Get the car to turn in on the brakes, then plant the throttle to keep it moving through the corner while the front end fills up. Basically, everything
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2/3 Walter Rohrl
Your driving is regarded as being very composed and under control. What would you say about it if you had to?
really simple. My strategy is to direct sparingly, gently, and early. Open up the steering as you approach the curve. When you are focused on the work at hand, driving keeps you psychologically fit as well.
Rallies are something you still do as a Porsche ambassador. There, consistency and complete control of the vehicle are the goals, not speed. How far has your ambition gotten away from you in this case?
You have consistently pushed the 1970 Porsche 911 ST to its physical limits while remaining in complete control. What was crucial when you started this car’s high-speed drift?
At high speeds, it was always crucial to sense every movement of the vehicle, countersteer at the proper angle, and time the opening of the steering. Control must be maintained in order to easily exit the drift and enter the straightaway in the rain. It’s either something you get or you don’t.
Your preferred 911 was a 1967 911 2.0 S rally car that you drove in the Bavaria Rally in the 1970s. Why was it your preferred 911?
That it exerted all of its force entirely on the ground. Additionally, it was difficult to maneuver due to its small wheelbase.
a healthy dose of deference and a readiness to always maintain attention on the subject at hand.
Respect is still due, but notably for the high speeds that can now be attained with such ease and are no longer audible because the 911 is so flawless.
Driving a Vintage Air-Cooled 911 Quickly
The majority of reasonably proficient drivers can operate a new Porsche 911 fast thanks to decades of meticulous engineering. 911s are more approachable than ever, yet it takes an expert to get the most out of these vehicles. Although its reputation for difficult handling may be overblown, older 911s do have several peculiarities that require mastery.
However, an early air-cooled 911 rewards like few other vehicles once you get the feel of it. For evidence, just view this video from the UK’s Motor Sport magazine. In it, they demonstrate driving a 1973 911 Carrera 2.7 RS on a track while outlining all of its quirks and the best ways to get around them.
Driving a vintage 911 rapidly is essentially all about controlling its pronounced rear-weight bias. In these cars, you don’t get much front-end grip since so much weight is distributed across the rear axle, which is initially perplexing. As a result, you must benefit from the 911’s superb rear-end traction.
At first, it seems contradictory, but as you gain experience driving an old 911, it starts to make sense and gets better. A car like a 2.7 RS demands patience and practice, but it will all be worthwhile once you do it right the first time.
This material was downloaded from YouTube. At their website, you might be able to discover the same material in a different format or more details.
Do you think the Porsche 911 handles well?
Porsche Porsche 911: Even the first models, which developed a poor reputation because drivers had not yet mastered them. Stunning handling is available in a 911 when approaching slowly and quickly.
Can I drive a Porsche 911 on a regular basis?
Overall, it appears that the majority of the members share the common consensus. Driving a 911 on a daily basis is fine, barring bad weather. But there are a few people who aren’t afraid to pack their 911 with a roof rack and go skiing in it.
What should I know before I drive a Porsche?
The 911 demands a unique method when braking for the curves due to its rear-engine design. Wayne Flynn is the photographer.
ABS Approach:
You might have antilock brakes if you drive a late-model, street-based 911 or a 996 Cup car. If you know how to make the most of them, this isn’t a bad thing.
In Germany, I used to race in the Super Cup and Carrera Cup, and I learned that a little ABS engagement is okay. Here is my primary guiding principle: When braking hard, it’s good to feel a small amount of ABS pulsating through the steering wheel; if you feel ABS through the brake pedal, however, you’re probably applying too much pressure and losing the last 10 to 20 percent of bite.
It’s a fine line, but you should maintain pressure and go further into your hairpins and tight bends if the ABS isn’t kicking back through the pedal. You may be able to extend the previous straight further than you initially believed.
Absent ABS, no issue
Avoid tricking yourself into thinking you have too much forward bias in non-ABS vehicles. Remember that when you turn in, the front of the car will begin to roll, making the inside-front tire very light and vulnerable to locking. To keep that tire spinning as you turn in, practice trailing off the brakes. The driver may need to adjust his approach and driving style to achieve the optimal setup adjustments.
Using the Clutch to Downshift:
I tend to use the clutch for all downshifts on all gearboxes. It’s controversial, but I think using the clutch stabilizes the chassis and lengthens the life of the gearbox.
Also, whether I’m using a conventional gearbox or a sequential one, I’ve never seen a reason to skip gears. I believe it is inefficient and detrimental to the engine to hold down the clutch while slamming through the gears. Additionally, I believe shifting through each gear keeps the platform neutral, which improves handling and braking.
Of course, correct throttle blipping is required with all of this downshifting. If downshifting requires you to blip the throttle to match the revs, your pedal box has to be updated or modified. Borrowing a manual car and spending the day figuring out what it takes is an additional alternative.
