Originally Posted by NineBall

I absolutely believe a 997 or 991 TT-S will beat the C7Z06 on the highway, and from a stop. Many people aren't informed about the Porsche, and how fast/quick they actually are. Likely because the price is out of their realm of consideration. They are legit 10.7-10.8 ET cars, and trap 127-128 mph, regularly. Right off the showroom floor.

I also posted that video of me running door to door with the TT-S in my Viper. It was the closest race I've ever had, stock vs stock. If I could easily walk away from the C7Z in 4th gear, so would the TT-S. And the ZR1. Just wait until some others begin posting videos of the ZR1, because with equal drivers, I have zero doubt the ZR1 pulls the C7Z, just like the Viper did.

All of this disappointment stems from the magazines and media hype surrounding the Z06. Had they portrayed the car simply as an improved Z06 (it is), instead of the world champion of sportscars that would even dominate the previous ZR1, then nobody would be so disappointed. I fell for the hype, and so did you. Now we are seeing reality, and it is difficult for some to accept. Sure, the C7Z should be more than capable of some great lap times, that is what the car was designed for. But, many owners will never experience that joy, unfortunately. But, these highway battles do get attention, as that is where most car enthusiasts tend to meet up.

Hey Carlos, TAG! You're it

Originally Posted by heavychevy

No but it's give a little take a little. No other sports car has track warranty coverage for part failures and 100k miles on the drivetrain. I don't like it either, but when looking at it from their perspective it's hard not to understand it.

One of the fastest cars around, even when timing cut, warranty on track and 100k miles. I'll be honest, the car Andy, Randy and Tommy lapped at road atlanta was cutting timing and running 1:29's. I have yet to see a bone stock car within 3-4 seconds of that.

So for someone like me, that shoe fits.

Originally Posted by DerStig

I highly doubt the Z06 will take a GT3 or a TTS in a tecnical track.

Originally Posted by RedZ4me

Thanks for the........oh wait, no videos.

Originally Posted by Tool Hoarder

My understanding was always that a roots simply moved air w/o pressurizing it. The boost was created by simply moving more air into the engine. A "twin screw" actually pressurizes the air between the rotors right?

http://kennebell.net/KBWebsite/Commo...romcatalog.pdf

Originally Posted by DerStig

I am most likely going to buy a Z06 regardless of what issues it has and how much I complain. Simply because it is the only option out there with a manual transmission. Porsche does not make a manual GT3 anymore. Z06 is also the only car which comes as a coupe but you can take the top off. You get so much more with the Z06. Forget the money and the performance. I want manual, period.

Also last time I checked Porsche don't have basic features like HUD or PDR. So yes we can talk and talk here about how much Z06 has been a disappointment, but we all would be idiots to pass it over.

Originally Posted by Snorman

Who is likely to be more objective here? People who have the car on order/in their garage or those who want to sell tunes, cold air kits and other upgrades to them?

The data will tell the story.
S.

Originally Posted by MavsAK

Than any 911.
It's physics. The only thing holding the mid engine pcars back is Porsche's brand protection, and gimping it's hp so it doesn't completely replace the 911. Put an equal powered mid engine pcar on the track with a GT3, 911TTs, and it'll walk the dog on it, all day long.
There are two things you don't want to do in power distribution for handling purposes.
One is Front Wheel Drive,
and the other is Rear Engine Rear Drive.
Way too much weight bias in the front, making the car push right on off the track, and to go with it Torque Steer.
The latter suffers from, making the car skittish and twitchy. Power correction also doesn't fix it, and will make it worse as it shifts even more weight to the back.
Trail braking also isn't gonna happen either, vs a mid engine or Front engine rear drive, because it further upsets the balance of the car.
That's actually the reason most drivers feel like the 911 handles well compared to it's competition is because most people think that all you should be doing in cornering is turning the wheel rather than playing with the throttle, or deep trail braking. Both of which are huge weaknesses with Rear Engine designed cars.

Cayman is the car I meant, my mistake. But you get the point.

Originally Posted by 05dsom

my point was that you should not need to void your warranty on a brand new car to circumvent this short coming...didn't need to on the ZR1 or C6Z06 and they had 100K power train warranties and track coverage and those cars are 5 and 8 year old platforms.

