iRacing 911 GT3 Porsche Motorsport Cup User Manual

iRacing 911 GT3 Porsche Motorsport Cup

Product Information

Specifications

• Chassis: Double-wishbone front, multilink rear suspension
• Length: 4619 mm (181.8 in)
• Width: 2050 mm (80.7 in)
• Wheelbase: 2507 mm (98.7 in)
• Dry Weight: 1250 kg (2755 lbs)
• Wet Weight with Driver: 1496 kg (3300 lbs)
• Power Unit: Naturally-aspirated flat-6
• Displacement: 4.2 Liters (256.3 cid)
• Torque: 375 lb-ft (505 Nm)
• Power: 565 bhp (416 kW)
• RPM Limit: 9500

Product Usage Instructions

Getting Started
Before starting the car, it is recommended to map controls for Brake Bias and Traction Control settings. This will allow you to make quick changes to the brake bias and traction control systems to suit your driving style and track conditions.
To start the car, press the clutch and pull the upshift paddle to put it into gear, then hit the accelerator pedal while releasing the clutch. The Porsche 911 GT3 R (992) does not require manual clutch operation to shift.
Upshifting is recommended when the shift light cluster over the digital display is fully illuminated and all LEDs are blue.

Loading an iRacing Setup
Upon loading into a session, the car will automatically load the iRacing Baseline setup baseline.sto. If you prefer a pre-built setup, go to Garage > iRacing Setups and select the setup you need.
To customize the setup, make changes in the garage and click apply. To save your setup for future use, click Save As and name the changes.
To access your saved setups, click My Setups on the right side of the garage. You can share setups with others by selecting Share.

FAQ

1. Q: Do I need to manually operate the clutch to shift gears?
   A: No, the Porsche 911 GT3 R (992) does not require manual clutch operation to shift in either direction.

2. Q: How do I access and load pre-built setups in iRacing?
   A: You can load pre-built setups by going to Garage > iRacing Setups and selecting the setup that suits your needs.

DEAR iRACING USER,
Congratulations on your purchase of the Porsche 911 GT3 Cup (992) From all of us at iRacing, we appreciate yoursupport and your commitment to our product. We aim to deliver the ultimate sim racing experience, and we hope that you’ll find plenty of excitement with us behind the wheel of your new car!
The following guide explains how to get the most out of your new car, from how to adjust its settings off of the track to what you’ll see inside of the cockpit while driving. We hope that you’ll find it useful in getting up to speed.
Thanks again for your purchase, and we’ll see you on the track!

PORSCHE 911 GT3 CUP (992) | TECH SPECS

LENGTH
4619 mm
181.8 in

WIDTH
2050 mm
80.7 in

WHEEL BASE
2507 mm
98.7 in

DRY WEIGHT
1250 kg
2755 lbs

WET WEIGHT
WITH DRIVER
1496 kg
3300 lbs

DISPLACEMENT
4.2 Liters
256.3 cid

TORQUE
375 lb-ft
505 Nm

POWER
565 bhp
416 kW

RPM LIMIT
9500

INTRODUCTION

The information found in this guide is intended to provide a deeper understanding of the chassis setup adjustments available in the garage, so that you may use the garage to tune the chassis setup to your preference.
Before diving into chassis adjustments, though, it is best to become familiar with the car and track. To that end, we have provided baseline setups for each track commonly raced by these cars. To access the baseline setups, simply open the Garage, click iRacing Setups, and select the appropriate setup for your track of choice. If you are driving a track for which a dedicated baseline setup is not included, you may select a setup for a similar track to use as your baseline. After you have selected an appropriate setup, get on track  and focus on making smooth and consistent laps, identifying the proper racing line and experiencing tire wear and handling trends over a number of laps.
Once you are confident that you are nearing your driving potential with the included baseline setups, read on to begin tuning the car to your handling preferences.

GETTING STARTED

Before starting the car, it is recommended to map controls for Brake Bias and Traction Control settings. While this is not mandatory, this will allow you to make quick changes to the brake bias and traction control systems to suit your driving style and track conditions while out on track.
Once you load into the car, getting started is as easy as pressing the clutch and pulling the “upshift” paddle to put it into gear, and hitting the accelerator pedal while releasing the clutch. The Porsche 911 GT3 R (992) does not require manual clutch operation to shift in either direction.
Upshifting is recommended when the shift light cluster over the digital display is fully illuminated and all LEDs are blue.

