Porsche 911 Turbo 3.6 (964)

TYRES

• Compound: Slick Soft (no tyre blankets in AC Evo — tyres start cold)
• Front pressure: 28.5 PSI
• Rear pressure: 27.5 PSI
• Optimal operating temp: 85–95°C (peak grip window for soft slick compound)
• Camber: F -3.6° / R -2.0°
• Toe: F -0.05° (out) / R +0.10° (in)

ELECTRONICS

• TC: OFF (964 turbo has no factory TC — driver-modulated throttle only)
• ABS: OFF (period-correct 964 has no ABS assist in this config — manual threshold braking)
• Engine Braking / Brake Magic: N/A (mechanical, no engine braking map)
• Brake Bias: 66% front (manual bias bar, adjusted toward front for stability under heavy Monza braking)

SUSPENSION

• // FRONT
• Ride Height: 85 mm
• Wheel Rate FL / FR: 78000 N/m / 78000 N/m
• ARB: 18 N/mm
• Brake Torque Multiplier: 100%
• Brake Bias: 66%
• // REAR
• Ride Height: 95 mm
• Wheel Rate RL / RR: 105000 N/m / 105000 N/m
• ARB: 12 N/mm
• Diff Preload: 60 Nm
• Diff Coast: 0.7
• Diff Power: 0.5

DAMPERS

AERO

• Front: Stock whale-tail-compatible splitter, minimum front lip angle (lowest available setting)
• Rear: Factory "tea-tray" spoiler, fixed angle — set to lowest downforce trim available
• Downforce Level: Minimum (top speed priority for Rettifilo/Ascari straights)
• Brake Ducts: Front 2 / Rear 1 (minimize drag, rear-engine car self-cools rear brakes less critically)

KEY SETUP NOTE

• The 964 Turbo's rear-engine weight bias (~60% rear) makes it a pendulum under trail-braking — carry slightly more front brake bias and lower front ride height than instinct suggests to force early front rotation into Monza's chicanes, or the rear will snap on lift-off mid-corner.

TRACK GUIDE

• Turn 1/2 (Rettifilo): brake in a straight line, earlier than modern GT3s expect — 964's lack of ABS punishes any trail-braking rotation input; get the nose settled before turn-in, then use the inherent rear weight for late rotation on exit kerb.
• Curva Grande (T3): flat-out or lift-only-slightly; the rear-engine layout gives strong mid-corner rear grip — trust it, but don't lift abruptly or the pendulum effect snaps the tail.
• Roggia chicane (T4/5): same discipline as T1 — brake straight, sacrifice a fraction of entry speed to protect exit traction onto the following straight, this is a bigger time gain than aggressive entry.
• Lesmo 1&2: rotate the car earlier than modern cars, using trail-brake into Lesmo 1 to load the front; Lesmo 2 rewards patience — get straight before full throttle