 991.2 3RS the view is fineGassing Station | Boxster/Cayman | Top of Page | What's New | My Stuff