LOADING AN iRACING SETUP

Upon loading into a session, the car will automatically load the iRacing Baseline setup “baseline.sto”. If you would prefer one of iRacing’s pre-built setups that suit various conditions, you may load it by clicking Garage > iRacing Setups > and then selecting the setup to suit your needs.
If you would like to customize the setup, simply make the changes in the garage that you would like to update and click apply. If you would like to save your setup for future use click “Save As” on the right to name and save the changes. To access all of your personally saved setups, click “My Setups” on the right side of the garage.
If you would like to share a setup with another driver or everyone in a session, you can select “Share” on the right side of the garage to do so.
If a driver is trying to share a setup with you, you will find it under “Shared Setups” on the right side of the garage as well.

DASH CONFIGURATION

RACE 1

Left Side|
---|---
DIM| Inoperable
ATH| Inoperable
MUL| Inoperable
Oil Temp| Engine Oil Temperature in °F or °C
Oil Pressure| Engine Oil system pressure in Pounds-per-square-Inch or Bar
Water Temp| Engine cooling water temperature in °F or °C
Water Pressure| Engine cooling system pressure in Pounds-per-square-Inch or Bar
Center|
---|---
Speed| Vehicle speed (km/h or mph)
Gear Indicator| Currently selected gear
Tyre Press| Current tire pressures in Pounds-per-square-inch or Kilopascals
Right Side|
---|---
Lap| Current lap number
Laptime| Previously completed lap time
Time Diff| Time difference between the current lap and the session best lap
Pred. Time| Predicted lap time for the current lap
Brake Bias| Current Brake Bias setting, displayed as an offset from 50%. For example, if the brake bias is set to 54% this will display 4.00, while a 48% brake bias will display -2.00. When changing the Brake Bias, a graphical bar will appear on the right side of the display giving an indication of how far forward or rearward the Bias is currently set.

RACE 2

The Race 2 page is the same as the Race 1 page, however the data group on the left side has changed to display fuel system information.

Top Row|
---|---
Fuel Used| Amount of fuel used since leaving pit road, in US gallons or liters
Fuel p. Lap| Amount of fuel used during the previous lap, in US gallons or liters
Fuel Press| Current fuel system pressure in psi or bar
Fuel Level| Current amount of fuel in the fuel tank, in US gallons or liters

QUALI

The Qualifying page removes most of the data from the screen, replacing it with laptime and split information.

Top Row|
---|---
Lap Time| The engine and fuel information is replaced with a laptime display showing the previously completed lap time
Time Diff| The laptime information cluster is replaced with a split time display and a graphical split bar to show how the current lap relates to the fastest lap of the session

PIT LIMITER

When the pit limiter is active the data displays in the center will be replaced by a large box featuring the selected gear in the center and the vehicle speed on the right. If the speed is at or under the pit road speed limit the box will be green and if the speed is above the pit road speed limit the box will be red. Since vehicle speed is shown in the center area, the box at the top of the display that normally shows speed is replaced by Engine RPM.

WHEEL LOCK INDICATORS

Should one of the wheels begin locking under heavy braking, status lights on the sides of the display will illuminate to signal which wheel is locking. The front wheels are represented by magenta LEDs and the rear wheels are represented by yellow LEDs.

ADVANCED SETUP OPTIONS
This section is aimed toward more advanced users who want to dive deeper into the different aspects of the vehicle’s setup. Making adjustments to the following parameters is not required and can lead to significant changes in the way a vehicle handles. It is recommended that any adjustments are made in an incremental fashion and only singular variables are adjusted before testing changes.

TIRES & AERO

TIRE DATA

TIRE TYPE
Selects which type of tire is installed on the car when loaded into the world. Dry, or slick, tires are used for dry racing conditions while Wet tires are intended for raining and wet track conditions.

COLD PRESSURE / STARTING PRESSURE
The air pressure in the tires when the car is loaded into the world. Lower pressures will provide more grip but will produce more rolling drag and build temperature faster. Higher pressures will feel slightly more responsive and produce less rolling drag, but will result in less grip. Generally, higher pressures are preferred at tracks where speeds are higher while lower pressures work better at slower tracks where mechanical grip is important.

LAST HOT PRESSURE
When the car returns to the garage after an on-track stint, the tire pressure will be displayed as Hot Pressure. The difference between cold and hot pressure is a good way to see how tires are being loaded and worked while on track. Tires seeing more work will build more pressure, and paying attention to which tires are building more pressure and adjusting cold pressure to compensate can be crucial for optimizing tire performance.

