991 GT2RS
#1158
Race Car
One more thing: the guy I talked to about the GT2/GT3 could not understand why you'd want a manual. And now PDK is even better in the 991.2 GT3.
But his approach is a little bit like mine: driving a lot on track and when on street just coasting-too dangerous to drive actively on public roads.
But his approach is a little bit like mine: driving a lot on track and when on street just coasting-too dangerous to drive actively on public roads.
#1159
#1161
#1163
Race Car
Originally Posted by <3mph
Kobalt, can you elaborate on how PDK is better in the .2 please? I hadn't heard that info.
#1164
Nordschleife Master
#1165
Race Car
#1167
Addict
Lifetime Rennlist
Member
Lifetime Rennlist
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#1168
Two ring pistons reduce friction and are lighter but don't seal as well as three, and hence will begin to leak as hours build. Pistons and rods are time-change because making them so lets them be a few grams lighter. Every tolerance starts on the lose side (less friction) and gets loser.
One should not confuse this style of engine build for what's possible without rules. With air limited reducing friction becomes one of the only ways to make more power, so pursuit of that goal is relentless. Without restictors or with a turbo there is a much easier way to make power: add more air. Derestricted an RSR engine would make well more power and could make its current power far more reliably.
A turbo increases cylinder pressures requiring heavier components, and this does limit rev potential slightly. More important, however, is that when you compress the incoming air you remove the incentive to rev in the first place- you can crank boost and pass just as much air at 5k rpm as an N/A engine at 10k- a great tradeoff despite the heat because revs are inherently damaging.
#1169
Rennlist Member
Join Date: Feb 2006
Location: Wishing I Was At The Track
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#1170