I believe I have very decent experience with both after driving a 4S w/o for 5 months, a Turbo with everything for 8 months, and now a loaner 4S w/o for 3 weeks.
Whether it’s worthwhile is a matter for each person. Go for it if you want the best and money is not an issue. Go for it if you plan to track it. If not, you can get by just fine without it.
I believe you know your answer as you wrote, “so I don’t mind spending some money on extras.”
But when they say that it “would not add materially to the handling,” your dealer is right.
I always push my cars to the very maximum of their capabilities (and/or mine), thus I’m seeking for the best handling experience. Try it out.
According to what I understand, PTV controls the slip of the diff by software rather than mechanically balancing the axles.
In This Article...
Cornering with PTV and PTV Plus is more dynamic
Porsche Torque Vectoring (PTV) is the ideal complement to the conventional Porsche Stability Management in terms of driving dynamics and driving stability (PSM). There are two variations of the system: using a manual transmission, as PTV with a mechanical differential lock, and for PDK vehicles, as PTV Plus with an electronically controlled, completely variable differential lock To improve the vehicle’s steering behavior and precision during highly dynamic driving, the system essentially uses targeted braking interventions on the inner rear wheel. It has many benefits, particularly when turning around curves. When the driver begins to steer, the inside rear wheel is selectively braked. This indicates that the outside rear wheel has a greater drive torque than the inside wheel. The car experiences a yaw moment due to the difference in torque, which supports the steering even more. The outcome? Significantly better steering behavior and handling. Additionally, PTV Plus uses the differential lock strategically to give a considerably higher level of traction when accelerating out of curves.
Michael1
The Porsche torque vectoring system, which makes use of the back brakes, is somewhat rudimentary. True torque vectoring is not present in the differential. In actuality, it is not even a limited slip electronic differential. Due to the Cayman’s sufficient rear weight bias, a limited slip differential is rarely required. Except in extreme cases, I wouldn’t pay anything for torque vectoring on a Cayman. Keep the brakes on.
a hawk
I agree; in fact, I believe it ought to be the norm. PTV is a less relevant choice for 911, Boxster, and Cayman road-use vehicles than it is for large, heavy 4x4s where the forces of nature inevitably induce the understeer absent from “real” sports cars.
The initial emphasis of the Porsche marketing material has been changed to emphasize how much it enhances everyday driving and enhances steering responsiveness in corners more broadly. Take note of the information on low speeds as well.
It’s not necessary, of course, but if you want your Macan to handle as well as possible, you should choose it.
The makers of sports cars love curves. We constantly fuel the relationship’s fires with our technologies. PTV Plus is an optional system that improves stability and driving dynamics.
It operates in tandem with an electronically controlled rear differential lock and modifies the torque applied to the rear wheels. The inside rear wheel receives light to moderate braking pressure when the vehicle is driven into a turn. As a result, the outside rear wheel receives more drive force, which causes an additional rotational pulse (yaw movement) around the vehicle’s vertical axis. A direct and athletic steering motion results as a result. and great driving enjoyment at every bend and curve.
PTV Plus considerably improves agility and steering precision at low and medium vehicle speeds. The electronically controlled rear differential lock adds further driving stability at high speeds on the straight and in quick turns when the wheels threaten to spin. Additionally, stability is enhanced in wet and snowy conditions as well as on changing grip road surfaces.
Torque vectoring’s drawbacks
Most driving situations won’t profit from it.
You won’t fully experience the benefit of torque vectoring until you drive a car aggressively or on muddy country roads. Therefore, unless you intend to use the technology, it is not worthwhile to purchase a car solely for it.
It’s difficult and pricey.
Torque vectoring can be a pricey option even though it is a feature that many performance automobiles include as standard equipment. If something goes wrong, fixing it is also challenging and pricey.
iliveoncaffiene
Without PTV, it’s rather simple to rotate the backend of the car without any tire squealing because the automobile has an open diff, which allows the tires to spin at various rates (again, open diff).
You will experience less backside rotation and more effective acceleration coming out of a corner with PTV because it will redirect that somewhat more.
I can consistently get my rear to rotate while merging onto a main street from a side street from a stop even though I don’t have PTV in a base Cayman (no tire squeal, just the open diff). PTV, in my opinion, would be worthwhile in an autocross or track environment (or when driving the Cayman over snow). No, not for typical canyon-carving or sporty driving.
What is the purpose of Porsche Torque Vectoring?
What Is the Process of Porsche Torque Vectoring? PTV functions by deftly braking the rear wheels when necessary to deal with the rear differential lock. This feature will moderately provide braking pressure to the inner rear wheel to enable tight cornering.
Subaru, does it have torque vectoring?
The performance versions WRX(r) and WRX STI(r) were the first to include active torque vectoring, which is now a standard feature on all Crosstrek models for 2018. The technology assists in reducing understeer and maintains the car’s desired cornering direction.
What benefit does active torque vectoring offer?
Torque vectoring, to put it simply, is a computerized system that regulates the amount of power your car’s engine or motors deliver to each particular wheel. A car with torque vectoring will have improved traction on slick terrain and be able to accelerate more quickly since it can better manage power.
This task is carried out in various ways by various torque vectoring systems. even though they all aim to achieve the same thing.
Tesla has torque vectoring, right?
