To clarify only compression damping should be thought of in terms of hard or soft. Rebound damping should be thought of in terms of speed: fast or slow; but it’s not speed the car is going it’s the shaft speed ie how quickly the wheel is able to recover from a bump impact. So when Dan goes “-4” on rebound damping he is allowing the wheel to recover faster and when he is “+4” he has more damping = slower recovery of the wheel to its nominal position. Most sports cars up to now have adjusted suspension compression damping as typically rebound damping only needs adjustment when spring rate changes. I imagine the range of adjustment Porsche allows with the rebound is quite small in reality to keep owners from getting it way wrong.
Almost didn't watch this having seen so many GT3RS videos already, so glad I did. Gutted it was only 14 minutes. Well done having the foresight to not go through the aero again you know your audience!
Brilliant video. Would have loved to hear you explain the differential settings too as it also remains an obscure element of engineering (in terms of influence on the driving if set up one way or the other) for most people.
Fantastic video and I’m very excited for this new step in the evolution of TI. I’ve been an avid listener since the early DN days and can’t get enough of your content. Keep up the fantastic work and please geek out on the details as much as you want to it’s captivating!
This car is just absurd I mean the regular one is already INSANE but this car just keeps on delivering when you ask it to. I personally did love the wing on the 2019 Porsche GT3 RS a lot more but I still do appreciate the newer ones despite the price being way over sticker whether you buy it from a dealer or not. Really liked this review on the springs and dampers though as they're very important when going around a track. Usually the softest you can go is the best but sometimes you just need slightly better response, especially with the rebound stiffness!
Very nice video! I found one thing interesting though.. In Catchpoles interview with Bergmeister when they talk about his setup for the Nordschleife and Silverstone he says that + on the compression/rebound is softer and not the other way around. I would think that it is like Prosser describes in this video where + is harder.. that seems to correlate to what he experiences with everything turned to +4 as well.
Great video I believe that really experienced drivers will make changes not only on different tracks, but also on different sectors of the same track (more or less as F1 drivers do so with the break partition ecc)
Don’t mean to be overly critical here, I’m a big fan of your work Dan and think you present very well, but I much preferred the way you presented content from a few years ago, it was far more natural, less forced and easier to listen to, almost seemed more genuine and I took your opinion with more credibility to this newer style of piece to camera, which comes across as scripted and Top Gear like. Very hard thing to master I know. Love that more free video content is coming to the ti RU-vid channel!
This is too much as a GT3 owner. The wing is too big and all the duct make it look like a full blown race car. Part of the charm of the GT3 is being able to drive it on the street. I would never put this car on the street
