Top Gear Review of the 997 PDK
#1
07-22-2008, 09:19 AM
Top Gear Review of the 997 PDK If you're struggling to get much visual traction on this 'all-new' 911, don't worry - I've been driving it for two hours and have twice tried to drive away in older versions, the last time in a different colour.
Subtle doesn't seem to adequately describe the feathering of newness: new LEDs up front, a slightly more curvaceous rear light lens, some sculpting to the rear air dam, new wheels (not that you'd notice) and slightly larger wing mirrors - I've been squinting so hard at the assembled line-up, I may have gone temporarily Porsche-blind.
But that's what we've come to expect from Porsche; visual evolution that's slower than basic biological evolution - so extremely considered that it's, frankly, hard to see. Really, it's the blood and guts that have changed; 'new' 911 has a pair of new engines and a new seven-speed double-clutch transmission called Porsche Doppelkupplungsgetriebe (literally 'doubleclutchgearbox') that replaces the Tiptronic auto.
The pair of 'standard' flat-six rear-mounted motors are pretty similar-looking to before. Both normally aspirated, in the same-sized flavours: 3.6 for the Carrera, 3.8 for the Carrera S. But that's where the similarities end, because both motors now sport direct fuel injection (DFI) and a host of other changes that mean this generation has very little to do with its predecessors.
The DFI system does exactly what it says - fuel is injected directly into the cylinder via a high-pressure rail on the outside of the block, giving better metering of the fuel/air mix. The cleaner and more efficient burn means better fuel economy and emissions, as well as a bonus hike in horsepower and torque. Hence the basic Carrera now sports 345bhp (up 20bhp), with the Carrera S pumping another 30bhp through the rear wheels to give it 385bhp.
Torque is up by 14lb ft and 15lb ft respectively, and fuel consumption and emissions are down on both cars too; 29.4mpg and 225g/km for the 3.6, and 26.6mpg and 242g/km for the 3.8-litre. The paper stats are pretty impressive then, with everything cleaner, leaner and quicker.
Inside, the other changes are about as significant as the external massaging: so about the only thing you're likelyto notice is the larger touch-screen interface in the centre console. Apparently, there are other tweaks, but I fell asleep in the presentation, and a look at the press pack has made me want to eat my own eyes, so I've forgotten why the new heated/ventilated seats are so important.
Still, fire up the new DFI engine, and it's all pretty much business as usual - the 911 huffs into life like it always has, and then settles into a peculiarly Teutonically accented conversational burble - nothing sounds quite like a 911, even in this latest DFI-ed generation. The good stuff all remains untouched: the seating position is perfect, the pedals are in just the right place, there's plenty of vision and the 911 itself manages its trick of feeling properly proportioned in a world of fat-arsed, slitty-windowed sports barges. A quick snick into 'D' from the new PDK gear selector, and off you go.
There's the usual fluffy pick-up you get with all dual-clutches from a standstill, but once on the move, the PDK changes like any other dualie - a seamless translation from one gear to the next. The detail is broadly similar to the hardware we've got used to seeing in VW and Audi product; one clutch takes care of 1st, 3rd, 5th, 7th and reverse, while another smaller unit tackles 2nd, 4th and 6th. You think that sounds complicated? You should read the programming booklet - this gearbox is a technological monster that tries very hard to be a gearbox fetishist's dream.
That programming directly affects the driving experience too. One of the ways Porsche has increased fuel efficiency in the PDK-equipped cars is to programme the software in 'D' to always go for the highest possible gear in any given situation - hence you can find yourself tooling around town at remarkably slow speed in 5th gear at 1,500rpm.
Actually it just goes to show how flexible the engine really is, and how often any car would be more than capable of pulling higher gearing and unloading the engine - but it still makes you feel like you might stall when you look down and see a high number on the dash display and an unlikely low number on the speedo.
