Porsche Owners Thread - If you own one or just like or hate them! :)

Dr House said:
thats the price just for the front discs and pads rears are fine.

I should think that the car will be quite cheap run for the next 2 years after this.
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Just insurance, petrol and tax, warranty will cover the rest. Problem was for me I started modding mine and doing track days so spent thousands on mods along with tyres and brakes.

All I'd recommend is you change the oil/filter every 6000 miles. :)
 
Dr House said:
I just noticed that my rears are 305/30/19 and front 235/35/19

I thought that the rears are supposed to be 295 on C2S?
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Stock is 295 and option is 305.
305's mean more understeer and look better.
If you have the wider Carrera Sport wheels then 305 is default.
 
Dr House said:
So these are the alloys I have (black one)
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Should I complain to the garage that fitted them?
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Yes those are the wider alloys, half inch wider in the rear, hence the default 305 width rear rubber.

My new tyres are 305 in the rear too as I'm fitting Corsa track tyres. :)
 
Andy Pandy said:
This may be a silly question to ask but is it ok for me to fit Bosch wiper blades to my car and not have Porsche invalidate my warranty when it goes for its MOT next month? I know they are petty about some things but are they really petty enough about wiper blades lol? :cool:
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Officially you'd void your warranty, it's really down to the understanding of the dealership, I've got none nspec tyres fitted without issue and wiper blades is not something that will make the car combust into flames.
 
Hi there

Yesterday, I applied a coat of banana dodo juice and sealed the wheels.

Today its having all the brakes changed to steels:-

- 997 Turbo disc all round
- GT3 PF 08 Compound front pads
- Carrera S PF 08 Compound front pads for the rear
- New brake sensors all round

The new 997 steel brake disc and Performance Friction 08 front/rear pads
photo6jiu.jpg


Car looking shiny on the ramp!
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Pictures of the ceramic disc
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Pictures of the steel disc, looking clean for now!
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So in short, if anyone ever has a C2S with PCCB and they want to convert to steel you need:-
1. 997 Turbo disc all round £650 - £850 cost for all 4 depending on discount!
2. Front pads 997 Turbo and GT3 pads will fit, or continue using your ceramic stock pads, they will work fine! (Performance Friction 08 pads, approx £550 all round, Porsche ceramic Pads approx £700 all round)
3. Rear pads, you need to use 997 Carrera S front pads for the rear calipers, or the stock ceramic pads work fine!

Pad wise I've gone with PF08's though as they are supposed to be superb on road and track, zero fade and will last upto approx 10 hard driven trackdays, wheras the stock ceramic pads are only good for 4-5 track days and cost more.
 
^JP^ said:
Lots of holes in the discs, will they hold up well on track days?

I have been looking to move to just grooved or j-hook discs because of OEM ones cracking just from "heavy" road use

P.S Car looks great!
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Porsche o.e. disc, will be fine m8. :)

Though blanks/grooved are stronger, if you look closely you will notice the ones on the outer edges are dimpled, so Porsche are obviously aware of the weaknesses and made updates to prevent cracking.
 
Simon said:
Rear wheel steering when properly done can be amazing, full control over vehicle dynamics as well as almost impossible lane change maneuvers.

An interesting post I once read on S2ki by Nick G:

Indeed; but it also gives me a reason to re-post the following:

LJK Setright: What happened to four-wheel active steering?
The car responds with alacrity and accuracy regardless of your speed
Tuesday, 2 March 2004
So long as they remain in contact with the road, all four tyres of the car share its weight. They also share the task of stopping it; in four-wheel-drive cars they share the burden of making it go; and in all cars, in case you had not realised it, they share the duty of steering.
Conventional cars being what they are (gross travesties of engineering ideals), the rear tyres only get steering instructions by devious means. You turn the steering wheel: the front wheels turn, their tyres begin to generate a lateral force to move the nose of the car.
What happens next is a complex sequence of changing forces, all time-consuming and most of them destabilising, which result in the rear tyres taking on their share of making the car follow the desired course. By stages the car settles into a steady-state cornering mode which should continue until you do something else.
With active steering, all four tyres assume their new duties simultaneously. All those intermediate phases are eliminated: the car responds with alacrity and accuracy, regardless of how fast or how hard you are cornering.
Engineers have been investigating four-wheel steering for a long time. An Italian named Amati built a fine prototype in 1927; a couple of Britons, Freddie Dixon and Tony Rolt, built a frightful one a decade later.
The first hint of modern active steering came in 1983 when Mazda revealed that they were working on a four-wheel-steering system. First in production, though, came the Honda Prelude of 1987, with a system whereby the rear wheels were steered according to the steering input by the driver, and in which road speed was irrelevant.
I was enchanted by it: a succession of 4WS Preludes has served as my personal transport ever since. My present one will have to last the rest of my life, for they do not make them any more.
Deftness, adroitness, sensual gratification, agility, accuracy: all these terms come flooding to mind when trying to explain why this car is nicer to drive than anything else. What may matter most is the supreme ability to dodge, which has saved me from an assortment of accidents involving either errant road-users or things falling off lorries. As a lane-changer, especially at high speeds, the Prelude must be without peer.
Every other manufacturer pronounced it rubbish while privately trying to find a way of equalling it without paying royalties to Honda. Nissan and Mitsubishi produced approximations made farcical by an electronic time-delay, which ruined the effect. BMW tried a version in their 850 coupe, but failed to persevere. The French and Audi VW offered rear-wheel steering that was a disgusting system of squishy suspension mounts, The remainder waited for 4WS to go away, and their judgement was good: it went.
What killed active steering? Car salesmen. People who are good at selling things are not the sort who can explain the dynamic benefits: the most they could do was to point out how much easier it made parking.
It was a tragedy. All sorts of things matter from time to time when driving - brakes, accelerator response, gearbox - but the one thing in use all the time is the steering. To make do with second-best is not merely risky, it is heart-rending. Fancy technology sells cars today, but it has to be something that can be seen. Something that can at best be felt, however worthy, is unlikely to open wallets.
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Remember it on my Prelude, it was certainly a positive thing!
 
