Porsche 2012 911 GT3 CUP, 911 GT3 Cup 2011 Technical Manual

Technical Manual

2012 Model

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 Cup

Dr. Ing. h.c. F. Porsche

Aktiengesellschaft

Vertrieb Sonder- und Rennfahrzeuge

Race car 911 GT3 Cup Model 2012

This car is specifically designed for participation in one-make cup 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

2.1.

Dimensions

2.2.

Weight

3.

ENGINE

3.1.

Engine technical data

3.2.

Engine power and torque curves

3.3.

Engine lubrication

3.4.

Engine cooling system

3.5.

Induction system

3.6.

Throttle butterfly

3.7.

Working on the engine

3.8.

Engine component tightening torques

3.9.

Engine mileage

4.

FUEL AND EXHAUST SYSTEM

4.1.

Fuel system

4.2.

Fuel cell

4.3.

Exhaust system

5.

GEARBOX 46

5.1.

Technical data gearbox 46

Gearbox layout

5.2. 47

47

5.3.

Modifications 2012 model

5.4.

Gearbox lubrication

5.5.

Ratio chart

5.6.

Gear recognition

48

49

49

50

8

12

18

18

23

36

37

6

7

6

38

38

39

42

5

5

5

1

5.7.

Changing gear

5.8.

Differential

5.9.

Clutch

5.10.

Working on the gearbox

5.11.

Tightening torques gearbox

5.12.

Gearbox mileage

6.

SUSPENSION 80

6.1.

Front suspension 80

6.2.

Rear suspension

6.3.

Basic wheel alignment

84

87

6.4.

Wheel alignment procedure

6.5.

Working on the suspension

6.6.

Tightening torques suspension

6.7.

Sachs damper service information

88

95

96

106

51

53

54

57

79

79

7.

WHEELS 108

8.

BRAKE SYSTEM

8.1.

Technical data brake system (steel)

8.2.

Technical data brake system (PCCB)

8.3.

Brake force distribution (brake balance)

8.4.

Brake caliper

8.5.

PCCB brake disk information

8.6.

Tightening torques brake system

110

110

110

111

118

118

119

9.

CHASSIS 120

9.1.

Interior 120

9.2.

Exterior

9.3.

Rear wing

9.4.

Fire extinguisher system

120

121

122

2

9.5.

Air-jack system 124

10.

ELECTRIC 126

10.1.

Alternator 126

10.2.

Battery

10.3.

Steering wheel

126

126

10.4.

Centre console

10.5.

Shift Light Module

10.6.

MoTeC Dash

128

129

130

10.7.

Car sensors

10.8.

Engine Control Unit (ECU)

10.9.

Relay- and fuse assignment

10.10.

Fuse carrier

134

136

137

138

11.

CAR MAINTENANCE

11.1.

After approx. 200 km and/or first test

11.2.

After every session

11.3.

After every race weekend (sprint)

11.4.

After 3 - 4 race weekends (sprint)

11.5.

After 20 respectively 30 hours running time

11.6.

After 50 hours running time

11.7.

Operating fluids

139

139

139

140

140

140

140

141

3

1.

Contacts

International One Make Cups

Assistant

Technical support

Porsche Mobil 1 Supercup

Assistant

Technical support

Porsche Carrera Cup Germany

Assistant

Technical support

Sport parts sales

Mr Michael Dreiser

Mrs Juliane Gründl

Mr Marcus Stolzenthaler

Mr Jonas Krauss

Mrs Jennifer Biela

Mr Steffen Höllwarth

Mr Helmut Greiner

Mrs Andrea Hagenbach

Mr Stefan Rometsch

Mr Friedrich Weseler

Mr Karlheinz Kienle

Mr Christian Müller

0711 911 82684

0711 911 82683

0711 911 82498

Fax: 0711 911 82920

0711 911 84042

0711 911 84096

0711 911 89922

Fax: 0711 911 82920

0711 911 84074

0711 911 84041

0711 911 84613

Fax: 0711 911 82920

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

[mm]

[mm]

[mm]

Wheelbase [mm]

M 97/78

G 97/63 sequential 6

4423

1787

1859

2353

2.2.

Weight

Dry weight [kg]

With steel brakes, without front exhaust silencer appr. 1200

5

3.

Engine

3.1.

Engine technical data

The engine is based on the power unit fitted to the road approved

911 GT3 and is specially modified for motorsport purposes.

The engine is fitted with a dry sump lubrication system; the oil tank is mounted directly on the engine. The engine oil is cooled by an oil-water heat-exchanger integrated in the cooling system.

Engine type

Design

Cylinders

Bore

Stroke

Cubic capacity

Compression ratio

Maximum revs

M97/78

Six-cylinder boxer

6

[mm] 102.7

[mm] 76.4

[cm³] 3797 approx. 12 : 1

[rpm] 8,500

Inlet valve diameter [mm] 41

[mm] 12.0

Inlet valve lift

Point of maximum inlet valve lift

Exhaust valve diameter

[°] 105 after TDC

[mm] 35.5

Exhaust valve lift

Point of maximum exhaust valve lift

[mm] 12.0

[°] 110 before TDC

Cooling media

Lubrication

Dry sump lubrication

Oil-water heat-exchanger

6

3.2.

Engine power and torque curves

7

3.3.

Engine lubrication

The 911 GT3 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.

3.3.1.

Engine oil

Mobil 1 0W - 40

Mobil 1 5W - 40

8

3.3.2.

Engine oil system

1 – Oil tank 9 – Piston cooling

2 – Pressure pump

3 – Safety valve

4 – Oil filter

5 – Pressure sensor

10 – Timing chain tensioner

11 – Camshaft

12 – Hydraulic valve lifter

13 – Camshaft housing scavenge pump

6 – Oil-water heat-exchanger 14 – Crankcase scavenge pump

7 – Pressure relief valve 15 – Balance shaft

8 – Crankshaft

9

3.3.3.

Checking the oil level

The engine oil temperature must be over 80°C and the engine running at idle speed (approx 2,000 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). The MoTeC oil pressure alarm is active if the oil pressure falls below 2.5 bar for at least one second at an engine speed of 2,500 rpm or greater (for a minimum of two seconds).

3.3.4.

Filling capacities

New engine:

With oil filter change:

Without oil-filter change

11.0 l

8.3 l

8.1 l

10

3.3.5.

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.

In addition, the oil level sensor 996.606.140.00 is necessary for displaying the oil level. The sensor is plugged in the oil tank.

Attention: Do not fill above 90 %

11

3.4.

Engine cooling system

The GT3 Cup cooling system is a standard cooling system optimised for use in a race car.

3.4.1.

Scheme drawing

3.4.2.

Thermostat

1 – Left-hand side cooler

2 – Centre cooler

3 – Right-hand side cooler di – Bleed throttle

4 – Gearbox heat-exchanger

5 – Engine heat-exchanger

6 – Cooling water expansion tank

The thermostat fitted starts to open when the water temperature exceeds

60°C. The thermostat is completely open from 72°C.

12

3.4.3.

Cooling fluid

3.4.3.1.

Capacity

The cooling system if filled with 11 litres of water and 11 litres of antifreeze when delivered. The coolant remains fluid to temperatures of -30°C in delivery specification with this water/anti-freeze ratio.

For all race events Porsche Motorsport recommends that the factory filled engine coolant is replaced by 20 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.

For Cup races supporting Formula 1 events the coolant must be changes as described below: Approx 20 litres water plus minimum

2 litres anti-corrosion additive part number 997.106.907.90.

Approx 22 litres

13

3.4.4.

Filling the cooling system

A quick-release coupling is integrated in the engine bay 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

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.

14

Valves in the expansion tank allow the exhaust of steam at a pressure of

1.4 bar, and the release of water at a pressure of 1.8 – 2.0 bar.

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.

Bernd Sobek – Mattern

Fliederstr. 10

D – 69517 Gorxheimertal

Tel

Fax

+49 (0) 6201 2051

+49 (0) 6201 21834 www.sobek-motorsporttechnik.eu

15

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

 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

 Warm-up the engine (80°C) and, if required, fill the reservoir to the maximum level with the filling device still attached

 The expansion tank cap must be closed throughout the entire procedure

3.4.4.1.

