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Seven-speed manual transmission and a host of new equipment options.Porsche manual transmission
If you purely care about speed and acceleration, get the PDK. If you prefer a more raw driving experience where you have complete control over the car, then manual is the way to go.
Another consideration is the cost. Overall, the PDK is better for performance and tends to be a more desirable option for owners. The dual clutch, automatic nature of the PDK make it significantly quicker than the manual transmission option. It also offers rev matching and launch control which help improve its acceleration.
It also has paddle shifters to provide additional control over the car. What you do lose with the PDK though is the more traditional and engaging Porsche driving experience. The PDK transmission is so smooth and refined that it is almost too practical and takes away from what I consider the roots of what a Porsche is. However, PDK is overwhelmingly more popular than their manual counterparts as consumers prefer the more practical nature and improved acceleration and performance.
The only sort-of downside is that the PDK transmission has had issues in the past and automatic transmissions generally wear down a lot more quickly than manuals that are driven properly. Transmission is more reliable and can handle more power Gives you a more traditional driving experience More control over the gears Significantly slower than the PDK transmission Manual transmissions can hold more power than PDK transmissions. Comments Very helpful and well presented summary of facts and opinion.
Marietta, GA. Tampa, FL. Freeport, NY. The has distinguished itself as one of the automotive world's preeminent sports cars over more than six decades. Rear-engined and fitted with either rear- or all-wheel drive, the has found success at nearly every level of auto racing, and has attracted an avid fan base which includes high-profile owners, such as Steve McQueen and Jerry Seinfeld.
While some vehicles undergo dramatic styling changes from generation to generation, Porsche has avoided radical changes to the , choosing instead to allow the car's form and design to evolve subtly. The sloped rear deck and raised, round headlights have become iconic within automotive communities.
Mechanically, the has historically been air-cooled, although Porsche made the switch to water cooling in While this change was criticized by some fans, it undoubtedly led to higher-performance cars.
The has also served as a platform for numerous iterations. Beyond the simple examples of all-wheel drive versus rear-wheel drive or convertible versus coupe, Porsche also built various performance-driven models.
The Turbo, GT2, and GT3 have all been designed to showcase the limits of the 's mechanical performance. It's smart enough to downshift into the correct gear under braking, and it upshifts quicker than a human can. Opting for the manual offers no fuel-economy benefit; it earns the same mpg EPA combined fuel-economy rating as the automatic. Factor in the extra 0. Some of this blame can be placed on Porsche, though. To protect the driveline from catastrophic abuse, Stuttgart limits the engine to rpm when the car is stopped.
Dump the clutch at that engine speed and the six bogs. Extracting the best from the car requires a careful slip of the clutch, which will undoubtedly shorten its life. But the small hit to acceleration times is an acceptable price to pay for increased driving pleasure. Porsche expects about 20 percent of U. In Germany, that figure dips into the single digits. It helps that manual loyalists will find that the really has no competition. Three-pedal buyers miss out on the automatic's electronically controlled differential and must settle for an old-fashioned limited-slip diff, but at least the manual transaxle is about 60 pounds lighter than the PDK.
Choosing the stick also limits the available driver aids—you can't get adaptive cruise control, for instance—but that doesn't bother us much. Don't worry, purists, you can deactivate the rev-matching feature should you want to heel-toe downshift and blip the throttle yourself.
The base Carrera still doesn't offer a stick; it's possible it never will. But Porsche remains committed to building manual s as long as enough people actually buy them. The company has even shown a willingness to acquiesce to consumer demand, reinstating the once discontinued stick shift in the GT3. The electronic co-pilot automatically takes into account corners and gradients, and also speed limits if wished.
The driver has the possibility of individually defining the maximum speed at any time. The system detects the current traffic situation using radar and video sensors and adapts control accordingly. The system even recognises roundabouts. Like with conventional adaptive cruise control, InnoDrive also continuously adapts the distance to the vehicles in front.
The new optional Smartlift function for all versions allows the front end to be lifted automatically at corresponding locations where the vehicle is driven regularly. With the electrohydraulic system on the front axle, the ground clearance at the front apron can be increased by around 40 millimetres.
