The standard Porsche chassis is factory tuned to provide a reasonable compromise between ride quality and performance whilst behaving predictably under all road & driving conditions but naturally those compromises will place a finite limit to the cornering speeds that the car is able to achieve from the available “grip” that it can harness from the tyre to road interface. In simple terms going faster in relation to chassis dynamics is the process of finding more tyre grip to increase potential cornering speeds but in pure engineering terms there is no such thing as grip. Instead we talk about the forces acting on the chassis, the most commonly used measure of those forces is the comparison of the average accelerative force around a corner to gravitational acceleration (g). To put this into perspective a factory 997GT3RS would run an average of ~1.0g whist cornering at the limit - which is a force equal to the total weight of the car acting through the tyres. That’s a lot of force!
Although it is a subjective term, a good handling car has a predictable response to steering inputs up to and beyond the maximum cornering speeds and is the result of precise and careful engineering. In practise good handling is much more important than the outright maximum g because it gives the average driver more confidence to push the car to its limit, therefore it is imperative that any changes made to the chassis maintain or improve the natural handling traits of the car, otherwise the car will become difficult to drive.
Sadly all too often we work on modified cars with run excessively firm or harsh suspension where the owner is convinced that it is much faster because it is does not roll and is nervous & twitchy at the limits whereas the reality is that a high price has been paid for a nominal increase in peak (not average) cornering g. Contrary to popular opinion Ninemeister understand that high cornering g and good handling are not mutually exclusive requirements for a fast chassis, it just takes significantly more thought, effort and careful engineering to achieve the right answers.
At the highest level of international motorsport teams spend significant testing and development budgets looking for additional cornering speeds; they know what the benefit to lap time will be from increasing average g of their by just 0.05 over the competition. With the help of our engineering associates Ninemeister have the facilities to provide complete race suspension solutions through the process of evaluation, kinematic force analysis, redesign, manufacture, set up and retesting. If you are interested in this facility please contact Colin for further details.
For the rest of us the answers are more grounded but the same principles apply as Ninemeister provide the complete suspension set up service and engineer chassis upgrade solutions from our range of carefully selected components:
Four wheel alignment on Hunter DSP600 alignment centre
Corner weight adjustment using Intercomp wireless system
KW Motorsport Variant 1, Variant 3 & Clubsport spring & damper packages
Bilstein HD, PSS9, PSS10 & Motorsport spring & damper packages
9m suspension bushes, links, Anti-roll bars, top Mounts