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Which is superior: GT or Plus?


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Greetings, everybody.

I am now seeking to purchase my first R8 (generation 1 only) and I am uncertain if the GT pre facelift or the Plus facelift is a more worthwhile investment, considering the additional cost of around 15k.

Above all things, I am particularly intrigued by the driving experience. Which drive is more captivating between the two options? The automobile will serve just as my weekend or summer vehicle, without any need for practicality, comfort, technology, or any other features. It will provide me with pure driving enjoyment.

Is the GT a reliable option (R-tronic...)? I am referring about automobiles with a maximum mileage of 30,000 km.

Thank you to everyone!

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100%. Appreciating the uniqueness of a GT may be challenging without personal experience and a comprehensive understanding of its many defining characteristics. Evidently undervalued, as Osman pointed out.

The bulk of modifications for the 1st generation are referred to be "GT-style" for a specific reason.

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I would surely choose for a GT coupe at a price that is 15K more than that of a Plus. The only GT coupe available in the UK is priced £35K more than any Plus...

If I were to encounter a V10 manual, I would undoubtedly be enticed by it. Similarly, if I were to come across a manual Plus, I believe my inclination towards technicality would prevent me from declining. In the United Kingdom, there are a total of 11 Plus manuals and 68 GTs, including 33 coupes and 35 spyders.

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Thank you to all of you!

The pluses shown here range from 95,000 to 100,000, whereas the GTs range from 110,000 to 115,000.

Despite the GTs being older, I anticipated a wider disparity because to the restricted production and substantial enhancements that enhance the exclusivity of this model. Therefore, I speculated that there may be an issue with this model maintaining a lesser value than anticipated.

That is a valuable piece of information.

The manual V10 is really enticing, but it incurs exorbitant expenses (with a valid justification, but we are far).

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Their rarity is such that many are unaware of their existence. There are 333 countries in the globe, but only 90 in the United States. Currently, I own my third R8 vehicle, nevertheless, my '12 GT stands out as the most emotionally resonant and distinctive pavement automobile I have ever had, surpassing even my previous 911S. I own a total of 31,000 miles and a substantial number of track days, during which I had zip difficulties. I have had it since 2012 and it remains a part of my possession. The automobile is exceptional while maintaining a high level of comfort. Carried it across the whole nation. It differs significantly from any other R8. The value of it should be far higher and it will eventually be. Two.

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It is a difficult decision, but I believe that the GT would be a more advantageous purchase. However, personally, I did not find the r-tronic box appealing throughout my search. I recommend trying both options, since the s-tronic was really effective for me.

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R-Tronic is often subject to negative criticism due to the susceptibility of individuals.

R-Tronic does not belong to the PDK-type trans. The device in question is a manually controlled gearbox that operates automatically. It continues to change, adjust, and so on. This feature effectively obviates the need of manually engaging the clutch or shifting gears. However, the first evaluation of the product was conducted with the assumption that it would be a PDK-type automatic gearbox. This implies very precise and rapid alterations, among other things. Upon the release of the article/review, the majority of individuals enthusiastically embraced it, expressing their disapproval of the drawbacks of the R-Tronic.

However, anyone who have personally used an R-tronic, particularly those who own one, will affirm that it continues to provide a genuine manual experience, alleviating concerns over its bulkiness. By activating the sports mode and manually adjusting the ratios (with either a shifter or paddles), you may experience the reciprocating surge characteristic of a genuine manual transmission. It resembles a reversion to manual transmissions at a time when they were on the verge of becoming obsolete.

If one want the tactile sensation of a manual gearbox but desires to avoid the inconvenience and foot cramping associated with clutching in and out, the R-Tronic offers a compelling and exceptional alternative.

If one wants to generate remarkable numerical values with a manufactured sense of transience, where the rate of change surpasses the ability to detect the point of shift, it is evident that transience is not suitable for such individuals.

Essentially, the R-Tronic serves as a prime example of how one's expectations may be impacted by others, rather than the intended purpose of the R-Tronic. From my modest perspective

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This is the information I am seeking.
Over the past weekend, I had the opportunity to drive three different vehicles: a Ferrari 430 Scuderia, a Porsche 992 GT3 PDK, and a Ferrari 812 GTS. Among these, I found the PDK to be the least captivating. While it is known for its exceptional speed and reliability, it lacks the ability to captivate the driver. The gear shifts are smooth and lack a noticeable sense of motion. While the performance of the PDK is flawless, it falls short in terms of engaging the driver. The 812's double-clutch transmission excelled in both uphill and downhill conditions. However, the presence of the colossal engine enhances the experience and lends a sense of excitement to each mile.
Conversely, the gearbox of the 430 exhibited jerky and slow performance at low speeds. However, it provided a very visceral experience while driving at high speeds, with obvious shifts. The entire sensation was akin to driving a clutch-less manual transmission vehicle, with complete engagement.
I would not choose it as a versatile vehicle for daily use. In congested traffic, it would be a PITA, but for dynamic driving, it seems to be excellent.
As someone who has previously had a manual automobile, I would likely find the R-Tronic transmission to be more satisfactory. However, I am quite concerned about its dependability in a pre-used vehicle.

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When opting for an R-Tronic vehicle, it is advisable to allocate funds for the purpose of reconstructing the R-Tronic actuator. The seals and solenoids, as well as the accumulator and pump linked to the R-Tronic system, ultimately experience failure.

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The GT is more coveted and distinctive compared to the other. Additionally, the vehicle has a reduced weight and possesses a notable quantity of GT-specific components that are absent in other model years, such as the Plus. However, the Plus is a superior vehicle for driving. The S-Tronic surpasses the R-Tronic in every aspect. It really enhances the car's manoeuvrability, and the sport mode downshifts are exceptional for playful driving. I have had both iterations of the V10, and while I had a fondness for my previous R-Tronic, I am completely unwilling to return to it. Furthermore, you will get enhanced styling and headlights/taillights, as well as an improved interior with diamond stitching.

The Plus model is more enjoyable for those who want to drive it often. To engage in infrequent weekend cruises and appreciate as a collection in the garage, it is advisable to get the GT.

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In my perspective, the Rtronic, F1, and SMGs have a remarkable ability to swiftly change direction. Excessive. Similar to a binary switch. Excessive laziness might result in the clutch slipping.
The existence of the PDK may be traced back to the 1980s. I am astonished by the prolonged duration required to integrate them into public vehicles.

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