Porsche 911 GT3 versus Porsche 911 Carrera S

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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
See also: car & truck enthusiasts
Porsche 911 GT3 versus Porsche 911 Carrera S
November 15, 2014
11:31 PM MST
Guest author Matt Moreland whose recently published Porsche versus BMW comparison traded in his 2014 Porsche 911 Carrera S that
had a documented engine stumble for a new 2014 Porsche 911 GT3. The GT3 was met with much controversy on Porsche's decision to
Visual comparisons of two great cars from Porsche.
M. Moreland
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only offer it with a dual-clutch automated transmission. A clutch pedal is no longer available in Porsche's track oriented street car. Matt's
insightful and interesting comparison is below and no apologies are needed!
The Comparison:
Now that I’m done whining, let’s get on with comparing the differences. Before you start kicking and screaming, I understand this isn’t a
fair comparison. I get that you’re thinking, “We all know the GT3 is better.” Of course it is! I understand that, but I thought it useful for
those considering the two cars to make a comparison. I got flamed pretty hard for making a comparison of the F80 M3 and C2S. Not
being a track guy, people were asking how I could possibly have the nerve to make a comparison. What did I know about cars since I
don’t go to the track on weekends? Well, call me names if you want, I’m going to give my perspective on these two street cars for the
regular guy that likes cars but doesn't necessarily have an SCCA pro card.
To start, my GT3 build cost another roughly $24K, at $156,000. Since my car wasn’t built by me, it has some things that I wouldn’t have
optioned. Although, I’m not at all regretting getting any of the options that are on the car.
Sapphire Blue Metallic
Leather Interior in Black/Alcantara
Extended Range Fuel Tank
PCCB
Front Axle Lift System
M. Moreland
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Sound Package Plus
Fire Extinguisher
Smoking Package
LED Headlights incl PDLS
Light Design Package
Floor Mats
Sport Design Steering Wheel
Extended Interior Package, Door Panel in Leather/Alcantara
Pedals and Footrest in Aluminum
Automatically Dimming Mirrors and Integrated Rain Sensor
PCM
Seat belts in Silver Grey
Headlight Cleaning System Covers in Exterior Color
Fuel Cap with Aluminum Look Finish
Exterior:
The look of my White C2S was awesome. The Sport Design front bumper and side mirrors made the car look a little cleaner but meaner
at the same time. I loved the design of the straight-edged, painted front lip. Dare I type this, I actually prefer the cleanliness of the Sport
Design front bumper of the C2S over the GT3 with its metal grills and unfinished front lip. I don’t dislike it, but prefer the former. I do feel
the car can look a little weird if you catch the wrong angle, so I was pretty set on getting a Tech Art wing at some point. With Sport PASM
the car was lower, but it was just tad bit high for my taste. I’m sure I would have lowered the car, but it felt like it would be blaspheming to
mess with a 911’s suspension. Another nit-picky note, because optioned Burmester I had the rear deck-lid box for the XM antenna that I
really hated looking at. At least the box wasn’t glued onto the roof like on the GT3. XM on the GT3 was a deal-breaker for me.
In my humble opinion, the ride height of the 991 GT3 is perfect. There would be no need to lower the car or add spacers as you can’t
improve perfection. The extra concave in the rear wheel design is much more aesthetically appealing than the basic Carrera S wheel. I
understand the need for Centerlocks but would probably prefer to have regular studded wheels.
The classic White with the Platinum Satin wheels was incredible. The white paint with dark accents and the bite of an AWE exhaust I
installed just suited me. I had opted away from white so many times on previous cars, but I thought the color, or lacking of color, fit the
car so well. In my opinion, it ded another little touch of class to my harder-edged sports car. The car was a reflection of my personality,
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blue collar roots walking around in a suit and tie. The car did a great job at blending in with the crowd, but those that knew, knew it was
not something ordinary.
To contrast with the Sapphire Blue GT3, I have a totally different, yet still positive reaction. I obviously no longer blend in with the crowd.
From the perspective of how this car looks, it yells rather than raises it proverbially voice. People are drawn to the car. The wider
fenders, aerodynamic elements like the giant wing on the back, the super low stance, and the fact that the CAR IS BLUE make it elicit
much, much more attention. I’m not sure that is a good thing, but the bright Blue GT3 definitely makes sense for a guy like me that is
much different than what I would call a “regular” person. It fits very well as a weekend, special event car.
Interior:
The interiors are very similar with a few key differences in my two versions of the cars. Both had full leather and 4-way Sport Seats Plus.
The GT3 has most of the extras, some of which I wouldn’t have chosen but am not complaining about having. For one, the GT3 comes
with an ample amount of Platinum Deviated Stitching. I opted out of the $5,000ish option on the C2S. The stitching makes the leather
dash and top of the doors much more noticeable. I always thought my plain black full leather in the C2S was a bit of a waste as the black
stitching didn’t make it look much different than the standard interior.
I also have the aluminum pedals in the GT3, which I would highly recommend. I would have thought they would be slippery, but they
have a texture to them that works quite well. One thing I was very pleased about, but would have never thought to get, is Silver seat
belts. I thought I would hate colored seat belts, but these are subtle and work very well with the deviated stitching. I do not have Sport
Chrono. I didn’t really like of dislike the clock in my C2S. I just didn’t find it necessary. I’m glad it’s not there. The clock would be just one
more thing to vibrate.
My GT3 does have a few useless options that I would easily bag: Light Design Package, Extended Leather on Door Panels, and Fire
Extinguisher. I’d like my 1,400 bucks back, but it’s a little late for that. For my children’s sake, I would have also loved to have had a back
seat, but my three year-old son fits fine with his booster in the front seat pushed all the way back. Don't worry, the airbag senses his
weight and turns off.
The biggest regret is not having Burmester. I know, I know… Listen to the engine. I get that, but I want a better stereo. I did think the
Sound Package Plus option would sound worse than it does, but it certainly isn't good. I get a boatload more rattling in the GT3 interior.
I’m guessing it’s the stiffer suspension. It would be nice to have a decent audio system just to mask all of the vibration. Call me a poser,
but I’ll be putting aftermarket separates in the it at some point.
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Steel vs. CCB brakes:
My C2S had the standard brakes. Oh man, were they awesome! The braking capabilities were something of another world to me. My
stereotypical German sales guy, Heiner, said something to me that pops into my brain almost every time I approach a stop light, “Just
remember the people behind you can’t stop like you can.” Boy was he right! It’s obviously a combination of massive calipers, great
