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Technical Manual
Model 2012
Preface
This technical information will give you the possibility to reference data, adjustment values and working procedures and make the maintenance and repair work on the vehicle easier.
We wish you every success with your GT3 R
Dr. Ing. h.c. F. Porsche
Aktiengesellschaft
Vertrieb Sonder- und Rennfahrzeuge
Race car 911 GT3 R Model 2012
This car is specifically designed for participation in racing competitions.
For obvious reasons, measurements referring to bodywork dimensions of the production cars cannot be used as reference.
Porsche accepts no guarantee that the vehicle conforms to the regulations.
The car can not be registered for road use and does not comply with
German road traffic regulations.
Illustrations, descriptions and schematic drawings serve exclusively as presentation for the text. Porsche Motorsport accepts no liability for the completeness and conformity of the contents of this brochure with respect to the legality of the current regulations.
Contents
1. CONTACTS 4
2.
GENERAL TECHNICAL DATA
5
3.
ENGINE
Engine power and torque curves
Engine component tightening torques
6
4.
FUEL AND EXHAUST SYSTEM
5. GEARBOX 44
Connection scheme gearbox heat exchanger
36
1
Gearbox component tightening torques
6. SUSPENSION 64
Sachs damper service information
7. WHEELS 100
8.
BRAKE SYSTEM
Brake force distribution (brake balance)
Tightening torques brake system
9. CHASSIS 111
102
10. ELECTRIC 118
2
11. CAR MAINTENANCE
After approx. 200 km and/or first test
After every race weekend (sprint)
After 3 - 4 race weekends (sprint)
148
3
1. Contacts
Technical Support
Sport parts sales
Mr. Marcus Stolzenthaler
Mr Rainer Sauter
Mr Steffen Höllwarth
Mr Friedrich Weseler
Mr Karlheinz Kienle
Mr Christian Müller
0711 911 82498
0170 911 2996
0711 911 84994
0170 911 3436
0711 911 89922
0170 911 3989
Fax: 0711 911 89535
0711 911 89854
0711 911 82923
0711 911 89175
Fax: 0711 911 82808
4
2. General technical data
Engine type
Gearbox type
Numbers of gears
2.1. Dimensions
Length (w/o spoiler edge)
Width across front axle
Width across rear axle
2.2. Weight
Dry weight
M 97/79
G 97/72 sequential 6
[mm]
[mm]
[mm] see homologation papers see homologation papers see homologation papers
[kg] see homologation papers
5
3. Engine
3.1. Engine technical data
Engine type
M97/79
Design
Cylinders
Bore
Stroke
Six-cylinder boxer
6
[mm] 102.7
[mm] 80.4
Cubic capacity
[cm³] 3996
Compression ratio
approx. 14.5
Maximum revs
[rpm] 9,400
Inlet valve diameter [mm] 41
Inlet valve lift
Point of maximum inlet valve lift
Exhaust valve diameter
[mm] 14
[mm] 35.5
Exhaust valve lift
Point of maximum exhaust valve lift
[mm] 13.5
Cooling media
Lubrication
Dry sump lubrication
Oil-water heat-exchanger
3.2. Fuel specs
98 ROZ
6
3.3. Engine power and torque curves
7
3.4. Engine lubrication
The 911 GT3 R is equipped with a dry sump lubrication system. The oil tank is mounted to the engine.
The engine oil is cooled by an oil-water heat-exchanger mounted on the engine.
3.4.1. Engine oil
Mobil 1 0W - 40
Mobil 1 5W - 40
8
3.4.2. Engine oil system
1 – Oil tank
2 – Pressure pump
3 – Safety valve
4 – Oil filter
9 – Piston cooling
10 – Timing chain tensioner
11 – Camshaft
12 – Camshaft housing scavenge pump
5 – Pressure sensor
6 – Oil-water heat-exchanger
13 – Crankcase scavenge pump
7 – Pressure relief valve
8 – Crankshaft
9
3.4.3. Checking the oil level
The engine oil temperature must be over 80°C and the engine running at idle speed (approx 2,200 rpm) to measure the oil level correctly. The oil level must be between the two marks on the dip-stick. The distance between the two marks corresponds to 1 litre of engine oil.
An excessively high oil level can lead to oil entering the induction tract.
If engine oil is added it should be noted that this oil only flows slowly into the oil tank through the dip-stick guide sleeve. Therefore the oil level should only be measured again after waiting for a few minutes.
The engine oil level must be checked regularly and corrected when necessary especially when the engine is new. Oil pressure signal drop outs in the MoTeC data logging are a clear indication for low oil level. Therefore the oil pressure must be carefully and regularly monitored. (e.g. with MoTeC). NOTE: THE OIL PRESSURE
IS MEASURED AS ABSOLUTE PRESSURE. That means at the engine speed 0 the oil pressure equals the ambient pressure.
3.4.4. Filling capacities
New engine:
With oil filter change:
Without oil-filter change
11.0 l
8.3 l
8.1 l
10
3.4.5. Digital oil level display
An optional oil level display is available (997.641.139.9A):
The car wiring loom is already prepared for use of this display. The connector for the display is located in the area of the rear side-window on right-hand side of the car.
The values indicated in percent on the display correspond to the following information in liters:
10% -> 0.2 liters
As a result, a value of 50 % means that 1 liter must be added to the oil tank in order to achieve 100 % on the display.
11
3.5. Engine cooling system
The GT3 R cooling system is a standard cooling system optimised for use in a race car.
3.5.1. Scheme drawing
12
3.5.2. Thermostat
The stock GT3 R is not equipped with a thermostat. As an option a thermostat is available for cooler driving conditions (see parts catalog).
When competing under warmer conditions the car should be driven without the thermostat in order to reduce the temperature level of the cooling system.
with thermostat
return supply
without thermostat
return supply
The thermostat starts to open at 71 degrees celcius. It is fully opened at
85 degrees celcius.
13
3.5.3. Cooling fluid
3.5.3.1. Capacity
The coolant remains fluid to temperatures of -30°C in delivery specification.
For all race events Porsche Motorsport recommends that the factory filled engine coolant is replaced by 24.3 litres of water and 2 litres of anticorrosion additive (part number. 997.106.907.90), which protects the water galleries and other cooling system parts from corrosion, reduces cavitation, lubricates the water pump and increases the boiling point of the cooling water. This mixture offers no anti freeze protection.
Approx 26.3 litres
14
3.5.4. Filling the cooling system
A quick-release coupling is integrated in the area of the expansion tank.
The water system can be filled and bled quickly and safely via this coupling – after an engine change for example.
Quick-release coupling
Attention: When the water system has reached its operating temperature, the expansion tank cap should under no circumstances be opened and the pressure released. Since the operating temperature has already been achieved the water pressure cannot be built up again. This system pressure is necessary to increase the coolant boiling point.
15
A valve in the expansion tank allows the exhaust of steam at a pressure of
1.4 bars, and the release of water at a pressure of 1.8 – 2.0 bars. Air is drawn through the valve as the cooling system cools down.
The bleed valve in the standard production car improves the initial reaction from the heating system; the valve remains open in the race car system allowing the system to be bled continuously.
A special filling system available from Sobek should be used to fill the water system. The filling system consists of an electric pump that pumps water from a tank into the system.
Sobek Motorsporttechnik GmbH & Co.
KG
Industriestraße 8
D – 68542 Heddesheim
Tel:
Fax:
+49 (0) 6203 404 3900
+49 (0) 6203 404 3918 www.sobek-motorsporttechnik.eu
16
Filling the system should be carried out as follows:
Disconnect the quick release fittings in the engine bay and connect the corresponding fittings with those of the filling system.
Scavenge Pressure
Switch on the pump. The system will be filled.
The device must run for ten minutes to guarantee that the system is correctly filled and bled
Disconnect both water replenishing device connectors and reconnect the engine’s quick release coupling to form a closed system again.
Warm-up the engine (80°C) and, if required, fill the reservoir to the maximum level with the filling device attached (to fill the reservoir, connect only the pressure side of the oil replenishing device and increase the fluid level indicator to the
MAX mark).
The expansion tank cap must be closed throughout the entire procedure
17
3.5.4.1. Filling the cooling system with engine at normal operating temperature:
A special filling system to fill the engine water system when the engine is at normal operating temperature is also available from Sobek. This appliance consists of a fluid reservoir with a coupling. The reservoir is charged with a pressure of 2.5 – 3.0 bars.
The system filling procedure should be carried out as follows:
Disconnect the quick release fitting in the engine bay and connect the filling system coupling to the corresponding end of the quickrelease fitting.
The system is filled via the expansion tank.
3.5.4.2. Heating of the filled cooling system
For the heating of an already filled system Sobek offer an extern heating unit.
18
3.6. Induction system
Vacuum actuator
Reso 1 (su)
Vacuum actuator
Reso 2 (su2)
3.6.1. Under pressure routing
4 stage resonance induction system
Activated by vacuum actuator resonance valve
19
3.7. Throttle butterfly
Electronically actuated single throttle butterfly
Redundant system (two potis)
For information on the EGAS system refer to 10.9
3.7.1. Throttle butterfly setting
There is no mechanical connection between the throttle butterfly and the throttle pedal. The signal of the pedal is transferred to the throttle butterfly via an electro motor.
An adjustment of the throttle butterfly is not necessary. After turning on ignition the throttle butterfly opens and closes automatically in order to determine its setting.
20
3.8. Working on the engine
3.8.1. Connecting-rod bolt mounting instructions
Thoroughly clean the mating faces, bolt threads and the tapped bores with cleaning grade petrol and nylon brush
Smear PLB 07 (997.103.803.8A) grease on the bolt threads and mating faces
Tightening procedure:
Tighten both bolts to 25 Nm
Loosen one bolt and fit the bolt strain gauge
Tighten to the required elongation: + 0.160 – 0.005 mm
With a torque wrench check to see if a minimum torque of 55 –
90 Nm was achieved
Loosen the second bolt and follow the above mentioned sequence
The bolts can be used three times if the above mentioned tightening procedure is adhered to.
The connecting rods have a coated surface. Care must be taken that no visible damage occurs to the connecting rod surface when dismantling and assembling the engine.
DO NOT polish the connecting rods.
21
3.8.2. Mounting the cylinder head
The following procedure should be adhered to when mounting the cylinder head:
1. Lightly oil the threads and mating faces
2. Tighten the bolts initially to 30 Nm in the following sequence, and then wait 15 minutes
3. Completely loosen the bolts in the reverse sequence
4. Initially tighten the bolts to 20 Nm, before finally tightening to
120° torque angle
3.8.3. Set valve timing
3.8.3.1. Special tools
Porsche Motorsport recommends use of the following special tools to adjust and set the valve timing of the 911 GT3 Cup
Base plate cylinder 1: 996.721.549.90
Base plate cylinder 2:
Guide element intake:
Guide element exhaust:
996.721.550.90
996.721.551.9A
996.721.551.93
Degree wheel crankshaft:
Chain tensioner:
Setting jig TDC:
Retaining key timing chain sprocket:
996.450.131.00
000.721.940.10
996.721.511.91
996.721.513.90
22
3.8.4. Valve clearance
The valve clearance is measured between the cam follower and the cam lobe heel when the engine is cold.
Inlet valve clearance [mm] 0.22 – 0.25
Exhaust valve clearance [mm] 0.22 – 0.25
3.8.5. Valve spring adjustment
The valve springs are set based on spring travel. The setting is the same for inlet and exhaust valves.
