seems to be a lot for the $, but then you probably get the extra HP they will add to the 991.2 model right?

 

I would say not necessarily the .2 version but possibly the GTS one.. again shooting in the dark here

 

Unless you're zipping around the track you won't feel the extra HP, as it's towards the upper end of the band...
The topic was covered in several threads, and the general consensus was that is wasn't worth the $$$.

I would imagine that a 991.2 (if any) would be some manifestation of the Powerkit version with an added gimmick thrown in to differentiate the model.

But who knows what their marketing department will come up with given the 50th anniversary models, special editions, limited editions, collectors editions etc etc etc.

We shall see...

 

For the cost, the performance increase for the Powerkit is 0.1 sec quicker in acceleration and a few more mph at top speed. Also Porsche claims it takes 6000 mi to break in before max performance is achieved. If your ordering the PDK as well, just jump to the new GT3. When you look at what all the GT3 includes, the jump to it is only a few thousand dollars more than the Powerkit. The PDK GT3 is 1.0 sec quicker and several more mph at top speed. No extra waiting required if you follow the standard break in regime and no waiting if you drive it like you stole it upon possession.

 

Unfortunately there's very little information about the increase in acceleration other than what's posted above; however, the .01 second improvement is from 0-62 mph, so maybe we're talking .015 - .02 0-60 and the increase should be greater as you go through the gears; i.e.: 0-100 etc..
The installation/conversion kit does say that it takes a full 6200 miles to reach its full potential, which I find bizarre. It is 30+ hp and it all occurs between 6500 - 7600 rpm. The torque curve is not jagged as is the regular S and is more linear by comparison. Once again there is more torque available between 6500 and 7600 rpms. If you are able to drive the car as it was intended then it might be worth it. I did notice that with the non X51 S that I test drove extensively, the engine seemed a little strained between 6500- 7600 rpms and this is evidenced by the extreme drop off in torque at 6500 rpms. If you're going to equip your car with PSE and Sports Chrono the price drops to roughly $13,000.
I've ordered my car with the X51 option and I have until 4/2/13 to modify my build so I'm doing as much research as I possibly can. I have asked Sascha Glaeser Manager, Customer Consultation, Porsche Cars North America, Inc. to inquire with his friends in Germany about the kit, impressions etc..
There is another member on board here "Tom's 991" who had it installed after the fact at SunCoast and he highly recommends it. He claims the drive-ability is improved and that it screams between 6500 and 7600 rpms.

 

I got it installed as well. I can only relate what I saw at the track. In short I was almost able to get to my fastest speed in a shorter distance starting at a slower speed with it than without.

It is not a big kick in the pants, but it is there. Around town, will probably never notice. If you are tracking it or have Xmas money (like me) then go for it. I will say do it from the build not aftermarket.

 

the heck with that powerkit man...if it's $17k extra, go for the GT3.

 

I know most on this forum don't understand but I love convertibles and where I live the GT3 would make my fillings come out anyway.

 

If the cab is your choice, just get the sport exhaust, PSE. Porsche literature states that the car has a better torque curve with PSE. PSE will make the car sound like you have the X51 kit for $3K on the options list. It's your coin, but unless you drive at Autobahn speeds, or have a need to rev the engine to 9000 rpm, the X51 cost is high for street use.

 

The way I understand it is the powerkit would essentially convert your car to GTS - like specs (at least this was the case with the 997..)
You could also wait and see what happens when the new 991 GTS comes..
I would expect it to be between the S's 400HP's and gt3's 475 hp's..
(probably 430 ...)

 

IF it was my money I would not buy the 991 WITHOUT the powerkit. The Gt3 is what it is- a GT3. Fantastic car. But for some, it's too much of a track car for a DD.

Porsche HP gains, honest gains, are and always have been very pricey at around $1k per 1 hp of legitimate gain. With that formula in mind, the powerkit is a steal, and IMHO, a no- brainer... something I'd only omit if the budget didn't allow.

If you are more inclined to the more relative luxury, civility & dual nature of the C2S or C4S vs the more hard 'race car' aspect of the GT3 (with 475 glorious horsepower mind you!), the powerkit would be the way to go. IMHO.

 

totally agree with you,
with order of importance, for such a car, when ordering one should do at least :
1) powerkit,
2) ceramics

on the lux side you could add at least burmester and sports plus seats...
I mean these seem to me the most functionally meaningful items..

 

In reality you should be able to get a nice discount on a 991S with the X51 option, on the other hand, I doubt there will be any discounts on the GT3 for some time to come. So the $18,000 premium when discounted and subtracting of the PSE and Chrono (which is included) should result in a price of around $10,000 for the X51. The GT3 uses the same engine as the S, a 3.8 liter. I haven't seen the bore or stroke, but we know it has 1 foot pound less of torque than the S and acheives its 475 hp at 8250 rpms. So if the argument is that you won't be able to appreciate the X51 in normal driving, I would imagine the same applies to the GT3.

 

I too wanted a Cab so ordered it with the X51. I liked the conept of having the more lineal torque curve. Did not go to ceramics though as other than the dust issue the brakes are just fine with a high speed emergency stop (I had to test that on the Autobahn last year). Also, with ceramics note the caution in the 991 brochure about checking them for cracks after every track day (not with the normal S brakes though).

John in Vancouver

 

Not quite:

On the new engine…CAR interviews 'Mr GT3' Andreas Preuninger...

'There’s a lot of doubt, in the almost devout community of GT3 buyers. It’s not something out of the 911 Carrera with a bigger camshaft: the only parts shared with the 991 Carrera S engine are the casting of the crankcase and the bolts for the cylinder head. Full stop. That’s it. There’s a new crank, titanium con-rods, forged aluminium pistons, and a completely new cylinder head with a revolutionary valvetrain that you won’t find in any other street-legal car – there are no tappets, instead we use rocker arms like in a motorcycle so the weight goes down dramatically. The new engine is around 25kg lighter than the Mezger. And that gives us room for the extra rpms…

'We were very, very aware that this engine needs to have the same character, the same amount of character, the same specialness as the Mezger had. We have absolutely made it: the new engine has the same impatient idle, this ‘Come on, go!’ attitude and it revs even higher – to 9000rpm. You wouldn’t believe the difference between 8500rpm and 9000rpm – it’s only a small difference numerically, but when you’re in the car the experience is a whole new world. The way the engine goes to the redline, the sounds the engine makes is so mechanically crisp and emotional that it brings a totally new personality to the GT3.

'We decided to make an emotional link to the GT3 RS 4.0, the king of the GT3s, so the new GT3 has the same specific output: 123bhp/litre. We’re on par, but I would say 469bhp is conservative. I like ‘low-balling’ with GT3s – we could say 500bhp and that would be perfectly homologatable, but I’d rather say 469bhp and have the GT3 beat all the 550bhp cars. This is more Porsche.'