It was also equipped with the Sport Chrono Package adding an analog timer on the dash. More importantly, the Chrono Package electronically alters the engine mapping, throttle response and the stability control for a sportier driving experience when in "Sport" mode. New for is an additional "Sport Plus" mode with "Launch Control" and a new "motorsport-derived gearshift strategy" with shift times and engine speeds optimized for use on the racetrack.
In that configuration, you get brake-induced downshifts or the driver can override them with the steering wheel controls while the computer controls instantaneous upshifts coming out of the corners.
With a lower ride height and PASM, the shock damping was much improved and the body roll tolerable. The track's two dozen corners were much less intimidating when each shift was performed flawlessly by PDK, and our lap times felt much faster. While Porsche was mum on the subject, we can't wait to sample the GT2 and GT3 with PDK the transmission is compatible with the limited-slip differential.
Let loose at the track and pointed back to the hotel, we took a circuitous route through a mountain pass before heading towards Park City. Around town, with the transmission in Drive and both sport buttons off, PDK jumps up through the gears in an exercise of efficiency.
A slight increase in pressure on the throttle drops the gears optimally for passing. On the highway, the coupe is an effortless cruiser that must be restrained from triple-digits. In fact, the PDK gearing is so tall that mph is only spinning the engine slightly more than 2, rpm redline in 7th is geared something north of mph — if it were plausible.
There's a bit of tire roar in the cabin, but it's expected with wide mm tires on the rear wheels. The seats are comfortable for our 6-foot 2-inch frame and outward visibility — always a strength of the Carrera — is excellent. While we toyed with the all-new iPod interface in the paddock, we enjoyed the muted sound from the engine on the road and kept the audio system off. Our new touch-screen NAV was disconnected, so we never had a chance to check it out. The two-lane road was smooth and lightly traveled as it disappeared into the mountains before dumping us on the other side of the pass.
With the PDK in "Sport" mode, light throttle applications were met with instantaneous downshifts sometimes skipping several gears when we asked for more power. PDK was intuitive enough to hold the gears until we lifted off the throttle.
Passing slower vehicles was easy as the transmission would drop the engine directly into the meat of its power band. We also tried the "Sport Plus" mode in the canyons. It automatically drops the PDK into a lower gear locks out 7th and intensifies the shift. With the road surface getting worse, we threw it back into "Sport" mode for the last hour of the drive and were very happy with the compromise.
We've spent time with other dual-clutch transmissions, and Porsche's PDK seems to lead the pack in refinement — maybe it was a calculated move to arrive late to market. It will masquerade as a smooth slushbox when requested, yet it snap necks when called to perform.
While Porsche offers consumers some exciting changes to the Porsche Carrera, our thoughts kept drifting back to the gearbox. Simple cosmetics and new engines be shunned, all are simply overshadowed by the excellent new PDK dual-clutch transmission.
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And free is good, right? If you'd be so kind as to allow our site, we promise to keep bringing you great content. Thanks for that. And thanks for reading Autoblog. Michael Harley. For the all-wheel-drive Carrera 4, it amounted to 4. The extent to which Porsche has optimized its dual-clutch transmission from generation to generation is demonstrated by the current Carrera 4S. The eight-speed PDK comes standard, and gear changes now take place in milliseconds.
The result: the sports car accelerates from 0 to kmh in 3. That would be out of the question with a manually shifted car. It was also thanks to the PDK that a Porsche Carrera was able to crack the ten-liter barrier for the first time, coming in at 9. And today the PDK II is even more efficient than its predecessor—despite weighing twenty kilograms more. But then it has to fulfill quite distinct requirements as well. Moreover, this newly designed transmission type is built for use in electrified vehicles.
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When developing the , Porsche turned to ZF to supply a fully automatic transmission. Later, Tiptronic-equipped cars inherited confusing steering-wheel-mounted thumb switches for up- and downshifts that survive to this day on some automatic Porsche models. Paddles are better, and it seems the company finally agrees, as we have heard that the thumb switches soon will go the way of Sportomatic. It first appeared in a testing capacity as a five-speed in the race car in before later migrating to the pictured above , in which it won its first race at Monza in The transmission was a complicated monster.
The race cars had a clutch pedal for launching the car from rest; a complex array of electrohydraulic actuators handled shifting and clutching duties once underway. Drivers expressed frustration at sequential shifting—so, only being able to move up and down one gear at a time—but they could preselect other gears using a steering-wheel switch. At the time, driving with PDK was just as mind-consuming as operating a manual.
Besides requiring a learning curve, PDK was only reliable in the sense that it would reliably explode every so often, chucking shafts, gears, actuators, and the like all over the racetrack.
There were several attempts, from a test fitment to a S to a production-intent integration of PDK into the Turbo.
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