After that, the new Tesla driving mode gives complete lateral torque vectoring in the rear. To actively rotate the vehicle during the turn, more or all of the rear torque will be applied to the outside wheel when cornering.
What about torque vectoring on the Taycan?
For variable torque distribution between the rear wheels, the optional Porsche Torque Vectoring Plus (PTV Plus) system uses an electronically controlled differential lock on the rear axle. On the one hand, stopping the inner wheel on the bend can produce more yaw torque on the rear axle. This guarantees an even more nimble steering reaction from the car. On the other hand, it deliberately locks the differential when accelerating out of corners, which increases traction.
Torque vectoring: How does it operate?
With the increase in the number of electric vehicles, the most recent type of torque vectoring is starting to take shape (EVs). Electric torque vectoring may become commonplace as more EVs with AWD capabilities hit the market, despite the fact that it is not currently commercially available.
Two electric motors mounted on one axle are used for electric torque vectoring. As a result, each wheel has its own individual electric motor attached to it. With this configuration, torque vectoring is possible in its most basic form, with independent control provided to each wheel using up to all of the available torque.
Porsche power steering plus: what is it?
“Speed-sensitive power steering is provided by Standard Power steering Plus. While maintaining exceptional comfort, the steering hardens up and responds with more precision at high speeds. The steering ratio is adjusted for simple parking and maneuvering at low speeds.”
Porsche Car Connect: Is it free?
The majority of the Porsche Connect services have a monthly fee. Depending on the model of your car and the plan you select, the cost of your Porsche Car Connect membership will change; however, the majority of packages are free for the first year or longer. Prices begin at $230 annually.
What is the Porsche entry-drive system?
Porsche Entry and Drive allows you to access the luggage regions in addition to unlocking the driver’s door. Simply put your hands in close proximity to the Porsche Crest on the lid of the front luggage box or the logos on the back. Once more, after verification of your encrypted key code, the luggage compartment’s lid will unlock.
Porsche Cayenne PTV: What is it?
We use Porsche’s own materials whenever possible to assist explain some of their more complicated technology. This week, Porsche unveiled a series of movies outlining the advantages of each of its numerous chassis control technology. PTV Plus, or Porsche Torque Vectoring Plus, operates by automatically applying brakes to the inside rear wheel during a turn and locking the rear wheel differential to come out of the turn. Watch the video below to see it in action and gain a better idea.
Check out this post to see how a 911 with simply PTV compares to two other 911s (one with PTV and Sport Chrono and one with PTV, Sport Chrono, and PDCC).
PDCC stands for Porsche dynamic chassis control.
Porsche Dynamic Chassis Control (PDCC) – what is it? Active roll stabilization is used by Porsche Dynamic Chassis Control to minimize lateral body movement during cornering. It can help reduce the vehicle’s lateral instability on uneven surfaces.
What Porsche models use rear-wheel steering?
911 GT3 Porsche Porsche first installed an active rear steering system in the 918 Spyder, but the first reasonably priced variant was the 911 GT3 from the 991 period.
How does the rear wheel steering on a Porsche work?
I enjoy using the Porsche configurator to create my “fairly reasonable Porsche dream car” for fun. While purchasing a GT3 is out of the question for me financially, I can still achieve some of the performance without the high cost. Only performance-related options, such rear-axle steering, PASM, PDCC, and Sport Chrono, would be available on my ideal car.
In 2013, the 918 Spyder became the first car to feature active rear-axle steering. Before it was made available on the 991.1 GT3, we had to wait a few years. Since this technology has been in use for ten years, you no longer need to buy a supercar or GT3 to benefit from it. That option is available for a 911 Carrera S. Yes, the incredibly powerful option only raises the price of a new 911 Carrera S by $2,090. This may be old news to some, but I believe it is important to reiterate for those who have recently joined the Porsche community or who want to do so.
It’s no secret that the 911 has grown broader and longer as it has become a vehicle with ever-improving performance. Porsche used a lot of what it learnt from its racing program to its street cars. Cars that are longer and wider are more stable at high speeds. The 911 did, however, lose some of its lower-speed agility as the wheelbase extended. On a race car, this is altered by an aggressive alignment and the driver’s capacity to turn the vehicle simply by adjusting the throttle. Rear-axle steering is a convenient option for those of us who are not experts.
In order to boost stability, the rear wheels of this depiction of a G2 Panamera turn in the same direction as the front wheels (to the left) at greater speeds. To promote agility, the rear wheels rotate at slower rates in the opposite direction from the front wheels (right).
It has a clever but relatively basic mechanism. The rear wheels will steer in the opposite direction from the front wheels at speeds of 31 mph or less. The wheelbase is shortened as a result. Your 992 will feel more nimble at low speeds, similar to an older 911.
Over 50 mph causes the back tires to steer in the same direction as the fronts, extending the wheelbase rather than decreasing it. This results in even greater stability when cornering at high speeds.
Rear-axle steering is an option for the 992 Carrera range (seen in the top photo). The rear-steer system of the 992 is seen above.
Imagine getting the best of both worlds in this situation. The high speed steadiness of more recent models combined with all the low-speed agility of, example, an early 911. Now, compared to the front tires, the rear tires will only turn marginally. However, this is sufficient to shorten turning distances and even facilitate parallel parking.
Therefore, a vehicle with rear axle steering will undoubtedly improve your driving experience, whether you are constructing your own Porsche dream car or simply looking for a pre-owned model.