design, and a lightweight car, but I was instantly in love. I still enjoyed them, despite the fact that they made a huge mess about five
seconds after washing my car. I do actually enjoyed cleaning my wheels. It gives me a chance to admire the six-piston red calipers. I
Opti-Coated the wheels and never had a problem getting them clean. The only thing that annoyed me was the rust. Living in Central FL,
the humidity capital of the world, the rotors would rust over after washing my no matter what I did. Blowing drying, Hyde’s Rust Stopper
Serum, pulling the car back and forth with the pedal pressed while pulling into the garage; none of that seemed to work. So I’d get a
nice orange coating of the wheels after every wash. Oh well, it was worth it.
My best friend always tells me, “With Porsche brakes, comes Porsche brake dust.” Well, not anymore. I decided to lay down the cash for
the Carbon Ceramic Option on my new F80 M3. I was excited about the look and pedal feel that I would get, but little did I know my life
was about to change forever. If you are reading this, I’m guessing you have already surmised that I’m a little atypical, but the next few
comments will solidify your suspicions. I will never be able to own a car with regular brakes again! It has nothing to do with the stopping
power or function of the brakes. It is simply the cleanliness of them. I know, I’m stupid to spend tens of thousands of dollars for clean
wheels, but I don’t care what anyone thinks. I’m so in love that I will never be able to go back.
Since most of you actually care about the function over form, I will say I don’t think there is a perceptible difference on the street. The
CCBs on the Porsche are still very noisy. The noise they make is pretty much the same as what I had on my Steel C2S brakes. For some
reason, it doesn’t bother me as much on the GT3 as it did on the C2S. I feel like it’s almost expected to hear some squeal and squeak
from the much more aggressive looking GT3. I would also say that if I were a track guy, I’d certainly be nervous to click the $10,000
option as I wouldn’t want to have to replace rotors.
9,000 RPM!!!!!!
One of my favorite things in life to date was the experience of taking my AP1 S2000 all the way to redline at 9,000 RPMs. I also would
have loved taking my shortly owned Yamaha YZF-R6 to redline as well (if I wasn’t such a chicken) just to hear the engine get to 14 or 15K
(I tried the motor cycle thing, it’s not for me). For whatever reason, it’s never been about huge horsepower/torque or having a car that
looked the best. I think it has to do with the appreciation of the feat of engineering that a high revving engine accomplishes that gets me
all warm and fuzzy. So needless to say, one of the things that intrigued me more than anything about the GT3 over the C2S was the
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ability to rev to the stratosphere.
In speaking about my X51 Powerkit equipped C2S, it was certainly no slouch. The linear pull to redline at 7,500 RPMs was nothing short
of euphoric. I never once questioned its ability. Dare I say, I still much prefer a short trip to the hardware store or gym if it were in the
C2S? A surprising thing to me is the fact that the GT3 gets to operating temperature must faster than the C2S, but the little extra low-end
grunt and the sound a C2S makes below 4,000 RPMS is a big winner for a short trip.
Since I'm on the topic of sound, let me discuss it for a minute. In my opinion, the sound a car makes is an integral part of the overall
experience it can give you. Being a Porsche newbie, there are a few things about the GT3 I didn’t know or hadn’t considered.
1.) PSE: Out of the box the GT3 sounds good, but the PSE on the C2S is much better. Operation is so much better here on the C2S.
When you press the PSE button on the C2S, the valves open and stay open at all RPMs. The GT3 doesn’t work this way. You press the
PSE button and the valves stay closed until it senses a certain amount of throttle modulation or hits around 4,000 RPMs. I figured out
why they do this by forcing the valves open all of the time. There is a pretty annoying amount of drone/resonance at the lower RPM
ranges. Also, it has been said that the valves are closed to allow for optimum back pressure giving maximum low-end torque. Since I
spend most of my time cruising around town in a somewhat civilized fashion, I’m hoping the aftermarket can provide us with a drone-free
solution that allows the PSE in the GT3 to operate more like the C2S. The bypasses currently available don’t do this. They just amplify
the current sound.
2.) Over-run: I didn’t realize there is no “over-run,” backfire, from the GT3. I know many love the artificially induced over-run from the C2S.
I grew to tolerate it and at times really like it, but I tend to prefer a more organized exhaust note. When I first drove the GT3 home, I
couldn’t put my finger on what was so different about the sound. I then saw a post in the 991 forum on Rennlist of a respected poster
saying he was growing tired of the over-run and was considering a GT3. It was at that moment I realized why I thought the sound was so
different, NO BACKFIRE!
3.) Downshifts: The C2S definitely wins here. I’m guessing it has to do with ultimate speed rather than drama. The GT3 is very businesslike
on a downshift while the C2S gives you the maximum sensory stimulation. Whether it be PDK or Manual, the C2S is certainly more
fun to change gears. I do understand the preference Porsche made in function over drama the GT3 provides, but I wish it were a little
better in this department.
Other than the few things I wasn’t aware of, there really is no big surprise here. The exhaust note on the C2S is better for a car that is
driven around town. The GT3 shines on the back roads when driving like a hooligan. I’m still holding onto hope that I can improve the
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low RPM noise the GT3 makes through the aftermarket but won’t be overly disappointed if I am never able to do so.
Back to hitting redline. For legal reasons, I probably shouldn’t admit this, but I made it about 250 miles of quality RPM varying break-in
until I just had to see what 9K felt like. Again, the experience of the C2S was awesome, but oh my the GT3! The sound that engine
makes completes me! If the car hit redline at 6,000 RPMs I’d be cool with it. That would be the case if I didn’t know what happened after
that point. The car has VTEC, yo! Ha, ha. It is almost as if the car leaps to 9K.
The violence that takes place should not feel so right. The car shifts better, sounds better, feels better above the 6K line. It is clearly built
to spend a lot of time there. I used to feel badly about taking my car to redline too often, like I was abusing it. Well, the opposite holds
true here. You feel like you are abusing the GT3 by driving around town. It begs you to let it loose. Wait until the first time you have the
windows down, hit about hundred miles an hour with the engine howling, and your brain about explodes from the buffeting, sound of the
engine, and connection to car through it's steering. It’s hard to explain the joy that accompanies this experience.
I hope C2S owners reading this can take a little solace in the few wins I’ve given it above, but there is nothing else to say here other
than: the C2S is very good, but the GT3 is epic!
Felt Technology:
The biggest question about owning and driving a GT3 on the street is, "How's the ride." Honestly it very compliant and rather nice. It
