ORIGINAL: h_____
Which is me.
Do you want me to sign the bootlid Hugh?
964 RS Clubsport M003 NGT FOR SALE
- Thread starter RIVIERAM002
- Start date
Do you want me to sign the bootlid Hugh?
Minty a very quick car, with M48 Motec engine management system, bespoke 9M extractor manifolds, 324Bhp, and of course mandatory ear defenders
Is that a Bob Watson dyno or 9m dyno?
Certain it wont be Watson, probably 9M or possibly Wayne 'chipwizard' Schofield,
Deletion of interior carpeting, headliner and A/B pillar covering.
Painting of interior to match exterior colour.
Shortened knee padding on lower dashboard to clear roll bar installation if ordered.
Driver's side sun visor only.
Provision to unlock trunk and fuel door from drivers seat
Engine compartment insulation deleted
Six point seat belt for driver and passenger.
DME Brain box moved behind drivers seat (standard location under seats in way of crotch belts mounts).
Hand held fire extinguisher mounted on passenger floor.
Cable activated master switch from inside of car
Recaro SPG bucket seats for passenger and driver.
Painting of interior to match exterior colour.
Shortened knee padding on lower dashboard to clear roll bar installation if ordered.
Driver's side sun visor only.
Provision to unlock trunk and fuel door from drivers seat
Engine compartment insulation deleted
Six point seat belt for driver and passenger.
DME Brain box moved behind drivers seat (standard location under seats in way of crotch belts mounts).
Hand held fire extinguisher mounted on passenger floor.
Cable activated master switch from inside of car
Recaro SPG bucket seats for passenger and driver.
ORIGINAL: MichM3
thanks... good reply!... So an N/GT is closer to a L/W than to a Cup if I understand well
Hummm, good question. Which I'm going to avoid answering but will offer the following.
1) The deletion of interior and welded cage give a visual, aural closeness to the cup
2) Technically (on paper) an N/GT is closer to a LWT
3) From a driving perspective (from my limited experience) the variance within models is nearly as great as the variance between (if not quite). So a good well sorted N/GT, setup for track with fresh engine and suspension will very cup esque feel (comapred to a good cup). But a tired, non-setup N/GT will not be as nice as a well sorted LWT.
I guess what I'm saying is that out in the real world individual experiences may vary. Which makes the hypothetical question of closeness slightly less relevent IMHO. Or to put another way, whilst a test drive may convince you to buy one, if you are detered by the feel, it may be due to variance within the model.
compared to Cup yes... compared to N/GT? I doubt... N/GT suspension = L/W suspension so on slicks will probably feel equal sloppy... L/W has great chassis on semi's though.
But anyway, I will have to stick to my L/W as I was confirmed today it's just impossible to get the welded cage road legal here in Belgium...and if I'd have to trailer, I'd prefer a proper Cup
But anyway, I will have to stick to my L/W as I was confirmed today it's just impossible to get the welded cage road legal here in Belgium...and if I'd have to trailer, I'd prefer a proper Cup
ORIGINAL: Melv
LWT feels positively floppy on track compared to NGT or Cup....[
Spot on Melv, strip em' out and cage them ... show no mercy with those carpet burners!
jason
New member
ORIGINAL: h_____
ORIGINAL: MichM3
thanks... good reply!... So an N/GT is closer to a L/W than to a Cup if I understand well
Hummm, good question. Which I'm going to avoid answering but will offer the following.
1) The deletion of interior and welded cage give a visual, aural closeness to the cup
2) Technically (on paper) an N/GT is closer to a LWT
3) From a driving perspective (from my limited experience) the variance within models is nearly as great as the variance between (if not quite). So a good well sorted N/GT, setup for track with fresh engine and suspension will very cup esque feel (comapred to a good cup). But a tired, non-setup N/GT will not be as nice as a well sorted LWT.
I guess what I'm saying is that out in the real world individual experiences may vary. Which makes the hypothetical question of closeness slightly less relevent IMHO. Or to put another way, whilst a test drive may convince you to buy one, if you are detered by the feel, it may be due to variance within the model.
Pretty much a perfect summary there for you
ORIGINAL: MichM3
compared to Cup yes... compared to N/GT? I doubt... N/GT suspension = L/W suspension so on slicks will probably feel equal sloppy... L/W has great chassis on semi's though.
But anyway, I will have to stick to my L/W as I was confirmed today it's just impossible to get the welded cage road legal here in Belgium...and if I'd have to trailer, I'd prefer a proper Cup
I think to know for you what the difference is, you would have to drive the N/GT and the Cup.
The N/GT has the normal heater, engine mounts and suspension as the LWT --- tho' my N/GT has Cup front dampers.
The ride height of the Cup is -20mm over an N/GT, and it was considered that there could be some fatiguing effect from vibration due to less damping. Some engine mount cradles have been know to break --- the solid engine mounts did not help !
But I think this all misses the point. It looks like a proper race car, but for the road. It goes as well as a proper race car for the road. The heater is sometimes extremely useful. The seats are narrower and this with the full harnesses and the environment give a much tauter, much more visceral experience.
And finally, Porsche still manufacture cars similar to the LWT, they are not allowed to manufacture cars similar to the N/GT. Not even the GT3RS 4.0 ....
As for the engine, the Motec is not just about BHP --- mine with the same system (without balanced headers) is producing 307 ft lbs at 4,800 rpm and 317 bhp at 6,000 rpm. The point being that it is far easier to bring the tail into play for rear end steering.
Strangely this is the most fun on a wet track when a balance between trail braking the front end in to the apex and then steering from the rear is an absolute hoot.
As much fun as my Cayman R --- spiritual successor to the 964 RS [
][]Chris great reply!!! If you guys will attend Spa PCF days in 2012 (in collided with your racing series if I remember well this year), I'd like to be passenger for a few laps in an N/GT or Cup!
Besides... that Motec stuff seems to work on a 64RS like a duck soacks to water!!! I have the hotfilm and in terms of horsepower it's ok, but I'm nowhere near the level of torque you guys achieve...let alone driveability.
Who's the guy for setting up a Motec system and what should it cost approx.?
Besides... that Motec stuff seems to work on a 64RS like a duck soacks to water!!! I have the hotfilm and in terms of horsepower it's ok, but I'm nowhere near the level of torque you guys achieve...let alone driveability.
Who's the guy for setting up a Motec system and what should it cost approx.?
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