First Hand Experience Thread for 991 Model; To give Personal Review of ALL Features..
Thread Starter
|
Registered User
Joined: Sep 2012
Posts: 356
From: Santa Cruz, CA
Rep Power: 32
Found some info from: "The Magazine about Porsche Excellence"
PDCC
Above: A 911’s front suspension with PDCC. A left turn loads the right suspension (up arrow) and unloads the left suspension (down arrow). PDCC sensors then signal the antiroll cylinders (small shock absorbers with rubber boots connected to each end of the antiroll bar) to react and apply force in the direction opposite the suspension load, keeping the 911 practically flat through the turn.
So you’ve chosen the Porsche you want to buy, but don’t know which performance-enhancing options to check. Complicating matters, many of the most popular and useful factory performance upgrades — ceramic composite brakes, electronic anti-roll bars, air suspension — cost thousands of dollars each. How do you know which options work for you?
Be prepared when you walk into the dealership for a test drive: Educate yourself. Knowing the functions of the various optional equipment is crucial to knowing what you need and what you want. If you have a clear understanding of your needs in a Porsche, you can specify the car that best fits your lifestyle — and stays within your budget. To help you out, we’ve put together a list of what we think are the five most valuable performance options for the money, their prices, and a description of how they work. Last week we covered Porsche Active Suspension Management. We’ll roll the rest out in coming weeks. Stay tuned!
Porsche Dynamic Chassis Control (PDCC)
911 Carrera: N/A
911 Carrera S: $3,160
Boxster & Boxster S: N/A
Cayman & Cayman S: N/A
Cayenne models: $3,510 (+ $3,980 for required air suspension)
Panamera models: $5,000 (only offered in conjunction with PTV Plus)
PDCC, available on Cayenne and Panamera models as well as the 911 Carrera S, is an electronically operated anti-roll bar system that works with PASM to limit body roll pro-actively according to road condition and driving style. Imagine small, electronically controlled cylinders/shock absorbers in place of what used to be regular anti-roll bar end links. Porsches equipped with it will lean much less in corners, have better load transfer stability, and handle rough or uneven surfaces with more control.
We’ve tried 991-generation 911s with and without PDCC, which operates differently than in Cayenne and Panamera models. It enhances the 911’s handling capability, but the system also makes the car’s handling feel somewhat artificial, enough so that some drivers might prefer old-fashioned anti-roll bars. Choose carefully! You might take into consideration that a recent road test in a base Carrera devoid of almost any performance options (Excellence, December 2012) reminded author Pete Stout that “some of Porsche’s best cars are its most basic cars.”
Ah, compromise…
Above: A 911’s front suspension with PDCC. A left turn loads the right suspension (up arrow) and unloads the left suspension (down arrow). PDCC sensors then signal the antiroll cylinders (small shock absorbers with rubber boots connected to each end of the antiroll bar) to react and apply force in the direction opposite the suspension load, keeping the 911 practically flat through the turn.
So you’ve chosen the Porsche you want to buy, but don’t know which performance-enhancing options to check. Complicating matters, many of the most popular and useful factory performance upgrades — ceramic composite brakes, electronic anti-roll bars, air suspension — cost thousands of dollars each. How do you know which options work for you?
Be prepared when you walk into the dealership for a test drive: Educate yourself. Knowing the functions of the various optional equipment is crucial to knowing what you need and what you want. If you have a clear understanding of your needs in a Porsche, you can specify the car that best fits your lifestyle — and stays within your budget. To help you out, we’ve put together a list of what we think are the five most valuable performance options for the money, their prices, and a description of how they work. Last week we covered Porsche Active Suspension Management. We’ll roll the rest out in coming weeks. Stay tuned!
