Brian_Innes
Member
Hermitage Falls A9 near Pitlochry
My 2019 718 Cayman GTS PDK
- Thread starter Brian_Innes
- Start date
Brian_Innes
Member
Spotless Detailing Display
People following this thread might be interested in the video comparing all three generations of Caymans; 987 Cayman R, 981 GTS and 718 GTS.
https://www.amazon.co.uk/Z06s-for-Everyone/dp/B07Q34TFLY/ref=sr_1_2?keywords=everyday+driver&qid=1557502875&s=instant-video&sr=1-2
If the link doesn't work, search Amazon for "everyday driver" It's series 4 episode 2. Costs £2.99 for the HD version. It's a good watch I think.
Spoiler - they're all good!
https://www.amazon.co.uk/Z06s-for-Everyone/dp/B07Q34TFLY/ref=sr_1_2?keywords=everyday+driver&qid=1557502875&s=instant-video&sr=1-2
If the link doesn't work, search Amazon for "everyday driver" It's series 4 episode 2. Costs £2.99 for the HD version. It's a good watch I think.
Spoiler - they're all good!
Brian_Innes
Member
Graham,
I always enjoy listening to USA car reviewers with their unique take on the English language, and the Amazon Everyday Driver video featuring a comparison between the 987 Cayman R, 981 GTS, and 718 GTS, made interesting viewing. In the interests of fairness it was good they were all PDK models with standard brakes.
Having owned two of the models, a 987 Cayman R manual, and my current 718 Cayman GTS PDK, I thought the two presenters got it pretty much spot-on. They correctly described the Cayman R as a sublime, raw, revvy, chuckable, driver's machine. It is the most compact and nimble Cayman of all the road based models. The steering particularly got the highest praise, and deservedly so. More on that topic later.
I have no experience at all of the 981 Cayman GTS. Hopefully I'll put that right if I am successful in persuading another R2 member to offer his 981 Cayman GTS PDK for a back-to-back comparison with my 718 example. The presenters both picked up on the comparative deficiencies of first generation electric power steering of the 981 compared to the previous 987 hydraulic power steering system. I thought it was fair comment that the 981 GTS evolved focused more on Grand Touring refinement than its 987 predecessor. The GTS flat-6 n/a engine sounded absolutely glorious in the over 6000 rpm range.
I thought it fair in conclusion, that the 718 Cayman GTS was awarded second place behind the Cayman R. If you want affordable driving fun, and partake in the occasional track day, then a well specced Cayman R manual with bucket seats hits the spot perfectly. The 718 Cayman GTS is an expensive car, and at almost half the price the Cayman R is the best value fun car by a mile. It was interesting to note that both presenters praised the 718 GTS steering. It was described as a "refined development of the Cayman R's steering feel" and a noticeable improvement over the previous generation GTS. Having extensive experience of both 987 and 718 models, I would say that the 718 Cayman GTS steering is as close as you will get to the road feel of the Cayman R that is possible with an electric system. I don't know whether it is due to the Michelin PS4S N0 tyres, Power Steering Plus, lighter ceramic brakes, 20mm lower X81 suspension, plus my choice of maximising the negative camber slots on the front top suspension mounts, but my car steers better than my Cayman R did. I really mean that. There is a fizz at the steering wheel rim as the road surfaces changes beneath the car. My Cayman R had this same "fizzing" feel transmitted from the road surface and it became the expected norm. This steering road feel element was notably lacking when I reported on my impressions of my previous 718 Cayman S. Not so with my new 2019 718 Cayman GTS with PCCB. Porsche, perhaps by tweaking the steering mapping and bushing, has reawakened this fizzing road feel as the surface and grip levels change beneath the car. This tactile improvement in road feel, together with the smaller diameter steering wheel and quicker rack, tips the balance for me in favour of the 718 GTS steering. I would be more than happy to reacquaint myself with the Cayman R steering compared to my current 718 GTS should that opportunity arise. Meantime I have vivid and lasting memories of the Cayman R steering from the 2 years of competitive motorsport I successfully completed in 2014-15. Time has not diminished these memories.