The system saves the GPS coordinates of the current position at the push of the button. If the driver approaches this position from the same direction again, the front of the car will lift up automatically. The leather package introduced with the Turbo S is now optionally available for the Carrera models.
The 2020 Porsche 992 Manual Transmission Is Finally Here.Porsche manual transmission
This was because automatic transmissions were so slow at shifting that you could manually shift faster than them. And they offered more control for racing and track applications. Nowadays, PDK and dual clutch transmissions are significantly faster than manual transmissions.
Even normal automatics with one clutch are faster today. However, the simultaneous shifting you get with a PDK transmission leads to quicker acceleration and faster times. Additionally, the technology of transmissions today allows you to control the PDK transmission almost as if it were a manual, without having to deal with the clutch pedal or sluggish shifts and power loss during shifts. The biggest benefit to the PDK transmission compared to the manual is shift speed and acceleration.
On a Carrera S, Porsche claims a 4. The PDK transmission with the same sport chrono package logs a 3. On the Cayman S models the difference is a bit less at 0.
The reason the PDK is so much is faster is because of the dual clutch configuration, rev matching, and launch control.
Some Porsche dealers and sites claim that the PDK gives you better fuel consumption. However, Porsche specs show that manual transmissions actually get about 1mpg better than the PDK. The PDK transmission is so refined and smooth that you do lose a bit of what I consider the Porsche driving experience.
It is faster and more practical for the majority of buyers, but there is just something about a manual transmission in a Porsche despite them being slower. One downside worth noting is that PDK transmissions are more problematic than manuals. Manual transmissions can hold more power than PDK transmissions. PDK transmissions will wear and tear more quickly when modded compared to the manuals. Yes, the manual transmission is slower. And the 0. You and me probably shift a manual slower than a professional driver, so the difference can possibly be even more than that, unfortunately.
At the sacrifice of acceleration is control. Manual transmissions give you more control. Yes, the PDK has paddle shifters. But the transmission still shifts for you when it needs to. Better is a subjective term. When it comes to acceleration and performance, the PDK transmission is the clear winner. The Porsche has always been an expensive car, but it provides impressive capability at a fraction of some of its competitors' prices, such as the current Ferrari , Lamborghini Huracan.
While its more conservative styling may keep it out of the hypercar conversation, its heritage and specifications put it at the top of the supercar pile. Dealer Signup Reviews. Prequalify for Financing How does it work? Loan Calculator. General Questions. Used Manual Porsche for Sale Nationwide. Save this search to get alerted when cars are added. Best deals first. Message Seller. Preparing for a close up Photos coming soon. New Arrival. What CarGurus' Experts are Saying About the Porsche The has distinguished itself as one of the automotive world's preeminent sports cars over more than six decades.
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The Magnificent Seven: Porsche Carrera S Manual.0.3 vs. 0.1
Porsche made us wait a year before producing a row-it-yourself version of its latest-generation , indicating that we live in a world where a sports car with a manual gearbox is no longer a priority. Sadly, we can see a future where something as pure and good as a new with a stick shift might not be a thing. But we'll embrace it while we still have it.
It was definitely worth the wait. The generation may have silly electronic door handles and be larger and heavier than the last, but it remains a great driver's car, made even better by an old-timey manual transmission. Porsche launched this in exclusively with an eight-speed dual-clutch automatic.
The once standard manual only recently became available as a no-cost option on the car's S and 4S models. Oh well. While the manual's limited availability in the lineup is a downer, the gearbox remains a delight. This seven-speed is a totem of mechanical rightness that slots through well-defined gates with satisfyingly positive engagements. Porsche put the leather-wrapped knob at the perfect height and distance from the driver.
Reaching for seventh gear way out there in its own plane remains a bit disorienting, but we'll take the weirdness of downshifting to sixth over pulling a paddle. Compared with the automatic's silly gear selector—which has been likened to everything from an electric razor to genitalia—the manual's shifter appears serious and substantial, sort of like the difference between a water pistol and a Winchester.
