Malcontent in Turbo Land: An Explanation
Malcontent in the Turbo Land: A Change in The Climate of the Sports Car World
Disclaimer to the reader: I am hardly the expert on this discussion. I am 21 years old, do not own any of the cars discussed in the post. I do not own a Porsche. My association is through an appreciation for the model. I've driven many of them. I have friends who work on GT class Porsche teams (LNS Motorsports), I have friends who own Ps/Fs/Lambos. I don't claim to make personal assessments about the models (e.g. Porsche is way sexier, handles better etc ). This is more of an analysis of the status of these companies through various lenses.
Brief history:
As an avid reader/poster on rennteam, I've noticed a trend of late that has yeilded a sense of disapointment in the direction of Porsche cars, mostly in correlation to their status in comparison to their competitors. Die-hard fans/owners such as MKSGR have expressed a lot of anxiety about the state of new models, most aptly the 997 Turbo. Most of this worry is related to how the turbo has lost its title as "king" of its class. Of course, this is a purely comparitive statistic. The notion of "king turbo" can be attributed to the introduction of the 964 Turbo and subsequently the 993 Turbo. Resting on the laurels of the 930 turbo (300hp) and "technological advancements" of the 959, it seemed to make a drastic jump in the realm of performance, leaving its competition in the dust with an astonishing 320 hp (compared to the Ferrari 348). The 993 was even more astounding, with a large jump to 400+ hp which was massive at the time. It was a raw beast. My personal driving experience with the 993tt was one of fright. Wheelspin and oversteer fomenting as I felt raw power overcomming technology and 4WD. The Turbo put superior performance on the table to its stated rival, the Ferrari 355. The 355 boasted 380hp and its naturally aspirated V8 had a harder time coming up with its torque at lower rpms, resulting in slower 0-60 times and slower 1/4 miles.
The introduction of the next generation of the turbo left many fans scratching their heads. The 996 Turbo had very few empirical statistical upgrades over the 993. A minor power upgrade (to 420hp) as well as a weight increase left the hardcore fans somewhat upset prior to its launch. My personal driving experience with the 996TT was pleasant and extremely exciting, but more tame than the 993, surely. It was most definitely a more refined product. What Porsche seemed to focus on instead of its raw performance was its suspension setup and AWD system, as well as its commodifications and luxury addons. Its competition also modified its product. The Ferrari 360 Modena was a marginal upgrade in terms of emprical numerics, but its increased aerodynamics was moreso the story (similar to the 996).
However, with the introduction of the F430 in 2004-5, many Porsche supporters were worried. The F430's NA V8 boasts 490hp at a diabolical 8500 rpms. Coupled with a much improved suspension, a refined F1 transmission (refined from the days of the 355 F1) and actually valid statistics (namely weight and power), the F430 was giving its German rival a very high benchmark to pass.
Days before the introduction of the offical specs for the 997 Turbo, many posters on Rennteam, especially RC, expressed worry about the new turbo. They pleaded for a model that would make a statement about Porsche, that would make it clear that the playing field was not leveling; that Ferrari and Lambroghini were not making strides to even the game. People asked for the magic 5 number (500bhp). However, we were given a car with 480hp.
Many expressed unease and many were worried. Nevertheless, the introduction of features such as VTG, PSM/PASM integration and a newly refined tiptronic S/ Sports Chrono Package had assuaged many fears prior to the next stage of anticipation: the magazine figures.
With the introduction of several comparitive magazine reports, a slavo of mixed responses have arisen. Many are upset about the quarter mile figures (the Turbo struggles to compete with the Corvette Z06, while seemingly on par or perhaps a tinge better than the F430). Many are asking why this seeming trend of parity has existed, right infront of the eyes of PAG for the last 10 years
An explanation
The leveling of the playing field of cars within this comparitive bracket (100-200k sportscars: multifunctional, stylistically independent, performative above else), in my opinion is a result of corporate commodification and globalization. They first plays a large factor in Porsche's decision making with the introduction of new vehicle lines. The latter playing a deciding factor in the parity of quality that seems to be introduced by competitors of Porsche (F/L/MB to a certain extent).
In an age where profit margins make for happy investors, these independent profit conscious car companies must pander to the will of the market, and the market has spoken. This price bracket is most ideally targeted via a well performing pseudo GT sportscar that is multifunctional, comfortable, safe and stylistic. The success of the MB SL55 accentuates this. The shift in the ideology of the 911 Turbo reinforces it.
Innovation
Where does innovation come from? It does not come from car companies; rather it comes from engineers and pioneers. PAG is filled with innovative engineers which create awe-inspiring technological advancements. The VTG turbochargers featured in the 911 turbo are the most recent example of this technology (as well as past breakthroughs like PCCBs, the CGT's Ceramic Clutch etc etc...)