certainly is stiffer and lower than the C2S, but it's not unbearable. I compare the GT3 ride to being similar to a C2S with Sport PASM that
has been lowered and driven in Sport Suspension Mode. So it is definitely stiff, but still very streetable. I know it's compliant and others
are doing it, but I don't think I'd want to be rolling around a place like NYC or Boston in this car. An additional note, I'm so very glad my
build had the Front Axle Lift added. I didn't want to pay for it, but I'd rather pay $3,500 for it than six grand for a new front bumper. I've
used it like a hundred times in the first thousand miles. I never had a clearance issue with the C2S, but the GT3 is so much lower.
The biggest difference I have noticed in handling is the tires. The Michelin Pilot Sport Cup 2 are a marvel. With my limited driving skills I
rarely notice much of a difference between high performance tires. But these tires are in a category of their own. Even a goof like me
can recognize how great they are. They are so awesome, that even the lettering is better. When someone is looking at and asking about
the car, I always point out the Felt Technology used to make the lettering in the rubber. That person inevitably calls some else they know
over to show them the "felt" in the tires. Anyway, I think it's cool.
7MT vs. PDK-S transmissions:
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Being a manual purist, I shocked a few friends with the GT3 purchase. I’m not going to lie. I was a little worried myself. It’s not like you
can go out and test drive a 991 GT3 for a few hours to see if you like it. Other than my AP2 S2000, the 7MT in the C2S with Auto Rev
Matching (I can’t heel-toe to save my life.) is the finest manual transmission I’ve ever driven. PDK was not even a consideration for me but
in rolls the GT3 with the optimized version, the PDK-S.
Now I was already a bit on edge signing paperwork to lose tens of thousands of dollars on my trade and then spend tens of thousands
of dollars more, but I almost had a panic attack shortly after I drove my new car off the lot. I got down the street about a mile, so the car
hadn’t warmed up yet. The car clunked and clanged as it downshifted into first as I approached a stop. The car was angry with me. I
thought, “Oh my word! What have I done?” I had just traded my messed up car for a more expensive one that’s already broken! I’ll admit
it. I actually pulled over and contemplated taking it back to the dealership. I remembered others saying the GT3 has always been a little
finicky when cold, so I charged on home. I later made a post on Rennlist asking if this was normal. It is. So if you get a GT3 be ready for
some a bunch of chatter and noise you may not have been expecting.
Being an engineer at heart, I should give up the inferior technology of the manual transmission. I tried on my Audi S4 with the awful DSG
so called double clutch auto piece of garbage. I hated every second of it. Naturally, I was a little gun shy getting the PDK-S. All of my
major complaints have been addressed. The car doesn’t move when you let off the brake. You can really feel the clutch engage when
you roll on the throttle from a stop.
I don’t much care about the automatic modes, but they are both no good for me. The normal auto mode gets you into 7th gear before
you can blink and the PDK-Sport mode keeps you at 4,000 RPMs plus. I’m rolling around in manual mode all of the time. The other thing
they addressed is the feel of both the paddles and the shift lever. The DCT M3/M5 have these junky plastic levers that feel cheap. I’m so
pleased with the stiffness of both the paddles and the stick in the GT3. The paddles are made of metal and require a nice amount of
pressure to depress. The stick feels very heavy and clicks into place without a hint of plastic play. Porsche did us right with the
substantial feel you get from both.
The other great news is that unlike most other cars, “manual” actually means fully manual! The tranny won’t shift for you. It won’t kick
down a gear. It allows you to bog the engine. It doesn’t short shift you at redline. You can bounce the thing off the rev limiter if you aren’t
careful. I love that. Let me control the car, not the computer. The only thing that it does automatically for you is downshift the car at the
last second as you approach a stop. The best part is the ability pull both paddles to disengage the clutch. This allows me to take control
when I want. For example, if I want to act like a teenager and rev the engine under an overpass, I can.
The big question here is, knowing what I know now, do I wish I could have a manual? I think the answer to that is that I already have a
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manual. It’s just an automated manual. I honestly believe the GT3 revs too violently and quickly to be trying to watch the tach, stay
focused on the road, engage a clutch, and shift a gear. It’s just too much to process with the speed of the car. Porsche is right to take this
decision away from us. They are saving us from ourselves. PDK-S has made a believer out of me, and I haven’t even used launch control
yet.
Feels Much More Like a Super Car:
My original intent was to drive my M3 half of the time and the C2S the other half. With the GT3, that plan has changed. There is obviously
a little less practicality for me as I don’t have a back seat. I can’t load up the kids in the back, so the GT3 will primarily be a solo manned
vehicle. Even though the GT3 is built on the same platform and can be used every day, the slight pushing of the envelope with the color
or the giant wing seems to create much more separation between my “everyday” M3 and the new car. I just don’t feel right taking it to
my office regularly, so it has become a true weekend car. Because of this, I will be putting less milage on the car and should be keeping
it longer. This is a good thing because I had to sign a proverbial 5 year no new car contract with the wife.
Even though you are sitting in a similarly appointed cockpit with the exact same steering wheel, there is something about looking out the
rear window and seeing the giant wing while the motor climbs RPMs at lightning speed that makes it feel much more like a “super car.” It
also elicits significantly more attention than I’m used to getting. I tend to prefer to blend into the crowd, but that goes completely out the
window with this thing. I’m concerned someone is going to break there neck while snapping their head around to quickly to catch a
glimpse.
Verdict:
The C2S certainly has its place and probably fits better into a life of boring driving like mine. But… The sheer aggressive beauty of the
car that looks like it’s going a hundred miles an hour while sitting in a parking space, makes the GT3 irresistible to me. The timelessness
of the classic 911 look combined with modern technology and comforts makes the 991 version of the GT3 perfect for a guy like me.
Some argue that’s it too soft. I disagree and think Porsche built a more every day purpose built car that can appeal to the softie like me
while still appeasing the hard-core weekend racer. I believe its the best of both worlds. I’m sorry to waste your time with such an unfair
comparison, but I felt compelled to share my thoughts.
I know everyone tends to be a fanboy about their own purchases, but I could easily say that if I died tomorrow, my car pursuit would be
complete!
Thanks for reading,
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Porsche 911 Carrera S versus BMW M3

