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The Panamera GTS was released to journalists at Ascari earlier this week. Here are some of the reviews: http://www.roadandtrack.com/tests/dr...e-panamera-gts http://www.germancarforum.com/paname...tocar-etc.html http://www.pistonhea...sp?c=52&i=25080 http://www.autobild.de/artikel/porsc...t-2802477.html
Much better than the white... :eek:
Here's the best looking one I've seen. Like the black with the silver.
Looks pretty sharp with the silver/black and turbo II wheels. Exactly how I ordered it - I'm tempted to drive the 4 - 1/2 hours to the show now... Just got my production completion date of 3/1/12. I guess that means delivery early/mid April?
I've been researching the Panamera for some time. I race a Porsche and am a Porsche Instructor and have been driving an E60 M5 for 5 years and 130,000 miles. I've driven the Panamera on the track and street, and it is a much better handling car than the E60 M5. I'm first on the list at my dealer for the new F10 M5, but I decided to order a Panamera GTS instead. Here are my reasons: 1. I don't need a 560 HP car on the street. I've driven my modded 530 HP E60 for a long time. 2. I want the best handling, most 'connected' luxury sedan I can buy. 3. I'm hearing that although the M5 is an incredible car, it feels 'bigger' than the E60, doesn't have anywhere near the sound. In fact, they pipe in artificial sound via the car speakers - unbelievable. I really like the 'sound symposer' and the sports exhaust on the GTS 4. I like the 'road presence' of the Panny. It's definitely different. I especially like the exterior treatment of the GTS. 5. One of the big problems I had with the Panny was no ventilation in the sports seats. The alcantara seats look fantastic, and I'm OK with the cloth and no ventilation. 6. The GTS has just about everything I wanted at a big discount. I priced a 4S with the same options and it came out almost $10K more, and that's without the bigger brakes, lower stiffer suspension, alcantara seats, sound symposer, and of course, the 430 HP engine. 7. I got a very good deal on an ordered car - 6% off MSRP and a lifetime guarantee on the drivetrain and engine (extra benny from this dealer). My only negatives so far are the cost, the overall size (width) is pretty huge, and the fact there is no multifunction wheel with paddles. It's evidently pretty easy to change the stations with the stalk on the sport wheel though.
Good to hear from a fellow engineer. Here's the simplest way to think about the shift points when looking at a horsepower curve. At any time, you want the engine to be developing maximum horsepower. You NEVER want to shift AT the horsepower peak. Here's why: Almost all high performance cars achieve their maximum horsepower before redline. From the horsepower peak, there will be some dropoff until you reach maximum rpm. Look at the horsepower level at maximum rpm, and compare that to the horsepower you'll be at if you shift into the next higher gear, at a lower rpm. In virtually every high performance car, you'll be better off staying in the lower gear all the way to redline, since the horsepower there will be higher than the horsepower in the next higher gear, at a much lower rpm. Shifting early not only deprives you of that last few hundred rpm at high horsepower, it also drops you to a much lower horsepower at the start of the next gear. There is no horsepower increase with Sport Chrono, only the ability to extract full power from the last 500 rpm or so. That's why the Sport Chrono car will acellerate faster than the non Sport Chrono car.
Yes, I agree let's forget the name calling and stick to the issues. I'm an engineer that's done some consulting work for the major car companies. Once you'll read the description of Sport Chrono, you'll understand what it really does. I'm not sure what 'the gradient of increasing horsepower' is, but allowing full power all the way to redline will give you better acceleration on pretty much any high performance car, the Cayman S included. There are some basic technical reasons why - it's not a point of argument or opinion, just basic engineering. You can calculate the optimum shift points from horsepower vs rpm curve. In general, horsepower not torque determines acceleration. Here is a pretty good summary of what Sport Chrono does: Benefits of Sport Chrono: Most benefits are self explanatory, except for the Hard Rev Limiter. To fully understand the benefit of the Hard Rev Limiter, we first need to define some terms. What is a Rev Limiter? - A rev limiter is a safety device that cuts fuel, ignition or both at a specified RPM to prevent an engine from continuing to rev beyond its mechanical safety limit. Hard Rev Limiter - The most basic of rev limiters, a Hard Rev Limiter does nothing until the engine reaches the predefined engine speed at which point fuel and ignition are shut off. This can be very abrupt and hard on the power train as the engine cycles on and off between full power and no power. The very first rev limiters installed were all hard rev limiters. Soft Rev Limiter - Because hitting a hard rev limiter can be uncomfortable for the driver and hard on the car, manufacturers created the 'Soft Rev Limiter'. A Soft Rev Limiter reduces power output by retarding ignition timing as the engine approaches its limit. This usually begins about 500 RPMs before the hard cut off point. As the ignition timing is retarded and power drops off, the resulting feeling of power loss signals the driver that it's time to shift. If a driver ignores this, ignition timing is retarded further until the rev limit is reached at which point the resulting cut off is much 'softer' because the engine is not being cycled on and off between full power and no power. All Caymans come with a Soft Rev Limiter. How does Sport Chrono affect the Rev Limiter? - Sport Chrono does not change the cut off RPM, which remains at 7,300 RPMs on cars with or without Sport Chrono Package. It simply