Geoff Turpin
New member
what do i like best about my Turbo, apart from all the things already mentioned
She's got a nicer a*se than Kylie[
]
She's got a nicer a*se than Kylie[
]What do you like most about your turbo
- Thread starter Guest
- Start date
With my 930, it has to be the noise while its pinning me back in the seat.
lee fulford
New member
Sorry Nathan....are you sure your not talking about Kylie?[
]
turbo jonny
PCGB Member
Vintage looks and class that lull the unsuspecting to say " can it go faster" !
Also relative simplicity to service and low depreciation .
Also relative simplicity to service and low depreciation .
Gordon Attar
New member
Wheeeeeeeeeeeeeeeeeeeeeeeee
followed by
Whooooooooooooooooossssshhhhhhhhh
as you take off
the speed man.............
and the looks.............
dislike........
only one .... that I cant hear the engine noise as its always soooooooooo faaaaaaaaaar behind you
followed by
Whooooooooooooooooossssshhhhhhhhh
as you take off
the speed man.............
and the looks.............
dislike........
only one .... that I cant hear the engine noise as its always soooooooooo faaaaaaaaaar behind you
Tankman
New member
I like the noise through the open window of 5500 revs reflected back from a tunnel wall.
I like the edginess of having to temper the action of my right foot to prevent the back wheels trying to catch up with the front when rounding a slippery corner.
I like the feeling when you get the turn in to a corner just right and the back end squats down and the car throws itself toward the exit point.
I like the way the countryside lights up in the dark when unburnt fuel hits the exhaust on a full bore up shift.
I like all the other things mentioned on this post.
I like the edginess of having to temper the action of my right foot to prevent the back wheels trying to catch up with the front when rounding a slippery corner.
I like the feeling when you get the turn in to a corner just right and the back end squats down and the car throws itself toward the exit point.
I like the way the countryside lights up in the dark when unburnt fuel hits the exhaust on a full bore up shift.
I like all the other things mentioned on this post.
Guest
New member
I forgot an important feature that confuses all the people where I live:
On the back it has one word "turbo".
There is no manufacturer name, no model name, just "turbo".
There is only one. Porsche have laid claim to the word.
People walk past and ask "what is it", "oh it's a turbo". I'm not always sure they are any the wiser, since they are looking for 911 I think.
On the back it has one word "turbo".
There is no manufacturer name, no model name, just "turbo".
There is only one. Porsche have laid claim to the word.
People walk past and ask "what is it", "oh it's a turbo". I'm not always sure they are any the wiser, since they are looking for 911 I think.
Guest
New member
The first thing to realise is that the car is a turbo.
This might sound obvious, but a turbo car is not a normally aspirated car with more power.
I have attached the torque curve for the 996TT. I believe the torque curve is for full throttle, and it does not feel to me like you get 300Nm at 1100 rpm.
You do not get monster torque from tickover, only a 8 litre diesel engine will do that.
You need to get to 2500 rpm, then it really picks up. You get a push in the back that the normally aspirated cars just can't match, since you 50%+ more torque at 3000rpm.
3000 to 5500 is where you do most of the work. There is not much point going beyond 6000, since changing up will resume the acceleration better.
This is quite different from the normally aspirated cars where you want to be above 4500 for real performance and going up to 7000 is good (or more if you have a GT3).
In real world driving away from the track, the mid range is where you are more likely to be. You may be able to keep the revs up on the track, but on the road it is a different matter. The turbo is designed for road use first (although it is pretty good on a track).
From the Porsche turbo race cars you will see that the rev limits are quite low on them also, so this is in keeping with their general philosophy which is to get as much torque as possible as early as possible. It aids drive out of corners.
In terms of sharpness, then you can notice the on/off boost behaviour. The throttle responds about the same if you disconnected the turbos, it is just that when the turbos blow you get a lot more, so you feel as if is a little slower. The engine is rev happy, sharing design and most innards with the GT3 and GT2. When changing down, you can blip the throttle very nicely, although it takes some practice.