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 bar.

The system filling procedure must 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.

16

3.4.4.2.

Filling the cooling system with pre-heated water

A special filling system to fill the engine water system when the engine is at normal operating temperature is also available from Sobek.

17

3.5.

Induction system

Vacuum actuator

Reso 1 (su)

Vacuum actuator

Reso 2 (su2)

3.6.

Throttle butterfly

 Four-stage resonance induction system

 Activated by vacuum actuator resonance valves (x2)

1.) Adjuster screw

2.) Lock nut

3.) Threaded bush

4.) Potentiometer

 Mechanical single throttle butterfly without by-pass

 Idle speed set via adjuster screw

18

3.6.1.

Throttle cable

Compensation of the throttle-cable length is made by the spring fitted in the connecting piece. To achieve this the spring is tensioned and/or untensioned by rotating the connection piece.

We point out that it is imperative to ensure the complete locking of all 3 clips of the housing of the connecting piece.

19

3.6.1.1.

Tension-free setting of the throttle cable

Before calibrating the throttle-butterfly potentiometer the throttle cable must be set “tension-free”:

1.

Rotate the throttle cable in the direction “auf” on the connecting part behind the driver seat close open

2.

Press the two halves of the connecting part together

3.

Rotate the throttle cable in the direction “zu”

1 2 3

The throttle cable has play in this position. Tasks such as throttle butterfly reset can now be carried out.

20

3.6.1.2.

Play compensation

To remove throttle cable follow the procedure described below:

1 2

1.

The throttle cable is tensioned automatically by the length compensation spring

2.

To finish, rotate the connecting part in the direction “close” till the marking lugs on both parts of the connecting part are aligned

The throttle cable is tensioned automatically by the length compensation spring

3.6.2.

Throttle butterfly potentiometer calibration

The throttle butterfly potentiometer must always be recalibrated if:

 ECU was changed or reprogrammed

 Engine was changed

 Throttle butterfly potentiometer was changed

 Implausible throttle butterfly position values are displayed

The following steps must be taken to calibrate the potentiometer:

1.

Adjust the throttle cable so it is tension free (see

3.6.1.1)

2.

Disconnect the throttle cable from the cam-disc

3.

Loosen the idle adjustment screw 1.)

4.

The cam-disc must now rest on the threaded bush 3.), the throttle butterfly is now completely closed.

Calibration of the throttle butterfly is made in this position (reset the throttle butterfly angle to 0°)

5.

This calibration is made via Bosch Modas a.) or the

MoTeC Dash b.)

21

a.) In Modas on the ‘Throttle’ page (in Engine F1) activate the button ‘Set Throttle’  throttle angle wdkba_w shows 0° b.) Switch to Warmup mode, press and hold the ‘Display’ and

‘Alarm’ buttons for approx. 3 seconds till the ‘ Reset ’ appears in the display and THR_BO goes to 0°

HIGH

BEAM

FLASHER

SPEED

WIPER

DISPLAY

ALARM

6.

Screw the idle adjustment screw 1.) into the threaded bush 3.) till a throttle value of appr. 6.5° ( THR_BO in

Dash, wdkba_w in Modas) is displayed

7.

The throttle value must NOT exceed 9° at idle ( THR_BO in Dash, wdkba_w in Modas)

8.

Lock adjustment screw 1.)

9.

Reconnect throttle cable to cam-disc

10.

Tension the throttle cable (see 3.6.1.23.6.1)

3.6.3.

Full throttle adjustment

Adjust the throttle pedal stop-screw so that full throttle equals 80° +/- 2°

( THR_BO in Dash, wdkba_w in Modas)

Attention: Only the adjustment screw under the throttle pedal should be used to set full throttle. It is essential at full throttle, i.e. when the throttle pedal is touching the stop, that there is sufficient play in the throttle cable on the engine and that the throttle cable movement is limited by the adjuster screw and NOT by the cable.

If the full throttle value is too high it is possible that mechanical damage or a sticking throttle can occur.

22

3.7.

Working on the engine

3.7.1.

Connecting-rod bolt mounting instructions

1.

Thoroughly clean the mating faces, bolt threads and the tapped bores

2.

Smear the threads and bolt head mounting faces with engine oil

3.

Initial tightening torque: 30 +/- 3 Nm

4.

Final tightening torque: 62 +/- 2° torque angle

5.

Resulting elongation: 0.200 +/- 0.015 mm

Attention: Always renew the connecting rod bolts after disassembly.

The joint surface must NOT be damaged.

As 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. The connecting rods must NOT be polished.

23

3.7.2.

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

3.7.3.

Flywheel tightening procedure

3.7.3.1.

With used flywheel:

1.

Loosen and remove the bolts

2.

Replace with new bolts part number 930.102.206.00

3.

Tighten the new bolts to 30 Nm (tighten sequence diagonally opposed)

4.

Retighten bolts to 30 Nm and an additional 45° torque angle

(tighten sequence diagonally opposed).

3.7.3.2.

With new flywheel:

3.

Completely loosen the bolts in the reverse sequence

4.

Initially tighten the bolts to 20 Nm, before finally tightening to

120° torque angle

1.

Because a new flywheel ‘settles’ it should be mounted initially using used bolts as described above.

2.

Replace with new bolts part number 930.102.206.00

3.

Tighten the new bolts to 30 Nm (tighten sequence diagonally opposed)

4.

Retighten bolts to 30 Nm and an additional 45° torque angle

(tighten sequence diagonally opposed).

24

3.7.4.

Set valve timing

3.7.4.1.

Valve timing

3.7.4.2.

Special tools

Point of max inlet valve lift (EM)

Point of max exhaust valve lift (AM)

105° after TDC

110° before TDC

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:

Base plate cylinder 2:

Guide element EM/AM 110/110:

Guide element EM/AM 105/115:

996.721.549.90

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

25

3.7.5.

Removing and fitting the crankshaft seal – pulley-side

3.7.5.1.

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:

Spacer for press tool:

Protective cap crankshaft:

000.721.973.20

000.721.973.21

000.721.216.40

000.721.979.71

000.721.979.70

3.7.5.2.

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°

26

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

27

3.7.5.3.

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

28

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

29

3.7.6.

Removing and fitting the crankshaft seal – crankshaft side

3.7.6.1.

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

3.7.6.2.

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.

30

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

31

3.7.6.3.

Fitting

8.

Carefully remove the swarf and oil residue from the crankshaft bore

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.

32

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

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

33

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

34

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).

35

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

3.8.

Engine component tightening torques

Component

Crankshaft and crankcase

Connecting rod

Oil pump

Bolt / nut crankcase

V-belt pulley to crankshaft

Plug screw for pressure release valve

Oil drain bolt, crankcase

Water drain bolt, cylinders 1-3

Water drain bolt, cylinders 4-6

Bolt dimensions

M10 x 1.25

M8

M8

M14 x 1.5

M18 x 1.5

M20 x 1.5

M10 x 1

M16 x 1.5

Tightening torque

[Nm] see 3.7.1

23

23

170

40

50

10

10

Cylinder head

Cylinder head bolt

Camshaft housing

Camshaft housing on cylinder head

M10

M8

Anti-knock sensor

Spark plugs

M8

M12 x 1.25

Spark plugs should only be tightened a maximum of five times

Camshaft wheel on camshaft M12 x 1.5

Timing chain case to crankcase

Valve cover to camshaft housing

Timing chain-case cover

Ancillary components

M8

M6

M6

Alternator-belt pulley on alternator

Lambda sensor

Clutch to flywheel

Oil drain plug on oil tank

M18 x 1.5

M8 x 45

M20 x 1.5 see 3.7.2

Initial torque: 23

Final torque: 28

23

20

30 + 90°

23

9.7

13

55

50

33

60

36

3.9.

