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Porsche 911 Carrera 4
Highlights Permanent four-wheel drive with perfect power distribution The 911 Carrera 4 comes as standard with four-wheel drive. Variable distribution of engine power to the front axle by a viscous clutch in the front differential guarantees excellent traction and supreme driving safety on all kinds of roads and under all conditions, without the driver being required to adjust the traction control systems. http://content2.eu.porsche.com/prod/...ad_abtrieb.gif Porsche Stability Management The 911 Carrera 4 is fitted as standard with PSM Porsche Stability Management serving to intervene in the engine management and brake system in order to stabilise the car in both longitudinal and lateral direction whenever the car is driven to – or beyond – the extreme. And PSM has been tuned by Porsche's suspension engineers to ensure that the sportin character of the 911 is not suppressed by premature intervention. Indeed, the objective in this process was to provide brief but essential assistance whenever necessary on all four wheels, should the car come too close to the laws of physics. The springs, anti-roll bars and dampers are all specially tuned and modified to reflect the dynamic driving qualities of the four-wheel-drive model. Consistent adjustment of axle geometry to four-wheel drive and retuned elasticity on the front axle ensure neutral behaviour all the way to extreme limits, particularly in bends. http://www.porsche.at/de/images/mode.../bild4/310.jpg 320 horses spread out on all four wheels Displacing 3.6 litres and developing maximum output of 235 kW (320 bhp), the power unit ensures supreme performance also in the 911 Carrera 4, with a minimum of 5 and a maximum of 40 per cent of the drive power going to the front wheels, depending on road conditions. Acceleration from 0 – 100 km/h, as on the rear-wheel-drive Carrera, is in exactly five seconds. At 285 km/h or 177 mph (six-speed manual gearbox), the top speed is also the same. http://www.porsche.at/de/images/mode...bild1/1011.jpghttp://content2.eu.porsche.com/prod/...tiptronic2.jpg Discreet signs of distinction Applying the principle of being “great to look at but even greater inside”, the Carrera 4 does not in any way flaunt its wares. The Carrera 4 model designation stands out in titanium colour on the engine compartment lid and is also to be admired on the black wheel hub covers. Further visible signs of distinction are the titanium-coloured brake callipers on the Carrera 4. http://content3.eu.porsche.com/prod/...e/c4_coupe.jpg Porsche 911 Carrera 4 Traction on Four Wheels The 911 Carrera 4 – both in coupé and cabriolet guise – comes as standard with four-wheel drive and PSM Porsche Stability Management electronic driving dynamics control. Benefitting from four-wheel-drive complete with a viscous multiple-plate clutch, the front wheels consistently convey a minimum of 5 per cent and, if required, a maximum of 40 per cent of the engine's drive power to the road. The focus, however, is not so much on traction, but rather on the wish to achieve supreme driving characteristics and road safety at all times. The viscous multiple-plate clutch is housed in the front axle drive unit, conveying drive power to the front axle and compensating for any difference in engine speed between the two axles. Like a multiple-plate lock, the clutch is made up of inner plates fastened to the hub and outer plates connected to the housing. Silicon fluid comes between the plates in a totally sealed compartment. As soon as there is a difference in speed, shear forces between the silicon fluid and the plates transmit torque and drive power to the front axle as required. One of the advantages of this special concept of four-wheel drive is that it avoids the car “pushing” over the front wheels in a bend, ensuring neutral behaviour in bends and, quite generally, under all driving conditions. A further advantage, particularly in a sports car, is the low weight, all components of the four-wheel-drive system weighing a mere 55 kilos or 121lb. This makes Porsche's dynamic four-wheel-drive system one of the lightest in the market. Modified front axle At the front of the car the entire body structure is modified to meet the additional drive requirements. This involves modifications in the area of the front axle itself and different design of the fuel tank with the same capacity as before. The emergency wheel has been replaced by a more compact folding wheel. Despite these changes, the capacity of the front luggage compartment is still100 litres. PSM for extra driving safety The combination of four-wheel drive designed consistently for sports motoring and electronic Porsche Stability Management (PSM) chassis and suspension control geared to the specific features of the car ensures not only a particularly high standard of driving safety, but also that driving pleasure so typical of the marque. This Porsche's engineers are able to provide by means of special control characteristics not to be found in similar systems featured in other cars. As a result, all Carrera models retain the agile, sporting and dynamic behaviour of a Porsche all the way to the extreme limit. Thanks to the substantial safety reserves offered by the suspension, PSM only has tointervene in the car's steering behaviour on dry roads when driven to the extreme under race-like conditions. Any minor deviations in directional stability caused by load changes or partial application of the brakes in a bend are corrected by PSM discreetly and almost imperceptibly. Porsche's engineers only allow PSM to intervene at an earlier point and more energetically on wet or slippery roads and, in particular, on varying road surfaces with different frictional values right and left. The PSM principle is based on two fundamental control strategies: The first feature is dynamic longitudinal control incorporating anti-lock brakes, anti-slip control and the automatic brake differential to ensure stable acceleration and application of the brakes on straight stretches of the road and in bends. The second crucial PSM feature is dynamic lateral control keeping the car on course even under high lateral forces in a bend. The corrections required for this purpose are provided by the specific application of individual brakes: Any tendency to oversteer with the rear end swerving round is counteracted by careful application of brake on the outer front wheel in a bend. Understeering, in turn, is prevented by applying the brake on the inner rear wheel. The dynamic longitudinal control systems are able to enhance these functions, E-gas allowing a change in the position of the throttle butterfly tailored in each case to individual, specific requirements. PSM uses a number of sensors and control functions to ensure its high standard of precision and control quality. The wheel speed sensors first introduced with ABS provide not only information on speed, acceleration and deceleration, but are also able to “sense” bends and their radius by checking the left-to-right difference in wheel rotation speed. Other control functions are performed by a steering angle sensor, a lateral acceleration sensor and a yaw angle sensor detecting any inclination of the car to drift on the road. All data determined by the sensors goes straight to the PSM “brain”, where the information received is evaluated within fractions of a second and instructions are transferred to the E-gas or the brake system. As a result, PSM responds much faster to threatening situations than even a routined driver. Drivers who nevertheless wish to experience the natural dynamic behaviour of their Carrera in extreme lateral acceleration on a race track may of course temporarily deactivate Porsche Stability Management via a switch on the instrument panel. And even then the thrill of motoring in sporting style does not become an excessive risk, since all the driver has to do when his car starts to swerve at an unwanted angle is kick down the brake pedal in order to reactivate PSM. But it is of course important to note that while PSM is able to extend the laws of physics in all cases, it cannot override these laws as such. From 0 – 100 km/h in five seconds The Porsche Carrera 4 models also come with the flat-six power unit now increased in size to 3.6 litres and developing maximum output of 235 kW (320 bhp). Top speed both of the coupé and cabriolet is 285 km/h or 177 mph. Accelerating to 100 km/h, on the other hand, the coupé is 0.2 seconds faster, completing this important sprint in five seconds. |
Many thanks!!! So much information :)
Part about lap times of 320 hp 996 and older one are a bit strange. I think if new car has bigger tendency to understear and it's more difficult to post faster lap times with it. I'm talking about experiensed drivers. Drivers like rest of us could go faster with new one. :? |
Porsche 911 Carrera 4S
