#Porsche 918 Spyder Rolling Chassis | Explore Tumblr Posts and Blogs

stirlingmoss · 2 years

Photo

2014 Porsche 918 Spyder

A unique combination of performance and efficiency

Stuttgart. The 918 Spyder embodies the essence of the Porsche idea: it combines pedigree motor racing technology with excellent everyday utility, and maximum performance with minimum consumption. The task faced by the development team was to create the super sports car for the next decade with a highly efficient and powerful hybrid drive. Developing the car from scratch, appropriately beginning with a sheet of white paper, allowed the team to come up with a no-compromise concept. The entire car was designed around the hybrid drive. The 918 Spyder therefore demonstrates the potential of the hybrid drive to a degree never seen before: the parallel improvement of both efficiency and performance without one being at the cost of the other. This is the idea that has made the Porsche 911 the most successful sports car in the world for 50 years. In short, the 918 Spyder will act as the gene pool for the Porsche sports cars of the future.

The 918 Spyder reveals its close links to motorsport in a variety of ways. It has been designed, developed and produced by Porsche engineers who build race cars, in cooperation with series production specialists. A great deal of insight gained from the development of Porsche race cars for the 24 hours race in Le Mans in 2014 is thus integrated into the 918 Spyder – and vice versa. The structural concept of the 918 Spyder with a rolling chassis as its basis – a basic vehicle that can be driven even without a body – is race car tradition at Porsche. The concept of the V8 engine originates from the LMP2 RS Spyder race car. The load-bearing structures, the monocoque and subframe, are made of carbon fibre reinforced polymer. Porsche has many years of experience with this high-strength, lightweight construction material and has again achieved top results with the development of the series production 918 Spyder. Many parts of the super sports car come from manufacturers who have a proven record as suppliers for motorsport vehicles.

Hybrid drive brings advantages in terms of driving dynamics

A key message of the 918 Spyder is that the hybrid drive from Porsche is a plus for no-compromise driving dynamics. Drivers can experience this thanks to the unique all-wheel drive concept with a combination of combustion engine and electric motor on the rear axle and the second electric motor on the front axle. It is based on knowledge gained by Porsche during motor races with the successful 911 GT3 R Hybrid. Due to the additional, individually controllable front drive, new driving strategies for extremely high, safe cornering speeds can be implemented, especially for bends. Furthermore, the advanced “boost" strategy manages the energy of the electric drive so intelligently that, for every sprint with maximum acceleration, the full power of the 918 Spyder can be tapped into by simply pressing the accelerator down fully. In short, the 918 Spyder allows even drivers without motorsport training to experience the potential of advanced longitudinal and transverse dynamics.

The Porsche 918 Spyder also has the potential to break many records. The current lap time for the North Loop of the Nürburgring is 7:14 minutes. This time was achieved in the presence of international journalists during test drives in September 2012 – more than a year before start of production. The 918 Spyder prototype was therefore approximately 20 seconds quicker than the Porsche Carrera GT. More test drives on the Nürburgring North Loop will follow. An even more important factor is that the 918 Spyder surpasses previous models and competitors by far in its efficiency as well. As a plug-in hybrid vehicle, it systematically combines the dynamic performance of a racing machine with over 880 hp and low NEDC fuel consumption, which at about three litres fuel per 100 km is better than that of most small cars today. To sum it up: maximum driving fun with minimal fuel consumption.

Carbon monocoque guarantees lightweight design with a low centre of gravity

The 918 Spyder utilizes the best state-of-the-art technologies, taken straight from motor racing, to achieve its top performance. The entire load-bearing structure is made of carbon fibre reinforced polymer (CFRP) for extreme torsional rigidity. Additional crash elements at the front and rear absorb and reduce the energy of a collision. The car’s unladen weight of approximately 1,640 kg (“Weissach" package), an excellent low weight for a hybrid vehicle of this performance class, is largely attributable to this concept. The drivetrain components and all components weighing over 50 kg are located as low and as centrally as possible within the vehicle. This results in a slightly rear end biased axle load distribution of 57 per cent on the rear axle and 43 per cent on the front axle, combined with an extremely low centre of gravity at approximately the height of the wheel hubs, which is ideal for driving dynamics. The central and low position of the traction battery directly behind the driver not only supports efforts to concentrate masses and lower the centre of gravity; it also provides the best temperature conditions for optimum battery power capacity.

Chassis with race car genes and rear-axle steering

The multi-link chassis of the Porsche 918 Spyder is inspired by motorsport design, complemented by additional systems such as the PASM adaptive shock-absorber system and rear-axle steering. Basically, this incorporates an electro-mechanical adjustment system at each rear wheel. The adjustment is speed-sensitive and executes steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same direction as the front wheels or in opposition to them. At low speeds, the system steers the rear wheels in a direction opposite to that of the front wheels. This makes cornering even more direct, faster and more precise, and it reduces the turning circle. At higher speeds, the system steers the rear wheels in the same direction as the front wheels. This significantly improves the stability of the rear end when changing lanes quickly. The result is very secure and stable handling.

Porsche Active Aerodynamic (PAA) for different driving modes

Porsche Active Aerodynamic (PAA), a system of adjustable aerodynamic elements, ensures unique and variable aerodynamics; its layout is automatically varied over three modes ranging from optimal efficiency to maximum downforce and is tuned to the operating modes of the hybrid drive system. In “Race" mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler positioned between the two wing supports near the trailing edge of the airflow also extends. In addition, two adjustable air flaps are opened in the underfloor in front of the front axle, and they direct a portion of the air into the diffuser channels of the underbody structure. This also produces a “ground effect" at the front axle.

In “Sport" mode, the aerodynamic control system reduces the attack angle of the rear wing somewhat, which enables a higher top speed. The spoiler remains extended. The aerodynamic flaps in the underfloor area close, which also reduces aerodynamic drag and increases attainable vehicle speeds. In “E" mode, the control is configured entirely for low aerodynamic drag; the rear wing and spoiler are retracted and the underfloor flaps are closed.

Adjustable air inlets under the main headlights round off the adaptive aerodynamic system. When the vehicle is stationary and in “Race" and “Sport" mode, they are opened for maximum cooling air intake. In “E-Power" and “Hybrid" modes, they close immediately after the car is driven off in order to keep aerodynamic drag to a minimum. They are not opened until the car reaches speeds of approximately 130 km/h or when cooling requirements are higher.

From comfortable to race-ready: five modes for three motors

The core of the 918 Spyder concept is its distribution of propulsive power among the three power units; their cooperation is controlled by an intelligent management system. To best exploit these different approaches, the Porsche developers defined five operating modes that can be activated via a “map switch" on the steering wheel, just like in motorsport cars. On the basis of this pre-selection, the 918 Spyder applies the most suitable operating and boost strategy without driver intervention, thus allowing the driver to concentrate fully on the road.

Quiet and elegant: “E-Power"

When the vehicle is started up, the “E-Power" mode is the default operating mode as long as the battery is sufficiently charged. In ideal conditions, the 918 Spyder can cover over 30 kilometres on purely electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 to 100 km/h in less than seven seconds and can reach speeds of up to 150 km/h. In this mode, the combustion engine is only used when needed. If the battery’s charge state drops below a set minimum value, the vehicle automatically switches to hybrid mode.

Efficient and comfortable: “Hybrid"

In “Hybrid" mode, the electric motors and combustion engine work alternately with a focus on maximum efficiency and minimum fuel consumption. The use of individual drive components is modified as a function of the current driving situation and the desired performance. The Hybrid mode is typically used for a fuel economy-oriented driving style.

Sporty and dynamic: “Sport Hybrid"

In more dynamic situations, the 918 Spyder selects the “Sport Hybrid" mode for its power sources. The combustion engine now operates continuously and provides the main propulsive force. In addition, the electric motors provide support in the form of electric boosting or when the operating point of the combustion engine can be optimised for greater efficiency. The focus of this mode is on performance and a sporty driving style at top speed.

