With The 992 Being Openly Tested Now, What Will Happen To 991 Prices?
Next car will be better and faster. It will be more expensive too. As soon as it's out, prices on all 991.2 GT cars of any kind should soften (depreciation is guaranteed). 300k for their products, so there is plenty of room for Porsche to charge a lot more next time, and also to release the car as soon as possible. 200k before fees and taxes. Taycan, 718 Cayman GT4 and a lot of 992 versions that historically precede the GT3. I don't see a 992 GT3 in customer hands for at least another 19 months in U.S. 2 years, so what could you do in the next 2 years? If you want a depreciation-proof GT car or low depreciation, you need a 997.2 GT3RS 4.0 or low miles 3.8, or a 991.1 GT3. Personally, if I were in a similar situation, I would get a low miles 991.1 GT3 RS, that car has the race engine from the Porsche Motorsports GT3-R, and it is an RS. I traded my 2016 GT3 RS for a 2019 GT3 RS, trade-in value was just 10% off from MSRP, for a 3 years old car. You can get cheaper 991.1 GT3RS than most 991.2 GT3 out there today, and I think that 991.2 GT3 have more bandwidth to take depreciation than the 991.1 GT3RS. If you can pick-up an Ultra-Violet or PTS 991.1 GT3RS for a good price, it is sane decision. 100k/engine, they prefer to deal with the litigation costs. The COG did a good job, but Porsche should have done a better job.
The two asynchronous machines of the Audi e-tron offer major design advantages. They do not produce any electrically induced drag losses in the deenergized condition, which makes them highly efficient. Not only are they lightweight due to the aluminum rotor, they require little maintenance and are particularly robust. Every motor in the Audi e-tron is supplied and controlled by its own power electronics module, which works together closely and extremely dynamically with the drive control unit. All requests come together in the drive control unit - from the accelerator pedal, the brakes, or the electric all-wheel drive. The power electronics modules read in sensor data 10,000 times per second and output current values for the electric motors. This results in the optimum use of output during dynamic vehicle operation in particular. Some functions, such as vibration damping and the slip control functions, are integrated into the power electronics directly. This enables the deceleration-free translation of interventions and improves, for example, the vehicle's ability to accelerate on icy roads significantly. The two structurally identical power electronics modules are positioned on the housings of the electric motors and are integrated into the thermal management system of the drive system.
They take up little space, and each weighs only eight kilograms (17.6 lb); this is also thanks to their aluminum housing. The pulse width modulating inverter, its central component, converts the direct current from the battery into three-phase current. When the electric motors operate as a generator during recuperation, the pulse width modulating inverter converts the generated three-phase current into direct current and feeds it back to the battery. In the Audi e-tron, the brand with the four rings introduces a new quattro generation as standard: electric all-wheel drive. It ensures the continuous and fully variable regulation of the ideal distribution of drive torque between the two axles - within a fraction of a second. The electric SUV thus offers optimum traction in all weather conditions and on any type of surface. Its talents really shine on low-friction surfaces such as a snow. In most cases, the Audi e-tron mainly uses its rear electric motor in order to achieve the highest efficiency. For reasons of efficiency, the drive torque is generally distributed with a rear-axle bias.
If the driver demands more power than the rear electric motor can supply, the electric all-wheel drive redistributes torque as required to the front axle. This also happens predictively even before slip occurs in icy conditions or when cornering fast, or if the car understeers or oversteers. It takes just around 30 milliseconds from the system detecting the driving situation and the torque from the electric motors kicking in - much faster than with conventional quattro technology. The reason is that with the electric all-wheel drive a mechanical clutch is not engaged but electricity is simply distributed. And that is almost instantaneous with absolute precision. So even with sudden changes in the coefficients of friction and extreme driving situations the full quattro performance is guaranteed. The key to the electric all-wheel drive is the intelligent networking of numerous control systems. The central control unit for the chassis integrates both the handling controller of the quattro drive and the wheel-selective torque control for the first time.