Originally Posted by Randy G.

With all due respect I doubt you know the difference.

Francis Marion Roots, founders of the Roots Blower Company, Connersville, Indiana, first patented the basic design in 1860 as an air pump for use in blast furnaces and other industrial applications. It's an outdated design.

No gasoline engine would survive the heat generated by a roots style blower at GM's stated supercharger RPM of 20,000. That's why they aren't made anymore, except for top fuel and nostalgia drag racing where the rules mandate their use. Roots blowers inject air in pulse waves that create hotter supercharger discharge port temperatures which results in hot intake manifold air temps and detonation due to heat. Plus, the roots is extremely inefficient. A roots supercharger even in high helix configuration on a top alcohol funny car producing 3,500 HP when they were still in use 20 years ago consumed 650-700 HP to spin it in order to generate 47 pounds of boost.

Screw compressors are just that. They are opposing screw shaped shafts (male and female rotors) first designed for industrial applications. One of the first racing engine uses was in the 1990's when Art Whipple adapted the Lysholm twin screw compressor for use as a supercharger on top alcohol NHRA drag racing. It was quickly realized that the same 47 pounds of boost was generated with only 250 HP consumed to spin the blower and the discharge temperature/intake manifold air temperature measurements from the discharge port were significantly cooler, reducing preignition/detonation and increasing HP to the crank. Instead of delivering pulsing air waves produced by the roots rotors, the screw compressor delivers a steady stream of air making it easier to tune from. It was perfected by Norm Drazy and his company, PSI, when he produced the first purpose built screw compressor used today in Top Alcohol and Pro Mod drag racing.

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Originally Posted by heavychevy

I don't think the C6Z and ZR1 had full track coverage barring accident. Several people with C6Z's were denied coverage for car appearing to have been tracked. At least from what I have read on this forum.

My issue is wondering where does it stop? In the summer, will the car stop cutting timing, go into limp mode? The rate at which it was losing straight line speed was startling considering the highest speed we saw wasn't even indicative of 650 hp. But after 1 hot lap it was down 2-3 mph so what happens after 5-10 hot laps? This is what I would like to know.

Originally Posted by heavychevy

I don't think the C6Z and ZR1 had full track coverage barring accident. Several people with C6Z's were denied coverage for car appearing to have been tracked. At least from what I have read on this forum.

My issue is wondering where does it stop? In the summer, will the car stop cutting timing, go into limp mode? The rate at which it was losing straight line speed was startling considering the highest speed we saw wasn't even indicative of 650 hp. But after 1 hot lap it was down 2-3 mph so what happens after 5-10 hot laps? This is what I would like to know.

Originally Posted by ChucksZ06

Know how to drive or know how to drive an unbalanced car? That is the frustrating fact about porsches drivetrain layout. It always has been a *** backwards design and the Germans being the engineering wizards they are have made it work and made it competitive. You can drive a square peg in a round hole if you hit it hard enough.

Originally Posted by MaynardZed

You do realize that true race cars driven by pro level drivers are inherently unbalanced, ie. if you let go of the steering while driving perfectly straight the car would instantly spin off the track. The alignment and suspension geometry is set to the extreme to facilitate going around turns.

Originally Posted by MaynardZed

Well that square peg certainly has its following.

You do realize that true race cars driven by pro level drivers are inherently unbalanced, ie. if you let go of the steering while driving perfectly straight the car would instantly spin off the track. The alignment and suspension geometry is set to the extreme to facilitate going around turns.

The F16 fighter jet (one of the most maneuverable fighters ever made) is unbalanced and could not fly without the aide of computers. Is the F16 a faulty design too?

Originally Posted by phantasms

Odd. Our GT2 experimental class racecar which finished 12th at the 24 hours of Nurburgring driven by serious drivers, including a Formula 1 driver, was able to be driven with no hands at high speeds. In a 24 hour race it can almost get boring on the back straight after some time. Various times I saw footage of them rolling with no hands and the car went straight as an arrow. Are you talking more like an F1 car?

Best,
Gene