For fast laps: “Race Hybrid"

“Race Hybrid" is the mode for maximum performance and an especially sporty driving style. The combustion engine is chiefly used under high load, and charges the battery when the driver is not utilising its maximum output. Again, the electric motors provide additional support in the form of boosting. Furthermore, the gear-shifting programme of the PDK is set up for even sportier driving. The electric motors are used up to the maximum power output limit to deliver the best possible performance for the race track. In this mode, the battery charge state is not kept constant, rather it fluctuates over the entire charge range. In contrast to Sport Hybrid mode, the electric motors run at their maximum power output limit for a short time for better boosting. This increased output is balanced by the combustion engine charging the battery more intensively. Electric power is thus available even with several very fast laps.

For pole position: “Hot Lap"

The “Hot Lap" button in the middle of the map switch releases the final reserves of the 918 Spyder and can only be activated in “Race Hybrid" mode. Similar to a qualification mode, this pushes the traction battery to its maximum power output limits for a few fast laps. This mode uses all of the available energy in the battery.

Main propulsion: the race car’s eight cylinder engine

The main source of propulsion is the 4.6-litre, eight cylinder engine that produces 608 hp of power. The engine is derived directly from the power unit of the successful RS Spyder, which explains why it can deliver engine speeds of up to 9,150 rpm. Like the race engine of the RS Spyder, the 918 Spyder power unit features dry-sump lubrication with a separate oil tank and oil extraction. To save weight, components such as the oil tank, the air filter box integrated into the subframe and the air induction are made of carbon fibre reinforced polymer. Further extensive lightweight design measures have resulted in such features as titanium connecting rods, thin-wall, low-pressure casting on the crank case and the cylinder heads, a high-strength, lightweight steel crankshaft with 180 degrees crankpin offset and the extremely thin-walled alloy steel/nickel exhaust system. Striking features of the V8 are that it no longer supports any auxiliary systems, there are no external belt drives and the engine is therefore particularly compact. Weight and performance optimisations achieve a power output per litre of approx. 132 hp/l – the highest power output per litre of a Porsche naturally aspirated engine – which is significantly higher than that of the Carrera GT (106 hp/l) and outstanding for a naturally aspirated engine.

Unique race car design heritage: top pipes

It isn’t just this engine’s performance but also the sound it makes that stokes the emotionality of the 918 Spyder. This is attributable first and foremost to the so-called top pipes: the tailpipes terminate in the upper part of the rear end immediately above the engine. No other production vehicle uses this solution. The top pipes’ greatest benefit is optimal heat removal, because the hot exhaust gases are released via the shortest possible route, and exhaust gas back pressure remains low. This design requires a new thermodynamic air channelling concept. With the HSI engine, the hot side is located inside the cylinder V, the intake channels are on the outside. There is another benefit as well: the engine compartment remains cooler. This is especially beneficial to the lithium-ion traction battery, as it provides optimum performance at temperatures between 20 and 40 degrees Celsius. Consequently, less energy needs to be used for active cooling of the battery.

In parallel in the drivetrain: hybrid module

The V8 engine is coupled to the hybrid module, since the 918 Spyder is designed as a parallel hybrid like the current hybrid models from Porsche. Essentially, the hybrid module comprises a 115 kW electric motor and a decoupler that serves as the connection with the combustion engine. Because of its parallel hybrid configuration, the 918 Spyder can be powered at the rear axle either individually by the combustion engine or electric motor or via both drives jointly. As is typical for a Porsche super sports car, the power pack in the 918 Spyder has been placed in front of the rear axle, and does not have any direct mechanical connection to the front axle.

Upside-down for a low centre of gravity: Doppelkupplung

A seven-speed Doppelkupplung (PDK) transmission handles power transmission to the rear axle. The high-performance transmission is the sportiest version of the successful PDK; it has undergone a complete redesign for the 918 Spyder and has been further optimised for high performance. To ensure a low mounting position for a low centre of gravity of the entire vehicle, the gear unit was turned “upside down" by rotating it 180 degrees about its longitudinal axis, in contrast to other Porsche series. If no power is required on the rear axle, the two motors can be decoupled by opening the decoupler and PDK clutches. This is the action behind the Porsche hybrid drive’s typical “coasting" with the combustion engine switched off.

Independent all-wheel drive: front axle with electric motor

On the front axle, there is another independent electric motor with an output of approximately 95 kW. The front electric drive unit drives the wheels at a fixed ratio. A decoupler decouples the electric motor at high speeds to prevent the motor from over-revving. Drive torque is independently controlled for each axle. This makes for very responsive all-wheel drive functionality that offers great potential in terms of traction and driving dynamics.

Lithium-ion battery with plug-in charging system

The electric energy for the electric motors is stored by a liquid-cooled lithium-ion battery comprising 312 individual cells with an energy content of about seven kilowatt hours. The battery of the 918 Spyder has a performance-oriented design in terms of both power charging and output, so that it can fulfil the performance requirements of the electric motor. The power capacity and the operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. That is why the battery of the 918 Spyder is liquid-cooled by a dedicated cooling circuit. The global warranty period for the traction battery is seven years.

To supply it with energy, Porsche developed a new system with a plug-in vehicle charge port and improved recuperation potential. This vehicle charge port in the B-column on the front passenger side lets users connect the storage battery to a mains supply at home and charge it. The charge port is standardised for the country of purchase. The on-board charger is located close to the traction battery. It converts the alternating current of the mains supply into direct current with a maximum charge output of 3.6 kW. Using the supplied Porsche Universal Charger (AC), the traction battery can be charged within four hours from a ten ampere rated, fused power socket on the German 230 Volt mains supply, for example. Furthermore, the Porsche Universal Charger (AC) can be installed at home in the garage using the Charging Dock. It enables rapid and convenient charging within approximately two hours, irrespective of regional conditions. The Porsche Speed Charging Station (DC) is available as an optional extra. It can fully charge the high-voltage battery of the 918 Spyder in just 25 minutes.

Pioneering control concept: clear organisation of the cockpit

The driver is the focus of all technology in the future Porsche super sports car. A cockpit was created for the driver that is typical of the brand and pioneering in its clarity. It is partitioned into two basic areas. First, there are the controls that are important for driving, which are grouped around the multifunction steering wheel, combined with driver information displayed on three large round instruments. Second, there is the infotainment block that is housed in the lifted centre console, which was introduced in the Carrera GT. Control functions, e.g. for the automatic climate control system, wing adjustment, lighting and Porsche Communication Management (PCM), including a Burmester high-end sound system, can be intuitively operated by multitouch with a new type of black panel technology.

For even higher performance: the Weissach package

For very performance-oriented customers of the 918 Spyder, Porsche offers the “Weissach" package. These modified super sports cars can be recognised at first glance by special colours and designs that are based on legendary Porsche race cars. The roof, rear wings, rear-view mirrors and frames of the windscreen are made of visible carbon. Parts of the interior are upholstered with Alcantara instead of leather, and visible carbon replaces much of the aluminium. Sound insulation has been reduced. The emphasis on performance is not just visual: very lightweight magnesium wheels reduce unsprung masses; gross weight was reduced by about 35 kg. The benefits are experienced in further improved dynamic performance. Other references from motorsport are six-point seatbelts for driver and front passenger, optional film-coating instead of body paint, as well as additional aerodynamic body parts in visible carbon.

Porsche redefined: a new super sports car for a new decade

The 918 Spyder continues a long tradition of super sports cars at Porsche; as technology platforms, as the driving force behind both car emotion and car evolution and as the ultimate sports cars of their decades: the Carrera GTS, the first Porsche Turbo, the 959, the 911 GT1, the Carrera GT. More than any of its predecessors, the 918 Spyder is providing key impetus for developing technologies for future vehicle concepts. It offers a complete package of components that reflect Porsche DNA – more concentrated than ever before.