In conclusion, some may well disagree with my views on the steering, and that is absolutely fine. I can only give an opinion based on my experience driving both cars on the roads I enjoy in my own back yard.
Brian
I always enjoy listening to USA car reviewers with their unique take on the English language, and the Amazon Everyday Driver video featuring a comparison between the 987 Cayman R, 981 GTS, and 718 GTS, made interesting viewing. In the interests of fairness it was good they were all PDK models with standard brakes.
Having owned two of the models, a 987 Cayman R manual, and my current 718 Cayman GTS PDK, I thought the two presenters got it pretty much spot-on. They correctly described the Cayman R as a sublime, raw, revvy, chuckable, driver's machine. It is the most compact and nimble Cayman of all the road based models. The steering particularly got the highest praise, and deservedly so. More on that topic later.
I have no experience at all of the 981 Cayman GTS. Hopefully I'll put that right if I am successful in persuading another R2 member to offer his 981 Cayman GTS PDK for a back-to-back comparison with my 718 example. The presenters both picked up on the comparative deficiencies of first generation electric power steering of the 981 compared to the previous 987 hydraulic power steering system. I thought it was fair comment that the 981 GTS evolved focused more on Grand Touring refinement than its 987 predecessor. The GTS flat-6 n/a engine sounded absolutely glorious in the over 6000 rpm range.
I thought it fair in conclusion, that the 718 Cayman GTS was awarded second place behind the Cayman R. If you want affordable driving fun, and partake in the occasional track day, then a well specced Cayman R manual with bucket seats hits the spot perfectly. The 718 Cayman GTS is an expensive car, and at almost half the price the Cayman R is the best value fun car by a mile. It was interesting to note that both presenters praised the 718 GTS steering. It was described as a "refined development of the Cayman R's steering feel" and a noticeable improvement over the previous generation GTS. Having extensive experience of both 987 and 718 models, I would say that the 718 Cayman GTS steering is as close as you will get to the road feel of the Cayman R that is possible with an electric system. I don't know whether it is due to the Michelin PS4S N0 tyres, Power Steering Plus, lighter ceramic brakes, 20mm lower X81 suspension, plus my choice of maximising the negative camber slots on the front top suspension mounts, but my car steers better than my Cayman R did. I really mean that. There is a fizz at the steering wheel rim as the road surfaces changes beneath the car. My Cayman R had this same "fizzing" feel transmitted from the road surface and it became the expected norm. This steering road feel element was notably lacking when I reported on my impressions of my previous 718 Cayman S. Not so with my new 2019 718 Cayman GTS with PCCB. Porsche, perhaps by tweaking the steering mapping and bushing, has reawakened this fizzing road feel as the surface and grip levels change beneath the car. This tactile improvement in road feel, together with the smaller diameter steering wheel and quicker rack, tips the balance for me in favour of the 718 GTS steering. I would be more than happy to reacquaint myself with the Cayman R steering compared to my current 718 GTS should that opportunity arise. Meantime I have vivid and lasting memories of the Cayman R steering from the 2 years of competitive motorsport I successfully completed in 2014-15. Time has not diminished these memories.
In conclusion, some may well disagree with my views on the steering, and that is absolutely fine. I can only give an opinion based on my experience driving both cars on the roads I enjoy in my own back yard.
Brian
I‘m glad you enjoyed the Everyday Driver video review, Brian and thank you again for yet another very well written and interesting review and comparison of your experience of there of the Caymans you have owned.
I look forward to hearing what you think of the 981 GTS, I hope that opportunity to try one out materialises.
If you have the time it would also be interesting to hear your views on how your first two Caymans compared to the ones that came after them.
Keep up with the great posts!
Graham
I look forward to hearing what you think of the 981 GTS, I hope that opportunity to try one out materialises.
If you have the time it would also be interesting to hear your views on how your first two Caymans compared to the ones that came after them.
Keep up with the great posts!