The following procedure must be adhered to:
1. Compress the complete spring assembly (outer and inner spring and upper and lower valve spring seats) till coil-bound with a spring balance, before reducing the stack height slightly (0.7 –
1.0 mm)
2. Record the spring stack height (seat to upper edge of spring seat)
3. Add the valve-lift to the measurement resulting from the procedure described above. The resulting value is the fitted spring stack height
4. Fit the valve and upper spring seat to the cylinder head, close the valve by pulling the spring platform
5. Measure the distance between the upper edge of the spring seat and the valve spring seat
6. Compensate for the difference between the calculated measurement and fitted-spring-length with shims during assembly
23
3.8.6. Removing and fitting the crankshaft seal – pulley-side
3.8.6.1. Special tools
Porsche Motorsport recommends use of the following special tools to remove and fit the pulley-side crankshaft seal:
Retaining key pulley:
Adapter retaining key pulley:
Press tool crankshaft seal:
000.721.973.20
000.721.973.21
000.721.216.40
Spacer for press tool:
Protective cap crankshaft:
000.721.979.71
000.721.979.70
3.8.6.2. Removal
1. Remove the pulley from the crankshaft using the special tool
000.721.973.20 with the retaining key extension 000.721.873.20
2. Check the locating dowel on the pulley for damage and replace if necessary
3. Centre-punch the steel ring in two points offset from one another by
180°
24
4. Drill two holes (Ø 2 mm) at the centre punched points
5. Screw the threaded-end of a commercially available slide hammer -1- into the drilled holes. Carefully remove the seal -2- by swapping the slide hammer alternatively between the drilled holes
6. Make a drill jig according to the following sketch (paper our thick card). All dimensions in millimetre
25
3.8.6.3. Installation
7. Slide the drill jig up to the seal on the crankshaft flange and position correctly
8. Coat the drill bit (Ø 2 mm) with extremely viscous grease
9. Drill at the specified points
10. Screw the pointed end of a commercially available slide hammer alternatively into the two holes and pull-out the seal.
11. Remove swarf
12. Thoroughly clean the flange with a cleaning solvent or acetone
1. Fit the press tool 000.721.216.40 with spacer 000.721.979.71
2. Always fit the crankshaft seal dry, DO NOT use grease
3. Push the protective cap 000.721.979.70 onto the crankshaft
26
4. Push the new crankshaft seal -1- onto the crankshaft flange (mounting position: steel disc to pulley)
5. Push the press tool (see 1) onto the crankshaft flange and fit the hexagon-head bolt -3- (17 mm AF)
6. Tighten the hexagon-head nut -4- till the spacer -2- touches the crankshaft flange
7. Leave the tool fitted for approximately two minutes so that the seal seats correctly
8. Loosen the hexagon-head bolt -4-, remove the hexagon-head bolt and tool
9. Remove the protective cap
27
3.8.7. Removing and fitting the crankshaft seal – crankshaft side
3.8.7.1. Special tools
Porsche Motorsport recommends use of the following special tools to remove and fit the flywheel side crankshaft seal:
Pressure pad:
Seal extractor jig:
000.721.912.60
000.721.971.90
3.8.7.2. Removal
1. Drill two holes (Ø 2,5 mm), 180° opposed from one another, into the metal ring of the crankshaft seal. Never lever out the seal!
2. Screw the threaded end of a commercially available slide-hammer alternatively into the holes and extract the metal ring evenly.
28
3. After extracting the metal ring the actual seal remains in the crankcase. Under no circumstances whatsoever must this be levered out.
4. Carefully remove the drill swarf
5. Carefully drill two further 2.0 mm holes (arrows) as close as possible to the corners (metal body) of the seal.
6. A thrust ring is fitted behind the crankshaft seal which should prevent the possibility of the seal being fitted inclined. Aluminium swarf which may appear during drilling should be carefully removed.
7. Remove the seal, there are two procedures for this a.) Screw the threaded end of the slide hammer alternatively into the bores and extract the seal evenly. b.) Screw in two self-tapping screws and extract evenly with the claw fitting of a slide hammer
8. Carefully remove the swarf and oil residue from the crankshaft bore
29
3.8.7.3. Fitting
If visible carefully remove small edges or burrs from the crankshaft flange chamfer with an oil stone, afterwards carefully clean the crankshaft journal and the crankcase bore (use cleaning solvent or acetone with a clean, lintfree cloth).
The crankshaft flange sealing face must not, under any circumstances, be treated with emery cloth, polish compounds or wire brushes. Remove corrosion on the crankshaft flange with a special metal polish wad.
Afterwards carefully clean the crankshaft flange with acetone or cleaning solvent.
1. Fasten the insertion-jig base plate 000.721.971.90 hand tight and evenly to the crankshaft flange using the hexagon-head bolt
The crankshaft seal should always be fitted dry
Do not touch the micro sealing lip
The steel ring must face towards the technician during assembly
30
2. Fit the insertion-jig magnetic cone to the base plate, fit the crankshaft seal to the cone and carefully push it onto the base plate
3. Fit the seal dry
4. Remove the magnetic cone and using the pressure piece
000.721.912.60 push the crankshaft seal in a coplanar position.
5. Fasten the insertion jig mounting dome 000.721.971.90 to the base plate, for this purpose tighten the mounting dome hexagon-head bolt by hand
31
6. Push the crankshaft seal onto the crankshaft flange by rotating the insertion nut clockwise till the mounting dome butts completely on the crankshaft flange mounting surface.
7. Leave the assembly tools for one or two minutes in the final position, the seal and sealing lip position themselves as a result.
8. Loosen the inserting nut and remove the hexagon-head bolt of the inserting jig, remove the jig and unscrew the base plate
9. Check the fitted position of the seal, for this purpose measure the distance at four points from the crankshaft flange to the level surface of the steel ring (arrow).
32
Measurement depth is approximately 5 mm
Maximum permissible misalignment is 0.5 mm
10. If the comparable values exceed the maximum difference use the insertion jig again to press home
33
3.9. Engine component tightening torques
Component
Crankshaft and crankcase
Connecting rod
V-belt pulley to crankshaft
Plug screw for pressure release valve
Oil drain bolt, crankcase
Water drain bolt, cylinders
Bolt dimensions
M10 x 1.25
M14 x 1.5
M18 x 1.5
M20 x 1.5
M10 x 1
Cylinder head
Cylinder head bolt
Camshaft housing
Anti-knock sensor
M10
M8
Spark plugs M12 x 1.25
Spark plugs should only be tightened a maximum of five times
Camshaft wheel on camshaft
Timing chain case to crankcase
Valve cover to camshaft housing
Timing chain-case cover
Ancillary components
Drain bolt oil tank
M12 x 1.5
M8
M6
M6
M20 x 1,5
Tightening torque
[Nm]
170
50
70
10
23
20
30 + 90°
23
9.7
13
60
34
3.10. Engine mileage
The engine in the 2012 911 GT3 R is designed to rev to a maximum of
9,400 rpm, in this case the rebuild interval is
35 hours
35
4. Fuel and exhaust system
4.1. Fuel system
Pressure regulator
Fuel filter
Engine supply
Safety valve
Preliminary filter vane pumps
Main pump
Reserve pump
Returnless fuel system
FT3 safety fuel cell
Fuel cell volume: 100 l
Integrated 6,3 l catch tank
4 intank pumps
Vane type main and reserve pump
Tank vent
36
4.2. Fuel cell
Attention: The fuel tank volume must be measured and adjusted before the first competition to ensure that the capacity does not exceed that stated by the relevant regulations.
Both the main and reserve fuel pumps are of the electrical vane type.
The fuel filter is located in the front luggage compartment and should be replaced after approximately every 24 hours of use. There is a preliminary filter before both the main and reserve vane pumps. This filter should be cleaned after every race. The fuel system can be drained from the quick release coupling mounted on the left hand side of the engine bay.
37
4.2.1. Catchtank
Level sensor
Attention: The fuel pumps should not be activated under any circumstances if tank-engine quick release couplings are disconnected. Fuel pressure peaks in the system can cause leakage, and in the worst case the system pressure can exceed the burst pressure of the fuel filter.
Scavenge main pump
Main pump scavenge pipe
Reserve pump scavenge pipe
The catch tank allows customized adjustment of the reserve volume. The height of the scavenge point can be changed by adjusting the scavenge pipe length. The standard scavenge pipe length for the main pump is set for a reserve volume of 2.6 liters.
38
4.2.2. Pressure regulator
The 911 GT3 R is equipped with a returnless fuel system. Due to this design fluctuation in fuel pressure is possible. The average fuel pressure over one complete lap should not be lower than
4.8 bar
39
4.2.3. Fuel
98 ROZ
DO NOT drill holes in the area of the fuel cell.
DO NOT use sharp objects when removing the fuel cell from the car.
4.2.4. Reserve pumps
A reserve fuel pump is fitted as standard and is activated from a switch mounted on the dashboard. A warning lamp in the push button is illuminated when the reserve pump is running.
The correct procedure for using the reserve pump is as follows:
A warning lamp in the shift light module and also a warning message in the MoTec dash indicate when the minimum fuel level is reached.
If this warning is ignored, an engine misfire shortly after signals low fuel.
Now, at the very latest, must the reserve pump be switched on so that the remaining fuel in the catch tank can be used.
4.2.5. Main and in-tank pumps
A switch mounted on the dashboard can be used to switch between the various main and in-tank pump modes:
Service: Normal operation
Middle position: Fuel pumps off
In-tank service: Only the in-tank pumps are in operation
40
4.3. Exhaust system
4.3.1. Configuration with exhaust pre-silencer
It is possible to change the exhaust system’s configuration by fitting either an optional unit with catalytic converter or a unit with additional silencing effect in the silencer.
41
4.3.2. Configuration without exhaust pre-silencer
In addition to the above mentioned exhaust system configuration the possibility exists to use a version without pre-silencer. With this configuration the unit with the catalytic converter must be mounted in the rear silencer.
4.3.3. Catalytic converter
Unit to mount in rear silencer 100 cells
42
4.3.4. Exhaust manifold
When mounting the exhaust manifold the correct nut tightening sequence must be observed.
4.3.5.
Stop-Choc Elements
Porsche Motorsport emphasizes that the maximum service life for the 10
Stop-Choc elements (997.111.228.8A) in the rear silencer and presilencer retainer is:
30 hours
43
5. Gearbox
The six-speed sequential gearbox fitted to the GT3 R is fitted with a limited slip differential, an oil filter and a water / oil heat-exchanger for cooling purposes. The gear pairs are uniquely matched and should never be mixed. If one gear is damaged the gear pair should be replaced.
5.1. Gearbox technical data
Gearbox type
Design
Number of gears
Standard gear ratios
Drop Gear
Crown wheel & pinion
1 st
gear
2 nd
gear
3 rd
gear
4 th
gear
5 th
gear
6 th
gear
Lubrication
Lubricant
Oil capacity after newly build
Limited slip differential
Locking value, drive
Locking value, overrun
25/32
9/26
13/41
16/39
19/37
22/35
20/27
25/29
G 97/72
Sequential
6
1.280
2.889
3.154
2.438
1.947
1.591
1.350
1.160
Gearbox mounted oil pump
Oil – water heat-exchanger
Mobil 'Mobilube' SHC
4.0 litre
45 % (dynamic)
65 % (dynamic)
44
5.2. Gear ratio diagram
Ratios 997 GT3 R 2012
9000
8000
7000
6000
5000
4000
3000
2000
1000
0
0 50 100 150
V [km/h]
5.3. Connection scheme gearbox heat exchanger
200 250 300
vom Vorlauf Motorkühlkreislauf / from supply engine
cooling circuit
vom Rücklauf Motorkühlkreislauf / from return engine
cooling circuit
45
5.4. Paddle Shift MEGA-Line
The paddle shift system eases and simplifies the procedure of changing gear for the driver and also protects the drivetrain from misuse.
