GT4 gear ratios vs GT4 clubsport PDK
01-21-2016, 09:55 AM
#16
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rick's car was slower until the last day when IMSA allowed him to drop 100lbs from his car. before that we were a second or more ahead, and he turned every single lap with the exception of a short stint that the Rum Bum dude drove. the real advantage of the PDK is not the speed of shifts but more so the ability to shift at any point without upsetting the car- you can downshift into the apex of a hairpin and then immediately go back to gas without compromising the car's platform or handling in any way.
the real advantage of rick's car is more the fact that he built it up himself so he knows how it handles, etc etc. The "fresh from the box" situation led some of the other teams to be much slower than my team due to them not being able to figure out the handling and setup changes.
rick's car was slower until the last day when IMSA allowed him to drop 100lbs from his car. before that we were a second or more ahead, and he turned every single lap with the exception of a short stint that the Rum Bum dude drove. the real advantage of the PDK is not the speed of shifts but more so the ability to shift at any point without upsetting the car- you can downshift into the apex of a hairpin and then immediately go back to gas without compromising the car's platform or handling in any way.
the real advantage of rick's car is more the fact that he built it up himself so he knows how it handles, etc etc. The "fresh from the box" situation led some of the other teams to be much slower than my team due to them not being able to figure out the handling and setup changes.
CJ, You got to get your facts straight...
Practice 2
CJ 1:59.2
DeMan 1:59.6
Practice 3
CJ 1:59.5
DeMan 1:59.6
Practice 4
CJ 1:58.5
DeMan 1:58.6
Practice 5
DeMan removes 100Lbs of ballast and runs on yesterdays old tires.
CJ puts on NEW sticker tires and puts HOT shoe guy 1/2 my Age in the car
CJ 1:57.4
DeMan 1:57.9
Practice 6
CJ 1:58.2
DeMan 1:57.7
ROAR results listed here
http://www.imsa.com/races/roar-rolex-24-4
The PDK has many advantages, one is as CJ mentioned being able to shift in and out of corners where you would never be able to before with the manual.
BUT, the real advantage is NO LIFT shifting! Hands down a PDK will gain distance while the manual car lifts off the gas, shifts and goes back to accelerating. It's proven and a clear advantage.
The PDK cars SHOULD be carrying a weight penalty over the manual cars.
These PDK/Manual confrontations have been going on for 4 years over in the Porsche Club racing and the final result that keeps them balanced is 100 pounds on the PDK cars.
Our car was also FRESH OUT OF THE BOX as well... It never turned a lap or saw a race track before setting foot at Daytona. It was all new to us as and the learning curve was steep with quite a few issues to work out. My brake zones looked as if I was wearing pink panties all weekend as the pedal effort was WAY to high and I could not generate enough pressure. Proper size masters are being fitted now..
__________________
2016 GT4-R
Rick DeMan
DeMan Motorsport
Upper Nyack, NY
845 727 3070
Porsche Sales & Service
Porsche Race services and parts
www.DeManMotorsport.com
2016 GT4-R
Rick DeMan
DeMan Motorsport
Upper Nyack, NY
845 727 3070
Porsche Sales & Service
Porsche Race services and parts
www.DeManMotorsport.com
Last edited by Rick DeMan; 01-21-2016 at 10:33 AM.
01-21-2016, 03:19 PM
#18
Nordschleife Master
CJ, You got to get your facts straight... Practice 2 CJ 1:59.2 DeMan 1:59.6 Practice 3 CJ 1:59.5 DeMan 1:59.6 Practice 4 CJ 1:58.5 DeMan 1:58.6 Practice 5 DeMan removes 100Lbs of ballast and runs on yesterdays old tires. CJ puts on NEW sticker tires and puts HOT shoe guy 1/2 my Age in the car CJ 1:57.4 DeMan 1:57.9 Practice 6 CJ 1:58.2 DeMan 1:57.7 ROAR results listed here http://www.imsa.com/races/roar-rolex-24-4 The PDK has many advantages, one is as CJ mentioned being able to shift in and out of corners where you would never be able to before with the manual. BUT, the real advantage is NO LIFT shifting! Hands down a PDK will gain distance while the manual car lifts off the gas, shifts and goes back to accelerating. It's proven and a clear advantage. The PDK cars SHOULD be carrying a weight penalty over the manual cars. These PDK/Manual confrontations have been going on for 4 years over in the Porsche Club racing and the final result that keeps them balanced is 100 pounds on the PDK cars. Our car was also FRESH OUT OF THE BOX as well... It never turned a lap or saw a race track before setting foot at Daytona. It was all new to us as and the learning curve was steep with quite a few issues to work out. My brake zones looked as if I was wearing pink panties all weekend as the pedal effort was WAY to high and I could not generate enough pressure. Proper size masters are being fitted now..
CJ 1:57.4 DeMan 1:57.9 Practice 6 CJ 1:58.2 DeMan 1:57.7 ROAR results listed here http://www.imsa.com/races/roar-rolex-24-4 The PDK has many advantages, one is as CJ mentioned being able to shift in and out of corners where you would never be able to before with the manual. BUT, the real advantage is NO LIFT shifting! Hands down a PDK will gain distance while the manual car lifts off the gas, shifts and goes back to accelerating. It's proven and a clear advantage. The PDK cars SHOULD be carrying a weight penalty over the manual cars. These PDK/Manual confrontations have been going on for 4 years over in the Porsche Club racing and the final result that keeps them balanced is 100 pounds on the PDK cars. Our car was also FRESH OUT OF THE BOX as well... It never turned a lap or saw a race track before setting foot at Daytona. It was all new to us as and the learning curve was steep with quite a few issues to work out. My brake zones looked as if I was wearing pink panties all weekend as the pedal effort was WAY to high and I could not generate enough pressure. Proper size masters are being fitted now..