Graham
Brian_Innes
Member
Elsewhere on this forum you may have enjoyed following Andrew and Julie's epic UK tour. I've had the pleasure of meeting them on two occasions during their journey exploring the best bits of the north Highlands, which also happens to be my home territory.
Blessed with wonderful warm sunshine for the duration of their Highland wonder-fest, I attach a couple of snaps taken earlier today.
Brian
Photo 1.
On the south side of Loch Ness.
Blessed with wonderful warm sunshine for the duration of their Highland wonder-fest, I attach a couple of snaps taken earlier today.
Brian
Photo 1.
On the south side of Loch Ness.
Brian_Innes
Member
Photo 2.
On the B862 to Fort Augustus.
On the B862 to Fort Augustus.
Brian_Innes
Member
Those who have been following my scribblings will already be aware of the traumatic, and unnecessarily long drawn-out saga I endured recently courtesy of the DVLA Medical Service driver's licence renewal. For anyone with a declared medical condition, my experience proved how easy it is to be shunted by default into the thin ice category of Section 88, a safety net for expired licence holders normally reserved for those cases requiring further medical investigations into their fitness to drive.
My car insurance underwriters Aviva, having already been spooked by Section 88, required a further recent doctor's statement confirming my fitness to drive, before providing continuity of insurance cover under my existing policies applicable to both my cars. Now that the risk management cat has been let out of the bag, it is not unreasonable to assume that a doctor's statement prior to policy renewal may become an annual requirement in my particular case. I am currently awaiting the renewal quote due next month for my Abarth to see what impact if any, arises from my recent insurance experience.
To pre-empt any future difficulties with car insurance cover, I have subsequently taken the decision to request my GP for a voluntary referral to the Scottish Driving Assessment Service in Edinburgh. My voluntary driving assessment is due to take place next week. The whole assessment, including the in-car part lasts up to 3 hours. There are 5 elements to the test applicable to my particular medical condition.
1. My vision is checked to ensure I meet the legal standards for driving. As well as the standard number plate test at 20 metres, my vision is also tested in the clinic using a standard opticians eye chart.
2. A physical assessment is conducted checking the range of joint movement, muscle strength, sensation and co-ordination.
3. A series of table-top tests to check-out aspects such as reasoning, memory, and concentration.
4. An assessment on a static driving rig to check methods of control for steering, braking and acceleration, and to record reaction times.
5. If all of the foregoing tests are conducted satisfactorily, I shall proceed to the in-car assessment using the Service's own car following a prescribed 14 mile route over public roads comprising urban, dual-carriageway, and motorway traffic conditions.
At the conclusion of the assessment I shall be given a verbal appraisal of my performance, followed by a written report within 4 weeks, a copy of which will also be sent to my doctor.
My reasoning behind putting myself forward for such a gruelling driving fitness examination is two-fold. Firstly to have written proof to whom it may concern, of my fitness to drive as a 72 year old with a legally declared medical condition. Secondly, to provide piece-of-mind to myself that I am still fully competent to drive in today's demanding, and at times unpredictable traffic conditions. For me, driving skills have always been and still are, a passion and an art constantly practiced through numerous tutoring sessions on road and track throughout my entire adult life. When the time eventually comes around to give up Porsche driving, as it surely will in my particular case, I shall be mentally ready and well prepared to deal with that momentous day whenever it comes along.
For those interested, I'll be reporting back on my driving assessment experience in due course.
Brian
My car insurance underwriters Aviva, having already been spooked by Section 88, required a further recent doctor's statement confirming my fitness to drive, before providing continuity of insurance cover under my existing policies applicable to both my cars. Now that the risk management cat has been let out of the bag, it is not unreasonable to assume that a doctor's statement prior to policy renewal may become an annual requirement in my particular case. I am currently awaiting the renewal quote due next month for my Abarth to see what impact if any, arises from my recent insurance experience.
To pre-empt any future difficulties with car insurance cover, I have subsequently taken the decision to request my GP for a voluntary referral to the Scottish Driving Assessment Service in Edinburgh. My voluntary driving assessment is due to take place next week. The whole assessment, including the in-car part lasts up to 3 hours. There are 5 elements to the test applicable to my particular medical condition.
