Porsche 963

TYRES

• Slick (Hard compound recommended for race stint at Mosport), Front: 1.78 bar, Rear: 1.72 bar, Blanket temp: 80°C

ELECTRONICS

• TC: 4
• ABS: 3
• Engine Braking: 4 (medium-high, aids rotation on corner entry)
• Brake Pressure: 96%
• Brake Bias: F: 54% / R: 46%

DRIVETRAIN

• Fuel Map: Map 3 — balanced power delivery with moderate fuel saving, allows aggressive stints without excessive consumption; switch to Map 5 for qualifying-style push laps if needed late race
• Gear Ratios:
• 1st: 3.214
• 2nd: 2.550
• 3rd: 2.100
• 4th: 1.760
• 5th: 1.510
• 6th: 1.310
• Final Drive: 3.650

SUSPENSION

• // FRONT
• Ride Height: 55 mm
• Wheel Rate FL / FR: 210,000 N/m / 210,000 N/m
• ARB: 220 N/mm
• Brake Torque Multiplier: 100%
• Brake Bias: 54%
• // REAR
• Ride Height: 65 mm
• Wheel Rate RL / RR: 195,000 N/m / 195,000 N/m
• ARB: 180 N/mm
• Diff Preload: 45 Nm
• Diff Coast: 0.45
• Diff Power: 0.60

DAMPERS

AERO

• Front Wing: 4 (of 8 clicks), Rear Wing: 6 (of 10 clicks), Downforce Level: Medium-High, Brake Ducts: F:3 / R:2

KEY SETUP NOTE

• Mosport's uphill-downhill elevation changes (especially Turn 2 crest and Turn 5-8 esses) unload the front axle unpredictably under braking — slightly higher front ride height and firmer front ARB than typical give better platform stability for late-braking aggression without sacrificing rotation through the fast middle sector.

TRACK GUIDE

• Turn 1 (Moss Corner): Brake late under the hood past the 100m board, trail brake into the blind apex — the 963's strong front brake bias rewards aggressive trail braking here if diff coast is tuned low for stability.
• Turn 2 crest: Car goes light over the hill — avoid trail braking right at the crest or you'll upset rear grip; get braking done just before.
• Turns 3-8 (esses): This is where lap time is won — commit to a smooth, high-minimum-speed rhythm; sacrifice a fraction of entry speed for better exit drive onto the next apex, as compounding errors here are costly over a lap.
• Turn 5 (hairpin-ish downhill): Late apex this corner to maximize the uphill exit onto the back straight — traction off this corner is critical for straight-line speed into Turn 8.
• Turn 10 (final corner): Compromise exit speed over outright minimum speed — the run to the start/finish line rewards power-down traction over mid-corner rotation; keep power diff slightly open (0.60) to avoid snap oversteer on exit kerbs.