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True. The max power for the GT4 is at 7,600 against an 8,000 redline Max torque is at 5,500. But pick your car. Max power and torque are not at redline. If you enjoy the sound, go for it.
Peak TQ is 5000-6800. PDK cars get a plus 8 spike at 5500 but recapture the flat line to 6800.
Think all JC said above was max power was near RL. 7600 seems like it is near RL.
No one said max hp/tq was at RL.
Not sure what you’re advocating here, keeping the engine at 7 or below? Why?
True. The max power for the GT4 is at 7,600 against an 8,000 redline Max torque is at 5,500. But pick your car. Max power and torque are not at redline. If you enjoy the sound, go for it.
Adding to what others are saying in response to this. You may already get this but to be sure. For most of us this won't matter too much unless we are in a drag race or in a tight track race.
The problem with shifting at max HP is that the car spends less of its time in the highest possible power bands. The difference isn't huge, but for a group that talks a lot about saving a few pounds here and there and getting another 15 HP with an exhaust, it becomes relevant.
* When you shift from first at 8000 RPM the RPMs drops back down to 4712 RPM where the engine is making about 275 HP and then climbs again from there.
* When you shift from first at 7600 RPM, the RPMs drops back down to 4477 RPM (325 RPM less) where the engine is making about 250HP.
So if you choose to shift at 8000 RPM instead of 7600 RPM, during those last 400 RPM you are getting the benefits of more than 400 HP instead of 250-275 HP for that same time. If you are going for max acceleration, that can make a measurable difference.
The bottom line is that while "max power and torque are not at redline", maximum sustained power comes when you are shifting at redline.
Bearrun21 (12-29-2023),clutchdj (02-07-2022),phefner (02-07-2022),wizee (02-07-2022),Z06jerry (10-19-2022),Zhao (02-08-2022) and 1 others liked this post. (Show less...)
Anything's possible, some people buy a GT4 and then never drive it in the way it was designed to. On the other hand, it is possible to have the over-revs wiped completely. So ironically having all zero is actually more scary than some stage 1 and 2 (or very old 3-4)
Last August I had a tantrum and asked my salesmen to buy back my 2021 BGTS @3k miles. He ran a rev report said the rev limiter/ignitions-1 was 773 and that was insignificant to him. I asked how can one over speed the engine such that he would care and he suggested down-shifts can over rev the engine in a bad way. Remind me not to down-shift carelessly...
Well if you miss that 5-4 down shift and accidently drop it into 2nd and release the clutch, it'll get your attention. If you have rev-match on, you'll hear the rpms bump higher as your entering the gate. Giving you an opportunity to rethink engaging the clutch.
The car I'm looking at was initially stored and had less than 500 miles over 4 years (collector). New owner put on some 6,000 miles in a year. Just find it odd, and a little concerning as JC says above. Its also not a Porsche dealer, will have to get someone to do a PDI for me.
17958896[/url]]Adding to what others are saying in response to this. You may already get this but to be sure. For most of us this won't matter too much unless we are in a drag race or in a tight track race.
The problem with shifting at max HP is that the car spends less of its time in the highest possible power bands. The difference isn't huge, but for a group that talks a lot about saving a few pounds here and there and getting another 15 HP with an exhaust, it becomes relevant.
* When you shift from first at 8000 RPM the RPMs drops back down to 4712 RPM where the engine is making about 275 HP and then climbs again from there.
* When you shift from first at 7600 RPM, the RPMs drops back down to 4477 RPM (325 RPM less) where the engine is making about 250HP.
So if you choose to shift at 8000 RPM instead of 7600 RPM, during those last 400 RPM you are getting the benefits of more than 400 HP instead of 250-275 HP for that same time. If you are going for max acceleration, that can make a measurable difference.
The bottom line is that while "max power and torque are not at redline", maximum sustained power comes when you are shifting at redline.
I may well be wrong but my understanding is that torque rather than HP drives acceleration. So when you shift up a gear you are landing near peak torque whether you shift at redline or peak HP.
I may well be wrong but my understanding is that torque rather than HP drives acceleration. So when you shift up a gear you are landing near peak torque whether you shift at redline or peak HP.
For the purpose of going as quickly as possible you can ignore TQ and look at the HP curve. The reason why engine torque doesn't really matter for outright acceleration is the gearbox. It's a torque multiplier/divider because cars have wheels and they need to rotate at a certain speed. The higher the engine speed the lower the gear you need to be in for a given road speed. That means you can use a higher torque multiplier for longer. When you shift into a gear higher you are putting a smaller torque multiplier on so you are lowering the actual torque to the wheels of your car. That's why it blasts off in 1st gear but it hardly accelerates in 6th. The twisting force on the driveshaft/wheels is only a fraction of what it was even though your engine is putting the same force into the gearbox as before.
The point where you should shift is where the tq to the wheels drops below what it would be in the higher gear. The easiest way to find that point is to use the power curve as most of the math is already included in that.
I may well be wrong but my understanding is that torque rather than HP drives acceleration. So when you shift up a gear you are landing near peak torque whether you shift at redline or peak HP.
Yes, your understanding is wrong. Google is your friend.
It’s a math problem. Figure out wheel torque and you’ll have your answer. It’s almost always RL.
For the purpose of going as quickly as possible you can ignore TQ and look at the HP curve. The reason why engine torque doesn't really matter for outright acceleration is the gearbox. It's a torque multiplier/divider because cars have wheels and they need to rotate at a certain speed. The higher the engine speed the lower the gear you need to be in for a given road speed. That means you can use a higher torque multiplier for longer. When you shift into a gear higher you are putting a smaller torque multiplier on so you are lowering the actual torque to the wheels of your car. That's why it blasts off in 1st gear but it hardly accelerates in 6th. The twisting force on the driveshaft/wheels is only a fraction of what it was even though your engine is putting the same force into the gearbox as before.
The point where you should shift is where the tq to the wheels drops below what it would be in the higher gear. The easiest way to find that point is to use the power curve as most of the math is already included in that.
I had a 987 Cayman S with 124 track days on it. It had 65535 range 1, 8570 range 2, 1364 range 3 and 280 range 4. I bought a GT4 and sold the Cayman S to another track driver. The new owner tracked it another 5 years before it needed engine work.
I had a 987 Cayman S with 124 track days on it. It had 65535 range 1, 8570 range 2, 1364 range 3 and 280 range 4. I bought a GT4 and sold the Cayman S to another track driver. The new owner tracked it another 5 years before it needed engine work.
Well now we know the limits of the counters - 65535 is FFFF in Hexadecimal. Likely the area where that value is stored in the DME is a 2-byte integer - it can't increment anymore. So you most likely had more than 65,535 in range one.... which only proves the point: range 1 is nothing to worry about, at all.
02-07-2022, 05:14 PM