TIRE TEMPERATURES
The tire carcass temperatures (measured within the tread) are displayed after the car returns from the track. These temperatures are an effective way to determine how much work or load a given tire is experiencing while on track. Differences between the inner and outer temperatures can be used to tune individual wheel alignment and the center temperatures can be compared to the outer temperatures to help tune tire pressure.

TREAD REMAINING
The amount of tread on the tire, displayed as a percentage of a new tire, is shown below the tire temperatures. These values are good for determining how far a set of tires can go before needing to be replaced, but don’t necessarily indicate an under- or over-worked tire in the same way temperatures will.

CHASSIS

FRONT

ARB SETTING
The Anti-Roll Bar stiffness can be tuned using the front ARB Setting in the garage. Seven settings are available, with 1 being the softest setting, 6 being the stiffest, and setting 7 being slightly softer than setting 6 due to how the ARB is installed. Stiffer settings will induce understeer and increase stability in high-speed cornering while softer settings will reduce understeer.

TOE-IN
Toe is the angle of the wheel, when viewed from above, relative to the centerline of the chassis. Toe-in is when the front of the wheel is closer to the centerline than the rear of the wheel, and Toe-out is the opposite. On the front end, adding toe-out will increase slip in the inside tire and decrease straight-line stability while adding toe-in will reduce the slip and increase straight-line stability.

FUEL LEVEL
The amount of fuel in the fuel tank when the car is loaded into the world.

CROSS WEIGHT
The percentage of total vehicle weight in the garage acting across the right front and left rear corners. A setting of 50.0% is generally optimal for non- oval tracks as this will produce symmetrical handling in both left and right hand corners providing all other chassis settings are symmetrical. Higher than 50% cross weight will result in more understeer in left hand corners and increased oversteer in right hand corners. Cross weight can be adjusted by making changes to the spring perch offsets at each corner of the car.

FRONT WEIGHT
The vehicle’s Front Weight value is the percentage of total vehicle weight on the front tires. This represents a rough approximation of the longitudinal Center of Gravity location in the vehicle and has a direct influence on the high-speed stability of the vehicle and low-speed handling balance. Higher Nose Weight values result in
a more directionally-stable vehicle, good for low-grip tracks and situations where the vehicle is set up with extra front downforce. Conversely, lower distribution values are good for high-grip tracks and configurations with high rear downforce levels. This is not directly adjustable, but will change with varying fuel loads.

BRAKES / IN-CAR DIALS

DISPLAY PAGE
Currently displayed in-car dashboard page. 4 display options are present with 2 options intended for race situations of day and night and 2 for qualifying. The race options are identical in terms of displayed information but with differing background colour while the qualifying options are similar in style but display different information.

BRAKE PRESSURE BIAS
Brake Bias is the percentage of braking force that is being sent to the front brakes. Values above 50% result in greater pressure in the front brake line relative to the rear brake line which will shift the brake balance forwards increasing the tendency to lock up the front tyres but potentially increasing overall stability in braking zones. This should be tuned for both driver preference and track conditions to get the optimum braking performance for a given situation.

FRONT CORNERS

CORNER WEIGHT
The weight underneath each tire under static conditions in the garage. Correct weight arrangement around the car is crucial for optimizing a car for a given track and conditions. Individual wheel weight adjustments and crossweight adjustments are made via the spring perch offset adjustments at each corner.

RIDE HEIGHT
Distance from the ground to a point on the bottom of the chassis project to the front wheel axis. Since these values are measured to a specific reference point on the car these values may not necessarily reflect the vehicle’s ground clearance, but instead provide a reliable value for the height of the car off of the race track under static conditions. Adjusting Ride Heights is key for optimum performance, as they can directly influence the vehicle’s aerodynamic performance as well as mechanical grip. Increasing front ride height will decrease front downforce as well as decrease overall downforce, but will allow for more weight transfer across the front axle when cornering. Conversely, reducing ride height will increase front and overall downforce, but reduce the weight transfer across the front axle.

SPRING PERCH OFFSET
Used to adjust the ride height at the front corners of the car by changing the installed position of the spring. Increasing the spring perch offset will result in lowering the corner of the car while reducing the spring perch offset will raise the corner of the car. These changes should be kept symmetrical across the axle (left to right) to ensure the same corner ride heights and no change in cross weight. The spring perch offsets can also be used in diagonal pairs (LF to RR and RF to LR) to change the static cross weight in the car.