However, when your engineers do not have the final word on your product, the innovative process is diluted and quelled to a certain extent. The lack of innovation in regards to the transmission of the 997 Turbo has left many irrate. Porsche falls behind its competitors in terms of creating a sequential transmission to complement its 6-speed manual. Instead, relying on an antiquated yet refined (seems to be the modus operandi at Porsche eh
) 5 speed tiptronic s derivative from Mercedes Benz, many prospective buyers were beguiled by the lack of the PDK technology that seems to buzz around the ears of every Porsche forum.
Why is there no PDK? Many PAG execs/PR people will say the technology is not ready, but the underlying buzz is that PAG wants to unload the outdated Tips and roll out the PDK to boost sales on future models (possibly Turbo S/GT2). This doesn't seem to be the thought process of an engineer, but the thoughtprocess of a financial advisor...
-------------
Competition
The competition for the 911 Turbo has clearly been shaped by economic factors, as a result of the market in the 100-200k GT/Sportscar bracket. Accordingly, the success of cars within this range are clearly correlated to the demand of the market.
If you want to quantify the competitors now, its almost as easy as reading the rhetoric of Porsche itself. In the official 997 Turbo Product Information guide, Porsche outlines these competitors and it presents its own slant towards its product's superior qualities. The competition is as follows (according to Porsche):
Mercedes Benz SL55
Mercedes Benz SL600
Lamborghini Gallardo
Ferrari F430
Aston Martin DB9
BMW M6
For the sake of a more balanced and sportscar conscious view, I think the SL600 should be replaced by the more pertinent Z06.
There were days when the 911 Turbo would blow its competition out of the water in almost any quantifiable category. In my opinion, however, the superlative factor for the new Turbo over the field (in my opinion) is as follows:
-better traction via a superior technological AWD/PASM integration system, resulting in superior 0-100kmph times
In my opinion there is no other factor the Turbo offers that is a superlative factor over the competition. Many would counter that the turbo has many superior factors over some of these competitiors, and they are right. The new Variable Turbine Geometry turbochargers offer far superior torque spread to competitors, most notably the F430. However, it is negligble to torque monsters such as the SL55 and Z06, whose displacement counters its technology.
The 997TTs slim physique (weight) is great, compared to the SL55 or M6 or even the DB9, but it pails in comparison to the Z06 and even the F430.
Its comfort, security and backseating comodities are far superior to the F430, Z06 and the M6, but they pail in comparison to the Z06 and even the DB9.
So what are we to think?
The result of corporate profiteering will show an inundation of products from Porsche that smell fishy, in that they aren't as good as they should be (e.g. the 997GT3RS versus the 997GT3, the lack of sunroof delete option for the US models, the dubious power rating of the 997 Turbo in lieu of the introduction of the Turbo S and the GT2 etc...).
This corporate profiteering also rubs off on the dissemination of technological advancements via globalization. Top-tier engineers are no longer tied to one company forever. Furthermore, competitors are more able to utilize technologies/stylistics of competitors to their own technological research. The quintessential example of this, of course, is Lambroghini.
After being purchased by Audi, Lambroghini, which was always known for its flair and untameable nature, seems to have been complimented by a more stern and methodical engineering process. The result is a more dynamic suspension and drivetrain and far superior quantitative figures (i.e. Nurburgring times for the Gallardo of 7:50; very impressive indeed).
This partnership exemplifies the synthesis of strengths via different cultural forces to provide a product of quality and style; a synthesis of cultures and perspectives into a beautiful package. Even so, the Lambos struggle to be profitable in such a difficult market segment and Audi has worries about its flagship vehicles...
Conclusion: A Superior Compromise
The 997 Turbo is not an overaching car of superior build, style, performance, driving enjoyment. Why? In today's modern age of globalization and corporate profiteering, to achieve this is simply impossible.
What it is, in my opinion, is the best compromise within the market segment . It offers the strengths from almost each brand rolled into one overarching product (power of the F430, comfort of the SL, trackability of the Z06, traction of the Lambo).
If you want stylistics and flair, go for the F430 or the Gallardo (although the Gallardo is very nice in many other fields as well).
If you want safety and comfort, go for the MB/AM.
If you want sheer performance for a great price go for the Z06.
That is not to say that these cars are saddled by these traits, but they are their defining traits .
For the 997 Turbo, its defining trait is overall excellence instead of glaring superlatives within some fields.
For those who don't want a car of compromises, you should look into RUF or perhaps a GT2 (hopefully its PSM won't put it out of the picture as well).
