Did my first track day in mine today at Oulton Park and the 4RS was fantasic as expected. Due to a very busy work schedule since taking delivery end of March only managed to do 800miles before getting on track today.
For this reason alone I deliberately held back from using full revs and only used Manual mode and paddles so I could short shift at 8k revs. It still went very well however it was obvious the 4RS wasn't giving me the full beans due to the ECU holding back a bit due to the low miles.
The much firmer springs were very beneficial compared to my 718GT4 especially under hard braking where there was no front dive whatsoever. It feels like it has less low to mid range torque compared to my 2019 GT3 RS WP which I mostly attribute to not being fully run in. I have my next track day at Anglesey on May 18th where I expect the RS will have over 1200miles and as a result the ECU will allow the engine to perform closer to its full capability.
On the drive home with the tyre pressures lower than normal due to bleeding air three times whilst on track the ride quality on rough uneven roads was noticeably improved. Compared to the normal settings the pressures were around 28psi allround on the drive home.

 

^ I never heard of the ECU limiting revs and power until break-in miles are done. Is that something new?

 

I don't believe the ECU is limiting anything, but there will be some mechanical running in that helps a bit here or there. When Porsche starts a press drive somewhere at a track with these things they tend to have 150-200 miles on them and they wouldn't let journos near them if they didn't think they were performing 100%. The ones with track duty inevitably have radio delete and pccbs.

 

I was running convoy with a couple of other 4RSs which had more miles than mine and they were pulling away slightly on the straights. Some of this maybe due to mine being tighter and also an element of me being slightly careful of avoiding full revs. My 3RS felt like it had more torque at lower revs although my most recent memory was with it at 7-8K miles so fully run in.

 

It’s probably because you weren’t using the full revs. When I drove the GT4 RS, it seemed to really lack power until the revs were near the top.

 

@Taffy66 Glad you had a good time.

991.2 3RS does have more peak torque than 718 4RS and does also have fatter mid range.

470nm (349lbft) vs 450NM (339lbft).

 

Thanks T. Did the sensible thing on Thursday afternoon and took it to Ben for a geo. A few of the usual guys asking after you until they were informed that you and a couple of the other culprits were having an even better time on a much bigger circuit in a land far, far and away.

 

redline is generally redline for a reason. That's the optimal shift point or as near as doesn't matter. Shifting early will rob you of a lot of power. Shift low enough while under full load and it can also rob you of fuel economy which leads me to believe it may cause additional stress over shifting in higher rpms.

 

Just a thought, but it seemed to me from the dyno curves shown by one the aftermarket exhaust companies on this forum, that the optimal shift point is about 8300.

 

It doesn't actually show that. I know people think you shift at peak power because it makes less power after that, but that is the wrong way to think about it. You need to shift at Peak average power over the RPM range the gear is going to be in. If you shifted at 8300, you'd drop to 6300rpm or so. If you shift at 9000 you drop to 7000 or so. The average HP from 6300-7000rpm is less than 8300 to 9000 or so. The dyno graph says slightly under 9000 is probably optimal, maybe 8800-8900?, but 8300 would definitely be wrong based off the dyno graph I see.

Porsche has the car shift just under 9000 and that's really all you need to know.

 

Slight correction

450Nm converts to 332lb ft
470Nm 346.65lb ft.

It's enough of a difference to be noticeable when you put your foot down on corner exit. I wonder how much of this deficit can be gained back by replacing the rear muffler with an aftermarket one with larger diameter exhaust pipes and exhaust tips.

 

correct

 

Regarding shift points, it's straightforward - you shift when the HP of the gear you are going into is the same as the HP of the gear you are shifting out of. Otherwise, you could make more power by staying in the current gear for longer.

Zhao's description is correct as well.

 

Thought I'd post the dyno again. Quite a steep fall-off after 8200. I guess it depends on the rev drop between gears and might vary depending on what gear you are changing up to. I don't have the rev drops between gears.

 

Here they are. If that dyno graph is correct, certainly looks like you'd go to redline for 1st to 2nd, but the 50 bhp drop from 8800 to 8200 seems to point to an earlier shift for 2 to 3 and all the higher gears. Am I missing something here?