I am writing a user guide to the 997 turbo S for Total 911 and I'd be very grateful for any feed back from owners - why you chose, new or second hand, experience in use, servicing (anyone used an indy?) and (if applicable in your own experience) how the 997T moves the game on from the 996T.
997 Turbo S
- Thread starter Kieron
- Start date
Sorry: last post escaped before I had finished: "I am writing a user guide to the 997 turbo S for Total 911 and I'd be very grateful for any feed back from owners - why you chose, new or second hand, experience in use, servicing (anyone used an indy?) and (if applicable in your own experience) how the 997T moves the game on from the 996T". Given there are fewer Turbos Ss and that the differences with the plain T are fairly minimal, I'd be pleased to receive feedback on the latter too. Many thanks in advance and happy new year to all. Kieron Fennelly
Kieron, You may be interested in my 6 month review published in the forum earlier this year and can be found [link=http://www.porscheclubgbforum.com/tm.asp?m=678330&mpage=1&key=򥦺]here.[/link] Since 2008, I have owned a Gen 2 TT, a Ferrari 430 Scuderia, 997 GT2 and a 997TT Gen1. Please feel free to PM me if there is any specific information you require. Regards, Clive.
grover
New member
I have a very late 2010 car in carrara white with full aero kit and the wheels painted full black gloss bought from from new. The overall spec is high on top of the standard s. My previous model car was a 2007 gen 1 turbo in black. The contrast between the two is more than noticeable. The car is amazing as an everyday supercar, I have commuted in it, driven it to Italy across the Alps and back via Germany, taken part in other European and UK tours, taken the car to many shows and enjoyed simply driving it most of the time very fast but always within the huge safety net it provides the driver and it is huge is beyond belief. First observations for me, I specified the carbon race seats and these are a nice snug fit and add a lot to the driving sensation. It feels much more sporty than the comfort or standard options simply through that change. Then the interior has matching yellow dials with the brake calipers and a small amount of sensible carbon options. The sunroof completes the sensation of roof opener closed weather depending. So the driving position and feeling before you turn the key is perfect. When the engine starts though it has the classic understated sound of the turbo but the S does sound better and with sports mode on and the engine warmed up nicely there is no mistaking it coming along the road. Full acceleration is head turning for passers by so it sounds great externally and just amazing in tunnels, especially Mont Blanc. Then visually, it looks fantastic in white with the aerokit and black wheels, all other turbo s I have seen seem dull by comparison but that is just my opinion. Driving it in dry weather is simply awesome, the grip it has, coupled with the huge acceleration is unbeatable, many who have seen it when driving other very fast supercars have just been amazed that a 911 is that quick. It handles very flat and on the gentle track sessions I have been on, in a straight line it just sends all the other cars backwards, admittedly its not a track car of course as its too heavy, but it isn't shabby around track. Where it has let itself down though is the ceramic brakes, after a few gentle sessions on track I had to have the rears replaced and only via appointing a lawyer and taking the matter to the MD of Porsche in the UK a few times after a pathetic first response did they make a sensible contribution towards replacements, the fronts are fine though and not even a bit worn. It seems the PVT system if left on whilst on track knackers them, would be good if they told you that. So this has left a bitter taste but is absolutely great for the next owner as I have had then changed now with PCCB originals. So beware, do not use the car on track if you expect the discs to last a long time and if you want to track your car, swap to Alcans. Back on the positives because the whole car for me has otherwise been just that, I guess it's driving in all weather conditions on our rubbish roads that really shows how good the car is, nothing can really touch it in rain, cold weather or even snow in the super car category. It really is the everyday supercar which is just so hard to beat and will be severely missed when I sell it soon. I think the dynamic engine mounts and PVT really do help the car when in normal road conditions, its blistering pace is unbeatable in normal road use and the overall package seemed good value when new because of the extras. So its pretty perfect actually for me but is being sold simply because I have a supercar folding hard top coming next year for summer fun and a Porsche track car for more focussed track work. I am already thinking new 991 turbo in 2014 once the new car itch has gone. Anyone interested please look at RPM Tring where there are also lots of photos.
Kieron You should also talk about differneces in models to Clive as he ran both a turbo and Turbo S overlapping for a short while. From a personal point of view they are different beasts to live with over time - there is defiantely a bhit more of an edge to the S and it is set up in a more sporting less GT bias than the stock turbo. All the extra goodies and a slightly lower usspension make the difference. Also with 16k miles on the clock the exhaust is starting to ake a very nice and noticable noise in sports mode (supsnesion still in soft). This has been noticed inside the car buit also following other turbo S'
I think you need to keep an eye on the rear brake pads. They wear quite quickly with PTV - less than 15k miles in my case, which is well before the first service is due. Because of this, there is a risk of damaging the rotors and replacement here will be expensive! [
] Pagid has recently developed a new pad material, the RSC1, specifically for ceramic rotors. I was tempted to go for these, but decided eventually on the standard issue, Pagid P40's to avoid potential warranty issues. I would certainly suggest rear pads are checked at regular intervals, but have no reason to think the rotors themselves are prone to premature wear. Regards, Clive.
] Pagid has recently developed a new pad material, the RSC1, specifically for ceramic rotors. I was tempted to go for these, but decided eventually on the standard issue, Pagid P40's to avoid potential warranty issues. I would certainly suggest rear pads are checked at regular intervals, but have no reason to think the rotors themselves are prone to premature wear. Regards, Clive.
grover
New member
My discs were shot at 9000 miles showing the three dark grey wear circles which is only a fraction of a mm of actual wear by the way, as were the pads so both had to be replaced. It wasn't the pads wearing out the discs, it was the discs themselves wearing very quickly. Full price at an OPC is about £8500 including vat for the rears only, it was only after much argument was it reduced substantially to a couple of k with the dealer contributing along with Porsche UK and of course myself as there was some wear and tear involved from my side to be fair. I took the discs to Porsche at Silverstone and they said they were good for a lot more wear but the OPC disagreed and said car wasn't safe unless they were changed, hence a debate started. I was given spec sheets setting out what is wear and what is not, on track at Silverstone they said the discs were good in use there for a long time and they showed me a Gt3rs which they use whose discs were worse than mine.
Porsche's criteria for CC Rotor replacement are as follow:- a.) Surface changes in the brake disc friction surfaces (material fatigue/wear) at an advanced stage (indication of wear associated friction surfaces damage > 1cm2). b.) Surface roughness of the brake disc friction surfaces too great (roughness depends on mileage and load). c.) Brake disc minimum thickness is not attained due to wear (material erosion due to friction). The minimum wear thickness is etched on the metal bell. There are 3 pairs of wear indicator plates approx. 1.2cm2 on the friction surfaces arranged close to the outer diameter and offset at 120deg. These are visible even on a new, unused part. Their purpose is to assess b.) above. I am unaware of any inherent premature wear issues on the B technology rotors as fitted to the Turbo 'S'. Apologies to OP for hijacking his post. [] Regards, Clive.
] Regards, Clive.
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