RE: 2019 Porsche 718 Cayman GT4 | Driven
Discussion
EPAS is what emissions regulations dictates, If you want a new car you have to accept it's going to have EPAS and no matter how good it is, it's never going to be as good as many of the old hydraulic systems.
You can convince yourself it's acceptable but you can't kid yourself that it's good.
You can convince yourself it's acceptable but you can't kid yourself that it's good.
Never done reading about people moaning about downsized engines, everything going turbo, no manual option etc. Porsche build a version of one of their models that ups the cylinder count and displacement and give it a manual box and folk still moan. I can't actually believe someone said they'd take an A45s over this. Might as well just save your money, stay home and play Forza.
A PDK GTS may very well be lighter and may even be 2 octoseconds quicker round some insignificant track somewhere. Sunny day, clear stretch of Scotlands finest B roads in front of me... give me the keys to that manual GT4.
A PDK GTS may very well be lighter and may even be 2 octoseconds quicker round some insignificant track somewhere. Sunny day, clear stretch of Scotlands finest B roads in front of me... give me the keys to that manual GT4.
nunpuncher said:
Never done reading about people moaning about downsized engines, everything going turbo, no manual option etc. Porsche build a version of one of their models that ups the cylinder count and displacement and give it a manual box and folk still moan. I can't actually believe someone said they'd take an A45s over this. Might as well just save your money, stay home and play Forza.
A PDK GTS may very well be lighter and may even be 2 octoseconds quicker round some insignificant track somewhere. Sunny day, clear stretch of Scotlands finest B roads in front of me... give me the keys to that manual GT4.
Although I agree with this, I do also sympathise with the gear ratio and EPS criticism.A PDK GTS may very well be lighter and may even be 2 octoseconds quicker round some insignificant track somewhere. Sunny day, clear stretch of Scotlands finest B roads in front of me... give me the keys to that manual GT4.
EPS - Porsche have a back catalogue of great steering feel. A backward step is just never tastes good.
Gear ratios - this has a huge effect on how the car drives on a public road, and is just the product of a decision. The most positive argument for the gear ratios is "it doesn't bother me". There is no argument that an 85mph 2nd is somehow better than a 60mph 2nd.
Imagine the GT4 with a sensible set of ratios and 987 steering feel. Such a good car, tantalisingly out of grasp. (No, obviously I haven't driven it to judge the steering feel, but it wont be as good as the best old Hydraulic systems).
RedSwede said:
nunpuncher said:
Never done reading about people moaning about downsized engines, everything going turbo, no manual option etc. Porsche build a version of one of their models that ups the cylinder count and displacement and give it a manual box and folk still moan. I can't actually believe someone said they'd take an A45s over this. Might as well just save your money, stay home and play Forza.
A PDK GTS may very well be lighter and may even be 2 octoseconds quicker round some insignificant track somewhere. Sunny day, clear stretch of Scotlands finest B roads in front of me... give me the keys to that manual GT4.
Although I agree with this, I do also sympathise with the gear ratio and EPS criticism.A PDK GTS may very well be lighter and may even be 2 octoseconds quicker round some insignificant track somewhere. Sunny day, clear stretch of Scotlands finest B roads in front of me... give me the keys to that manual GT4.
EPS - Porsche have a back catalogue of great steering feel. A backward step is just never tastes good.
Gear ratios - this has a huge effect on how the car drives on a public road, and is just the product of a decision. The most positive argument for the gear ratios is "it doesn't bother me". There is no argument that an 85mph 2nd is somehow better than a 60mph 2nd.
Imagine the GT4 with a sensible set of ratios and 987 steering feel. Such a good car, tantalisingly out of grasp. (No, obviously I haven't driven it to judge the steering feel, but it wont be as good as the best old Hydraulic systems).
Perhaps if Porsche could offer a 'track pack option' or similar marketing stuff which offered a shorter set of gear ratios.. Lotus did this with some Evora's, offering a 'normal' ration gearbox (from a diesel) and a sport option which has lower ratios in some of the gears. Would this still allow the model to pass relevant industry tests and produce the mostly pointless internet stats..?
RedSwede said:
nunpuncher said:
Never done reading about people moaning about downsized engines, everything going turbo, no manual option etc. Porsche build a version of one of their models that ups the cylinder count and displacement and give it a manual box and folk still moan. I can't actually believe someone said they'd take an A45s over this. Might as well just save your money, stay home and play Forza.
