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Originally Posted by WolfpackS2k
But that's exactly what we're saying, lol. That the American brands aren't lazy and actually update their power plants. And so do the Germans. Really, it's just the Japanese that are reluctant/cheap/lazy about it.
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I wouldn't say that. But a lot of the American brands have been working with platforms that had a ton of room for improvement. People have been saying for a long time that a lot of American-made engines are pretty inefficient, in terms of specific output. So they had a lot to work with, and now they're reaping the benefits -- which is great for the American companies along with consumers.
When dealing with cars that already have high specific outputs but are for more mass-produced cars, it's a little more difficult to push the envelope further. If you're someone like Ferrari or Porsche, sure, you have the funding for it along with the clientele who will gladly buy it regardless of how much more it will cost to make it a sensible investment. But if you have a Honda motor or a Mitsubishi/Subaru engine with a big turbo on it, sure, you can get more power, but there will be more compromises to be made during the process.
Quote:
Originally Posted by WolfpackS2k
The 911 has a wing that pops up at speed. So does the Cayman. This is to offset the great amount of rear end lift that is inherent in that type of vehicle design. The 911 Turbo already has a "wing" as that hump is needed to help fit all the intercooler equipment. Either way Porsche's active aerodynamic devices for the 911s and 987s are mainly for lift reduction.
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And that all helps with stability, does it not? Whether it's for reducing lift or adding downforce, the end goal is extremely similar with those two different approaches to aerodynamics aiding performance.