The Truth About Cars » PDK http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Sat, 13 Dec 2014 16:45:38 +0000 en-US hourly 1 http://wordpress.org/?v=4.0.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » PDK http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com “Shut Up And Drive”, Urges Porsche 991 GT3 Engineer http://www.thetruthaboutcars.com/2013/07/shut-up-and-drive-urges-porsche-991-gt3-engineer/ http://www.thetruthaboutcars.com/2013/07/shut-up-and-drive-urges-porsche-991-gt3-engineer/#comments Tue, 09 Jul 2013 19:42:55 +0000 http://www.thetruthaboutcars.com/?p=494663 I have not had the opportunity to drive the newest iteration of Porsche’s 911 GT3. I probably won’t until somebody I know buys one. But I have driven the 991 Carrera S with the 7-speed manual transmission, and plainly put, it’s a crappy gearbox, the polar opposite of the enjoyable unit in the 997. The […]

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I have not had the opportunity to drive the newest iteration of Porsche’s 911 GT3. I probably won’t until somebody I know buys one. But I have driven the 991 Carrera S with the 7-speed manual transmission, and plainly put, it’s a crappy gearbox, the polar opposite of the enjoyable unit in the 997. The shifter feels balky and soft, the clutch is heavy and feels oversprung. It is the furthest thing from enjoyable. Purist tendencies be damned, I would get a PDK 911 in a heartbeat rather than dealing with the awkward, artificial stick shift. Apparently I’m not alone.

Canadian outlet AutoFocus spoke to Andreas Preuninger, the man in charge of the 911 GT3 since day one.  Addressing the inevitable complains about the GT3’s switch to PDK-only, Preuninger politely proclaims what many of us are thinking; the people doing the complaining are never going to drive, much less own one.

Q: Here’s the question you’re getting a lot: Why PDK only and no manual transmission?

A: The PDK that is so discussed so much—‘Why! How can you do this! Holy Manual and skip it overboard’—I say it’s a shut up and drive. 

It’s a crucial period now, people complain, forming strong opinions about something they can’t judge because they didn’t have any opportunity to drive it and judge it realistically. But that will pass as soon as the first journalists come back with their feedback—and I know exactly what this feedback is going to be like. 

I experience it too often. With every new RS: ‘Oh no! This colour scheme; Oh no! These decals; How can they do this; Blah blah bloop.’ And everybody bought it nevertheless and is happy.

What this also leaves out is a stark fact that many do not like to admit. Just because it’s a manual gearbox does not automatically (no pun intended) make it superior to the two-pedal option. There are cars where the automatic is the better choice. Mazda’s Skyactiv cars spring to mind. I fear that Porsche is next on that list.

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Review: 2013 Porsche 911 Carrera S – Track and Field http://www.thetruthaboutcars.com/2012/07/review-2013-porsche-911-carrera-s-track-and-field/ http://www.thetruthaboutcars.com/2012/07/review-2013-porsche-911-carrera-s-track-and-field/#comments Tue, 03 Jul 2012 13:00:17 +0000 http://www.thetruthaboutcars.com/?p=451010 Imagine it’s 1998 and you’re the successful CEO of a company that makes, oh I don’t know, jewel cases for CDs. Business is booming and your four-year-old 911 Carrera coupe isn’t quite the paradigm you want to project. You’re moving with the times, and there’s a new, modern 911 coming. Keys in hand, you walk […]

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Imagine it’s 1998 and you’re the successful CEO of a company that makes, oh I don’t know, jewel cases for CDs. Business is booming and your four-year-old 911 Carrera coupe isn’t quite the paradigm you want to project. You’re moving with the times, and there’s a new, modern 911 coming.

Keys in hand, you walk into your local Por-shuh dealership and… what the hell is that thing?

Flash forward to 2012 and your company now makes an app of some variety: iPaintswatch or some such nonsense. You’re minting money at $0.99-per-download, and your ’08 silver-on-black C2S is due for replacement – your business partner just bought himself an R8, and you simply must have LED running lights to keep up appearances.

You head back to that same dealership – which is now equipped with a cappuccino machine – squeeze past four Cayennes and three Panameras and feast your eyes on the newest 911…

Well first off, my eyes! The goggles do nothing! This (terrible) colour is called Lime Gold, and puts me in mind of the bilious shade you used to be able to get the E46 M3 in. Look, the 911 is a businessman’s coupe, not one of Ali G’s track-suits: after the tenth person said “nice car, too bad about the colour,” I figured the market research portion of the review was over.

Looking past the paint-job, the new 911 is long and languid, smeared out across those big blingy wheels. And, for some reason, someone’s hot-glued a chromed ingredient list on the back bumper. Again, enough with the booyakasha.