A PDK GTS may very well be lighter and may even be 2 octoseconds quicker round some insignificant track somewhere. Sunny day, clear stretch of Scotlands finest B roads in front of me... give me the keys to that manual GT4.
Although I agree with this, I do also sympathise with the gear ratio and EPS criticism.A PDK GTS may very well be lighter and may even be 2 octoseconds quicker round some insignificant track somewhere. Sunny day, clear stretch of Scotlands finest B roads in front of me... give me the keys to that manual GT4.
EPS - Porsche have a back catalogue of great steering feel. A backward step is just never tastes good.
Gear ratios - this has a huge effect on how the car drives on a public road, and is just the product of a decision. The most positive argument for the gear ratios is "it doesn't bother me". There is no argument that an 85mph 2nd is somehow better than a 60mph 2nd.
Imagine the GT4 with a sensible set of ratios and 987 steering feel. Such a good car, tantalisingly out of grasp. (No, obviously I haven't driven it to judge the steering feel, but it wont be as good as the best old Hydraulic systems).
RacerMike said:
But anyone saying the EPAS in the current Porsches is rubbish clearly hasn't driven one. They have fantastic steering feel, even when judged against their back catalogue. As I said in my previous post, the current EPAS is actually closer to the feel in the older cars. The 997 and 987 had more noise from road surfaces in them, but it's arguable whether this is good steering feel or not and it was certainly more 'corrupted' than the 964 I drove recently which felt almost identical to the 991 GT3 RS I had a go in a few months ago.
Can't agree with that. 'fantastic' is a bit of a stretch to describe the current epas. It's alright to be fair, some of the criticism is overblown and it isn't rubbish but it's not as good as something like the 997 or 996 gt3s imo. on the gt4 on track with hot tyres, I was never as sure where the front was compared to one of the older gt3s for example. To be fair on the road I had no issue with the gt4 though, just on track for me it definitely lacked something compared to a hydraulic assisted car.RacerMike said:
But anyone saying the EPAS in the current Porsches is rubbish clearly hasn't driven one. They have fantastic steering feel, even when judged against their back catalogue. As I said in my previous post, the current EPAS is actually closer to the feel in the older cars. The 997 and 987 had more noise from road surfaces in them, but it's arguable whether this is good steering feel or not and it was certainly more 'corrupted' than the 964 I drove recently which felt almost identical to the 991 GT3 RS I had a go in a few months ago.
There are two possibilities - one is that as you state, they haven't driven one. Or the other is that they are of a different opinion. I actually a) like the chatter for use on the road, where that can give a good indication of how the car is reacting to the various lumps/bumps, b) do find the loading more transparent with the hydraulic system and c) find the hydraulic far, far closer in feel to pre-power-steering 911s.Edited to add - it's not all about performance, ether. An involving, chattery steering can be looked on with the same view as PDK vs Manual. The PDK can deliver faster results, and it would be difficult to argue for a manual if you only cared about times and performance. But a manual gives interaction and involvement with the process. A chattery steering draws you into the process.
Edited by RedSwede on Monday 15th July 11:58
I really like the sound of this, pretty much the dream machine for me, in terms of what is practical enough for road use, could conceivably be affordable at some point (within the realms of possibility at least), and what I would dare to dream of.
I really like the look of the Cayman and the GT4 additions make it even better, it would seem a relatively exotic proposition without being too OTT. High reving NA, 6 speed manual, RWD, and 420 horse which is more than ample, that's got to be all the boxes ticked here...
I really like the look of the Cayman and the GT4 additions make it even better, it would seem a relatively exotic proposition without being too OTT. High reving NA, 6 speed manual, RWD, and 420 horse which is more than ample, that's got to be all the boxes ticked here...
RedSwede said:
RacerMike said:
But anyone saying the EPAS in the current Porsches is rubbish clearly hasn't driven one. They have fantastic steering feel, even when judged against their back catalogue. As I said in my previous post, the current EPAS is actually closer to the feel in the older cars. The 997 and 987 had more noise from road surfaces in them, but it's arguable whether this is good steering feel or not and it was certainly more 'corrupted' than the 964 I drove recently which felt almost identical to the 991 GT3 RS I had a go in a few months ago.
