Dynamic Engine Mounts
12-18-2014, 12:53 PM
#16
Pro
Thread Starter
Dynamic engine mounts, much like PDCC, is only something you miss when you realize it exists.
And because you now obviously do realize that dynamic engine mounts (as well as PDCC) is extant, you will forever wonder "what if" should you spec your car without either of these features.
And because you now obviously do realize that dynamic engine mounts (as well as PDCC) is extant, you will forever wonder "what if" should you spec your car without either of these features.
12-18-2014, 11:40 PM
#17
Instructor
FWIW while driving my 2015 C2S the left dynamic engine mount failed. Car only had about 3K miles on it. Mount was replaced under warranty. I hope it was a fluke!
12-19-2014, 12:35 AM
#18
+1
Conspiracy theory! I love it ... that's why I really loved the 996 GT3s so much ... there was so little (relatively) electronics in the way ... that's why I am an adherent to Walter Rohl's statement about his 964 RS vs. 991 GT3 ... when
he goes fast in the RS its because he is making it go fast... he's not so sure
in the 991 ...
Conspiracy theory! I love it ... that's why I really loved the 996 GT3s so much ... there was so little (relatively) electronics in the way ... that's why I am an adherent to Walter Rohl's statement about his 964 RS vs. 991 GT3 ... when
he goes fast in the RS its because he is making it go fast... he's not so sure
in the 991 ...
But that's on the surface. The deeper meaning is, he is not so sure! Which can only mean that these systems operate so seamlessly that even a pro like WR can't always tell: is it live? Or is it Memorex?
This goes back to something I've said a number of times when guys are talking about wearing out their rear brakes (not front, rear) on the track, or how the car handles on the track, etc. You and I both know NOBODY is gonna be wearing out REAR brakes faster than fronts- not if they're driving right. But this can easily happen if a driver is relying on these systems to get round the track. But if a driver as skilled as WR can't detect these systems in operation, well then no wonder our wanna-be's can't either. Then with there being no way of completely disabling these systems, and no way of the driver knowing when they're interceding, how in the world are people supposed to be able to really learn how to drive their cars?
12-19-2014, 10:40 AM
#19
Race Car
I'm not familiar with his exact quote, but if he really said that ("not so sure") then it has deeper ramifications than are apparent at first glance. ............. But if a driver as skilled as WR can't detect these systems in operation, well then no wonder our wanna-be's can't either. Then with there being no way of completely disabling these systems, and no way of the driver knowing when they're interceding, how in the world are people supposed to be able to really learn how to drive their cars?
I think the deeper ramification is to learn the art of high speed driving more gradually than the car's ultimate capability, or in the wet, or on a slower car.
12-19-2014, 02:29 PM
#20
Rennlist Member
I'm not familiar with his exact quote, but if he really said that ("not so sure") then it has deeper ramifications than are apparent at first glance. The obvious meaning everyone gets is the 964 had only its conventional suspension with nothing capable of interceding into driver control. (Well, almost. It did have ABS. Which means one has to go clear back to a 911 Carrera or SC like mine to have a true no-save drivers car!) The 991 however has a list of aids so long you could write a whole chuck911-length post and still not cover them all.
But that's on the surface. The deeper meaning is, he is not so sure! Which can only mean that these systems operate so seamlessly that even a pro like WR can't always tell: is it live? Or is it Memorex?
This goes back to something I've said a number of times when guys are talking about wearing out their rear brakes (not front, rear) on the track, or how the car handles on the track, etc. You and I both know NOBODY is gonna be wearing out REAR brakes faster than fronts- not if they're driving right. But this can easily happen if a driver is relying on these systems to get round the track. But if a driver as skilled as WR can't detect these systems in operation, well then no wonder our wanna-be's can't either. Then with there being no way of completely disabling these systems, and no way of the driver knowing when they're interceding, how in the world are people supposed to be able to really learn how to drive their cars?
But that's on the surface. The deeper meaning is, he is not so sure! Which can only mean that these systems operate so seamlessly that even a pro like WR can't always tell: is it live? Or is it Memorex?