Porsche Dynamic Chassis Control (PDCC)
911 Carrera: N/A
911 Carrera S: $3,160
Boxster & Boxster S: N/A
Cayman & Cayman S: N/A
Cayenne models: $3,510 (+ $3,980 for required air suspension)
Panamera models: $5,000 (only offered in conjunction with PTV Plus)
PDCC, available on Cayenne and Panamera models as well as the 911 Carrera S, is an electronically operated anti-roll bar system that works with PASM to limit body roll pro-actively according to road condition and driving style. Imagine small, electronically controlled cylinders/shock absorbers in place of what used to be regular anti-roll bar end links. Porsches equipped with it will lean much less in corners, have better load transfer stability, and handle rough or uneven surfaces with more control.
We’ve tried 991-generation 911s with and without PDCC, which operates differently than in Cayenne and Panamera models. It enhances the 911’s handling capability, but the system also makes the car’s handling feel somewhat artificial, enough so that some drivers might prefer old-fashioned anti-roll bars. Choose carefully! You might take into consideration that a recent road test in a base Carrera devoid of almost any performance options (Excellence, December 2012) reminded author Pete Stout that “some of Porsche’s best cars are its most basic cars.”
Ah, compromise…
Thread Starter
|
Registered User
Joined: Sep 2012
Posts: 356
From: Santa Cruz, CA
Rep Power: 32
You've got options, Part III: Porsche Torque Vectoring
PTV Porsche Torque Vectoring
So you’ve chosen the Porsche you want to buy, but don’t know which performance-enhancing options to check. Complicating matters, many of the most popular and useful factory performance upgrades — ceramic composite brakes, electronic anti-roll bars, air suspension — cost thousands of dollars each. How do you know which options work for you? Be prepared when you walk into the dealership for a test drive: Educate yourself. Knowing the functions of the various optional equipment is crucial to knowing what you need and what you want. If you have a clear understanding of your needs in a Porsche, you can specify the car that best fits your lifestyle — and stays within your budget. To help you out, we’ve put together a list of what we think are the five most valuable performance options for the money, their prices, and a description of how they work. Last week we covered Porsche Dynamic Chassis Control. We’ll roll the rest out in coming weeks. Stay tuned!
Porsche Torque Vectoring & Porsche Torque Vectoring Plus (PTV & PTV Plus)
911 Carrera: $1,320 (PTV) & $1,490 (PTV Plus)
911 Carrera S: $1,320 (PTV) & $1,490 (PTV Plus)
Boxster & Boxster S: $1,320 (PTV)
Cayman & Cayman S: $1,320 (PTV)
Cayenne models: $1,490 (PTV Plus)
Panamera models: $5,000 (PTV Plus only offered in conjunction with PDCC)*
Why don’t we hear about limited-slip differentials in new Porsches anymore? Because torque-vectoring systems have taken over. A limited-slip diff responds to wheel slip and transfers torque to the driven wheel with more traction (in a turn, for example, torque is transferred from inside wheel to outside wheel); a torque vectoring system does this as well, but also brakes the inside rear wheel as soon as you drive into a corner, helping to initiate turn-in. This results in crisp corner entry and stable corner exit with little or no unwanted understeer or oversteer. A Porsche ordered without the PTV or PTV Plus options will have an open differential, which does not transfer torque to the driven wheel with more traction, decreasing the car’s traction and stability.
The main difference between PTV and PTV Plus is a matter of mechanical versus electronic operation of the differential lock. Because PTV Plus has an electronically operated diff lock, its torque distribution is infinitely variable and, consequently, more dynamically capable than PTV, which relies on a mechanical limited-slip differential. Our experiences with torque vectoring all have been positive because it significantly enhances handling – but you may not notice the difference it makes unless you’ve driven the same car without it.