(Porsche Press Release)

0 notes

brandonnatali · 4 years

Text

Market Watch: 2004-2006 Porsche Carrera GT Pricing and More

We’ll get to the going rate when it comes to Porsche Carrera GT price in a moment. But briefly, a recap: When the first Porsche Carrera GT rolled off of the assembly line in Leipzig in 2004, more than a decade had passed since production ended on the marque’s last all-out supercar, the technologically brilliant 959. In the late 1980s when the 959 launched, it’s twin-turbo flat-six engine, advanced all-wheel-drive chassis, and height-adjustable suspension represented peak automotive technology for road cars. But the Carrera GT was different (and not just because we had comedian and Porsche nut Jerry Seinfeld review the car for us at its launch).

Sure, it was an extremely sophisticated car, with its racing-bred 603-horsepower, 5.7-liter V-10 engine, carbon-fiber monocoque construction, and trick carbon-ceramic brakes. But it didn’t just look forward; it took cues from important Porsches that had gone before, eschewing turbochargers for a driving experience (and banshee-wail exhaust note) only natural aspiration provides. Porsche gave it a manual transmission at a time when paddle-shift gearboxes were becoming all the rage, and even capped that six-speed shift lever with a wooden shift knob, similar to the 917 race car of the late 1960s-70s.

Moreover, electronic stability control, a feature present in 2004 on even the entry-level Boxster sports car, was notably absent. In an era that was leveraging electronic wizardry to keep ever-increasing levels of performance manageable for non-pro drivers, the Carrera GT stood out as a pure supercar that still relied on driver skill to get the most out of it.

We recently spoke to Sterling Sackey, a Southern California-based specialty car broker. He specializes in these cars and knows all about the topic of Porsche Carrera GT price; he gave us the latest rundown on where the market has been for this unique supercar, where it’s headed, and why the Carrera GT is such a unique car among the dozens of models Porsche has produced since 1948.

Why is the Carrera GT such a special car for Porsche? What does it mean to the brand?

Sterling Sackey: The Carrera GT, in my mind, can be labeled as Porsche’s first true, clean-sheet, road-going supercar. Unlike the 959 before it—and in some sense the purely homologation-focused 911 GT1—the Carrera GT was not 911-based. Instead, it had a completely original design, with an engine architecture never before used in a Porsche road car. The 918 Spyder that came a decade later shared the same clean-sheet dedication, but moved away from the purity and focus found in the Carrera GT, an element which is unlikely to return in a Porsche supercar as automotive engineering progresses toward an electrified future.

Walter Röhrl, famous ex-rally driver and perhaps Porsche’s most well-known representative, has said that his four years of development work on the Carrera GT was the highlight of his career at the company up to that time. Today, the Carrera GT is regarded by Porsche itself as one of its “Classic” models, with parts supply and refurbishment continuing under that branch of the company, which demonstrates the company’s dedication to and love of the model.

Porsche didn’t quite make its 1,500-car production run, ending with 1,270 built. What were the reasons for this?

SS: While Porsche did state a goal of 1,500 cars, it’s good to remember that the reported final number of 1,270 was still higher than the overall 959 and 918 Spyder production numbers, combined. Also, more than half of all Carrera GTs produced were sold in the U.S., making it Porsche’s most successful supercar to date in the U.S., both in total volume and by percent of production delivered here. That said, there are some reasons why the Carrera GT didn’t sell in even larger numbers.

First, at the time of the Carrera GT’s debut, most top-level supercars were employing Formula 1-inspired semi-automated manual transmissions. As a result, the manual gearbox in the Carrera GT was seen as a bit “old school” to those who wanted the latest and greatest.

Second, the market worldwide for supercars in the mid-2000s was not as large as it would become in the later 2010s. Supercar manufacturers still had to work hard to sell their cars in the ’00s, and some Carrera GTs were even sold with discounts even when new as a result. (That certainly isn’t the case now when it comes to Porsche Carrera GT price.)

Lastly, it was not possible for Porsche to sell the 2006 model year Carrera GT in the U.S. due to a revised NHTSA frontal airbag ruling, which stated that ’06-on cars needed to have dual-stage airbags. As a result, the Carrera GT’s largest market lost out on the third model year of the car’s production.

The Carrera GT has often been denigrated as an unsafe or difficult car to drive. Is this criticism valid, in your opinion?

SS: It’s a heavily misused criticism in my opinion, but it is ultimately based in some truths about the car’s past and engineering that are important to understand.

The most important fact to know is that the car was originally equipped with specially developed Michelin Pilot Sport PS2 tires, which despite Michelin’s best efforts simply didn’t have great grip characteristics when new. They became especially bad in this respect when they aged. New Porsche-approved Michelin Pilot Super Sports were issued from 2013 forward, and they completely transformed the at-limit handling characteristics of the car.

Additionally, the car is only equipped with a very basic traction-control system, and no stability-control system. This means the engine will cut power during wheel-slip under power, but the braking system will not help straighten the car if it begins to slide. Competitors to the Carrera GT and almost all supercars since have had full stability-control systems to save drivers who “run out of talent,” shall we say. Supercars that existed before the Carrera GT without any stability control tended to have far less power.

As a final point, many early Carrera GTs were delivered new with the adjustable rear anti-roll bar in the “hard” position, which induced an oversteer-prone balance, preferred by the racing drivers who developed the car. Switching this to the “medium” or ideally “soft” position results in a much more driver-friendly balance for the average owner.

These cars sold originally for about $450,000. Where have Porsche Carrera GT prices gone since then, and where are they headed?

SS: As with many new cars, the Carrera GT initially decreased in value, but has been steadily increasing since the beginning of the 2010s. I specialize in the private treaty purchase and sale of Carrera GTs primarily in the United States, and I can say that today in the U.S. most sell for between $600,000 and $1 million depending largely on color, mileage, and the individual car’s history.

What key issues should potential buyers be wary of in the Carrera GT market?

SS: The biggest questions from buyers generally regard service costs. While the Carrera GT is no more expensive to service than many of its competitors from brands like Ferrari, it is ultimately a bespoke supercar that comes with appropriately expensive bills. Clutch replacements for the special “PCCC” clutch are well into the five-figures, as are major services. I generally recommend my clients avoid ultra-low mile cars which have sat undriven for long periods of time, as these tend to be the examples that accrue the largest bills come time for service. Carrera GTs, like many supercars, respond best to being driven and used regularly, and regular use serves as a way to maintain their reliability.

Are certain years, options, or colors more desirable?

SS: Later model-year cars are preferred simply for being newer, as there are little to no mechanical differences between them. For the U.S., ’05 cars introduced some special exterior and interior trim options, including paint to sample, which was a very rarely selected option that is highly desirable today. As far as the standard color palette, GT Silver cars typically trade hands for less than the other colors, simply due to that color being by far the most common—for good reason, as it’s beautiful!

What sort of collectors are most interested in Porsche Carrera GTs?

SS: The Carrera GT appeals to a fairly wide set of buyers, from diehard classic Porsche fans who enjoy the purity and roadster feel to modern Porsche GT-car fans who want the ultimate driving experience to enthusiasts of other brands, i.e. Ferrari, who may retain a Carrera GT as their only Porsche. The appeal of the car is fairly universal at this point, it’s an “everyone agrees” car in that sense, at least amongst those in the know.

For more on Sterling Sackey or to get in touch, check out his website at sterlingsackey.com.

The post Market Watch: 2004-2006 Porsche Carrera GT Pricing and More appeared first on Automobile Magazine.

Market Watch: 2004-2006 Porsche Carrera GT Pricing and More published first on https://kwsseuren.tumblr.com/

0 notes

adriansmithcarslove · 5 years

Text

Porsche 911 GT2 RS Clubsport Makes 700 HP for the Track

Sorry, bub—you’re probably out of luck regarding that Porsche 935 order. Only 77 of those are being made, and unless you ingratiated yourself with Stuttgart by previously ordering three 918 Spyders, eight 911 Rs, and 15 991.2 GT3 RS’s, it’s likely you didn’t make the cut. Don’t reallocate your hundreds of thousands of dollars just yet, though. The company has a consolation prize in the form of the Porsche 911 GT2 RS Clubsport.