Of course, when you need to kick down, the PDK senses throttle position and can drop to second gear in roughly a third of a second, providing the kind of response you'd expect from a Porsche. It's a little odd at first, but the way the car simply plods around in town is a joy - it really does feel like the 911 is trying to take gentle steps. When you push, the new gearbox seems to engineer in a little more kick in the back from the changes, and does all the usual blippery on the downshifts - it really does walk the tight-rope well.
Indeed, start making proper use of the car, and you'll find more power as well as a pair of motors that feel more brawny. There's a definite feeling that some of the internal inertia has been lost from the hardware, and crack on through a tunnel and you'll be rewarded with an '08 remix of a classic flat-six wail. Good stuff.
Unfortunately, the DFI means that there's an annoyingly tappetty chatter at idle speed, but apart from that, the news is all good from the upgrades - albeit intensely irritating if you've just taken delivery of a Carrera S that's now only very marginally quicker than the new Carrera.
Best Porsche ever then? Ground-breaking PDK 'box, derived from 20-years of development renders every other effort second-best? Sorry, no. Part of the fun of a dual clutch is the ability to play with the paddles and do some flicking of the electronics yourself. But instead of lovely paddles behind the steering wheel, one for up on the right, one for down on the left, we have toggles.
Now these toggles both do the same thing on both sides of the wheel. You push forward to change up and pull back to change down. The same on the gear selector when in 'manual' mode. Sounds simple, but Porsche's version is utterly counter-intuitive.
There you go, barrelling into a corner and you pull back against the flow of 'G' to change down. You push the gear selector forwards to change up. Not to mention that the toggles themselves are little moulded plastic apologies that serve no tactile or ergonomic purpose whatsoever.
A perfect example of brilliance tripped at the final hurdle by something so seemingly inconsequential as a couple of microswitches.
So the 'all-new' 911 is even more of a joy when sampled with a manual gearbox. A Carrera S manual remains the favoured dream garage specification. The problem for Porsche? Those last two sentences would have read entirely differently if they'd sorted the toggles.
Tom Ford
Subtle doesn't seem to adequately describe the feathering of newness: new LEDs up front, a slightly more curvaceous rear light lens, some sculpting to the rear air dam, new wheels (not that you'd notice) and slightly larger wing mirrors - I've been squinting so hard at the assembled line-up, I may have gone temporarily Porsche-blind.
But that's what we've come to expect from Porsche; visual evolution that's slower than basic biological evolution - so extremely considered that it's, frankly, hard to see. Really, it's the blood and guts that have changed; 'new' 911 has a pair of new engines and a new seven-speed double-clutch transmission called Porsche Doppelkupplungsgetriebe (literally 'doubleclutchgearbox') that replaces the Tiptronic auto.
The pair of 'standard' flat-six rear-mounted motors are pretty similar-looking to before. Both normally aspirated, in the same-sized flavours: 3.6 for the Carrera, 3.8 for the Carrera S. But that's where the similarities end, because both motors now sport direct fuel injection (DFI) and a host of other changes that mean this generation has very little to do with its predecessors.
The DFI system does exactly what it says - fuel is injected directly into the cylinder via a high-pressure rail on the outside of the block, giving better metering of the fuel/air mix. The cleaner and more efficient burn means better fuel economy and emissions, as well as a bonus hike in horsepower and torque. Hence the basic Carrera now sports 345bhp (up 20bhp), with the Carrera S pumping another 30bhp through the rear wheels to give it 385bhp.
Torque is up by 14lb ft and 15lb ft respectively, and fuel consumption and emissions are down on both cars too; 29.4mpg and 225g/km for the 3.6, and 26.6mpg and 242g/km for the 3.8-litre. The paper stats are pretty impressive then, with everything cleaner, leaner and quicker.
