Given the weight reduction and all. The next GT3 might tip the scale at under 1300 kg which will be remarkable for such a large car.
Well it's larger than other strict two seaters like the Z4, SLK and Nissan 350Z. Surely I might have exaggerated a bit, but hey the car is awesome That comparison against the R8 is a very interesting one. Despite the longer wheel base there was hardly any mention of the car behaving more like a mid-engined car. The slalom speed and G forces sustained with traction control off inspire confidence in me that the GT3 will match the Italia in performance and that the Turbo might not even be far off the Avantador.
Road&Track testresults - 911 Carrera S PDK 0-30mph (with/without rollout): 1,2 s / 1,4 s 0-60mph (with/without rollout): 3,5 s / 3,7 s 0-100mph (with/without rollout): 8,4 s / 8,6 s 0-120mph (with/without rollout): 12,1 s / 12,3 s Quarter mile (with/without rollout): 11,8 s / 12,0 s (@118,4mph) 0-50 km/h (estimated): 1,5 s 0-100 km/h (estimated): 3,9 s 0-160 km/h (estimated): 8,5 s 0-200 km/h (estimated): 13,1-13,2 s :t-cheers:
^^^Crikey! That's damn impressive. I think Centurion recently said it best when summing up Porsche, "Brains before brawn." Epic.
IL Track Tested: 2012 Porsche 911 Carrera S PDK vs. 7-Speed Manual Just a few short years ago the choice between a manual transmission and an automatic transmission was one between a real driver's car and an appliance to get you from A to B. That line started to blur with single-clutch auto-manuals, which were nearly as obedient as true manuals while still offering the ease of an automatic. Those transmissions have been refined and tweaked with faster shift times, smoother engagement and in some cases, a second clutch to pre-stage the next gear, reducing the shift time even more. Even Porsche now claims that the automatic is faster than the manual on the new 991 911 Carrera S. By a lot. We've finally got our hands on the seven-speed PDK version of the new 911. How does it stack up against the seven-speed manual? And even if it is faster, are we ready to admit that an automatic -- even the advanced PDK -- can be in a driver's car? Vehicle: 2012 Porsche 911 Carrera S PDK Odometer: 3,905 Date: 1/31/2012 Driver: Mike Monticello Price: $126,750 Specifications: Drive Type: Rear engine, rear-wheel drive Transmission Type: Seven-speed auto-clutch manual Engine Type: Direct-injected, DOHC, 3.8-liter horizontally opposed six-cylinder Displacement (cc/cu-in): 3,800/232 Redline (rpm): 7,500 Horsepower (hp @ rpm): 394 @ 7,400 Torque (lb-ft @ rpm): 325 @ 5,600 Brake Type (front): 13.4-inch ventilated and cross-drilled carbon-ceramic discs with six-piston fixed calipers Brake Type (rear): 13-inch ventilated and cross-drilled carbon-ceramic rotors with four-piston fixed calipers Steering System: Electric-assist, speed-proportional rack-and-pinion power steering Suspension Type (front): Modified MacPherson strut, coil springs, electrically adjustable dampers, active stabilizer bar Suspension Type (rear): Multilink, coil springs, electrically adjustable dampers, active stabilizer bar Tire Size (front): 245/35ZR20 91Y Tire Size (rear): 295/30ZR20 101Y Tire Brand: Pirelli Tire Model: P Zero Nero Tire Type: Summer, asymmetrical Wheel size: 20-by-8.5 inches front, 20-by-11 inches rear Wheel material (front/rear): Aluminum alloy As tested Curb Weight (lb): 3,332 (38.5% front) Test Results: Acceleration: 0-30 (sec): 1.5 (2.2 w/ TC on) 0-45 (sec): 2.6 (3.4 w/ TC on) 0-60 (sec): 3.9 (4.9 w/ TC on) 0-60 with 1-ft Rollout (sec): 3.7 (4.5 w/ TC on) 0-75 (sec): 5.5 (6.5 w/ TC on) 1/4-Mile (sec @ mph): 12.0 @ 116.5 (12.7 @ 113.3 w/ TC on) Braking: 30-0 (ft): 25 60-0 (ft): 98 Handling: Slalom (mph): 71.4 (71.0 w/ ESC on) Skid Pad Lateral Acceleration (g): 1.03 (1.03 w/ ESC on) Sound: Db @ Idle: 49.2 Db @ Full Throttle: 89.2 (94.2 with sport exhaust button activated) Db @ 70 mph Cruise: 73.2 RPM @ 70 mph: 1,900 Tester's comments: Acceleration: Press the Sport Plus button, left foot on brake, right foot to the floor in Drive and launch control gets activated, bringing the revs to 6,500 rpm. Then it drops the clutch and the 911 just takes off without any fuss and zero wheelspin, but way quicker than the seven-speed manual. In D or M the PDK shifts for you when at full throttle. In launch control mode, shifts are ultra-quick and abrupt, shifts at redline. Manual shifting is via steering wheel paddles. Blips throttle on downshifts, will hold gears to rev limiter as long as not at full throttle. Braking: Ultra-short stopping distances and very consistent. Stops are incredibly stable, near zero nosedive and zero wiggle. Firm pedal, no fade. First stop was 102 feet, which was also the longest. Shortest stop was the third at 98 feet. Slalom: Very precise steering, excellent suspension tuning and good grip from the tires. It flicks around the cones with ease and feels very