GT350
05-25-2017, 05:43 PM
#2626
I expected a different sound from flat crank engine. I thought it would sound like a Ferrari. nice car- I saw one this last weekend and on track. Great value for $68,000 but didn't have the sound I expected.
05-25-2017, 08:12 PM
#2627
Race Car
Also resonators HAVE to be pulled to get the full sound (just like the GT350R)
05-26-2017, 01:22 PM
#2628
As a former owner of a 17 GS- love the car but there is no resale for corvettes- they are giving them away at 10k+ new and this will continue into 2018 as there are no car changes.
As for GT350- second one for me- bought last September- no resale for these cars at this time except in low 50s or 15% off list. I laugh at dealers still asking over list.
I think both of these cars are suffering from the shift from cars to SUVs including Porsche.
JMHO
As for GT350- second one for me- bought last September- no resale for these cars at this time except in low 50s or 15% off list. I laugh at dealers still asking over list.
I think both of these cars are suffering from the shift from cars to SUVs including Porsche.
JMHO
Also, Why is it your 2nd GT350? Did you have an issue with your 1st one?
Thanks!
05-29-2017, 10:36 PM
#2630
RL Community Team
Rennlist Member
Rennlist Member
Thanks for the write up, really enjoyed reading it and agree with most about the gt350
I've heard a few people complain about the sketchy street beahaviour. I also have a 17' gt350 and it doesn't behave like that at all. Could it be tire related, or track alignment?
I run the super sports on the street together with an aftermarket R wheel.
Mine have only done 2 track days, have a 996gt3 for that and is running very similar times in the stock gt350 as I am in my 996gt3.
I'm running stock alignment.
I've heard a few people complain about the sketchy street beahaviour. I also have a 17' gt350 and it doesn't behave like that at all. Could it be tire related, or track alignment?
I run the super sports on the street together with an aftermarket R wheel.
Mine have only done 2 track days, have a 996gt3 for that and is running very similar times in the stock gt350 as I am in my 996gt3.
I'm running stock alignment.
Last edited by spiller; 05-30-2017 at 12:18 AM.
06-02-2017, 03:12 PM
#2631
Addict
Rennlist Member
Rennlist Member
Yes Ferrari sounds nothing like a GT350, the sound can be described as mixture of old school big block American Muscle with a Maserati wail that screams and drills through your skull, an almost drumbeat at 6500-8,250rpm. There is no vehicle in production that can replicate it. Pure symphony. Raw and brutal.
Also resonators HAVE to be pulled to get the full sound (just like the GT350R)
Also resonators HAVE to be pulled to get the full sound (just like the GT350R)
My GT350R...Thor! It literally scares the $hit out of some people accelerating passed them with windows down.
06-02-2017, 03:21 PM
#2632
Three Wheelin'
06-02-2017, 06:33 PM
#2635
Three Wheelin'
yep^^
from Automobile Magazine....
1. Even the crankshaft is different.
Yes, it’s flat, but did you know there are three different flat-plane crank designs? Looking at the crank lying on a table with the front on the left, the connecting-rod throws can be up-down-down-up (like Ferrari’s, and like most four-cylinder engine cranks), or up-up-down-down, or up-down-up-down. Ford modeled all three designs extensively in the computer, and prototyped at least two of them before determining that the UDUD concept was the one that breathed the best with its layout. Maximizing airflow is a primary driver of the flat-plane crank design, which inherently delivers improved exhaust airflow, because you never have two cylinders on the same bank firing within 90 degrees of crank rotation. That causes a traffic jam in the exhaust header unless you connect the header pipes a long way away from the engine, which makes it impossible to light off a catalyst. (Tell your friends: the flat-plane crank is a green development!) Anyway, Ferrari treats each bank like a separate I-4 engine with its own intake plenum, so UDDU works better; Ford has one big intake plenum for the whole engine, which the UDUD crank serves better in terms of airflow.
from Automobile Magazine....
1. Even the crankshaft is different.
Yes, it’s flat, but did you know there are three different flat-plane crank designs? Looking at the crank lying on a table with the front on the left, the connecting-rod throws can be up-down-down-up (like Ferrari’s, and like most four-cylinder engine cranks), or up-up-down-down, or up-down-up-down. Ford modeled all three designs extensively in the computer, and prototyped at least two of them before determining that the UDUD concept was the one that breathed the best with its layout. Maximizing airflow is a primary driver of the flat-plane crank design, which inherently delivers improved exhaust airflow, because you never have two cylinders on the same bank firing within 90 degrees of crank rotation. That causes a traffic jam in the exhaust header unless you connect the header pipes a long way away from the engine, which makes it impossible to light off a catalyst. (Tell your friends: the flat-plane crank is a green development!) Anyway, Ferrari treats each bank like a separate I-4 engine with its own intake plenum, so UDDU works better; Ford has one big intake plenum for the whole engine, which the UDUD crank serves better in terms of airflow.