Highlights The subtle difference The 911 Carrera 4S looks very similar to the 911 Turbo, as the front end has the same dark-finish air intake openings as the top model. A slight difference is visible at the spoiler lip, which is slightly raised in the center, thereby documenting the new, carefully controlled aerodynamic balance. The rear section of the body is 60 mm wider than on the Carrera models; and in the wheel housings the standard 18-inch alloy wheels in Turbo styling provide ample traction. Another subtle difference between this model and the Turbo becomes obvious at the rear: A Carrera spoiler is used instead of the extending divided wing, and includes a red light strip providing a visual link between the two rear lights. These detail modifications give the Carrera 4S a distinctly different, striking rear-end appearance. http://content3.eu.porsche.com/prod/.../c4s_coupe.jpg Four-wheel traction This model has a 235 kW (320 bhp) 3.6-litre flat-six power unit and standard four-wheel drive. With this technology and the viscous multiple-plate clutch, the front wheels deliver a constant minimum of 5 per cent of the tractive force to the road, rising to as much as 40 per cent if more is needed. The Porsche Stability Management (PSM) electronic dynamic driving control system, which, in conjunction with four-wheel drive, makes this a particularly safe car, is also standard equipment. http://content3.eu.porsche.com/prod/...en_615x292.jpg Top Porsche quality for suspension and brakes The suspension of the 911 Carrera 4S has been lowered by 10 millimetres and is based on the 911 Turbo; including the brake system, the engine mounts and a front-axle pivot bearing optimised for good brake ventilation. This layout provides a unique combination of sport-style road behaviour, supreme handling and extremely high road safety. The wider rear track and the 295/30 ZR 18 rear tyres also increase the dynamic driving potential. The brake system adopted from the 911 Turbo is another top-level active safety feature. Compared with the Carrera models, the front and rear wheels are decelerated by larger, uprated four-piston fixed callipers and the cross-drilled, inner vented brake discs are larger in size. These measures ensure extreme braking power in even the toughest conditions such as motor racing. Like the 911 Turbo, the Carrera 4S is available as an option with Porsche Ceramic Composite Brakes or PCCB for short, reducing weight by approximately 50 per cent versus conventional brakes with grey-cast-iron discs. Further advantages in public traffic are a long running life and absolute resistance to any corrosion. http://content3.eu.porsche.com/prod/...rk_615x292.jpg Top-quality standard equipment In addition to features that also appear on the Carrera models, the Carrera 4S has a metallic paintwork, an abundance of leather in the interior, an audio sound package and electrically adjustable seats with a memory function for the driver’s side. The seat memory can be activated via buttons on the door sill or with the remote-control ignition key. http://content3.eu.porsche.com/prod/...le/akustik.jpg Porsche 911 Carrera 4S Carrera in Turbo-Look The Carrera 4S leaves no doubt as to what inspired its design: the 911 Turbo. The rear fenders of the Carrera 4S increase its width by 60 millimetres compared with the 911 Carrera, creating ample space for the standard 18-inch alloy wheels in Turbo design with 295/30 ZR 18 tyres. The Turbo model’s typical air intakes in the broad fenders, however, are lacking. These large side openings are not needed, as the engine compartment has no charge-air intercoolers demanding an abundant supply of fresh air. This, along with other aerodynamic measures, results in the improved aerodynamic drag coefficient of Cd = 0.30. The engine cover on the 911 Carrera 4S has been matched to the wider rear end and, unlike the other 911 models, is made of glass-fibre reinforced plastic. This material is frequently used in Porsche’s motorsport activities and gives the designers and development engineers more freedom at the design stage. At the lower edge of the rear flap is a red light strip providing a visual link between the two rear lights. Another distinguishing Carrera 4S feature is the rear spoiler, adopted from the 911 Carrera, which extends automatically at 120 km/h for safe road behaviour at high speeds. Like the rear cover, the front end with its three characteristic dark-trimmed air intake openings has been taken over from the 911 Turbo, but modified slightly: Raising the spoiler lip in the centre adjusts front axle lift so that optimum aerodynamic balance between axle lift forces is obtained. Top speed: 280 km/h Compared with the Carrera 4, weight has gone up slightly, resulting mainly from the wider rear end and more powerful brake system. However, this has only a minor effect on the thrust available from the 370 Nm, 235 kW (320 bhp) 3.6-litre flat-six engine, which accelerates the car from a standstill to 100 km/h in 5.1 seconds and gives it a top speed of 280 km/h. Despite this vast power output and the high, flat torque curve, fuel consumption according to the EU standard test method is 11.4 litres per 100 kilometres, an improvement of more than 7 per cent compared with the previous 993-series model with its 210 kW (285 bhp) engine at the rear. This significant reduction in fuel consumption from the six-cylinder engine is mainly due to VarioCam Plus, which Porsche developed initially for the 911 Turbo, but which is now, with suitable settings, also used on naturally-aspirated engines in other 911 models. This system, which adds a valve lift changeover device on the inlet side to the VarioCam variable inlet camshaft system, consists of movable cup tappets actuated by an electrohydraulic 3/2-way valve. Different cam profiles are provided on the inlet camshaft and brought into action with the corresponding valve lift values by repositioning the tappets. One might therefore say that VarioCam Plus makes two engines out of one: the first has low valve lift and is ideal for city traffic and part-loads. The second engine, with greater valve lift, supplies three times as much torque within fractions of a second and is designed for top performance. The 3.6-liter flat-six engine has four oxygen sensors in the exhaust system – one control and one diagnostic sensor for each cylinder bank. Together with secondary air injection, modern catalytic converter technology using metal monoliths enables the 911 Carrera 4S to comply easily with exhaust emission limits worldwide. Safe, reliable traction The Carrera 4S has four-wheel drive as a standard in both the six-speed manual-gearbox and Tiptronic S versions. With four-wheel drive including a multiple-plate viscous coupling clutch in the driveline, the front wheels apply a constant minimum of 5 per cent of the total traction force to the road, but up to 40 per cent if more is needed. Rather than ultimate traction, the emphasis is on supreme behaviour and safety. In conjunction with four-wheel drive, the Porsche Stability Management (PSM) electronic dynamic driving control system makes driving particularly safe and is also standard equipment. Same brake system as on the Turbo – and as an option with PCCB With its Turbo brake system, the 911 Carrera 4S has the same excellent braking performance as the 911 GT2 and 911 Turbo. Unlike the Carrera models, larger uprated four-piston fixed callipers are responsible for deceleration of the front and rear wheels. The cross-drilled, innervented brake discs are of course larger than before: diameter at the front is 330 millimetres and width is 34 millimetres. The rear brake discs have the same diameter and are 28 millimetres wide. This system guarantees extreme braking power even in the toughest conditions such as motor racing. As an option the Carrera 4S is available with PCCB Porsche Ceramic Composite Brakes approximately 50 per cent lighter than conventional brakes with grey-cast-iron brake discs and reducing unsprung masses accordingly. Further advantages of PCCB brakes are their long running life in public transport and their absolute resistance to corrosion. Standard equipment far superior to Carrera models As far as equipment is concerned, Porsche leaves the exclusive position of the Carrera in no doubt, placing it very close to the 911 Turbo and therefore giving it a considerably wider re of standard equipment than the other Carrera models. In addition to four-wheel drive and Porsche Stability Management, these include special 18-inch wheels in Turbo design and 295/30 ZR 18 rear tyres, a brake system increased in size, red brake callipers, metallic paintwork, an audio system with sound package, electrically adjustable seats with a position memory function and all leather upholstery and trim. :arrow: Porsche Carrera 4 S Coupe hi-res media pics |
The C4S is for sure the most common 996 right now. And I really love it.. it's still on "this" side of the supercars territory IMO... but bloody effective anyway :D
st-anger :D THANKS :D |
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I don't think somebody in full possession of his/her mind could refuse a C4S :D
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Aha finally I've come to the temporary end of this thread :-p
Took me a while to look at the pics & save all of the stuff in a document by car!! Just had to do that :-) Want to keep this stuff. Very nice thread st-anger! Thanks for all the nice info. Oh, and if I may give a remark about the styling of the 911... I like it, don't get me wrong, but those bulges in the rear bumper, round the plate... just seem out of place IMO! |
Porsche 911 Carrera 4S Cabriolet