removes the 'Soft' cut off that begins at 6,800 RPMs and allows the engine to produce full power from 6,800 - 7,300 RPMs. A car without Sport Chrono will start losing power at 6,800 RPMs and continue loosing power progressively until 7,300 RPMs where the hard cut off will finally be reached. Sport Chrono Package will replace the Cayman's Soft Rev Limiter with a Hard Rev Llimiter during Sport Mode. No one has ever quantified the difference in horsepower in the 6,800 - 7,300 RPM range, but it is there by design and undisputable. Anyone with Sport Chrono can attest that the engine will rush to the hard cut off in Sport mode, where in normal mode they can obviously feel the flat spot. Most owners who have Sport Chrono say they love the way it makes the car feel and that they use it quite often. This feature works nicely in conjunction with many of the other options like PASM, TipTronic S and Sport Exhaust to give the Cayman a 'Jeckel & Hyde' personality. At one moment ready for a night on the town, and the next moment ready to be a track day star. Features like this help make this incredibly capable car more forgiving when also used as a daily driver. Yes, Sport Chrono does come with an analog/digital stop watch which is useful when tracking lap times. Sport Chrono Plus with PCM interface also stores lap times and history data in the PCM interface. These features are really best appreciated on the track when lap times are of interest to you, but all of the other features are just as much fun on the street. Research this option here and you will come to the conclusion that most people who did not buy it wish they had. Start with the suggested reading below and try using the search option. Drawbacks of Sport Chrono: Some people don't like the idea of having two throttle control maps. I has been argued that practicing in one map will make your reflexes less familiar with the other map.
Another budding 'know-it-all'. Anyone who says that modifications to an "already great car are in the main, pointless." really doesn't understand performance cars or people. If you've been on the track at all, you'd know what I'm talking about.
The Sport Chrono function does one important thing that most people don't realize. Without the Sport Chrono there is a 'soft' cutout at 6800 rpm or so, where the power is gradually decreased up until redline. The bottom line is that you don't get full power for the last 500 rpm, but you get a smoother cutout when you hit the rev limiter. With the Sport Chrono you have full power right up to redline, and then nothing. Very abrupt, hard on the tranny, not smooth, but if you're a good driver it allows you to extract more hp and acceleration from the car. That's why a Sport Chrono car shows quicker acelleration numbers than a non-SC car.
For an aftermarket part or modification to void your warranty, the factory service dept. has to be able to prove that the modification caused the problem that you bring it in for, and it would only void the warranty for that part or system. The GIAC software may be detectable by the PIWIS computer (I don't know for sure), but just having it wouldn't necessarily void your whole warranty. Actually the better way to think about Magnussen-Moss act (dealer can only refuse a warranty if the modded part was the cause), is that the dealer can refuse anything they want. Then YOU will have to prove that the modded part DID NOT cause the problem. This has happened to quite a few people, and unfortunately the dealer has more $'s and resources than you. Best bet is to just ask your particular dealer. Some are very accomodating, some are ridiculous.
The dealer meetings are happening this week/next week. I'm waiting to order a Cayman RS. Hopefully my dealer will get some ordering information in the next week.
A bit tight for you is good for me - I'm 5'9" 160 lbs. How was the seat height? I like to sit faily high, and I'm worried the seat will put me too low. I would guess that if you were at the limit of headroom, that might be about right for me. Auto Cross and tracking is what I'll be spending a good amount of time doing, I'll switch to a a highway cruiser for longer drives. Thanks for the information! In my modest opinion, unless you are talking about the GT3 style seats, no OEM seat will provide you with ideal support for Autocross or Tracking. I would probably just get the regular seats and use the extra $$$ to buy a pair of Recaros or Sparcos that fit you perfectly to use during the 'track season'. A good installer will make sure you have a setup that allows for easy change between seats (15 to 20 min). I currently have Kirkey's in my car (which I do not recommend to you because of the 'less than polished look'), but they feel comfortable even in the longer drives. You might be surprised by how comfortable the aftermarket seats are if you get the right size for you. You will most likely not even feel the need to switch between OEM and Aftermarket seats that frequently! Best, Gus I hear what you're saying, but from the limited amount of information I've heard about these seats, they are much better than the GT3 seats. Additionally they have side and thorax airbags, and I won't have to pay extra for track seats. They're the same seats offered as standard in the GT2 and people are raving about them. I just need to see if they are OK for me, and it's tough to find a car with them to sit in.
A bit tight for you is good for me - I'm 5'9" 160 lbs. How was the seat height? I like to sit faily high, and I'm worried the seat will put me too low. I would guess that if you were at the limit of headroom, that might be about right for me. Auto Cross and tracking is what I'll be spending a good amount of time doing, I'll switch to a a highway cruiser for longer drives. Thanks for the information!
I'm looking seriously at the new Sports Bucket Seats with the carbon fiber backs. Does anyone have any experience with them? I'm really interested in impressions on comfort, adjustment etc... Thanks.