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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
See also: car & truck enthusiasts, porsche 911, bmw m3
Porsche 911 Carrera S versus BMW M3
November 9, 2014
11:31 PM MST
Recently a member of 6speedonline.com shared his experience with his brand new 2015 BMW M3 sedan and his 2014 Porsche 911
Carrera S. You’ll find some fascinating observations and details from guest author Matt Moreland of The Villages, Florida. The write-up
Great comparisons of excellent, high performance vehicles.
M. Moreland
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was deservedly well received and considered spot-on.
First some background. This generation of the M3 is referred to the F80 and the latest 911 is the 991. BMW now calls the sedan the M3
and the coupe the M4. It is very conservatively rated at 425hp with a twin turbo in-line 6 cylinder 3 liter engine. This Porsche 911, an “S”
model with the X51 power kit option is rated at 430hp from a 3.8 liter boxer (horizontally opposed) 6 cylinder. One very notable aspect of
this review is they both have manual transmissions! The BMW is a six speed manual but the Porsche has a 7 speed manual. As a side
note, the overdrive ratio for the Porsche starts with 6th gear. The 7 speed in the Corvette is a 1:1 in 4th and 5th is an overdrive.
My comparison of the 991 911 vs. F80 M3:
I've hit the 1,500 mile mark on my new F80, so I guess it's time to type out some of my thoughts on the car. I decided to follow the proper
break in procedure and have kept the car below 5,500 RPMs, other than hitting the dyno for a baseline run just before doing have the
first service done.
Unlike my E92 where I had a dozen parts waiting on the car for install, this time I decided to keep the car stock for a month or so before
doing any modifications. I wanted to enjoy the process rather than feel the pressure to be in the garage for 5 straight days putting every
part on the car. My OCD tendencies won't allow me to rest until every last detail is done, so this time I learned to take it slowly.
I thought I’d approach my comments as more of a comparison rather than just copy what others have said about the car. I am fortunate
enough to have both a 2014 “991” 911 and 2015 F80 M3 in my garage at the same time. The 911 is the benchmark for which I have set my
M. Moreland
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standards, so I thought it useful to compare my new M3 to it. I will say I was a bit afraid the M3 would make me regret spending so much
more on the 911. Let’s analyze my opinions to determine whether the 911 is worth it at nearly one and three-quarter times the cost.
For comparison sake, here are the two specs:
2015 M3 Sedan: $62,000
Mineral White Metallic: $550
Sakhir Orange/Black Extended Merino Leather: $950
Lighting Package: $1,900
19" Black Light-Alloy Wheel Double-SpokeStyle 437M: $1,200
Adaptive M Suspension: $1,000
M Carbon Cermaic Brakes: $8,150
Manual Transmission: $0
Harman Kardon Surround Sound System: $875
Destination & Handling: $925
Total MSRP as Built: $77,550
I received $2,000 off MSRP: $75,550
911 Carrera S: $98,900
Burmester Audio Package: $5,290
White: $0 Leather Interior in Black: $3,690
SportDesign Side Mirrors: $600
Model Designation "911": $0
Sport Design Front Fascia: $2,990
Bi-Xenon Headlights in Black incl. PDLS: $1,485
Headlight Cleaning System Cover Painted in Exterior Color: $295
PASM Sport Suspension: $890
7-speed Manual Transmission: $0
20-inch Carrera S Wheels: $0
Wheels Painted Platinum Satin: $950
Instrument Dials in Black: $0
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Luggage Net in Passenger Footwell: $0
Smoking Package: $0
Sport Seats Plus (4-way): $440
Sport Design Steering Wheel: $250
Destination: $995
Vehicle MSRP: $134,575 (I got 6% off that sticker.)
Exterior
I was a little surprised that the M3 doesn't look as big as I thought it would. I purposely hadn't seen one in person prior to heading to the
Performance Center to pick mine up. After looking at the measurements, I thought it would look and feel large. I must say though, parked
next to the Porsche in the garage, it looks smaller than I expected. I think that's a good thing.
I am very pleased with the contrast of the two opposite exterior designs of the cars. The angular dimensions, aggressive fenders, and
carbon fiber roof of the M3 differs greatly from the smooth curves and carefully crafted layout of the 911. The cars are different enough
that they cover enough of a design spectrum to appeal to my personality. This may sound insane, but I really feel like the look of these
two cars fit me as a person. Whatever that means…
The paint is really, really good on the M3. Dare I say it is almost as good as the Porsche? There is more orange peel, but the Mineral
White is one of my favorite things about the car. My Le Mans Blue E92 paint was not great. It would scratch super easily, was prone to
water etching, and generally gave me nothing but headaches. Don’t get me wrong, I loved the blue, but I think this Mineral White is
something special. I’ve never been so excited about paint before.
As I tend to do, I was obsessing about how good a job the Performance Center was going do at prepping the car. Most dealerships
totally massacre the paint, adding tons of scratches and swirls. Well, they did a really great job. All I needed to do was a finishing polish
and wax, and the paint was jeweled and flawless.
Chrome! Call me new school, but I hate chrome. It is cheap and, frankly, makes the car look old. The only piece of chrome on the 911 was
the badge. Why in the world would BMW do black trim all over the car and then put chrome grills/gills on this thing? Oh well, easy (rather
expensive) fix.
Interior
This is a little tougher to compare. You have the practical, “family” Sedan versus the pure-bread sports car, so I’ll approach this more from
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a form standpoint rather than function. Although, my three year-old son can sit in the back of the 911, it won’t be long before he’s too big.
The M3 wins the function part hands down. I’m 6’2” and was pleasantly surprised that I can sit behind my driver’s seat that is positioned
properly for me and my knees barely touch the back of the seat.
The first thought that came to mind when I started thinking about comparing the two interiors was that the 911 feels very 2011 and the M3
has the technology that makes it much more current. This makes sense as the 991 was designed several years ago. I’m not saying it’s
bad. It just gives the aura of an ever so slightly out-dated look. Being newly designed, the M3 obviously wins in this department. Dare I
say, I actually use the Nav in the M3 where the 911 I break out the iPhone.
Since we are on the subject of Technology, let’s talk Burmester versus HK. Now you may think this would be laughable, and it pretty
much is. But, I’m an audio junkie and have found the HK to be surprising good in comparison. The Burmester is much better, but the HK
holds isn’t bad. I was surprised by this one. I thought I would hate the HK system. Having metal dome tweeters, I assumed it would be
harsh sounding. Again, it’s not great, but it’s good enough. I won’t be upgrading the system in the M3. I thought I would have wanted to
do so.
The seats and seating position are really no comparison. I’ve read how great the new seats are in the M3, but the Porsche seats are
worlds better. In looking at the design of the two, I’m guessing the 911 seats are a crap load lighter as well. The leather is also much
better in the Porsche. I opted for full leather in the 911, but only chose Extended in the M3. The reason I decided against doing full
leather again is that I hardly notice it in the Porsche. I thought to myself that I’ve never had a leather dash before, and I’ve been okay. So
no full leather in the M3, and I’m not disappointed. I was stressing about this while waiting for my car to show-up, but I’m glad I didn’t
check the box. I wouldn’t order full leather again on a 911.
I am pleased with the nice touches like deviated stitching on the door panels at no extra cost in the M3. Porsche charges about $4K to