There are two possibilities - one is that as you state, they haven't driven one. Or the other is that they are of a different opinion. I actually a) like the chatter for use on the road, where that can give a good indication of how the car is reacting to the various lumps/bumps, b) do find the loading more transparent with the hydraulic system and c) find the hydraulic far, far closer in feel to pre-power-steering 911s.Edited to add - it's not all about performance, ether. An involving, chattery steering can be looked on with the same view as PDK vs Manual. The PDK can deliver faster results, and it would be difficult to argue for a manual if you only cared about times and performance. But a manual gives interaction and involvement with the process. A chattery steering draws you into the process.
Edited by RedSwede on Monday 15th July 11:58
RacerMike said:
But anyone saying the EPAS in the current Porsches is rubbish clearly hasn't driven one. They have fantastic steering feel, even when judged against their back catalogue. As I said in my previous post, the current EPAS is actually closer to the feel in the older cars. The 997 and 987 had more noise from road surfaces in them, but it's arguable whether this is good steering feel or not and it was certainly more 'corrupted' than the 964 I drove recently which felt almost identical to the 991 GT3 RS I had a go in a few months ago.
I have driven a 991.1 GTS and a 991.2 GTS and I would never describe the 991 generation cars as having fantastic steering feel. I daily drive a 996 and the steering is night and day compared to a 991. I can't speak for the 992 but I'd be amazed if the Porsche engineers have made such huge advances since the 991 that it's nowl like the old hydraulic systems.However, I'm realistic about my expectations from EPAS, I understand that the manufacturers hands are tied due to regulations. I won't kid myself the systems are as good as the old ones and I only think it's worth complaining if they are particularly bad.... such as the s
t BMW currently uses.Racermike,
I highly recommend this evo article from last year. It really touches on how the implementation of steering systems is just as important as the type of system used. Note how Lotus have increased their wheel and tire sizes dramatically as well as making their cars much more for track use than road.
"The next day starts frosty. You get a warm feeling being in the GT430; it’s the best built of all the Evoras I’ve tried, with such a reassuring sense of quality and integrity. However, heading east on the A5 out of Betws-y-Coed, up the twists between the stone walls, I’m feeling for icy patches, which again highlights the Lotus’s lack of feel. The weight, smoothness and directness of the steering are spot on, but it lacks that crucial amount of feedback that gives confidence. Further out, pressing on, the weighting becomes a fraction light and inputs reveal a light front, heavy rear balance of masses that tempers your pace a little."
https://www.evo.co.uk/porsche/911-gt3/21697/porsch...
I highly recommend this evo article from last year. It really touches on how the implementation of steering systems is just as important as the type of system used. Note how Lotus have increased their wheel and tire sizes dramatically as well as making their cars much more for track use than road.
"The next day starts frosty. You get a warm feeling being in the GT430; it’s the best built of all the Evoras I’ve tried, with such a reassuring sense of quality and integrity. However, heading east on the A5 out of Betws-y-Coed, up the twists between the stone walls, I’m feeling for icy patches, which again highlights the Lotus’s lack of feel. The weight, smoothness and directness of the steering are spot on, but it lacks that crucial amount of feedback that gives confidence. Further out, pressing on, the weighting becomes a fraction light and inputs reveal a light front, heavy rear balance of masses that tempers your pace a little."
https://www.evo.co.uk/porsche/911-gt3/21697/porsch...
Edited by jl4069 on Monday 15th July 19:13
jl4069 said:
Racermike,
I highly recommend this evo article from last year. It really touches on how the implementation of steering systems is just as important as the type of system used. Note how Lotus have increased their wheel and tire sizes dramatically as well as making their cars much more for track use than road.
"The next day starts frosty. You get a warm feeling being in the GT430; it’s the best built of all the Evoras I’ve tried, with such a reassuring sense of quality and integrity. However, heading east on the A5 out of Betws-y-Coed, up the twists between the stone walls, I’m feeling for icy patches, which again highlights the Lotus’s lack of feel. The weight, smoothness and directness of the steering are spot on, but it lacks that crucial amount of feedback that gives confidence. Further out, pressing on, the weighting becomes a fraction light and inputs reveal a light front, heavy rear balance of masses that tempers your pace a little."
https://www.evo.co.uk/porsche/911-gt3/21697/porsch...
As with all human machine interface parts of a car, they’re tuned by a human (hopefully!) and as you say, the fact that it’s HPAS or EPAS is less important than how its tuned. It’s probably no coincidence that Lotus’ dynamics have gone down hill as most of the guys who worked there are now at either Aston or Dyson!I highly recommend this evo article from last year. It really touches on how the implementation of steering systems is just as important as the type of system used. Note how Lotus have increased their wheel and tire sizes dramatically as well as making their cars much more for track use than road.