Sharing the debut spotlight with the new 992-generation 911 at the Los Angeles Auto Show, the GT2 RS Clubsport is a 991.2-based, race-ready evolution of the most powerful roadgoing 911 ever produced. Much like the smaller Cayman GT4 Clubsport, this non-street-legal model is a stripped-out, hunkered-down, caged-up weapon for the hardest of hard-core track-day regulars.

Mechanically, it’s very similar to the 935. Both cars share the same rear-mounted 3.8-liter twin-turbocharged flat-six, sending a mighty 700 hp to the rear wheels through a seven-speed PDK dual-clutch transmission. Though you wouldn’t think there would be much to strip from the already plenty focused street car, the Clubsport sheds 177 pounds over the regular GT2 RS, a car which already proved its mettle by whipping around the Nürburgring in world-record time. It would weigh even less if it weren’t for the full FIA-spec roll cage and additional race hardware keeping things both stiff and safe.

Huge, 15.3-inch steel front rotors are clamped by six-piston calipers, while the 14.9-inch discs in the rear are slowed by four-piston pieces. A three-way, adjustable race-focused suspension supports the chassis, so that professional race shops and brave weekend warriors can change suspension settings to fit the venue. Once you manage to squeeze past the cage’s door bar, you’ll sit behind a competition-spec steering wheel yanked from the GT3 R. Air conditioning, stability control, and ABS are still present.

Unlike the aforementioned GT4 Clubsport, you can’t actually race this in an officially sanctioned series—yet. Porsche is still working on that with the SRO Motorsports Group, the organization behind the Blancpain GT series. If the GT2 RS Clubsport gets the green light for competition, it shouldn’t have any problems passing tech inspection, as each car arrives outfitted with an FIA-spec safety hatch, a fire-extinguisher system, a 30.3-gallon safety fuel cell, and an integrated air-jack system.

The GT2 RS Clubsport stickers at $478,000, a $183,750 premium over the road car. That’s a pretty penny, but it’s still roughly half the price of the 935. Get your order in now—Porsche is only building 200.

Source: Porsche

The post Porsche 911 GT2 RS Clubsport Makes 700 HP for the Track appeared first on Motor Trend.

via RSSMix.com Mix ID 8134279 https://ift.tt/2TWqe7R

#IFTTT #RSSMix.com Mix ID 8134279

0 notes

kingrajahofficialblog · 5 years

Quote

BENZ VS PORSCHE. Author: kingrajahofficial Hello and welcome to our blog if you are a newbie and if you have been visiting before then you all are highly welcome. Today i felt we should be talking about the best car judging between the porsche panamera of the volkswagen company and the benz c-lassic of the mercedez company. No doubt the two classes of cars has been the talk of the town down here in africa . Judging the best amongst them should be a little bit diffucult because you can never judge a car only by its look but by the features. Features of a car is just that it can move so the best way to judge the above mentioned cars is just mainly by their extra-features. Lets take a look at them one after the other BENZ Mercedez benz has been looked at and studied having discover that No matter what Mercedes-Benz you’re driving, you can always have confidence that it will be backed by some of the most reliable safety features in the industry. The Mercedes-Benz brand has a strong reputation for constructing their vehicles in a way that will dramatically lessen the chances of an accident. Let’s take a look at some of the most notable Mercedes-Benz safety features available. Pre-Safe Technology Mercedes-Benz’s signature Pre-Safe technology will help warn drivers whenever there’s an imminent accident. This technology will also help prepare the vehicle for the collision by tightening seatbelts, closing the sunroof and windows, and even adjust front head restraints. When driving through the Carolinas there’s no better way to be and feel safer than driving a vehicle with Mercedes-Benz safety features. Accident Investigation Mercedes-Benz takes pride in offering some of the most notable safety features in the industry. This is why they’ve launched their accident investigation program - to help them determine what the most likely scenario for an accident might be so that they can develop technology to prevent it. They calculate collision angles, impact speed, and collect much more data to help improve their groundbreaking technology, which includes Pre-Safe, Attention Assist, and many others. Pre-Safe Brake and Distronic Plus Technology Every second that a driver spends distracted on the road is a second that can have life-changing implications. This is why Mercedes-Benz went out of their way to offer both Pre-Safe Brake and Distronic Plus technology. What do they offer? Basically, whenever the vehicle senses that an accident is about to occur, it will automatically start to initiate about 40% braking power. It will also audibly alert the drive, followed by engaging the Pre-Safe system. Should the driver fail to respond, the vehicle will apply 100% braking power on its own in order to help reduce the impact of a collision. Night View Assist Plus When driving through North Carolina at night, it can be difficult to notice upcoming obstacles in the road. But thanks to Mercedes-Benz’s Night View Assist Plus technology, this will no longer be an issue. Using a special camera and invisible infrared beams, drivers will be able to view a real-time view of a dark road. This becomes especially useful for avoiding pedestrians or animals on very dark nights. With that being said, most Mercedes-Benz vehicles come with active full-LED headlamps. These are designed to generate the most amount of power when driving at night. These 72 light-emitting diodes will also reconfigure themselves to form patterns based on other traffic, the vehicle’s speed, and even the driver’s steering habits. Staying safe on dark nights becomes much more convenient with Mercedes-Benz safety features like this. Active Lane Keeping Assist and Active Blind Spot Monitoring When driving through Charlotte, accidents can occur from any direction. This is why Active Blind Spot Monitoring was created - to help detect vehicles alongside yours that you may have otherwise missed when looking in your rearview mirror. Lane Keeping Assist technology will keep track of your driving, and when it sense that you’re drifting outside of your line, will cause the steering wheel to vibrate. It may even apply brakes to a single side of the vehicle to slowly bring you back into your own lane. Adaptive High Beam Assist Finally, with Adaptive High Beam Assist will have access to a specialized camera that will scan the road ahead for the lights being given off by other vehicles. Based on the calculations that it receives, it will maximize its own illumination while ensuring that it doesn’t create an unwanted glare to oncoming vehicles. This is an essential safety feature that not only protects you but also other drivers on the road. PORSCHE As far as people are concerned porsche can bee seen as an exotic vehicle Porsche has introduced the new generation of the Panamera in India. The second generation Panamera line-up is initiated with the big boy – the Turbo variant, which is joined by the longer wheelbase Panamera Turbo Executive and the recently unveiled Panamera Turbo Sport Turismo estate. The second-generation Panamera was introduced globally in June last year and car brings together two contrasting characteristics more than ever before – the performance of a sports car and the comfort of a luxury sedan. Here is a list of top five features of the new Panamera of what makes it a potent yet practical super sedan. New platform The outgoing Panamera was an eyesore from certain angles and the new generation model addresses this issue. The second generation employs the Volkswagen Group’s newly developed MSB (modular standard drivetrain) platform which is highly flexible and cost effective. The key element of this MSB architecture is its three platform modules: front body, middle floor, and rear body, each of which can be manufactured by different dimensions and materials. The new Panamera is bigger and better than the older model in every way. It is 34mm longer, 6mm wider and 5mm taller and yet, it appears much lower and longer than the old car owing to the roof that’s been lowered at the rear and a slightly increased wheelbase which gives the car a leaner stance. Evolutionary design The design of the new Panamera is evolutionary rather than revolutionary. It is unmistakably a Panamera, but look further and the changes start to become obvious. The headlights now carry the new signature four-point LED design which is now found in the all new Porsches. While at the rear, the bulbous and appalling tail light units are replaced by a sleek LED strip similar to the new 911. The quad-exhaust, 20-inche alloy wheels (21-inche optional), large air vents and a flared rear hunch adds character to the car. However, one drool worthy part of the new Panamera is the manner in which the rear spoiler opens and closes. New engines Now for the more interesting bit – the engine line-up. Under the hood of the Turbo is a new 4.0-litre twin turbo V8 petrol pushing out 542bhp and 770Nm. The base-level engine is a 2.9-litre twin-turbo V6 petrol unit with 440bhp and 550Nm. As for the diesel Panamera, there’s a 4.0-litre twin-turbo V8 unit producing 422bhp and 850Nm. The engines are mated to Porsche’s new PDK eight-speed dual-clutch transmission. These engines have a unique characteristic, which is known as ‘with the hot sides inward’. It means that the turbochargers are integrated centrally into the V of the cylinder banks. The short paths between the two turbochargers and the combustion chambers produce spontaneous throttle response. Updated feature list Being a Porsche, the new Panamera is equipped with several standard and optional features. The dashboard is dominated by a massive 12.3-inch screen of the next generation Porsche Communication Management (PCM) system, touch sensitive panels while the digital instrument cluster looks a lot like Audi’s Virtual Cockpit system. Porsche says that the tachometer positioned centrally in the instrument cluster, is a tribute to the gorgeous 1955 356 A. There’s even a night vision assistant, which uses a thermal imaging camera to detect objects and displays a colour highlighted warning indicator in the instrument console. Other features include online navigation, smartphone connectivity, four-zone automatic climate control system, panoramic tilt roof, massage seats, ambient lighting and a 3D high-end sound system from Burmester. Additional hardware The new Panamera gets a lot of innovative systems such as an adaptive air suspension, Porsche Active Suspension Management (PASM electronic damper control), the enhanced Porsche Dynamic Chassis Control Sport (PDCC Sport) system including Porsche Torque Vectoring Plus (PTV Plus) and active roll stabilisation, as well as a new electromechanical steering system. The handling highlight though is the rear axle steering - which is also new and has been adapted from the 918 Spyder and the 911 Turbo. After looking at the extra features between the two i think you will be able to judge inside yourself which is the best amongst the two regardless of their prices kindly subscribe to our blog to get the latest updates thanks and God bless.

