New turbo - 3.8l 500bhp - PDK->
- Thread starter yan
- Start date
Out of a morbid curiosity I just configured myself a new Turbo on the German site, with all the options I have now, plus PDK with paddles. Came to +25% of the base price with the options. That would mean about £125k here in the UK. Outch.
Still, less than mine cost me with aftermarket goodies. But then mine does warp space-time and does sound like a sports car should.
Still, less than mine cost me with aftermarket goodies. But then mine does warp space-time and does sound like a sports car should.
ORIGINAL: garyw
Yes, I got my pack this morning...
Already boxed it up safely... I reckon in about 50years it'll be worth a fiver on ebay []
garyw
Yep, got my shiney marketing box today. The other half would just love to see a cheap die cast mini turbo engine on the mantle peice[
]
Spent a few minutes looking at the cutaway drawing of the PDK gearbox in the new brochure and decided building one in the garden shed to put on my existing car was not a realistic option. Therefore quite tempted by the Gen 2 car but am slightly unclear as to which type of gear box a PDK is. The following quote from a Porsche site on the web was some help:
".....Under oil pressure, clutch 1 closes and forms a frictional connection with input shaft 1. The torque is now transmitted through the first half gearbox "" and then the differential "" to the rear axle. At this stage, PDK has already preselected the next gear in the second half gearbox. Engine torque is already acting on the other outer disc carrier and, in response to a gear change signal, the overlap shift is initiated, i.e. as clutch 1 opens, clutch 2 closes. The non-positive connection with input shaft 2 is established, and power is transmitted to the wheels. The gear which is engaged is displayed on the instrument cluster. Depending on the gearshift programme, the gear change is optimised for comfort or for sporty handling and takes place in a matter of milliseconds......"
So from this I understand that the clutches are frictional and not the viscous couplings found in an auto box although what a non-positive connection with the input shaft 2 means I am unclear. If they are indeed frictional is there a wear issue in slow moving traffic such as can be experienced on cars with manual sequential boxes with automatic clutches?
".....Under oil pressure, clutch 1 closes and forms a frictional connection with input shaft 1. The torque is now transmitted through the first half gearbox "" and then the differential "" to the rear axle. At this stage, PDK has already preselected the next gear in the second half gearbox. Engine torque is already acting on the other outer disc carrier and, in response to a gear change signal, the overlap shift is initiated, i.e. as clutch 1 opens, clutch 2 closes. The non-positive connection with input shaft 2 is established, and power is transmitted to the wheels. The gear which is engaged is displayed on the instrument cluster. Depending on the gearshift programme, the gear change is optimised for comfort or for sporty handling and takes place in a matter of milliseconds......"
So from this I understand that the clutches are frictional and not the viscous couplings found in an auto box although what a non-positive connection with the input shaft 2 means I am unclear. If they are indeed frictional is there a wear issue in slow moving traffic such as can be experienced on cars with manual sequential boxes with automatic clutches?
Clive
Hi there.
Replacement for the 997TT was my thinking. I am looking at March 2010 delivery by which time the current car would be approaching 3.5 years old. I usually look to change at around 3 years but to me there is not much point in taking a new car in the dead of winter.
I don't really see the TT as a replacement for the 430 as the latter lacks a certain (any!) real world practicality but on its day is more of an event. For example the rain stopped round these parts this morning and it was the obvious choice for a quick blast. However, next week I have a corporate hostility golf game and could barely get the putter in the 430.
Surprised they allow your picture on this forum and, off topic, I know I owe you a rely re October but am still unsure of my diary.
Cheers
Nick
Hi there.
Replacement for the 997TT was my thinking. I am looking at March 2010 delivery by which time the current car would be approaching 3.5 years old. I usually look to change at around 3 years but to me there is not much point in taking a new car in the dead of winter.
I don't really see the TT as a replacement for the 430 as the latter lacks a certain (any!) real world practicality but on its day is more of an event. For example the rain stopped round these parts this morning and it was the obvious choice for a quick blast. However, next week I have a corporate hostility golf game and could barely get the putter in the 430.
Surprised they allow your picture on this forum and, off topic, I know I owe you a rely re October but am still unsure of my diary.
Cheers
Nick
Many thanks for the video link. That seemed to be saying that there are two wet clutches that transmit load by relying on shear in the clutch fluid rather than the dry frictional mating surfaces associated with a manual clutch. Presumably there is little or no wear as such.
Happy to be put right if that is a wrong interpretation.
Nick
Happy to be put right if that is a wrong interpretation.
Nick
Does anyone know whether the RS Spyder wheels are the same weight as the standard forged Turbo II wheel?
The reason for asking is that although I have found the stopping power of the steel discs on the current car quite adequate for my sort of driving, I like the idea of reducing the unsprung weight by going for PCCB. It would therefore be disappointing to find that by paying extra for the Spyder wheels you had added back a whole lot of the weight saved on the brakes. The brochure says for the RS Spyder wheel that "...rotating masses are further reduced..." but doesn't say what from although no doubt hoping the reader will infer the standard wheel.
I suppose the embedded question is are the RS wheels worth an extra £2k+?
The reason for asking is that although I have found the stopping power of the steel discs on the current car quite adequate for my sort of driving, I like the idea of reducing the unsprung weight by going for PCCB. It would therefore be disappointing to find that by paying extra for the Spyder wheels you had added back a whole lot of the weight saved on the brakes. The brochure says for the RS Spyder wheel that "...rotating masses are further reduced..." but doesn't say what from although no doubt hoping the reader will infer the standard wheel.
I suppose the embedded question is are the RS wheels worth an extra £2k+?
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