Engine mileage

Engine rpm

1.) < 8,500 rpm

2.) 9,000 – 9,500 rpm

3.) > 9,500 rpm

4.) > 10,000 rpm

The engine in the 2012 911 GT3 Cup is designed to rev to a maximum of

8,500 rpm, in this case the rebuild interval is 50 hours . The rebuild interval changes as follows if this maximum rev limit is exceeded:

D

- uration

Over 6 seconds

Over 2 seconds

When exceeded for first time

Rebuild after 50 hours

Immediate dynamometer

Immediate rebuild

Immediate rebuild check on

If criteria 3.) and 4.) are met the minimum amount of parts required for a rebuild are as follows:

- replace all connecting rod bearings

- replace damaged connecting rods

- replace all connecting rod bolts

- replace main bearings

- replace all pistons, cylinders and water jackets

- leak-test on cylinder-heads

- replace both timing chains

- replace both timing chain tensioners

- replace all cam followers

- replace all valve springs

37

4.

Fuel and exhaust system

4.1.

Fuel system

Pressure regulator

Fuel filter

Main pump

Engine supply

Reserve pump

 No return fuel system

 FT3 safety fuel cell

 Fuel cell volume: 100 l

 Integrated 6.5 l catch tank

 4 intank pumps

 Vane type main and reserve pump

38

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. A scavenge filter element is mounted before the pump which 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.

39

4.2.1.

Pressure regulator

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.

The 911 GT3 Cup 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

40

4.2.2.

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.

4.2.3.

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

41

4.3.

Exhaust system

4.3.1.

Standard system

10

1

5

7

6

3

17

15

14

13

9

8

12

13

16

20

18

19

24 22

21

23

11

9

8

14

15 17

2

3

4

42

4.3.2.

Supercup system

5

6

7

3

1

4

6

8

2

43

4.3.3.

Noise optimised system

1

5

7

6

3

10

15

16

17

14

16

18

19

13

12

9

8

13

22

13

20

21

26 24

23

25

9

8

11

2

3

4

44

4.3.4.

Tightening torque exhaust manifold

Initial torque: 25 Nm (after tightening sequence of complete bolt assembly)

Final torque: 33 Nm (after tightening sequence of complete bolt assembly)

4.3.5.

Catalytic converter

100 cells

45

5.

Gearbox

The six-speed sequential gearbox fitted to the 911 GT3 Cup is equipped with a limited slip differential, oil filter and a water / oil heat-exchanger for cooling purposes.

5.1.

Technical data gearbox

Gearbox type

Design

Number of gears

Standard delivery ratio set*

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 when new

Oil to refill after ratio change

Limited slip differential

Locking value, drive

Locking value, overrun

8/32

12/38

15/32

18/31

20/28

23/26

29/27

G 97/63

Sequential

6

4.000

3.167

2.133

1.722

1.400

1.130

0.931

Gearbox mounted oil pump

Oil – water heat-exchanger

Mobil 'Mobilube' SHC

3.6 l

3.0 l

37 % (dynamic)

52 % (dynamic)

46

5.2.

Gearbox layout

47

5.3.

Modifications 2012 model

The gearbox of the 2012 model shows the following modifications in comparsion to the 2011 specs::

2

1

4

8 9 5 10

3

7

6

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

Wider 3rd gear

Wider 4th gear

Wider needle bearings 3. / 4. gear

Fixed gear 2 turned

Idler gear sleeves 3rd / 4th gear

Idler gear sleeve 2nd gear 1mm wider

1 mm wider washer H3

Spacer 1st / 2nd gear

Disc 3rd gear

Disc 4th gear

48

8000

7000

6000

5000

4000

3000

5.4.

Gearbox lubrication

The gearbox is equipped with a heat-exchanger for oil cooling purposes.

5.4.1.

Gearbox oil

Mobil Mobilube 1 SHC

5.4.1.1.

Filling capacity

New/complete rebuild:

Ratio change:

3.6 litres

3,0 litres

5.5.

Ratio chart

9000

2000

1000

0

0 20 40 60 80

Standard GT3 Cup Modell 2011; vmax = 291 km/h; rdyn = 0,338 m

100 120 140 160

Ground speed [km/h]

180 200 220 240 260 280 300

49

5.6.

Gear recognition

To determine electronically the gear selected 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..

Gearbox potentiometer

5.6.1.

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 GEARSEN in the “Warm up

Modus” in the MoTeC display

 Select 3 rd gear. Turn the wheels to ensure that 3 rd gear is also correctly engaged

 The value in the display must be 2.64 V , the display must show

3 rd gear, for this purpose change to either ‘Race’ or ‘Practice

Modus’ (no gear display in ‘Warm-up Modus’)

 In addition the voltage for the other gears should be checked

(see 10.7.1)

5.6.2.

Gearbox potentiometer adaption

The 911 GT3 Cup 2012 gear recognition is equipped with adaption which constantly compares and when necessary corrects the gearbox potentiometer with the calibrated value.

This adaption only functions within specific limits, therefore it is absolutely necessary that the manual calibration in 3 rd gear is carried out meticulously.

50

5.7.

Changing gear

A gear lever force sensor is integrated in the gear knob, which activates an ignition cut, and therefore a cut in propulsion, when pulled or pushed.

This allows full power up shifts to be made.

Attention: It is absolutely necessary to change gear as quickly as possible. Shifting gear too slowly can cause an increase in wear or damage to the dog-ring teeth.

Driving direction

Down shift Up shift

Neutral gear release

Porsche Motorsport recommends that the following points are strictly adhered to prevent gearbox damage:

 Change gear as quickly as possible

 Only touch the gear knob when changing gear

 Always blip the throttle and use the clutch synchronised when down shifting (approximately 50° wdkba_w)

51

5.7.1.

Example gear shift procedure

9000 nmot_w [1/min]

8500

8000

7500

7000

6500

6000

0

50

0,5 pclutch_w [ bar] w dkba_w [% DK]

1 1,5

40

30

20

10

4

3

2

6

5

1

0

0

0

0

1,8

1,6

1,4

1,2

1

0,8

0,6

0,4

0,2

0

3

2,8

2,6

2,4

2,2

2

0

7

0,5

Spannung Schalthebel [V]

0,5 1 gangi [ -]

0,5

1

1

1,5

1,5

2

2

2

2,5

2,5

2,5

3

3

3

3,5

3,5

3,5

4

4

4

1,5 2 2,5 3 3,5 4

Tim e [s]

The above images show an example of a gear shift sequence from 6 th to

2 nd gear.

52

5.8.

Differential

5.8.1.

Differential layout

The limited-slip differential has a locking torque of 37 % / 52 % (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 plates

7 – Friction plates

8 – Belleville washer

12 -- Spacer

3 per side

3 per side

1 per side

1 per side

7

6

12

8

53

5.8.2.

Basic differential locking torque

When making repairs always renew the complete disk pack. The replacement of individual disks is not permitted.

When reassembling smear all faces of the disks, pressure plates and axles lightly with gearbox oil.

To check the basic locking torque, a flange with two bolts should be mounted in a vice. The second flange with the connection piece

(996.450.322.90 ) should be fitted to the differential and rotated slowly using a torque wrench.

5.9.

Clutch

A basic torque of between 90 Nm - 135 Nm should be achieved.

Wear limit < 60 Nm

The 911 GT3 Cup is equipped with a 5½“ three-plate sinter metal clutch.

Attention: The clutch is specially designed for motorsport use. To prevent excessive wear or overheating, the clutch should not be slipped when driving (manoeuvring or during unloading and loading).

54

5.9.1.

Clutch mounting instructions

 With multi-plate clutches it should be noted that the star shape of the sinter discs align with one another

 A thin film of grease should be smeared on the splines and the clutch plates slid up-and-down the input shaft till the hub slides easily on the shaft. Remove excess grease

 The clutch surfaces must remain free of grease and oil.

Porsche Motorsport offers a centering shaft to assist assembly (part number 996.450.335.90).

5.9.2.

Clutch wear

New sinter material

Replace at

2.6 mm

2.2 mm

The disk spring clamping force remains constant to this dimension, but then reduces.

5.9.3.

Clutch fluid

Endless RF - 650 Racing Super Fluid part number 996.355.960.90

55

5.9.4.

Clutch layout

5.9.5.

Release bearing

When handling the clutch release bearing-seal care must be taken that absolutely no oil comes into contact with the seal, otherwise it can swell which, in the worst case, could lead to a loss of function.

It should also be noted that when handling the seal the hands and working area should clean and free of oil residue (this also applies for engine and other oils).

