Macca

This point intrigues me most of all about the C2 v C4 debate. The C4 in the hands of Pete and Steve to the best of my knowledge currently sets the best HD time. Its also the reason I believe you need to benchmark Lola and Herman with the same unbiased driver and then get an honest appraisal afterwards of where each car has its strengths and weaknesses. Its simply could be a function of driver style/skill/experience or actually maybe in real world practical terms there's bugger all in in anyway....

Graeme. Good idea re balancer. I couldnt find any viable solution in this direction so went with the "tried and tested" brake upgrade solution for the hardcore 993 track junkies on the forums - which was a mix of calipers with potential for pads to adjust bias in the future should I need to trim the bias. Ive had enough of developing without benchmarks or learning via "trailblazing" with the 993. Its been nice having some real world company in the form of Paul and his 993. Up to that point I was having to guess alot of the handling stuff (never had the benefit of test sessions).

John McM

The C4 dynamic most eluding me so far is turn 4. To get a tight turn in I need to slam on the anchors until I'm in full ABS then try to rotate the car. The ABS disables the diff locks so it's the only way I can rotate like that. So far I've had some variable results, as shown in Doug's video. Otherwise I think it handles very well. I don't under steer on any other corners.

Macca

That's interesting John. I wondered why you took quite a different (wider?) line in that turn. It seems characteristic of a AWD car in that following Chris B (momentarily!) on SITT I noted he also took a number of corners in a similar fashion...

996tnz

My understanding is that AWD costs some acceleration on (the longer and faster especially) straights as you have higher transmission losses, so lower HP makes it to the wheels, just when you want it most to fight air resistance. That is compensated for though by having four wheels share traction duties accelerating out of corners, meaning that more HP can be applied earlier there than in a 2WD. With similarly skilled drivers, you'd expect the AWD drive to exit quicker onto the straight but then eventually fall behind the 2WD as the straight goes on. In the twisties it's probably pretty even though 2WDs are a bit more flickable - ie more easily rotated. That said, a botched rotation is easier to recover with AWD as the fronts tend to pull the car into line again with some throttle. Interesting to hear that exit power-on understeer doesn't seem to be a factor on the 964 C4s. You learn to drive around it on the 996T but it's pretty marked, especially on road tyres.

Some guys go 2WD in their track 996Ts but any few tenths they may win in the dry are normally lost many times over in the wet. Standing Km, standing mile, 60-130mph, 0-300kph etc the 2WD makes a bigger difference.

mjg

The AWD in the 996T behaves very differently from that in the 964C4, much more like a RWD system... so there's probably some other reason.

John McM

Wasn't trying to go wide. Just that I had a red limpet on my butt and no time for second chances so if it didn't rotate properly I'd just power out of it and go wide.

John McM

Walter, my car has been altered to make it more neutral but will still under steer powering out of a sharp corner.

All this is bringing back memories of the red lady in my rear view mirror. The sooner she retires the better. Just make sure it's after I sell the 996TT otherwise I may pin the welds and take that back out.

Btw Walter, I almost failed my WOF today. All four drop links need replacing. Luckily they are cheap to replace.

996tnz

Up to 40% of the torque goes forward under power with rear wheel spin (matching the difference in tyre widths and - static - weight loadings) so the 996T and C4 AWD shouldn't be that different on exit, power to weight and PSM gubbins aside. On entry, yes, no problems rotating the 996T since only 5 % torque to front and no or mild throttle means bugger all torque anyway. As you touch on, it's essentially a 2WD until you're better off for it not to be.

996tnz

On the 996T? Wonder how mine are faring... I hope that the droplinks are considered as part of the swaybar for LVV purposes and can be swapped out for beefier ones while the 'original swaybar' mounting points remain unchanged?

Anyone know?

John McM

Yes, the 996TT.

nzskater

Add to that: CV Boot to be replaced, Transmission Sump Gasket to be replaced, Tyres to be replaced. Like going to the dentist for a check up and walking away with 4 root canals.

996tnz

Remind me never to take mine to your WOF place! Kind of makes sense if it is streaming out but in all the old dungers I've had at times (thinking of Lada Nivas, Hillman Hunters, Mitsi Pajeros etc) I've never been pinged on boots or gaskets. Tyres are legal to 1.6mm 2/3 width but I've noticed AA testing keen to try and fail them if under 3. Safer of course.

Postnote: I see it may be more PM than WOF if at CCS.

Macca

Gotcha. Makes sense now....

CS Mende

I'd love to know who won the sprint to Turn 1 if you guys lined up more than once.

Don't tell them that ... We're just going to be the slow ones pulling up the rear!

John McM

I think turn two is the more telling point as it's hard to go around the outside and overtake on turn 1 from a standing start in similarly powered cars.

Which is why you develop a different formation lap routine from what we traditionally do. One tip I managed to glean out of Simon on Saturday