Ritesh

That is truely Awesome!! Congrats. I would like to request a detailed comparison of the two cars and lap times.

pissedpuppy

well done, the real mccoy

mikymu

Here is how Glen put it. I will get a 6 GT3 and it will be a big jump from my RS for couple months. Once I get up to speed then I will be looking for a 7 Cup. If a cheap (less than $50K) 6 Cup with strong engine and tranny is available I would have a 6. It's more civil to drive and relatively cheap compare to 7 in up keep. But I worry about resale. 6 Cup is dated and getting old fast. Most will look for a 7 Cup to buy in 2-3 years time then it will be super hard to sell a 6 Cup.

7 Cup sequential is a worry especially the weak 3 gear linkage. Porsche address this issue and installed robust linkage for 09 Cup. If you are in the market for a 7 Cup, look for one that have the updated 09 Cup 3rd gear linkage. Couple grand to upgrade but worth the cost.

The major risk to 7 Cup car and engine is down shift when you are suppose to up shift. Imagine you are at 8300 RPM, Rev limiter light on and you push lever forward (down shift) instead of back to up shift, all of a sudden your engine rev up to 11000 RPM .... ouch. Cup engine/tranny can take alot of abuse but anything pass 12000 RPM is toast. To me what matter most is the max rev read out on a Cup car. I will not touch a low hour Cup with max rev pass 11000. That is just trouble waiting to happen. So, to answer your question, yes, sequential can be a time bomb waiting to go off with a wrong down shift but train yourself long and hard not to do just that.


Thanks

Oh yeah. Give me one month to infuse some titanium in it's ***. Will be out terrorizing North Cal track soon

aussie jimmy

11000? wow, that's some good headroom.

mikymu

Yeah, These GT3 engine are bullet proof and can take some serious beating. It is not uncommon to have Cup car with max rev pass 10K ... anything more than that you are playing with Russian roulette

GT3 Techno

Congrats ! You will never look back, I can guarantee you that !

You will also get comfortable with the tranny and the car faster than you may think... and should be ready for few club races if you invest enough hours so you can really experience what that car is builded for !

After one season (summer is short up here...), I can say that I will do less testing and training and save the new slicks for races only. No more DE for me ! At some point you realize that the slower cars that are always in your way deserve to be there more than you do...

cfjan

Yeah, I'm not surprised that they can take 10k rpm rev.. consider the RSR has a redline of 9,400rpm.. ! (so a few hundred over is probably still safe if you only do it once in a blue moon.. !)

So the ECU does not have prevent one from downshifting the sequential box if you are going in the wrong direction? (so it is still very mechanical in nature, it looks like) This is unlike the like of DSG / F-1 / SMG / etc.

Carrera GT

I don't follow you -- can you elaborate?

GT3 Techno

I just meant that doing a couple of DE in my Cup last year, I was getting pissed by other drivers not giving the passing signal soon enough... until I understood that my car wasn't builded for DE and that I was probably putting unfair pressure on these drivers. DE could be useful to get used to the car though.

mklaskin

I think he's referring to a mechanical over rev. But to answer your question, there's the rev limiter when going up, but nothing to prevent one from mistakenly downshifting.

Sounds like Mike got a good buy.

Carrera GT

Excellent point. Drivers bring all kinds of purpose built race cars (Radicals, old stock cars) and it just doesn't mix in with the family street cars at a typical DE or brand club event (PCA, etc.) But there are some DE groups around here at least (NCRC, CFRA) where you can bring a full-on race car and mix it up. Some of the more "DE" event operators (HOD, SV, TMR) can still accommodate people with real track cars. I imagine all the amateurs in various vintages of Cup cars end up in the club racnig (POC, PRC) or NASA? The real challenge around here is making sound if you're at a DE and not part of a race event.

Carrera GT

I imagine the pistons weigh a lot at 10K rpm versus 9K rpm and the valves start to float and it all starts to wear out very quickly assuming nothing goes bang. Presumably the first order of business is to pull the redline back down to say 8400-8600 to tune some "longevity" into the drive-train ... : ) ... and learn to be tentative on the clutch for the down-shifts ...

cfjan

Yeah, I understood that he was talking about mechanical over rev.. I was just surprised that there's nothing to prevent him from doing that (vs. a computerized system such as PDK / SMG / etc.), hence my comment about these sequential boxes still being very "mechanical".

Some Cup car has the auto blip feature to match the rpm of the engine to the speed and gear, that's why I thought that some sort of mechanical lock-out can be done easily if the ECU knows which gear you are going into and what's the current rpm / rpm with the next gear / current speed.

Carrera GT

I imagine there's some fortification, cooling (oil cooler, sprayers) in the box, but the sequential shifter is (mostly) outside the box and converts the double-H pattern gates into push-pull, but doesn't even have the facility to release the clutch, so upshifts are a load-cell interrupting the ignition and the downshifts have to be clutched and manually rev-matched by the driver ... hence the potential for extremely rapid wear in the hands of a novice driver.

cfjan

The 7Cup uses a true sequential gearbox, though.. not a sequential shifter on a standard gearbox.. (not like those we see from Oakley / etc.)