Even its clutch pedal draws you in, with smooth and progressive takeup. Along with a good range of motion, the pedal telegraphs the clutch's exact level of engagement with firm resistance, yet it's light enough not to strain your leg in gridlock.
Using your right hand and left foot to change gears pulls you closer to the flat-six perched behind the wheels. Sure, this twin-turbo 3. One of the greatest threats to the manual's existence in the is Porsche's dual-clutch automatic, the PDK.
It's a staff favorite among autoboxes. It requires less effort than the manual and snaps off seamless ratio changes with clairvoyant acuity. Those robotic abilities give it an advantage on a track, too. It's smart enough to downshift into the correct gear under braking, and it upshifts quicker than a human can.
Opting for the manual offers no fuel-economy benefit; it earns the same mpg EPA combined fuel-economy rating as the automatic.
Factor in the extra 0. Some of this blame can be placed on Porsche, though. To protect the driveline from catastrophic abuse, Stuttgart limits the engine to rpm when the car is stopped. Dump the clutch at that engine speed and the six bogs. Extracting the best from the car requires a careful slip of the clutch, which will undoubtedly shorten its life. But the small hit to acceleration times is an acceptable price to pay for increased driving pleasure.
Porsche expects about 20 percent of U. In Germany, that figure dips into the single digits. It helps that manual loyalists will find that the really has no competition. Three-pedal buyers miss out on the automatic's electronically controlled differential and must settle for an old-fashioned limited-slip diff, but at least the manual transaxle is about 60 pounds lighter than the PDK. Choosing the stick also limits the available driver aids—you can't get adaptive cruise control, for instance—but that doesn't bother us much.
Don't worry, purists, you can deactivate the rev-matching feature should you want to heel-toe downshift and blip the throttle yourself. The base Carrera still doesn't offer a stick; it's possible it never will. But Porsche remains committed to building manual s as long as enough people actually buy them. The company has even shown a willingness to acquiesce to consumer demand, reinstating the once discontinued stick shift in the GT3. Beyond supply and demand, though, the decline of the manual transmission reflects mankind's desire for quantitative improvements with every iteration.
There's no denying that when measured this way, the automatic is superior to its manual analogue. But a Porsche is not the same as an iPhone. This car is perfectly usable and practical transportation, but the happiness it imparts is what makes it more than just a machine.
Relentless technological advancement can make our lives easier but not necessarily more fun. For those who understand and appreciate the difference that a stick shift makes, an automatic will remain about as unpalatable as well-done filet mignon. We want cars that involve us. We enjoy flavor, we crave control, and if we find something that brings us joy, we will fight to keep it. A manual offers a connection missing in the automatic car and serves to hammer home the maxim that a clutch and shifter are integral to the driving experience.
Do your part and buy one. When it comes to shifting gears, the human arm—even a Schwarzenegger limb in Mr. Olympia condition—is no match for computer-controlled solenoids. To figure out the dual-clutch automatic's advantage, we timed the manual 's shifts using CAN bus data and our test equipment.
The absolute quickest we can manage a gearchange is a hair under 0. A percent disadvantage is never going to win a race, but the manual remains percent more enjoyable, whether test equipment can measure that or not. To offer a stick shift in the , Porsche converted its dual-clutch automatic to work like a manual trans.
For instance, first gear is where you'd expect to find fourth and fourth is where sixth should be [A]. To avoid confusion and allow this manual to retain a familiar shift pattern, Porsche developed MECOSA, which stands for mechanically converted shift actuator.
MECOSA translates the conventional-shift-pattern commands made by the driver into the desired gear engagements within the transmission [B]. Without it, the driver would have to use the aforementioned odd shift pattern. It's a little mechanical ingenuity worth celebrating in this overwhelmingly computer-aided age. Tested: Suzuki Samurai JX.
Buyer's Guide. View Photos. HIGHS: A mechanical shift lever, three pedals are better than two, a closer connection to the twin-turbo flat-six. The light still shines on new s equipped with a manual transmission, so get one while you can. Marc Urbano Car and Driver.
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