Still, looking at the smoothed, stretched and polished form of the Panamera Coupe, I’m sure you can make an educated guess as to how it’s going to drive.

You guessed right.

Jack Baruth informs that I was impressed by the new 911 at a Porsche-run press event. Not an entirely accurate representation: firstly, I was tagging along at a private driver-instruction day which was individually paid for by participants and Porsche Canada – bless their little Nomex socks – covered the tab for a few journalists to have track instruction time in two of their cars.

Secondly, the 991 didn’t so much impress as meet expectations. A lengthened wheelbase has the big flat-six slouching towards mid-enginehood to be born as the world’s biggest Cayman; no rough beast this, it’s a 3.8L direct-injection mill that surges against the reins once the revs crest four thousand, every one of its 400 horses a thoroughbred.

Not that you’ll ever see the thing: pop the bonnet and all you glimpse is what appears to be the cooling fans out of a desktop PC. Achtung! Fiddling vis ze motor is verboten!

With front-track widened to improve bite and enough aluminum in the bodywork to qualify as a tinfoil hat, the 991 is such an easy car to drive fast: brake later, turn in more aggressively, power-on sooner. The electric steering is perhaps a touch less communicative than the 997’s, but the difference has been over-reported – it’s still good enough to have Audi engineers flinging themselves from Ingolstadt parapets.

The 991 flows through the corners in a liquid manner, as velvety as the Scotch burr of my driving instructor. Later in the afternoon, his son will be having me sturming the curbs in the Panzerkreig Panamera GTS. Here we flick through the chicanes like a steelhead through a riverbend. Smooth, smooth, smooth, fast. Even on this soggy, debris-laden track, I am relaxed and confident: any idiot could drive this thing fast. Any idiot, in fact, is.

Wonderful stuff, but $60K better than a Cayman R? I don’t think so. Then again, take the 911 to the streets – where I found little brother’s bookend seat-bolsters and twitchy wet-weather behaviour to be liabilities; here, through the week, the 911 begins justifying its price tag.

The new interior is as button-festooned as the cockpit of a business jet and thus, feels like a business jet. 911s have always been expensive, here’s one that won’t have you terrifying your passengers at extra-legal speeds by way of explaining the cost.

Road noise is halved from the 997. I burble home on a busy evening freeway, heavily pregnant wife at my side. Both of us are somewhat tired out from a hot afternoon at a summer wedding, and the 991 is taut, yet forgiving. A supremely relaxing place to be. She dozes. I feel rested.

Hang on, is that a tunnel up ahead?

Windows down. Sunroof open. Sport Plus. Sport Exhaust. Manual PDK. Bang bang bang on the downshift – a stab at the go-pedal and the tiles echo to the wailing honk of a flat-six. Brake, stab. Brake, stab. Brake, stab.

She rolls her eyes. I chuckle. And yet…

You want track performance? The 991 has a button for that. You want a smooth and cosseting street drive? There’s a button for that. You want to act like a loon or have a start-stop system that’s so quick you can be sitting at a light with your engine off and still blow the doors off 95% of whatever rolls up next to you? Buttons for both.

You want a visceral, emotional connection? Where the hell’s that button?

Everyone likes to talk about the 911’s evolution; an engineer’s gradual progression, each year a slight improvement. Really though, there’s a disconnect.

If you think the 911 should be a small-volume, hand-built car that’s engaging and ruthlessly mechanical, then good news. The toughness that Porsche built into the air-cooled Luftwaffe means that even a moderately-preserved example can make for a good daily-driver.

There are squadrons of specialists to care for these cars, warehouses packed with spare parts, and while the air-cooled cars may have their dynamic and ergonomic quirks, they’re easy to drive in modern traffic, even in less-than-ideal conditions. Buy one and you’ll also enjoy a depreciation curve that’s as horizontal as the Bonneville Salt flats.

But after 1998, the 911 was something different. No longer the car that burst forth from the Beetle’s chrysalis, it’s become the everyday sportscar, an instrument of speed that’s as capable on the track as it is at everyday life. Each successive generation has been faster, more flexible, more capable.

The difference between an air-cooled 911 and the current 991 is the difference between a finely-crafted mechanical watch and an iPad. The watch does one thing, and does it well. The iPad does everything and does it all better than the watch.

But the watch is not just a watch, whereas the iPad is just a very fancy tool. The craftsmanship that went into making the watch no longer exists and it is therefore irreplaceable. The iPad is only as good as the latest update, and like Apple, only a few months in and Porsche has already released a version that is very slightly improved.

It is the best Porsche yet. The best 911 ever. A technical marvel and an engineering masterpiece and one of the finest pieces of machinery ever made. It is probably the best car I will drive all year.

