GT3 internals video. File this under "Oh, brother!"
05-15-2013, 04:56 AM
#1
Wordsmith
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GT3 internals video. File this under "Oh, brother!"
Here's a new vid from Porsche in the over the top, "who talks like that?!" genre of absurdly emphatic marketing blather ... file this one under "Oh, brother!" : )
05-15-2013, 09:49 AM
#5
Nordschleife Master
He forgot to mention what the system does to tire wear when turning the wheels to the opposite direction at low speeds... 
I like this guy's voice,he's perfect...Porsche is probably paying him a lot of money for this BS.
I like this guy's voice,he's perfect...Porsche is probably paying him a lot of money for this BS.
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05-15-2013, 12:22 PM
#8
Race Director
Actually, the rear wheels are already passively "steering" as part of normal rear suspension design, so with this process being more tightly controlled by active RWS one could in theory expect better tire wear. In reality, this concern is probably a total non-issue.
05-15-2013, 04:34 PM
#10
Race Director
I don't know, but my guess is that basic rear alignment will be done exactly as it is now, with the same general results for various tweaks. I'm trying to think why making alignment changes to the rear with RWS would be any different than making changes to the front, where FWS has a hugely larger range of motion. Maybe one of our suspension experts (Petevb?) can weigh in.....
05-15-2013, 05:49 PM
#11
Rennlist Member
Mike you are correct. From what the engineers have already said of this system for both the GT3 and TT/S the RWS actually will reduce tire wear (let load on side) and it keeps temperatures across the surface of the tire lower and more consistent for track use. I had it in a 1990s prelude and there was no discernible additional tire wear however it must be said it was critical to have the correct alignment and this is done with the wheels in the dead ahead static position....
05-15-2013, 07:44 PM
#12
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One thing they keep showing in all the videos is left foot braking. I am wondering are the pedals going to be adjusted to make that easier. I tried exclusively left foot braking (F1-style 
) in an e90 M3, and the brake pedal is too much to the right to do that comfortably - my leg started falling asleep. But even with my lack of practice it seemed faster when I managed to do it right - in some tight turns being able to go from trailbraking to throttle without any pause allows for smooth rotation without understeer, as well braking later without oversteer in downhill sweepers (e.g. 1 and 4 at mostport).
So what do you think about full-time left foot braking in the new GT3 - is it the way to go?
) in an e90 M3, and the brake pedal is too much to the right to do that comfortably - my leg started falling asleep. But even with my lack of practice it seemed faster when I managed to do it right - in some tight turns being able to go from trailbraking to throttle without any pause allows for smooth rotation without understeer, as well braking later without oversteer in downhill sweepers (e.g. 1 and 4 at mostport).So what do you think about full-time left foot braking in the new GT3 - is it the way to go?
05-16-2013, 05:42 PM
#13
I like the videos - think they are well done. There's just alot of acronyms to try to keep track off and the list keeps growing!
Think left foot braking would take a lot of practice for me - but then again I also have the clutch pedal to deal with.
Think left foot braking would take a lot of practice for me - but then again I also have the clutch pedal to deal with.
05-16-2013, 06:06 PM
#14
Rennlist Member
One thing they keep showing in all the videos is left foot braking. I am wondering are the pedals going to be adjusted to make that easier. I tried exclusively left foot braking (F1-style ) in an e90 M3, and the brake pedal is too much to the right to do that comfortably - my leg started falling asleep. But even with my lack of practice it seemed faster when I managed to do it right - in some tight turns being able to go from trailbraking to throttle without any pause allows for smooth rotation without understeer, as well braking later without oversteer in downhill sweepers (e.g. 1 and 4 at mostport).
So what do you think about full-time left foot braking in the new GT3 - is it the way to go?
) in an e90 M3, and the brake pedal is too much to the right to do that comfortably - my leg started falling asleep. But even with my lack of practice it seemed faster when I managed to do it right - in some tight turns being able to go from trailbraking to throttle without any pause allows for smooth rotation without understeer, as well braking later without oversteer in downhill sweepers (e.g. 1 and 4 at mostport).So what do you think about full-time left foot braking in the new GT3 - is it the way to go?