It’s absurd, but there are racing professionals out there who are incapable of performing a heel-and-toe downshift. Many of these negative behaviors are caused by excessive left-foot braking; if that describes your driving style, keep in mind that the 911 prefers matched revs on downshifts.
Taking on hairpins
A track’s corners won’t all be quick, and in hairpins the late, hard braker will always prevail. Use the aerodynamics of the high speeds to aid increase brake bite as you first enter the brake pedal.
It’s crucial to concentrate on bleeding off the brakes as you approach the corner to prevent the tires from locking up. Leaning into the tight turns with a little trail-braking pressure will also help the car rotate at the apex. Additionally, it will keep the rear agile and light. Depending on your setup, you should trail brake to a certain extent when entering a hairpin in a 911.
Is the Porsche 911 a trustworthy vehicle?
According to the J.D. Power 2022 U.S. Vehicle Dependability Study (VDS), which was just issued, the Porsche 911 is the model with the best ownership experience. The sports car legend won the study’s top prize for the third time in the last four years, making this the second year in a row that it had done so. In the category of Upper Midsize Premium SUVs, the Porsche Cayenne was rated as the most trustworthy vehicle.
As we persistently focus on meeting and, ideally, exceeding the expectations of our consumers, it is pleasant to see the efforts of so many colleagues, both here in the United States and in Germany, said Kjell Gruner, President and CEO of Porsche Cars North America, Inc. “The top rankings this year for the Porsche 911 and the Cayenne reflect our commitment to designing and delivering exciting vehicles that their owners can rely on, drive after drive,” the company said.
The 33-year-old study counts the problems per 100 vehicles (PP100) that three-year-old automobiles’ original owners encountered in the previous year. A lower rating indicates greater dependability. The research for this year used automobiles from the 2019 model year.
The Porsche 911 had the fewest PP100 of any model across the whole automobile industry with 94. Porsche finished third overall among luxury brands.
Which Porsche 911 generation is the best?
Because it is the newest and best 911, the Porsche 992 ranks in the top 3. It has many advantages, but only time will tell if it becomes a classic like the vehicles mentioned above. There are numerous models and two transmissions—a 7-speed manual transmission and an 8-speed PDK dual clutch transmission—to choose from. The non-turbo engines have a horsepower range of 380 to 450, but if you choose a turbocharged engine, that range can increase to 641 horsepower.
What drawbacks come with owning a Porsche 911?
- It’s a Tiny Car. The Porsche 911 from 2019 is a compact automobile. If you are a Porsche enthusiast, you won’t be surprised by this and probably won’t give it much thought.
- Rear Seats are crowded. Children alone should use the back seats.
- It is Pricey. The price of the 2019 Porsche 911 is high.
Is a Porsche 911 expensive to maintain?
We looked at how frequently the vehicle required major unplanned repair over a three-year period to determine the frequency of major maintenance. This “serious” maintenance item is a costly system breakdown that needs to be repaired (often a part or component costing above $1,000).
It should be emphasized that even while we analyze this data by make and model, driving style, vehicle condition, and mileage undoubtedly affect outcomes. Different frequencies of maintenance are needed depending on the vehicle. While newer cars can go longer between services, older vehicles may require more frequent maintenance.
The frequency score can be used to determine how long a vehicle can go without maintenance. A frequency score reveals how frequently a certain vehicle needs major repair over a three-year period. If an automobile has a maintenance frequency score of 3, for instance, it needs major repairs every year because the score is calculated over a three-year period. The longer it can go without major maintenance services, the closer the frequency score is to 0.
The frequency score for a Porsche 911 is 1.44. This means that the Porsche 911 performs much worse than average given that the industrial average is 1.3. The breakdown of all manufacturers and models is shown in the chart below.
It’s important to note that there are many trustworthy cars that could also need frequent, yet reasonably priced maintenance. For instance, many domestic brands have higher maintenance visits but lower overall costs. This doesn’t imply that cars break down less frequently, but it does show that when they do, the problems are usually fairly simple to remedy, which is perhaps even more significant.
How frequently should I take my Porsche out?
When your car isn’t being used, try to keep the petrol tank full. This reduces the amount of moisture that settles. Take a ten-minute drive in your Porsche every two weeks. To make sure the engine is warm enough and that all the fluids are flowing through it, try to speed up to 50 mph. Keep the recommended pressure in your tires. Consult your vehicle’s manual if you’re unclear of the ideal tire pressure to maintain.
What is the cost of operating a Porsche?
Regular retail drive experiences with a dedicated Porsche Drive Coach cost between $365 and $1,000 per person for a 90-minute driving session. Prices depend on the experience with the chosen car or type.