Porsche 911 Turbo 3.6 (964)

• Note on car context: the 964 Turbo 3.6 is an air-cooled, rear-engine, turbocharged road-derived GT car — no ACC-style TC/ABS electronics suite exists for this classic (early-90s electronics only). Values below use AC Evo's analog-era adjustable parameters (brake bias, limited-slip diff, preload) rather than modern driver-aid scales, adapted sensibly for max-attack single-lap use.

TYRES

• Semi-slick (Sport compound), front 28.5 PSI, rear 27.5 PSI — no tyre blankets available in AC Evo, tyres must be worked up to temp on out-lap. Optimal operating window: 85–95°C for peak grip on this compound.

ELECTRONICS

• No TC (car has none). No ABS (mechanical brakes only — threshold braking required). Engine braking: fixed/stock (no map adjustment on 964). Brake bias: adjustable via balance bar only — see below.

SUSPENSION

• // FRONT
• Ride Height: 95 mm
• Wheel Rate FL / FR: 145000 N/m / 145000 N/m
• ARB: 18 N/mm
• Brake Torque Multiplier: 100%
• Brake Bias: 58%
• // REAR
• Ride Height: 105 mm
• Wheel Rate RL / RR: 165000 N/m / 165000 N/m
• ARB: 18 N/mm
• Diff Preload: 90 Nm
• Diff Coast: 0.6
• Diff Power: 0.5

DAMPERS

AERO

• Front: stock whale-tail-compatible splitter/lip, minimum trim. Rear: factory "tea-tray" / whaletail fixed wing, lowest effective AoA setting available. Downforce priority: minimum drag for Monza top speed (long straights dominate lap time). No adjustable brake ducts on 964 — leave stock open position.

KEY SETUP NOTE

• The 964's rear-engine weight bias (roughly 60% rear) plus a turbo lag spike mid-corner-exit means the car will snap into oversteer if you get back on boost too early off Lesmo 2 or Parabolica — carry slightly higher rear ride height and strong coast-side diff lock to keep the rear planted on trail-braking entry, and wait a beat longer than feels natural before full throttle to let the turbo spool without unsettling the chassis.

TRACK GUIDE

• Rettifilo (T1/2): brake deep but straight-line only — this car doesn't like trail-braking hard into the first chicane due to turbo-lag throttle recovery; get it rotated on entry, stand on the kerb only lightly, 964 suspension is stiff-feeling but body roll punishes aggressive kerb strikes.
• Curva Grande (T3): flat-ish in a good lap but respect the rear-engine pendulum — don't lift mid-corner, a sudden lift here snaps the rear instantly.
• Roggia chicane (T4/5): similar to T1/2 — brake in a straight line, rotate on entry with a lift-and-turn technique rather than trail braking deep, turbo lag means you must be patient reapplying power.
• Lesmo 1/2: this is where lap time is won — carry more entry speed than feels safe into Lesmo 1 using the front grip, but be very progressive on power through Lesmo 2 exit, premature throttle = guaranteed oversteer onto the back straight.
• Ascari chicane: needs a flat, stable platform over the kerbs — the stiffer rear wheel rates here help, but don't overdrive the entry; a balanced, un-dramatic Ascari sets up a strong run to Parabolica.
• Parabolica: the lap-defining corner — late apex, get the car pointed early, and feed in throttle progressively through the turbo lag zone to maximize speed onto the pit straight; this is where the whole lap's reward is collected.