And I don’t want one.

Porsche Canada provided the car tested and insurance as well as comping the aforementioned on-track driver instruction day. Photos by Kieran McAleer where noted.

991 Picture Courtesy Brendan McAleer 991 Picture Courtesy Brendan McAleer 991 Picture Courtesy Brendan McAleer 991 Picture Courtesy Brendan McAleer 991 Picture Courtesy Brendan McAleer 991 Picture Courtesy Brendan McAleer 991 Picture Courtesy Brendan McAleer 991 Picture Courtesy Brendan McAleer 991 Picture Courtesy Brendan McAleer 991 - Picture Courtesy Kieran McAleer 991 - Picture Courtesy Kieran McAleer 991 - Picture Courtesy Kieran McAleer 991 - Picture Courtesy Kieran McAleer 991 - Picture Courtesy Brendan McAleer 991 Picture Courtesy Kieran McAleer 991 Picture Courtesy Kieran McAleer Zemanta Related Posts Thumbnail

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Review: 2012 Porsche Cayman R PDK http://www.thetruthaboutcars.com/2012/02/review-2012-porsche-cayman-r-pdk/ http://www.thetruthaboutcars.com/2012/02/review-2012-porsche-cayman-r-pdk/#comments Thu, 02 Feb 2012 20:43:10 +0000 http://www.thetruthaboutcars.com/?p=429201 The Cayman R: lowered, lightened, loudened. A track-day special with carbon-fibre race buckets, featherweight alloy wheels and red seatbelts. All right you hosers, here’s how we review a car like that in Canada. Now, some of you may be somewhat alarmed that the increasing whiff o’ maple sizzurp around the TTAC offices these days might […]

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The Cayman R: lowered, lightened, loudened. A track-day special with carbon-fibre race buckets, featherweight alloy wheels and red seatbelts.

All right you hosers, here’s how we review a car like that in Canada.

Now, some of you may be somewhat alarmed that the increasing whiff o’ maple sizzurp around the TTAC offices these days might lead to changes on the site. The Truth Aboot Cars, in which you can expect to find articles like, “Horns: is there a politer solution?” and “How to keep beavers from eating your Morgan Plus-8.”

Tell those concerns to take off, eh? Besides our enormous reserves of lumber, fresh water, oil, uranium and floppy-haired teen idols, Canada has much to offer. In this particular case, it’s the perfect environment for some proper cold weather testing.

But why go through the sheer lunacy of putting a because-race-car like the Cayman R on ice? What does it matter what Usain Bolt runs in the 100m if he’s shod in snowshoes?

Simple. Porsche wants us to.

There’s spin here, at least up North. Porsche is marketing its sports cars as all-weather sleds; as adroit at arctic conditions as they are at apex-clipping.

What better PR pic than a Peridot green Cayman R surrounded by winter wonderland; a bright-green jewel popping out of a snowy backdrop. Better yet, how better to show that all your models are ultra-capable than by slapping Blizzaks on your latest hardcoreish offering and handing the keys over to some ham-fisted bozo?

Speaking as said ham-fisted bozo, I’m not bothered at all by the why. At some point, we’re sure to see a proper on-track dynamic assessment of the Cayman R, hopefully by our not-by-any-stretch-of-the-imagination-tame racing driver but for now, it’s an opportunity to test an interesting car in less-than-ideal weather conditions.

First, what does this snot-rocket’s R designation do, other than appeal to the highly specific Buccaneer track-day enthusiast niche? Porsche might have you thinking it’s a ‘geers-gone-wild special in the vein of the BMW M-Coupe, but the R is a comparatively moderate collection of tweaks.

The suspension has been lowered 20mm. Aluminum doors and other minor dieting mean the fully stripped out version has been lightened by 120lbs (my tester’s PDK and optional A/C adds back on 55lbs and 33lbs respectively). The 3.4L flat-six gets a moderate 10hp bump, mostly from a freer-flowing exhaust and mild tuning. This is a Cayman turned up to 10.5, not 11.

The pushmi-pullyu styling of the Cayman has always been a bit of a head-scratcher for me. With its swollen haunches, the 911 is a fertility idol; in contrast, a Cayman resembles an ergonomic cordless mouse. But the R….

Fixed wing, big wheels, dropped stance, retro-lettered flanks – the Cayman R is a licence to kill your licence. Might I also suggest that Peridot be changed to Yes Officer Green, as in, “Yes officer? Sideways you say? I’m sure I would have remembered that…”

Further appealing lack of subtlety extends into the interior of the Cayman R. Here we find non-reclining carbon-fibre buckets that make ingress tricky and egress spastic, even if you’re a yoga instructor. Forget about giving a lift to someone in a skirt, or a traditionally-dressed Scottish person.