According to the manufacturer the seal is only compatible with DOT4 and

DOT5 hydraulic fluids.

56

5.10.

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.

5.10.1.

Gearbox special tools

Stop plate ring and pinion gear

Angle bracket for stop plate

Angle bracket for stop plate

Plate locking torque measurement

Arbour press

Arbour press

Spacer bolt

Centring bolt clutch

Spacer ring

Locking tool input shaft

Arrester for shift rod

Shift knob

Auxiliary tool reverse gear

Auxiliary tool gear housing

Locking tool input shaft

996.450.320.90

996.450.325.90

996.450.326.90

996.450.322.90

996.450.323.90

996.450.324.90

996.450.329.90

996.450.335.90

996.450.332.90

000.721.928.20

996.450.315.9A

996.450.313.9A

996.450.311.9A

996.450.310.9A

000.721.925.30

57

5.10.2.

Dismantling the gearbox

1.

Clamp the input shaft using the special tool

2.

Remove the gearbox cover nuts and then slide off the cover. Remove the oil pipe retaining screw before extracting the oil pipe. Engage 1 st gear.

3.

Drive out the 5 th / 6 th gear selector fork roll-pins with a suitable drift.

Attention: When removing the roll-pins, make sure the selector fork rod is properly supported.

58

4.

Remove the collared-nuts from the input and pinion gear shafts , Remove the reverse gears and rollers bearings. Remove the 5th and 6th gear ratios.

5.

Remove the gear housing nuts and take off the housing, Remove roller bearing. Remove the 1st gear ratio wheel, Remove the 1st / 2nd gear dog-ring hub, Remove the selector rod including the 1st / 2nd gear selector fork.

6.

Remove the 5th / 6th gear selector rod and reverse gear

59

7.

Remove all gear ratios, hubs etc from the pinion gear shaft

8.

Loosen the oil scavenge pipe and twist to the side

9.

Loosen the mounting plate (7x M8 cap head socket screws) and remove completely

60

10.

Pull the pinion gear shaft out of the mounting plate. After the removing the mounting plate, remove the selector rod with the 3rd / 4th gear selector fork.

11.

Remove the circlip and sliding sleeve from the input shaft

12.

Clamp the input shaft with the special tool and loosen the collared nuts.

61

13.

Separate input shaft

14.

Pull the input shaft out of the mounting plate

62

5.10.3.

Gearbox assembly

1.

Fit the splined 2nd gear and the 3rd and 4th idler gear wheels etc to the input shaft before pushing the complete shaft through the mounting plate.

2.

Tighten the collared input shaft nut to 220 Nm.

3.

Bolt together the split input shaft and fit the sliding sleeve and circlip

4.

Fit the selector rod with the 3rd / 4th selector fork and push the cam follower into selector barrel track.

5.

Fit the splined 4th gear wheel to the pinion gear shaft.

The 3rd/4th fixed gear wheel is not symmetrical and must be mounted with the raised surface facing the mounting plate.

63

6.

Mount the gear selector barrel-drive in position before fitting the mounting plate.

7.

Fit the complete mounting plate to the differential housing and tighten

(7x M8 cap head screws). Lightly coat the threads with Loctite 243

The gearbox must be positioned vertically before fitting the mounting plate

8.

Rotate the selector barrel to the 1st gear position. Slide the oil pump drive, spacer, 3rd gear, bearing hub, needle roller bearing and 2nd gear to the shaft

64

9.

Mount the reverse gear gear-shift rod

10.

Slide on the dog-ring, 1st / 2nd selector fork and selector rod

11.

Fit 1st gear dog-ring hub. Push the 1st gear idler wheel onto the shaft

65

12.

Fit the 5th / 6th gear selector rod with cam follower. Fit the roller bearing.

13.

Fit the axial needle roller bearing and spacer ring to the selector barrel.

66

14.

Fit the housing

15.

Fit the splined 6th gear spacer hub and the 6th gear idler wheel, guide hub, dog-ring, selector fork and 5th gear idler wheel to the pinion gear shaft

16.

Fit the splined 5th gear wheel to the input shaft

17.

Fit the reverse gear and afterwards the selector fork

18.

Tighten the collared input shaft nut to 220 Nm torque

19.

Tighten the collared pinion shaft to 330 Nm torque

67

20.

Secure the 5th / 6th gear selector fork with the roll-pin

When pressing in the roll-pin always support the selector fork with special tool 996.450.315.9A

21.

Fit the special reverse gear tool 996.450.311.9A

22.

Engage reverse gear by rotating the selector barrel. Slide the selector fork and dog-ring till reverse gear is fully engaged.

There must be play on both sides between the selector fork and dog-ring

23.

Tighten the clamping screw in this position

The reverse gear selector fork clamp screw must only be tightened when the cut away housing is in position

68

24.

Remove the special tool. Fit the oil tube, without the use of excessive force, to the casing and locate in position with the retaining screw.

An incorrectly fitted oil tube can collide with the gear shift forks

When the oil tube is fitted correctly it is visible through the bore in the differential housing. This visual check is only possible with the differential removed.

25.

Smear the gearbox cover mounting faces lightly with sealing compound.

26.

Fit the drive shaft and gear recognition potentiometer as marked during removal.

The potentiometer MUST be adjusted after the gearbox has been fitted to the car (refer to Potentiometer Adjustment).

69

27.

Mount the oil pump

5.10.4.

Changing the selector barrel

1.

To remove the locking pawl neutral latch and alignment pawl, unscrew the selector barrel and lock, raise the selector barrel

When removing the barrel, make sure that the locking pawls, springs etc do not fall out.

When replacing the selector barrel, the position of the barrel track must be refitted in exactly same position

2.

Place the old selector barrel, with spacer washers, on the special jig.

The barrel must sit correctly on the bearing spacer ring

70

3.

Determine the dimension of the old selector barrel between the

3rd/4th track

4.

Set the new selector barrel in position and determine the dimension as above.

5.

Measure the dimension between the base of the axial bearing, including spacer, of the old selector barrel to the jig.

6.

Fit the new selector barrel to the jig and check the dimension as described above.

7.

Calculate the spacer required, place in the new selector barrel and check the dimension.

71

8.

Fit the selector barrel up to the alignment pawl, press the pawl together till the selector barrel slides into position.

9.

Replace the selector barrel alignment pawl. Bolt must be secured with

Loctite 243.

10.

Replace the locking pawl neutral latch bolt. It must be secured with

Loctite 243.

72

5.10.5.

Setting the 4-point bearing preload

1.

Refit the previously removed washer (if not damaged) in the gearbox housing

2.

Position the drive shaft including 4-point bearing without washer H2 in the gearbox housing

3.

Position the pre-mounted clamp plate (selector barrel with SW1, drive shaft) on the gearbox housing and tighten bolts

4.

Determine the axial play of the 4-point bearing

The 4-point bearing requires an axial preload of 0.01 – 0.07 mm (try to achieve the average value 0.04 mm)

The value for setting washer H2 is calculated as follows:

Thickness H2 = axial play 4-point bearing + 0.04 mm

Example: Measured play: 1.06 mm

H2 = 1.06 mm + 0.04 mm = 1.10mm

5.10.6.

4 th gear setting dimension

Place the H3 washer on the 4-point bearing

Only use ONE spacer! Two spacers must not be used to achieve the dimension 44.35 mm (see gearbox scheme drawing)!

73

5.10.7.

Setting the crown wheel & pinion

1.

Position and fasten pre-mounted clamp plate (selector barrel with

SW1, driveshaft) to the gearbox housing.

2.

Fit the oil pump drive gear and H4 washer

3.

Fit the gear ratio pairs 1 st /2 nd and 3 rd /4 th including shift rod

4.

Position the needle roller bearing and the SW2 washer, as previously removed (when not damaged), to the selector barrel.

5.

Determine the depth of the cut-away housing used

6.

Position and fasten the cut-away housing to the gearbox housing

7.

Position the H5 washer to the driveshaft

8.

Slide the mounting sleeve special tool 996.450.327.90 onto the driveshaft and fix to the driveshaft with the nut (M30x1.25, 330 Nm).

74

9.

