RE: Pure Driving Experiences: Anglesey
Wednesday 1st January 2014
With all the rubber burned on its surface by a certain C Harris in recent months Anglesey Circuit seems wreathed in a permanent cloud of tyre smoke. And here's Dunlop's contribution to the wafts of vapourised tyres drifting out towards the Irish Sea, courtesy of Steve Sutcliffe and a Porsche 911 GT3. With a tyre company sponsoring the video it'd be rude not to take advantage, right?
Pure Driving Experiences: Anglesey
Dunlop's sponsorship goes up in smoke courtesy of a 911 GT3 and Anglesey circuit
With all the rubber burned on its surface by a certain C Harris in recent months Anglesey Circuit seems wreathed in a permanent cloud of tyre smoke. And here's Dunlop's contribution to the wafts of vapourised tyres drifting out towards the Irish Sea, courtesy of Steve Sutcliffe and a Porsche 911 GT3. With a tyre company sponsoring the video it'd be rude not to take advantage, right?
Don't forget there's still one more of these videos to come too and it's up to you where Steve goes for the finale. Once you've enjoyed this vid click here and vote for where you'd like to see him and the C63 Black enjoy a final fling.
Previous videos:
Dunlop Pure Driving Experiences: Hardknott Pass
Dunlop Pure Driving Experiences: Crickhowell
Dunlop Pure Driving Experiences: A6 Autobahn
Dunlop Pure Driving Experiences: Stelvio Pass
Dunlop Pure Driving Experiences: Isle of Man
Dunlop Pure Driving Experiences: North York Moors
Discussion
I like these vids. I'm quite happy for Dunlop to tell me, as part of the vid, that the GT3 has Dunlop tyres. It's not intrusive and has a far more positive impact on me than some mandatory advert that I have to sit through before watching a non sponsored vid.
If Dunlop are happy to spend their money so I can enjoy watching a GT3 getting driven like it should be driven around a circuit then good for them.
My only criticism is that I'd like more meat to the video. In this example I'd have found it interesting to learn about the work that was done in the tyre development for example and the balance that was found between performance and the day to day needs of a road tyre.
If Dunlop are happy to spend their money so I can enjoy watching a GT3 getting driven like it should be driven around a circuit then good for them.
My only criticism is that I'd like more meat to the video. In this example I'd have found it interesting to learn about the work that was done in the tyre development for example and the balance that was found between performance and the day to day needs of a road tyre.
Lovely video.
Agree with the earlier poster that it wouldn't be intrusive to hear a bit more about the tyre development. I appreciate the difference in compounds and all that but how do you go about making a track day tyre road legal - what are the considerations and compromises and how do they determine that the job is a good 'un. Followed by a little tyre slaying...
Agree with the earlier poster that it wouldn't be intrusive to hear a bit more about the tyre development. I appreciate the difference in compounds and all that but how do you go about making a track day tyre road legal - what are the considerations and compromises and how do they determine that the job is a good 'un. Followed by a little tyre slaying...
Wonder why you put a sequential in your Seven Mr. Pits? Perhaps some fine tuning establishment could fit you up with a hand driven camshaft so you can additionally prove your manual dexterity and manliness ? DSG just moves the game on ?
On a sensible note, it would be interesting to see how much more horsepower would be needed in a manual to match the lap time of a DSG ?
On a sensible note, it would be interesting to see how much more horsepower would be needed in a manual to match the lap time of a DSG ?
ravon said:
Wonder why you put a sequential in your Seven Mr. Pits? Perhaps some fine tuning establishment could fit you up with a hand driven camshaft so you can additionally prove your manual dexterity and manliness ? DSG just moves the game on ?
On a sensible note, it would be interesting to see how much more horsepower would be needed in a manual to match the lap time of a DSG ?
I've got a 6 speed manual in my seven. I'd like to have a sequential manual box as it is a race car, but never a paddleshift auto.On a sensible note, it would be interesting to see how much more horsepower would be needed in a manual to match the lap time of a DSG ?