"The next day starts frosty. You get a warm feeling being in the GT430; it’s the best built of all the Evoras I’ve tried, with such a reassuring sense of quality and integrity. However, heading east on the A5 out of Betws-y-Coed, up the twists between the stone walls, I’m feeling for icy patches, which again highlights the Lotus’s lack of feel. The weight, smoothness and directness of the steering are spot on, but it lacks that crucial amount of feedback that gives confidence. Further out, pressing on, the weighting becomes a fraction light and inputs reveal a light front, heavy rear balance of masses that tempers your pace a little."
https://www.evo.co.uk/porsche/911-gt3/21697/porsch...
Edited by jl4069 on Monday 15th July 19:13
RacerMike said:
As with all human machine interface parts of a car, they’re tuned by a human (hopefully!) and as you say, the fact that it’s HPAS or EPAS is less important than how its tuned. It’s probably no coincidence that Lotus’ dynamics have gone down hill as most of the guys who worked there are now at either Aston or Dyson!
Dyson indeed. Sad to witness the slow demise of the small and light performance road car. Looking forward to see what Gordon Murray can pull out of his hat. Its worth noting is that Porsche may have a easier time imbuing the 911's with good steering feel, as there is even less need for electric assistance with so little weight up front. I'm still not convinced that cars with lots of weight over the front wheels can work so well with EPAS. Still not aware of even one that provides such a thing. j
Correct me if I'm wrong, but I understand the fundamental HPAS/EPAS difference as:
In HPAS, the engineering effort is to make sure the forces on the tyres are fed back through the rack to the steering wheel. I suppose this is done through the design of the rack, level of assistance and suspension geometry.
With EPAS, virtually nothing is fed back from the tyres to the steering wheel (although of course there is a solid connection). Through strain gauges etc, the forces are measured, a response computed, and force fed into the steering wheel through motors.
EPAS feedback is therefore an engineers interpretation, improving all the time, but not yet the same as HPAS. And the other factor - do the manufacturers think they can actually sell more cars with non-HPAS feel? Is a smoother, less busy wheel what will impress the average buyer more (in general terms).
BTW - I own an EPAS Porsche and live and can live with it, I just wish it was different!
In HPAS, the engineering effort is to make sure the forces on the tyres are fed back through the rack to the steering wheel. I suppose this is done through the design of the rack, level of assistance and suspension geometry.
With EPAS, virtually nothing is fed back from the tyres to the steering wheel (although of course there is a solid connection). Through strain gauges etc, the forces are measured, a response computed, and force fed into the steering wheel through motors.
EPAS feedback is therefore an engineers interpretation, improving all the time, but not yet the same as HPAS. And the other factor - do the manufacturers think they can actually sell more cars with non-HPAS feel? Is a smoother, less busy wheel what will impress the average buyer more (in general terms).
BTW - I own an EPAS Porsche and live and can live with it, I just wish it was different!
RedSwede said:
Correct me if I'm wrong, but I understand the fundamental HPAS/EPAS difference as:
In HPAS, the engineering effort is to make sure the forces on the tyres are fed back through the rack to the steering wheel. I suppose this is done through the design of the rack, level of assistance and suspension geometry.
With EPAS, virtually nothing is fed back from the tyres to the steering wheel (although of course there is a solid connection). Through strain gauges etc, the forces are measured, a response computed, and force fed into the steering wheel through motors.
EPAS feedback is therefore an engineers interpretation, improving all the time, but not yet the same as HPAS. And the other factor - do the manufacturers think they can actually sell more cars with non-HPAS feel? Is a smoother, less busy wheel what will impress the average buyer more (in general terms).
BTW - I own an EPAS Porsche and live and can live with it, I just wish it was different!
You are correct. It seems a few people here don't understand how EPAS works and is therefor by it's very nature lacking in feedback.In HPAS, the engineering effort is to make sure the forces on the tyres are fed back through the rack to the steering wheel. I suppose this is done through the design of the rack, level of assistance and suspension geometry.
With EPAS, virtually nothing is fed back from the tyres to the steering wheel (although of course there is a solid connection). Through strain gauges etc, the forces are measured, a response computed, and force fed into the steering wheel through motors.
