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Redracn

FINANCIAL MEMBER
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About Redracn

  • Rank
    Ferry's Protegé

Profile Information

  • Location:
    Bendigo
  • Ride/s
    991.2 GT3,997 TurboS, Cayman R

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  1. I would avoid powder coating at all cost. Chips very easily and is also easily damaged by just fitting at tyre.
  2. Redracn

    992 C2S lap times

    Probably best to only compare times from the same organisations. In this case Porsche has the 991.2 GT3 at 7:12.7 and the 992C2S at 7:25 You will notice that independent tests are always slower than Factory ones for various reasons like the factory driver having way way more seat time and the car being set up to their liking so they have more confidence in it. Also the Factory test drivers are very good as are al lot of the very top race drivers at doing times that are almost identical. In this case I would expect driver contribution to variance to be less than second/lap.
  3. Redracn

    992 C2S lap times

    Looks to me that the 992 is considerably slower than a 991.2 GT3 or 991.2 Turbo S so I doubt the 992 versions will be threatened by the C2S even if the advancement over 991.2 is only small.
  4. You may also want to consider the legalities of such a modification. I expect you will need to get an authorised engineer to approve it which could be difficult given you are reducing the braking performance. Best of luck.
  5. They were never going to get my money for a Turbo 4 Cayman. A 4.0 6 now that's another matter. It seems Porsche may eventually deliver on my deposit for a GT(RS) Cayman with PDK but a 4.0 GTS would be worth looking at.
  6. Another point of view on the R http://www.neillwatson.com/journal/will-porsche-cayman-r-ever-collectable-porsche/
  7. I believe all oz delivered R's had PCM and A/C
  8. I would have given it a real go to catch the Mrs but my passenger for some obscure never to be spoken reason was not up for it. Now about those rear tires. 😄
  9. The 981 GTS is a great car and there is a lot to like about it but as a lightweight sports car the R is better. The R steers much better and the fixed sports suspension is way ahead for handling while riding the fine line of acceptable compliance. The sound in the R cabin is also more connected to the engine than the GTS with its better sound dreading. But surprisingly the tyre noise in the R was less but that was probably due to the different tyres and tread level they were running on. The R also feels a lot stronger at lower RPM due to less weight to move.
  10. As has been stated the R is much more than the sum of its parts. A quick look at how many K's I put on each car per year shows the R is the go to car for a fun drive. It is the perfect example of a sports car while Turbos are great grand tourers and part time muscle cars and GT's are best on the track. The R never fails to bring the biggest smile without any white knuckle shenanigans. Just driving the R around you get to use all its talents while the others are simple to fast, noisy or uncomfortable. I took a 981 GTS for a spin the other day and the difference is chalk and cheese.
  11. Same here I expected the auto renewal to work as it has done many times in the past but it appears that it has failed as I am now showing as just a Member. There have been no changes to my credit card or any payment methods so that is not the problem.
  12. There are a few good reasons not to put everything in the one box. First is heat generation especially if a PDM is integrated. The box needs to be big and usually heavy enough or require special cooling provisions to dissipate the heat which is a penalty if you don't need all the features/capabilities. Second is the upfront price will be higher. Again not an issue if you use most of it capability but a big problem for many who may want to expand and grow the system as the budget allows. Third is failure of any of its functions especially out of warranty. It is much cheaper to replace small parts such as a lambda controller than a full on single electronics box. If you have an ECU and other parts in a closed box I would monitor the temperatures closely. Same if just stuffed under a carpet etc.
  13. There is little real world difference once you get over 12 teeth on the crank. The ECU projects future events for fuel and ignition in time from each real tooth which acts as a fixed angle reference for the crank. You will only see transient differences with very high rpm acceleration rates. The more teeth the smaller the transient error but older systems with less teeth often have them strategically placed to minimise this error. With rpm accelerating rapidly say for a down shift blip the ign timing will be ever so slightly retarded with the amount dependant on how far after a crank tooth the spark was programmed to be. The bigger the gap between teeth the longer the possible delay in time from that tooth to the spark angle. For best performance in any application stick with 36 to 60 teeth on the crank. Some older engines from the 80s to 90s could benefit from an upgrade as will anything that crank triggers from the cam. I will also add that with a -2 setup you never want the spark to happen in the -2 section of the trigger wheel as the potential projection in time from a real tooth to the spark could be 3 times longer than for other cylinders so your 36-2 tooth wheel is no better than a 12 tooth wheel for two of the cylinders.
  14. I think that the term High RPM which is not defined in a lot of articles needs some context. When it comes to Petrol burning engines High RPM will be ones like chainsaws and small bike engines that spin over 10,000rpm even 12,000. These engines often have a carby or are open loop and owners tend not to warm them up before flogging them. This is where you will get into big trouble with old fuel. After starting even though enough fuel is being supplied to technically be rich there is not enough heat or time(hi rpm) to vaporise it and the reality is that the actual mixture at the time of combustion is lean With lots of liquid fuel in the cylinder. There is a point at which adding more fuel (choke) to overcome this leanness becomes impractical. Medium speed (around 7000rpm) engines such as road cars do not suffer this as badly and are not usually run straight to the redline while cold. Low speed such as stationary engines 3000-3600rpm are also usually low compression and should not but still can have an issue given they are nearly always never warmed up before going straight to full load, still have carby and the choke is off as soon as the engine will run without it. There are of course engines that run much slower but usually not on petrol.

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