Highlights Open for sports motoring Like its coupé counterpart, the open-air Porsche 911 Carrera 4S, through its wider rear wheel arches flared by 60 millimetres or 2.36", makes a clear statement, emphasizing that the primary feature in this case is sporting grip on the rear drive wheels. Despite the only slight modification of axle loads and aerodynamic effects remaining only minor, the lowered chassis and suspension of the Carrera 4S are specially designed and tailored for the open body of the car. The result is very sporting and dynamic driving behaviour at all times providing excellent grip and roadholding particularly at high and very high speeds. Benefitting from this most sporting and dynamic concept, the Carrera 4S cabriolet combines utmost pleasure of dynamic motoring with the joy of driving in the open air. Developing 235 kW or 320 bhp, the 3.6-litre flat-six delivers its power to all four wheels. Featuring four-wheel-drive technology with a viscous multiple-plate clutch, the drivetrain conveys a minimum of 5 per cent to the front wheels and, if necessary, increases this frontwheel power to 40 per cent. Another standard feature is electronic Porsche Stability Management (PSM) which, in combination with four-wheel drive, ensures a particularly high standard of driving safety on the road. http://content3.eu.porsche.com/prod/...ik_615x292.jpg Roof opens also while driving The soft roof of the open-air 911 Carrera 4S stands out not only through its superior quality and the special Z-folding mechanism, but also by its very special ability to open up at the touch of a button even while driving: Up to a speed of 50 km/h or 31 mph, the driver can operate the roof at any time simply by pressing a button. And even at this speed the soft roof takes only about 20 seconds to disengage at the front and fold to the rear, where it disappears completely beneath the roof compartment lid. http://content3.eu.porsche.com/prod/...ck_615x292.jpg Stiffest bodyshell of all 911 Cabriolets The bodyshell of the 911 Carrera 4S Cabriolet is based on its coupé counterpart, the main differences being specific body reinforcements, for example on the side-sills, additional junction plates and reinforcements of the door shaft behind the B-pillar, made for the first time on a Porsche sports car of high-strength DP600 steel and both welded and bonded in the interest of superior stability. All together, these modifications make the bodyshell of the Carrera 4S Cabriolet and the Turbo Cabriolet the stiffest body structure on all open-air 911s. http://content2.eu.porsche.com/prod/...c4s_cabrio.jpg Same brake system as in the Turbo The brake system also carried over from the 911 Turbo offers active safety of the highest standard. Compared with the other Carrera models, the 911 Carrera 4S Cabriolet features larger and reinforced four-piston fixed callipers on both the front and rear wheels, and it almost goes without saying that the cross-drilled, inner-vented brake discs are larger than usual. This ensures supreme brake power and very short stopping distances even under the toughest conditions. http://content3.eu.porsche.com/prod/...e/bremse_1.jpghttp://content3.eu.porsche.com/prod/...e/bremse_2.jpg Ceramic brakes as an option As an option the new 911 Carrera 4S Cabriolet can be fitted with Porsche Ceramic Composite Brakes (PCCB) about 50 per cent lighter than metal brake discs. In conjunction with the brake pads also specially made in this case, the ceramic brake discs immediately developa very substantial and, in particular, consistent frictional coefficient during application of the brakes. http://content3.eu.porsche.com/prod/...pccb_addon.jpghttp://content3.eu.porsche.com/prod/...ile/pccb_1.jpg Porsche 911 Carrera 4S Cabriolet Wide – Dynamic – Open The new 911 Carrera 4S Cabriolet offers more than “just" a dynamic driving experience – quite simply because the outstanding driving dynamics of the car clearly underlined by the rear wheel arches 60 millimetres or 2.36" wider than on the 911 Carrera go together in practice with the very special experience of driving an open sports car of the highest calibre. The basic elements of this synthesis are already well known from the coupé version of the 911 Carrera 4S, including, inter alia, the 235 kW (320 bhp) 3.6-litre flat-six power unit, a six-speed manual gearbox, four-wheel drive, and the entire chassis lowered by 10 millimetres or 0.39". Specially tailored to the body of the cabriolet with its specific weight distribution, these drive and chassis components guarantee sporting and safe motoring up to the highest speed range. With the roof closed, the open-air Carrera 4S has a top speed of 280 km/h or 174 mph, that is the same as the coupé. And the two models also accelerate from 0 – 100 km/h in virtually the same time, the cabriolet, at 5.3 seconds, requiring only 0.2 seconds more than the coupé on account of its extra weight of 70 kg or 154 lb. All-round sports concept with safety reserves One of the most significant characteristics both models have in common is of course the driving pleasure they both offer – a unique experience which cannot be expressed in figures alone: The lowered chassis and suspension, wide track and four-wheel drive offer a standard of longitudinal and lateral dynamics the driver and his – or her – passenger will perhaps enjoy most on winding country roads. Extra safety is offered in this experience by electronic Porsche Stability Management (PSM) featured as standard and, in combination with fourwheel drive, providing a particularly high level of driving stability. Opening the roof, the driver and passengers will enhance their driving pleasure to an even higher standard: The soft roof disengages in just 20 seconds, folding to the rear and disappearing beneath the roof compartment lid. Fully automatic, the roof also opens and closes while driving, allowing the driver to operate the roof at the touch of a button at any time up to a speed of 50 km/h or 30 mph. All Porsche 911 Cabriolets feature two rollbars to counter the risk of a rollover. Normally hidden inconspicuously behind the rear seats, the rollbars only move up when they receive a signal from a sway angle sensor indicating the imminent threat of a rollover. Stiffest bodyshell of all 911 Cabriolets The bodyshell of the 911 Carrera 4S Cabriolet is based on its coupé counterpart, the most significant differences being specific reinforcement elements replacing the stabilising effect of the metal roof. The side-sills on the cabriolet, for example, are reinforced by twice the usual panel thickness, with additional junction plates and shaft reinforcements behind the B-pillar. To achieve maximum strength and stiffness, the designers and construction engineers responsible for the reinforced shafts used high-strength DP600 steel for the first time on a Porsche sports car both welded and bonded at all crucial points. Benefitting from extrastrong adhesive bonds, the welding spots, forming a composite structure, are able to take up even more energy in the event of a collisions. In all, these modifications of the bodyshell make this – together with the body of the Turbo cabriolet – the stiffest and strongest of all Porsche 911 body structures. Redesigned rear lid and roof compartment cover Seen from behind, the Carrera 4S cabriolet stands out clearly from the other open-air Carreras not only through its rear wings 60 millimetres or 2.36" wider than usual. For the rear lid made, like on the coupé, of glass-fibre-reinforced plastic (GFP), is also a new design. Instead of forming a U-shape as in the past, the lid now extends round the retractable spoiler on all four sides, meaning that a narrow stripe has been added just above the spoiler. The rear spoiler itself as well as the row of lights between the rear light clusters again characteristic of the 911 Carrera 4S have been carried over without any modification from the coupé. A new feature, on the other hand, is the roof compartment cover integrating the third brake light now also characteristic of the 911 Carrera 4S. Aerodynamic qualities comparable to the coupé Top speed of 280 km/h or 174 mph clearly proves the superior aerodynamic qualities of the open-air 911 Carrera 4S: With its roof up, the cabriolet is exactly as fast as the coupé. And whilst the car's drag coefficient is influenced slightly by the fabric structure of the soft roof, the difference is virtually non-existent, both versions of the Carrera 4S completing their test in the wind tunnel with a drag coefficient (Cd) of 0.30. Brake system of the highest Porsche standard With its Turbo brake system, the new 911 Carrera 4S Cabriolet offers truly outstanding stopping power equal in virtually every respect to that of the 911 Turbo. Versus the other models in the Carrera range, larger and reinforced four-piston fixed callipers front and rear provide the necessary stopping power and deceleration. And it almost goes without saying that the cross-drilled, inner-vented brake discs are extra-large in width and diameter, measuring34 millimetres or 1.34" in width and 330 millimetres or 13.00" in diameter at the front. The rear wheels, in turn, come with brake discs of the same diameter, but reduced in width to 28 millimetres or 1.10". Clearly, modifications of this kind ensure truly outstanding brake power and performance even under the toughest conditions. The 911 Carrera 4S Cabriolet comes on 18-inch light-alloy wheels with 225/40 tyres at the front and 295/30 tyres on the rear wheels. As an option the 911 Carrera 4S Cabriolet is available with Porsche Ceramic Composite Brakes (PCCB) weighing approximately 50 per cent less than metal brake discs. In conjunction with brake linings also specially made in this case, the ceramic brake discs immediately build up a very high and, in particular, consistent frictional coefficient upon application of the brakes. :arrow: Porsche Carrera 4 S Cabriolet hi-res media pics |
