981 GT4

Yep this is true, but it’s also true that the new engine will not go into the 718 Clubsport for this cars lifecycle.

So non-motorsport engine in the 718… lol. Remember all the foolish conversation about that last time… discuss…

As Chris says though, the 3.8 will show out being the easier unit to modify. It ran 430hp in the 911 GTS and easily can get to 430 in the GT4 with just bolt-ons. Take it to 4.0, 4.25 or 4.5 and you’ve got nearly 500hp. All cost money but the block is all but bulletproof.

Ride can easily be sorted to at least match the 718, just a PASM tune as the hardware is exactly the same. So 981 owner have loads of options, DSC, KW, Ohlins, JRZ.

Tyres are the same, and most of the 718 performance gain in laptime is from the tyres. So a wash.

718 has cleaner aero, not sure this will make much difference to most people, sounds like a lot of these cars won’t see the track anyway.

Apart from the rear wing, 718 does look good though, nice visual update. It has grown on me as I have the privilege of spending time up close and personal with a 718 Clubsport. More to come.

The Spyder is the one to have, no question… it’s a new thing.… but it’s ethos has changed. Is that for good or bad?

No it’s different than the rest of the 718 range.
But it’s a GT4 setup… exactly the same as the 981 GT4. I’ve been under the cars, and you can see it in the press pack cut aways.

Not writing it off, but it’s is more complicated as more going on, more computer controls for auto-start-stop and cylinder de-activations. Sure it can all be worked around it’s a less old school approach and there may be less margin in it in the current configuration in the GT4/Spyder and the 911 won’t be getting it apparently.
So to get more power Porsche will give us more exotic stuff, titanium parts etc… this won’t be as easy to get a hold of as an IPD plenum, GT3 TB and Cobb tune.
But we’ll see.

Gotcha.

I think for existing owners it makes sense to stick with what you've got. For me, having a brand new car to my spec is worth the extra £15k-ish. I refuse to pay overs too.

I think the biggest limit is the maximum torque in order to use the existing manual gearbox. The 718 GT4 has it spread over a wider range, but the maximum is the same.

It's it really that expensive to develop a new box? They've done a whole new engine which most cost more. So they're potentially using that as a forced restriction to maintain the GT3 superiority?

GT4RS will be PDK only IMHO, as the current manual box won't be able to take a torque increase.

I considered a 991.2 GT3, but I'd want a Touring. So I'll take a new 718 GT4 at half the price instead thanks

Anyone know the white car at porsche bristol? Good history?

Not sure but it looks nice.

It's interesting there's alot of private sales with similar 10-15k mileage heading into the low £70's.

I wonder which seller will go sub £70k first?

Been thinking about this. As I say above, the gearbox in the 981 GT4 is the issue for tuning as you'd be using it over its rated torque capacity. It might be fine, but it might not. In the 911 GTS the engine was paired with PDK or the 911's 7-speed manual so it wasn't an issue.

Not with "just" bolt-ons, you need a tune. People like Jake Raby have been building large capacity engines since the 9x6 era and there is no reason to suppose the 9A2 crankcase is any worse and indeed with improved oiling and variable exhaust camshaft it will have more potential than the 9A1.

With the larger capacity engines, whilst they all seem to be tried and tested by the builders, they will be increasing the bore, so thinner cylinder walls and what is the longevity of whatever cylinder liner they are able to apply? This was my main concern when looking at an Ehresmann big-bore. Better in my view to go with more aggressive cam profiles and improving the gas flow by machining the heads, essentially leaving the bottom end alone. But of course the ECU only supports up to 8.1k rpm so there is a limit to building a screamer.

The ECU for the 718 will be broken in the new year and off we go again. Maybe 450PS without low cell manifolds. The new issue will be the GPF and it's ability to handle the flow rate, but it is a large cross section design so better able to do so.

In Germany, tuners are likely to find their market more constrained than previously because penalties for running outside emissions certificate (non TUV or "export") kit is likely to be more rigorously tested and penalised in the current green environment.

My two penny worth.

So the rear suspension on the718 GT4 is nothing like the 981 GT4 then.