911R Driving Impressions
10-12-2016, 11:27 AM
#1
Instructor
Thread Starter
911R Driving Impressions
Some observations after over 2000 km in the 911R…
One of the things immediately obvious is how light the clutch pedal is – and that is a very good thing. The light clutch pedal makes crawling in traffic a lot easier, and better matches the other pedal weights. Also immediately obvious is all the little noises – clutch rattle, the engine throttle and intake sounds, etc – Jason Cammisa/Motor Trend’s video does a great job showing all the noises.
It appears that there is some “break-in” mapping that changes as the car accumulates mileage. For example, the automatic downshift throttle blips got a lot more aggressive at the 500km mark. I adhered to Preuninger's break in recommendations and rpm limits.
The engine is the best part of this car. The 4.0 revs so quickly that you have to rev match upshifts or use the Sport button to do it for you. Otherwise, the engine drops revs too quickly for a smooth upshift. Like a Carrera GT. Also, there is no 2500 to 3000 rpm flat spot like in some other modern engines. The lower weight, lighter flywheel, lighter wheels and tires, and lower aerodynamic drag, all combine to make the R feel a lot more responsive than the current GT3 RS. Through the gears, this car absolutely flies – feeling perhaps 20 percent quicker in 1st gear and 10 percent in subsequent gears than an RS. A quick back of the envelope calculation on top speed confirms – the R’s 4.2 percent top speed advantage over the RS (323 vs 310 km/h) implies a 13 percent advantage in power-to-drag ratio. One can reasonably say that the R feels like a 550 hp RS.
On Alpine roads, this car is a complete weapon – braking, turn-in, exit grip and acceleration are all incredible. The light weight, responsive engine, and rear wheel steering all come in to play – the car is clearly superior on these roads to the pair of 458 Speciales that I played tag with. You really can go fast-in and fast-out. On these roads, the R is king.
Overall, there is no other modern day factory hot-rod sports car like this. Absolutely incredible.
One of the things immediately obvious is how light the clutch pedal is – and that is a very good thing. The light clutch pedal makes crawling in traffic a lot easier, and better matches the other pedal weights. Also immediately obvious is all the little noises – clutch rattle, the engine throttle and intake sounds, etc – Jason Cammisa/Motor Trend’s video does a great job showing all the noises.
It appears that there is some “break-in” mapping that changes as the car accumulates mileage. For example, the automatic downshift throttle blips got a lot more aggressive at the 500km mark. I adhered to Preuninger's break in recommendations and rpm limits.
The engine is the best part of this car. The 4.0 revs so quickly that you have to rev match upshifts or use the Sport button to do it for you. Otherwise, the engine drops revs too quickly for a smooth upshift. Like a Carrera GT. Also, there is no 2500 to 3000 rpm flat spot like in some other modern engines. The lower weight, lighter flywheel, lighter wheels and tires, and lower aerodynamic drag, all combine to make the R feel a lot more responsive than the current GT3 RS. Through the gears, this car absolutely flies – feeling perhaps 20 percent quicker in 1st gear and 10 percent in subsequent gears than an RS. A quick back of the envelope calculation on top speed confirms – the R’s 4.2 percent top speed advantage over the RS (323 vs 310 km/h) implies a 13 percent advantage in power-to-drag ratio. One can reasonably say that the R feels like a 550 hp RS.
On Alpine roads, this car is a complete weapon – braking, turn-in, exit grip and acceleration are all incredible. The light weight, responsive engine, and rear wheel steering all come in to play – the car is clearly superior on these roads to the pair of 458 Speciales that I played tag with. You really can go fast-in and fast-out. On these roads, the R is king.
Overall, there is no other modern day factory hot-rod sports car like this. Absolutely incredible.
Last edited by BusDriver; 10-12-2016 at 11:47 AM.
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10-12-2016, 08:19 PM
#11
Rennlist Member
Engine is broken in from the factory, it just needs to be properly warmed up before revving it.
The rest of the drive train is the stuff that needs to be broken in, but again, same rule, let the car warmed up first before doing anything. Don't stay at the high rev range for too long, it puts too much stress on the gears and everything else before they are fully bedded in.
Basically common sense.....................