And already the C4S cabrio! I hope to see more of them this summer! Only 1 so far, but well, not really the right moment to buy Cabrios... it just start now :D
Thank you st-anger. As always the write up is a please to read even if long and the pics are always superb :D |
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right now i´m preparing the Cayenne ( S & TT ) writeup´s and the pics, and it seems like that there´ll be thousands of pics... :P ....hope imagestation won´t break down :wink: |
Porsche Cayenne S
Highlights Impressive power and performance The V8 power unit featured in the Cayenne S develops superior torque and pulling force even from low engine speeds. Maximum torque of 420 Newtonmetres or 310 lb-ft is maintained consistently between 2500 and 5500 rpm. The extremely short and compact normalaspiration V8 power unit with the two rows of cylinders facing one another at an angle of 90° develops maximum output of 250 kW (340 bhp) at 6000 rpm from total displacement of 4.5 litres. This impressive Porsche engine incorporates 32 valves driven by two camshafts on each row of cylinders. When required to show its full performance, the Cayenne S with manual transmission fitted as standard accelerates from 0 – 100 km/h in 6.8 seconds, acceleration to 100 km/h with Tiptronic S taking 7.2 seconds. Top speed is 242 km/h or 150 mph. http://www2.porsche.de/german/deu/ca...foto2_zoom.gif Innovative four-wheel drive: Porsche Traction Management Porsche Traction Management (PTM) featured as standard on all models in the range is crucial to the Cayenne's performance in every respect. In its basic mode, this brand-new generation of four-wheel drive distributes 62 per cent of the engine power to the rear and 38 per cent to the front wheels. Depending on the situation, up to 100 per cent of engine power and torque may be fed to the front or rear, as required. And this division of power is not determined by the lack of traction alone, but rather by sensors measuring the speed of the vehicle, its lateral acceleration, steering angle and operation of the gas pedal in order to determine the optimum degree of locking action. When driving on rough terrain, finally, PTM also provides direct access to a reduction gear in the power divider as well as a 100 per cent front-to-rear differential lock. http://www2.porsche.de/german/deu/ca...foto3_zoom.gif Porsche Stability Management featured as standard Featured as standard in all Cayennes, Porsche Stability Management (PSM) consistentlyinteracts with PTM but only intervenes when the vehicle is driven to the limit, stabilising the Cayenne in such a situation by applying the brakes as required on individual wheels. Should this brake function not be sufficient for stabilising the car, PSM will also intervene in engine management, controlling drive forces via the ignition and throttle butterfly. http://www2.uk.porsche.com/english/g..._psm_foto1.jpghttp://www2.uk.porsche.com/english/g...ani_rechts.gif Side impact safety system featuring thorax and curtain airbags All three Cayennes S offer innovative technology also in the area of passive safety: Both the driver and front passenger airbag are activated by a gas generator operating in two stages. And then Porsche offers a side impact safety system made up of the thorax airbag integrated in the seat and a curtain airbag fitted in the roof frame. http://www2.porsche.de/german/deu/ca...bags_foto1.jpghttp://www2.porsche.de/german/deu/ca...bags_foto2.jpg Interior equipment: sophisticated and functional all in one Like on the Cayenne, standard equipment – to mention just some items – includes leather seats electrically adjustable at the front, an on-board computer, tinted heat-insulating glass, electric window lifts, an alarm system as well as a CD radio with a double tuner and 12 loudspeakers. Another outstanding feature of the Cayenne S is automatic air conditioning including an activated carbon filter with individual control by the driver and front passenger. http://www2.porsche.de/german/deu/ca...ente_foto1.jpg http://www2.porsche.de/german/deu/ca...ieur_foto1.jpg Porsche Cayenne S The Athlete in the Sports Utility Segment Creating the Cayenne S, Porsche has developed a truly unique sports utility vehicle (SUV) proudly presenting its heritage in terms of performance, dynamic driving characteristics, safety, and looks. And a particular forte of the Cayenne S, of course, is its superior qualities under all kinds of offroad driving conditions. The Cayenne S stands out clearly as a true Porsche from the very beginning. Like the Turbo, the Cayenne S, almost identical in its looks, is characterised by muscular wheel arches, the headlights so typical of the marque, the V-shaped engine compartment lid, and the overall design of the vehicle typical of Porsche in every respect. The side windows are equally outstanding design features, their round and stretched lines expressing a successful combination of elegance and sportiness. The most significant signs of distinction setting the Cayenne S and the Cayenne Turbo apart from one another at very first sight are the smaller air intake scoops at the front and two instead of four tailpipes at the rear. From the side, in turn, the two models look very similar indeed, only the special design of the wheels and the brake callipers finished in titanium colour marking the difference between the two models. V8 normal-aspiration power unit displacing 4.5 litres The brand-new V8 normal-aspiration power unit in the Cayenne S develops maximum output of 250 kW (340 bhp) at 6000 rpm from a capacity of 4.5 litres. Featuring 32 valves and integral dry sump lubrication, this 8-cylinder sparkignition power unit comes with two rows of cylinders opposed at an angle of 90° as well as infinitely adjustable intake camshafts. The engine itself is able to operate smoothly even at an angle of 45°, simply ideal for offroad requirements. The crankcase is closed at the top facing the cylinder head in closed-deck design, forming a complete system together with the cylinder cooling ducts again in the interest of superior hill-climbing and downhill driving abilities. Applying the good experience gained with the engine of the Boxster through its particular cylinder geometry, Porsche's engineers have chosen specific dimensions also for the V8: The crankshaft, for example, runs with stroke of 83 millimetres or 3.27”, which, in combination with the cylinder bore of 93 millimetres or 3.66” carried over from the Boxster S, provides engine displacement of exactly 4511 cc. The Cayenne S features cast aluminum pistons providing a compression ratio of 11.5:1. The cylinder head follows the two-piece concept already applied on the 911 Turbo, the separate crankcase with cup tappets and crankshaft bearings allowing use of an aluminium/silicon alloy in the cylinder head able to withstand high temperatures. The gas charge cycle is controlled by four valves per cylinder operated directly via cup tappets with hydraulic valve play compensation. The two intake and two outlet valves per cylinder are in V arrangement. Like in Porsche's other models, VarioCam technology serves here, too, to combine a high level of specific output with superior torque, VarioCam adjusting the camshafts in this case by an angle of 25°. The intake system featured in this V8 power unit also serves to ensure a “beefy” torque curve, applying the principle of oscillating tube charging and requiring a perfect match of the intake manifolds in length and diameter in conjunction with optimised intake duct geometry. Coolant is appropriately distributed in the crankcase and cylinder head by a distributor pipe positioned above the transmission. The big advantage of this design is a significant reduction in length of the entire drivetrain. Coolant is pumped by the water pump at the front end of the engine through a pipe within the interior V structure of the engine to the distributor pipe, approximately 20 per cent of the coolant flowing through the crankcase in a lengthwise direction and approximately 80 per cent flowing through the cylinder heads from the hot to the cold side (crossflow principle). Heat transmitted by the engine oil is exchanged with the coolant by means of an oil/water heat exchanger. The exhaust system on Porsche's new V8 features two exhaust ducts connected with one another downstream of the main catalysts by a so-called crossover point improving engine torque at low speeds. The catalysts are controlled by two oxygen sensors on each precatalyst providing information to the electronic engine control system in order to keep emissions within the limits allowed. This so-called “stereo” or dual-sensor control serves to minimise exhaust emissions, enabling both the Cayenne S and the Cayenne Turbo from the start to fulfill the EU4 standards applicable in Europe as of 2005 and the LEV standard required in the