06-02-2017, 06:41 PM
#2636
Race Car
yep^^
from Automobile Magazine....
1. Even the crankshaft is different.
Yes, it’s flat, but did you know there are three different flat-plane crank designs? Looking at the crank lying on a table with the front on the left, the connecting-rod throws can be up-down-down-up (like Ferrari’s, and like most four-cylinder engine cranks), or up-up-down-down, or up-down-up-down. Ford modeled all three designs extensively in the computer, and prototyped at least two of them before determining that the UDUD concept was the one that breathed the best with its layout. Maximizing airflow is a primary driver of the flat-plane crank design, which inherently delivers improved exhaust airflow, because you never have two cylinders on the same bank firing within 90 degrees of crank rotation. That causes a traffic jam in the exhaust header unless you connect the header pipes a long way away from the engine, which makes it impossible to light off a catalyst. (Tell your friends: the flat-plane crank is a green development!) Anyway, Ferrari treats each bank like a separate I-4 engine with its own intake plenum, so UDDU works better; Ford has one big intake plenum for the whole engine, which the UDUD crank serves better in terms of airflow.
from Automobile Magazine....
1. Even the crankshaft is different.
Yes, it’s flat, but did you know there are three different flat-plane crank designs? Looking at the crank lying on a table with the front on the left, the connecting-rod throws can be up-down-down-up (like Ferrari’s, and like most four-cylinder engine cranks), or up-up-down-down, or up-down-up-down. Ford modeled all three designs extensively in the computer, and prototyped at least two of them before determining that the UDUD concept was the one that breathed the best with its layout. Maximizing airflow is a primary driver of the flat-plane crank design, which inherently delivers improved exhaust airflow, because you never have two cylinders on the same bank firing within 90 degrees of crank rotation. That causes a traffic jam in the exhaust header unless you connect the header pipes a long way away from the engine, which makes it impossible to light off a catalyst. (Tell your friends: the flat-plane crank is a green development!) Anyway, Ferrari treats each bank like a separate I-4 engine with its own intake plenum, so UDDU works better; Ford has one big intake plenum for the whole engine, which the UDUD crank serves better in terms of airflow.
06-02-2017, 06:43 PM
#2637
Race Car
Oh yah I noticed, I also see a lot of cellphones recording from passengers while the driver stays in my blindspot. People love it.
06-07-2017, 01:47 PM
#2639
[QUOTE=CliffJumper RS;14213010]@RMauro - As someone who would be buying this used (probably a 1 y.o. one), this is a case where I'd actually appreciate the depreciation. Would you mind giving your additional thoughts on comparing the GT350 to a GS vs a 981/987 (if you have experience w/ that)?
cant comment on a gt350 but I did move from a 981Cs to a c7 and regretted the move 3 days later...the c7 felt big, Clumsy, was hard to see out of and didnt even feel that much faster due to laggy weak partial throttle response
cant comment on a gt350 but I did move from a 981Cs to a c7 and regretted the move 3 days later...the c7 felt big, Clumsy, was hard to see out of and didnt even feel that much faster due to laggy weak partial throttle response
06-07-2017, 02:36 PM
#2640
Rennlist Member
[QUOTE=baege;14240247]
I came from 6GT3's to 981 CGTS to GT350. The CGTS was a hoot to drive and felt better to me on track than my track prepped 6GT3's. The GT350 is nothing like the CGTS but I am really enjoying it. It is big but visibility is as good as the CGTS, power is very linear and body roll isn't excessive for a street car, it rides better on the street then the CGTS. I will have another Cayman, Car ADD, but it will be a few years as the GT350 still tickles my fancy.
Peter
@RMauro - As someone who would be buying this used (probably a 1 y.o. one), this is a case where I'd actually appreciate the depreciation. Would you mind giving your additional thoughts on comparing the GT350 to a GS vs a 981/987 (if you have experience w/ that)?
cant comment on a gt350 but I did move from a 981Cs to a c7 and regretted the move 3 days later...the c7 felt big, Clumsy, was hard to see out of and didnt even feel that much faster due to laggy weak partial throttle response
cant comment on a gt350 but I did move from a 981Cs to a c7 and regretted the move 3 days later...the c7 felt big, Clumsy, was hard to see out of and didnt even feel that much faster due to laggy weak partial throttle response
Peter