Porsche try to reduce lag, since if you lift off it will open a bypass valve to keep the turbos spinning. Then if you plant the throttle again, the boost is instantly there. Changing up quickly with only a brief lift and then full application of power, will show that the boost (on the dashboard if you can look) is there straight away. Similarly, if you lift off fractionally and then reapply the power it will not show any lag. Lift for 1 sec or more, and the turbos will have slowed down.
The headers are very short, so the turbos are as close to the exhaust from the cylinders as possible, so the response and spool up time is very short.
Turbo cars have non-linear power delivery. It often feels as if you need to lift off the accelerator as you accelerate, in order to keep a constant acceleration. The 996 is not too bad for this, since the torque is quite flat, and the power line quite straight (other turbo cars show this more).
I like the power delivery, the shove in the back, and the real world usability.
But the experience is quite different. Many people do not like it. I am the the other way round, I have tried the normally aspirated cars, thinking the smoother power delivery, better throttle response, more controllability was the way to go, as all the conventional wisdom suggests. I used to have a 996C4S, but it did not do it for me. Perhaps it was 5 years with a different turbo before, that set me on this course.
Any drawbacks?
The car is heavier, you have the stonger gearbox, heavier crankcase, two intercoolers, two turbos, additional water cooling, additional radiator, more air ducting, and more oil. Most of this extra weight also sits behind the rear wheels, plus the engine sits 40+ mm further back. So the weight balance is tipped further in favour of the rear wheels.
The exhaust note is quieter. The pulses of gas which make the noise on a normally aspirated car are smoothed by the turbos, so the silencer is smaller and the sounds are lower.
There is some lag, no matter what you do. Porsche claim is like driving a car with a bigger engine, but a bigger normally aspirated engine has the torque available instantly.
If you do not like using the torque, but prefer to rev right to the limit in every gear, using the top end power and feeling fully connected to the engine at the top end, then it is not the same feeling having a turbo.
The engine has a lower rev limit than Porsche normally aspirated units, so you can't hear it sing at so high a pitch.
Tyre wear can be higher if you use the grunt all the time, as can fuel consumption.
Your driving licence is at risk unless you exercise a good deal of restraint.
Anyway, all this is meaningless. You have to try it to see whether you like it.
However, it takes miles of driving to really get the most out of it.
You also need to be smoother, so slow into the corner, get the car set with constant throttle, the accelerate out of the corner (using the rear weight bias) before nailing it as the wheels straighten. Brake too late, start playing with the throttle too much, be in the wrong gear, and it all starts feeling a bit messy. Same as any 911, but perhaps a little more so.
The balance is superb and you can slide the rear wheels slightly, plus you can get the rears to spin as well (not too much), without the traction control or PSM coming in. That's when you know you have got it right.
This might sound obvious, but a turbo car is not a normally aspirated car with more power.
I have attached the torque curve for the 996TT. I believe the torque curve is for full throttle, and it does not feel to me like you get 300Nm at 1100 rpm.
You do not get monster torque from tickover, only a 8 litre diesel engine will do that.
You need to get to 2500 rpm, then it really picks up. You get a push in the back that the normally aspirated cars just can't match, since you 50%+ more torque at 3000rpm.
3000 to 5500 is where you do most of the work. There is not much point going beyond 6000, since changing up will resume the acceleration better.
This is quite different from the normally aspirated cars where you want to be above 4500 for real performance and going up to 7000 is good (or more if you have a GT3).
In real world driving away from the track, the mid range is where you are more likely to be. You may be able to keep the revs up on the track, but on the road it is a different matter. The turbo is designed for road use first (although it is pretty good on a track).
From the Porsche turbo race cars you will see that the rev limits are quite low on them also, so this is in keeping with their general philosophy which is to get as much torque as possible as early as possible. It aids drive out of corners.
In terms of sharpness, then you can notice the on/off boost behaviour. The throttle responds about the same if you disconnected the turbos, it is just that when the turbos blow you get a lot more, so you feel as if is a little slower. The engine is rev happy, sharing design and most innards with the GT3 and GT2. When changing down, you can blip the throttle very nicely, although it takes some practice.