This goes back to something I've said a number of times when guys are talking about wearing out their rear brakes (not front, rear) on the track, or how the car handles on the track, etc. You and I both know NOBODY is gonna be wearing out REAR brakes faster than fronts- not if they're driving right. But this can easily happen if a driver is relying on these systems to get round the track. But if a driver as skilled as WR can't detect these systems in operation, well then no wonder our wanna-be's can't either. Then with there being no way of completely disabling these systems, and no way of the driver knowing when they're interceding, how in the world are people supposed to be able to really learn how to drive their cars?
rear pads smoking heavily ... I spoke with one of the instructors standing around and he commented that this was "normal" as a result of the cars
ABD systems working the rear brakes heavily... and that is with a GT car
which supposedly you can defeat the TC & SC ...
With PTV(+) this can only "get worse" ... especially on a regular Carrera where the PSM is never really "off" to the extent it is on a GT car...
12-19-2014, 02:30 PM
#21
Rennlist Member
From 4:16 onwards...
12-19-2014, 05:34 PM
#22
Three Wheelin'
12-19-2014, 05:55 PM
#23
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01-20-2015, 06:01 PM
#25
Advanced
...Porsche is far better than anyone else at delivering technological improvements unobtrusively. So even though this is another great improvement, its also one you would not be likely to really appreciate until after spending some time getting used to it, and then driving a car without it. At which point you will be glad you got it.
-Steve
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mrjlevy (04-16-2021)
04-16-2021, 12:24 PM
#26
Specific to your question…
Normal motor mounts always allow the engine/transmission to twist and shift under load. Imagine a keg of beer in the back seat. When you go into a turn everythings fine at first but the keg starts rolling until it hits something and stops at which point it rocks the car. Also if you stab the throttle real quick the first thing that happens is the engine/transmission twists in the mounts. Real power only gets transmitted to the wheels after this twisting slack has been absorbed. This is exactly what happens with normal motor mounts only since it happens all the time everyone's used to it.
This is why race cars like the Cup have in the past bolted the engine right to the frame. But now with Dynamic mounts we can have the best of both worlds.
The first time I drove a 911 with these the benefit was obvious. In 2nd gear we stabbed throttle to the floor and the acceleration was visceral and instantaneous. Felt just like a Cup car. But when tooling around it felt just like a normal 911.
The improved lateral control is harder to notice and depending on your sensitivity you may not notice it at all in normal or even quite aggressive street driving. On the track however I would think just about anyone would get it.
The problem is its one of those things like PDCC you can't really compare without changing cars. Porsche is far better than anyone else at delivering technological improvements unobtrusively. So even though this is another great improvement, its also one you would not be likely to really appreciate until after spending some time getting used to it, and then driving a car without it. At which point you will be glad you got it.
Normal motor mounts always allow the engine/transmission to twist and shift under load. Imagine a keg of beer in the back seat. When you go into a turn everythings fine at first but the keg starts rolling until it hits something and stops at which point it rocks the car. Also if you stab the throttle real quick the first thing that happens is the engine/transmission twists in the mounts. Real power only gets transmitted to the wheels after this twisting slack has been absorbed. This is exactly what happens with normal motor mounts only since it happens all the time everyone's used to it.
This is why race cars like the Cup have in the past bolted the engine right to the frame. But now with Dynamic mounts we can have the best of both worlds.
The first time I drove a 911 with these the benefit was obvious. In 2nd gear we stabbed throttle to the floor and the acceleration was visceral and instantaneous. Felt just like a Cup car. But when tooling around it felt just like a normal 911.
The improved lateral control is harder to notice and depending on your sensitivity you may not notice it at all in normal or even quite aggressive street driving. On the track however I would think just about anyone would get it.
The problem is its one of those things like PDCC you can't really compare without changing cars. Porsche is far better than anyone else at delivering technological improvements unobtrusively. So even though this is another great improvement, its also one you would not be likely to really appreciate until after spending some time getting used to it, and then driving a car without it. At which point you will be glad you got it.
Last edited by mrjlevy; 04-16-2021 at 12:25 PM.
04-16-2021, 05:13 PM
#27
Rennlist Member
This thread died a natural death 6 years ago.
DaveGee
DaveGee
04-16-2021, 05:39 PM
#28
04-16-2021, 05:53 PM
#29
Rennlist Member
And timely for me - mine are sagging on one side in particular and need to be replaced. I find the tech rather obtrusive because my car is less than 4 years and I have a droopy tailpipe.
