Porsche 911 Turbo 3.6 (964) — Power Package

TYRES

• Compound: Semi-slick (Power Package street-sport compound), Front 28.5 PSI, Rear 27.5 PSI — no tyre blankets in AC Evo. Optimal operating window: 85–95°C for maximum grip on this compound.

ELECTRONICS

• TC: Off (classic 964 analogue throttle mapping — no adjustable TC) — if Power Package ECU traction aid present, set to minimum/Level 1
• ABS: Off (964-era, no ABS unit — if simulated option present, Level 1 minimum intervention)
• Engine Braking / Brake Magic: Not adjustable (mechanical fixed) — treat as stock
• Brake Bias: 62% front (manual adjustable bias knob, set full forward attack)

SUSPENSION

• // FRONT
• Ride Height: 105 mm
• Wheel Rate FL / FR: 34000 N/m / 34000 N/m
• ARB: 14 N/m
• Brake Torque Multiplier: 100%
• Brake Bias: 62%
• // REAR
• Ride Height: 115 mm
• Wheel Rate RL / RR: 38000 N/m / 38000 N/m
• ARB: 14 N/m
• Diff Preload: 55 Nm
• Diff Coast: 0.6
• Diff Power: 0.4

DAMPERS

AERO

• Front: Stock 964 lip, no adjustable splitter (fixed) — ducts open 2/6 for minimal drag
• Rear: Whale-tail / Turbo wing fixed angle — if adjustable aero mod active, set 2nd of 3 positions (balanced-to-low drag, prioritise Esses and back straight speed)
• Downforce Level: Low — this car is drag-limited on COTA's long main straight and back stretch; stability relies on mechanical grip and rear weight bias, not wing load

KEY SETUP NOTE

• The 964 Turbo's rear-engine weight bias (nearly 60% rear) means the car wants to rotate violently on trail-brake and snap on lift-throttle mid-corner — run slightly higher rear ride height and firm coast-side diff lock to tame the pendulum effect, especially critical at T1's uphill entry and the fast direction changes through the Esses where a sudden weight transfer will spit the rear.

TRACK GUIDE

• T1: Brake in a straight line well before the blind apex — this car's rear weight makes trail-braking into the hairpin extremely risky; get braking done early, rotate on a neutral throttle, then get back to power early for the uphill exit.
• Esses (T2-T9): Minimize steering inputs, let the car flow — the high polar inertia of the rear engine punishes aggressive direction changes; a smooth, late apex approach through each esses section prevents the rear stepping out mid-transition.
• T11 Hairpin: Brake deep but in a straight line, rotate the car early using trail-brake rotation (light), then prioritize a clean, early throttle application exploiting the strong rear-engine traction — this is where the 964 gains time versus modern mid-engine GT cars.
• Stadium Section (T16-19): Keep the car settled — avoid aggressive kerb use on entry as it upsets the rear-biased chassis; focus on rhythm and consistent rotation rather than outright attack.
• T20 Final Hairpin: This is the biggest lap time opportunity — late, straight-line braking, rotate hard with a dab of trail brake, and get on the power early exploiting the rear traction advantage onto the pit straight; a strong exit here is worth more than anywhere else on the lap.