Hi there

New GT3 PDK is stupidly quick!

0-100mph in 7.5s vs the 4.0 RS time of 7.8s, goes to show the PDK certainly helps the figures.

Certainly a very very quick car even in a straight line which is not what the GT3 was built for, but is no slouch by any means and never has been. :)
 
Housey said:
The GT3 is deceptively quick in a straight line, people just don't imagine it to be that quick. It's not Nissan GTR quick, but my GT3 was able to see off all the main TVR's over 3/4 miles at FT2007 and also the 996 Turbo's and it matched the 997 GT3 that was there too. The advantage at that event was traction against the TVR's no question, but once it was up around 130mph the GT3 was able to hold distance, over 150mph it started to pull away again. I know all of the 70 odd TVR boys were very surprised how none of them, bar 1 special, could match the pace of my GT3.

Still, my mates SL65 did come past me like I was parked once at some miles an hour when i was fully foot the floor, so there is always a bigger faster car out there. This one will have to be out of this world to best an RS4.0 in my humble opinion as I think most people in the know would say that is the best 911 ever to date.
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I still really upset my mate who's got a MK2 996 GT3, who was not best pleased when my C2S walked away from him, even upto crazy speeds. He even changed his gears or did something with the differential as thats what he does for a living and mine was still quicker. :D

Be interesting to see how they compare now the ceramics are off as I can feel that it is a little slower, hardly noticable but there on initial acceleration in 2nd gear for sure, through 3rd, 4th does not seem noticable though.
 
Housey said:
A friend and I (he used to own your CSL...) had a run once, me in my GT3 and him in his 997 C2S and there was nothing in it up to serious speeds. My dads C4S PDK is lightning quick.
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We put it down to mine being quite light, infact nearly 50kg lighter than his GT3 and the extra 15BHP or so I've got from X51 bits, along with the fact the C2S first three gears are shorter which helps acceleration. :)
 
Hi there

Did Oulton Park today, started pretty wet and by midday track was damp with no spray. I spent the morning finding my way round the track and getting pointers from others, I was very slow but remained in one piece though it's very easy to get out of shape and so many 2nd gear corners the backend slides easily and at times very quickly.

In the afternoon I had some tuition, learnt a lot, then went out and then had some more tuition, by 4pm in heavy rain in lower grip conditions I'd got much quicker, I'd also started to learn trail braking too. In short today I've learnt how to drive my 911 even better with the help of two great instructors.

Also went out in a 997.2 Turbo S and it was so quick it made me feel sick, it was 550BHP with ceramics and no other car could come close to it, even made the GT3's look like they were going backwards, was just on another level in such conditions but the driver knew how to peddle it. But as a passenger it did not feel like huge fun the car was doing a lot of the work, drive mine or a GT3 like how he drove it would have meant big spins, it just made fast easy.
 
rjkoneill said:
that second shot is superb.

really like that.

how did you find the steels mate?
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Not as smooth or as quiet as ceramics, but they seemed fine, a dry track day will be real test.

Static noise limit was 105dB at 5000rpm, my car was 104dB in loud mode, so only just made it.

Donny is a much smoother better flowing track for sure and far safer, a few went off yesterday and 1-2 were fatal for the cars involved. :(
 
Housey said:
Oulton does not take prisoners, proper track.
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Yep a car went off on the corner at the end of the pit straight and embedded itself into the wall, took a JCB to get it out. :(

Was a good day though, zero queuing and the ability of the Turbo S was mind blowing, like an athletic version of the GTR and a lot quicker, but did not feel involving like mine or a GT3 does.

Shall go again for sure! :)
 
^JP^ said:
Stop the hate :( ;)

Really a lot quicker though? I would think a bit quicker (for an extra 50 odd grand it should be :p) but may be more down to the drivers? What year GTR was it?

Great pictures btw :D The track conditions look lethal!
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It felt as quick if not quicker than your GTR certainly made me feel I'll from the thrust, it's ability to put it's power down seemed better, in those track conditions and Oulton is quite bumpy too the turbo S just seemed put put all it's power down with ease, even out of the 2nd gear corners. Remember a stock 997 turbo S hits 100mph in sub 6.5s, they're mental quick.
 
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