I am looking to upgrade from a '07 C4S to TT, to be daily plus occasional track-day car (3-4 times a year). C4S has done ok for me, but I'd like to get into Mezger engine, for more long-term reliability (and nostalgia), hence looking into a 997.1 Turbo, but worried about some poor reviews of its suspension setup, and overall lack of confidence for it's trackability (vs. GT3 or 2010+ models).

Quick questions for one who may know... has there been any mechanical upgrades between 2008 and 2009 models of TT? I know the interior was upgraded to match the 997.2 of 2009 models, but what else? I kinda remember that AWD bias was changed slightly, and some other minor tweak were made making the 2009 model a bit more track friendly? Is that true?

Also, which of the following is improved/better vs. a 2007 C4S?
- Suspension
- Transmission
- Swaybars
- Brakes
- AWD system

Thanks

 

Mechanically they are the same. The 2009 has PCM 3.0 as opposed to PCM 2.1 in the 2008. The 2009 models also had the option for ventilated front seats and center lock wheels. I believe there were also a few differences in paint color options in 2009.

There are modifications that can help with the stock suspension if you don't like it from the factory. The AWD system from the 997.1 TT wasn't available on the 997.1 C4S. It was launched in the normally aspirated cars in the 997.2 series.

 

Thanks, so is the TT AWD improved vs. C4S? If so, in what sense? Is it more performance oriented, lighter, or better in slippery conditions?

 

No.

Changes in the way in which the differential continually adjusts the torque split between axles were made starting with the 997.2 Turbo model in 2010. The 2007 Carrera 4 has a ZF front differential; the 997 Turbo (.1 and .2) has a Getrag differential. In the 997.1, the differential varies the torque split continuously based on input from sensors; the ECU mapping then apportions a certain percentage of torque to the front axle. In the 997.2 Turbo, based on revised ECU mapping, the differential responds more like a viscous differential and in principle operates with more subtleness, reducing sharp transitions between oversteer and understeer. The ECU in the 997.2 Turbo also limits torque to the front axle when the car is being driven on a track.

In addition, the 997.2 Turbo has the following suspension changes:

1. Progressive rear springs, rated from 60 to 90 N/mm, replace linear springs rated at 80 N/mm. Front springs remain unchanged from those found in the 997.1 Turbo cars.

2. The 997.2's Turbo's ECU is remapped to enhance the effect of the progressive rear springs on the car's longitudinal weight transfer.

3. Given the 997.2's Turbo's increased power, the dampers have less rebound in order to improve ride quality.

4. To control lateral movement better, the rear suspension bushings are stiffer. The Sport Chrono package includes electronically controlled motor mounts.

5. The limited-slip differential is only available with Porsche Torque Vectoring (PTV).

6. A 24.5 mm front bar with 3.8 mm wall thickness replaces the 22.5 mm front bar with 3.5 mm wall thickness of the 997.1 Turbo (PTV equipped 997.2 Turbo cars have 25.2 mm front bars with 4.4 mm wall thickness.) The 997.2 Turbo has a 20.7 mm rear bar with a 2.8 mm wall thickness, and 997.1 Turbo has a 21.7 mm rear bar with 3.0 mm wall thickness. However, a 997.2 Turbo with PTV has a 21.7 mm rear bar with 3.0 mm wall thickness, while a 997.1 Turbo with a locking rear differential has a 22.5 mm rear bar with 3.5 mm wall thickness.

The 2007 997 C4S manual transmission is manufactured by Aisin. The 997 Turbo's manual transmission is manufactured by Getrag. The 2007 C4S has four-pistion monobloc calipers with 330 mm rotors on the front and rear axles; the 997 Turbo has six-piston monobloc front calipers and four-piston monobloc rear calipers with 350 mm rotors front and rear (PCCB equipped 997 Turbos have 380 mm front rotors).

See "More Than Meets the Eye," Excellence, December 2009; and Service Information, 911 Turbo: 2007 Technik Introduction

 

Interesting info on the sway bars.

 

Great info Doc V

 

I know that the 996 TT and GT3 and 997 TT have the coolant pipe issue. There are about 7 connections between coolant fittings into the engine where they are fixed with adhesive. Many owners have either welded these pipes or pinned them to ensure that one does not blow. I have seen it happen on a car I have owned. My mechanic tells me the 997.2 TT fixed the problem. Pinning is a $3500 to $4000 fix.

 

Thanks guys... so what's the consensus overall on TT.1 vs. TT.2? If one doesn't care about PDK necessarily, is the .1 engine superior/more reliable in the long run (obviously lower HP)? I plan to keep the car for many years....

Lastly, is it easy/possible to retrofit TT.2 suspension bits on .1? and if so, could PASM be programmed differently? I usually HATE aftermarket suspensions, they are either too hard or too soft, or have soooo many variables that it's impossible to tune it right.

Thanks

 

They are both excellent. You can't go wrong either way.

 

Thanks, but is '10 engine (not being Mezger) not as good? and the flip-side, is the suspension/PASM on .1 that much weaker (specially for track), knowing that I do own a .1 C4S.

 

I looked into this 2 yrs ago, possible to bolt on but the pasm won't function properly, you'd have to swap all of the electronics as well, $$.
C