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Carbon buckets, rear seat delete, short throw shifter(-10mm), reduced sound deadening. You can't get that on a S.
I am leaning towards ordering an S instead.
1) carbon bucket / rear seat Delete is out, I need backseat for kids
2) short throw shifter could be replicated for $1k in an S, just buy part to install
3) reduced sound deadening (1/2 item can’t get on S)
4) special T interior trim (2/2 item can’t get on S)
not sure if 3/4 is enough to sway me
for less power and brakes
I'm checking the RAS box on my order. Since the thing I didn't like about my 996 was the steering, and after educating myself on the system, I believe I will enjoy the 911T more with it. Thanks all for your input.
It’s funny how people comment on RAS that haven’t driven this car with one.
I drove a 992 base for almost two years and upgraded recently to a 992S with RAS as I wanted that option on my next car.
On the way home from the dealer I took a turn pretty fast and I couldn’t believe the difference in handling around that first corner! Amazing how Porsche continues to make me smile each time I upgrade cars. Get the RAS!! I also have RAS in my wife’s Panamera turbo ST and it makes that long as car feel like a small Porsche running around the backroads.
1) carbon bucket / rear seat Delete is out, I need backseat for kids
2) short throw shifter could be replicated for $1k in an S, just buy part to install
3) reduced sound deadening (1/2 item can’t get on S)
4) special T interior trim (2/2 item can’t get on S)
not sure if 3/4 is enough to sway me
for less power and brakes
The S is a nonstarter for me because I value lightness and responsiveness.
The larger S rotors add to rotating weight and the larger calipers add to unsprung weight.
Any deficit in the base brakes can be addressed with racing brake fluid and different brake pads that straddle street and race requirements.
And worst case scenario… AP racing brakes or Girodisc, which in the case of AP is a negligible difference in weight.
The other reason is the smaller turbos of the base engine result in incrementally better throttle response which is important to me for autocross.
The larger S rotors add to rotating weight and the larger calipers add to unsprung weight.
Any deficit in the base brakes can be addressed with racing brake fluid and different brake pads that straddle street and race requirements.
And worst case scenario… AP racing brakes or Girodisc, which in the case of AP is a negligible difference in weight.
And don't forget, the base brakes are still excellent brakes. According to Car and Driver, they stop from 70mph in 139' on a base 911 with PDK (so a heavier car than the 911T). The Corvette C8 Z51 stops from 70MPH in 148'. If you want an S for the added power, that's understandable. But for the brakes alone? I don't think that's necessary.
And don't forget, the base brakes are still excellent brakes. According to Car and Driver, they stop from 70mph in 139' on a base 911 with PDK (so a heavier car than the 911T). The Corvette C8 Z51 stops from 70MPH in 148'. If you want an S for the added power, that's understandable. But for the brakes alone? I don't think that's necessary.
You cannot judge brakes over a single stop from a given speed. Tires are the limiting factor here. Where bigger brakes matter is with intense repeated use, such as driving on a track. The increased power of the C-S over the base Carrera is a key reason for the bigger brakes. More power means higher speeds which require more heat shedding capability from the braking system. Same rational applies to the turbo having larger brakes still than the C-S.
The S is a nonstarter for me because I value lightness and responsiveness.
The larger S rotors add to rotating weight and the larger calipers add to unsprung weight.
Any deficit in the base brakes can be addressed with racing brake fluid and different brake pads that straddle street and race requirements.
And worst case scenario… AP racing brakes or Girodisc, which in the case of AP is a negligible difference in weight.
The other reason is the smaller turbos of the base engine result in incrementally better throttle response which is important to me for autocross.
Tbh I don't disagree with what you are saying but I think it will be hard to have final confirmation until some reviews comes out. This is the hardest part, we are all just speculating right now and I don't really want to circle jerk on this until someone outside of Porsche gets to drive the car. They put some secret sauce in the 991.2 T that gave it the lightness but who knows if they give us the sauce this time. If I order today, the C2s is the "safer" bet without any real reference point for the T.
Not that this is adding much to the discussion but here are some pretty pictures of Aerokit-equipped 992s.
$141,450 for a Carrera T vs. $154,840 for a Carrera S equipped similarly
T uniquely has: 911 embossed on front seat headrests, short throw shifter, reduced sound deadening, no rear seats, PTV with a mechanical rear differential lock
S uniquely has: more power, larger brakes, BOSE surround sound system, more color options (body, wheels, interior)
I drove a 992 base for almost two years and upgraded recently to a 992S with RAS as I wanted that option on my next car.
On the way home from the dealer I took a turn pretty fast and I couldn’t believe the difference in handling around that first corner! Amazing how Porsche continues to make me smile each time I upgrade cars. Get the RAS!! I also have RAS in my wife’s Panamera turbo ST and it makes that long as car feel like a small Porsche running around the backroads.
I don't want to invalidate your experience of the RAS feature but I want to ask if RAS was the only difference between the two models?!
A base 992 & a 992 S have other suspension differences besides RAS, which includes potential suspension & PTV+ (i.e. a rear differential lock + torque vectoring) differences. I just want to point out that its impossible to definitively say that RAS was the biggest factor in the differences you subjectively experienced. Yes, I am hoping going to get RAS on T build but I seriously doubt that I will be able to tell a difference.
You cannot judge brakes over a single stop from a given speed. Tires are the limiting factor here. Where bigger brakes matter is with intense repeated use, such as driving on a track. The increased power of the C-S over the base Carrera is a key reason for the bigger brakes. More power means higher speeds which require more heat shedding capability from the braking system. Same rational applies to the turbo having larger brakes still than the C-S.
I agree that fade resistance is the raison d'être for larger brakes.
If I needed that much fade resistance, beyond what higher performance pads and brake fluid provide, I would go with AP racing brakes. For autocross and canyons I won't need that. Track rats will. And they are light.
This is one of the best threads I've seen in a long time.
I agree that fade resistance is the raison d'être for larger brakes.
If I needed that much fade resistance, beyond what higher performance pads and brake fluid provide, I would go with AP racing brakes. For autocross and canyons I won't need that. Track rats will. And they are light.
This is one of the best threads I've seen in a long time.
The stock brakes are fine. Most of us track rats are ditching the stock pads and rotors immediately, even on GT cars. Porsche brakes are not up to anything but beginner level lapping. But no one is buying a T or base model for hardcore track use. The base model brake calipers are perfectly fine for light lapping with just fluid.
10-28-2022, 03:58 AM
