LVDell

If you are referring to my car, yes. I stated this in the first post.

TraqGear

Well done Dell! Great write up!

997gt3north

The other thing that I 'think' Dell may also be translating into words is the difference in the chassis between the 996 and 997 gt3s. While this isn't the 997 to 991 different, the feeling in the car is very different. To me when you go from a 996 to a 997 the first feeling I had was - wow this feels very different. What I actually think is going on is you are feeling the difference in the stiffness in the 2 cars. To me this was the dominant feeling into the new, at the time 997, from an 'old' 996. I actually did this, like Dell, at VIR. I also remember distinctly 'feeling' this between 3 and 4 as with the side loads the 996 seemed to bend and absorb the track but in the 997 you couldn't 'feel' this in the same way as the chassis was stiffer and you felt removed from this feedback. In my personal opinion, you feel the chassis differences more than the suspension differences but I can't put numbers or percentages on it. Modern cars are just so much stiffer than older cars and from that, the feel is just never going to be the same - they may be and are faster but you can't feel it like you did before - you have to develop slightly different senses.

Paul

LVDell

Excellent point Paul.

911SLOW

Dell, fine threads in the 6 GT forum and here. Thanks.

Good points, and I am happy to see the 6 taking its righteous place among the GT series.
If I may add, the Mk1 6 is somewhere there in the top..



Talking about differences between the 6 and 7, one that we don't often discuss, (and one that perhaps changes the feel) is the variable steering ratio.

According to Porsche the established advantages of the variable steering ratio are increased agility particularly on winding stretches of road, combined with driving stability at very high speeds. This is achieved by using the familiar steering ratio of the 6 around the straight-ahead position with small movements of the steering wheel.

As a result the car remains very smooth, particularly at high speeds, and does not react skittishly if you unintentionally turn too acutely to avoid something on the road.

The steering ratio becomes increasingly more direct with steering wheel movements of more than approx. 30° (up to 13.8:1 for a steering wheel revolution of more than three-quarters). The steering wheel revolutions from stop to stop have thus been reduced from 2.98 on the 996 to 2.62 on the 7.

This results in significantly greater agility when driving on winding roads and particularly in tight corners. The greater the steering wheel angle relative to the steering, the harder the wheels turn.

The turning circle of 10.9 m is also on a par with the 10.6 m of the 6, despite the larger wheels.

TRAKCAR

ABS, DEM, then active! PASM, now variable steering ratio!!??

Add a little IDS (integrated dry sump), DFI, PDK with coasting, Sport Chrono, PTV+, PDCC, Power steering +, TPM's that do work on track, PCCB, *** (Apex Support System, .2 only) and ILDWS (Ideal Line Departuse System, .2 only) and my new 991.2 will be a mighty comfy track monster.

LVDell

nta

nice review, thanks

Jake951

OK, here's a chart that illustrates the characteristics of PASM in "normal" and "sport" modes.



IIRC this particular chart came from a Cayman technical brief, but I believe the principles are the same across the different Porsche models. The colored areas represent the range of damping forces available in each mode. The cross-hatched region is where the two modes overlap. The line called "standard chassis" is the non-PASM suspension damping characteristic, which you can see has one fixed value of damping at a given damper velocity.

This should make it clearer that PASM adjusts the damping across a range of values in both "normal" and "sport" modes.

997gt3north

That is a good picture and I think shows, at least on the mk1, that Normal mode has a much larger range if the track is anything but smooth. That said, I generally preferred in the mk1, at least pre my revalve, to use the Firm setting if at all possible as the car works for me better that way as I feel it is more predictable / tighter.

After my revalve to 600/900 however, I think Normal mode is my preferred setting as the car just seems to work really well in Normal so no need to stiffen it up further.

mooty

my 991RS has PWTF. it's really fast.

DreamCarrera

Nice write-up Dell...Thanks!!!

Damn, I really want a 996 GT3

930man

I don't have any of this stuff ...

930man

That's how I'm ordering mine ...lol I should just see if the have a driver that you can order also.. Lol

LVDell

Jonh, thanks for posting that.