It’s nine in the morning. A typical Tuesday like any other. Or a Wednesday. Rolling green hills all around. The sun comes out. An idyllic Swabian scene.
The peace is shattered by a test car. It streaks across the Weissach test track. It drives through the northern corner, then the Can-Am-Nord section and then the Bott chicane. The Alter Hof ascent? Leaves it be on the left. In second gear, it negotiates the crest of Flacht. At high speed down onto the long straight – the hallowed halls of the Motorsport department sweep by in the side window. And back it goes once again to the northern corner. And again. And again. And so it continues month after month. That’s fine-tuning.
What might sound like racing dedication is actually, and above all, a question of philosophy. Not so much that of Plato, Hegel and Kant, but rather the philosophy of fine-tuning and, more specifically, the chassis of the new 911 GT3. And that, too, is a complex business.
Indeed, our engineers in Flacht work to the same parameters as in motorsport. At
School of thought until 10 years ago: the suspension had better be rock hard. As a result, springs, anti-roll bars and shock absorbers were configured accordingly. But hard doesn’t always mean best performance. When the surface isn’t quite as flat as a Swabian pancake, for instance, not all four wheels will have grip at all times. And that means less traction, less lateral acceleration and less braking power.
For a further improvement to driving dynamics, the new 911 GT3 benefits from a new chassis setup.
The results: excellent pitch, roll and directional stability and extraordinary steering precision. Long-distance comfort wasn’t ignored either. To achieve all that, we think putting in a few thousand extra laps is worth the while.
Toe angle, camber and anti-roll bars can also be adjusted individually for racetrack use.