CAMBER
Camber is the vertical angle of the wheel relative to the center of the chassis. Negative camber is when the top of the wheel is closer to the chassis centerline than the bottom of the wheel, positive camber is when the top of the tire is farther out than the bottom. Due to suspension geometry and corner loads, negative camber is desired on all four wheels. Higher negative camber values will increase the cornering force generated by the tire, but will reduce the amount of longitudinal grip the tire will have under braking. Excessive camber values can produce very high cornering forces but will also significantly reduce tire life, so it is important to find a balance between life and performance. Increasing front camber values will typically result in increased front axle grip during mid to high speed cornering but will result in a loss of braking performance and necessitate a rearward shift in brake bias to compensate.

REAR CORNERS

CORNER WEIGHT
The weight underneath each tire under static conditions in the garage. Correct weight arrangement around the car is crucial for optimizing a car for a given track and conditions. Individual wheel weight adjustments and crossweight adjustments are made via the spring perch offset adjustments at each corner.

RIDE HEIGHT
Distance from ground to a a point on the bottom of the chassis projected to the rear wheel axis. Increasing rear ride height will decrease rear downforce as well as reduce overall downforce, while increasing drag, but will allow for more weight transfer across the rear axle when cornering. Conversely, reducing ride height will increase rear downforce percentage and overall downforce while reducing aerodynamic drag and weight transfer across the rear axle. Rear ride height is a critical tuning component for both mechanical and aerodynamic balance considerations and static rear ride heights should be considered and matched to the chosen rear corner springs for optimal performance.

SPRING PERCH OFFSET
Used to adjust the ride height at the rear corners of the car by changing the installed position of the spring. Increasing the spring perch offset will result in lowering the corner of the car while reducing the spring perch offset will raise the corner of the car. These changes should be kept symmetrical across the axle (left to right) to ensure the same corner ride heights and no change in cross weight. The spring perch offsets can also be used in diagonal pairs (LF to RR and RF to LR) to change the static cross weight in the car.

CAMBER
As with the front of the car it is desirable to run significant amounts of negative camber in order to increase the lateral grip capability; however, it is typical to run slightly reduced rear camber relative to the front. This is primarily for two reasons, firstly, the rear tires are wider compared to the fronts and secondly the rear tires must also perform the duty of driving the car forwards where benefits of camber to lateral grip become a tradeoff against reduced longitudinal (traction) performance.

TOE-IN
Toe is the angle of the wheel, when viewed from above, relative to the centerline of the chassis. Toe-in is when the front of the wheel is closer to the centerline than the rear of the wheel, and Toe-out is the opposite. At the rear of the car it is typical to run toe-in. Increases in toe-in will result in improved straight line stability and a reduction in response during direction changes. Large values of toe-in should be avoided if possible as this will increase rolling drag and reduce straight line speeds. When making rear toe changes remember that the values are for each individual wheel as opposed to paired as at the front. This means that individual values on the rear wheels are twice as powerful as the combined adjustment at the front of the car when the rear toes are summed together. Generally, it is advised to keep the left and right toe values equal to prevent crabbing or asymmetric handling behavior; however, heavily asymmetric tracks such as Lime Rock Park may see a benefit in performance from running asymmetric configurations of rear toe and other setup parameters.

REAR

ARB SETTINGS
The Anti-Roll Bar stiffness can be tuned using the rear ARB Setting in the garage. Seven settings are available, with 1 being the softest setting, 6 being the stiffest, and setting 7 being slightly softer than setting 6 due to how the ARB is installed. Stiffer settings will induce oversteer and reduce stability in high-speed cornering while softer settings will reduce oversteer.

WING SETTING
The wing setting refers to the relative angle of attack of the rear wing, this is an aerodynamic device which has a significant impact upon the total downforce (and drag!) produced by the car as well as shifting the aerodynamic balance of the car rearwards with increasing angle. Increasing the rear wing angle results in more total cornering grip capability in medium to high speed corners but will also result in a reduction of straight line speed. Rear wing angle should be adjusted in conjunction with front and rear ride heights, specifically the difference between front and rear ride heights known as ‘rake’. To retain the same overall aerodynamic balance it is necessary to increase the rake of the car when increasing the rear wing angle.

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