1. My vision is checked to ensure I meet the legal standards for driving. As well as the standard number plate test at 20 metres, my vision is also tested in the clinic using a standard opticians eye chart.
2. A physical assessment is conducted checking the range of joint movement, muscle strength, sensation and co-ordination.
3. A series of table-top tests to check-out aspects such as reasoning, memory, and concentration.
4. An assessment on a static driving rig to check methods of control for steering, braking and acceleration, and to record reaction times.
5. If all of the foregoing tests are conducted satisfactorily, I shall proceed to the in-car assessment using the Service's own car following a prescribed 14 mile route over public roads comprising urban, dual-carriageway, and motorway traffic conditions.
At the conclusion of the assessment I shall be given a verbal appraisal of my performance, followed by a written report within 4 weeks, a copy of which will also be sent to my doctor.
My reasoning behind putting myself forward for such a gruelling driving fitness examination is two-fold. Firstly to have written proof to whom it may concern, of my fitness to drive as a 72 year old with a legally declared medical condition. Secondly, to provide piece-of-mind to myself that I am still fully competent to drive in today's demanding, and at times unpredictable traffic conditions. For me, driving skills have always been and still are, a passion and an art constantly practiced through numerous tutoring sessions on road and track throughout my entire adult life. When the time eventually comes around to give up Porsche driving, as it surely will in my particular case, I shall be mentally ready and well prepared to deal with that momentous day whenever it comes along.
For those interested, I'll be reporting back on my driving assessment experience in due course.
Brian
Brian_Innes
Member
Following on from my previous post, on Monday of this week I attended the Scottish Driving Assessment Service for a voluntary examination appointment at the SMART Centre based at the Astley Ainsley Hospital in Morningside, Edinburgh. From past experience of this test four years ago, I decided on this occasion to stay in a hotel both the night before and after my appointed test date. Those of you who know Edinburgh will already be aware that it is one of the most car-unfriendly cities in the UK. Trams, camera enforced bus lanes, and extensive 20 mph zones make driving in Edinburgh a serious challenge for any driver. To get some practice in, as this is not my normal driving environment, I decided to make my way to the assessment centre via the city centre route. Following heavy traffic congestion, parked service vehicles unloading, potholes, and numerous complicated traffic light junctions later, I eventually arrived unscathed at the Smart Centre in good time for my one o'clock appointment.
On arrival, I was greeted by my examiner and specialist occupational therapist Alison. Following the obligatory number plate reading test, I was ushered through to the clinic room where the medical and cognitive tests were conducted, including the static driving rig. After the physical checks of my eye movements, co-ordination, joint mobility, grip and strength, I had to undertake a series of table-top tests related to metal reasoning, memory, concentration, and multitasking skills. I have no shame in saying that this element of the tests I found particularly gruelling. As we all get older, these cognitive functions inevitably decline as ageing progresses, no matter how many soduku or crossword puzzles we do. It will come as no surprise that I was both relieved and delighted to complete all the prescribed tests successfully with above average scores.