Disclaimer to the reader: I am hardly the expert on this discussion. I am 21 years old, do not own any of the cars discussed in the post. I do not own a Porsche. My association is through an appreciation for the model. I've driven many of them. I have friends who work on GT class Porsche teams (LNS Motorsports), I have friends who own Ps/Fs/Lambos. I don't claim to make personal assessments about the models (e.g. Porsche is way sexier, handles better etc ). This is more of an analysis of the status of these companies through various lenses.
Brief history:
As an avid reader/poster on rennteam, I've noticed a trend of late that has yeilded a sense of disapointment in the direction of Porsche cars, mostly in correlation to their status in comparison to their competitors. Die-hard fans/owners such as MKSGR have expressed a lot of anxiety about the state of new models, most aptly the 997 Turbo. Most of this worry is related to how the turbo has lost its title as "king" of its class. Of course, this is a purely comparitive statistic. The notion of "king turbo" can be attributed to the introduction of the 964 Turbo and subsequently the 993 Turbo. Resting on the laurels of the 930 turbo (300hp) and "technological advancements" of the 959, it seemed to make a drastic jump in the realm of performance, leaving its competition in the dust with an astonishing 320 hp (compared to the Ferrari 348). The 993 was even more astounding, with a large jump to 400+ hp which was massive at the time. It was a raw beast. My personal driving experience with the 993tt was one of fright. Wheelspin and oversteer fomenting as I felt raw power overcomming technology and 4WD. The Turbo put superior performance on the table to its stated rival, the Ferrari 355. The 355 boasted 380hp and its naturally aspirated V8 had a harder time coming up with its torque at lower rpms, resulting in slower 0-60 times and slower 1/4 miles.
The introduction of the next generation of the turbo left many fans scratching their heads. The 996 Turbo had very few empirical statistical upgrades over the 993. A minor power upgrade (to 420hp) as well as a weight increase left the hardcore fans somewhat upset prior to its launch. My personal driving experience with the 996TT was pleasant and extremely exciting, but more tame than the 993, surely. It was most definitely a more refined product. What Porsche seemed to focus on instead of its raw performance was its suspension setup and AWD system, as well as its commodifications and luxury addons. Its competition also modified its product. The Ferrari 360 Modena was a marginal upgrade in terms of emprical numerics, but its increased aerodynamics was moreso the story (similar to the 996).
However, with the introduction of the F430 in 2004-5, many Porsche supporters were worried. The F430's NA V8 boasts 490hp at a diabolical 8500 rpms. Coupled with a much improved suspension, a refined F1 transmission (refined from the days of the 355 F1) and actually valid statistics (namely weight and power), the F430 was giving its German rival a very high benchmark to pass.
Days before the introduction of the offical specs for the 997 Turbo, many posters on Rennteam, especially RC, expressed worry about the new turbo. They pleaded for a model that would make a statement about Porsche, that would make it clear that the playing field was not leveling; that Ferrari and Lambroghini were not making strides to even the game. People asked for the magic 5 number (500bhp). However, we were given a car with 480hp.
Many expressed unease and many were worried. Nevertheless, the introduction of features such as VTG, PSM/PASM integration and a newly refined tiptronic S/ Sports Chrono Package had assuaged many fears prior to the next stage of anticipation: the magazine figures.
With the introduction of several comparitive magazine reports, a slavo of mixed responses have arisen. Many are upset about the quarter mile figures (the Turbo struggles to compete with the Corvette Z06, while seemingly on par or perhaps a tinge better than the F430). Many are asking why this seeming trend of parity has existed, right infront of the eyes of PAG for the last 10 years
An explanation
The leveling of the playing field of cars within this comparitive bracket (100-200k sportscars: multifunctional, stylistically independent, performative above else), in my opinion is a result of corporate commodification and globalization. They first plays a large factor in Porsche's decision making with the introduction of new vehicle lines. The latter playing a deciding factor in the parity of quality that seems to be introduced by competitors of Porsche (F/L/MB to a certain extent).
In an age where profit margins make for happy investors, these independent profit conscious car companies must pander to the will of the market, and the market has spoken. This price bracket is most ideally targeted via a well performing pseudo GT sportscar that is multifunctional, comfortable, safe and stylistic. The success of the MB SL55 accentuates this. The shift in the ideology of the 911 Turbo reinforces it.
Innovation
Where does innovation come from? It does not come from car companies; rather it comes from engineers and pioneers. PAG is filled with innovative engineers which create awe-inspiring technological advancements. The VTG turbochargers featured in the 911 turbo are the most recent example of this technology (as well as past breakthroughs like PCCBs, the CGT's Ceramic Clutch etc etc...)