USA. The entire exhaust system is made of special stainless steel in the interest of a long running life. Top speed 242 km/h or 150 mph The Cayenne S has everything it takes to stand out as one of the fastest and most dynamic sports utilities. Its particular fortes include outstanding power and performance, a dynamic surge of power with a very good engine response and, at the same time, all the features required for travelling in genuine style. Maximum torque of the V8 power unit is 420 Nm or 310 lb-ft maintained consistently between 2500 and 5500 rpm. This enables the Cayenne S with its six-speed manual gearbox fitted as standard to accelerate from 0 – 100 km/h in 6.8 seconds, acceleration to 100 km/h with Porsche’s ultra-smooth Tiptronic S automatic transmission coming in 7.2 seconds. Top speed, finally, is 242 km/h or 150 mph. Active safety ensured by innovative four-wheel drive and PSM All three Cayennes come as standard with Porsche Traction Management (PTM) significantly improving dynamic performance and handling in every respect. In its basic mode, this new four-wheel drive transmits 62 per cent of the engine's power to the rear wheels and 38 per cent to the front. A multiple-plate clutch operated by an electric motor and controlled electronically is then able, depending on the driving situation and the driver's requirements, to feed up to 100 per cent of the engine's power either to the front or to the rear. The mapcontrolled front-to-rear differential lock as well as the rear axle differential available as an option respond not only to a lack of traction on the various wheels, but also interact with sensors measuring the speed of the vehicle, lateral acceleration, the steering angle and operation of the gas pedal. This allows PTM to calculate the optimum degree of locking action, distributing drive forces accordingly to the front and rear wheels. The results of this intelligent technology, inter alia, are excellent driving stability, better steering control and enhanced control of the entire vehicle when driving to the limit. The excellent performance of the Cayenne S on the road is supplemented ideally by equally outstanding performance offroad. When driven in light terrain, the Cayenne S is able to handle all requirements through its intelligent four-wheel drive without any modification of the traction systems. Whenever the going gets tough, on the other hand, Porsche Traction Management is able to interact with the reduced-ratio offroad gear integrated in the power divider: As soon as the driver activates the low-range mode by means of a toggle switch on the centre console, this reduction gear in the power divider takes effect, PTM and PSM preparing various control systems such as ABS, ABD and differential control for offroad motoring. These “standard” offroad qualities offered by the Cayenne models can be enhanced whenever required to an even higher level of perfection: Should the going become so tough that individual wheels lose ground contact altogether, the four-wheel drive system is linked by rigid, firm connections to keep the driver on the move. In that case all the driver has to do is flip the offroad switch a second time to obtain a 100 per cent front-to-rear wheel lock. Also featured as standard in the Cayenne, Porsche Stability Management (PSM) is constantly in touch with PTM but only intervenes when the vehicle reaches its physical limits. Masterminding major systems such as ABS, ASR and the ABD automatic brake differential, PSM cuts in, for example, immediately when the Cayenne starts to over- or understeer, telling PTM to open the differential locks in order to enhance the vehicle's stability by applying the brakes specifically on individual wheels. And should the brake function not be sufficient to stabilise the Cayenne, PSM will intervene also in the engine management, controlling drive power by means of the ignition and throttle butterfly. Ideal suspension with a brake system typical of Porsche All models in the Cayenne range boast a new axle concept combining supreme performance and dynamic driving characteristics with superior safety, driving comfort and offroad qualities. The front axle is an extra-large double-track control arm configuration resting on a subframe mounted elastically on extra-large rubber bearings and thus reducing drive noise to a minimum. Forces acting on the suspension are likewise kept to a minimum by the big distance between the two track control arms. The rear axle is an elaborate multiarm concept able to handle both traction forces and any kind of load with superior behaviour and driving qualities. The subframe resting on large hydraulically-dampened rubber mounts, in turn, ensures extra comfort and refinement on the road, with any undesired dive or squat when applying the brakes and accelerating being reduced to a minimum by the spezial kinematic configuration of the axle. Long spring travel, finally, makes offroad motoring more comfortable and refined, inward and rebound spring travel on the steel-spring suspension of the Cayenne S measuring 104 and 116 millimetres (4.09 and 4.57”), respectively, on the front axle, and 135/98 millimetres (4.57/3.86”), respectively, at the rear. With ground clearance of 217 millimetres or 8.54”, the maximum embankment angle is 29.1° at the front and 25.7° at the rear. The ramp angle, in turn, is 20.4° and the Cayenne S is able to cross bodies of water up to 500 millimetres or 19.7” deep. Clearly, figures of this quality make the Cayenne S a genuine offroad specialist even in its “basic” trim. And as an option the Cayenne S is available with air suspension providing even greater ground clearance and, as a result, even better offroad driving qualities. Moving on to the brakes, the Cayenne S differs from the Cayenne Turbo only in its looks through the titanium-coloured brake callipers on the top-of-the-range model. The elaborate brake system and the technical features of the brakes, therefore, are the same in both cases, the front axle coming with innervented, 350-millimetre (13.78”) large brake discs featuring six-piston monobloc fixed callipers made of aluminium. At the rear brake discs measuring 330 millimetrs or 13.00” in diameter, plus four-piston monobloc fixed callipers, are quite sufficient to safely slow down even a fully loaded Cayenne towing a trailer. The standard tyres are again the same as on the Cayenne Turbo, with 18-inch ligh-alloy wheels all round running on 255/55 R 18 tyres. Larger wheels measuring 19 and even 20 inches are available as special equipment. Passive safety of the highest standard Porsche's particular know-how in lightweight steel technology plays a significant role above all in the body of the car. Incorporating the most advanced and sophisticated materials, the Cayenne combines excellent passive safety with exceptionally good body stiffness. And featuring high-strength steel throughout 60 per cent of its body structure, the Cayenne ranks right at the top in the automotive industry in the use of such sophisticated, high-quality material. An unusual and particularly effective asset is the combination of various materials requiring special skills in joining technology. One innovation deserving particular mention in this context is the use of multi-phase steel, that is dual-phase and TRIP steel grades offering enhanced strength and good moulding qualities compared with conventional high-strength steel. The B-pillars at the inside and the reinforcements in the A- and B-pillars providing extra safety in a rollover, for example, are made of TRIP steel. Multiphase steel offering supreme strength and rigidity is used at the bottom on the seat crossbars and on the rear floor crossbars. Use of tailored blanks, tailor-made components already featured in Porsche's sports cars, ensures that all structures along the chassis legs and on the roof frame at the side are both light and extremely stable at the same time. The front section of the car features a combination of longitudinal support and crossbars ensuring intelligent distribution of forces in a collision: Three load levels on top of each other take up deformation energy, spread out forces into the stiff longitudinal floor support, the side-sill, tunnel and door shaft areas, and thus minimise any deformation of the interior. The highly resistant passenger cell, in turn, offers supreme passenger safety and protection. And last but not least, the shell structure of the sills is quite unusual, supplemented by a high-strength tube element inside the sills to reduce intrusion into the vehicle when hitting a pole from the side. In this case the thorax airbag integrated in the seat and the curtain airbag fitted in the roof frame and protecting occupants both front and rear ensure superior safety. In a head-on collision the full-size airbags for the driver and front passenger are each activated by a twostage gas generator reducing the forces acting on the occupants. Equipment and features – sophisticated and functional Inside, the Cayenne is functional and sophisticated in its wide range of features. Like on the six-cylinder Cayenne the wide range of standard features – to mention only a few examples – includes leather seats electrically adjustable at the front, an on-board computer, tinted heatinsulating glass, electric window lifts, an alarm system, and the steering column adjustable for both height and reach. The automatic air conditioning including an activated carbon filter with separate control for the driver and front passenger as well as a CD radio with a double-tuner and 12 loudspeakers all featured as standard ensure a pleasant atmosphere inside the car as well as supreme sound quality. The luggage compartment in the Cayenne S is the same as on the entry-level model, featuring a ski-bag, a partition net and a complete cover on top and offering capacity of 540 litres. The rear-seat backrests can be tilted to the front either with a 40:60 or 60:40 split or all the way from one side to the other, increasing luggage capacity in the process to a maximum of 1770 litres. :!: this time, be sure to check the pics, there´re nearly 40 pics available and quite some of them are just :shock: :shock: :shock: :wink: :arrow: Porsche Cayenne S hi res media pics |