The aforementioned red seatbelts add a frisson of Sentra SE-R Spec-V to the cabin, and then there’re those indescribably stupid door pulls.

Yes, they’re the same ones you get on a GT2 RS. No, it isn’t going to impress anyone when you point out that they’re for weight savings. Fabric door-pulls on a car that’s got cupholders and a CD-storage area is just plain silly. Also, after 6000 miles of use, these ones were getting a bit ratty-looking.

The Cayman R might be flashily attractive, but it’s not going to woo the ladies (or laddies). Unless, that is, you hand over the keys.

Oh, what a fantastic car! What a machine! What a Porsche!

Go ahead, Stuttgart. Build nine versions of the Panamera, and turn 80% of factory production over to pumping out Cayennes for the Chinese market and cancel the sub-Boxster in favour of yet another damn cute-ute, I don’t care. Just keep building this car right here, and all sins are forgiven by the blessed intercession of Our Lady Of Acceleration.

They called it R, they might have called it CS or GTS, or just plain S+, but the nomenclature and the interior contradictions and the eye-searing paint are instantly forgotten as you guide this Cayman out onto the twisting tarmac. The steering is perfect. The soundtrack is flat-6 by John Williams. Flick it into Sport and everything feels fizzy and alive and electric and wonderful.

I don’t even mind the PDK. Granted, to my stone-age way of thinking, a manual-transmission is still preferable for that last crumb of full involvement, but it’s no longer the difference between, say, vinyl and MP3. The difference in experiencing the Cayman R in manual or PDK is equivalent to seeing the band live, or sitting in on their studio recording session. Charming flaws or exquisite perfection: you choose.

Words fail me. I cannot describe to you how truly excellent the Cayman R is short of ten paragraphs of holding down the “!”-key. It is soooo good….

In the dry.

And here we come to the fly in the ointment. Yes, (finally) Porsche is letting its mid-engined wunderkind off ze chain, unleashing its true tarmac potential. Unfortunately, the R’s personality is Dr. Stig-yll and Mr. Slide.

I had the car for an entire week, and got one dry day. The rest of the time it was the usual torrential Vancouver downpour that crushes the spirit and has you wondering if you oughtn’t start gathering the animals two-by-two. In these conditions, the Cayman R surprised me.

It’s not a handful by any means: the chassis is so composed and predictable that any slippage can easily be caught. There just isn’t any grip at the rear.

Maybe it’s the Blizzaks, maybe its the fact that, as we all know, I’m not our resident race-car driver. But under perfectly neutral throttle, curving on-ramps cause the Cayman R’s back end to step out at surprisingly low speed. Having the sport button engaged makes it nearly impossible to get away from a stop without crabbing sideways and engaging traction control. Same thing for low-speed right-angle turns.

Is all this sideways-action fun? Yes, sort of. But it’s not very fast and, based on personal experience, accidentally dorifto’ing past your elderly neighbours in a bright green sports car with “2 CAYMAN” vanity plates makes you feel like a complete Delta Bravo.

Taking the R up the looping road to a local ski hill to try it in the snow was a good core workout, but only because of all the clenching. If you have never been passed by a flume-throwing full-size Range Rover at seventy-five miles-per-hour, in a corner, inches from a concrete barrier, may I perhaps not recommend it to you?

And then, to compound things, the passenger-side windshield wiper stopped functioning. No biggie, as it turned out, just a loose nut, but not really the sort of thing a newish car does if it’s all-weather capable.

So how did it do in the snow? Irrelevant, excepting I didn’t get stuck. Yes, you can drive a Cayman R in the snow, but as Chris Rock pointed out, you can also fly an airplane with your feet: that don’t make it a good idea. Buy a TT-RS, buy an EVO, buy an STi and take it to COBB.

Or, buy a Cayman R, and treat it like a proper sportscar. Don’t bother with the A/C and sound packages, just option the Sport Chrono and the cornering lights. Forget the snows, buy some proper R-Comps and get yourself some good driver instruction.

On the very last day with the R, I came out to find that the morning’s light showers had stopped, and that there would be dry tarmac for the short drive into downtown to drop it off. The fifteen-minute trip from the North Shore through Vancouver proper isn’t a winding country road or a race-track. The way is clogged with harried rush-hour traffic, and local drivers aren’t going to be nice to a green Porsche with Ontario plates.

But when the flat-six thrummed to life, I knew I would be taking the longest route I could figure out, and that half-hour drive was, without question, the highlight of my day.

In summation: it’s fast, it’s flawed, I loved it, so will you. Just, y’know, move someplace sunny.

Porsche provided the vehicle tested and insurance.

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