5.4.1.
System advantages
Shift gear with both hands on the steering wheel
Automatic throttle blip when down shifting
Focus on braking and turning-in procedure
Not possible to over-rev the engine
Consistent quality of gear shift procedure protects gearbox
5.4.2.
Shift paddles
The steering wheel mounted shift paddles replace the conventional mechanical gear lever. Gently pulling the pulling the respective paddle is sufficient to change gear.
Up shift -> pull the right hand paddle
Down shift -> pull the left hand paddle
5.4.3.
System description
An electrically operated compressor compresses air which is stored at a pressure of approximately 6 bar in a pressure accumulator. The compressed air available in the integrated compressed air accumulator is used as energy source to implement the gear shift process. The driver makes a gear shift request to the control unit by activating the shift paddle. The gear shift request is initially verified by the control unit to check if certain conditions are met (engine revs, throttle position etc.). If the request is plausible and permitted the control unit activates the electro pneumatic shift valve that releases compressed air into the shift cylinder. The cylinder activates the shift mechanism in the gearbox which in turn changes the gear.
46
5.4.4. Component position in car
The position of the individual components is illustrated in the following image.
47
5.4.5. Instructions for use
To guarantee the correct function of the shift system the following conditions of use must be observed.
Example for reading the diagram:
Shifting from NEUTRAL to REVERSE
DO not touch or activate the paddles
The throttle must be closed (engine at idle speed)
The clutch pedal must be pressed
REVERSE button on dashboard activated
Reverse gear is selected
Up shift Down shift
R N N 1
Paddle / trigger
Throttle butterfly
Right (up) Right (up)
Not activated Not activated
Clutch Activated Activated
1 6 6 1 1 N
Right (up) Left (down) Left (down)
> 20%
-
< 20%
-
Not activated Not activated
Activated
N R
Reverse
Activated
Blip Automatic -
In the event of an emergency (car spins on the circuit / approaching pit in
4 th
gear) the driver can shift from 4 th
gear to neutral with clutch pedal depressed. Down shifting can still only be made sequentially (1 gear per paddle activation). Consequently, in the example described the left paddle must be pulled 4 times.
(4,.............3,………....2,….
.… …..1…..
…..N)
48
5.4.6. Emergency Mode (EM)
The emergency mode should only be activated for function check purposes when the car is stationary (gearbox check by mechanics). When the emergency mode is active the LEDs shown below blink in the gear shift display module as warning.
All safety functions are deactivated when the Emergency Mode is
active!
When shifting gear in Emergency Mode the car must be moved and/or the rear wheels rotated manually!
5.4.7. Diagnosis
MoTec warning shift press ml gear poti ml comp temp ml
In the event of a system malfunction this is indicated by the shift light module above the MoTec display. The function ‘Warning Light’ is activated, both outermost LEDs blink orange and one of the following three messages is shown in the display:
Explanation
Pressure in accumulator too low (<6 bar)
Potentiometer error
Compressor temperature too high (>50°C)
Possible
Effect
Can lead to system failure
No immediate restrictions (gear is calculated in event of sensor malfunction)
Can lead to system failure
cause
Accumulator leak, compressor defect
Potentiometer damaged mechanically and/or electrically
Fan is not activated (relay defect)
Action
Delete errors with ‘Alarm’ button on steering wheel and inform pit crew
49
5.4.8. Service & maintenance
To prevent malfunction and system failures it is imperative to service and/or maintain the paddle shift system. The service intervals stipulated for the individual components must be observed.
I part no.
7608
8548
8549
7487
7486
7450
8480
8481
6603
8482
8483
7349
7490
7489
6086
6087
5247
Porsche no.
997.618.401.8A
997.618.401.8C
997.618.401.8B
997.618.403.8A
997.618.409.8A
997.618.404.8A
997.618.407.8A
997.618.408.8A
MEGA no.
430 - 031 - 011
351 - 311 - 011
351 - 321 - 011
410 - 071 - 011
378 - 014 - 011
410 - 051 - 011
service plan 997 GT3 RSR
Megaline system 997 GT3 R description interval
(the first event reached) km-level time interval operating time
basic unit gear box control family II basic unit gear box control 997 GT3 R MY C basic unit gear box control 997 GT3 RSR MY B C
extent of work
10000 km annual 20 h Kompressor demount and clean, visual check of all components, function test circuit board, review to tightness and output compressor, mounting and final test (compressor running time 1 hour)
20000 km every 2 years 40 h Kompressor demount and clean, replace all movable components regarding tightness and engine, visual check of housing plug and circuit board, function test circuit board, mounting and final test (compressor runnning time 1 hour)
valve block 3 valves - 997 RSR MY B C
10000 km annual
20000 km every 2 years
60 h
120 h demount and clean, visual check of all components, function test, review to tightness, mounting and final test demount and clean, replace valves, visual check of housing plug and circuit board, function test, mounting and final test
blip cylinder - 997 RSR MY B C
10000 km
20000 km demount and clean, replace all tightness parts, review of the duct, wearing check of piston rod and housing, mounting and function test demount and clean, replace all tightness parts and piston rod, wearing check of housing, mounting and function test
valve block 2 valves - 997 GT3 R MY C
10000 km annual
20000 km every 2 years
60 h
120 h demount and clean, visual check of all components, function test, review zo tightness, mounting and final test demount and clean, replace valves, visual check of housing plug and circuit board, function test, mounting and final test
410 - 021 - 011 shift paddle left - 997 RSR MY B C; 997 GT3 R MY C
regular check of chafing, fixture and damage due to customer repair after order
410 - 021 - 111 shift paddle right - 997 RSR MY B C; 997 GT3 R MY C
regular check of chafing, fixture and damage due to customer repair after order
9R6.605.310.01 AS00 351 - 005 - 011 shifting cylinder
6000 km demount and clean, replace all tightness parts, waering check of piston rod housing and springs, mounting and final test
12000 km demount and clean, replace all tightness parts piston rod and springs, wearing check of housing, mounting and final test
For service and/or maintenance of your paddle shift system please contact Mega-Line Racing Electronic directly.
Mega-Line Racing Electronic
Haunersdorfer Str 3
93342 Saal/Donau
Germany
Telephone: +49 - (0) 94 41 / 68 66 - 0 [email protected]
50
5.5. Gear position recognition
To determine the gear selected electronically a potentiometer, in which a defined current drops subject to the gear selected, is mounted to the gearbox. The gear recognition is required for the power interruption when shifting gear.
5.5.1. Gearbox potentiometer calibration
The gear position sensor must be recalibrated after repairs are carried out on the gearbox or if the gear ratios are changed.
Turn on the ignition and switch to the “Warm up Modus” in the
MoTeC display
Select 6
rd
gear. Turn the wheels to ensure that 6 rd
gear is correctly engaged
The value in the display must be 4.75 V (refer to Modas handbook)
6 rd
gear must shown in the display
51
5.6. Differential
5.6.1. Differential assembly
The limited-slip differential has a locking torque of 45 % / 65 %
(power / overrun) (dynamic locking value).
The differential is checked by means of a friction test in which the preload and wear of the clutch disc plates are determined.
6 Clutch disc
7 Friction disc
8 Belleville spring
4 per side
4 per side
1 per side
52
5.7. Clutch
3 disc Tilton carbon/carbon clutch
5.7.1. Mounting the clutch
The following points should be observed when mounting the clutch:
Place pressure plate on first intermediate plate
Place pressure plate and first carbon disc in the cage. The mark on the intermediate plate (arrow) must lie on the left-hand side of the cage foot with the serial number
Arrow mark
Serial number
53
Place intermediate and drive plates alternately in the cage
The “FS” (Flywheel Side) mark on the drive plates must point towards the engine. Furthermore the “FS” mark of each drive plate should lie on top of each other “FS” mark
FS - Mark
After the third intermediate plate the hub is inserted. The “Engine
Side” mark must point towards the engine
54
Then insert drive plate 3 and intermediate plate 4
Attention: The clutch plates should be refitted in the original sequence and orientation. Please observe the markings on the
edges.
55
5.7.2. Clutch wear
The clutch hub must have at least 0.25 mm axial float. This dimension is of particular importance before the clutch reaches its maximum wear.
No greasy or oily substances should contaminate the clutch plates.
The splined section of the gearbox input shaft must mesh over the entire length of the drive hub. The gearbox input shaft bearing-journal must be smeared lightly with copper grease (Porsche part number
000.043.004.00) before assembly.
It is possible to service the carbon/carbon clutch to achieve a longer service life. To compensate for the carbon disc wear compensation pressure plates can be fitted. By using thicker pressure plates it is possible to return the clutch to its initial condition concerning the position of the diaphragm spring and therefore the axial clamping load.
When your car is delivered additional documentation is supplied which also includes a clutch data sheet. All the relevant setting and adjustment data, wear thresholds and service instructions are noted.
56
5.8. Working on the gearbox
The dismantling, assembly and maintenance of the gearbox is described in this section. This gives you the possibility to replace damaged or worn parts. In the event of more comprehensive damage, which necessitates the replacement of gearbox housings, we strongly recommend that this is undertaken by Porsche Motorsport. Complex measurement and adjustment, which could not be included in these instructions, are necessary to guarantee that the gearbox works perfectly.
5.8.1. Special tools
997.450.379.9A Assembling tool Central driver four part bearing, deliverable
Driver, deliverable
997.300.196.9A
997.450.308.01
Transportation Box
Sleeve
Analog RSR, deliverable
Assembling input shaft, deliverable
57
5.8.2. Oil filling
Open the overflow pipe on the lower side of the gearbox (M6 socket cap screw)
Add Mobilube SHC through the oil fill opening till the oil overflows from the above mentioned tube (approx. 3 litres for a newly build gearbox)
Close the oil overflow pipe and add 1.0 litre of oil
Filler plug
Oil drain plug
Overflow pipe
Porsche Motorsport recommends the use of Mobil Mobilube SHC.
58
5.8.3. Changing gear ratios
Lock the gearbox
Open closure plate on gear ratio housing
Remove circlip from the M32 x 1.25 nut
Remove anti-rotational safety
Loosen M32 x 1.25 nut
Completely remove gear ratio housing
Extract shift rod
Remove shift forks
Remove circlip from input shaft
Remove M 32x1.25 nut from pinion shaft
Remove gear ratios, bushes, needle-roller bearings, hubs, dog-rings and spacer bushes.
59
5.8.4. Release bearing
To change the 1 st
and 2 nd
gear shaft remove the differential
Remove reverse-gear shaft support
Remove oil pump drive gear
Remove 35x1.5 circlip from input shaft
(differential side)
Input shaft circlip
Ensure that the washer under the circlip (part of bearing inner race) is seated correctly when fitting the input shaft. Ensure that the marking on the gears on the input shaft (fixed gears) face to
the outside.
Under no circumstances whatsoever must gearbox come into contact with the clutch release bearing seal otherwise the seal can swell which, in the worst case, can result in the seal not functioning correctly.
Also, when handling the seal both hands and the working environment must be clean and free of residual oil (this also applies to engine oil and other oils).
According to the manufacturer the seal is only compatible with hydraulic fluids of specification DOT4 and DOT5.
60
5.8.5. Gearbox maintenance
The following work should be carried out regularly:
Check gear ratio teeth, dogs and dog-rings
Check the shift collars
Check the gear hub and gear roller bearings for signs of wear and pitting
Check the oil for signs of metallic debris
The following work should be carried out after a total running time of approximately 30 hours:
Check the crown wheel and pinion for pitting
Replace the pinion bearing ( 4-point bearing)
Replace the oil filter
Replace the shift cable
Replace differential housing
The gearbox mount shall be replaced at a maximum running time of 50 hrs.