Next on the agenda was the static driving rig tests. The rig itself was basically an electrically adjustable driving seat, Alfa Romeo steering wheel, brake and accelerator pedals. In front was a full-width 3 tier steel frame with pin-point LED lights positioned at random across the frame, and behind the steering wheel on the "dash", a selection of coloured lights were also displayed. The purpose of these lights were to test my peripheral vision and reaction times. The programme of light sequences are controlled by a computer programme which selects the combinations of lights to which the participant has to react. This is a far more sophisticated test than simply hitting the brake pedal when the red light comes on. To get me acclimatised to the rig a few practice go's with the red light were tried first. So far so good. Now it was time for the real thing. The peripheral vision test was first on the agenda. This is activated by first depressing the accelerator pedal with my right foot to about the half-way point in it's travel so an amber light on the dash illuminates. I then needed to concentrate and scan the frame in front for the random LED lights to show before immediately hitting the brake pedal with my right foot. This test was repeated 18 times, with my reaction times recorded on the computer. Next up the multiple light reaction tests. Again this test was controlled by a computer programme which flashed the multi-coloured lights on the dash in a random sequence with the object being to hit the brake pedal when two lights of the same colour showed. This test was also repeated 18 times. The final test involved removing my foot from the pedals and hitting the accelerator to the floor whenever a green light showed, and the brake pedal when a red light illuminated. This was repeated 5 times. Then in a cruel twist, the colours were reversed, so I had to hit the accelerator when red light showed, and brake when the green showed. Again 5 sequences were tested. I have no shame in admitting that the driving rig element of the examination was every bit as demanding as the preceding cognitive tests. Following the conclusion of the static rig tests, I awaited the results with more than a little trepidation. To my absolute delight and I must say surprise, I actually improved upon my static driving results compared to the scores recorded 4 years previously. The threshold for a "Pass" is to react to the lights within 1.2 seconds. My recored times were in the range of 0.7 - 0.9 seconds. You will not be surprised that I was very pleased to hear that! It was a very intense couple of hours and I was relieved to get that part of the assessment over with.
Only after successfully completing the indoor clinic tests, are you progressed to the actual driving assessment itself in the centre's own car, in my case a manual gearbox Honda Jazz. The prescribed 14 mile route chosen is designed to replicate a variety of residential, urban, and dual-carriageway traffic conditions. Having already sampled the traffic conditions in Edinburgh earlier, I was more than a little apprehensive as what to expect over the next hour or so. Following a briefing by my examiner Alison who will be taking notes and observations on my driving during the test, we set off through the residential, leafy streets of Morningside, Edinburgh where 20mph zones gave way to 30mph, then back to 20mph again. Complicated multi-lane traffic light controlled roundabouts, camera controlled bus lanes, hill starts, busy junctions, and merging via slip road onto a fast dual carriageway, all were included on this route. Believe me, it was no walk in the park. The Honda Jazz proved ideal throughout, with a nice smooth clutch uptake, a decent flexible engine, and a slick gearshift made the mechanical aspect of the driving an easy element for me. On return to the centre grounds following completion of the test, my final instruction was to reverse park the car into the parking space where we had set of an hour earlier.
The final verdict on my performance from examiner Alison was, that I had passed all the tests completely satisfactorily and to a very high standard. No concerns were evident whatsoever regarding my driving abilities, operation of the car's controls, and traffic awareness. A full written report on my driving appraisal will be forwarded within 3 weeks and copied to my doctor for reference.
The purpose behind describing this experience in detail is to illustrate just how rigorous the driving assessments are for those licence holders who have a declared medical condition. Unfortunately not all medical afflicted licence holders are diligent enough to voluntarily subject themselves to such a demanding test. I would wager that if this test became mandatory for all medically declared drivers, the failure rate would be well in excess of 50%. This test is designed to be rigorous, and rightly so. Possessing a driver's licence is a privilege and an onerous responsibility, as is owning and driving a Porsche. If only more drivers today took an interest in improving their driving skills and having it appraised later in life, the roads would be a much safer place.
Brian
On arrival, I was greeted by my examiner and specialist occupational therapist Alison. Following the obligatory number plate reading test, I was ushered through to the clinic room where the medical and cognitive tests were conducted, including the static driving rig. After the physical checks of my eye movements, co-ordination, joint mobility, grip and strength, I had to undertake a series of table-top tests related to metal reasoning, memory, concentration, and multitasking skills. I have no shame in saying that this element of the tests I found particularly gruelling. As we all get older, these cognitive functions inevitably decline as ageing progresses, no matter how many soduku or crossword puzzles we do. It will come as no surprise that I was both relieved and delighted to complete all the prescribed tests successfully with above average scores.