You just keep sending them in! :o
It's a good read, it's like an encyclopedia on Porsche! And the pictures are really good too! Especially the Cayenne ones! Many thanks for doing this! I like it a lot :!: |
Porsche Cayenne Turbo
Highlights Performance normally offered only by a thoroughbred sports car The Cayenne Turbo opens up a new dimension in the sports utility vehicle (SUV) segment, combining truly outstanding performance with dynamic power and an equally muscular response throughout the entire speed range. In terms of practical facts and figures, this translates into sprinting qualities quite unique in the SUV market: The Cayenne Turbo accelerates from 0 – 100 km/h in just 5.6 seconds and boests a top speed of 266 km/h or 165 mph. The V8 power unit displacing 4.5 litres, incorporating two exhaust gas turbochargers and intercooler technology, generates maximum output of 331 kW or 450 bhp at 6000 rpm. Maximum torque, in turn, is 620 Newtonmetres or 459 lb-ft all the way from 2250 to 4750 rpm. At the same time the engine offers excellent offroad qualities and runs smoothly and consistently even at extreme angles, efficient engine cooling allowing maximum trailer load of 3.5 tonnes. http://www2.porsche.de/german/deu/ca...dung_foto1.jpg Six-speed Tiptronic S Six-speed Tiptronic S automatic transmission featured as standard is a special development for this model, smoothly handling the immense torque and power of the turbocharged engine. Applying Porsche's usual philosophy, gears can be shifted manually via paddles on the steering wheel or changed simply by briefly moving the selector lever, an extended range of options serving in particular to provide a safe and smooth gearshift under offroad driving conditions. http://www2.porsche.de/german/deu/ca...onic_foto1.jpghttp://www2.porsche.de/german/deu/ca...onic_foto2.jpg Sophisticated chassis technology with air suspension Porsche has developed a chassis concept ensuring outstanding agility both in sports motoring and under tough offroad conditions. This superiority is based on a new axle concept, with an extra-large double-track control arm axle resting on a subframe at the front. The rear axle, in turn, is an elaborate multi-arm configuration also benefitting from long spring travel for even the toughest offroad driving conditions. Air suspension standard on the Cayenne Turbo automatically lowers the entire vehicle at increasing road speed to provide maximum driving pleasure combined with a high standard of active safety. In conjunction with Porsche Traction Management also fitted as standard, featuring permanent four-wheel drive and, if necessary, using a reduction gear in the power divider as well as a 100 per cent front-to-rear differential lock, this makes the Cayenne Turbo a truly exceptional offroader. Ground clearance in the special offroad mode is 273 millimetres or 10.75”, enough for even steep ramps and extremely jagged crests. The same superiority comes to bear when crossing bodies of water, where the Cayenne Turbo is able to handle a depth of up to 555 millimetres or 21.85”. Another standard feature is variable Porsche Active Suspension Management (PASM), a variable damper system coming in combination with air suspension. As a function of road conditions and the driver's style of motoring, PASM controls damper forces infinitely through its electronic “brain”. http://www2.porsche.de/german/deu/ca...pasm_foto1.jpghttp://www2.porsche.de/german/deu/ca...pasm_foto2.jpg The Cayenne successfully passes the Porsche fading test It almost goes without saying that the Cayennes, like all Porsches, fulfill all of the Company's self-imposed safety standards also regarding the brakes. All three models have successfully passed the famous Porsche fading test, although this is certainly not easy for a vehicle like the Cayenne Turbo with maximum permissible weight of 3080 kilos and a top speed of 266 km/h or 165 mph. Precisely this is why the front wheels come with an 18-inch brake system featuring innervented 350-millimetre (13.78”) brake discs with six-piston monobloc aluminium fixed callipers, the rear wheels coming with a 17-inch brake system also equipped with innervented brake discs measuring 330 millimetres or 13.00” in diameter and again using four-piston monobloc fixed callipers. http://www2.porsche.de/german/deu/ca...foto3_zoom.jpg Light in the bend Apart from bi-xenon headlights with automatic, dynamic headlight range adjustment and headlight cleaning, Porsche is also presenting controlled direction adjustment of the headlights in bends as a world-first achievement in the Cayenne Turbo. Using sensors measuring the steering angle and road speed, the new light system calculates the dynamic motion of the headlights in a bend, ensuring improved illumination of the road ahead. http://www2.porsche.de/german/deu/ca...lage_foto1.jpghttp://www2.porsche.de/german/deu/ca...lage_foto2.jpg Light-alloy wheels up to 20 inches in size The Cayenne runs on specially developed aluminium wheels reducing weight to a minimum. In standard trim the Turbo features 8J x 18 wheels in Turbo design running on 255/55 R 18 tyres. Larger wheels measuring 19 and even 20 inches are also available as an option. Porsche has developed an entirely new family of tyres for all Cayenne wheels tested for their qualities at very high speeds. As a result, the Cayenne Turbo comes on Y summer tyres registered for a top speed of up to 300 km/h or 186 mph. Leather and aluminium throughout the interior The wide range of standard features on the Cayenne Turbo significantly exceeds the standard features on the Cayenne S. Apart from highlights in technology such as air suspension and bi-xenon headlights with curve-following control as well as metallic paintwork, the interior equipment is supplemented by an electrically adjustable and heated steering wheel, electrically adjustable comfort seats at the front with memory function and seat heating, heated seats at the rear, Porsche ParkAssistant, Porsche Communication Management complete with a navigation module and a BOSE surround sound system. The wide range of leather equipment is likewise even more comprehensive than on the Cayenne S, the roof lining is finished in alcantara and features such as the door and instrument panel trim come in aluminium. http://www2.porsche.de/german/deu/ca...ieur_foto1.jpg http://www2.porsche.de/german/deu/ca...ente_foto1.jpg Porsche Cayenne Turbo The New Dimension in the SUV Market Introducing the third model range in December 2002, Porsche has successfully gained a strong foothold in the segment of sports utility segment. Porsche’s development engineers and designers have indeed created a vehicle leaving nothing to be desired in terms of offroad driving qualities, ensuring comfort of the highest standard, and at the same time meeting all expectations in terms of looks, performance, driving dynamics and safety the discerning motorist has of a genuine Porsche. A face full of power and character, with bi-xenon headlights and curve adjustment Like the two other Cayennes, the Cayenne Turbo features V-shaped front and rear lines combined with harmoniously stretched out surfaces at the side, making the entire vehicle look far more compact than you would expect of an SUV measuring no less than 4.78 metres in length. At the rear the Turbo stands out only discreetly from its sister models, four insteadof two stainless steel tailpipes bearing clear testimony to the enormous power lurking withinthe engine bay. At the front, by contrast, the Turbo looks quite different from its “smaller”brother, extra-large air intake scoops revealing the large amount of cooling air required by the turbocharged V8 power unit. This look is further accentuated by the innovative headlight concept made up of bi-xenon headlights with light control in bends: Using sensors for the steering angle and road speed, the new light system calculates the dynamic motion of the right-hand and left-hand headlights in a bend. Apart from improving motoring comfort to an even higher standard, this system serves above all at night to enhance driving safety and provide better illumination of the road ahead. Adjustment of the headlight beams in bend is also a great advantage in offroad terrain, helping the driver recognise obstacle at the sideat an earlier point. 