61
5.8.6. Starter motor maintenance
The starter motor maintenance includes the following work:
After each race:
Shell Stamina Grease HDS
ET.Nr.: 997.605.920.9A (400 g)
62
Every 6,000 km it is recommended to send the starter for an complete overhaul to Bosch Motorsport:
Bosch Engineering GmbH Motorsport
An der Bracke 9
D - 71706 Markgröningen
Tel.: 0711 811 3981 www.bosch-motorsport.com
5.9. Gearbox component tightening torques
Component
Clutch on Flywheel
Gearbox closure plate
Gear ratio housing
Pinion shaft nut
Differential closure plate
Reverse-gear shaft support
Joint flange
Retaining clamp 4-point bearing
Oil pump housing
Gearbox mount on gearbox
Bolt dimensions
Tightening torque
[Nm]
M8 33
M6 9.7
M8 25
M32 x 1.25
1. Tighten with 250 Nm
2. Losen the nut
3. Tighten with 10 Nm
4. Turn the nut 90 deg
M10 55
M6 9.7
M8 25
M8 x 35 plus Loctite 243
25
M10 45
M8 plus Loctite 270
40
Always use new Simmonds nuts when reassembling
M6 9.7
Always use new Simmonds nuts when reassembling
M8 30
63
6. Suspension
Both the front and rear suspension have been modified to suit the demands of competition and to enable the accurate and easy adjustment of camber, wheel alignment and ride height.
The front suspension is of the independent McPherson strut type with aluminium wishbones and the rear suspension is multi-link with ‘LSA –
System’ (light, stable, agile).
6.1. Front suspension
6.1.1. Front springs
McPherson strut suspension
Adjustable main spring
Adjustable anti-roll bar
Two way adjustable dampers
The front coil spring has a three-step adjustment range, the corresponding spring rates are listed in the table below:
Colour Part number Stiffness Range [N/mm]
wine red 997.343.531.9C 160 - 200 blue lilac 997.343.531.9B 190 - 230 golden yellow 997.343.531.9D 220 - 260
The spring is twisted into or out of the spring saddle in the individual positions to achieve each spring rate. The maximum spring stiffness is achieved by screwing the spring completely into the spring saddle.
Helper spring
Spacer ring
Main spring
Spring saddle
Locking screw
64
6.1.2. Front dampers
6.1.2.1. Rebound
6.1.2.2. Bump
Changing the spring rate (spring stiffness) directly affects the vehicle ride height as well as the toe. The ride height must be adjusted by four revolutions to compensate for one step in spring rate change. For example, when the spring rate is softened by one step the ride height must be lowered four turns to compensate. If the spring rate is stiffened the ride height must be raised by four turns. Changing the ride height about 10 mm changes the toe about 2.4’. The ratio of the front spring is
0.7. The thread pitch of the spring saddle is 1.5.
A 2-way damper adjustable in bump and rebound (compression / droop) is fitted to the front axle. The bump and rebound damping forces are adjustable in the high-speed piston range. Both softer and harder are adjusted on the valve block.
The rebound is adjustable in the high speed range. The high-speed adjustment range has 16 positions (1 = less damping forces, 16 = higher damping forces).
The bump is adjustable in the high speed range. The high-speed adjustment range has 16 positions (1 = less damping forces, 16 = higher damping forces).
Attention:
When changing the existing dampers for those of another manufacturer, it is necessary to ensure that the recommended ride height and spring travel values are retained. Porsche AG does not accept any liability for any subsequent damage to the suspension or related components.
65
6.1.2.3. Damper curves (F2T1)
4000
3500
3000
2500
2000
1500
1000
500
0
-500
-1000
-1500
-2000
-2500
-3000
-3500
-4000
-4500
-5000
0 0,131 0,262
piston speed [m/s]
0,393
16
2
1
14
8
6
12
10
4
1
2
4
6
8
10
12
14
16
0,524
66
30
25
45
40
35
55
50
6.1.3. Front anti-roll bar
The front anti-roll bar has a 7 position adjustment range on both sides, each position results in the blade being adjusted by an angle of 15°. The maximum stiffness of the anti-roll bar is achieved when the blade is aligned parallel to the anti-roll bar link. The minimum stiffness is achieved when the blade is aligned at 90° (Pos1-1) to the anti-roll bar link.
Always use suitable tools to rotate the blade as incorrect tools can cause damage. Notches or other damage can cause the blade to break.
In the following diagram the component stiffness of the front ARB dependent on blade position is represented:
Front ARB
67
6.1.4. Steering system
The 911 GT3 R is fitted with an electrical servo assisted rack and pinion steering system.
6.1.4.1. Servo pump control
Control of the electrical servo pump is made via an MoTec output channel. This means that the servo pump only operates when the engine is running.
6.1.4.2. Steering system maintenance
System leak check:
With the engine idling, carefully rotate and hold the steering wheel in the full lock position to ensure the greatest possible system pressure is achieved. Check all the lines, pipes and fittings for leakage. When implementing the test this level of system pressure should be held for an absolute maximum of ten seconds. If it is necessary to repeat this procedure, a pause of at least 10 seconds should be made between tests.The electric servo pump is located in the luggage compartment. The fluid reservoir is mounted directly on the pump.
The fluid level is checked with the steering in the straight-ahead position and with the engine running at idle speed.
The rack and pinion steering and servo pump should, under no circumstances be repaired or dismantled. Damage to the power steering system can occur through a lack of oil circulating in the hydraulic system. Due to the high system pressure even a small loss of fluid through leakage can damage the servo pump.
68
Bleeding the steering system:
This procedure is best carried out by two people.
To fill the complete steering system after fitting a new steering rack, oil lines or because of excessive hydraulic fluid loss, start and then immediately stop the engine several times. This procedure causes the fluid level in the reservoir to sink rapidly, therefore ensure that the reservoir is refilled constantly with ‘Pentosin’ (000.043.206.56) as the engine runs. The reservoir must never be allowed to run dry during this procedure.
The electric hydraulic pump only operates when the engine is running. Fill the reservoir before starting the engine to bleed the system. Recheck the reservoir level immediately after the engine has started.
Rotate the steering wheel quickly and repeatedly from one lock to the other to allow air in the cylinders to escape. To prevent unnecessary system pressure spikes do not rotate the steering wheel against the stops with any more force than required.
Check the fluid level constantly during this procedure. If the oil level continues to sink, add “Pentosin” oil till the reservoir fluid level remains constant and no air bubbles surface in the reservoir when the steering wheel is turned back and forth.
Check the fluid level with the dipstick integrated into the reservoir top when the hydraulic pump is running.
69
6.2. Rear suspension
6.2.1. Rear springs
Multi-link suspension
Adjustable main spring
Adjustable anti-roll bar
Two way adjustable dampers
The rear coil spring has a four-step adjustment range, the corresponding spring rates are listed in the table below:
Colour Part number
light green 997.333.531.9B
Stiffness Range [N/mm]
170 - 230 green braun
997.333.531.9A
997.333.531.9C
220 - 280
250 - 320
The spring is twisted into or out of the spring saddle in the individual positions to achieve each spring rate. The maximum spring stiffness is achieved by screwing the spring completely into the spring saddle.
Helper spring
Spacer ring
Main spring
Spring
Locking screw
Changing the spring rate (spring st iffness) directly affects the vehicle ride h eight as well as the toe. The ride height must be adjusted by four re volutions to compensate for one step in spring rate change. For e xample, when the spring rate is softened by one step the ride height m ust be lowered four turns to compensate. If the spring rate is stiffened th e ride height must be raised by four turns. Changing the ride height a bout 10 mm changes the toe about 5.7`. The ratio of the front spring is
0 .73. The thread pitch of the spring saddle is 1.5.
70
6.2.2. Rear dampers
6.2.2.1. Rebound
6.2.2.2. Bump
A 2-way damper adjustable in bump and rebound (compression / droop) is fitted to the rear axle. The bump and rebound damping forces are adjustable in the high-speed piston range. Both softer and harder are adjusted on the valve block.
The rebound is adjustable in the high speed range. The high-speed adjustment range has 16 positions (1 = less damping forces, 16 = higher damping forces).
The bump is adjustable in the high speed range. The high-speed adjustment range has 16 positions (1 = less damping forces, 16 = higher damping forces).
Attention:
When changing the existing dampers for those of another manufacturer, it is necessary to ensure that the recommended ride height and spring travel values are retained. Porsche AG does not accept any liability for any subsequent damage to the suspension or related components.
71
6.2.2.3. Damper curves (N FB2T1)
5500
5000
2000
1500
1000
500
0
-500
-1000
-1500
-2000
-2500
-3000
-3500
-4000
-4500
-5000
-5500
-6000
-6500
0
4500
4000
3500
3000
2500
0,131 0,262
piston speed [m/s]
0,393
16
14
12
10
8
6
4
2
1
8
10
12
14
1
2
4
6
16
0,524
72
50
45
40
35
30
70
65
60
55
6.2.3. Rear anti-roll bar
The rear anti-roll bar has a 7 position adjustment range on both sides, each position results in the blade being adjusted by an angle of 15°. The maximum stiffness of the anti-roll bar is achieved when the blade is aligned parallel to the anti-roll bar link. The minimum stiffness is achieved when the blade is aligned at 90° (Pos 1-1) to the anti-roll bar link.
Always use suitable tools to rotate the blade as incorrect tools can cause damage. Notches or other damage can cause the blade to break.
In the following diagram the component stiffness of the rear ARB dependent on blade position is represented:
Rear ARB
73
6.2.4. Driveshafts
It is recommended that new cars and/or newly fitted driveshafts should be run-in for approximately 100 km at a maximum speed of 200km/h at low torque.
Only use Krytox grease to repack the joints when se rvicing the driveshafts
Used driveshafts must not be exchanged fromt the left to the right and vice versa
Tightening torque: 92 Nm (gearbox flange)
Maximum running time: 30 hrs
Grease quantity outer joint:
Grease quantity inner joint:
Porsche part number:
100 g
140 g
996.332.897.9A
6.3. Basic wheel alignment
In the event of an accident or any other damage occurring to the suspension every component, including those not directly affected, should be measured, checked for cracks and, where necessary, replaced (e.g. steering, wishbones, uprights, balljoints, centre lock wheel nuts and all fasteners).
The wheel alignment should be carried out using an optical and/or electronic or mechanical suspension alignment device. The measurement procedure described in the device operating instructions should be followed.
Electronic suspension alignment devices can be purchased from the following company:
Beissbarth GmbH
Hanauer Straße 101
D-80993 München
Telephone: +49-(0)89-14901-0
Telefax: +49-(0)89-14901-285 www.beissbarth.com
74
Porsche Motorsport parts sales offers a cord alignment tool:
997.450.351.90
Bracket front left:
Bracket front r ight:
997.450.561.90
997.450.562.90
The following points must be followed before alignment can begin:
Set the front and rear tyr e pressures to hot running pressure, if set-up wheels are used their dimensions must correspond with the tyre dimensions at the r elevant tyre pressure
Measure the wheel alignment, including camb er, toe-in, ride height and corner weights with th e fuel cell half full and the appropriate driver ballas t placed in the driver’s s eat.
Put the car on the corner-we ight scales.
The suspension s pherical bearings and wheel bearing play m ust be checked (wheel bearing play cannot be adjusted) and replaced where necessary.
Place all four wheels on the swivel plates.
Lock the steering in the straight ahead position. Check that the steering wheel lock from left to right is equal when the steering wheel is in the straight ahead position.
