Nordschleife

Support at Race Technology should be able to point you at the fitment you need. Otherwise, try and charm the information out of your local Hammer expert or, speak to Motec. Their data logger works with sensors, the CANBUS and the Bosch ECU, so they have all the interfaces and might be able to supply you with a cable that you can modify one end of to connect to your low level RPM input on the DL1. Motec supply the Data Logger for the Carrera Cup cars, so they know all about GT3s

this site may give you some ideas http://www.soundlabsgroup.com.au/canbus/can_interface.htm

Mike I follow what you mean now. I think it is worth emphasising your point that the aim is to minimise the difference between the left side weight and the right side weight, rather than equalise the diagonal weights. I have watched good race crews get their adjustments right first time, they do get used to reading a computer screen upsidedown, however. R+C

Mike This assertion of yours puzzles me, as, in the real world, one does indeed set up a correctly corner balanced car with a half tank and driver's weight in place. I quote from Porsche's GT3 Cup instructions: Suspension Alignment General The suspension alignment of the 911 GT3 Cup corresponds almost identically with the procedure used on the 911 GT R. Suspension alignment should be carried out using an optical or better still an electronic axle measurement device. The measurement procedure of the specific axle measurement machine should be adhered to. The following conditions must be followed before alignment can begin: • Car to be measured with 1/2 Tank of fuel and 75 kg in the drivers seat. • Joint and wheel bearing play checked (wheel bearing play can not be adjusted). • Front and rear tyre pressure set to 2,0 bar. If the car is going to be measured front and rear, first check the rear axle values and readjust if necessary. Camber value on the front axle applies when the wheels are in the straight-ahead position. Steering wheel and steering rack should be in the middle when adjusting toe. Before the wheel alignment of the front and rear axles can be set, it is necessary to check the ride height. The wheel weight (corner weight) difference is adjusted by changing the ride height within the tolerance. The smallest possible difference in wheel weight left to right should be achieved. Therefore, it is absolutely necessary to align the suspension with the car on corner weight scales. When I look at set up data, I can see that the ultra light drivers have noticably different car setups. R+C