Note the setting dimension E on the crown wheel

Setting dimension

E

The setting dimension of the crown wheel to be used gives the distance

Centre axis crown wheel –pinion driveshaft

The actual distance crown wheel – pinion must correspond to the setting dimension E given on the crown wheel. The distance crown wheel to pinion is specified by the washer H1.

Distance center axis crown wheel - pinion

10.

To determine the actual distance crown wheel – pinion mount suitable measuring equipment and fit and tighten the gearbox cover.

75

11.

Determine the distance crown wheel – pinion

The washer H1 to be used is determined from the following factors:

Thickness H1 – setting dimension E – measured distance

+ thickness of previously fitted washer H1

If the measured distance is larger than the given setting dimension, a thinner washer than the previously fitted washer H1 must be used.

Example: Setting dimension E = 70.30 mm; H1 fitted = 1.0 mm;

Measured distance = 70.50 mm

Thickness H1 = 70.30 mm – 70.50 mm + 1.0 mm = 0.8 mm

 The H1 washer to be fitted must have a thickness of 0.8 mm.

If H1 is changed H2 must be corrected accordingly.

12.

Dismantle the gearbox and fit the calculated washer H1.

76

5.10.8.

Centre position shift collar

1.

Position dogs of the relevant idler gear centrally between the ends of the shift fork. Afterwards push the shift collar away from the dog-ring to be measured and measure the distance between the dog shift collar and dog ring with a feeler gauge.

Bild anpassen c

Since the dog hubs, on which the idler gear dogs are found, have axial movement they should be pressed by hand towards the gear or the collar during the measurement procedure. The measurement method must, however, be identical for the dog collar of both gears.

The centre position of shift collar ½ is set by the washer H4.

The centre position of shift collar 3/4 is made with the washer SW1.

If the washer SW1 must be changed it should be noted that the non-shouldered side of the washer is machined!

The centre position of shift collar 5/6 is set by the adjustment washer H5.

If it is not possible to centre the shift collar due to tolerance reasons, the distance to the even gears (2,4 & 6) should be greater than to the uneven gears.

77

5.10.9.

Setting the selector barrel

The axial play of the selector barrel is adjusted with the washer SW2. The selector barrel play can only be checked with the cut-away housing mounted.

Determine the depth of the cut-away housing used and also that of the housing fitted and/or to be fitted.

The difference of the two depths should be taken into account when selecting the washer SW2.

If the washer SW1 is changed the selector barrel play changes.

Selector barrel axial play: 0.03 – 0.05 mm

78

5.11.

Tightening torques gearbox

Component

Oil filler plug

Oil drain plug

Clamp plate on gearbox housing

Selector fork screw

Input shaft nut

Input shaft nut

Pinion shaft nut

Screw joint flange

Crown wheel on differential housing

5.12.

Gearbox mileage

Mounting on chassis

Gearbox mount on gearbox

Mounting on gearbox mount

20 hours (sprint races)

30 hours (endurance races)

Bolt dimensions

M22 x 1,5

M22 x 1,5

M8 x 40

Tightening torque

[Nm]

40

40

23 plus Loctite 243

23

220

M8 x 30

M22 x 1,5

M30 x 1,5

M30 x 1,25

220

330

M10 65

M12 x 1,25

180 plus Loctite270

Always renew the bolts when replacing the crown wheel

M10 x 65 65

M8

33 plus Loctite 243

M10 65

79

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 anti-roll bar

 Non-adjustable gas pressure dampers

A helper spring is fitted with the main spring on the front axle. The adjustment of the vehicle ride-height is made by rotating the spring platform.

Main spring:

Helper spring:

100/60/260

75/60/43

9

12

11

10

2

3

4

1

7

8 5

6

Changing the ride-height by 10 mm changes the toe setting by 3.2’. The ratio on the front axle springs is 0.9.

80

55

50

45

40

35

30

70

65

60

6.1.2.

Front dampers

6.1.3.

Front anti-roll bar

Non-adjustable Sachs dampers are fitted to the front axle.

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° 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

81

6.1.4.

Steering system

The 911 GT3 Cup is fitted with an electrical servo assisted rack and pinion steering system.

System pressure: 96 bar

6.1.4.1.

Servo pump control

Control of the electrical servo pump is made via terminal 61. This means that the servo pump only operates when the engine is running and the alternator is charging..

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.

82

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.

83

6.2.

Rear suspension

6.2.1.

Rear springs

 Multi-link suspension

 Adjustable anti-roll bar

 Non-adjustable gas pressure dampers

A helper spring is fitted with the main spring on the rear axle. The adjustment of the vehicle ride-height is made by rotating the spring platform.

Main spring:

Helper spring:

130/60/260

80/60/60

9

12

11

10

2

3

4

1

7

8 5

6

Changing the ride-height by 10 mm changes the toe setting by 8.3’. The ratio on the rear axle springs is 0.86.

84

70

65

60

55

50

45

40

35

30

6.2.2.

Rear dampers

6.2.3.

Rear anti-roll bar

Non-adjustable Sachs dampers are fitted to the rear axle.

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° 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.

I In the following diagram the component stiffness of the rear ARB dependent on blade position is represented:

Rear ARB

85

6.2.4.

Driveshafts

6.2.4.1.

Tightening Instructions

It is recommended that new cars and/or newly fitted driveshafts should be run-in for approximately 50 km at a maximum speed of 200 km/h at low torque.

 Only use Krytox grease to repack the joints when servicing the driveshafts

 Driveshafts already used must NOT be swapped from left to right and vice versa

Grease quantity outer joint:

Grease quantity inner joint:

Porsche part number. (120g tube):

150 g

140 g

996.332.897.9A

1. Tighten all bolts according to the attached order with 30 Nm

2. Tighten all bolts according to the attached order with 60 Nm

3. Tighten all bolts according to the attached order with 90 Nm

1 3

6 5

4 2

The bolts should be slightly oiled. These instructions have to be followed after each loosening of the driveshaft screwing.

86

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

87

Porsche Motorsport parts sales offers a cord alignment tool:

997.450.351.90

Bracket front left:

Bracket front right:

997.450.561.90

997.450.562.90

The following points must be followed before alignment can begin:

 Set the front and rear tyre pressures to hot running pressure, if set-up wheels are used their dimensions must correspond with the tyre dimensions at the relevant tyre pressure

 Measure the wheel alignment, including camber, toe-in, ride height and corner weights with the fuel cell half full and the appropriate driver ballast placed in the driver’s seat.

 Put the car on the corner-weight scales.

 The suspension spherical bearings and wheel bearing play must 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.

6.4.

Wheel alignment procedure

The following work sequence is recommended when making a complete alignment check:

1.

Disconnect the front and rear anti-roll bars

2.

Pre-set the vehicle ride height

3.

Set the camber then the toe on the rear axle

4.

Set the camber then the toe on the front axle

5.

Set ride heights and corner-weights

6.

The corner weights are adjusted by changing the ride height, the lowest possible corner weight difference is the target (left to right).

88

6.4.1.

Front axle

6.4.1.1.

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.

The ride height is adjusted by rotating the lower spring platform.

Measurement point front axle:

89

6.4.1.2.

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

Assembly front toe rod:

Trunnion pin

Spacer 4 mm

Spacer 2 mm

Spacer 4 mm

90

6.4.1.3.

Camber

The front wishbone can be adjusted as follows:

Wishbone outer

Fixed bearing

Camber shims

 Camber shims: The wishbone length can be adjusted using different spacers, a 1 mm adjustment in length equates to a camber change of approximately 6’

 Porsche Motorsport provides the following special tool to remove the trunnion pin:

Centring bolt:

Plunger rod

996.721.920.90

996.721.923.90

Plunger 996.721.921.90

 The semi-trailing arms in the front control arms must be left in the position in which they are delivered (front position/shortest wheelbase) (mid-position is not permitted)

91

6.4.1.4.

Upper mount

6.4.2.

Rear axle

6.4.2.1.

Ride height

The upper-mount position can be adjusted by using the slots in the car body.

Upper mount

Fine camber adjustment: 1 mm equals 6’

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.

Ride height adjustment is made by rotating the spring perch.

Measurement point rear axle:

92

6.4.2.2.

Toe

The length of the toe-rod can be adjusted after loosening the clamp bolts.

