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These days cold hard performance is a commodity easily found. Something exciting and emotional to drive is a rarity...
I agree, and I get that, my .2gt3 will arrive in about 5 weeks time.
But look at the future, look at next gen. Rate of progress with Turbo or otherwise will be bigger than with NA only. I just can't help but wonder what will be left from that exciting and emotional drive when carreras blows by on track left right front and center ... ?
Also, do you know how much power and torque the 991RS or 911R made on this test?
Interesting that it only met its "very conservative" factory ratings...
Finally got the answer:
They actually introduced a new rating system in this issue (the same now also for normal tests and short tests). The criteria are:
Drivetrain: 4,5/5
Acceleration: 5/5
Braking: 5/5
Handling/driving fun: 4,5/5
Cornering: 4,5/5
Comfort: 3,5/5
Everyday Usability: 2/5
Makes in total an average of 4,14/5, rounded to 4/5
Finally got the answer:
They actually introduced a new rating system in this issue (the same now also for normal tests and short tests). The criteria are:
Drivetrain: 4,5/5
Acceleration: 5/5
Braking: 5/5
Handling/driving fun: 4,5/5
Cornering: 4,5/5
Comfort: 3,5/5
Everyday Usability: 2/5
Makes in total an average of 4,14/5, rounded to 4/5
If those torque curves are right that is a huge jump at 2500rpm. Almost 100 ft.lbf increase with the GT3. The RS has a low end torque increase over the 991.1 GT3 I wonder what that looks like compared to the others.
Added the 991.1 GT3, which is better than either at the very low end. I suspect they are electronically protecting the newer engine from lugging- all dynos started below 2k rpm.
Surprisingly according to this the 4.0s don't have big gains in the mid-range. They have clearly worked hard tune them for top end power, as stroking would normally increase mid-range disproportionately. RS 4.0 not looking so hot, 991.2 looking very strong. I wonder how much is engine to engine variation, however...
Originally Posted by isv
Really interesting that. Just wondering, would you have the sportauto dyno numbers of the 4.0RS to put up on the same graph as well?
I have dynos but can't find one from Sportauto. If someone links I'll add it.
Added the 991.1 GT3, which is better than either at the very low end. I suspect they are electronically protecting the newer engine from lugging- all dynos started below 2k rpm.
Surprisingly according to this the 4.0s don't have big gains in the mid-range. They have clearly worked hard tune them for top end power, as stroking would normally increase mid-range disproportionately. RS 4.0 not looking so hot, 991.2 looking very strong. I wonder how much is engine to engine variation, however...
I have dynos but can't find one from Sportauto. If someone links I'll add it.
Pete,
I assume in this graph the "991.2 GT2" is a typo? And it should be 991.2 GT3?
I have dynos but can't find one from Sportauto. If someone links I'll add it.
is the only one I can find, not entirely sure if it was SportAuto's dyno run or they just reproduced the Porsche chart but it's picked off their website with the rest of the supertest results.
is the only one I can find, not entirely sure if it was SportAuto's dyno run or they just reproduced the Porsche chart but it's picked off their website with the rest of the supertest results.
As noted previously the 997 RS 4.0 still has more mid-range torque than any of them, though it finally has noticeably less area under the top of the power curve than the 9A1.5. I'll also repeat: I'm 98% sure Porsche is intentionally trying to limit mid-range torque in all of these engines to improve the "feel" of the top end rush.
Still- damn that was a good motor, and in a significantly lighter car...
What produces that camel effect in the torque curve for the .2 GT3? Understand tuning for the top end rush, but the early torque spike then drop looks (and I think would feel) unusual.
What produces that camel effect in the torque curve for the .2 GT3? Understand tuning for the top end rush, but the early torque spike then drop looks (and I think would feel) unusual.
It's probably down to different resonant intake modes interacting with Vario Cam, and it's likely not intentional.
I agree dips in a torque curve feel strange (the GT4's dead spots were much larger and I found them particularly annoying). Dips however can be hard to avoid when combining various overlapping resonance sweet spots into one integrated curve. Hopefully this one is small and early enough that it won't be noticeable. None of the reviewers that I saw commented, and the drop comes right at the bottom of the powerband in an area you don't want to be using often when you're pressing on (if you can help it). I'd think the RS 4.0's drop at 6.4k rpm would be much more noticeable, but from behind the wheel it only felt big enough to add "character".
Do the manual and pdk sound different from 8k to 9k. Pdk seems to have more of that ("those last 500 rpm" noise in the 991.1 gt3). Gearing is also shorter in the pdk version.
06-09-2017, 06:41 AM