do something similar. Like I said the 911 leather is nicer and the fit and finish it a little better, but I think that would be expected at its price
point. I certainly feel good about both interiors. I think I’d have to give the M3 a slight edge overall, but they are both very nice.
6MT Versus 7MT
I’m still a row through the gears kind of guy. I won’t be tracking either car, so being connected to the car by a manual transmission is
more important to me than being a few tenths of a second faster. I’m a Honda raised car guy, and the S2000 has spoiled me. The 6MT in
the F80 is much improved over the E92, but it still pretty much sucks. It just doesn’t suck enough to make me complain about it every
time I drive the car. This car doesn’t rev nearly as fast as its NA V8 predecessor, so this makes it much easier to handle the car at redline
than before. That, and it is has a much shorter, more direct gate to 2nd gear. Also, I don’t detect any notchiness. It is rather smooth but is
just a bit numb for my liking.
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The gearbox in comparison to the 911 is really no contest. The Porsche is smoother, yet provides a more mechanical feel; has shorter,
faster throws; and is better positioned in the car. The only knock on the 911 is that the shifter does block the A/C and radio controls, but I
don’t care. It is in the right spot for the best shifting position.
Brakes
Carbon Ceramics, “Oh how I love thee, let me count the ways!” I’m sure all of you are going to give me a hard-time over the following
comment. I ordered the CCBs on the M3 primarily due to the cleanliness of them. There is no rust, basically no dust, and they look
awesome. So call me ridiculous, but the detail freak in me will never be able to get normal rotors again. As far as how they work, the
braking exercise at the Performance Center to teach how to turn while ABS is engaged was a waste of time. The brakes were so good
that we were stopping twenty feet before the turn. The M5s were rolling almost into the grass. I’ve had a few little squeaks while lightly
braking and turning the wheel, but they have been silent otherwise. They make me smile every time I walk up to the car. Washing my
wheels is a dream!
To compare the two cars, the CCBs on the M3 are great, but braking is where you really notice the size and weight difference of the two
cars. Being 400ish lb. lighter, the 911 seems to stop more effortlessly. Even though the 911 may outperform, I much prefer the look and
feel of the M3 brakes. The 911 steel brakes make a bunch of noise, squeaking, and squealing. I will be ordering CCBs on any future car
despite the cost. If you are on the fence like I was, spend the money. You won’t be sorry. I promise.
The Experience
I’m a sucker for the experience. Whether it is at a hotel stay or buying a computer, I want to feel a connection. I want to desire to behind
the wheel. I’m not sure I have the words to describe the difference in experience between the two cars, but I’m going to try.
Let’s start with steering. I understand why there are lots of complaints about the transition to electric steering. I’ve read the articles from
BMW about their new system in the F8X platform being the best in the world. Well in my novice opinion, they are a distant second. The
C2S is much, much better. The only thing better about the M3 is the diameter of the steering wheel, but I’m not sure the fat wheel would
work in the 911. It would feel too big. So the 911 wins this hands down.
Now it’s time to talk about the important stuff, throttle response/power delivery. I not sure which car is faster. My guess is they will be very
close with the M3 slightly winning from a roll. Off the line, I think it would be much easier to win in the C2S due to weight over the rear
wheels. Throttle response is the part that really gets me in a comparison. This “Honda Boy” is used to high-revving, wind-it-out motors.
The C2S begs me to do this, and the M3 makes me feel as though I can but don’t need to do so. If you look at the pattern of car
purchases in my past, it would make sense that I much prefer the snappy response of a naturally aspirated engine. You push the pedal in
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the M3 and you just don’t get the same reaction from the car. Don’t get me wrong, the torque of the M3 is way cool, but the car doesn’t
respond the same to putting your foot down. The 911 springs into immediate action, while the M3 eventually breaks your neck. Both are
fast and perform amazingly well, but the C2S easily wins this for me. Although, I am starting to get used to and really enjoy the flood of
torque and whistle of the spooling turbos while in the M car.
The sound these cars make could not be any different. Both of them have an artificial enhancement to get sound into the cabin, but for
some reason I turn my nose up at BMW’s solution and applaud Porsche’s. The fake sound the M3 is a little offensive. It offends my sense
of intelligence. It doesn’t sound bad, it just sounds weird. I think the car sounds okay from the outside, but I only hope an aftermarket
exhaust will make it substantially better. Of the many virtues of the M3 the sounds it makes are not one of them.
In contrast, I think the sound symposer in the 911 is genius and really appreciate it. I will say coming from the very organized sounding
S65, the 911 took some getting used to. The chaos of backfires and scream at WOT was very different. I’ve grown to become a huge fan
of the sound the C2S makes. It is very additive to the experience of driving the car versus the M3’s sound being a negative.
Handling is another no contest. When I picked up the M3 from the Performance Center and spent a day and a half driving through
mountain and back roads home to Central Florida, I started to question why anyone would spend so much more on a Porsche. The car
felt so balanced and light on its feet. I was immediately in love and began to forget what the 911 felt like.
Well my friends, that euphoria was short lived the morning after I got home. I jumped in the driver’s seat of the C2S, started it up, and
immediately knew this was no comparison. When I first got the 911 I had zero experience with driving the car. I only took a short test drive
before ordering. Since an early age, I knew I wanted one, but I hadn’t ever actually driven it. I was shocked at how taught and stiff the car
was. Now I have Sport PASM, but I could imagine most older gentleman that buy these cars would not take kindly to the aggressive
factory suspension settings. That being said, the stiffness is not rough and the overall balance is so wonderful that I can’t put it into
words. The M3 is very good for what it is, but I almost get the sense that BMW engineers artificially made the car ride rougher to instill
the sense of a connection with the road. I really notice this on my neighborhood road. The C2S provides all the right feedback while the
M3 gives me a bit too much while still feeling a bit more numb. Again, it’s hard to explain. The M3 is good, but the 911 is epic.
So I’m a huge fan of both cars. I love them both in very different ways. I wouldn’t want to live without either one. So is the 911 worth that
much more than the M3? I believe so. The performance difference doesn’t even come close to warranting the extra cash that needs to
be given up, but… THE EXPERIENCE AND VISCERAL CONNECTION ONE GETS FROM THE 911 IS WORTH EVERY EXTRA PENNY! I
almost can’t put a price on the experience the 911 gives me. I’m really surprised as I thought I would it be a toss-up which car I wanted to
drive more. Again, it’s no contest.
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SUGGESTED LINKS
 Porsches don't show well - a 911 Twin Turbo Review
 2014 Porsche Cayman S drive and review
I will certainly say that if someone were to hold up two sets of keys and ask, “Which one?” I’m taking the P-Car!
Sponsored Content
This Race Will Keep You on the Edge of Your Seat [Watch]
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Robert Eckaus
San Jose Cars Examiner
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Curbside Wheel Repair for an easy and inexpensive fix