Which torque-vectoring system customers can opt for in each of Porsche’s models can be confusing, because it’s largely dependent on the model in question and its transmission. So we’ve gathered here the option combinations required to get PTV or PTV Plus (where applicable) in each of Porsche’s models. In the new 911, whether you can opt for PTV or PTV Plus is based on the transmission. Choose the manual gearbox and PTV is your only option; choose PDK and you’re limited to PTV Plus. The new Boxster and Cayman can only be ordered with PTV, regardless of transmission choice. The Panamera, which only comes with PDK (in the U.S., anyway), is limited to PTV Plus. In addition, PTV Plus is packaged with PDCC in the Panamera, and PDCC can only be had paired with the air suspension. PTV Plus can be had as a standalone option in the automatic-transmission-only Cayenne.
*Panamera models must have the air suspension to be equipped with PTV Plus
So you’ve chosen the Porsche you want to buy, but don’t know which performance-enhancing options to check. Complicating matters, many of the most popular and useful factory performance upgrades — ceramic composite brakes, electronic anti-roll bars, air suspension — cost thousands of dollars each. How do you know which options work for you? Be prepared when you walk into the dealership for a test drive: Educate yourself. Knowing the functions of the various optional equipment is crucial to knowing what you need and what you want. If you have a clear understanding of your needs in a Porsche, you can specify the car that best fits your lifestyle — and stays within your budget. To help you out, we’ve put together a list of what we think are the five most valuable performance options for the money, their prices, and a description of how they work. Last week we covered Porsche Dynamic Chassis Control. We’ll roll the rest out in coming weeks. Stay tuned!
Porsche Torque Vectoring & Porsche Torque Vectoring Plus (PTV & PTV Plus)
911 Carrera: $1,320 (PTV) & $1,490 (PTV Plus)
911 Carrera S: $1,320 (PTV) & $1,490 (PTV Plus)
Boxster & Boxster S: $1,320 (PTV)
Cayman & Cayman S: $1,320 (PTV)
Cayenne models: $1,490 (PTV Plus)
Panamera models: $5,000 (PTV Plus only offered in conjunction with PDCC)*
Why don’t we hear about limited-slip differentials in new Porsches anymore? Because torque-vectoring systems have taken over. A limited-slip diff responds to wheel slip and transfers torque to the driven wheel with more traction (in a turn, for example, torque is transferred from inside wheel to outside wheel); a torque vectoring system does this as well, but also brakes the inside rear wheel as soon as you drive into a corner, helping to initiate turn-in. This results in crisp corner entry and stable corner exit with little or no unwanted understeer or oversteer. A Porsche ordered without the PTV or PTV Plus options will have an open differential, which does not transfer torque to the driven wheel with more traction, decreasing the car’s traction and stability.
The main difference between PTV and PTV Plus is a matter of mechanical versus electronic operation of the differential lock. Because PTV Plus has an electronically operated diff lock, its torque distribution is infinitely variable and, consequently, more dynamically capable than PTV, which relies on a mechanical limited-slip differential. Our experiences with torque vectoring all have been positive because it significantly enhances handling – but you may not notice the difference it makes unless you’ve driven the same car without it.
Which torque-vectoring system customers can opt for in each of Porsche’s models can be confusing, because it’s largely dependent on the model in question and its transmission. So we’ve gathered here the option combinations required to get PTV or PTV Plus (where applicable) in each of Porsche’s models. In the new 911, whether you can opt for PTV or PTV Plus is based on the transmission. Choose the manual gearbox and PTV is your only option; choose PDK and you’re limited to PTV Plus. The new Boxster and Cayman can only be ordered with PTV, regardless of transmission choice. The Panamera, which only comes with PDK (in the U.S., anyway), is limited to PTV Plus. In addition, PTV Plus is packaged with PDCC in the Panamera, and PDCC can only be had paired with the air suspension. PTV Plus can be had as a standalone option in the automatic-transmission-only Cayenne.