As with oversteer, an h-pattern manual just costs you time in a race. But that doesn't stop both being enjoyable when not racing.
Despite the garbage you read about the GT3 it is a heavy road car. Surely no-one here is under any illusions otherwise?
It's not any kind of progress to take away choice and deprive those who desire the fullest possible interaction with their £100k+ sports car.
Nor is progress copying a gearchange that is forced upon F1 designers by FIA rules.
All these cars are faster left in 'D', equally, F1 cars were briefly autos until they got banned.
So really, what is the point fiddling with paddles?
Progress would be a form of DVT - who needs slow PDK gearchanges when you could have no gears at all!
But does anyone really want that?!
Edited by The Pits on Wednesday 4th December 12:53
I am sure there are drivers who can use a manual gearbox but cannot drift like that and drivers who use a PDK and can.
The gearbox is only part of going in a straight line mostly, here it helps go quicker or slower. The real deal is on the corners, and here it does not matter.
Some people will be claiming real drivers only use double de-clutching on gearchange at this rate.
The gearbox is only part of going in a straight line mostly, here it helps go quicker or slower. The real deal is on the corners, and here it does not matter.
Some people will be claiming real drivers only use double de-clutching on gearchange at this rate.
My apologies MrPits, firstly for this late reply ( have been undertaking some more Roadcraft instruction all day, just home ) secondly for asserting that you had a sequential in your Seven, I'm certain you posted somewhere last year that you were having one fitted ? I was quite envious, as I've driven a few that I so equipped and they are miles better ( in my view ) than the awful Caterham Six Speed in my car .
Suspect the new GT3 will be an awesome track car, maybe as quick as your Exige Cup with all that fancy Bosch traction control ?
Suspect the new GT3 will be an awesome track car, maybe as quick as your Exige Cup with all that fancy Bosch traction control ?
I look forward to finding out how good the GT3 is on the track in the real world. You can expect some video footage of the results.
I would certainly be using the Lotus DPM's race mode in my Cup if I had a GT3 in the rear view mirror, I will need all the help I can get!
Amazingly I haven't come up against any GT3 on the track yet. Perhaps the penny is starting to drop about the cost of using such a heavy car on track regularly? For a while GT3s were the one car you could guarantee to see on a trackday.
How much is a set of tyres like the ones Steve Sutcliffe vaporised at Anglesey?
It would be a poor effort from Porsche if the new GT3 didn't offer more performance given the extra cost but all that prestige, luxury and complicated engineering to get around the disadvantages of the engine placement comes at a price.
The GT3RS can only be spectacularly quick when it arrives but will have a price to match. £120-130k basic? Add porsche's unreasonably extortionate extras to that and you're into very serious money.
I would certainly be using the Lotus DPM's race mode in my Cup if I had a GT3 in the rear view mirror, I will need all the help I can get!
Amazingly I haven't come up against any GT3 on the track yet. Perhaps the penny is starting to drop about the cost of using such a heavy car on track regularly? For a while GT3s were the one car you could guarantee to see on a trackday.
How much is a set of tyres like the ones Steve Sutcliffe vaporised at Anglesey?
It would be a poor effort from Porsche if the new GT3 didn't offer more performance given the extra cost but all that prestige, luxury and complicated engineering to get around the disadvantages of the engine placement comes at a price.
The GT3RS can only be spectacularly quick when it arrives but will have a price to match. £120-130k basic? Add porsche's unreasonably extortionate extras to that and you're into very serious money.
Seem to remember that the 991 has a less rearward weight distribution than an Evora, but I assume the extended wheelbase of the Exige S May tip those figures.
Remember the GT3 has a very low engine position compared to the Lotus, and just even the bias, Porsche do fit a sensible size fuel tank at no extra cost, and the Porsche is an internationally Type Approved car, not a small volume car slipping through regulations on by being produced in tiny volumes .
Horses for courses , but I feel I must post to redress your spectacular bias, and I am a long time Lotus owner and enthusiast .