http://kingrajahofficial.blogspot.com/2019/02/benz-vs-porsche.html

#SEO #Local SEO training

0 notes

robertkstone · 5 years

Text

Porsche 911 GT2 RS Clubsport Makes 700 HP for the Track

Source: Porsche

The post Porsche 911 GT2 RS Clubsport Makes 700 HP for the Track appeared first on MotorTrend.

from PerformanceJunk WP Feed 3 https://ift.tt/2TWqe7R via IFTTT

#IFTTT #PerformanceJunk WP Feed 3

0 notes

jesusvasser · 5 years

Text

Porsche 911 GT2 RS Clubsport Brings 700 HP to the Track

Sorry, bub—you’re probably out of luck regarding that Porsche 935 order. There’s only 77 of those being made, and unless you ingratiated yourself with Stuttgart by previously ordering three 918 Spyders, eight 911 Rs, and 15 991.2 GT3 RS’s, it’s likely you didn’t make the cut. Don’t reallocate your hundreds of thousands of dollars just yet, though—the company has a consolation prize in the form of the Porsche 911 GT2 RS Clubsport.

Sharing the debut spotlight with the all-new 992-generation 911 at the Los Angeles auto show, the GT2 RS Clubsport is a 991.2-based, race-ready evolution of the most powerful roadgoing 911 ever produced. Much like the smaller Cayman GT4 Clubsport, this non-street-legal model is a stripped-out, hunkered-down, caged-up weapon for the hardest of hard-core track-day regulars.

Unlike the aforementioned GT4 Clubsport, you can’t actually race this in an officially sanctioned series—yet. Porsche is still working on that with the SRO Motorsports Group, the organization behind the Blancpain GT series. If the GT2 RS Clubsport gets the green light for competition it shouldn’t have any problems passing tech inspection, as each car arrives outfitted with an FIA-spec safety hatch, a fire-extinguisher system, a 30.3-gallon safety fuel cell, and an integrated air-jack system.

The post Porsche 911 GT2 RS Clubsport Brings 700 HP to the Track appeared first on Automobile Magazine.

from Performance Junk WP Feed 4 https://ift.tt/2r6lhw2 via IFTTT

#IFTTT #Performance Junk WP Feed 4

0 notes

eddiejpoplar · 5 years

Text

Porsche 911 GT2 RS Clubsport Brings 700 HP to the Track

Unlike the aforementioned GT4 Clubsport, you can’t actually race this in an officially sanctioned series—yet. Porsche is still working on that with the SRO Motorsports Group, the organization behind the Blancpain GT series. If the GT2 RS Clubsport gets the green light for competition it shouldn’t have any problems passing tech inspection, as each car arrives outfitted with an FIA-spec safety hatch, a fire-extinguisher system, a 30.3-gallon safety fuel cell, and an integrated air-jack system.

The post Porsche 911 GT2 RS Clubsport Brings 700 HP to the Track appeared first on Automobile Magazine.

from Performance Junk Blogger 6 https://ift.tt/2r6lhw2 via IFTTT

#IFTTT #Performance Junk Blogger 6

0 notes

jonathanbelloblog · 5 years

Text

Porsche 911 GT2 RS Clubsport Brings 700 HP to the Track

Unlike the aforementioned GT4 Clubsport, you can’t actually race this in an officially sanctioned series—yet. Porsche is still working on that with the SRO Motorsports Group, the organization behind the Blancpain GT series. If the GT2 RS Clubsport gets the green light for competition it shouldn’t have any problems passing tech inspection, as each car arrives outfitted with an FIA-spec safety hatch, a fire-extinguisher system, a 30.3-gallon safety fuel cell, and an integrated air-jack system.

The post Porsche 911 GT2 RS Clubsport Brings 700 HP to the Track appeared first on Automobile Magazine.

from Performance Junk Blogger Feed 4 https://ift.tt/2r6lhw2 via IFTTT

#IFTTT #Performance Junk Blogger Feed 4

0 notes

deonheim30 · 6 years

Text

2019 Porsche 911 GT3 RS

2019 Porsche 911 GT3 RS Laps the ‘Ring Faster Than 918 Spyder

youtube

Happy Friday to you and yours. The longest day of the week can play havoc on traffic, so Porsche has decided to show us a proper way to leave work. In a YouTube video uploaded this morning, we find ourselves strapped into a 2019 GT3 RS for a hot lap at the Nürburgring.

The press release mentions how factory driver Kevin Estre uses the skinny pedal as an on/off switch above 7,000 rpm. That’s because the GT3 RS has a linear power curve. We have a 2017 911 GT3 RS for sale downstairs and is powered by the perfect naturally aspirated engine. For 2019, it offers 520 horsepower and 346 lb-ft of torque. An optional Weissach Package includes magnesium wheels and a roll cage of titanium.

Porsche Exclusive 911 GT3 RS is a Black and Gold Gem

Real improvements lie in the solid subframe and motor mounts along with a stiffer chassis. They allowed him to run a lap in 6.56.4. That is faster than the 918 Spyder and any GT3 RS before it. Listen closely and watch the tach for moments when the Porsche temporarily goes airborne. If you don’t need the wild aerodynamics and you like audio, the non-RS is perfect for you. Click the link below for your next 911 and have a great weekend.

2019 Porsche 911 GT3 RS Laps the ‘Ring Faster Than 918 Spyder

//<![CDATA[ featureBoxVar = ""; //]]> source http://cardetailingphoenix.com/index.php/2018/04/20/2019-porsche-911-gt3-rs/ from Auto Dealing Services http://cardetailingphx.blogspot.com/2018/04/2019-porsche-911-gt3-rs.html

0 notes

howardlyontx · 6 years

Text

2019 Porsche 911 GT3 RS

2019 Porsche 911 GT3 RS Laps the ‘Ring Faster Than 918 Spyder

youtube

Porsche Exclusive 911 GT3 RS is a Black and Gold Gem

2019 Porsche 911 GT3 RS Laps the ‘Ring Faster Than 918 Spyder

featureBoxVar = ""; from Auto Detailing Services (480)233-1529 Call or Text Now http://cardetailingphoenix.com/index.php/2018/04/20/2019-porsche-911-gt3-rs/ from Auto Dealing Services https://cardetailingphx.tumblr.com/post/173140818441

0 notes

5hit-i-l00k-at · 6 years

Text

2020 Porsche 911 GT2 RS Price, Release, Review and Redesign

New Post has been published on https://carspricesupdates.com/2018/02/2020-porsche-911-gt2-rs-price-release-review-and-redesign.html

2020 Porsche 911 GT2 RS Price, Release, Review and Redesign

2020 Porsche 911 GT2 RS Price, Release, Review and Redesign – Having a sky the color of a frustrated elephant and Portugal’s weather forecasters directing at charts covered in raindrops, it’s reasonable to express that the omens are not great for going through a 700hp rear-motivated Porsche 911 the first time. And particularly not one particular wearing a GT2 badge.