Measuring wheels: See parts catalogue
75
6.3.1. Front axle
6.3.1.1. Ride height
The car must be placed on a lev el surface (set-up platform) to check the rid e height. The front and rear suspension should be loaded and unloaded
(compressed) several times to allow the suspension to settle.
reference plane
The ride height is adjusted by rotating the lower spring platform.
76
6.3.1.2. Toe
The toe-rod length can be set using the clamping screw.
Clamp screw
Porsche Motorsport provides a special tool to remove the trunnion pin:
997.450.349.9B
2 mm spacer
2x 4 mm spacer
The steering gear is shimmed on the two mounting points by a 3 mm shim. It is not allowed to remove the shim.
77
6.3.1.3. Camb er
Journal pin
The front wishbone can be adjusted as follows:
Spacer
Wishbone
Trailing arm mounting holes
Wishbone bearing
Spacers: The wishbone length can be adjusted using different spacers, a 1 mm adjustment in length equates to a camber change of approximately 13’.
Trailing arm mounting hole: The mounting position of the trailing arm should no t be changed (wheel clearance)
Porsche Motorsport provides a special tool to remove the trunnion pin: 997 .450.345.9B)
78
6.3.1.4. Trailing a rm
6.3.1.5. Upper mount
28 mm Buchse
8 mm Buchse
The upper-mount position can be adjusted by using the slots in the car body.
79
6.3.2. Rear axle
6.3.2.1. Ride height
The car must be placed on a level surface (set-up platform) to check the ride height. The front and rear suspension should be loaded and unloaded
(compressed) several times to allow the suspension to settle.
reference plane
Ride height adjustment is made by rotating the spring perch.
80
6.3.2.2. Toe
The length of the toe-rod can be adjusted using the clamp bolt.
Bearing journal
Spacers
Clamp bolt
2x 4 mm Scheibe
2 mm Scheibe
81
6.3.2.3. Camb er
Trunnion pin
The rear lower-wishbone can be adjusted as follows:
Spacers
Wishbone
Trailing arm mounting holes
Wishbone
Spacers: The wishbone length can be adjusted using different spacers, a 1 mm adjustment in length equates to a camber change of approximately 10’.
Trailing arm mounting hole: The mounting position of the trailing arm should not be changed (wheel clearance)
Porsche Motorsport provides a special tool to remove the trunnion pin: 997.450.345.9B
82
6.3.2.4. Trailing a rm
8 mm Buchse
28 mm Buchse
83
6.3.2.5. Upper wishbo ne
Upper rear-wishbone front
Upper rear-wishbone rear
Rear upright, left
6.3.3. Summary of suspension geometry adjustment components
Lower wishbone
+ spacer shims [mm]
Front Part number Rear Part number
10 996.341.543.95 10 996.341.543.95
+ trunnion pin [mm]
Trailing arm
+ Bushings [mm]
Shifting: 10 mm
7 996.341.543.93 7 996.341.543.93
3 996.341.543.92 3 996.341.543.92
2 996.341.543.91 2 996.341.543.91
1 996.341.543.90 1 996.341.543.90
0,8 996.341.543.98 0,8 996.341.543.98
0,6 996.341.543.97 0,6 996.341.543.97
0,3 996.341.543.96 0,3 996.341.543.96
76 997.341.413.9H 80 997.341.413.9J
28
8
997.331.567.9A
997.331.567.9E
28
8
997.331.567.9A
997.331.567.9E
Toe rod
+ spacer shims [mm]
4 997.347.235.9B (2x) 4 997.347.235.9B (2x)
2 997.347.235.9A 2 997.347.235.9A
84
6.3.4. Suspension set -up
Ride Height
Camber
Toe
Main spring
Helper spring
Bumpstop
Damper setting
Anti roll bar
Length trailing arm
Length upper wishbone
T he basic settings for the suspension are listed in the following table.
T hese settings can be used as the basic set-up for the majority of race tr acks.
Performance Setup
Front
left / right
67 mm
-4° 20`
Rear
left / right
87 mm
-3° 30`
Remark
0` / 0` +14` / +14`
Type lilac green
Position 1 3 single toe
1= soft 4= stiff
Bump
Rebound
35 mm 16 mm
6 9
6 10
2/2 4/4 1= soft 7=stiff
362 mm 372 mm front 261 mm rear 255 mm
Due to tio delive ry set up of the car does not
Ride Height
Camber
Toe
Main spring
Helper spring
Bumpstop
Damper setting
Anti roll bar
Length trailing arm
Length upper wishbone
Delivery Setup
Front
left / right
8 5 mm
Rear
left / right
110 m m front 261 m rear 255 m
mm
Remark
-3° 50` -3° 00 `
0` / 0` +14` / +14`
Type lilac green
Position 2 3 single toe
1= soft 4=stiff
4060-30 60-60-5 0
Bump
Rebound
35 mm 16 mm
6 9
6 10
4/4 6/6 1= soft 7=stiff
362 mm 372 mm
85
6.4. Working on the s uspension
6.4.1. Changing wheel bearings
F ollow the following points when changing defect wheel bearings:
Heat the upright to 110°C to remove or fit the wheel bearing
Pre ss the w heel bearing out of t he upright
P u t the whe e l bearing in by hand
It should b e noted tha t the wh eel bearing sits cor rect ly on the wh eel bear ing seat in the upright af ter being pu shed in
Tight en the wheel bearing cov er to the stipula ted torque
A maximum of one w heel bearin g change per upright (bearing seat) reco by rsc he Motorsport
Re-tighten t he w h eel bearing cover to the stipu lated torque a fter
86
6.5. Tightening torques suspensi on
6.5.1. Front axle
22
23
29
30
2
3
5
10
20
31
Position Dimension
M14 x 1.5 x50
M12 x 1.5 x30
M12 x 1.5
M10 x 1.5
M8
Tightening Torque
[Nm]
160
100
100
65
25
M8 45 with Loctite 243
M12 x 1.5
75 (replace after dismounting)
M14 x 1.5
160
M14 x1.5x120
160
M12 x 95 10.9
110
32 M12 110
87
6.5.2. Front upright
Position
2
4+5
10
11
13
Dimension
Tightening Torque
[Nm]
Coppe o aring, front side
M6 x 16 8.8 10
M8 x 35 10.9
Grease b with l ongtime grease
37
M8 31, replac e afte r dismounting
14
15
470 (retig ten after 100 km when r eassembled)
22 M6 x 16 10
23 Exchange ssembling
25 M6 x 12
, Cop per paste on contact surface
500 + 25
10
29 M6
33 M12
10
not b
88
6.5.3. Anti roll bar fro nt
Position Dimension
Tightening Torque
[Nm]
2 M6 10
11 M10 50
14 M8 23
16 M6 10
89
6.5.4. Suspension stut fro nt
Position Dimension
Tighteni ng T orque
[Nm]
9 M6 x 12 10
12 M8 75
13 M14 40
16 M8 35
90
6.5.5. Steering gear
2
8
9
11
15
16
Position Dimension
M14 x 1 ,5
M 12 x 1.5 10.9
Tightening Torque
[Nm]
M10 x 45 10.9
70
M18 x15 90 (track rod on steering gear)
M14 x 1,5
M6 x 20
50
10
75
75 (replace afte r dismounting)
91
6.5.6. Steering colum n
Position Dimens ion
Tightening Torque
[ Nm]
3 M8 x 35 1 0.9
M5 x 35
3 7
5 M1 0 46
11 M5 8
15 5
18 M16 x 1.5 50 +5
92
6.5.7. Side part rear
Position Dimension
2
3
Tightening Torque
[Nm]
M12 x 97 75 with Loctite 270
M12 x 1.5 10.9
110
5
6
M12 x 80
M12 x 1.5
110
110
93
6.5.8. Rear axle
14
15
17
23
Position Dimension
Tightening Torque
[Nm]
6 M12
7 M8
12 M5
100
25
8
M8
M14 x 1.5
M14 x 1.5
45 with Loctite 243
M12 x 1.5 75 (replace after dismounting)
160
160
25 M12
32 M12x1.5
33
34
M12 x 70
M12 x 1.5
37
41
43
M6 x 20
M14 x 1.5
75
110
110
110
10
75
M12 75 (replace after dismounting)
94
6.5.9. Upright rea r
4
5
7
5
8
9
16
17
27
28
Position Dimension
M8 x 35
Tightening Torque
[Nm]
37
M8 31 , replac e after dismounting
Grease hub wi th longti me gr ease
470 (retighten after 100 km when reassembled), Copper paste on contact surface
500 + 25
M6 x 16
M6 x 1 2
10
10
M6 x 1 6 max 40 hrs
Replace afte r disasse mbling microcapsula ted
10
95
6.5.10. Anti roll bar r ear
Position Dimension
Tightening Torque
[Nm]
2 M6 10
9 M4 x 10 2
14 M12 46
15 M6 10
20 M8 25
22
23
M8 x 25
M6 x 12
25
10
96
6.5.11. Suspension strut r ear
Position Dimension
3 upper M12 x 1
3 lower M12 x 1
Tighteni ng T orque
[Nm]
35
40
15 M10 46
97
6.6. Sachs damper servi ce information
Service partners for Germany:
ZF Sachs Race Engineering GmbH
Ernst-Sachs-Straße 62
97424 Schweinfurt
Phone +49 9721 983258
Fax: +49 9721 984299
Gallade Technologiezentrum am Nürburgring
Rudolf-Diesel-Straße 11 – 13
53520 Meuspath
Phone +49 2691 9338-54
Fax +49 2691 9338-50
Service partner for the UK:
BG Motorsports Ltd
47 – 48 Silverstone Circuit
Silverstone, Northants NN12 8TN
Phone +44 1327 855200
Fax +44 1327 855201
Service partners for the USA:
ZF Sachs Race Engineering NA l
168
16 6200
Fax +1 734 416 1948
98
Oceanshore Mo torsports
D avid Glenn
5892 John Anderson Highway
32136 Flagler Beach, FL
Phone +1 386 67319 36
Fax +1 386 673 1184
Service partner for Asia:
E nable Inc. Technical center
1 – 36 Ootsuzaki Ogakie-cho
Kariya-shi, Aichi-ken, 448-081 3
Japan
Phone +81 566 62 86 05
Fax +81 566 62 86 07
99
7. Wheels
7.1. Wheel nuts
The following wheels are supplied with the car:
Front axle: 10.9 x 18” offset 35 mm
Tyre dimensions: 27/65-18 (rain tire)
13 x 18” offset 12.5 mm
Tyre dimensions: 31/71-18 (rain tire)
Porsche AG strongly recommends that the wheels are cleaned and a comprehensive visual i nspection is carried out after every practice session or race.
Check for cracks on both the inner and outer faces of the spokes, damage to the centre loc k mating face and deformation to the w heel well and the fasteners. Careful attention should be paid to th e mileage of the wheels. Use the collected data to ensure that w heels are used in rotation, therefore ensuring a balanced and
even usage and helping to identify early the need for spares.
The aluminium wheel nuts are marked as follows:
Right-hand side of car =
Left-hand side of car = left-hand thread, colour blue right-hand thread, colour red
Porsche recommends that the wheel nuts are also changed during a long distance race (after approximately 6 hours running) and to inspect and service them, which means cleaning the thread, visual inspection and regrease with Klüber Nontrop RB3 999.917.507.00. Furthermore, the contact surface nut - rim should be greased.
Wheel nut tightening torque 500+25 Nm
100
Please check the setting (tightening torque) of the wheel gun. Tests have shown that the centre-lock threads can be damag ed if the wheel gun is in correctly set. The above mentioned procedure must be strictly adhered to. A contro l test must also be carried out to ensure th at the required ti ghtening torque is also achie ved (also different wheel guns supplied by a different ma nufacturer and sp ecification).