EPAS feedback is therefore an engineers interpretation, improving all the time, but not yet the same as HPAS. And the other factor - do the manufacturers think they can actually sell more cars with non-HPAS feel? Is a smoother, less busy wheel what will impress the average buyer more (in general terms).
BTW - I own an EPAS Porsche and live and can live with it, I just wish it was different!
There also seems to be a lack of understanding of why every car has EPAS these days. Simply put, fitting EPAS is an easy way to reduce emissions. You will probably never see it in a new car again.
nunpuncher said:
RedSwede said:
Correct me if I'm wrong, but I understand the fundamental HPAS/EPAS difference as:
In HPAS, the engineering effort is to make sure the forces on the tyres are fed back through the rack to the steering wheel. I suppose this is done through the design of the rack, level of assistance and suspension geometry.
With EPAS, virtually nothing is fed back from the tyres to the steering wheel (although of course there is a solid connection). Through strain gauges etc, the forces are measured, a response computed, and force fed into the steering wheel through motors.
EPAS feedback is therefore an engineers interpretation, improving all the time, but not yet the same as HPAS. And the other factor - do the manufacturers think they can actually sell more cars with non-HPAS feel? Is a smoother, less busy wheel what will impress the average buyer more (in general terms).
BTW - I own an EPAS Porsche and live and can live with it, I just wish it was different!
You are correct. It seems a few people here don't understand how EPAS works and is therefor by it's very nature lacking in feedback.In HPAS, the engineering effort is to make sure the forces on the tyres are fed back through the rack to the steering wheel. I suppose this is done through the design of the rack, level of assistance and suspension geometry.
With EPAS, virtually nothing is fed back from the tyres to the steering wheel (although of course there is a solid connection). Through strain gauges etc, the forces are measured, a response computed, and force fed into the steering wheel through motors.
EPAS feedback is therefore an engineers interpretation, improving all the time, but not yet the same as HPAS. And the other factor - do the manufacturers think they can actually sell more cars with non-HPAS feel? Is a smoother, less busy wheel what will impress the average buyer more (in general terms).
BTW - I own an EPAS Porsche and live and can live with it, I just wish it was different!
There also seems to be a lack of understanding of why every car has EPAS these days. Simply put, fitting EPAS is an easy way to reduce emissions. You will probably never see it in a new car again.
Here is a very nice explanation on Hpas vs Epas, from John Simister (a tech editor at evo from a few years back) by way of his interview with Matt Taylor from Prodrive..Note what the top engineer from VW said about how EPAS could be improved with drive by wire systems. I note that it could be that Porsche is actually using some of that tech now but with an incomplete drive by wire system:
"Heres an analysis of electro- mechanical and hydraulic systems from a little thread on the evo site from simister...
"You're right about the rotational inertia, which I did mention in the story. Prodrive's Matthew Taylor does know what he's talking about, though, and it was he who made the analogy about helping your arm to push an object or pulling the object away from you. EPAS does sense movement rather than force, typically using a magnetic Hall-effect sensor which measures angular displacement of the column against the pinion shaft as the torsion bar between them flexes. The more movement, the greater the torque applied to the motor within the constraints of the ECU's programming. You turn the steering wheel, the motor's efforts follow. Obviously more movement comes from more force at the steering wheel, but the movement is what the system responds to and calculates from.
In a hydraulic system, which uses a similar torsion-bar arrangement between the column and the pinion shaft, the angular displacement between the two caused by the turning torque progressively opens a valve, which lets through the oil pressurised by the hydraulic pump into the hydraulic ram that helps move the rack. The end result is the same, but the hydraulic system gives an immediate connection (less so if it's powered by an electric pump less able to provide truly instant pressure) so you can say it responds directly to force. It's a subtle distinction, I admit. Perhaps I'll have another chat with Matthew.
The erudite Dr Ulrich Eichhorn, in his days at VW R&D, told me that his team had developed a steer-by-wire system with, he said, amazing feel and feedback. This was achieved, if I remember correctly, by using transducers on fractionally flexible joints in the trackrods which sent a signal back to the steering wheel's own transducer as forces acted on the trackrods. The signal applied a reactive torque to the steering wheel as the forces acting on the trackrods changed. As the steering wheel had no mechanical connection to the steering motor, there were no problems of rotational inertia. I hope we'll try something like this one day, but it will be a while before legislation allows steer-by-wire in production cars.
