by John Glynn | Jun 6, 2013 | Market & Prices, New Models
Towards the end of the 997, Porsche unveiled a spate of special edition 911s, which raised the spam filters against limited production models. Stuttgart’s just unveiled another special, but this one’s better than expected.
The limited edition runout 997 Carrera GTS was probably the best water-cooled Porsche I’ve driven to date, including all the quick stuff. It suited my love of cross-country thrashing much better. I’ve enjoyed my drives in 991, but can’t escape the list price for what’s now a volume unit, and don’t like how busy the car is inside. The latest model might be different.
Unveiled this week, the 50th Anniversary car looks good at first glance. It uses the wider 4wd bodyshell, so is essentially a C2S with rinky-dink special bits including:
- Specially-tuned PASM
- Sports Exhaust
- Special 20-inch wheels, inspired by Fuchs (glad no Fuchs here)
- Chrome front air inlets, engine grille and rear light panel strips
- Dynamic Lights with bi-xenon and cornering
- 3D logo on engine cover, tacho, sill trims & headrest embroidery
- Cupholder plaque with edition number
- High gloss exterior trim and Sport Design mirrors
- Retro instrument dials
- Tribute material on 14-way sports seats (optional 18-way)
- Swish stiching on interior leather
- Porsche Exclusive gear shift
Despite this comprehensive and cohesive spec, I predict some classic angst. Air-coolers with short memories will screech at the cupholders, but the 3.2 Carrera and 964 both had Jubilee specials with fluffy carpets and painty bits. This is no different.
Sure, it’s miles away from the first 911s, but there’s finally a hint of some personality, so I like it. I like the paint, I like the wheels, and I like the bling-y engine grille with the recessed brake light: wait for the aftermarket to rip that off. I like the trim, I like the clocks and I like the mirrors.
Did I say I liked the paint? I can see a slew of hot rods painted in the Geyser Grey Metallic shown here: like a modern Sahara Beige. Graphite Grey and Black Monochrome are your only other options.
What are the downsides? Ninety-two grand is rather a big one, big like that vast centre console, but no doubt some of you have put your deposits down. I’d be interested in hearing from anyone who’s got one coming: there’s a feature here for sure.
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by John Glynn | Apr 30, 2013 | Porsche News, New Models
Porsche’s search for 1,400 new workers to fill its expanding Leipzig site has been massively oversubscribed.
Recently appointed Production and Logistics Director, Dr. Oliver Blume confirmed that over 30,000 applications had been received for the 1,000 vacancies remaining after 400 engineers were sourced.
Leipzig is in the midst of a €500 million growth spurt to gear up for Macan production, which starts in Saxony at the end of this year. The recent closure of a nearby Opel plant has helped Porsche find skilled labour, including all of the staff for its all new paint shop, but 31,000 disappointed applicants does not spell great news for the state of German automotive manufacturing.
Porsche recently anounced profits back to pre-Volkswagen levels, at circa £5.6 million PER DAY. Macan’s inevitable success means party time is coming to Leipzig, so hopefully some of those disappointed can be turned around in the long run.
by John Glynn | Mar 13, 2013 | New Models, Porsche News, Race and Rally
Porsche has upgraded the 997 GT3R ahead of the 2013 season. We’ve already covered some of this in our earlier Falken Porsche N24 RSR blog, but it’s useful to look at Porsche factory pictures of the R.
The most obvious changes are to the aero package. Front bumper, wings, sill trims and underbody diffuser have all been optimised to produce additional downforce. The rear wing has been widened to full body width.
Longer wheelbase, increased track – 50mm wider front and rear – and 12-inch front wheels combined with improved aero performance allow higher cornering speeds.The 4.0-litre flat six produces 500 hp, sent to the rear via a 6-speed sequential dog ‘box with air shift and steering paddles. This is fast and smooth, and should be reliable.
Porsche offers a conversion kit for older GT3Rs at €45,500 plus tax. I wonder how many Euros that is per Nurburgring tenth of a second.
by John Glynn | Mar 7, 2013 | New Models, Market & Prices
Let’s consider a Porsche 911 GT3 Manual to PDK comparison. You grew up driving with three pedals and enjoy using a manual shift. You currently own a 997 GT3 RS: potentially the last RS to be made with three pedals. Porsche now says you should abandon the idea of a manual shift and embrace two pedals forever. So what are the chances of that happening?
This spotless Gen 3 997 GT3 RS has just 1,100 miles on the clock. Recently offered for sale, it went in under 24 hours. “The 991 GT3 situation with PDK-only has increased enquiries for the best examples of 997 GT3 RS,” says the salesman. “We have a growing waiting list for these cars and always want to find more used Porsche 911s for sale.”
No matter how PDK is put over: with launch control, paddle shift, seamless acceleration and all the rest, it’s still essentially an automatic transmission and that’s just not for everyone. I like manual transmissions: the feel of a clutch pedal, the action of the shifter, the process of matching revs with conditions. But I am not a GT3 owner and am unlikely to be in the very near future, so my opinion makes no odds. What do owners think? Do you jump from the three-pedal Porsche train to two, or hang on to your three-pedaller?