Clamp bolts

Porsche Motorsport provides a special tool to remove the trunnion pin:

997.450.345.9B

Assembly rear toe rod:

Trunnion pin

2x spacer 4 mm

93

6.4.2.3.

Camber

The rear lower-wishbone can be adjusted as follows:

Wishbone

Fixed bearing

Camber shims

 Camber shims: The wishbone length can be adjusted using different spacers, a 1 mm adjustment in length equates to a camber change of approximately 12’

 The bearing points of the rear control arms (wheel side)must be left in the position in which they are delivered (back position) and must not be rotated

6.4.3.

Summary of suspension geometry adjustment components

Front axle Part number Rear axle Part number

Lower wishbone

+ spacer shims [mm]

10 996.341.543.95

7 996.341.543.93

10 996.341.543.95

7 996.341.543.93

3 996.341.543.92

2 996.341.543.91

1 996.341.543.90

0,8 996.341.543.98

0,6 996.341.543.97

0,3 996.341.543.96

3 996.341.543.92

2 996.341.543.91

1 996.341.543.90

0,8 996.341.543.98

0,6 996.341.543.97

0,3 996.341.543.96

94

6.4.4.

Suspension set-up

Ride height

Camber

Toe

Anti-roll bar

Wing setting

The basic settings for the suspension are listed in the following table.

These settings can be used as the basic set-up for the majority of race tracks.

Basic settings

Front axle Rear axle

Left / right

75 mm

3° 50’

-5’ / -5’

Left / right

117 mm

3° 20’

+15’ / +15’

3/3 4/4

P7

6.5.

Working on the suspension

6.5.1.

Changing wheel bearings

Follow the following points when changing defect wheel bearings:

 Heat the upright to 110°C to remove or fit the wheel bearing

 Press the wheel bearing out of the upright

 Put the wheel bearing in by hand

 It should be noted that the wheel bearing sits correctly on the wheel bearing seat in the upright after being pushed in

 Tighten the wheel bearing cover to the stipulated torque

 A maximum of one wheel bearing change per upright (bearing seat) recommended by Porsche Motorsport

Re-tighten the wheel bearing cover to the stipulated torque after approximately 200 km.

95

6.6.

Tightening torques suspension

6.6.1.

Front axle

2

3

7

10

16

20

Position Dimension

M14 x 1.5 x50

M12 x 1.5 x30

M12 x 1.5

M10 x 1.5

Tightening torque

[Nm]

160

100

100

65

M8 25

M12 x 1.5

75 (replace after dismantling)

22

23

M14 x1.5x120

M14 x 1.5

160

160

24 M12 x 95 10.9

120

25 M12 120

96

6.6.2.

Front upright

Position Dimension

Tightening torque

[Nm]

2 Copper paste thin on: Thread, gearing, flange face

5 M12 75, must not be exceeded

6

10

M6 x 16 8.8

M8 x 35 10.9

10

37

11

12

Grease hub with Longtime grease before pressing in

M8 x 30 37 with Loctite 270

18

23 Replace after dismantling  micro capsulated

97

6.6.3.

Front anti-roll bar

2 M6 10

11 M10 75

14 M8 23

16 M6 10

98

6.6.4.

Front strut

6.6.5.

Steering rack

Position Dimension Tightening torque

[Nm ]

12 Flanged nut M8 33

2

8

10

15

Position Dimension

M10 x 45 10.9

M14 x 1.5

Tightening torque

[Nm]

70

50

M6 x 20 10

M12 x 1.5 10.9 75 (replace after dismantling)

99

6.6.6.

Steering column

Position Dimension Tightening torque

[Nm]

3 M8 x 35 10.9

23

5 M10 46

11 M5 6

15 M5 x 35 5

18 M16 x 1.5 50 + 5

100

6.6.7.

Rear axle side part

2

3

5

6

7

9

11

12

14

Position Dimension

M12 x 97

M12 x 1.5 x 130

M12 x 80

M12 x 1.5

M12 x 1.5 10.9

M10 x 45

M12 x 40

M12 x 30 10.9

M6 x 16

Tightening torque

[Nm]

65

110

110

110

110

65

65

110

10

101

6.6.8.

Rear axle

Position Dimension

Tightening torque

[Nm]

5 M5 8

7 M8

13 M12

14

17

25

100

M12 x 1.5 75 (replace after dismantling)

M14 x 1.5 160

19

23

27

31

M14 x 1.5

M12 x 1.5

M6 x 20

M14 x 1.5

180

110

10

75

37 M12 75 (replace after dismantling)

39 M12 75

102

6.6.9.

Rear upright

4

5

6

Position Dimension

Tightening torque

[Nm]

M8 x 35

M8 x 30

37

37 with Loctite 270

Grease hub with Longtime grease before pressing in

12

14

15

18

21

M6 x 16

M6 x 12

M6 x 16

10

10

10

Replace after dismantling  micro capsulated

103

6.6.10.

Rear anti-roll bar

Position Dimension Tightening torque

[Nm]

2 M6 10

9 M4 x 10 2

14 M12 46

15 M6 10

20 M8 25

22 M8 x 25 25

23 M6 x 12 10

104

6.6.11.

Rear strut

Position Dimension Tightening torque

[Nm]

3 upper M12 x 1

3 lower M12 x 1

35

40

15 M10 46

105

6.7.

Sachs damper service 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

15811 Centennial Drive

Northville, MI. 48168

Phone +1 734 416 6200

Fax +1 734 416 1948

106

Oceanshore Motorsports

David Glenn

5892 John Anderson Highway

32136 Flagler Beach, FL

Phone +1 386 6731936

Fax +1 386 6731184

Service partner for Asia:

Enable Inc. Technical center

1 – 36 Ootsuzaki Ogakie-cho

Kariya-shi, Aichi-ken, 448-0813

Japan

Phone +81 566 62 86 05

Fax +81 566 62 86 07

107

7.

Wheels

The following three-piece wheels are supplied with the car:

Front axle:

Rear axle:

BBS 9.5 x 18” offset 37 mm

Tyre dimensions: 24/64-18 (rain tire)

BBS 12 x 18” offset 30 mm

Tyre dimensions: 30/68-18 (rain tire)

7.1.1.

Centre lock wheel nut

The centre lock wheel nuts for the 2012 model are identical to those of the 911 GT3 Cup S 2009.

7.1.1.1.

Centre lock wheel nut maintenance instruction

Note: Porsche Motorsport strongly recommends that the wheels are cleaned and a comprehensive visual inspection 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 lock mating face and deformation to the wheel well and the fasteners. Careful attention should be paid to the mileage of the wheels. Use the collected data to ensure that wheels are used in rotation, therefore ensuring a balanced and even usage and helping to identify early the need for spares.

 Wheel nut tightening torque 460 + 10 Nm

 The centre bolt and wheel nut must be cleaned regularly

 After cleaning the wheel nuts the thread and mounting flange should be coated thinly with grease

 When fitting new or used centre bolts the mounting face and internal threads should be coated thinly with grease

 Centre bolt tightening torque 490 Nm

108

Safety plate

Centre lock wheel nut

Wheel hub

 Slide safety plate on centre lock wheel nut, in case the safety plate lugs do not grasp the hollows in the hub remove safety plate and slide it back on the nut in a different position (turn the safety plate counter- or clockwise) by doing this check if the safety plate lugs grasp the hollows in the hub, if the lugs do not grasp the hollows in the hub identify the position of the safety plate which requires the least retightening of the centre lock wheel nut

 Only use Optimoly HT–Paste (copper paste) when lubricating the area of the centre lock

7.1.1.2.

Centre lock special tools

Wrench socket wheel nut:

Wrench socket centre lock wheel nut:

996.721.573.9A

996.721.571.9A

109

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 (steel)

Master cylinder

Master cylinder diameter [mm]

Brake disk diameter [mm]

Brake disk thickness [mm]

Brake pad

Pad thickness [mm]

Brake caliper

Brake caliper piston diameter [mm]

Brake fluid

8.2.