John S"
I'll Highlight: "The end result is the same, but the hydraulic system gives an immediate connection (less so if it's powered by an electric pump less able to provide truly instant pressure)"
"Heres an analysis of electro- mechanical and hydraulic systems from a little thread on the evo site from simister...
"You're right about the rotational inertia, which I did mention in the story. Prodrive's Matthew Taylor does know what he's talking about, though, and it was he who made the analogy about helping your arm to push an object or pulling the object away from you. EPAS does sense movement rather than force, typically using a magnetic Hall-effect sensor which measures angular displacement of the column against the pinion shaft as the torsion bar between them flexes. The more movement, the greater the torque applied to the motor within the constraints of the ECU's programming. You turn the steering wheel, the motor's efforts follow. Obviously more movement comes from more force at the steering wheel, but the movement is what the system responds to and calculates from.
In a hydraulic system, which uses a similar torsion-bar arrangement between the column and the pinion shaft, the angular displacement between the two caused by the turning torque progressively opens a valve, which lets through the oil pressurised by the hydraulic pump into the hydraulic ram that helps move the rack. The end result is the same, but the hydraulic system gives an immediate connection (less so if it's powered by an electric pump less able to provide truly instant pressure) so you can say it responds directly to force. It's a subtle distinction, I admit. Perhaps I'll have another chat with Matthew.
The erudite Dr Ulrich Eichhorn, in his days at VW R&D, told me that his team had developed a steer-by-wire system with, he said, amazing feel and feedback. This was achieved, if I remember correctly, by using transducers on fractionally flexible joints in the trackrods which sent a signal back to the steering wheel's own transducer as forces acted on the trackrods. The signal applied a reactive torque to the steering wheel as the forces acting on the trackrods changed. As the steering wheel had no mechanical connection to the steering motor, there were no problems of rotational inertia. I hope we'll try something like this one day, but it will be a while before legislation allows steer-by-wire in production cars.
John S"
I'll Highlight: "The end result is the same, but the hydraulic system gives an immediate connection (less so if it's powered by an electric pump less able to provide truly instant pressure)"
Edited by jl4069 on Tuesday 16th July 16:57
I love all this whimpering about EPAS.
My Lotus Esprit had no power steering at all. Brilliant feel on the move and ferociously heavy for parking.
"The heavy steering characteristic is very apparent on any Lotus Esprit fitted with a manual rack when parking and at slow speed.
This is quite normal as there are a number of components that influence the drivers experience at the steering wheel .
1) Size of wheels and tyres installed (ultimately determines of tyre contact surface area)
From experience, there is a trend to increase wheel and tyre width on any Esprit and this will increase the amount of effort required to turn the steering wheel.
Altering the wheel and tyre combination can have a significant effect on ride quality, handling, and what the driver experiences through the steering wheel.
2) Tyre pressures
Tyre pressures have a profound effect on rolling resistance and how any Lotus Esprit handles.
For example a soft or flat tyre makes it a difficult task to move a Lotus Esprit.
Modern tyres have a much higher recommended operating pressure compared to the original equipment.
Using the pressures recommended by Lotus when your Esprit was first manufactured, will most likely result in a pressure that will be too low and heavy steering will result."
Modern steering geometry and tyre specifications would render many modern cars undriveable without some sort of steering power assistance. Boxster/Cayman included.
My Lotus Esprit had no power steering at all. Brilliant feel on the move and ferociously heavy for parking.
"The heavy steering characteristic is very apparent on any Lotus Esprit fitted with a manual rack when parking and at slow speed.
This is quite normal as there are a number of components that influence the drivers experience at the steering wheel .
1) Size of wheels and tyres installed (ultimately determines of tyre contact surface area)
From experience, there is a trend to increase wheel and tyre width on any Esprit and this will increase the amount of effort required to turn the steering wheel.
Altering the wheel and tyre combination can have a significant effect on ride quality, handling, and what the driver experiences through the steering wheel.
2) Tyre pressures
Tyre pressures have a profound effect on rolling resistance and how any Lotus Esprit handles.
For example a soft or flat tyre makes it a difficult task to move a Lotus Esprit.
Modern tyres have a much higher recommended operating pressure compared to the original equipment.
Using the pressures recommended by Lotus when your Esprit was first manufactured, will most likely result in a pressure that will be too low and heavy steering will result."
Modern steering geometry and tyre specifications would render many modern cars undriveable without some sort of steering power assistance. Boxster/Cayman included.
Gassing Station | General Gassing | Top of Page | What's New | My Stuff