Joined the dark side. Traded my .1 RS for this.
06-13-2012, 02:30 PM
#37
Burning Brakes
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Join Date: Mar 2004
Location: Northern VA, DC
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Ended up saving a lot by going for Scud!
06-13-2012, 03:09 PM
#38
Drifting
Fantastic looking car!! I love all the Carbon Fiber...
I too like the boxer! Great Dogs!
I too like the boxer! Great Dogs!
06-13-2012, 03:12 PM
#39
Addict
Rennlist Member
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4.0RS are in the $215k-$235k range today. Cars selling under this range are pretty good deals. With just a handful 125 or less units in U.S., and most of the cars being grabbed by collectors (as the 4.0RS marks the end of a generation), I can't see more than 10 4.0RS for sale at a given time around the entire U.S., and every time they show up on the market, they are gone at whatever asking price.
Curiously, the MSRP in most Scuderias was in the $300k range, compared to $200k for the 4.0RS. There are 4-5 times more Scuderias than 4.0RS in U.S., and the Scuderia doesn't have collector's status, so is more prone to be moved in the used market. With this said, the last 26 months have proven the Scuderia prices staying firm, and supply dried out drastically in the last 8 months, so now they are harder to find.
DataX was shopping for a different color, but little he knew that there are only 4 cars in that color in U.S., all of them 2009, and only one hit the used market a few months ago, at a plenty higher asking price, and it sold for asking price.
The 4.0RS is a 3.8RS plus extra power, it makes the 3.8RS a real bargain.
For track use, the 4.0RS should be a better tool than the Scuderia, but so far it is showing slower at our local tracks. At Sebring it should be 4 secs faster than a Scuderia, but it is actually slower on new Michelin slicks compared to a Scuderia on old A6.
I can change my Fiat tires quicker, as I just need 74 ft-lbs to tighten my 5 titanium lug bolts, something I can do with not even a torque wrench. Changing brake pads do not require removal of calipers. It has toe links from the factory, with fine thread. Setting camber mathematically by adding shims in various thickness produce consistent and predictable static camber changes. I do my own alignments, set the camber at home, and get the toe set on the Hunter DSP 600 in 30 minutes, easy. A GT3 takes me 3 hours to align to the same level of precision.
For street use, the Scuderia does everything better, rain drive, quiet at moderate to low throttle, more legroom/headroom/shoulderoom, tranny can be set to Auto, it needs cup holders and bigger speakers (easy add-ons). Cargo space is gigantic, more clearance on the front bumper, softer ride (3 suspension ride levels).
Curiously, the MSRP in most Scuderias was in the $300k range, compared to $200k for the 4.0RS. There are 4-5 times more Scuderias than 4.0RS in U.S., and the Scuderia doesn't have collector's status, so is more prone to be moved in the used market. With this said, the last 26 months have proven the Scuderia prices staying firm, and supply dried out drastically in the last 8 months, so now they are harder to find.
DataX was shopping for a different color, but little he knew that there are only 4 cars in that color in U.S., all of them 2009, and only one hit the used market a few months ago, at a plenty higher asking price, and it sold for asking price.
The 4.0RS is a 3.8RS plus extra power, it makes the 3.8RS a real bargain.
For track use, the 4.0RS should be a better tool than the Scuderia, but so far it is showing slower at our local tracks. At Sebring it should be 4 secs faster than a Scuderia, but it is actually slower on new Michelin slicks compared to a Scuderia on old A6.
I can change my Fiat tires quicker, as I just need 74 ft-lbs to tighten my 5 titanium lug bolts, something I can do with not even a torque wrench. Changing brake pads do not require removal of calipers. It has toe links from the factory, with fine thread. Setting camber mathematically by adding shims in various thickness produce consistent and predictable static camber changes. I do my own alignments, set the camber at home, and get the toe set on the Hunter DSP 600 in 30 minutes, easy. A GT3 takes me 3 hours to align to the same level of precision.
For street use, the Scuderia does everything better, rain drive, quiet at moderate to low throttle, more legroom/headroom/shoulderoom, tranny can be set to Auto, it needs cup holders and bigger speakers (easy add-ons). Cargo space is gigantic, more clearance on the front bumper, softer ride (3 suspension ride levels).
06-13-2012, 07:01 PM
#40
Where does the 997 GT2 fit into this view of the current marketplace for sportscars?
If your answer is out front, I'd have to agree, especially from a value for money perspective.
If your answer is out front, I'd have to agree, especially from a value for money perspective.
4.0RS are in the $215k-$235k range today. Cars selling under this range are pretty good deals. With just a handful 125 or less units in U.S., and most of the cars being grabbed by collectors (as the 4.0RS marks the end of a generation), I can't see more than 10 4.0RS for sale at a given time around the entire U.S., and every time they show up on the market, they are gone at whatever asking price.