The rest of the drive train is the stuff that needs to be broken in, but again, same rule, let the car warmed up first before doing anything. Don't stay at the high rev range for too long, it puts too much stress on the gears and everything else before they are fully bedded in.
Basically common sense.....................
10-12-2016, 09:51 PM
#12
Nordschleife Master
Some observations after over 2000 km in the 911R…
One of the things immediately obvious is how light the clutch pedal is – and that is a very good thing. The light clutch pedal makes crawling in traffic a lot easier, and better matches the other pedal weights. Also immediately obvious is all the little noises – clutch rattle, the engine throttle and intake sounds, etc – Jason Cammisa/Motor Trend’s video does a great job showing all the noises.
It appears that there is some “break-in” mapping that changes as the car accumulates mileage. For example, the automatic downshift throttle blips got a lot more aggressive at the 500km mark. I adhered to Preuninger's break in recommendations and rpm limits.
The engine is the best part of this car. The 4.0 revs so quickly that you have to rev match upshifts or use the Sport button to do it for you. Otherwise, the engine drops revs too quickly for a smooth upshift. Like a Carrera GT. Also, there is no 2500 to 3000 rpm flat spot like in some other modern engines. The lower weight, lighter flywheel, lighter wheels and tires, and lower aerodynamic drag, all combine to make the R feel a lot more responsive than the current GT3 RS. Through the gears, this car absolutely flies – feeling perhaps 20 percent quicker in 1st gear and 10 percent in subsequent gears than an RS. A quick back of the envelope calculation on top speed confirms – the R’s 4.2 percent top speed advantage over the RS (323 vs 310 km/h) implies a 13 percent advantage in power-to-drag ratio. One can reasonably say that the R feels like a 550 hp RS.
On Alpine roads, this car is a complete weapon – braking, turn-in, exit grip and acceleration are all incredible. The light weight, responsive engine, and rear wheel steering all come in to play – the car is clearly superior on these roads to the pair of 458 Speciales that I played tag with. You really can go fast-in and fast-out. On these roads, the R is king.
Overall, there is no other modern day factory hot-rod sports car like this. Absolutely incredible.
One of the things immediately obvious is how light the clutch pedal is – and that is a very good thing. The light clutch pedal makes crawling in traffic a lot easier, and better matches the other pedal weights. Also immediately obvious is all the little noises – clutch rattle, the engine throttle and intake sounds, etc – Jason Cammisa/Motor Trend’s video does a great job showing all the noises.
It appears that there is some “break-in” mapping that changes as the car accumulates mileage. For example, the automatic downshift throttle blips got a lot more aggressive at the 500km mark. I adhered to Preuninger's break in recommendations and rpm limits.
The engine is the best part of this car. The 4.0 revs so quickly that you have to rev match upshifts or use the Sport button to do it for you. Otherwise, the engine drops revs too quickly for a smooth upshift. Like a Carrera GT. Also, there is no 2500 to 3000 rpm flat spot like in some other modern engines. The lower weight, lighter flywheel, lighter wheels and tires, and lower aerodynamic drag, all combine to make the R feel a lot more responsive than the current GT3 RS. Through the gears, this car absolutely flies – feeling perhaps 20 percent quicker in 1st gear and 10 percent in subsequent gears than an RS. A quick back of the envelope calculation on top speed confirms – the R’s 4.2 percent top speed advantage over the RS (323 vs 310 km/h) implies a 13 percent advantage in power-to-drag ratio. One can reasonably say that the R feels like a 550 hp RS.
On Alpine roads, this car is a complete weapon – braking, turn-in, exit grip and acceleration are all incredible. The light weight, responsive engine, and rear wheel steering all come in to play – the car is clearly superior on these roads to the pair of 458 Speciales that I played tag with. You really can go fast-in and fast-out. On these roads, the R is king.
Overall, there is no other modern day factory hot-rod sports car like this. Absolutely incredible.
The following users liked this post:
tdmgt3 (09-01-2023)
10-12-2016, 09:58 PM
#13
congrats on the car....and thanks for review.. have to admit...im a little jealous
10-12-2016, 10:03 PM
#14
Drifting
Without the PDK, the R puts more power down to the wheel. RS is a RS, but R is a R!