Next on the agenda was the static driving rig tests. The rig itself was basically an electrically adjustable driving seat, Alfa Romeo steering wheel, brake and accelerator pedals. In front was a full-width 3 tier steel frame with pin-point LED lights positioned at random across the frame, and behind the steering wheel on the "dash", a selection of coloured lights were also displayed. The purpose of these lights were to test my peripheral vision and reaction times. The programme of light sequences are controlled by a computer programme which selects the combinations of lights to which the participant has to react. This is a far more sophisticated test than simply hitting the brake pedal when the red light comes on. To get me acclimatised to the rig a few practice go's with the red light were tried first. So far so good. Now it was time for the real thing. The peripheral vision test was first on the agenda. This is activated by first depressing the accelerator pedal with my right foot to about the half-way point in it's travel so an amber light on the dash illuminates. I then needed to concentrate and scan the frame in front for the random LED lights to show before immediately hitting the brake pedal with my right foot. This test was repeated 18 times, with my reaction times recorded on the computer. Next up the multiple light reaction tests. Again this test was controlled by a computer programme which flashed the multi-coloured lights on the dash in a random sequence with the object being to hit the brake pedal when two lights of the same colour showed. This test was also repeated 18 times. The final test involved removing my foot from the pedals and hitting the accelerator to the floor whenever a green light showed, and the brake pedal when a red light illuminated. This was repeated 5 times. Then in a cruel twist, the colours were reversed, so I had to hit the accelerator when red light showed, and brake when the green showed. Again 5 sequences were tested. I have no shame in admitting that the driving rig element of the examination was every bit as demanding as the preceding cognitive tests. Following the conclusion of the static rig tests, I awaited the results with more than a little trepidation. To my absolute delight and I must say surprise, I actually improved upon my static driving results compared to the scores recorded 4 years previously. The threshold for a "Pass" is to react to the lights within 1.2 seconds. My recored times were in the range of 0.7 - 0.9 seconds. You will not be surprised that I was very pleased to hear that! It was a very intense couple of hours and I was relieved to get that part of the assessment over with.
Only after successfully completing the indoor clinic tests, are you progressed to the actual driving assessment itself in the centre's own car, in my case a manual gearbox Honda Jazz. The prescribed 14 mile route chosen is designed to replicate a variety of residential, urban, and dual-carriageway traffic conditions. Having already sampled the traffic conditions in Edinburgh earlier, I was more than a little apprehensive as what to expect over the next hour or so. Following a briefing by my examiner Alison who will be taking notes and observations on my driving during the test, we set off through the residential, leafy streets of Morningside, Edinburgh where 20mph zones gave way to 30mph, then back to 20mph again. Complicated multi-lane traffic light controlled roundabouts, camera controlled bus lanes, hill starts, busy junctions, and merging via slip road onto a fast dual carriageway, all were included on this route. Believe me, it was no walk in the park. The Honda Jazz proved ideal throughout, with a nice smooth clutch uptake, a decent flexible engine, and a slick gearshift made the mechanical aspect of the driving an easy element for me. On return to the centre grounds following completion of the test, my final instruction was to reverse park the car into the parking space where we had set of an hour earlier.
The final verdict on my performance from examiner Alison was, that I had passed all the tests completely satisfactorily and to a very high standard. No concerns were evident whatsoever regarding my driving abilities, operation of the car's controls, and traffic awareness. A full written report on my driving appraisal will be forwarded within 3 weeks and copied to my doctor for reference.
The purpose behind describing this experience in detail is to illustrate just how rigorous the driving assessments are for those licence holders who have a declared medical condition. Unfortunately not all medical afflicted licence holders are diligent enough to voluntarily subject themselves to such a demanding test. I would wager that if this test became mandatory for all medically declared drivers, the failure rate would be well in excess of 50%. This test is designed to be rigorous, and rightly so. Possessing a driver's licence is a privilege and an onerous responsibility, as is owning and driving a Porsche. If only more drivers today took an interest in improving their driving skills and having it appraised later in life, the roads would be a much safer place.