natural. Changes direction very well. Could get significant oversteer at slalom exit, but controllable. Stability system wasn't intrusive, actually, more helpful than hindering by cutting throttle slightly near the same point I would. Skid pad: As Walton noted in his test of the seven-speed-manual 911, you steer this car with the throttle around the skid pad more than any car I've ever driven. It's a terrific sensation: car feels so very capable and controllable. And the grip is over 1G. And this is just a "regular" 911. Vehicle: 2012 Porsche 911 Carrera S Odometer: 4,593 Date: 11/20/11 Driver: Chris Walton Price: $104,935 (estimated) Specifications: Drive Type: Rear engine, rear-wheel drive Transmission Type: Seven-speed manual Engine Type: Direct-injected, DOHC, 3.8-liter horizontally opposed six-cylinder Displacement (cc/cu-in): 3,800/232 Redline (rpm): 7,500 Horsepower (hp @ rpm): 394 @ 7,400 Torque (lb-ft @ rpm): 325 @ 5,600 Brake Type (front): 13.4-inch ventilated and cross-drilled rotors with six-piston fixed calipers Brake Type (rear): 13-inch ventilated and cross-drilled rotrs with four-piston fixed calipers Steering System: Electric-assist, speed-proportional rack-and-pinion power steering Suspension Type (front): Modified MacPherson strut, coil springs, electrically adjustable dampers, active stabilizer bar Suspension Type (rear): Multilink, coil springs, electrically adjustable dampers, active stabilizer bar Tire Size (front): 245/35ZR20 91Y Tire Size (rear): 295/30ZR20 101Y Tire Brand: Pirelli Tire Model: P Zero Nero Tire Type: Summer, asymmetrical Wheel size: 20-by-8.5 inches front, 20-by-11 inches rear Wheel material (front/rear): Aluminum alloy As tested Curb Weight (lb): 3,277 (38.8% front/61.2% rear) Test Results: Acceleration: 0-30 (sec): 1.9 (2.2 w/ TC on) 0-45 (sec): 3.0 (3.3 w/ TC on) 0-60 (sec): 4.6 (5.0 w/ TC on) 0-60 with 1-ft Rollout (sec): 4.4 (4.6 w/ TC on) 0-75 (sec): 6.3 (6.5 w/ TC on) 1/4-Mile (sec @ mph): 12.7 @ 113.2 (13.0 @ 111.7 w/ TC on) Braking: 30-0 (ft): 25 60-0 (ft): 102 Handling: Slalom (mph): 71.3 (70.3 w/ ESC on) Skid Pad Lateral Acceleration (g): 1.04 (1.03 w/ ESC on) Sound: Db @ Idle: 47.6 Db @ Full Throttle: 92.8 (93.7 with sport exhaust button activated) Db @ 70 mph Cruise: 68.4 RPM @ 70 mph: 2,100 Tester's comments: Acceleration: Biggest news here is that the 911 no longer produces its trademark axle-hopping launch. Instead, it merely hazed the rear tires and resisted bogging down the engine once the tires hooked up. Shifter feels a little vague in that I rarely trusted my 2-3 shift, yet it always went in. Tall gearing -- needed 3rd for quarter-mile. (All runs in Sport Plus with exhaust open.) Also felt some sort of shift-shock reduction with each upshift that wouldn't allow chirp. Shifts were smooth but slightly delayed. Braking: Medium-firm pedal with moderate jump-in, but amazing power and effectiveness toward the end of the stop. Very little dive (firm suspension setting), no wiggle, and distances grew shorter with some heat in the brakes. No fade at all. Slalom: Quick turn-in but a small delay in yaw reaction. Tracks very true to steering input but requires a little patience for the chassis to catch up. Never felt threatening or apt to spin -- even with drop-throttle. Had to be prudent with throttle at exit, but it sure feels like there's an LSD back there making sure all the power is used effectively. Skid pad: One of a handful of cars that oversteers comfortably, confidently, precisely all the way around the circle. Steering weight comes and goes with front grip level, but the graininess/feel is no longer there. I could steer with the throttle all the way around.
Autocar: 991 First UK Drive: Source: Porsche 911 Carrera S review - Autocar.co.uk This car is monumentally desirable!
So manual compared to PDK is 0-60 MPH 0.7 seconds difference??? Is there something seriously wrong with the manual? I've never seen such big a gap!
That's a huge difference indeed. However, AutoBild Sportscars clocked the 997.2 Carrera S at 4,7 s (manual) and 4,2 s (PDK on semi-slicks). The gap was even bigger up to 200 kph: 15,9 s and 14,3 s. That 0,5 s difference to 100 kph also came up at the normal Carrera: 5,0 s & 4,5 s. Launch Control and superfast shifts are the answer IMO.
Hmm, yeah, Launch Control might be a big factor indeed.....didn't think about that one. DeDe, you happen to have a time for M3 M DCT launch control vs M3 manual 0-100 km/h?
As far as I know: M3 manual: best 4,5 s (Italian Auto), average 4,8-4,9 s, worst: 5,2 s. M3 DKG: best 4,4 s (AutoBild SC), average 4,5-4,7 s, worst: 5,0 s.
Here you can have a quick look on differences between M3 manual and M3 DKG tests (best, worst and average values) M3 4.0 vs M3 4.0 DKG : The Match 4587
Motortrend: Porsche 911 Carrera S vs. Chevrolet Corvette Grand Sport [video=youtube_share;24MFkUnpY6s]http://youtu.be/24MFkUnpY6s?hd=1[/media]