Inside, the other changes are about as significant as the external massaging: so about the only thing you're likelyto notice is the larger touch-screen interface in the centre console. Apparently, there are other tweaks, but I fell asleep in the presentation, and a look at the press pack has made me want to eat my own eyes, so I've forgotten why the new heated/ventilated seats are so important.
Still, fire up the new DFI engine, and it's all pretty much business as usual - the 911 huffs into life like it always has, and then settles into a peculiarly Teutonically accented conversational burble - nothing sounds quite like a 911, even in this latest DFI-ed generation. The good stuff all remains untouched: the seating position is perfect, the pedals are in just the right place, there's plenty of vision and the 911 itself manages its trick of feeling properly proportioned in a world of fat-arsed, slitty-windowed sports barges. A quick snick into 'D' from the new PDK gear selector, and off you go.
There's the usual fluffy pick-up you get with all dual-clutches from a standstill, but once on the move, the PDK changes like any other dualie - a seamless translation from one gear to the next. The detail is broadly similar to the hardware we've got used to seeing in VW and Audi product; one clutch takes care of 1st, 3rd, 5th, 7th and reverse, while another smaller unit tackles 2nd, 4th and 6th. You think that sounds complicated? You should read the programming booklet - this gearbox is a technological monster that tries very hard to be a gearbox fetishist's dream.
That programming directly affects the driving experience too. One of the ways Porsche has increased fuel efficiency in the PDK-equipped cars is to programme the software in 'D' to always go for the highest possible gear in any given situation - hence you can find yourself tooling around town at remarkably slow speed in 5th gear at 1,500rpm.
Actually it just goes to show how flexible the engine really is, and how often any car would be more than capable of pulling higher gearing and unloading the engine - but it still makes you feel like you might stall when you look down and see a high number on the dash display and an unlikely low number on the speedo.
Of course, when you need to kick down, the PDK senses throttle position and can drop to second gear in roughly a third of a second, providing the kind of response you'd expect from a Porsche. It's a little odd at first, but the way the car simply plods around in town is a joy - it really does feel like the 911 is trying to take gentle steps. When you push, the new gearbox seems to engineer in a little more kick in the back from the changes, and does all the usual blippery on the downshifts - it really does walk the tight-rope well.
Indeed, start making proper use of the car, and you'll find more power as well as a pair of motors that feel more brawny. There's a definite feeling that some of the internal inertia has been lost from the hardware, and crack on through a tunnel and you'll be rewarded with an '08 remix of a classic flat-six wail. Good stuff.
Unfortunately, the DFI means that there's an annoyingly tappetty chatter at idle speed, but apart from that, the news is all good from the upgrades - albeit intensely irritating if you've just taken delivery of a Carrera S that's now only very marginally quicker than the new Carrera.
Best Porsche ever then? Ground-breaking PDK 'box, derived from 20-years of development renders every other effort second-best? Sorry, no. Part of the fun of a dual clutch is the ability to play with the paddles and do some flicking of the electronics yourself. But instead of lovely paddles behind the steering wheel, one for up on the right, one for down on the left, we have toggles.
Now these toggles both do the same thing on both sides of the wheel. You push forward to change up and pull back to change down. The same on the gear selector when in 'manual' mode. Sounds simple, but Porsche's version is utterly counter-intuitive.
There you go, barrelling into a corner and you pull back against the flow of 'G' to change down. You push the gear selector forwards to change up. Not to mention that the toggles themselves are little moulded plastic apologies that serve no tactile or ergonomic purpose whatsoever.
A perfect example of brilliance tripped at the final hurdle by something so seemingly inconsequential as a couple of microswitches.
So the 'all-new' 911 is even more of a joy when sampled with a manual gearbox. A Carrera S manual remains the favoured dream garage specification. The problem for Porsche? Those last two sentences would have read entirely differently if they'd sorted the toggles.
Tom Ford
#2
07-29-2008, 03:26 PM
Thanks for posting the article. I enjoy them in general but I especially appreciate the wit and writing style of Top Gear
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