Cost to change is one consideration. Latest data from Porsche dealerships says a Porsche owner in the UK running a late-ish Gen 2 997 GT3 with under 10k miles will need the car plus £40K to get a 991 GT3. It’s going to take a lot to loosen those purse strings.
Porsche 911 GT3 Manual to PDK comparison
Will the new car be such a huge step forward? Gen 2 997 GT3 RS has 444 hp in 1370 kilograms, if you abandon some options and add big bucks for ceramics and lightweight seats. The RS has slicker induction and higher compression than the GT3. A single mass flywheel connects to shorter gearing, and the whole lot shrieks through a titanium exhaust. Max RS torque comes higher up the rev range, but those tighter ratios mean it’s more fun to scream.
However good the 991 GT3 and RS derivative prove, the 997 GT3 RS is huge fun. The controls are responsive: old-school steering offers exceptional feedback and is never too heavy. Wider track front and rear means that only on track will you get to the limits of grip: owners of so many UK GT3s regularly take them to the Nürburgring, and any track day at Spa shows a few RSs in the mix.
Set up to deliver excitement on track, the GT3 RS offers a monumental 911 experience. There are driver aids, sticky tyres, dynamic engine mounts and more, but you still have to work those three pedals to get the best from the car.
Given how good the old car is, it’s hard to see how shaving a few tenths off using two pedals and paddles will improve upon driving rewards. A high cost to change now versus uncertain long term return on investment asks quite a bit in this economy, and Porsche dealers may rue Stuttgart’s PDK-only decision.
by John Glynn | Mar 5, 2013 | New Models, Porsche News
The new Porsche 911 GT3 is packed with technology, but one of the most interesting aspects is this active rear-wheel steering.
Active rear-wheel steering/four-wheel steering is perhaps best remembered on the Honda Prelude of the late 1980s. In typical Japanese style, the effects were overly obvious, so I remember the Prelude as curious to drive, but the Honda’s mechanical 4WS system (below) was much vaunted by one of my favourite motoring writers (and noted Porsche hater), LJK Setright. BMW used the system on the 850 CSI, and it is still found on current 5-series.
Porsche patented a form of passive rear-steer on the 928, with its famous Weissach Axle, but active is a whole new ball game, made easier by the introduction of electric power steering. Active rear wheel steering has been added “to achieve higher precision and lateral dynamics”. Depending on the speed, the rear steers in the same or opposite direction of the front wheels, improving stability and agility.
Other new modules to improve dynamics on the 991 GT3 include a fully variable electronically-controlled rear diff lock (sounds very very trick), and the dynamic engine mounts. The 20-inch forged alloy wheels with centre locks are also new.
Based on the light, yet stuff aluminium body of the current 911, the 991 GT3 is 44 millimetres wider than a 911 Carrera S across the rear axle. Porsche says that the fixed rear wing makes a decisive contribution to the ‘exemplary’ aerodynamics of the new 911 GT3, which combines low air resistance with even more power.
That’s about as much as I can say on new 991 GT3 tech until we get some cutaway drawings from Stuttgart – normal service is henceforth resumed! I will blog about the 928’s Weissach axle, as that is quite interesting.
by John Glynn | Mar 5, 2013 | New Models, Porsche News
Initial response on the 73,000-likes Ferdinand Facebook page to first official pics of the all-new Porsche 991 GT3 – latest and greatest of the 911 line – can only be described as muted. Unless you want to talk about the lack of a manual transmission option.
I understand the rationale of a PDK-only production choice for the latest supercar, but am predicting a number of implications for the used Porsche market.
- Bragging rights for the “best driver’s 911” will now go to the 997 GT3 RS with ceramics and manual transmission.
- There will be an aftermarket manual transmission kit for the 991 GT3 down the road.
- Cost of PDK repairs on 991 GT3 will feature large in future buyers’ guides.
Regards bragging rights, 997 GT3 RS still has a ton of driving aids, so what negative difference the PDK as standard makes I don’t know. But predictions don’t always have to make sense – ask your man Nostradamus. I predict the debate will be less about outright lap times and more about driving pleasure: the feeling that you actually have input and control over the car. It won’t make sense to the lap time gods, but watch the forums for lift-off.
Aftermarket manual transmission on a 991 GT3 will be a huge headline and someone will definitely sink money into achieving this. The PDK version will still be faster, and the manual conversion is likely to be less than pretty, but someone will do it as there’s a buyer out there. They will need to solve a whole lot of software problems first, though.
PDK is heavy and who knows how reliable in the long run. One look at a technical drawing for the transmission shows what could go wrong with water or a voltage spike frying the gearbox ECU and sending everything moving forward at once. Never say never!
What do you think about the 991 GT3? Looking forward to buying one or not? I know you have an opinion! Mine is that a 1000-kilo 911 with 200 bhp and no aircon is enough for me just now.