However, when your engineers do not have the final word on your product, the innovative process is diluted and quelled to a certain extent. The lack of innovation in regards to the transmission of the 997 Turbo has left many irrate. Porsche falls behind its competitors in terms of creating a sequential transmission to complement its 6-speed manual. Instead, relying on an antiquated yet refined (seems to be the modus operandi at Porsche eh
) 5 speed tiptronic s derivative from Mercedes Benz, many prospective buyers were beguiled by the lack of the PDK technology that seems to buzz around the ears of every Porsche forum.Why is there no PDK? Many PAG execs/PR people will say the technology is not ready, but the underlying buzz is that PAG wants to unload the outdated Tips and roll out the PDK to boost sales on future models (possibly Turbo S/GT2). This doesn't seem to be the thought process of an engineer, but the thoughtprocess of a financial advisor...
-------------
Competition
The competition for the 911 Turbo has clearly been shaped by economic factors, as a result of the market in the 100-200k GT/Sportscar bracket. Accordingly, the success of cars within this range are clearly correlated to the demand of the market.
If you want to quantify the competitors now, its almost as easy as reading the rhetoric of Porsche itself. In the official 997 Turbo Product Information guide, Porsche outlines these competitors and it presents its own slant towards its product's superior qualities. The competition is as follows (according to Porsche):
Mercedes Benz SL55
Mercedes Benz SL600
Lamborghini Gallardo
Ferrari F430
Aston Martin DB9
BMW M6
For the sake of a more balanced and sportscar conscious view, I think the SL600 should be replaced by the more pertinent Z06.
There were days when the 911 Turbo would blow its competition out of the water in almost any quantifiable category. In my opinion, however, the superlative factor for the new Turbo over the field (in my opinion) is as follows:
-better traction via a superior technological AWD/PASM integration system, resulting in superior 0-100kmph times
In my opinion there is no other factor the Turbo offers that is a superlative factor over the competition. Many would counter that the turbo has many superior factors over some of these competitiors, and they are right. The new Variable Turbine Geometry turbochargers offer far superior torque spread to competitors, most notably the F430. However, it is negligble to torque monsters such as the SL55 and Z06, whose displacement counters its technology.
The 997TTs slim physique (weight) is great, compared to the SL55 or M6 or even the DB9, but it pails in comparison to the Z06 and even the F430.
Its comfort, security and backseating comodities are far superior to the F430, Z06 and the M6, but they pail in comparison to the Z06 and even the DB9.
So what are we to think?
The result of corporate profiteering will show an inundation of products from Porsche that smell fishy, in that they aren't as good as they should be (e.g. the 997GT3RS versus the 997GT3, the lack of sunroof delete option for the US models, the dubious power rating of the 997 Turbo in lieu of the introduction of the Turbo S and the GT2 etc...).
This corporate profiteering also rubs off on the dissemination of technological advancements via globalization. Top-tier engineers are no longer tied to one company forever. Furthermore, competitors are more able to utilize technologies/stylistics of competitors to their own technological research. The quintessential example of this, of course, is Lambroghini.
After being purchased by Audi, Lambroghini, which was always known for its flair and untameable nature, seems to have been complimented by a more stern and methodical engineering process. The result is a more dynamic suspension and drivetrain and far superior quantitative figures (i.e. Nurburgring times for the Gallardo of 7:50; very impressive indeed).
This partnership exemplifies the synthesis of strengths via different cultural forces to provide a product of quality and style; a synthesis of cultures and perspectives into a beautiful package. Even so, the Lambos struggle to be profitable in such a difficult market segment and Audi has worries about its flagship vehicles...
Conclusion: A Superior Compromise
The 997 Turbo is not an overaching car of superior build, style, performance, driving enjoyment. Why? In today's modern age of globalization and corporate profiteering, to achieve this is simply impossible.
What it is, in my opinion, is the best compromise within the market segment . It offers the strengths from almost each brand rolled into one overarching product (power of the F430, comfort of the SL, trackability of the Z06, traction of the Lambo).
If you want stylistics and flair, go for the F430 or the Gallardo (although the Gallardo is very nice in many other fields as well).
If you want safety and comfort, go for the MB/AM.
If you want sheer performance for a great price go for the Z06.
That is not to say that these cars are saddled by these traits, but they are their defining traits .
For the 997 Turbo, its defining trait is overall excellence instead of glaring superlatives within some fields.
For those who don't want a car of compromises, you should look into RUF or perhaps a GT2 (hopefully its PSM won't put it out of the picture as well).
I think the turbo is superior to all mentioned cars in performance accept for Z06, safer than all mentioned cars, and offers better traction/usable performance than any in the group. In the real world, point to point, I doubt any of these cars can match the Turbo.
One probably has to go to real supercars like pagani or that new T1 made by the mclaren crew if you want a car without compromises. But that has never been the real domain of porsche I guess.
.