Im starting to think learning left food braking in an automatic will be a very handy skill to have to drive this PDK-S car quickly on the track. Im starting practice today in my auto pick up truck (it takes a long time to get that left foot working as sensitively on the brake pedal as the right one!)....so there are still some skills to learn to make quick progress even in the PDK GT3! Yay. Love a challenge!
05-16-2013, 07:17 PM
#15
Wordsmith
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In my experience, the only way to develop feel for left foot braking is to use your left foot in your road car every day and in every car you drive. It's the muscle memory that creates that unconscious teamwork between your left foot big toe, calf, quads and somewhere between the base of your spine and somewhere in whatever part of your brain learns that "map" of how to do something unconsciously.
Anyone with halfway decent strength and balance can left foot brake, but it takes concentration/focus/attention/effort that detracts from the other stuff you're doing on track (such as staying on track ...)
I used to reserve left foot braking (LFB?) for only those turns where it was really compulsory (eg. T2 at Laguna) but in the 996 GT3, the car pretty much told me I needed to get with the program and keep the pressure on the nose of the car while transitioning to power.
I find LFB to be hard to explain, but relatively easy to learn, then it's just a matter of practice and repetition with attention to the balance of the car. An SUV makes for a great teaching car. Even in a straight line at a walking pace, just feel the brake on and off, then balance that with the throttle so that you're feeding in power without gaining or losing speed and you can feel the car "compress."
Porsche limits the amount of time brake and throttle can be applied simultaneously. This is said to prevent the "panic" situation where an incompetent driver will push their right foot onto the brake and inadvertently depress the throttle -- this can lead to some of those YouTube videos of cars lurching into shop fronts, etc. -- but the time required to effectively transition is only the time taken to move from wide open throttle to full brakes, then from the peak braking and steering input at the apex to zero brake as the car tracks out and away from the apex. If anything the brake-throttle helps as a reminder when one becomes lazy (and slow) with the left foot.
PDK understands left foot braking, even in the 997.2 cars, it's smooth and doesn't make mistakes. I have to imagine the numerous computers all futzing around with the 991 GT3 will have a game plan and to drive the car as quickly as possible, you'll simply have to adapt to that plan. I'm not too happy about that approach (it's sort of like getting a good score on a video game, you're no longer exercising a raw skill so much as learning to pass a multiple choice test by process of elimination ... that's not the raw learning of a skill, that's the adaptation to a virtual environment created by software people.)
Anyone with halfway decent strength and balance can left foot brake, but it takes concentration/focus/attention/effort that detracts from the other stuff you're doing on track (such as staying on track ...)
I used to reserve left foot braking (LFB?) for only those turns where it was really compulsory (eg. T2 at Laguna) but in the 996 GT3, the car pretty much told me I needed to get with the program and keep the pressure on the nose of the car while transitioning to power.
I find LFB to be hard to explain, but relatively easy to learn, then it's just a matter of practice and repetition with attention to the balance of the car. An SUV makes for a great teaching car. Even in a straight line at a walking pace, just feel the brake on and off, then balance that with the throttle so that you're feeding in power without gaining or losing speed and you can feel the car "compress."
Porsche limits the amount of time brake and throttle can be applied simultaneously. This is said to prevent the "panic" situation where an incompetent driver will push their right foot onto the brake and inadvertently depress the throttle -- this can lead to some of those YouTube videos of cars lurching into shop fronts, etc. -- but the time required to effectively transition is only the time taken to move from wide open throttle to full brakes, then from the peak braking and steering input at the apex to zero brake as the car tracks out and away from the apex. If anything the brake-throttle helps as a reminder when one becomes lazy (and slow) with the left foot.
PDK understands left foot braking, even in the 997.2 cars, it's smooth and doesn't make mistakes. I have to imagine the numerous computers all futzing around with the 991 GT3 will have a game plan and to drive the car as quickly as possible, you'll simply have to adapt to that plan. I'm not too happy about that approach (it's sort of like getting a good score on a video game, you're no longer exercising a raw skill so much as learning to pass a multiple choice test by process of elimination ... that's not the raw learning of a skill, that's the adaptation to a virtual environment created by software people.)