*Panamera models must have the air suspension to be equipped with PTV Plus
Thread Starter
|
Registered User
Joined: Sep 2012
Posts: 356
From: Santa Cruz, CA
Rep Power: 32
Props to: www.excellence-mag.com
You've got options, Part I: Porsche Active Suspension Management
Porsche Active Suspension Management (PASM)
911 Carrera: $2,090 (Sport PASM: $2,980)
911 Carrera S: Standard (Sport PASM: $890)
Boxster & Boxster S: $1,790
Cayman & Cayman S: $1,790
Cayenne models: $1,990
Panamera models: $1,990
Some of Porsche’s high-performance models — Carrera S, Panamera Turbo, Cayenne Turbo, etc. — come standard with PASM. But if you’re set on a model that doesn’t have it standard, give the electronically controlled suspension some consideration.
In addition to lowering cars equipped with it by 10 millimeters, PASM shocks feature continuously adjusted damping rates that adapt to driving style and road condition. Sensors at each wheel send data to the ECU, which then adjusts each shock’s fluid level via a bypass valve to firm or soften the ride. We generally consider Porsche’s PASM suspension on any of its models to be good to excellent, depending on the model type and its specification.
PASM also has multiple modes of function that the driver can choose with the push of a button, which adjusts the preset damping force of the shocks. A 911 driven in PASM’s Normal mode, for example, rides on softer shocks; select Sport and the shocks firm up for a sportier ride and better stability.
If you want an even sportier ride than what regular PASM offers, Porsche does offer Sport PASM on the 911. It lowers the car another 10 millimeters on shorter, firmer springs, and has firmer anti-roll bars and revised front and rear spoilers. PTV or PTV Plus are also included as part of the Sport PASM package.
Porsche Active Suspension Management (PASM)
911 Carrera: $2,090 (Sport PASM: $2,980)
911 Carrera S: Standard (Sport PASM: $890)
Boxster & Boxster S: $1,790
Cayman & Cayman S: $1,790
Cayenne models: $1,990
Panamera models: $1,990
Some of Porsche’s high-performance models — Carrera S, Panamera Turbo, Cayenne Turbo, etc. — come standard with PASM. But if you’re set on a model that doesn’t have it standard, give the electronically controlled suspension some consideration.
In addition to lowering cars equipped with it by 10 millimeters, PASM shocks feature continuously adjusted damping rates that adapt to driving style and road condition. Sensors at each wheel send data to the ECU, which then adjusts each shock’s fluid level via a bypass valve to firm or soften the ride. We generally consider Porsche’s PASM suspension on any of its models to be good to excellent, depending on the model type and its specification.
PASM also has multiple modes of function that the driver can choose with the push of a button, which adjusts the preset damping force of the shocks. A 911 driven in PASM’s Normal mode, for example, rides on softer shocks; select Sport and the shocks firm up for a sportier ride and better stability.
If you want an even sportier ride than what regular PASM offers, Porsche does offer Sport PASM on the 911. It lowers the car another 10 millimeters on shorter, firmer springs, and has firmer anti-roll bars and revised front and rear spoilers. PTV or PTV Plus are also included as part of the Sport PASM package.
Registered User
Joined: Jul 2012
Posts: 33
From: NYC
Rep Power: 15
You've got options, Part I: Porsche Active Suspension Management
Porsche Active Suspension Management (PASM)
911 Carrera: $2,090 (Sport PASM: $2,980)
911 Carrera S: Standard (Sport PASM: $890)
Boxster & Boxster S: $1,790
Cayman & Cayman S: $1,790
Cayenne models: $1,990
Panamera models: $1,990
Some of Porsche’s high-performance models — Carrera S, Panamera Turbo, Cayenne Turbo, etc. — come standard with PASM. But if you’re set on a model that doesn’t have it standard, give the electronically controlled suspension some consideration.
In addition to lowering cars equipped with it by 10 millimeters, PASM shocks feature continuously adjusted damping rates that adapt to driving style and road condition. Sensors at each wheel send data to the ECU, which then adjusts each shock’s fluid level via a bypass valve to firm or soften the ride. We generally consider Porsche’s PASM suspension on any of its models to be good to excellent, depending on the model type and its specification.