Brian
Congratulations Brian on proving your ability to drive competently again and the personal satisfaction you must have got from your scores, it is rigorous indeed and a pity some form of similar tests as some aspects of it are not included in the standard driving test, it might keep some of the less adept drivers shall we say off the roads
Brian,
I have to admit many able bodied people would fail this test. As the previous poster states, some form of similar aspects of it should be included into the standard driving test. Hopefully to improve driving skills the only down side is the fact that when we all started out it was a learning curve which if taken seriously never stops therefor new drivers would struggle.
Ray
I have to admit many able bodied people would fail this test. As the previous poster states, some form of similar aspects of it should be included into the standard driving test. Hopefully to improve driving skills the only down side is the fact that when we all started out it was a learning curve which if taken seriously never stops therefor new drivers would struggle.
Ray
Well done Brian - what a gruelling experience! - and I agree wholeheartedy with your closing comments.
I have to say that if every driver in the country - young and old - was put through such a comprehensive test we'd rid ourselves of a significant number of people who shouldn't be behind the wheel of a vehicle. Pie-in-the-sky thinking of course due to the costs involved, and the rapid advances in autonomous vehicle technology could well take the piloting of any vehicle away from human input in the not too distant future, which would make the definition of the driving test a challenge.
Jeff
I have to say that if every driver in the country - young and old - was put through such a comprehensive test we'd rid ourselves of a significant number of people who shouldn't be behind the wheel of a vehicle. Pie-in-the-sky thinking of course due to the costs involved, and the rapid advances in autonomous vehicle technology could well take the piloting of any vehicle away from human input in the not too distant future, which would make the definition of the driving test a challenge.
Jeff
Brilliant! And you were either taking notes, making it up or your memory to describe the detail of all the various elements is fantastic too! Yours is the only description of this test that I have ever seen. Congratulations on yet another learning experience shared with us all.
Brian_Innes
Member
Thanks all for your supportive comments and encouragement. I'm certainly glad to have that experience behind me.
It's fair to say that this particular assessment was probably the most rigorous and challenging road driving appraisal I have ever endured. Under the circumstances, it was considerably more stressful than the IAM RoadSmart experience.......if you pass this test in Edinburgh, you'll pass it anywhere!
I shall now get back to enjoying my Porsche while I still can. I have a few ideas in the pipeline for 2019 so hopefully some will now come to fruition. My Abarth insurance policy is due for renewal next month. I shall await with interest to see how Aviva, who were spooked by Section 88, view my policy renewal premium. I am now well armed, locked and loaded, with high grade supporting material as to my driving fitness.
Incidentally, at the hotel I met another PCGB member, Peter, with a GT Silver 981 Cayman GTS PDK. He is on a tour of Scotland with his wife, and by co-incidence is also a customer of OPC Chester. We had a nice chat for a few minutes in the car park. Unfortunately the weather in the north of Scotland has taken a turn for the worst this week. I hope this hasn't spoiled their enjoyment of driving on the wonderful roads in store.
Brian
It's fair to say that this particular assessment was probably the most rigorous and challenging road driving appraisal I have ever endured. Under the circumstances, it was considerably more stressful than the IAM RoadSmart experience.......if you pass this test in Edinburgh, you'll pass it anywhere!
I shall now get back to enjoying my Porsche while I still can. I have a few ideas in the pipeline for 2019 so hopefully some will now come to fruition. My Abarth insurance policy is due for renewal next month. I shall await with interest to see how Aviva, who were spooked by Section 88, view my policy renewal premium. I am now well armed, locked and loaded, with high grade supporting material as to my driving fitness.
Incidentally, at the hotel I met another PCGB member, Peter, with a GT Silver 981 Cayman GTS PDK. He is on a tour of Scotland with his wife, and by co-incidence is also a customer of OPC Chester. We had a nice chat for a few minutes in the car park. Unfortunately the weather in the north of Scotland has taken a turn for the worst this week. I hope this hasn't spoiled their enjoyment of driving on the wonderful roads in store.
Brian
BJ Innes said:
Brian,
I passed my IAM test around Axminster/Honiton area in Devon on a Sunday morning in my Boxster. Traffic was light (maybe a tractor or two) and the tester (a motorcycle cop) enjoyed the drive with the top down.