Because it initial use within 1993, the 2019 Porsche 911 GT2 RS badge is becoming connected to anyone of Porsche’s Motorsport-engineered road cars which place much more emphasis on power than chassis finesse, cars that use turbocharged engines to provide challenging performance. The 996-technology, the initial manufactured in significant amounts, was wayward enough to generate alone a “widowmaker” moniker; the 2019 Porsche 911 GT2 RS along with its RS ” spin “-away from were partly tamed, but equally must be given significant respect at the restriction.

The brand new 2019 Porsche 911 GT2 RS has skipped right to monitor-focussed RS spec; there will not be a typical model. It is also hugely more robust than any of its forerunners and substantially more quickly. Did I mention it absolutely was about to start raining?

The brand new RS showed the amount easier it had been before this season in the event it reclaimed the Nordschleife production car history for Porsche, the best lap of 6:47. That amount is surely an unbelievable 31 mere seconds quicker than the 997 GT2 RS managed and 10 seconds inside the previous document established by the Porsche 918 Spyder. On that foundation, the brand new 2019 Porsche 911 GT2 RS probably qualifies as being a deal. Nevertheless excessive the price tag in the event it reaches Australia next year, we can be confident it will probably be less than its hybrid stablemate.

2019 Porsche 911 GT2 RS Redesign

While previously 2019 Porsche 911 GT2 simply syndication had been relatively crude beasts, the new car becomes what appears, on very first impressions, to become a technology excess. The 3.8-litre engine helps make its astonishing peak energy shape due to the help of a water shot program, just like the one particular BMW installed towards the M4 CSL, which cools down the consumption cost by spraying distilled normal water coming from a reservoir towards the bottom in the entrance baggage compartment.

Just like the GT3, it provides rear-wheel steering plus most of Porsche’s typical variety of stability improving driver helps. Bodyweight has been decreased wherever possible, each by means of light-weight components, such as the choice of a carbon dioxide-nutritional fiber bonnet and roof, in addition to added slim side cup, but also smart new features such as co2-fiber contra–roll bars which come included in the bulk-trimming Weissach Package deal. In its cheapest bodyweight configuration, which includes performing without both air con plus an audio system, the 2019 Porsche 911 GT2 RS weighs about just 1470kg on Porsche’s numbers.

It looks appropriately significant, with the same best-vented front side wings that have been installed to the last GT3 RS as well as a bonnet showcasing the encouraging return of the aged motorsport staple, the NACA consumption duct. The back wing is big and end-user changeable, the top splitter is the largest and most aggressive but fitted to some street-heading 911, and the exhausts have already been created so that you can begin to see the catalysts glowing at nighttime after hard use.

The cabin is similarly stripped-and-whipped, with a lot of co2 cuts but additionally a reasonable crop of change blanks. Textile door pulls instead of conventional manages are a good touch, as is also the Alcantara-rimmed steering wheel. If you want more playthings, then you can certainly constantly conserve a lot of money and buy a Turbo S.

Any worries that Porsche might have picked to dilute the 2019 Porsche 911 GT2 RS’s personality to widen its appeal are quickly dispelled. The engine fires right into a brooding, upset nonproductive and throws striped bass-weighty harmonics through the cabin as soon as you shift off.

The suspensions use motorsport grade steel golf ball joint parts as opposed to rubberized bushings, causing significantly better preciseness, but additionally creaks and vibrations that could not be enabled in a lesser 911. The ride is very organized, even above Portugal’s normally clean tarmac with the switchable dampers in their standard environment. But, adding pace and growing loading helps to quiet the journey down.

The engine is the star feature. Motorsport Division’s highway car boss, Andreas Preuninger, states he didn’t desire to follow competitor suppliers in attempting to hide proof of compelled induction, his improvement team told to develop a car which celebrates turbocharging. They’ve been successful.

2019 Porsche 911 GT2 RS Engine

The engine pulls cleanly from low revs, but with tiny passion, with all the tacho needing to be exhibiting at the very least 2500rpm ahead of the turbos begin to spin. Then issues commence taking place very quickly as boost comes with all the suddenness of the law enforcement raid, giving the 2019 Porsche 911 GT2 RS the sensation of exponential desire as its level of acceleration starts to increase, and passengers start to feel progressively serious longitudinal g-factors. Peak energy arrives at 7000rpm, just 200rpm bashful from the limiter. The bellowing best-end soundtrack and savagery in the engine’s responses make any journey to the red series, or maybe the conclusion of the throttle pedal’s travel, feel as if an authentic accomplishment.

It’s greatly quickly. Porsche’s state of any 2.8-2nd -100km/h time doesn’t stick out very far within a generation whenever the double-tonne electric saloon dips into the twos, but greater amounts get there with jarring suddenness also. Porsche says -200km/h takes a scarcely possible 8.3-seconds, and 300km/h arrives from the standstill in only 22.1-secs.

Find Out 2019 Lexus LC500 Changes

But, it feels even quicker as opposed to those stats advice, hoovering the horizon and shortening lengthy straights just like a sports bike. Gearing continues to be reduced in comparison to Porsche’s stratospheric standard, next finishes at an pointed out 100km/h, and also the velocity in which the 2019 Porsche 911 GT2 RS rips via its proportions enhances the sense of timewarp acceleration. I didn’t reach confirm the existence of a speed limiter, but the 2019 Porsche 911 GT2 RS is one of the few Porsches to have ever had one: 340km/h, corresponding for the peak ranking from the keep track of-biased Dunlop Sports Maxx Competition 2 tires.

The skies are overcast, but the rainwater keeps off for very long adequate to experience what the silicone is capable of doing on the highway. The reply is practically total adhesion, the sort of grasp that usually becomes likened to Velcro or something noxious stuck to some blanket.

Directing is lighter in weight than you may anticipate from something so die hard, but reactions are completely proportional and comments is great. The 2019 Porsche 911 GT2 RS RS’s chassis can do creating somewhat impossible longitudinal g-factors in anything from slow-moving edges to fast sweepers, exactly where these large wings start to work at producing severe downforce. But even restricted roundabouts neglecting to produce the understeer that 911s usually occur at low rates, an condition that the 2019 Porsche 911 GT2 RS experienced specifically poorly.

Neither is the new RS snappy; a lot of throttles will idea it into slight oversteer, but stability and grip control systems intercede seamlessly nicely before it might be frightening. Switching individuals off proves that the 2019 Porsche 911 GT2 RS does still have a serrated benefit, and the capability to smoke cigarettes it’s rear tires within a standing upstart, but you need to elect to release its darkish area purposely.

There’s only a lot it is possible to discover about a 2019 Porsche 911 GT2 RS on the street, which is the reason Porsche also put on track, the 4.7-km Portimao track which sees tiny genuine racing, but that is preferred by European car suppliers being a launch location. With a good mixture of corners and elevation changes that make it something near to a Portuguese same in principle as Bathurst, it’s an outstanding spot to find out more in the quick window before the long-endangered rainfall shows up.

The RS methods as much as the task along with you would assume. Performance is looming, but what’s more remarkable is the ability to deploy so much of it frequently. Porsche select to utilize a 918 Spyder because the event’s adhere to-me tempo car, and although the exceptional abilities of its instructor initial guaranteed it absolutely was never ever in danger of obtaining approved, the 2019 Porsche 911 GT2 RS obviously has the legs around the hybrid amazing on Portimao’s primary right, heat haze pluming from the back from the Spyder as it difficulties to fend away from its little sibling.