01-21-2016, 04:50 PM
#20
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01-21-2016, 06:07 PM
#21
I'd love to see the actual ratios
It's very difficult to get this info, from what i've been able to put together
all PDK used from 2011-2014 are the same
3.909 2.292 1.654 1.303 1.081 0.881 0.620
w/ 3.25 cwd
Cayman S manual
3.310 1.950 1.410 1.130 0.950 0.810
w/ 3.89 cwd
Cayman 2.7 manual
3.670 2.050 1.460 1.130 0.970 0.840
w/ 3.89 cwd
2015 GTS PDK
3.909 2.292 1.654 1.303 1.081 0.881 0.620
w/ 3.89 cwd
GT4 manual
3.310 1.950 1.410 1.130 0.950 0.810
w/ 3.89 cwd
2014 991GT3 PDK
3.750 2.381 1.720 1.344 1.114 0.957 0.844
w/ 3.973 cwd
2015 991GT3RS PDK
3.750 2.381 1.720 1.344 1.114 0.957 0.844
w/ 4.188 cwd
If anyone knows otherwise or has more info I for one would love to see it.
It's very difficult to get this info, from what i've been able to put together
all PDK used from 2011-2014 are the same
3.909 2.292 1.654 1.303 1.081 0.881 0.620
w/ 3.25 cwd
Cayman S manual
3.310 1.950 1.410 1.130 0.950 0.810
w/ 3.89 cwd
Cayman 2.7 manual
3.670 2.050 1.460 1.130 0.970 0.840
w/ 3.89 cwd
2015 GTS PDK
3.909 2.292 1.654 1.303 1.081 0.881 0.620
w/ 3.89 cwd
GT4 manual
3.310 1.950 1.410 1.130 0.950 0.810
w/ 3.89 cwd
2014 991GT3 PDK
3.750 2.381 1.720 1.344 1.114 0.957 0.844
w/ 3.973 cwd
2015 991GT3RS PDK
3.750 2.381 1.720 1.344 1.114 0.957 0.844
w/ 4.188 cwd
If anyone knows otherwise or has more info I for one would love to see it.
01-21-2016, 08:28 PM
#23
I wish everyone knew that the needs of autocrossers should determine the gearing of any sports car,
at least for first and second. I'll let you all play with the other gears as you want....
at least for first and second. I'll let you all play with the other gears as you want....
01-21-2016, 08:35 PM
#25
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The new Cadillac sport(forgot the complete name) comes with a 6 speed manual transmission with rev matching on downshifts and no lift on upshifts. The technology is there. Nothing can convince me to ever want an automatic car,absolutely nothing. But I can see PDK's usefulness from your perspective.
01-21-2016, 08:41 PM
#26
Nordschleife Master
My point of the above is that the technology is out there for those that want fast upshifts. It won't be as fast as PDK of course.
01-22-2016, 04:25 AM
#28
Rennlist Member
2015 GTS PDK
3.909 2.292 1.654 1.303 1.081 0.881 0.620
w/ 3.89 cwd
GT4 manual
3.310 1.950 1.410 1.130 0.950 0.810
w/ 3.89 cwd
2014 991GT3 PDK
3.750 2.381 1.720 1.344 1.114 0.957 0.844
w/ 3.973 cwd
2015 991GT3RS PDK
3.750 2.381 1.720 1.344 1.114 0.957 0.844
w/ 4.188 cwd
3.909 2.292 1.654 1.303 1.081 0.881 0.620
w/ 3.89 cwd
GT4 manual
3.310 1.950 1.410 1.130 0.950 0.810
w/ 3.89 cwd
2014 991GT3 PDK
3.750 2.381 1.720 1.344 1.114 0.957 0.844
w/ 3.973 cwd
2015 991GT3RS PDK
3.750 2.381 1.720 1.344 1.114 0.957 0.844
w/ 4.188 cwd
Have somebody already changed/played with the the primary ratio on the (normal) GT4?
How is reacting the rev-match on such a change?
i plan to do slaloms, hillclimb, small tracks - so the std. GT4 ratios are - open words: too long.
01-22-2016, 07:01 AM
#29
Rennlist Member
I did the math courtesy of input from Guard and others.
The Clubsport car runs the bog-standard 981 non-S PDK box. Despite a different final drive, the gears end up LONGER than the GT4 across the board (shocker)
The slight saving grace is in the tires: stock 20" GT4 tire is 1% bigger than the 680 slicks on the Clubsport. Net-net, there's no improvement in gearing whatsoever in real life.
The Clubsport car runs the bog-standard 981 non-S PDK box. Despite a different final drive, the gears end up LONGER than the GT4 across the board (shocker)
The slight saving grace is in the tires: stock 20" GT4 tire is 1% bigger than the 680 slicks on the Clubsport. Net-net, there's no improvement in gearing whatsoever in real life.