[8D]
Ralph
Brian_Innes
Member
On my way north following my recent Edinburgh trip, I had an interesting opportunity to follow for several miles on the A720 City Bypass, one of the new BMW i3S all electric cars. It looked very smart in metallic red/gloss black with black 20" wheels. It was nipping along no problem at 70-75mph. When we had to slow down for the inevitable glacial HGV overtaking manoeuvre ahead, I was quite surprised at the mid-range acceleration of the i3S as it picked up speed from 50mph back to 75mph. The driver and his passenger, yes it was two-up, probably decided to show this Porsche behind just how brisk a machine the i3S is. Job done.
When I returned home I checked out the spec of the new i3S on the BMW website. The 'S" model produces 176bhp with 230Nm instant torque. This compares very favourably with my current daily driver Abarth 595 Competitizone, 180bhp - 250Nm torque.
Like the 718 GTS, the BMW i3S is an expensive car for its type. The basic list price of the i3S is £36,700, and that's before you add on the home wall charger, (£700) and other "essential" optional extras. Even with the miserly £3,500 government discount for e-cars, you will struggle to keep the cost much under £40k.
If only the UK would follow the decision of Norway to actively encourage the take-up of e-cars, by removing VAT and new car tax at point of purchase for all electric cars. Little wonder the ownership of e-cars in Norway is over 60% compared to 6% in the UK.
When the time comes around for me to step down from Porsche ownership, the BMW i3S is looking like a viable alternative as a daily driver.
Brian
When I returned home I checked out the spec of the new i3S on the BMW website. The 'S" model produces 176bhp with 230Nm instant torque. This compares very favourably with my current daily driver Abarth 595 Competitizone, 180bhp - 250Nm torque.
Like the 718 GTS, the BMW i3S is an expensive car for its type. The basic list price of the i3S is £36,700, and that's before you add on the home wall charger, (£700) and other "essential" optional extras. Even with the miserly £3,500 government discount for e-cars, you will struggle to keep the cost much under £40k.
If only the UK would follow the decision of Norway to actively encourage the take-up of e-cars, by removing VAT and new car tax at point of purchase for all electric cars. Little wonder the ownership of e-cars in Norway is over 60% compared to 6% in the UK.
When the time comes around for me to step down from Porsche ownership, the BMW i3S is looking like a viable alternative as a daily driver.
Brian
Brian,
I have to say that e cars are on the face of it quite compelling but in my opinion it is a technological dead end and very expensive in terms of environmental and manufacturing cost. The materials to produce cells are limited in supply (Audi has announced a limit to production citing material supply) and cell chemistry seems not to have potential for any real breakthrough in efficiency (most improvement comes through software energy management). And of course queuing up for a top-up of electricity with limited supply points is a further aspect, so one really needs a hybrid/range-extender with a internal combustion engine for range security.
Regulators have concentrated on fuel station to mileage efficiency but from source material to mileage, e cars are not so efficient. China has switched research grant funding from electric cars to hydrogen. If e cars were the long-term propulsion technology then perhaps I might see why the tax payer should subsidise companies’ selling prices.
BTW the i3 has only a 4* NCAP safety rating.
I have to say that e cars are on the face of it quite compelling but in my opinion it is a technological dead end and very expensive in terms of environmental and manufacturing cost. The materials to produce cells are limited in supply (Audi has announced a limit to production citing material supply) and cell chemistry seems not to have potential for any real breakthrough in efficiency (most improvement comes through software energy management). And of course queuing up for a top-up of electricity with limited supply points is a further aspect, so one really needs a hybrid/range-extender with a internal combustion engine for range security.
Regulators have concentrated on fuel station to mileage efficiency but from source material to mileage, e cars are not so efficient. China has switched research grant funding from electric cars to hydrogen. If e cars were the long-term propulsion technology then perhaps I might see why the tax payer should subsidise companies’ selling prices.
BTW the i3 has only a 4* NCAP safety rating.
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