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LEISURE / AUTOS & MOTORCYCLES / CAR & TRUCK ENTHUSIASTS
See also: car & truck enthusiasts
Curbside Wheel Repair for an easy and inexpensive fix
October 23, 2014
10:19 PM MST
Long early morning shadows, a right hand turn in a parking lot and an unmarked curb and suddenly a scrapping sound along with a
slight shudder. It is the dreaded sound of a wheel scrapping against a curb. You get out to look, already knowing there will be an ugly,
jagged rash on the right rear wheel.
Watch out for poorly placed and poorly marked curbs.
Rob Eckaus, San Jose Cars Examiner
View all
5 photos 
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Curb rash is so easy to do, but instead of the inconvenience of dropping the car off, have
Curbside Wheel Repair perform a repair right at your place of work or home. Only $100 per
wheel, versus a quote from a competitor of over $180 per wheel, it is a bargain. Add in the
convenience of not having to drop off your car, and it is priceless.
A new replacement wheel can be as little as $300 or easily run into the thousands of dollars.
With three in need of repair from a prior life as a “city car”, the end result looks like brand new
wheels, saving many hundreds, if not thousands of dollars. A word of caution, if your newly repaired wheel finds a protruding, unpainted,
dark curb of a property owned by Nicholas A. Speno Associates, such as at 795 W. Hamilton Ave. in Campbell, expect the curbs to be
painted yellow after complaining, but don’t expect a $100 reimbursement.
Kris, the owner of Curbside Wheel Repair is very easy to work with and does excellent work. Curbside also performs bent rim repair and
headlight restoration. I highly recommend their services without reservation. Kris can be reached at 925-596-5603 or email
cwrbayarea@aol.com
Robert Eckaus
San Jose Cars Examiner
San Jose Cars Examiner
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How do alloy wheels?

