Thanks, Red5!
Have only driven it home so far, but looking forward to getting familiar with the new feel of my car. Certainly felt firmer, sportier & more 'tied down'. I like the new feel and for me, it's not too harsh. Iain Litchfield tested his T back to back with a 991.2 GT3 and said that this set up was better than the GT3 for daily driving, with the GT3 constantly feeling 'on edge'.
I've not had spacers before, but know it's an easy job for them to be removed again, if they are not to my liking.
Having test driven Iain's T, with the spacers, albeit on a fairly short test drive, the car felt great to me. He said he'd tested various spacer sizes, and concluded that 7mm all round was the best solution.
Having met Iain & some of his team, I have confidence in their work. They've been around for approaching 20 years and are well respected in their industry. In addition, the feedback from motoring journalists is great too, having driven Iain's car:
"Litchfield benchmarked a current 911 GT3 for steering feel, and so its upgrades for the Carrera T include revised front suspension geometry. Although the KW springs are stiffer by around 20% at the front and 10% at the rear, the car’s ride quality has been more or less unaffected, and the brilliantly judged damping that makes the factory-spec Carrera T work so well on our bumpy roads is carried over intact. Even on a really tricky section of B-road, the car’s suspension is pliant, absorbing bumps rather than being kicked about by them, while the body is so well tied down that you simply never feel it get light or out of phase with the wheels. It feels like witchcraft.
The steering is more impressive still. It's so pure, crisp and responsive, and the wheel fidgets so subtly but tellingly in your fingertips that it feels as though the car’s electrically assisted steering rack has been swapped out for a hydraulic one. Until there is some great breakthrough in the technology, electric steering gets no better than this.”
“Ever the perfectionist, Iain reckoned some detail tweaks to the chassis could also help, so he fitted custom springs to stiffen the front end and lower it by 20mm, while the rear is dropped by 10mm. 7mm spacers push the wheels out slightly and adjustable uniball items replace the front suspension bushings for a little bit of castor adjustment. All of this introduces a racy-looking rake but, more importantly, sharpens up the already brilliant steering by another notch, without overwhelming the all-round usability or subverting its all-rounder appeal. Matched with the stock dampers, mechanical limited-slip differential and T’s reduced final drive you have, perhaps, the recipe for the best ‘fast road’ 911 this side of the GT3 Touring…”
"And how’s the handling? It’s not as sharp as a GT3, but as a road-biased set-up it’s as good, if not better. Mean it. The damping hasn’t been touched, but it works brilliantly with the stiffer springs. It goes down a road more positively than the standard Carrera T, and you get more feedback from the road surface – it’s a more granular experience. But no less comfortable. As ever in a 911, the biggest bar to cruising comfort is tyre roar, but at least here you’re getting the information to go with it. And not just through the seat of your pants, but the steering as well. The switch to a solid bush might sound hilariously minor, but what it has done to steering response just off centre, taking what little slack there was out and introducing a bit of writhe, is a delight.
…but because the car sits lower on stiffer springs, there’s less jack-up under hard braking, less weight transfer. It’s the same with acceleration. And cornering. The car is better supported, so takes bends flat and hard, and the traction when you exit is ridiculous. I really, really enjoyed driving it.”