Monitor loadings demonstrate the RS will certainly understeer a bit if you try and carry too much pace into a restricted transform, as well as the back will slide when you get as well enthusiastic using the throttle too soon. But that is for you; the car itself is a model of consistency, the carbon dioxide earthenware braking system tireless and with no hint of fade right after multiple very hot laps, the tires gripping without problem past the level I had been anticipating them to commence to go off.

A 2019 Porsche 911 GT2 RS’s driver is probably going to get flustered long before the car does, the limiting factor for a total-fang keep track of period will probably be the exceptional rate where the engine drainpipes the gas tank under hard use. (A 64-liter container is regular. However, I think every single buyer will tick the package for the optionally available 90-liter edition.)

Equally as my track session finishes, the heavens open. Rainwater really does stop enjoy, the downpour effectively shutting the track and – on the local streets – reducing this 515kW monster towards the speed from the slowest of the doddering leasing cars. The hostile tyres do not have the level necessary to deal with standing up normal water, as well as fatty surface areas result in a dramatic loss of grip. But the limits keep nicely flagged as well as the 2019 Porsche 911 GT2 RS continues to be expected since it approaches them.

#2020 Porsche 911 GT2 RS #2020 Porsche 911 GT2 RS engine #2020 Porsche 911 GT2 RS for sale #2020 Porsche 911 GT2 RS Price #2020 Porsche 911 GT2 RS Redesign #2020 Porsche 911 GT2 RS Release Date #2020 Porsche 911 GT2 RS Review

0 notes

adriansmithcarslove · 7 years

Text

2018 Porsche Panamera Turbo S E-Hybrid First Drive Review

On a recent trip to the Vancouver Island Motorsports Circuit in Canada we arrived to towering trees, blue skies, and over a dozen protesters gathered outside the entrance. “Shame on Porsche!” one sign read. Whoa, what’s going on here? Are they shaming the new 2018 Porsche Panamera Turbo S E-Hybrid we were eagerly hoping to drive that day?

It turns out the disgruntled group were local residents who’ve been complaining about excessive noise coming from the track ever since it opened last year. Porsche doesn’t own the facility, but it was caught in the protesters’ crosshairs for hosting the Panamera drive event there. Hopefully all parties involved can eventually coexist because it’s a fun and challenging circuit that sits at the base of a hill (with lots of elevation changes) in the middle of a scenic forest.

Thankfully the drama at the gate didn’t hamper our time with the Panamera Turbo S E-Hybrid. And as its name suggests, there’s a lot going on with this new top dog Panamera variant. In the previous-generation Panamera, the jump from Turbo to Turbo S was achieved by beefier turbochargers and other tweaks to the 4.8-liter twin-turbo V-8. Horsepower increased from 520 to 570.

This time around, Porsche is throwing its hybrid expertise into the mix. The meat of the advanced powertrain is the same 4.0-liter twin-turbo V-8 from the Panamera Turbo, churning out 542 hp and 567 lb-ft of torque. Sandwiched between the engine and eight-speed PDK dual-clutch automatic is an electric motor that adds 134 and 295 lb-ft to the equation. Porsche rates the Panamera Turbo S E-Hybrid’s total system output at 671 hp and 626 lb-ft.

Read our 2018 Panamera Sport Turismo review HERE.

There’s lots of power and also lots of weight. The large sedan also has to contend with all-wheel-drive hardware, and a 14.1-KWh battery pack in the plug-in hybrid sedan tips the scales at an estimated 5,093 pounds, about 600 more than the Panamera Turbo. That said, the Turbo S E-Hybrid has a slight power-to-weight ratio advantage at 7.5 hp per pound versus 8.2.

Our time on the track was brief, but very revealing. Acceleration is immense and instantaneous, much like previous high-performance plug-in hybrids we’ve driven including Porsche’s own 918 Spyder. The automaker claims a 0-60-mph time of 3.2 seconds, but we wouldn’t be surprised if it dips below 3 seconds once we test it. Top speed is rated just under the 200-mph mark at 192 mph. Porsche’s Sport Chrono system comes standard in this model, and it includes the trick, steering-wheel-mounted rotary drive mode switch, which allows you to easily switch from E-Power to Hybrid Auto, Sport, or Sport Plus.

Wisely, much of the available performance tech available on the Panamera is standard in the Turbo S E-Hybrid, including carbon-ceramic brake rotors (16.5-inch diameter front, 16.1-inch rear) and exclusive and massive 10-piston calipers up front (four-piston clampers at the back). It’s a hefty brake system that worked well on the track, scrubbing speed with confidence, while showing little to no signs of fade. Pedal feel was good and solid without the artificial feel common to most hybrids.

And in addition to its standard air suspension is the Porsche Dynamic Chassis Control Sport (PDCC Sport), basically a fancy name for the active electromechanical roll bars that help keep the sedan neutral and relatively flat through the curves. The 16.6-foot sedan feels much smaller while navigating tight corners—the rear-steering (optional in the regular wheelbase, but standard on the long-wheelbase Executive model) and brake-based torque vectoring system are obviously doing their job, but both are imperceptible. Despite its size and heft, the Panamera Turbo S E-Hybrid was satisfying to pilot on the track, at limits most owners will likely never explore.

Perhaps more important is that the Panamera Turbo S E-Hybrid a supremely comfortable luxury cruiser. In Hybrid Auto mode, the powertrain expertly shifts between the engine and electric motor And environmentally-friendly, too, thanks to the aforementioned E-Power mode providing zero-emissions (and noise), all-electric driving for an estimated 31 miles of range. The standard 3.5kW on-board charger replenishes the battery in six hours when plugged into a Level 2 charger. An optional 7.2 kW on-board charger drops that time to 2.4 hours.

Pricing starts at $185,450 and can quickly crest $200,000 once you click off fancy luxury items and tech like the driver Assistance package ($5,370) and Burmester sound system ($5,940). That said, no other sedan carries the performance, luxury, and green cred in a handsome package quite like the Panamera Turbo S E-Hybrid.

The post 2018 Porsche Panamera Turbo S E-Hybrid First Drive Review appeared first on Motor Trend.

via RSSMix.com Mix ID 8134279 http://ift.tt/2vIKa1V

#IFTTT #RSSMix.com Mix ID 8134279

0 notes

levaduraa · 6 years

Text

2020 Porsche 911 GT2 RS Price, Release, Review and Redesign

New Post has been published on https://carspricesupdates.com/2018/02/2020-porsche-911-gt2-rs-price-release-review-and-redesign.html

2020 Porsche 911 GT2 RS Price, Release, Review and Redesign

2019 Porsche 911 GT2 RS Redesign

2019 Porsche 911 GT2 RS Engine

Find Out 2019 Lexus LC500 Changes

0 notes

levantine-chant · 6 years

Text

2020 Porsche 911 GT2 RS Price, Release, Review and Redesign

New Post has been published on https://carspricesupdates.com/2018/02/2020-porsche-911-gt2-rs-price-release-review-and-redesign.html

2020 Porsche 911 GT2 RS Price, Release, Review and Redesign

2019 Porsche 911 GT2 RS Redesign

2019 Porsche 911 GT2 RS Engine

Find Out 2019 Lexus LC500 Changes

0 notes

jesusvasser · 6 years

Text

First Drive: Gunther Werks 400R

Nostalgia is one hell of a drug, a slippery sentiment that can coax mortgage-sized sums of cash into otherwise obsolete sports cars, transforming them into novel combinations of old-school architecture and new-world engineering.

The latest in a relatively recent string of high-dollar Porsche 911 conversions comes from a seemingly unlikely source: Vorsteiner, a Southern California firm known for trick aftermarket carbon-fiber body panels and wheels.

Breaking bread with Vorsteiner founder Peter Nam at a small cafe near the foot of Angeles Crest Highway introduces me to one of the most extreme strains of driving enthusiast on the planet. One key point of reference: Nam’s opinions on the time BMW lost the plot. “I was a BMW M-car freak,” he says, “but I fell out of love when the E92 [M3] came around because it became a cruiser, not a motorsports [based] car. It became too accessible to a broad group of people.” We feel your pain, Peter.

Front track lends the 400R a meatier stance than the 993’s narrow-nosed platform.