T wo different wheel guns are necessary for both vehicle sides. Source of supply:
Paoli
D ino Paoli S.r.l.
Via Guido Dorso 5
42100 Reggio Emilia
Italy
Tel: +39 0522 300 828
Fax: +39 0522 304 864 www.dinopaoli.com
E-Mail: [email protected]
T he smooth operation of the wheel safety-mechanism integrated in the centre lock must be checked.
101
8. Brake system
The GT3 Cup is fitted with a dual circuit brake system incorporating two separate brake master cylinders. The front to rear brake balance ratio is set by rotating the brake balance knob.
8.1. Technical data brake system
Master cylinder
Master cylinder di amet
er [mm]
Brake disk diamet
er [mm ]
Brake disk thickness [mm]
Brake pad
Pad thickness [mm]
Brake caliper
Brake caliper pisto n dia
meter [mm]
Brake fluid
Front axle
AP CP2623
Rear axle
AP CP2623
19.1
380
17.8
355
32 32
Pagid RS 19 (gelb) Pagid RS 19 (gelb)
22
6 piston
22
4 piston
38 / 30 / 28 35, 28
Endless RF - 650 Racing Super Fluid
8.2. Brake force distribution (brake balance)
The brake balance adjust ment is made via a balance-bar system. The brake balance is adju sted by a potentiometer on the instrument panel.
Brake balance poti
Rotating the brake balance adjuster knob in the “-“ direction increases the brake pressure on the rear axle in comparison to the front. In the “+” direction vice versa.
102
8.2.1. Brake balance system
If the brake balance potentiometer is rotated the lever ratio (dimension x) on the balance bar is adjusted directly by a adjuster cable
Balance bar rod
Sp acer
Balance bar
103
x
Pedal force l
Brake force VA
Brake force HA
brakeforce
_
rear
pedalforce
x brakeforce
_
front
l pedalforce
brakeforce
_
rear
8.2.1.1. Basic setting balance bar
The fo llowing dimensions must be set in the basic setting (0).
Adjuster cable fitting
104
In addition one has to take care fo r sufficient axial play o f the balance bar.
Thererfore a p lay of
0.9 … 1.5 mm
between the plastic spacer and the fork end hast to be set. The adjustment of the play is performed by altering the difference between the
syst em. The lever ratios are not affected by th is play. feeler gauge
Furthermore, it is possible that the play changes when the b alance bar syste m is mounted on the car. Therefore, the play has to be re-checked when the balance bar system is mounted on the car.
The pitch of the threaded balance bar rod is 1.2 i.e. when the fork end is turned a full revolution the fork end moves 1.2 mm.
thread insert
105
2 mm
In addition, it should also be noted that with the maximum positive rotation in the anti-clockwise direction (+7) there must be a 2 mm gap between the adjust er cable lock-nut and the front brake master cylinder pushrod clevis to pr event the clevis colliding with the lock-nut.
Under all circumstances avoid the system being fitted with preload. The pushrods of the two master cylinders must be aligned with the b lue aluminium rod of the retaining frame.
The pushrod of the two master cylinders must be screwed into the clevis so that the thread is visible.
106
8.2.1.2. Brake balance potentiometer
The brake force distribution is shown in the MoTeC–Display
(BBIAS) in practice mode
The adjustment range is from -7 to +7
P ay attention when changing potentiometer:
The potentiometer is preset to “0”
First remove the transport lock and only adjust the potentiometer when the complete set is fitted to the car and the shaft is mounted to the centralized balance bar
When doing maintenance work on the balance bar it must be set in the centre position before mounting the adjustment s haft.
Afterward set the potentiometer in the MoTeC display to “0”
Do not rotate more than +7 and -7 on the display (the potentiometer does not have a rotation limit and would otherwise be damaged).
Set unfitted potentiometers to “0” with the MoTeC system before fitting
8.2.1.3. Brake balance system maintenance
The brake balance system is comprised of many moving parts. In general all joints should be free of friction and no parts should be preloaded when fitted
The following parts in the system should be cleaned and re-greased regularly:
Balance bar bearing
Balance bar rod floating bearing
Porsche Motorsport recommends the used of Autol Top 2000 grease.
107
AP Racing provides a repair kit for the brake master cylinder
The repair kit includes the following parts:
4 -- Main seal
5 -- Piston shim
7 -- Secondary seal
10 -- Circlip
11 -- Rubb er boot
Repair kit installation:
1. Remov e rubber boot -11- and circlip -1
2. Carefully remove the internal components
3. Remove dirt / deposit in the cylinder
4. Coat the cylinder with brake fluid
5. Replace the following parts when rebuilding the master cylinder:
Main seal, piston shim, secondary seal, circlip, rubber boot. While replacing parts make sure that all seals are coated with brake fluid.
108
8.3. Brake caliper
A 6-piston caliper is used on the rear axle and a 4-piston caliper on the rear.
The caliper pistons are fitted with dust boots. When working on the brake system, such as when changing brake pads, attention should be taken that there is no dirt on the pistons when they are pressed into the caliper body.
Porsche Motorsport provides a repair kit for brake calipers which includes new pistons and seals.
There are two bleed nipples on each brake caliper. If a pressure manometer is connected to the caliper it should be noted that the system including manometer is bled.
8.4. Tightening torques brake system
Component
Brake dis u
Brake dis c to disc bell
Brake pip subframe e bracket on
Threaded frame
rod nut Mounting
Balance bar
Banjo bo lt master cylinder
Cali per on upright
Lock nut cl bala evis brake nce bar
Bolt dimension
M6 x 12
Tightening torque
[Nm]
12 plus Loctite 243
M6 10
M6 x 16 10
M8
15 plus Loctite
25
M10 73
M10 10
109
8.5. Brake disc scr ewing
Porsche Motorsport recommend to secure the fixation bolts of the front and re ar brake disc with silicone.
1. The countersink in the brakepot as well as the bolt head have to be free from grease
2.
Tighten both fixation bolts 90 0.075.010.030
wit
Loctite)
3. Fill th e cylindrical coun tersink till 1 mm underneath the bolt
5 Nm (no
head with silicone (Minimum 200 deg C temperatureresistant, coloured )
4. ATTENTION: No silicone may touch the rim contact surface as well as the area between brake disc and wheel hub
110
9. Chassis
9.1. Interior
DO NOT under any circumstances modify the roll-cage as its structural integrity will be com promised. DO NOT weld additional brackets, or drill holes in the tubes. If in doubt please contact
Porsche Motorsport.
All unnecessary panels and sound proofing materials have been removed to reduce weight.
Removable steering wheel
Race bucket seat with fire resistant upholstery fabric (only driver side)
6-point safety harness
111
9.2. Exterio r
9.2.1. Front bumper
112
9.3. Rear wing
P1
Left wing support
P12
Gurney 10mm
113
9.4. Fire extingu isher system
T he car is equipped with an FIA homologated fire extinguishing system using AFFF as extinguishing agent. The extinguishant cylinder has two separate chambers each with a two kilogram capacity. The extinguishing agent is discharged through three nozzles located in the engine bay and a further three located within the cockpit.
The system operates between -15° C and +60° C. Th e extinguisher cylinder must be protected from frost (remove from vehicle).
The operating pressure of system is 14 bars, and should be checked regularly using the manometer mounted to the extinguisher bottle.
The extinguishing agent, extinguisher cylinder and flexible pipes should be replaced after a maximum of 2 years from the date of
9.4.1. Fire extinguisher activation
The extinguisher system is live when the toggle switch on the trigger box is set in the “System Active” position. The extinguisher is discharged by pressing the dash mounted push button and/or the push button in the windshield apron.
114
9.4.2. Extinguisher system error ana lysis
Battery check:
Hold the toggle switch on the trigger box in the “Battery Check” position
If the battery charge state is good the trigger box warning lamp will blink
Warning lamp does not glow:
Check battery charge state (refer to ‘Battery Installation’)
Check the cable connection to the firing buttons (refer to ‘Trigger box wiring harness’)
Check fire button function
Battery installation:
Attention: The toggle switch on the trigger box must be set in the ‘System
Inactive’ position.
Remove the trigger box cover and change the battery. Ensure that the battery poles are connected correctly. Only Alkaline batteries should be used.
Checking the firing button:
Attention: The toggle switch on the trigger box must be set in the ‘System
Inactive’ position.
Throw the toggle switch in the luggage compartment
If the switch is functioning correctly the trigger box warning lamp will glow
Return the switch to the original position
Press the dashboard mounted push button
If the switch is functioning correctly the trigger box warning lamp will glow
Trigger box connection:
The firing button ‘1’ is connected to the terminals ‘3’ and ‘4’, firing button
‘2’ with the terminals ‘5’ and ‘6’.
Incorrectly connected cables accidentally can fire the extinguisher system.
115
9.5. Air-jack system
The exhaust valve must always be open (pulled out) to ensure that the a ir-jack cylinders are completely retracted when the car is running
Never wo rk under the car when the car is raised on the air-jack system without the air-jacks being blocked with ‘safeties’
To preven t damage to the air-cylinder end stops never operate the system without the full weight of the car as resistance.
To let down the car slowly a service valve is mounted to the rear right air-jack.
Max pressure. Operating pressure approximately 35-38 bar
The rear right airjack contains an over pressure valve
Never use min eral oil based cleaning agents
Never open the air jacks: There is residual pressure in the system ev en when jacks are retracted!
Porsche Motorsport recommends that the system is overhauled after 2000 lifts or two years
The torque setting for the grooved nut (air-jack fixed mount) must be checked during the standard maintenance procedure
Torque setting grooved nut rear
Torque setting grooved nut front
45 ± 5 Nm
45 ± 5 Nm
See pictu re below for position of rear air-jack in the mounting tube
62 - 63 mm
116
9.5.1. Car lift system
If a loose or incorrectly tightened air-jack is discovered this must be changed immediately
Please refer to the manufacturer’s product description (Krontec) for further safety measures
KRONTEC
Maschinenbau GmbH
Pommernstraße 33
D - 93073 Neutraubling www.krontec.de
Never u se a th ird party product as this can lead to damage to the air-jack c over or piston tube.
117
10. Electric
10.1. Alternator
1 0.2. Battery
10.3. Steering wheel
TAG 140 A
12 V, 80 Ah
Quick-release ra ce steering wheel
The two parts of the release coupling are balanced together and therefore have to be used in only one combination (numbers on steering wheel and hub must match)
Steering wheel
Hub
118
DO, UP Adjust traction control setting
RADIO Radio
HIGHBEAM Headlight flash, if the button is pressed for about 1 second the headlights stay on till the next time the button is presse d
WIPER Wiper
DISPLAY Change MoTeC display pages
0 Pace Car
1 Race, Low Fuel, Low Power
119
10.4. Centre console
MAIN SWITCH: Main power supply
IGNITION: Ignition
FIRE: Fire
LIGHT:
ABS: ABS on / off
WINDSCR EEN
Pushed: floor, air vents, driver ventilation
FUEL PUMPS: Fuel pump
Bosch: Pump runs when engine runs
Middle position: Fuel pumps off
Service: Pumps run with ignition (o nly to drain fuel cell)
120
INTANK PUMPS:
FAN:
DRY/WET
MOTEC MODE:
10.5. Shift Light Module
FOG REAR: same as FUEL PUMPS for the Intank pumps
Driver cooling (on or off)
Traction control mode
Switch through the different MoTeC display setups (practice, warmup, race)
Fog lights
The Shift Light Module (SLM) is located above the MoTeC dash. It serves as an additional indicating instrument. The following configuration is preset
121
10.6. MoTeC Dash
10.6.1. Display modes
The M oTeC Dash fitted has a 1 MB memory. This has a recording capacity of approximately 15 minutes.