PASM also has multiple modes of function that the driver can choose with the push of a button, which adjusts the preset damping force of the shocks. A 911 driven in PASM’s Normal mode, for example, rides on softer shocks; select Sport and the shocks firm up for a sportier ride and better stability.
If you want an even sportier ride than what regular PASM offers, Porsche does offer Sport PASM on the 911. It lowers the car another 10 millimeters on shorter, firmer springs, and has firmer anti-roll bars and revised front and rear spoilers. PTV or PTV Plus are also included as part of the Sport PASM package.
Porsche Active Suspension Management (PASM)
911 Carrera: $2,090 (Sport PASM: $2,980)
911 Carrera S: Standard (Sport PASM: $890)
Boxster & Boxster S: $1,790
Cayman & Cayman S: $1,790
Cayenne models: $1,990
Panamera models: $1,990
Some of Porsche’s high-performance models — Carrera S, Panamera Turbo, Cayenne Turbo, etc. — come standard with PASM. But if you’re set on a model that doesn’t have it standard, give the electronically controlled suspension some consideration.
In addition to lowering cars equipped with it by 10 millimeters, PASM shocks feature continuously adjusted damping rates that adapt to driving style and road condition. Sensors at each wheel send data to the ECU, which then adjusts each shock’s fluid level via a bypass valve to firm or soften the ride. We generally consider Porsche’s PASM suspension on any of its models to be good to excellent, depending on the model type and its specification.
PASM also has multiple modes of function that the driver can choose with the push of a button, which adjusts the preset damping force of the shocks. A 911 driven in PASM’s Normal mode, for example, rides on softer shocks; select Sport and the shocks firm up for a sportier ride and better stability.
If you want an even sportier ride than what regular PASM offers, Porsche does offer Sport PASM on the 911. It lowers the car another 10 millimeters on shorter, firmer springs, and has firmer anti-roll bars and revised front and rear spoilers. PTV or PTV Plus are also included as part of the Sport PASM package.
Thread Starter
|
Registered User
Joined: Sep 2012
Posts: 356
From: Santa Cruz, CA
Rep Power: 32
Auto dimming Mirrors and NAvigation
I had 2 quick questions.
I was driving a friends Audi, and It made me think about the mirrors on the 991 for my future build. I felt that the Dimming on the auto dimming rear view mirror didn't dim enough and that the manual function might be better.
Does anyone feel that the auto dimming function on the 911 (991) is lacking or does it dim sufficiently?
And, since we are on the subject, how do you feel about the side view mirror's dimming capabilities?
Lastly, will the PCM allow navigation input while the car is in motion and if not is there a bypass for it...?
I was driving a friends Audi, and It made me think about the mirrors on the 991 for my future build. I felt that the Dimming on the auto dimming rear view mirror didn't dim enough and that the manual function might be better.
Does anyone feel that the auto dimming function on the 911 (991) is lacking or does it dim sufficiently?
And, since we are on the subject, how do you feel about the side view mirror's dimming capabilities?
Lastly, will the PCM allow navigation input while the car is in motion and if not is there a bypass for it...?
Registered User
Joined: Oct 2007
Posts: 233
From: Connecticut
Rep Power: 30
I had 2 quick questions.
I was driving a friends Audi, and It made me think about the mirrors on the 991 for my future build. I felt that the Dimming on the auto dimming rear view mirror didn't dim enough and that the manual function might be better.
Does anyone feel that the auto dimming function on the 911 (991) is lacking or does it dim sufficiently?
And, since we are on the subject, how do you feel about the side view mirror's dimming capabilities?
Lastly, will the PCM allow navigation input while the car is in motion and if not is there a bypass for it...?
I was driving a friends Audi, and It made me think about the mirrors on the 991 for my future build. I felt that the Dimming on the auto dimming rear view mirror didn't dim enough and that the manual function might be better.
Does anyone feel that the auto dimming function on the 911 (991) is lacking or does it dim sufficiently?
And, since we are on the subject, how do you feel about the side view mirror's dimming capabilities?