A method of production of alloy wheels is clear even from their names - these wheels are cast into finished form. For the production of alloy wheels used aluminum-based alloys (which is why in Europe are called aluminum wheels), or (which is much rarer) - alloys based on magnesium

It must be said that the characteristics of the finished disc, including its reliability, impact resistance and strength are highly dependent on many factors, from the quality of the alloy, mold and finishing quality finishing and painting. Therefore categorically should not rush with the purchase of cheap alloy wheels - it is possible that their quality is lame on both his feet.


Than alloy wheels differ from steel?

The main differences from the steel alloy wheels are weight, price and appearance - knows about it all. Cast rim, on average, 30-40% lighter than steel, which significantly affects the car's handling and reduces the load on the suspension. In addition, alloy wheels and much more aesthetically beautiful look at the car, which is the main motivation for their acquisition. But, for all the pleasure you have to pay, so, of course, the cost of a cast disk can exceed the value of its steel counterpart several times.

But there are some fundamental differences that come up during the operation, and to be aware of every car enthusiast, decided to buy these wheels.

The fact is that after the casting process drives are hot, and therefore acquire certain additional properties, particularly hardness and brittleness it. That's right - light alloy wheels - fragile, they do not bend when you hit - they crack and burst.

Piston

In the crank mechanism piston performs several functions , including the perception of the gas pressure and the transmission of forces on the rod , sealing the combustion chamber and heat removal from it . The piston is the most characteristic part in an internal combustion engine as is realized with the help of thermodynamic process engine.

Conditions in which it operates piston extreme and characterized by high pressure, temperature and inertial loads. at least from steel. The pistons are made of two ways - by injection molding or by stamping called forged pistons .


Scheme piston engine

The piston is integral structural element , which is conventionally divided into head (some sources call it the bottom) and a skirt. The shape and design of the piston is largely determined by the type of engine , the shape of the combustion chamber and the combustion process occurring in it. Piston gasoline engine has a flat or near- flat surface of the head . It may be provided with grooves for the full valve opening . Pistons with direct fuel injection have a more complex shape. In the top of the piston diesel engine combustion chamber holds a certain form , which provides a nice twist and improves mixture formation .


Below the piston head run grooves for mounting piston rings. The piston skirt has a tapered or curved ( barrel ) form . Such a shape of the skirt of the piston compensates for thermal expansion during heating. When reaching the operating temperature of the engine piston takes a cylindrical shape. To reduce the friction losses on the piston side with a layer of antifriction material ( molybdenum disulfide, graphite) . In the piston skirt has holes with the tides ( the boss ) to secure the piston pin .

Piston cooling is carried out by the internal surface of a variety of ways :

oil mist in the cylinder;
oil splashing through the hole in the rod ;
oil splashes special nozzle ;
injection of oil into a special zone in the annular channel rings;
oil flow through the tubular coil in the piston crown .
Piston rings form a tight connection with the wall of the piston cylinder. They are made of cast iron modified . Piston rings are the main source of friction in the internal combustion engine. Friction losses in the rings reach to 25 % of mechanical loss in the engine.

The number and location of the rings depends upon the type and purpose of the engine . The most common scheme - two compression and one oil ring . Compression rings prevent breakthrough of gas from the combustion chamber into the crankcase . The first compression ring works in the most severe conditions. Therefore, a number of pistons of diesel and gasoline engines forced into the groove of the ring set steel insert that improves durability and allows to realize the maximum compression . Compression rings may have a trapezoidal , a barrel , a conical shape , some are performed with a cut ( notch ) .

Scraper ring removes the excess oil from the surface of the cylinder and prevents the ingress of oil into the combustion chamber . The ring has a plurality of drainage holes . Some designs have a spring ring expander .

Compound piston rod by means of a piston pin which has a tubular shape and is made of steel. There are several way to install the piston pin . The most popular so-called floating finger that has the ability to rotate in bosses and the piston rod head during operation. To prevent displacement of the finger he fixed retainer rings . Much less is applied rigidly fixed ends of the piston pin or rigid fastening pin into the piston rod head .

