Wow !!! 981 sounds way better. No contest.

 

That, but the 982 also just sounds plain odd if it is what everyone claims it is. It sounds a lot more like the old aircooled engines (NA or turbo versions) than anything Porsche has put out in the last 20 years. But in a not very good way.

 

I believe its a NA engine but the exhaust has really been neutered to meet new stricter regulations.

 

Does anyone know if the Club-sport (i.e. non street car) seen and heard in these latest videos are required to conform to the same stricter sound and emissions regulations as the euro road going versions? They definitely lack the sonorous scream of most race bread NA engines being driven in anger. I would have thought that race/track only cars might be exempt from one or both of the sound / emissions regulations since they are off road competition only.

If they are indeed exempt, why would they sound so vastly different than all the other Porsche NA engines? I'm not pretending to know the answer. I'm serious when I say that have no idea what configuration or regulations apply to a FIA GT4 classed vehicle as far as emissions and sound restrictions are concerned.

 

Especially on downshifts!!!

I am beginning to think so. Now I am convinced Spyder turbo GT4 NA.

 

See section 5.3 and 5.4: https://north.gt4series.com/file/dow...INAL-DRAFT.pdf

It has to be close to the street car. The catalytic converters have to be homologated as does the air intake. I'm no expert (just an expert at Google-fu) so maybe some of the CS racers can chime in if this is incorrect.

How much sway do you have? Can you tell them to set the red line above 8k?

Seems to me that this is just a sound thing due to regulations. Which can be fixed easily in the aftermarket.

 

Clearly 6 cylinder turbo car like I have suspected all along !

 

 

? Surely not.
The latest Nur clips (from Auto Motor Sport I think) where a Spyder is following a yellow 718 Cayman gives a quite good indication of the difference between 4cyl and 6cyl.

 

If Porsche dont want to be embarassed by the McLaren 570S GT4 in the GT4 series, then they had better not detune the upcoming Engine. They could set the red line a "bit lower" to keep the product tier hieracy without a detune. Simple.

 

Since the motor in the GT3 RS (seemingly, the same internally as GT3) makes 520 hp at 8,250 rpm they WILL have to detune or make the redline much more than just a "bit lower" than 9k. Not so simple...

My preference would be to detune and keep a high redline. This would allow better gearing. Lowering the power by limiting the redline (would need to be much less than 8k to achieve the power target without detuning) would result in lousy gearing and a lack of character that the engine is known for.

My guess is some combination of mild ECU detuning, mild intake and exhaust breathing limitations, and mild lowering of redline (enough to allow steel conrods)...

I don't think the racing GT4 Clubsport necessarily has to have the same tuning (or de-tuning) as the street version, does it?

 

Hmmmm..

 

If it is some kind of super restrictive exhaust setup then it will be a boon for aftermarket exhaust makers.

 

But "lowering the redline" and "detuning" are the same thing on a 4.0 GT motor. (Not that it's the only way to detune; but it's a guaranteed detune in and of itself. Probably not enough to get to 420hp unless you go way down to 7k or something though.)

EDIT: Ah, GrantG beat me to it.

 

I like the GT4 but I never really care for the Clubsport version. If I was going to be racing in the GT4 class and wanted to win I would go with the AMG or the McLaren product offering even if I was a Porsche fan simply because their cars are just more powerful and more capable. And those cars are turbocharged. And producing a lot of power. If Porsche had any hope of competing it would make sense to me that they went turbocharged as well. Disclaimer - I honestly do not know how well the 981 GT4 CS has done in competitive racing where the other GT4 class cars are competing.