stout

No surprise, and wonder if it could have even been done at the port. I have long wanted to better understand port operations, as it appears they are potentially extensive. I could easily see the 6 GTs coming in and shocking port personnel.

Only fiddling I suspect with the 7s is PASM programming, as the press car I drove (very early car, before all customer deliveries to my knowledge) had different (slightly? noticeably? depends on how you look at it) ride characteristics than later customer cars I drove, as well as the 997 GT3 a coworker bought on the basis of that press car. He swore Porsche must have changed the programming, a contention I found interesting given Leffingwell's discovery that PAG was still fiddling with the PASM programming for the Carrera S as it went into production...

As with your ride height thing, there is always more to the story.

Gulp, the Germans already think of me as a freak show when it comes to informational particulars...



Right back atcha

10 GT3

There is a big difference between a solid mount and a magnetic. PDEM does not have just 2 settings, hard and soft, rather a whole range of adjustment. Go over a hard bump even in sport mode and this becomes very noticeable. The computer uses sensor inputs (wheel sensors, accelerometers and gyros) to actively adjust the engine mounts in real time just like a magnetic shock to help control weight transfer. Granted someone less skilled who isn't able to drive over or at the limits won't notice it as much, but it is still noticeable...especially on a bumpy track. A solid mount has no ability to help control weight transfer, rather just ties the drivetrain close to the movements of the chassis.

Larry Cable

+1 I think PDEM makes a significant difference between the .1 and .2 ... especially as they are dynamic, great for a mixed use car ... having solids on a street car I think detracts from the ride ...

I'd have to say I would probably pass on a .2 without PDEM, although it is rumored that it can be retrofitted ...

supercup

By the newer one and never look back - better on every front and the $20k will be better recovered on the newer car with warranty if your circumstances changed and you "had" to sell. Better car, more downside protection - all smiles!

Good luck with your decision.

senna

Maybe I am alone, but I think in six months or after people see the 991 out, the market may be different. I know the GT3 991 will not be available for a long time after that, but I assume the 20k you are referring to now will inevitably diminish. I am on the same boat as you are, and I am willing to wait six months and see how it goes.

sin911

The Wevo mounts are semi solid, not full solid mounts like the Rennline. This allows the engine to still move while not crushing the comfort in the car.

I've driven many times on the track with the Wevo mounts, no problems so far. Seem to work like a charm

jlee

Here is how I see it:

$20k difference

subtract $8k for milage difference(17k vs. 6k)

subtract $3k for warranty

subtract $9k for newer looks/having the latest

and you get the increased performance for free!

aussie jimmy

the accountants at porsche are going to give us the 991.

996FLT6

The price delta of $20 k is worth it just for the motor upgrade. Cost to increase displacement is past 20k buy in with warranty and for those into resale value- try selling an aftermarket engine upgrade- it's not easy. I take 7.2 over 7.1 anyday. Mike

ChrisF

FWIW, the consensus among the Porsche tuners I contacted prior to purchasing was that PDEM was not a "must-have" option on a .2 car. All suggested semi-solid mounts as an excellent and and cost effective alternative to retrofitting on a non PDEM car. YMMV.

As far as the original topic, I sweat the same question for months. I ended up with a .2 and could not be happier.

C.J. Ichiban

sin911- I felt like for track use with a hoosier r6 or something both were too softly sprung for me. The .1RS would get tire scrub on the fender liners at Infineon and other high-G loaded tracks.

the major difference in handling out of the box was the balance of the car in regards to turning in. with street tires on the street I found no problem with either.

my biggest complaint was how much I had to mod the .1RS to make it suit my needs on the track (I drive too much open wheel machinery) and a lot of it came from the sloppy stock engine mounts. surely with either the wevos on the .1 or the PDEM on the .2 it's a lot better but I'd still rather drive a fully set up car with motons or some bad-*** shocks and springs to make use of the mechanical grip the car can generate. If you have a limited budget you can surely spend a lot more on the .1 and get it past a stock .2 in terms of handling or weight loss etc. But if you want to drive both street and track you can't really go all out and ditch everything for cup car level pieces...you'll lose your teeth.

the main problem is with all these cars you get to a point of no return- we've all fantasized about trailering a gt3 to tracks all over- in 2008 I did it- was totally awesome... put about 12k miles on my F250 in the process. In 2009 I started racing open wheel and don't really sign up for track days any more, just races and testing for my Mazda team.

mobonic

CJ... livin the dream bud...hard work pays off.

I put 35k miles on my tow car in the last 2 years and I only use it to tow my car to events... nothing like having two cars that sit most of the month to be only used for racing... my friends think Im crazy...my good friends know I AM CRAZY.

C.J. Ichiban

brutusflash

For God's sake, buy it before buy it back. I agree if you don't track It the pdem are a non issue. I was thinking of the Wevo change before I sold. And it has no overrevs. I don't claim to be Mario Andretti at the track, but the powerband is so wide I think I always shifted at 8-8300 rpm's. I was used to a regular carrera s.
Flash