The Cup MoTeC system is sold exclusively worldwide by Brückle–
Motorsport. If information and/or a system is required please contact
Brückle–Mot orsport directly.
Brückle-Motorsport
Consulting GmbH
Werner Brückle
Zennerstr. 29
D 81379 München
T el. +49 89 72308198
Fax +49 89 72308199
Email: [email protected]
The MoTeC Dash has three different display modes
Race
Warm up
Practice
The information displayed differs between each mode. The MoTeC Mode switch in the centre console is used to page through the individual modes.
122
10.6.1.1. Race mode
Centre
Left
Top
Right
Bottom
The lower (bottom) display line can be changed via the steering wheel mounted ‘Displ ay’ switch.
Left: Speed
Centre: Gear
Top: Traction control setting
R ight: Actual lap time
Bottom: Engine temperature
Oil pressure
ET
OP
Total fuel consumption
Fuel consumption per lap
Battery voltage on dash
FU
FL
VOLTS
123
10.6.1.2. Practice mod e
10.6.1.3. Warm up mode
Left: Speed / Wheel Speed
Centre: Gear
Top: Traction control setting
Bottom:
Previous lap time
Engine temperature
Engine oil temperature
Engine oil pressure
ET
O T
OP
Gearbox oil temp
Amb
Battery voltage on dash
GT
VOLTS
Fuel consumption per lap FU
Total fuel consumption FU
C entre: Gear
Top: Battery voltage on dash
R ight:
B ottom:
Engine oil temperature
Fuel pressure
Oil pressure
FP
OP
Engine oil temperature
Gearbox oil temp
Data logging
Throttle valve angle
OT
GT
LO
THR_POS
Accelerator pedal angle PEDAL
Brake bias
BRBIAS
Front brake pressure BF
Rear brake pressure BR
124
Vertical acceleration
Lateral acceleration
Longitudinal acceleration
G-Vert
G
G
ODO
Odometer
Trip distance
Steering angle
Steering wheel ang le
TRIP_D
STANG_W
SW_ANG
Gearbox potentiomete r
GEARS EN
125
10.6.2. MoTeC Dash configuration
The existing configuration can be modified with the software ‘ADL2 Dash
Manager’. The following version is required:
DM2_450Y6_P
Communication PC - MoTeC Dash only function with this version. Delivered with the car is a CD with the p rogramme and the con figuratio n used.
Under NO circumstances should the USB connection cable PC -
MoTeC Dash be removed or the power supply cut during the up or downloading of configurations and/or measurement data.
10.6.3. MoTeC Interpreter
To analyse measurement data the software MoTeC I2 Standard Is required (is supplied with the car).
126
10.7. Car sensors
Engine
Oil temp
Water temp
Oil pressure
Water pressure
Fuel pressure
Throttle valve angle
Acc. pedal angle
Ambient pressure
Ambient tem
Crankcase pressure
Camshaft sensor
Speedsensor crankshaft
Clutch pressure
Oil temp
Vehicle
Wheel speed (4x)
Battery voltage
Oil Temp
Water Temp toil tmot
Oil Pressure poil
ATTENTION: ABSOLUTE PRESSURE
E ng Coolant Pres -
System pwat
Fuel Pres
Throttle Position Bosch
Thr Pedal
Manifold Pres
Air Temp - Intake
Crankcase Pres
---
RPM pfuel wdk_w pdg pu tans pcrank_rel camshpos nmot_w
Water level switch Water
Gearbox
Gear lever sensor
Gearbox poti
Gear Lever Force Volt 2
Gear Pos Volts ugs_w ugang_w
P Clutch
Gearbox Oil Temp pclutch_w tgearoil
Acceleration sensor (x,y,z)
Brake bias poti
Yaw rate
Steering angle
< 100°C
< 90°C
> 3 bar
> 0,3 @ 90°C
4,8 - 5,2 bar
0-100 %
0-100 %
< -300 mbar
20 - 30° KW
2,5 V
4,75 V @ 6th
< 120°C
Wheel Speed XX
Battery_Voltage_at_Dash vrad_xx ub
12 - 14 V
G-lat accx
G-long accy
G-vert accz
Brake BIAS Driver
Yaw_ABS
Steering Angle
Steering Wheel Angle
---
--- steer
-17 …0… +17°
ABS
Brake pressure (for each wheel)
Brake pressure front brake circuit
PBR_XX
Master brake pres
127
10.8. Engine Contr ol Unit (ECU)
T he GT3 R is equipped with a Bosch MS 4.0 ECU specially developed for motorsport applications. The Bosch MS 4.0 can be programmed with special software. The ECU is programmed exclusively by Porsche
Motorsport. If an engine is overhauled by Porsche Motorsport the ECU should be delive e h toge ther on the dyn amometer.
As a safety precaution the ECU should always be d isconnected fro m the wirin g loom and removed from the ca r if welding work is carried o ut.
10.8
.1. ECU DIAG
T he message ‘ECU DIAG’ is d isplaye as e rrors (sensors) o ccur at a specific fre quency o r are always ac tive. The messa ge also indicates MS 4.0 system errors.
A special software (Bosch Modas), which can be purchased from Porsche
Motorsport, is required to dele te the e rrors.
10.8
.2. MODA S
With the MODAS software various parameters can retrieved from the ECU and modified.
In ad dition, errors occurring are sa ved in an error log that can be retriev ed for analys is.
T he Laptop used m ust have the following minim um system requirem ents:
WINDOWS 98 , 2000, XP (NT is not supported)
64 MB RAM
233 M Hz Processor
4 Gigabyte free hard disk space
Parallel Por t with vehicles older than 2008 otherwise USB
CD–Rom drive
A copy of the MODAS user instructions is included with the car.
128
10.9. EGas
The following points have to be observed when dealing with the system
Egas:
10.9.1. Hardware requirements
The EGas system can only function if the hardware requirements specified in points 10.9.2 to 10.9.6 are observed. If one of more of the constraining conditions are violated the system must not be operated further. This is also valid for structural modifications or oth er ma nipulations made to the components mentioned in 10.9.2 to 10.9.6 without the permission of Bosch Engineering GmbH.
10.9.2. Control unit and amplifier
A Bosch Motronic with a programme version supplied by Bosch
Engineering GmbH must be used to control the EGas system.
10.9.3. Throttle butterfly actuator
The throttle butterfly actuator must be approved by Bosch for a production application, or must demonstrate the same quality and safety features. Structural modifications to the actuator must only be implemented after consultation with Bosch Engineering GmbH and must be approved by the same company.
10.9.4. Driver preference logging
The driver pedal module must be approved by Bosch for a production application or must demonstrate the same quality and safety features.
Structural modifications to the module must only be implemented after consulta tion with Bosch Engineering GmbH and must be approved by the same company. The driver preference logging must be made via a redundant displacement or angle sensor. The senso r must have two entirely independent s hunt circuits. To ensure that a defect does not influence the second shunt ci rcuit, the sensor earth, sensor power supply and also the signal outputs must be doubled.
129
10.9.5. Emerge ncy-stop switch
The system must have an emergency-stop switch which, when actuated, must a t least isolate the throttle butterfly actuator from the power supply.
Is olation of the control unit primary power supply is also permitted. The emergency-stop switch in the car must be clearly visible, and be easily activated by the driver. The emergency-stop switch must be labelled as such.
10.9.6. Wiring loom
The wiring loom between the primary power supply, emergency-stop switch, pedal value logging, control unit, optional ETC amplifier and throttle butterfly actuator must be manufactured or approved by Bosch
Engineering GmbH.
10.9.7. Software requirements
Only original software from Bosch Engineering GmbH, w hich was developed to operate with an EGas system in a corresponding control unit, must be used. The use of an incompatible EGas software version, any changes to the software or use of a software version not developed explicitly by Bosch Engineering GmbH for the project is prohibited.
10.9.8. Programme section
Changes to the software must only be made by Bosch Engineering GmbH.
The customer is obliged to use only the last software versions delivered.
10.9.9. Data section
Changes to the data section of the software can be made by the customer only with application tools provided by Bosch Engineering
GmbH. Inappropriate calibration can lead to safety related situations.
Changes to the data section must therefore only be implemented by persons familiar with the mode of operation of both engine control unit software and hardware, and especially the EGas function. The EGas mode of operation is documented in the relevant documents distributed to the customer with the system. The customer is responsible that all EGas related diagnostics are activated and correctly calibrated.
130
10.9.10.
10.9.11.
10.9.12.
10.9.13.
Conditions of use
The safety functions, error recognition and error responses of the EGas system can differ in various aspects of design and application from EGas systems known from high-volume production. Therefore, the system diagnostics should be run every time before the car is used. The EGas diagnosis mode of operation and the error responses are described in the docum entation which is distributed to the customer with the system. The system description must be a component of the car documentation.
Driving the car
A car equipped with a Bosch Engineering GmbH EGas system must be driven exclusively by racing drivers (must have an international DMSB license or an internation al license of another FIA (ASN) member association) at motorsport events or by drivers, trained to use such a system, on circuits closed to the public.
Transfer to third par ties
Cars equipped with a motorsport EGas system from Bosch Engineering
GmbH must not be transferred to third parties by Porsche AG without reference to these operating regulations.
Damage to the system
If the hardware components described in 10.9.2 to 10.9.6 are damaged or malfunction the car must be stopped and/or suspended from operation.
131
10.9.14.
Operating principle
10.9.14.1.
10.9.14.2.
10.9.14.3.
Pedal characteristics
The characteristics of the accelerator pedal (ratio pedal angle - throttle valve angle) can be adjusted by the Bosch Modas system. One can s witch between three different characteristics (1 … less aggressive, 3 … aggressive). This is carried out via the parameter CWDVEKF (in Modas:
Engine Dashboard).
Engine start
No throttle application by the driver i s necessary when starting the engin e. The throttle valve opens automatically during the engine start.
Traction control
There is no mechanical connection between the accelerator pedal the the throttle valve. The pedal as well as the throttle valve are equipped with two potentiometers (redundancy)
During a traction control intervention the EGas automatically reduces the throt tle valve angle when necessary.
10.9.14.4. Throttle blip
When dow nshifting the system automatically applies a throttle blip.
Therefore, it is not necessary for the driver to apply the throttle blip when downshifting.
132
10.10.
ABS
10.10.1. System overview
The ABS function is realised as a compromise between driveability and break performance. Driveability is of big importance on a street car. The
ABS is supposed to allow the driver to control the car under each c ircumstances.
For motorsport purposes this compromise has been shifted towards the optimum brake performance.
133
10.10.2. Mea suring vehicle dynamics
The ABS allows the driver to brake near the locking limit of the wheels. By preventing the locking of a wheel the systems ensures braking in the optimum deceleration range.
T o determine the vehicle’s driving state the following data is permanently measured:
Brake pressure at each wheel
Brake pressure of the front brake circuit
Lateral acceleration
Longitudinal acceleration
Yaw rate
Each wheel speed
To prevent the locking of a wheel the wheel speeds and brake pressures of each wheel are measured. The system calculates the corresponding wheel accelerations. These values are compared with the expected optimum wheel accelerations.
In case the measured values differ from the calculated optimum values the ABS becomes active. The brake pressure at each wheel is corrected until the wheel slip is back in the optimum range to be able to brake at the highest deceleration rate. The comparison of the measured and the calculated values is being carried out through the whole brake phase and for each wheel individually.