Technical data brake system (PCCB)

Master cylinder

Master cylinder diameter [mm]

Brake disk diameter [mm]

Brake disk thickness [mm]

Brake pad

Pad thickness [mm]

Brake caliper

Brake caliper piston diameter [mm]

Brake fluid

Front axle Rear axle

AP CP2623

20.6

380

32

AP CP2623

19.1

350

28

Pagid P50

18

6 piston aluminium monobloc

Pagid P50

18

4 piston aluminium monobloc

28 / 30 / 32 34

Endless RF - 650 Racing Super Fluid

Front axle Rear axle

AP CP2623

20.6

380

34

AP CP2623

17.8

350

28

Pagid P50 PCCB

18

6 piston aluminium monobloc

Pagid P50 PCCB

18

4 piston aluminium monobloc

28 / 30 / 32 34

Endless RF - 650 Racing Super Fluid

110

8.3.

Brake force distribution (brake balance)

The brake balance adjustment is made via a balance-bar system. The brake balance is adjusted 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.

7 6

Pressure front

Pressure rear

5

Brake force distribution 997 GT3 Cup 2010 steel brakes

4 3 -3 -4 -5 -6

60

55

35

-7

30

50

45

40

2 1 0 -1

Bias setting MoTeC

-2

111

Brake force distribution 997 GT3 Cup 2010 PCCB

Pressure front

Pressure rear

-7

70

65

40

35

30

60

55

50

45

7 6 5 4 3

8.3.1.

Brake balance system

2 1 0 -1

Bias Setting MoTeC

-2 -3 -4 -5 -6

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

Spacer

Balance bar

112

x

Pedal force l

Brake force VA

Brake force HA

brakeforce

_

rear



pedalforce



x brakeforce

_

front



l pedalforce



brakeforce

_

rear

8.3.1.1.

Basic setting balance bar

The following dimensions must be set in the basic setting (0).

Adjuster cable fitting

113

In addition one has to take care for sufficient axial play of the balance bar.

Thererfore a play 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 two fork ends. This play is absolutely necessary to prevent a twisted system. The lever ratios are not affected by this play. feeler gauge

Furthermore, it is possible that the play changes when the balance bar system 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.

114

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 adjuster cable lock-nut and the front brake master cylinder pushrod clevis to prevent 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 blue 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.

115

8.3.1.2.

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

Pay 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 shaft.

 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

8.3.1.3.

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.

116

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 -- Rubber boot

Repair kit installation:

1.

Remove 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.

117

8.4.

Brake caliper

The brake calipers fitted are of aluminium monobloc design. 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.

8.5.

PCCB brake disk information

The PCCB brake discs require careful handling, they are very sensitive to mechanical influences such as, for example, knocks from the wheel when fitting tyres or damage which can occur when cleaning the ventilation holes with a drill bit.

Mechanically damaged brake disks must be replaced. The PCCB brake disc wear can only be assessed by weight loss, and not, however, by the reduction of the brake disc thickness. The wear indicators on the brake disc are not relevant for use when racing. Precision weighing scales are recommended to weight the brake discs. The weights should be documented together with mileage. To guarantee precise documentation of the brake discs the new weight of the brake discs and a sequential number are engraved on the disc bell.

The brake disc weight loss must not exceed 100 g from the new weight.

If the weight loss exceeds 100 g the brake disc is worn out.

118

The brake discs must be free of brake dust, rubber particles and other dirt before weighing in order to make an accurate assessment of the wear. The brake discs must not be taken apart. The PCCB brake disc must be carefully bedded-in when new in order to achieve a long lifetime and high brake performance. A brake disc temperature of 250° C must not be exceeded. The brake disc surface aspect changes from matt to shiny after bedding-in. It should be noted that all four brake discs are bedded-in evenly on the car. To achieve even bedding-in slightly more brake force must be set to the rear axle.

8.6.

Tightening torques brake system

Component

Bleading screw calliper

Calliper on wheel carrier

Brake disc to hub

Brake disc to disc bell

Brake pipe bracket on subframe

Threaded rod nut Mounting frame

Balance bar

Banjo bolt master cylinder

Lock nut clevis brake balance bar

Bolt dimension

Tightening torque

[Nm]

14 (cold calliper)

73

M6 x 12

12 plus Loctite 243

M6 10

M6 x 16 10

M8

15 plus Loctite

25

M10 10

119

9.

Chassis

9.1.

Interior

9.2.

Exterior

The 911 GT3 RS 2012 chassis forms the basis of the 997 GT3 Cup 2012 race car. The chassis is fitted with roll-cage for safety purposes.

The 911 GT3 Cup 2012 chassis has the following features:

 Wider bodyshell based on the second generation GT3 RS II

 Larger rear wheel arches (new wheel housings for 690 mm tyres)

 Aluminium boot lid with Naca duct for direct driver cooling

 Roll cage complying with DMSB guidelines

 Carbon fibre doors with frame and plastic mirrors

 Polycarbonate rear screen, front windscreen and side windows

DO NOT under any circumstances modify the roll-cage as its structural integrity will be compromised. 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, with length and height adjustable steering column

 Race bucket seat with fire resistant upholstery fabric (only driver side)

 6-point safety harness

Front body panels

 Modified component carried over from 911 GT3 second generation with daytime running lights

 Aerodynamically optimised bumper lip

120

9.3.

Rear wing

Rear body panels

 Modified component carried over from 911 GT3 second generation (PUR-GF 17)

 No aluminium beam or impact bars

 Heat shielding

The 911 GT3 Cup 2012 is equipped with a 12-position adjustable carbon fibre rear wing.

P1

P12

Left wing support

121

9.4.

Fire extinguisher system

The 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. The 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 manufacture by original spare parts.

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.

122

9.4.2.

Extinguisher system error analysis

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.

123

9.5.

Air-jack system

 The exhaust valve must always be open (pulled out) to ensure that the air-jack cylinders are completely retracted when the car is running

 Never work under the car when the car is raised on the air-jack system without the air-jacks being blocked with ‘safeties’

 To prevent 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

 Never use mineral oil based cleaning agents

 Never open the air jacks: There is residual pressure in the system even 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 picture below for position of rear air-jack in the mounting tube

62 - 63 mm

124

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

The two rear air-jack cylinders are carried over from the 2009 model. The front air-jack cylinder is replaced by an air-jack with less stroke (185 mm) compared to the 2009 model year.

Front air-jack: KRONTEC LL 32 - 185

Rear air-jack: KRONTEC LL 22 - POR

Never use a third party product as this can lead to damage to the air-jack cover or piston tube.

125

10.

Electric

10.1.

Alternator

10.2.

Battery

10.3.

Steering wheel

 90 A

 12 V, 50 Ah

 Quick-release race 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

126

HIGH

BEAM

FLASHER

SPEED

WIPER

DISPLAY

ALARM

SPEED:

HIGHBEAM:

Speed limiter, for the speed limiter to function correctly Porsche Motorsport recommends that the car is driven in first gear at full-throttle with the speed limiter activated

Headlight flash, if the button is pressed for about 1 second the headlights stay on till the next time the button is pressed

DISPLAY: Scroll through MoTeC display pages

FLASHER Indicator

127

10.4.

Centre console

IGNITION: Ignition

LIGHT: Headlights

Motec Mode: Page through the individual MoTeC display

MAIN SWITCH:

FAN:

FOG REAR: modes

Main power supply

Driver cooling (on or off)

Fog lights

Pushed: floor, air vents, driver ventilation

128

FUEL PUMP:

INTANK PUMPS

10.5.

Shift Light Module

FUEL RES

Main fuel pump

Bosch: Pump runs when engine runs

Middle position: Fuel pumps off

Service: Pumps run with ignition (only to drain fuel cell)

Intank fuel pumps

Bosch: Pumps run when engine runs

Middle position: Fuel pumps off

Service: Pumps run with ignition (only to drain fuel cell)

Reserve fuel pump switch

Dimmer Alternator charging light

A Shift Light Module (SLM) is located above the MoTeC dash. This is used as additional display. The following display options are preset:

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10.6.

MoTeC Dash

10.6.1.

Display modes

The MoTeC Dash fitted has a 1 MB memory. This has a recording capacity of approximately 30 minutes.

The Cup MoTeC system is sold exclusively worldwide by Brückle–

Motorsport. If information and/or a system is required please contact

Brückle–Motorsport directly.