Remember the GT3 has a very low engine position compared to the Lotus, and just even the bias, Porsche do fit a sensible size fuel tank at no extra cost, and the Porsche is an internationally Type Approved car, not a small volume car slipping through regulations on by being produced in tiny volumes .
Horses for courses , but I feel I must post to redress your spectacular bias, and I am a long time Lotus owner and enthusiast .
ravon said:
Seem to remember that the 991 has a less rearward weight distribution than an Evora, but I assume the extended wheelbase of the Exige S May tip those figures.
Remember the GT3 has a very low engine position compared to the Lotus, and just even the bias, Porsche do fit a sensible size fuel tank at no extra cost, and the Porsche is an internationally Type Approved car, not a small volume car slipping through regulations on by being produced in tiny volumes .
Horses for courses , but I feel I must post to redress your spectacular bias, and I am a long time Lotus owner and enthusiast .
I'm fascinated to know why you feel the need to defend Porsche - a vast, highly profitable corporation that churns out more cars in 6 months than Lotus has since 1948!Remember the GT3 has a very low engine position compared to the Lotus, and just even the bias, Porsche do fit a sensible size fuel tank at no extra cost, and the Porsche is an internationally Type Approved car, not a small volume car slipping through regulations on by being produced in tiny volumes .
Horses for courses , but I feel I must post to redress your spectacular bias, and I am a long time Lotus owner and enthusiast .
And why are you picking on Lotus?! I haven't even mentioned them on this thread! It comes across as a complete non-sequitor and strangely insecure for you to start knocking Lotus just because someone doesn't like the new GT3.
What on earth have your unsubstantiated claims about the Evora's weight distribution got to do with anything? Are you terrified that someone might buy an Evora instead of a GT3 because they didn't realise they were rear engined? A very unlikely scenario. And if the 991's weight bias is an improvement in your eyes, then you're admitting that rearward weight bias is not a desirable thing in a sports car, so it seems we have that in common at least. But it rather exposes some inconsistencies in your unyielding devotion to all things porsche.
Do you not realise that Porsche's Vettel-like domination of the market a genuine threat to the few remaining struggling smaller sports car makers? The pickings are so slim for the remaining market share that it's barely a commercial case for developing new sports cars. The new GT3's success is assured already whether or not you try and knock Lotus or anyone else.
I never implied that Steve Sutcliffe can't drive, strange logic to interpret it like that.
The point is that, until this one, the GT3 line had a reputation of being for serious and skilled drivers. Remaining stubbornly manual-only seemed to underline this. London posers could look elsewhere - to an auto Turbo or Carrera Targa or Cabrio. It was part of the appeal of the car. All that stuff about being hard to master, the endless challenge, the great reward was maintained for the GT3 series while the 911 softened year after year.
Looks like someone else who can't tolerate criticism of anything Porsche makes.
Until the perfect car is made, no car is beyond criticism.
The point is that, until this one, the GT3 line had a reputation of being for serious and skilled drivers. Remaining stubbornly manual-only seemed to underline this. London posers could look elsewhere - to an auto Turbo or Carrera Targa or Cabrio. It was part of the appeal of the car. All that stuff about being hard to master, the endless challenge, the great reward was maintained for the GT3 series while the 911 softened year after year.
Looks like someone else who can't tolerate criticism of anything Porsche makes.
Until the perfect car is made, no car is beyond criticism.
I would have given the video a 10 if the car hadn't been white. I have a strong hatred of white cars. That being said, I'm not sure I understand Porsche's decision to go the auto/manual route for the GT3. I thought that the GT3 was aimed at old guys like me that want to track, have fun and refine the skill we've grown over the years. Sure, I maybe a few tenths faster in this vs. the 6/7spd manual/manual but where's the joy in that? I want to play on my track day, practice, toss the car around and have fun. If I was looking for that few tenths I'd buy a full on track/race car, this is supposed to be a sporting, fun, play car...I just don't understand.
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