450 bhp provided by two turbochargers The Cayenne Turbo opens up a new dimension of unprecedented performance in the SUV segment: Benefitting from two exhaust gas turbochargers with intercooler, the V8 power unit develops a staggering 331 kW (450 bhp) at 6000 rpm. The foundation for this power is laid by the V8 normal-aspiration engine displacing 4.5 litres, featuring four valves per cy-linder, and boasting Porsche's VarioCam variable intake camshaft system. Since this increase in power on the Cayenne Turbo also means higher loads acting on the engine, the cylinderheads of the Cayenne Turbo are made of special high temperature-resistant aluminium alloy which has already proven its qualities in motorsport. On the intake side the ducts are modified for the higher throughput of fuel/air mixture and double valve springs are featured on the outlet side to ensure an absolutely safe and reliable closing process. Also reflecting the higher engine load, the pistons are forged and are additionally cooled by oil injection jets. Following the same philosophy as on the 911 Turbo, the two exhaust gas turbochargers are in parallel arrangement. Small intake manifolds, short exhaust manifolds and a mixed flow turbine with mass inertia reduced to a minimum ensure a very good response and supreme performance. To increase the temperature of the air entering the turbines in the interest of optimum combustion under full load, the turbine housing is made of high-quality cast steel. The compressed air flowing out of the turbine is then re-cooled to provide a high cylinder charge and reduce the temperature of the system components to a minimum. Intake air flows on subsequently to the two compressors through one air filter housing each for theleft- and right-hand row of cylinders. Finally, the compressed air flows on to the E-gas adjuster via two intercoolers positioned respectively in front of the wheel arches left and right. The bypass valves are integrated in the turbine housings, turbocharger pressure being adjusted by controlling the bypass valves through a joint cycle valve masterminded by the engine management system. Maximum turbocharger pressure at full load is approximately 1.6 bar and is reached at a speed of 2250 rpm. Then, as engine speeds increase, boost pressure is cut back and remains at approximately 1.5 bar with the engine running at maximum power (331 kW/450 bhp at 6000 rpm). Compared with the normal-aspiration engine of the Cayenne S, the Cayenne Turbo requires additional lubrication and oil extraction for the exhaust gas turbochargers. This lubrication is provided by separate feed lines. The turbochargers are furthermore equipped with an oil retention tank and an additional check valve in the oil feed pipe in order to meet offroaddriving requirements. An oil extraction pump is connected to the oil sump in order to remove oil from the turbochargers, then feeding the oil from the retention tanks through risers to the oil sump. A top performer throughout the entire speed range This turbocharger technology gives the Cayenne Turbo a standard of performance otherwise offered only by a thoroughbred sports car: Dynamic power and performance plus excellent engine response are ensured throughout the entire speed range borne out in particular by the enormous maximum torque of 620 Newtonmetres (457 lb-ft) maintained consistently from 2250 to 4750 rpm. In conjunction with the wide overall speed range, this guarantees sporting performance of the highest calibre giving the Cayenne Turbo top speed of 266 km/h or 165 mph. And acceleration from 0 – 100 km/h comes in just 5.6 seconds. Six-speed Tiptronic S meeting the greatest demands Six-speed Tiptronic automatic transmission comes as standard on the Cayenne Turbo. Specifically geared to the vehicle's supreme torque, power and performance, this new transmission, benefitting from the additional sixth gear, allows even more precise and individual gearshift control at all speeds. And like on the 911 Turbo, the gearshift points are adjusted with infinite control to the driver's style of motoring and the profile of the route he is taking. Hill recognition, for example, changes the gearshift points accordingly, retaining low gears as long as possible on uphill or downhill gradients. This ensures even better acceleration and, where necessary, provides extra brake power from the engine. Again benefitting from Porsche's usual philosophy, the driver can shift gears manually by means of paddles on the steering wheel. Alternatively, he can also shift gears by briefly flicking the selector lever in the appropriate direction. Multiple control options of this kind serve in particular to provide a smooth and safe gearshift in offroad terrain. And to avoid any mistakes when shifting gears offroad while the reduction gear is in mesh, the steering wheel paddles are automatically deactivated under such conditions and the driver can only shift gears manually by tipping the selector lever. Innovative drive and suspension technology A number of technical highlights have made their world debut in the Cayenne, providing an ideal combination of supreme onroad and equally outstanding offroad driving characteristics. Porsche Traction Management (PTM), for example, is acknowledged as the new generationof four-wheel drive, distributing engine power front-to-rear in the basic mode at a ratio of 62:38 and, whenever necessary, feeding up to 100 per cent of the engine's power either to the front or to the rear. Like an active electronic system able to anticipate upcoming requirements, PTM also ensures better control when driving to extreme dynamic limits, for example on snow and ice. PTM consistently interacts with Porsche Stability Management (PSM), the latter controlling important systems such as ABS, ASR and ABD (automatic brake differential), but only intervening when the driver pushes his vehicle to the limit, thus not in any way restricting the thrill of sports motoring. The chassis and suspension on both Cayennes is designed for outstanding performance combined with supreme safety, motoring comfort and offroad driving requirements. This is ensured by an extra-large double-track control arm axle at the front with a subframe mounted elastically on extra-large rubber bearings. With the track control arms being spaced relatively far apart, forces in the suspension are kept to a minimum. The rear axle is an elaborate multi-arm concept handling both the traction forces and the heavy loads the Cayenneis able to carry in superior style. In the interest of extra comfort and refinement, the rear axle is mounted on a subframe supported by extra-large, hydraulically dampened rubber bearings. The specific axle kinematics reduce any undesired dive or squat effect when applying the brakes and accelerating. A particularly striking feature is the long spring travel for offroad motoring, inward and rebound spring travel on the Cayenne Turbo, benefitting from the air suspension featured as standard, measuring 102 and, respectively, 118 millimetres(4.02 and, respectively, 4.65”) at the front and 124 and, respectively, 125 millimetres (4.88 and, respectively, 4.92”) at the rear. Air suspension ensuring maximum ride height Apart from superior ground clearance, air suspension, featuring automatic self-levelling, ensures consistent ride height regardless of the load the vehicle is carrying. Automaticallylowering the entire vehicle at increasing road speeds, air suspension furthermore combinesmaximum driving pleasure with a high standard of active safety – and featuring six different levels in ride height, the air suspension offers an overall adjustment range of 116 millimetres or 4.57”. These different levels start with the loading level of 157 millimetres or 6.18” and extend all the way to the special offroad level for extreme driving conditions, giving theCayenne no less than 273 millimetres or 10.75” round clearance. This, in turn, provides an embankment angle of 32.4° at the front and 27.3° at the rear, allowing the Cayenne Turbo to take even relatively steep ramps without the slightest problem. Even difficult crests in offroad terrain do not present a significant obstacle thanks to theramp angle of 24.7°,– and with its ability to cross bodies of water up to 555 millimetres or 21.9” inches deep, the Cayenne Turbo does not have any problems in this respect, either. Yet another standard feature is the newly developed Porsche Active Suspension Management (PASM) variable damper system fitted in combination with the air suspension. Acting electronically, PASM continuously adjusts damper forces as a function of road conditions and the driver's style of motoring. Whenever the driver prefers a very dynamic style of motoring, for example, accelerating and applying the brakes all-out, PASM will intervene when necessary. It also gives the Cayenne driver the option to choose his own personal settings, offering him the choice of individual Comfort, Normal and Sports programs. Safe traction even in the toughest terrain Porsche offers the Advanced Offroad Technology Package as an option for the most extreme offroad requirements. Inter alia, this package comprises special side-sill protectors, a steel underfloor protection panel around the radiator, and a fully controllable differential lock on the rear axle with 100 per cent locking action. Using the offroad switch on the centre console, the driver even has the option to disconnect the anti-roll bars on the front and rear axle, thus increasing potential axle