Porsche try to reduce lag, since if you lift off it will open a bypass valve to keep the turbos spinning. Then if you plant the throttle again, the boost is instantly there. Changing up quickly with only a brief lift and then full application of power, will show that the boost (on the dashboard if you can look) is there straight away. Similarly, if you lift off fractionally and then reapply the power it will not show any lag. Lift for 1 sec or more, and the turbos will have slowed down.
The headers are very short, so the turbos are as close to the exhaust from the cylinders as possible, so the response and spool up time is very short.
Turbo cars have non-linear power delivery. It often feels as if you need to lift off the accelerator as you accelerate, in order to keep a constant acceleration. The 996 is not too bad for this, since the torque is quite flat, and the power line quite straight (other turbo cars show this more).
I like the power delivery, the shove in the back, and the real world usability.
But the experience is quite different. Many people do not like it. I am the the other way round, I have tried the normally aspirated cars, thinking the smoother power delivery, better throttle response, more controllability was the way to go, as all the conventional wisdom suggests. I used to have a 996C4S, but it did not do it for me. Perhaps it was 5 years with a different turbo before, that set me on this course.
Any drawbacks?
The car is heavier, you have the stonger gearbox, heavier crankcase, two intercoolers, two turbos, additional water cooling, additional radiator, more air ducting, and more oil. Most of this extra weight also sits behind the rear wheels, plus the engine sits 40+ mm further back. So the weight balance is tipped further in favour of the rear wheels.
The exhaust note is quieter. The pulses of gas which make the noise on a normally aspirated car are smoothed by the turbos, so the silencer is smaller and the sounds are lower.
There is some lag, no matter what you do. Porsche claim is like driving a car with a bigger engine, but a bigger normally aspirated engine has the torque available instantly.
If you do not like using the torque, but prefer to rev right to the limit in every gear, using the top end power and feeling fully connected to the engine at the top end, then it is not the same feeling having a turbo.
The engine has a lower rev limit than Porsche normally aspirated units, so you can't hear it sing at so high a pitch.
Tyre wear can be higher if you use the grunt all the time, as can fuel consumption.
Your driving licence is at risk unless you exercise a good deal of restraint.
Anyway, all this is meaningless. You have to try it to see whether you like it.
However, it takes miles of driving to really get the most out of it.
You also need to be smoother, so slow into the corner, get the car set with constant throttle, the accelerate out of the corner (using the rear weight bias) before nailing it as the wheels straighten. Brake too late, start playing with the throttle too much, be in the wrong gear, and it all starts feeling a bit messy. Same as any 911, but perhaps a little more so.
The balance is superb and you can slide the rear wheels slightly, plus you can get the rears to spin as well (not too much), without the traction control or PSM coming in. That's when you know you have got it right.
YvesD
New member
Thanks for the excellent review Stuart, a very helpful insight from the real world.
I have had quite a few turbo diesel cars including the awesome BMW 535d TT so can understand the style of driving required. The lower rev ceiling I can live with as long as it zips up there with relish ! The subdued noise is easliy sorted with a Tubi exhaust too.
Definately interested in one of these although after a spirited drive home in my 997 C2S last night, I seriously doubt the prudence of deploying another 130bhp odd on the public road !
What am I saying, too much is never enough !!
Thanks again
Yves
I have had quite a few turbo diesel cars including the awesome BMW 535d TT so can understand the style of driving required. The lower rev ceiling I can live with as long as it zips up there with relish ! The subdued noise is easliy sorted with a Tubi exhaust too.
Definately interested in one of these although after a spirited drive home in my 997 C2S last night, I seriously doubt the prudence of deploying another 130bhp odd on the public road !
What am I saying, too much is never enough !!
Thanks again
Yves
The new 997tt with the VTG turbo will have less lag than the 996.
With the 996tt supposedly getting the car chipped can make a difference to the low end power.
Supposedly the power is reduced to save the transmission.
I enjoy the razor sharp throttle in my 'carrera' and the power of my 'turbo'.
With the 996tt supposedly getting the car chipped can make a difference to the low end power.
Supposedly the power is reduced to save the transmission.
I enjoy the razor sharp throttle in my 'carrera' and the power of my 'turbo'.
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