The Car Body

Car Body

So many owners of Toyota and Jeep know, AW4/el Toyota 340, A340, and A341E series of transmissions are generally very well made and demonstrate excellent durability in unmodified applications. The frame is present for transmitting extremely strong need be used in a high performance use or end of duty.



The problem is that the original calibration is engineered for driver comfort rather than ultimate component is used as strength. The soft, sliding shifts that are part of the original design are not appropriate for use, the trailer increasing horsepower, use the road, racing, etc.



These calibration inadequacies quickly manifest themselves as extremely poor quality of the change, and often, severe damage to the gearbox is soon to we have  follow. One of the most common symptoms of this is the engine stuttering or hitting the revolution limiter during a full throttle upshift.



Without getting in  into too much technical detail, the factory defaults can be treated with the modification and recalibration of the control valve assembly, AKA the valve body.



The valve body is as called as or we can say as component that is comprised of valves, solenoids, an orifice separator plate and an intricate series of steps which is the most complex part of the more complex of the automatic transmission vehicle.

The function of the valve body is to act as the "brain" of the automatic transmission that directs hydraulic pressure to the appropriate clutches and bands at the right time to initiate upshifts, down changes, backward selection, using clutch converter, etc.. as well as the timing of the change control and quality of change, is also responsible for directing hydraulic pressure to the cooler and the lubrication circuit.



As we you can imagine or you can say, the transmission's operational characteristics can be drastically altered and also customized to the given application with modifications to this component.



Because there is no commercially available kits of change for these transmissions, we began working on valve body modifications that were appropriate for Supras, Jeeps with the AW4 transmission, Toyota Tundra, the Tacoma and 4Runner, and also Lexus SUV and rear passenger car drive handle especially those requiring additional energy accompanying the installation of a supercharger, a turbocharger or a nitrous oxide injection.

At the risk of oversimplification, there are some things that are done in concert to create a much more favorable operation of the gearbox.



The first thing that needs to be done is to increase the operating pressure of the hydraulic pressure transmission is called "line pressure". The  hydraulic functions of / or the transmission are based on this pressure which is especially of concern for these purposes is the clamping force applied to the clutches and bands to get them hold against engine torque.



In simple words we can say that, increased engine output is complemented by increased line pressure and the "rising clamp" on the clutches that can be compared to a performance clutch spring plate with a lot more pressure on a manual transmission vehicle.



The idea is to raise this pressure only slightly at light throttle but increase it by 30-40% at full throttle where it is really needed. The effects of this are changes that have not completed uncomfortable in lower openings of the throttle, while a heavier throttle, the signature changes to a much shorter time using the clutch and increasing the strength strengthening Clamp can be achieved.



An additional advantage of this is increased through the cooler and transmission lubrication system.

Secondly, the hydraulic pressure is normally routed through a hole in a metal "separator plate" which resides between the two halves of the valve body before it gets to its intended destination. Altering these holes can increase the volume of hydraulic oil which is used to apply the various clutches and bands.



The final part of modification is the alteration of the accumulator machine or we can say circuits. These are hydraulic circuits that are parallel to the components that are used to shift. Its function is to absorb or "accumulate" some of the hydraulic pressure that is intended to implement a package or a bandage clutch. By limiting the action of what is essentially a "shock absorber" for each shift, we can further reduce the time we lock up clutch and we shift the delay in throttle.



The end result is that the time of the change is reduced by 30 to 80% depending on the amount of shift feel and acceptable to the intended use. The clamping force required to apply the clutches and bands is increased to 30 to 40% full throttle. Cross the cooler and lube circuit increases and the time of use converter clutch is also reduced.

Improvements transmission body and valve are not only for American made vehicles more. The increased performance and more efficient shifting is now available for vehicles of almost every manufacturer thanks to the few companies that are willing to do the work of research and development required for this rapidly growing segment of the sold off or after all.

car engine

INTRODUCTION


Many people at some point will have had the opportunity to see the outside of gasoline engine (also called "internal combustion engine" or "internal combustion"), but it is likely that many of these people also unaware of its internal .

When we decided to get a license to drive a car or any other motor vehicle, in some countries require a test or exam answer where, precisely, are some questions related to the working principle of thermal engines of internal combustion either gasoline or diesel.





Petrol engine car or modern automobile.



However, as a mere curiosity, maybe you'll have interested in knowing how a gasoline engine and what parts and pieces that make it up, but between your shorter-term projects is not precisely obtain a license conduction.

A gasoline engine is a thermodynamic machine comprises a set of mechanisms or parts fixed and movable, whose main function is to transform the chemical energy produced by combustion provides a mixture of air and fuel into mechanical energy or motion. When this transformation occurs chemical into mechanical energy can do useful work, for example, move a motor vehicle as a car or a car, or any other mechanism, as it might be an electrical generator.

Similarly, with the mechanical energy that provides a heat engine can move any other appropriate mechanism that engages the same such as an electrical generator, water pump, the blade of a lawnmower, etc.

Small gasoline engine mated to a lawn mower.

In general the internal combustion engines can be of two types, according to the fuel used to run:

    Explosion or gasoline

    Internal combustion diesel

While combustion engines using gasoline (or gas, or even alcohol) as fuel, the diesel internal combustion uses only diesel (diesel).

If you ever compare parts or mechanisms that shape structurally a gasoline engine and a diesel engine, we will see that in many respects are similar, while others are completely different, although in both cases the principle is similar.

Both petrol engines as diesels can be used to perform the same functions, but when it needs to develop great powers, as required to move a locomotive, a ship or an electrical generator generation large capacity are used only diesel internal combustion engines.

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