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Its the cumulative difference e.g. 2nd to redline difference plus third to redline difference plus fourth to redline difference (as calculated from the areas under the curve - using the gear change points from the rpm - mph - gear figure).
Also this illustrates the difference in how the 718 will feel relative to the 981 - the former will pull harder to the redline than the later. Look at the gear change points on the curve and the shape of the curves.
Overall it will feel like a significant improvement (thats one of the reasons why I went through the numbers because at first blush it looks like we'll be getting a warmed over engine - its in fact both good and strong in its delivery).
Another point to note is the 981 GT4 had to fit into the line up of the day e.g. Base Carrera 350HP, GT4 385HP, Carrera S 400HP and Carrera GTS 430HP whereas the 718 GT4 will be released in the 992.1 cycle e.g. Base Carrera 400HP 718GT4 420-430HP, Carrera S 450HP and Carrera GTS 475HP. The apparent hierarchy has been preserved.
Same with the GT Cars - 718 GT4 420-430HP, 991.1 GT3 475HP, 991.1 GT3 RS 500HP, 991.2 GT3 500HP and 991.2 GT3 RS 520 HP - anyhow this matters to the marketing and sales department and those that trade badges - to those of us that enjoying racing of various types we know its more about the driver and tires.
Final point - I know a very good and very reliable source is saying no PDK - all I can say is I'm up to dealer number six saying there will be a PDK in the non CS GT4 (FWIW).
Your cumulative (integrated) difference should in units of power*velocity (a bit non-sensical). I figured you meant average power increase over the rev range of interested since you said HP, hence my confusion as the average delta is far less than you mentioned.
Your cumulative (integrated) difference should in units of power*velocity (a bit non-sensical). I figured you meant average power increase over the rev range of interested since you said HP, hence my confusion as the average delta is far less than you mentioned.
For a single third gear pull to the redline the numbers are as follows (under the curve average HP from 5550rpm to 7800 rpm)- 981GT4 = 357HP, 718GT4 model = 392HP. (and for fourth from 6250RPM to redline 981 GT4 = 363HP and 718 GT4 model = 403HP)
On track its the cumulative difference that builds up - not only in feel but in outcome (for like for like driver). Keep in mind on track its mostly third and fourth that do the damage.
My gut feel after going through all these numbers is that most will be pleased with the outcome - assuming it is a stroked power kit engine.
I would like to contribute to this thread. As we wait patiently for the 718 GT4 to arrive, for discussion purpoes we could look at the comparison of the 981 GT4 Clubsport vs. the 718 GT4 Clubsport.
@BGB Yes please very interested in understanding what this looks like now the CS cars have been around for a while.
On the hardware side particularly keen to know how in the new intake works...what size tb is used in comparison to 981 CS and, are the header on the 718 different to compensate for the new intake side.
Obivously it all works together with the x51 cams too - but what do you think the effect of retaining stock 981 cams would be with this intake set up.
How about a comparison of a 718 GT4 4.0L vs. a 718 GT4 3.8L Clubsport AND a stock 718 GT4 4.0L vs. a stock 981 GT4 3.8L!?!
718 GT4 Clubsport Race Car (98 Octane) vs. 718 GT4 4.0L Street Car (93 Octane) 718 GT4 4.0L Street Car (93 Octane) vs. 981 GT4 3.8L Road Car (93 Octane)
Interesting. Thoughts on the power delta from road car to clubsport given that they're supposedly the same on paper?
Usually you'd expect the PDK to get worse wheel numbers all else being equal... but a dynojet is quite sensitive to lighter wheels and different tires etc... and assuming the clubsport is on the 68 rear tire it's definitely got shorter gearing on top of the PDK's already shorter ratios which helps WHP. Would the low miles on the road car matter also?
My buddy's 718CS MR traps the same at the end of the straights as a headers+IPD+software 981 CS MR which is a bit heavier. So the 718 race car doesn't seem "underrated" as such.
Do you think we’d have seen any differences between 718 CS and the 718 GT4 if they were on the same octane?... they look pretty comparable as it is with the CS being just that bit more aggressive, expected I guess given the cams.
Yes there is a thread on here by d00d i think talking about DIY installing the clubsport intake and runners + required smaller Starter motor and larger throttle body. The GT4 clubsport 718 then has different cams (from the powerkit engine i believe). I havent seen any power charts/tuning runs yet. TDT on here and pistonheads in UK is doing the same.
Thanks for posting, very interesting indeed. Explains why everyone who's driven the 718 GT4 says it pulls hard all the way to redline vs. the 981 GT4 which drops off around 6.5k rpms
Originally Posted by BGB Motorsports
How about a comparison of a 718 GT4 4.0L vs. a 718 GT4 3.8L Clubsport AND a stock 718 GT4 4.0L vs. a stock 981 GT4 3.8L!?!
718 GT4 Clubsport Race Car (98 Octane) vs. 718 GT4 4.0L Street Car (93 Octane) 718 GT4 4.0L Street Car (93 Octane) vs. 981 GT4 3.8L Road Car (93 Octane)
06-16-2018, 11:46 PM