That type of thinking led Nam to create Gunther Werks, whose mission is to build analog, driver-focused sports cars that are no less earnestly executed than something that springs from the minds of Porsche’s monomaniacal mad scientists in Zuffenhausen. Nam’s first creation, the 400R, tips a hat to Porsche’s GT3 RS limited edition motorsports-inspired 911s. Porsche’s first factory GT3 RS model was a Europe-only 996-based variant introduced in 2003. The sub-3,000-pound vehicle claimed radically reworked handling capabilities and race-spec hardware—most crucially, repositioned front suspension uprights that enabled improved suspension geometry.

The Gunther Werks 400R takes that approach to the mat by starting with an air-cooled 993 donor car (in the case of our test subject, a base 1995 911 Carrera), stripping it down to the bare chassis, and altering its fundamental architecture in order to create something significantly lighter, more powerful, and with better handling. The front suspension mounts are repositioned outward, creating a perfectly square, 63-inch front and rear track. The square setup is the golden mean of chassis geometry, shared by everything from Porsche’s Carrera GT and 918 Spyder to Ferrari’s LaFerrari. Gunther Werks installs custom-built KW Clubsport coil-overs, along with solid bushings, revised drop links, and 993 Cup anti-roll bars by Eibach. Chassis and suspension engineer Cary Eisenlohr says the shock and anti-roll-bar tuning was the least labor-intensive part of the process; once the geometry was revised, most of the work focused on perfecting the balance between grip and road feel, which involved fine-tuning the roll center and managing bump steer.

Keen eyes will spot a 964-era steering wheel and a 993 RS-sourced shifter covered in Alcantara.

The process of modifying the donor car includes the luxury of starting from scratch, which means addenda such as sunroofs (which came on all U.S.-bound 993 Carreras) can be deleted, saving weight (45 pounds in the case of the sunroof). A 3-D-printed aluminum headlamp housing offers a distinctive look and is shielded by a layer of glass baked by a veteran concept car builder; although they’re thoroughly bespoke, the units retain their original bucket mounts so they can be removed and serviced at Porsche dealerships. The same clay modeler responsible for a certain German supercar of the early 2000s shaped the revised nose, while a modeler with experience at Audi and Aston Martin formed the fenders. The rear spoiler shares its distinctive profile with that of the 997.2 GT3 RS and uses three intakes to create a ram air effect.

The chassis is rose-jointed, seam-welded, and media-blasted before getting draped in a pre-preg carbon-fiber skin, which is aerodynamically shaped using computational flow dynamics. The only remaining original body panels are the steel doors (retained for crash protection), the door handles, and the mirrors. The extreme makeover results in a lower, wider, and considerably more purposeful package that weighs in at a mere 2,670 pounds—quite a slim down from the stock car, which tips the scales at slightly less than 3,200 pounds. The 400R’s curb weight is capable of dipping below 2,600 pounds by replacing the heavy undercoating with a special primer and paint, and by incorporating optional lighter seats, carbon-fiber doors, and carbon-fiber dash panels.

Gunther Werks ships the 993’s 3.6-liter flat-six engine to Rothsport Racing for a similarly comprehensive reworking, during which it grows in displacement to 4.0 liters. Everything from con rods and pistons to valvetrain and exhaust are altered, even down to minutiae such as enlarged fan blades, which are curved for a slightly more mechanical sound. Temperature management is also aided by adding a second oil cooler and positioning both to better capitalize on airflow. The car receives a MoTeC engine management system and a carbon-fiber plenum from U.K.-based Eventuri, whose geometry is designed to create a venturi effect producing a 6-horsepower gain.

Incremental additional power gains are also realized from the introduction of an electric steering pump and HVAC unit, which no longer sap energy from the engine. The A/C hardware is relocated to the front of the car, enabling shorter plumbing and better weight distribution. By the time the Oregon-based firm is done with the engine, only the 993’s notoriously stout block remains, which allows the owner to retain the powerplant’s original serial number. The reworked mill produces 419 horsepower and 315 lb-ft of torque, working with a rebuilt six-speed manual gearbox with shortened first through fifth gears; sixth remains an overdrive gear. Another staggering point of reference: With 313.9 horsepower per ton, the 400R is, pound for pound, mightier than a 959 (253.7 hp/ton).

The 400R’s cabin is a sparse and stripped-down yet finely finished space that trades the 993’s factory-installed plastic and vinyl bits for top-stitched Alcantara. The deleted rear seats are also replaced with matte-finished sheets of the lightweight stuff, as is the front trunk area. Sidle into the fixed Cobra carbon-fiber bucket driver’s seat, and dead ahead is the familiar, centrally positioned Porsche tachometer (though this VDO gauge is finished in red and indicates a 7,800-rpm redline). The 4.0-liter powerplant fires up with the same Le Mans-inspired left-hand key ritual, though the center console houses a red button that can open an exhaust valve for a throatier sound and switches the MoTeC engine management system to extract 30 more horsepower.

Any 911 owner will find a spatial and ergonomic familiarity behind the wheel of the 400R; everything is in its right place. Once in motion, though, the heightened level of performance dynamics belies the simplicity of the original car’s ’90s-era platform. Acceleration is eye-opening: Release the clutch, and the 4.0-liter pulls reasonably strongly at low rpm, climbing with a newfound vigor from 4,000 rpm onward that crescendos with a rousing, screaming 7,800-rpm finish. Those mid- to upper ranges are the engine’s sweet spot, where it unfurls a flow of horsepower and tractor-beams the car forward. Down low, it will happily burble along at a couple thousand revolutions, pulling strongly enough to escalate your speed without being startling or abrupt. But drop a gear or two into the 4,000-plus-rpm range, and the engine rouses with a more urgent punch, delivering an addictive blast of acceleration that squeezes you into your seat and assaults the cabin with intake and exhaust howl.

On a personal note, I upgraded the wheels, tires, shocks, control arms, and drop links of my ’97 993 in search of a more rear-biased feel, but I found that the staggered front/rear track width still exhibits a natural tendency toward understeer. When I take my first corner in the 400R, the response is almost unrecognizable: The front end carves and turns like no mildly modified 993 could. Riding on 245 front and 315 rear Michelin Sport Cup rubber wrapped around 18-inch wheels, the 400R delivers tremendous lateral grip but also responds to steering input with fluid turn-in, offering excellent feedback through its thick, leather-wrapped steering wheel. Some understeer becomes apparent during higher-speed, on-throttle corner entries, which Eisenlohr says was a choice to help keep drivers from encountering a snap oversteer situation. As a safety mechanism, it provides a progressive indication of where the rear tires are starting to slip in tiny increments, reassuring feedback on Angeles Crest Highway, as most of its 66 miles includes steep cliffside drops. Six-piston front and four-piston rear Brembo brakes with ABS offer outstanding stopping power that’s easy to modulate.

Starting at $525,000 (not including the donor car) with only 25 examples available, the 400R begs the inevitable comparison to Singer Vehicle Design’s similarly priced long-nose creations. Although the two boutiques focus on different eras of air-cooled 911s, they also do so with varying levels of fidelity to the original design. Both offer heightened performance, though Gunther Werks departs from the orthodox canon of Porsche styling with its more overt swollen-fendered twist. With the 400R’s order book nearly full, Nam says he is already working on another series that will be “taken to a completely different level.” The tease is enough to spawn wild thoughts among Porschephiles. Nostalgia, it seems, never sleeps.

Gunther Werks 400R Specifications

ON SALE Available by special order PRICE $525,000 + donor 993 ENGINE 4.0L DOHC 24-valve flat-6/419 hp @ 7,800 rpm, 315 lb-ft @ 6,500 rpm TRANSMISSION 6-speed manual LAYOUT 2-door, 2-passenger, rear-engine, RWD coupe EPA MILEAGE N/A L x W x H 167.7 x 75.25 x 48.25 in WHEELBASE 89.45 in WEIGHT 2,670 lb 0-60 MPH 3.6 sec (est) TOP SPEED N/A

IFTTT

#IFTTT #Performance Junk WP Feed 4

0 notes