To reduce the brake pressure at a wheel an electrical scavenge pump returns brake fluid via the pressure reservoir of the hydraulic control unit to the corresponding master brake cylinder. This return can be noted acoustically by a pulsating brake pedal.
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10.10.3.
Usage of different tires
The application of the ABS System of the 911 GT3 R has been carried out with Michelin tires. Therefore, the stored tire circumference is valid for the actual Michelin tires.
This circumference is
2 037 mm on the front and
2230 mm on the rear
If different tires are used o ne has the possibility to adapt a different circumference for the ABS system with MoTeC. This could be necessary when tires from a
different manufacturer are used. To change the tire circumference the following step s are necessary:
Open the MoTeC dash manager and load the GT3 R configuration
Go to Menu Inputs Constants / Remote Control
A window with both circumferences appears
By clicking on the show n circumference one can alter the value to the desired one
After the changes have been made, do not forget to save the configuration and send the new configuration to the dash
A correction is necessary when the actual circumference value differ by more than 5% from the above listed values. A correction of the values when changing from slicks t o wet tires is normally not necessary.
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10.10.4.
Hydraulic control unit
1 Hydraulic control unit with integrated ECU
7
8
5
6
3 Rear circuit
4 Front brake circuit
Front left brake line
Rear right brake line
Front right brake line
Rear left brake line
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10 .10.4.1. Characteristics
10.10.5. Turn off ABS
10.10.6. Diagnosis
Integrated analogical valves for an optimised controllability
5 integrated pressure sensores (front brake circuit, wheel specific brake pressures)
Directly wired wheel speed sensors (transmitted to MoTeC via
CAN)
Due to the optimum brake performance it is not recommended to turn the system off. Under certain conditions e.g. adjusting the balance bar brake system, braking in new brake pads or brake discs it could be necessary to switch off the system. Therefore, the switch in centre console must be flipped.
When ABS is turned off an alarm appears in the MoTeC display and the outer LEDs start to flash. By pushing the alarm button on the steering wheel the alarm disappears. The alarm gets active again 45 seconds after the alarm button has been pushed.
In case of a system failure the outer LED’s on the shift light module start to flash and the message „ABS Error“ is displayed in the MoTeC dash.
The alarm disappears after 5 seconds automatically if the alarm button on the steering wheel is not pushed to turn off the alarm. Nevertheless, the alarm message appears again on the display after 45 seconds.
System errors can be caused by either a malfunction of the acceleration / yaw sensor or a failure of one of the wheel speed sensors.
Th e brea kdown of a whee l speed sensor leads to the deactivating of the ABS .
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1
10.10.6.1.
2
In case a wheel speed sensor is disconnect and the ABS is activ e. The
ABS error gets active. When the sensor is connected and works properly the error message disappears wh en a ground speed of 20 kmph is achieved.
To communicate with the ABS’ ECU a special cable is necessary (see parts catalog).
Zur Kommunikation mit dem ABS Steuergerät ist ein zusätzliches Kabel notwendig (siehe Teilekatalog).
Checking the error memory
Connect ABS cable, turn on ignition, start XMIT
When using XMIT for the first time one has to select the file
Xmite_Motorsport.dat in the field FS-map
Click on read heart
Click on „Conn-1 read“
Click on “EEPROM” error memory is being read
3
10.10.6.2.
Possible errors are shown in the display on the right
In case there are errors stored fix them
Clearing the error memo ry
Mark „00_clear_error_s“ (left display side)
Click on „Conn-2 write“
Rightclick on „00_clear_error_s“ execute
Check the error memory one more time to ensure that the previous detected errors are not present anymore
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10.11. Traction control
The 911 GT3 R is equipped with a traction control. The application of the system is carried out by Bosch Modas.
A comparison of desired and actual slip is the basic principle of the traction control. A PID controller takes care of the necessary torque corrections.
The actual slip is calculated by using the signals from the wheel speed s ensors. The target slip is derived from a vehicle model. In case the actual slip is greater than the actual slip the traction control comes into play as long as the actual slip is lower or equals the target slip.
Parameters of the following categories offer the possibility to adapt the traction control:
slip dependant paramete rs
parameters of the PID controller
driver influence
track influence
10.11.1. Adapt the traction control
The Bosch software Modas is necessary to customise the traction control functionality. A special connection cable is necessary (see parts catalog).
By switches on the steering wheel the setting of the traction control can b e changed. 12 different settings are available (1… less traction control intervention 12 … more traction control intervention, 0 … tra ction control off). In addition there is a dry / wet switch on the c entre console. Under wet the conditions the switch should be flipped to wet in order to achieve optimised traction control interventions for wet cond itions.
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10.11.1.1.
10.11.1.2.
10.11.1.3.
10.11.1.4.
Target slip
FSLSV is the base factor for the calculation of the target slip. It reflects the tyre/racetrack characteristics. FSL SV affects a 3D map which is a ddressed by TC switch position and ground speed. This parameter works like a multiplier on the complete TC calculation.If problems with the
TC occur, first try to work on this map in order to tune traction control to your (and the drivers) liking!
FSLSV =1.0 is the basic calibration
Permitted slip
The target slip is limited by the minimum and maximum permitted slip.
FTCSLSMIN affetcs the minimum permitted target slip, especially du ring c ornering
FTCSLSMIN =1.0
is the basic calibration decrease this value if the suppor t from the TC during cornering is insufficient increase this value if the suppo rt from the TC during cornering is more than desired.
Maximum slip
FT
CSLSMAX affects the maximum permitted target slip.
FTCSLSMAX =1.0 is the basic calibration
Under normal conditions, this factor does not need to be recalibrated.
Lateral acceleration
FSLSGG is a correction of the target slip due to the handling state of the car. This factor is efficient on the y-acceleration correction. This factor works like an amplification factor.
FSLSGG = 1.0 is the basic calibration
Increasing this parameter will lead to less target slip during cornering and more intensive torque reductions. Use FSLSGG to make a general setup of the handling correction.
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10.11.1.5. PID controle r
FPASR is the amplification factor of the P-component of the TC controller.
The P-component (proportional component) of the controller can be adjusted via this value. This controller component works proportionally on the deviation. This controller determines the effectiveness of the control at the start of regulation. An excessive large P-component can cause the controller to pulsate and ther efore lead to oscillation in the drivetrain.
FPASR = 1.0 is the basic calibration
The P-component is a fast controller!
FIASR
is the amplification factor of the I-component of the TC controller.
The I-component (integral component) of the PI D-controller determines the control ac tion during the entire duration of the regulation. If the vehicle decelerates excessively during cornering a lower I-value can reduce this.
FIASR = 1.0 is the basic cali bration
The I-component is a slow controller.
FDASR is the amplification factor of the D- componen t of the TC controller. The D-component (differential component) of the controller reacts exclusively to changes in the deviation. It determines the ini tial re gulation of the traction control. A larger D-component reacts rapidly to a change in slip, but can also lead to instability and system oscillations.
FDASR = 0.0 is the basic calibration (D- component is not active!)
T he D-component is a faster controller.
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10.11.1.6. Driver influenc e
10.11.1.7. Track
KLMIFAASR (dry condition) and KLMIFAASR_WET (wet condition) are factors to calibrate the driver influence to the TC controller. Both are 2D maps with breakpoints addressed by the TC switch position. This factor is included to give the driver the opportunity to influence the TC intervention with „his right foot“.
D ecrease of KLMIFAASR causes a longer TC intervention (less driver influence)
Increase of KLMIFAASR causes a sh orter TC intervention (more driver in fluence)
Typical values are 50 up to 90 %
KLTCDSWASR is a track dependent correction for the TC. The parameter is a 2D map with breakpoints addressed by the travelled la p dista nce. KLTCDSWASR allows to modify the TC position depending on the track position. KLTCDSWASR is an offset (positive or negative) for the original TC po sition (Driver demand)
KLTC DSWASR = 0 is the neutral calibration
-2 up to 2 are typical values for KLTCDSWASR
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10.11.2. Traction control hi nts
If problems with the TC occur, first try to get rid of them by altering the target slip. The target slip is dependant on the race track.
Under normal conditions, the controller does not need to be recalibrated. I t is suited to the car prior to the racetrack.
Do one step after another, one variable at a time!
Beware of doing huge steps in calibration. A D-component mu ltiplied by two will lead to instability of the controller and strong oscillations in the drivetrain. Calibration of a PID-controller needs a lot expertise in control engineering!
If you are not sure about your calibration, go back to the neutral values.
Watch the recorded data and compare to this manual to find solutions to your problem!
If the TC doesn‘t work fine, first check the incoming signals: accx, accz, accy correct? yaw and steer sensor correct? vrad_fl, vrad_fr, vrad_rl, vrad_rr on the same level on the straight?
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10.12. Relay- and fuse assign
10.12.1. Fuse holder
ment
144
10.12.2. Hydraulic control unit ABS
The fuse (40 A) for the pump of the hydraulic control unit is situated in the front trunk on the left side. The fuse has to be secured by a tie wrap.
10.12.3. Power steering pump
The fuse (80 A) for the power steering pump is situated in the front trunk on the right side. The fuse has to be secured by a tie wrap.
145
10.12.4. MS4 sensor system
146
10.12.5.
Paddle Shift MEGA-L line
The paddle shift system is protected by a separate fuse block in the passenger side footwell. Control of the fan for cooling the compressor / control unit is made via a relay. This is located on the right in the rear on the ECU mounting bracket.
20A
3A
5A
7,5A
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11.
Car maintenance
11.1. After approx. 200 km and/or first test
Visual inspection of all systems. hoses and cables etc. for leakage. damage or chafing
Tighten all fasteners to the defined torque:
All suspension mounting bolts
Driveshafts
Engine mountings
Gearbox mountings
11.2. After every session
Porsche Motorsport rec ommends that the following minimum maintenanc e work is carried out after the corresponding mileage:
Visual inspection of all systems. hoses and cables etc. for leakage. damage or chafing
Check the specified torque setting of every safety relevant fastener
Check dampers for leakage
Drain the fuel and c alcu late the fuel consumption
Check all suspension bearing for play
Clean coolers
Clean dust and rubber pick-up from brake discs + calipers
Bleed brake system
Bleed clutch (once per weekend)
Clean pedal box area and check functionality
Clean and inspect wheel safety mechanism
Check oil level
Check driveshaft rubber boots for damage
Check steering system rubber boots for damage
Check all system for leakage
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11.3. After every race wee kend (sprint)
In addition to points in 11.2:
Engine oil and filter change (after ‘hot races’ engine oil > 110°
C)
Check compression and pressure loss of each cylinder
Clean/replac e air filter
Change brak e fluid
Check brake balance setting
Clean brake balance system
Change brake fluid
Check clutch wear
Check wheel bearing play
Check air-jacks for leakage and seated correctly
Check seat and safety harness
Check fire extinguisher
Check flywheel and pulley side rotary shaft seals for leakage
11.4. After 3 - 4 race weekends (sprint)
Rebuild brak e calipers
Replace fuel pumps and filte r
Overhaul dampers
Check driveshaft CV joints
11.5. After 30 hours running time
Gearbox rebuild
11.6. After 30 hours running time
Engine rebuild
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Imprint
Publisher
Dr. Ing. h.c. F. Porsche AG
Sales and Marketing Special and Motorsport Cars
Porschestraße
71287 Weissach
Postfach 1140
71283 Weissach
Editorial: Christoph Werner
11/2011
Illustrations. de scriptions and schematic drawings serve exclusively as presentation for the text. We u ndertake no liability for the completeness and conformity of the contents with re spect to the legality of the current sporting regulations.
Porsche AG reserves the right for te chnical changes.
© Copyright by Dr. Ing. h.
c. F. Porsche AG
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