Curiously, the MSRP in most Scuderias was in the $300k range, compared to $200k for the 4.0RS. There are 4-5 times more Scuderias than 4.0RS in U.S., and the Scuderia doesn't have collector's status, so is more prone to be moved in the used market. With this said, the last 26 months have proven the Scuderia prices staying firm, and supply dried out drastically in the last 8 months, so now they are harder to find.
DataX was shopping for a different color, but little he knew that there are only 4 cars in that color in U.S., all of them 2009, and only one hit the used market a few months ago, at a plenty higher asking price, and it sold for asking price.
The 4.0RS is a 3.8RS plus extra power, it makes the 3.8RS a real bargain.
For track use, the 4.0RS should be a better tool than the Scuderia, but so far it is showing slower at our local tracks. At Sebring it should be 4 secs faster than a Scuderia, but it is actually slower on new Michelin slicks compared to a Scuderia on old A6.
I can change my Fiat tires quicker, as I just need 74 ft-lbs to tighten my 5 titanium lug bolts, something I can do with not even a torque wrench. Changing brake pads do not require removal of calipers. It has toe links from the factory, with fine thread. Setting camber mathematically by adding shims in various thickness produce consistent and predictable static camber changes. I do my own alignments, set the camber at home, and get the toe set on the Hunter DSP 600 in 30 minutes, easy. A GT3 takes me 3 hours to align to the same level of precision.
For street use, the Scuderia does everything better, rain drive, quiet at moderate to low throttle, more legroom/headroom/shoulderoom, tranny can be set to Auto, it needs cup holders and bigger speakers (easy add-ons). Cargo space is gigantic, more clearance on the front bumper, softer ride (3 suspension ride levels).
Curiously, the MSRP in most Scuderias was in the $300k range, compared to $200k for the 4.0RS. There are 4-5 times more Scuderias than 4.0RS in U.S., and the Scuderia doesn't have collector's status, so is more prone to be moved in the used market. With this said, the last 26 months have proven the Scuderia prices staying firm, and supply dried out drastically in the last 8 months, so now they are harder to find.
DataX was shopping for a different color, but little he knew that there are only 4 cars in that color in U.S., all of them 2009, and only one hit the used market a few months ago, at a plenty higher asking price, and it sold for asking price.
The 4.0RS is a 3.8RS plus extra power, it makes the 3.8RS a real bargain.
For track use, the 4.0RS should be a better tool than the Scuderia, but so far it is showing slower at our local tracks. At Sebring it should be 4 secs faster than a Scuderia, but it is actually slower on new Michelin slicks compared to a Scuderia on old A6.
I can change my Fiat tires quicker, as I just need 74 ft-lbs to tighten my 5 titanium lug bolts, something I can do with not even a torque wrench. Changing brake pads do not require removal of calipers. It has toe links from the factory, with fine thread. Setting camber mathematically by adding shims in various thickness produce consistent and predictable static camber changes. I do my own alignments, set the camber at home, and get the toe set on the Hunter DSP 600 in 30 minutes, easy. A GT3 takes me 3 hours to align to the same level of precision.
For street use, the Scuderia does everything better, rain drive, quiet at moderate to low throttle, more legroom/headroom/shoulderoom, tranny can be set to Auto, it needs cup holders and bigger speakers (easy add-ons). Cargo space is gigantic, more clearance on the front bumper, softer ride (3 suspension ride levels).
06-13-2012, 07:48 PM
#41
Addict
Rennlist Member
Rennlist Member
997 GT2 moving prices are in the $95k-$125k depending on mileage and conditions. They offer more performance for the money than any other GT car, no idea why they don't sell well. For the money, and given the standard equipment (PCCB and Carbon seats), the 997 GT2 is a super good deal.
06-14-2012, 12:51 AM
#42
Ken,
I have been close to the edge for a Scuderia. However, the VA tax really is a deterrent for buying one.
I never would have guessed a 4.0 would be selling at a premium over list. I passed on my 4.0 allocation and regret it a bit. I can only imagine it will fall as the GT variants of the 991 begin to arrive. I may be in the minority, but for the going rates, I'd rather have a GT2 RS over a 4.0 RS.
I have been close to the edge for a Scuderia. However, the VA tax really is a deterrent for buying one.
I never would have guessed a 4.0 would be selling at a premium over list. I passed on my 4.0 allocation and regret it a bit. I can only imagine it will fall as the GT variants of the 991 begin to arrive. I may be in the minority, but for the going rates, I'd rather have a GT2 RS over a 4.0 RS.