Brückle-Motorsport

Consulting GmbH

Werner Brückle

Bullreuth 1

D 82544 Egling

Tel. +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.

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10.6.1.1.

Race mode

Centre

Top

Right Left

Bottom

The lower (bottom) display line can be changed via the steering wheel mounted ‘Display’ switch.

Left: Speed

Centre: Gear

Right:

Bottom:

Actual lap time

Engine temperature ET

OP Oil pressure

Gearbox oil temperature

Fuel consumption per lap

Total fuel consumption

Fuel level

GBOT

FL

FU

FLEVEL

Brake

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10.6.1.2.

Practice mode

10.6.1.3.

Warm up mode

Left: Speed

Centre: Gear

Bottom: Brake balance

Engine temperature

Engine oil temperature

Engine oil pressure

BBIAS

ET

OT

OP

Battery voltage on dash VOLTS

Remaining logging time LOGTREM

Centre:

Top:

Right:

Bottom:

Condition throttle reset

Battery voltage on dash

Throttle angle Bosch

Fuel pressure

Oil pressure

Engine oil temperature

FP

OP

OT

THR% Throttle position %

Throttle position Bosch

Battery voltage on dash

Gearbox poti voltage

Gear shift sensor voltage

Distance covered

Odometer

THR_BO

BATVD

GEARSEN

GEARF

TRIPD

ODO

There is no gear position indicator in Warm up mode.

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10.6.2.

MoTeC Dash configuration

The existing configuration can be modified with the software ‘ADL2 Dash

Manager’. The following version is required:

DM2_450Y4_p

Communication PC - MoTeC Dash only function with this version. Delivered with the car is a CD with the programme and the configuration 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.

Specific areas of the Dashboard are password protected and cannot be changed.

For example, the CAN communication between ECU and MoTeC Dash cannot be changed.

The MoTeC Dash is disabled if an incorrect password is entered. It can only be enabled by Porsche Motorsport.

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10.6.3.

MoTeC Interpreter

To analyse measurement data the software MoTeC I2 Standard Is required (is supplied with the car).

10.7.

Car sensors

The car is equipped with the following sensors when delivered:

Measured variable Description in MoTeC I2

Description in Bosch

Modas

Engine

Oil temperature

Water temperature

Oil pressure

Water pressure

Fuel pressure

Throttle angle

Ambient pressure

Oil Temp

Water Temp

Oil Pressure

Eng Coolant Pres

Fuel Pres

Throttle

Air Pressure - Airbox toel tmot poel pxb_w pfuel wdkba_w pu

Ambient temperature Air Temp - Intake tans

Crankcase pressure (relative) --- pcrank_rel

Phase sensor camshaft

Speed sensor flywheel

Cooling water level switch

Gearbox

---

RPM

Water Level Switch phspos_w nmot_w

---

Gear shift force sensor gear lever

Gearbox potentiometer

Clutch pressure

Gearbox oil temperature

Complete car

Wheel speed sensors (4x)

Battery voltage

Gear Lever Force Volts

Gear Pos Volts

Pressure clutch

Gearbox Oil Temp ugs_w ugang_w pclutch_w

---

Acceleration sensors (x,y,z)

Brake light switch

Fuel level

Wheel Speed

Battery Voltage at Dash

G Lat

G Long

G Force Vert

---- ub accv_w accx_v

Brake Status

---

---

Display only in MoTeC Dash when stationary

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10.7.1.

Sensor theoretical value

Measured variable Modas description Theoretical value Comments

Engine idle speed

Throttle angle idle speed nmot_w wdkba_w

2000 +/-100 rpm

6.5 +/- 1.0 °

At operating temperature (80°C oil)

80 +/- 2 °

Bosch value => equals 100% in

Motec Throttle angle full power wdkba_w

Lambda cylinders

1-3/4-6

Lambda regulation factor lamsoni(2)_w fr(2)_w

0.9 +/- 0.1

1.0 +/- 0.2

Throttle angle > 10°

Battery voltage

Water pressure

Fuel pressure

Clutch pressure

Voltage gear shift force sensor

Gearbox potentiometer voltage ub pwater pfuel pclutch_w ugs_w ugang_w

13 +/- 1 V

> 0.2 bar

4.6 +/- 0.3 bar

> 30 bar

2,5 +0,1 / -0,15 V

Average value over one complete lap

With clutch pedal completely depressed

When the lever is not touched

6.

5.

4.

3.

2.

1.

3.85 V

3.45 V

3.04 V

2.64 +/- 0.04 V

2.21 V

1.82 V

Is incidental

Is incidental

Is incidental

This value must be set

Is incidental

Is incidental

10.7.2.

Optional sensors

As an option, Brückle Motorsport provides both a steering angle and brake pressure sensor, In addition, increasing the memory size is recommended if the optional sensors are fitted. Additional memory is also provided by Brückle Motorsport.

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10.8.

Engine Control Unit (ECU)

The GT3 Cup is equipped with a Bosch MS 3.1 ECU specially developed for motorsport applications. The Bosch MS 3.1 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 delivered with the engine to run them both together on the dynamometer.

As a safety precaution the ECU should always be disconnected from the wiring loom and removed from the car if welding work is carried out.

10.8.1.

ECU DIAG

The message ‘ECU DIAG’ is displayed in the MoTeC dash when electric errors (sensors) occur at a specific frequency or are always active. The message also indicates MS3.1 system errors.

A special software (Bosch Modas), which can be purchased from Porsche

Motorsport, is required to delete the errors.

10.8.2.

MODAS

With the MODAS software various parameters can retrieved from the ECU and modified.

In addition, errors occurring are saved in an error log that can be retrieved for analysis.

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The Laptop used must have the following minimum system requirements:

 WINDOWS 98, 2000, XP (NT is not supported)

 64 MB RAM

 233 MHz Processor

 4 Gigabyte free hard disk space

 Parallel Port with vehicles older than 2008 otherwise USB

 CD–Rom drive

A copy of the MODAS user instructions is included with the car.

10.9.

Relay- and fuse assignment

137

10.10.

Fuse carrier

138

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 recommends that the following minimum maintenance 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 calculate 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 weekend (sprint)

In addition to points in 11.2:

 Engine oil and filter change (after ‘hot races’  engine oil > 140°

C)

 Check compression and pressure loss of each cylinder

 Clean/replace air filter

 Change brake fluid

 Check brake balance setting

 Clean brake balance system

 Change brake fluid

 Check clutch wear

 Check wheel bearing play

 Check throttle cable route and setting

 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 brake calipers

 Replace fuel pumps and filter

 Overhaul dampers

 Check driveshaft CV joints

11.5.

After 20 respectively 30 hours running time

 Gearbox rebuild

See 5.12

11.6.

After 50 hours running time

 Engine rebuild

See 3.9

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11.7.

Operating fluids

Description / Field of application Part Number Name

Oil for power steering pump

Brake fluid

Coolant

Anti-corrosion additive

Gearbox oil Mobilupe 1 SHC 75W 90

Engine oil, Porsche initial filling

Drive shaft grease, 125 gr. tube

Grease for lambda probes

000.043.206.56 Pentosin CHF 11 S

996.355.960.90 Endless

000.043.301.03 1 litre

997.106.907.90 1 litre

999.917.062.00 1 litre

Recommendation MOBIL 1 Super Syn 0W-40

996.332.897.9A Krytox GPL 217

Recommendation MOLYSLIDE 607, Anti Seize

Copper paste wheel nut / centre bolt Optimoly - HT 000.043.004.00 Optimoly - HT

Silicon sealing engine 996.199.915.06 9 Bond 2210, 310 ml tube

Grease for exhaust bolts 000.043.020.00 Optimoly

Loctite kingpin lower wishbone

Grease for pilot bearing

Driving pin on wheel hub

Loctite 243

000.043.024.00 Höchstdruckfett

Loctite 270

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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: Steffen Höllwarth

Version 01/2012

Illustrations. descriptions and schematic drawings serve exclusively as presentation for the text. We undertake no liability for the completeness and conformity of the contents with respect to the legality of the current sporting regulations.

Porsche AG reserves the right for technical changes.

© Copyright by Dr. Ing. h.c. F. Porsche AG

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