[Bill Verburg]

Originally Posted by shoooo32

I start with ride height. Small changes in ride height can make a big difference in a 911's handling characteristics. Each car has a baseline setting you should be shooting for at specific locations on the chassis (may differ from road car depending on modifications). Load the car with the amount of fuel you'd have halfway through a session.

Then corner balance. You're looking to equalize the cross weights but also look at the weight distribution. Make sure the swaybars are disconnected for this step.

Next is alignment. As Locker suggested, a whisper of toe out in front and similar amount of toe in at the rear. The more toe the more stable the car will be, but it scrubs speed and burns tires. Most 911 drivers want as much caster as the car will offer, usually 6.5-7 degrees. I adjust camber based on tire temp readings. The harder a driver pushes the tire, the warmer the outside edge will be. If it's ballooned (hottest in the middle), it's over-inflated.

Shock settings are a little more in-depth. The team I work for has a shock consultant that gives us shock dyno data and baseline adjustments for each car. From there we make minor corrections based on driver feedback, track conditions, weather, etc.

Finally, swaybars. We use these for minor corrections to the handling of the car over a weekend. Most of the cars I prep have blade style adjusters so the driver is making these adjustments during the session.

These are just generic concepts - it's hard to have a specific recipe when it comes to production based race cars that were modified from street cars. Each one is a little different as is the driver and their skills/preferences.

Great response!