Lastly, will the PCM allow navigation input while the car is in motion and if not is there a bypass for it...?
Regarding your Nav question, you can input destination data into the PCM when the car is moving.
Registered User
Joined: Mar 2012
Posts: 279
From: Northern California
Rep Power: 34
FWIW, I never had any issues with the automatic dimming. To me, it's just right. But then again, I like to see more rather than less when I "check my six". I never felt like I get blinded.
Registered User
Joined: Feb 2012
Posts: 18
From: MN
Rep Power: 0
Mpg
I drove to a different city to pick up a used 2013 991S cab with PDK. Car had a little under 10,000 miles on the odo. Drove 600 miles home going around 5 over the speed limit usually 74-75. Had the top up the whole way because it was cold out. Indicated average mpg was 30.9. I didn't do a hand calc. Got better mpg than my wife following along in her Audi A4.
I just got my 991S past the break-in miles, so I took a 210 mile round trip and carefully checked fuel economy for the trip.
I left the PDK in normal/automatic mode for the entire trip. I filled up with Sunoco 93 octane at my normal Station before the trip and right after I returned (same gas I always use, same pump both fills, let the pump shut itself off).
80 miles of the trip was freeway and I had the cruise control set at 72 MPH most of that portion, with a couple blasts to 100 MPH just for fun.
The remaining 120 miles was a busy 2 lane twisty road so I was passing a lot, but I also got stuck behind slow traffic for many miles too. When I passed I nailed it most of the time, hitting 85-100 for those short bursts. When I had open road I ran along at 65-70 MPH.
After the fill up at trip's end I did the math and I got 26 MPG! I was not expecting such good mileage with a new engine and not really driving for good fuel economy. If I had driven my NA Forester on the same trip and observed the speed limit, I would have gotten 23 MPG at best.
I am amazed that Porsche can engineer/build a 400HP, wicked fast engine that is capable of such good mileage. It will be interesting to see what MPG a long freeway run at 70 MPH will get.
Anyone else have some MPG numbers to share? I am very curious about this now.
I left the PDK in normal/automatic mode for the entire trip. I filled up with Sunoco 93 octane at my normal Station before the trip and right after I returned (same gas I always use, same pump both fills, let the pump shut itself off).
80 miles of the trip was freeway and I had the cruise control set at 72 MPH most of that portion, with a couple blasts to 100 MPH just for fun.
The remaining 120 miles was a busy 2 lane twisty road so I was passing a lot, but I also got stuck behind slow traffic for many miles too. When I passed I nailed it most of the time, hitting 85-100 for those short bursts. When I had open road I ran along at 65-70 MPH.
After the fill up at trip's end I did the math and I got 26 MPG! I was not expecting such good mileage with a new engine and not really driving for good fuel economy. If I had driven my NA Forester on the same trip and observed the speed limit, I would have gotten 23 MPG at best.
I am amazed that Porsche can engineer/build a 400HP, wicked fast engine that is capable of such good mileage. It will be interesting to see what MPG a long freeway run at 70 MPH will get.
Anyone else have some MPG numbers to share? I am very curious about this now.
Registered User
Joined: Feb 2016
Posts: 149
From: Toronto
Rep Power: 16
My new 991.2 mirrors dim more than my Audis. Just cant figure out the mirror defrost.................
Registered User
Joined: Dec 2012
Posts: 1,499
From: New York
Rep Power: 93
Basically, record all the music you want onto a thumb drive. Put the thumb drive in the usb port in the glove box. Go to Source on the PCM and click USB. You should see the thumbdrive music. Make your choice and start playing. To record all the music on the thumb drive to the Jukebox, go to Option on PCM screen and you will see an option to record - I think you have to choose "All Music in Folder" and all music recorded to Jukebox. Once complete, you can remove the thumb drive. Go to Source on PCM and select Jukebox and all your recorded music will be there for you to enjoy. Good Luck.