displacement front and rear by 60 millimetres or 2.36”. Then, as soon as the driver exceeds a speed of 50 km/h, the anti-roll bars are automatically reconnected. Brake system setting new standards Living up to its reputation as a manufacturer of world class brake systems, Porsche has naturally given the Cayenne supreme brakes fulfilling all of Porsche's own extremely tough requirements. In practice, this means that all three Cayennes have successfully passed the famous Porsche fading test, just about the toughest brake test in the market. This means application of the brakes with full force 25 times in a row from 90 per cent of the vehicle's top speed down to 100 km/h, in the process maintaining consistent deceleration of 0.8 g. Clearly, the only way to pass a test of this calibre is to match all components such as the cooling air supply, the wheel brakes, the wheels themselves and the anti-lock brake system with utmost care. Even though the Cayenne Turbo and the Cayenne S, due to their weight, their higher centre of gravity and the engine positioned at the front, cannot be compared with Porsche's sports cars, they set a new benchmark in their segment also in terms of brake technology. This is ensured by an 18-inch brake system at the front with innervented brake discs measuring 350 millimetres or 13.78” in diameter and featuring six-piston aluminium monobloc fixed callipers and 17-inch brakes at the rear with innervented brake discs measuring 330 millimetres or 13.00” in diameter, in this case featuring four-piston monobloc fixed callipers. Taking the risk of contamination under offroad conditions into account, the brake discs are not cross-drilled on the Cayenne. High-speed tyres for up to 300 km/h Special aluminium wheels measuring 18, 19 and even 20 inches have been developed for the Cayenne Turbo, again with the focus on minimum weight. These wheels are built in a process called flow-forming, which serves to keep the rim hump extra-thin, thus reducing weight, depending on rim size, by 1 – 1.5 kilos. The Cayenne Turbo is fitted as standard with 8 J x 18 wheels in Turbo design and runs on 255/55 R 18 tyres. Porsche has developed an entirely new family of tyres for these wheels, subsequently tested for their performance at high speeds. As a result, the Cayenne Turbo runs on Y-rated summer tyres registered for a top speed of 300 km/h or 186 mph. High-strength steel for supreme body stiffness Thanks to its optimised structure and the consistent use of modern, high-strength and ultra-strength steel, the various models in the Cayenne range offer supreme stiffness and rigidity throughout their entire body. This serves, first, to provide a new standard of passive safety and, second, to maintain a secure foundation for absolutely smooth and accurate suspension. One of the highlights in this context is the highly resistant passenger cell offering occupant safety of the highest standard. A network of longitudinal and transverse reinforcement bars at the front of the car ensures intelligent distribution of the forces generated in a collision. Deformation energy is absorbed by three load levels on top of one another, distributing forces into the stiff longitudinal floor bars, into the side-sills, down the propeller shaft tunnel and along the door shafts, and thus reducing deformation of the interior to a minimum. The lower load level is formed by the front subframe made of high-strength IHU steel pipes. The middle load level is formed by the combination of the front chassis legs and the bulkhead cross-bars. The upper load level, finally, consists of the upper chassis legs. The latest and most advanced multi-phase steel offering supreme strength throughout is used for the seat crossbars at the bottom and on the rear floor crossbar. Rollover protection, finally, is ensured by the B-pillars inside and reinforcement of the A- and B-pillars made of TRIP steel. Modern restraint systems for superior safety inside Like in the Cayenne and Cayenne S, the passengers riding in the Cayenne Turbo are secured by a comprehensive restraint system. Apart from three-point seat belts, belt latch tensioners and belt force limiters, this system features full-size airbags for the driver and front passengeroperated by a two-stage gas generator. And should the driver fit a child seat at the front, he can deactivate the front passenger airbag by means of a switch operated through the key to the car on the front passenger's side of the instrument panel. A new feature in the Cayennes is the side impact protection system with a thorax airbag integrated in the seats and a curtain airbag fitted in the roof frame. The side airbags are activated by four additional sensors positioned around the B-pillars and on the wheel arches. Exclusive interior The interior of the Cayenne Turbo is refined, exclusive and sophisticated in every respect, offering all the features and highlights so typical of Porsche. Like in the Cayenne S, these features include the ignition lock to the left of the steering wheel, the three-spoke steeringwheel with Tiptronic control, and the five circular instruments accentuating the vehicle's sporting character. Circular dials of equal size for the speedometer and rev counter allow the integration of a large display in the middle providing all the functions required. On the Cayenne Turbo this central display is a 5-inch-large (measured diagonally across the screen), high-resolution TFT (Thin-Film Transistor) liquid crystal colour display unit. The Turbo comes as standard with Porsche' Communication Management (PCM) comprising a navigation module, the on-board computer, diversity aerials and a BOSE surround sound system tailored specifically to the Cayenne and featuring 14 loudspeakers with a total output of 250 W. The loudspeaker system also comprises an active subwoofer with 100 W output. Leather upholstery and trim is even more comprehensive than in the Cayenne S, and specific features such as the door and instrument panel trim are finished in aluminium, with the roof lining in alcantara. The wide range of exclusive – but standard – features inside the car also includes an electrically adjustable and heated steering wheel, electrically adjustable comfort seats at the front with memory function and seat heating, heated seats at the rear and the Porsche ParkAssistant for parking the Cayenne Turbo with utmost ease and precision. :arrow: Porsche Cayenne Turbo hi-res media pics over 70 :!: :!: :!: |
What?!? 70 pics? Holy fuck! I will save all of them and for sure it will take more than what I needed to read the last post!! Imagestation will ban you soon :D
edit - just checked the pics and as always they are top stuff! The ones with the Cayenne on track with some 996s are great! And the one where the Cayenne jumps over the rival is priceless LOL! My fav is the one where the Turbo is trailing an original Carrera RS! |
wow,so much info on the cayenne models.i really wanna have a ride in a cayenne turbo.from what i been told they are amazing and dont feel like a big SUV .
still,cant wait for the GT2 review :D |
absolutely great off roading pix, as since it is an SUV :) i must have saved a good 40 of the combination ceyanne s, cayanne Turbo myself :) thanks ST. Anger
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just to let you guys know, i´m afraid i won´t have the time to post something today, don´t know if it´s possible tomorrow, so plz be patient...
...there´re only "big names" left, next to be published is 996 Turbo :D btw, the reason why the Cayenne, especially the 955TT, article is so comprehensive is simple: i just love that car, i know, there´re still many out there who don´t give a shit about it, but these ppl should ride one and i´m dead sure they´ll immediately change their point of view, not only performance wise, also they´ll have to admitt that sesecially the TT is a true Porsche... and just to let you know, there´s a special Cayenne model sitting inside the Leipzig holy grounds even a GT3 has problems to keep up with at the track... :wink: :shock: |
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any chance they'll release that Cayenne or is it just a test to see how fast they could make it/how far they could go with the Cayenne platform?
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but as you know, right now the powerkit is more or less finished and it´s slightely compareable with that special Cayenne... just some infos, it has a highly sophisticated suspension upgrade as well as a very :wink: powerful engine and mapping, that´s it.... oh, yeah and it has a kinda strange colour :shock: :lol: |
YEAH LOL, a pink Cayenne :D
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St.Anger that GT3RSR cockpit is so sexy Im litteraly going to cry because I cant have one. That has to be the best looking race car cockpit in the world. Even the proto C cockpits cant match that.
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Porsche 911 Turbo
Highlights Beyond 300 Reaching a top speed of 305 km/h or 189 mph, the 911 Turbo is one of the fastest Porsches in the current range of production vehicles. It accelerates to 100 km/h in exactly 4.2 seconds, with the speedometer reaching the 160 km/h-mark just 5.1 seconds later. Ideal Cd with minimum lift Intelligent air flow gives the 911 Turbo a supreme position among superfast sports cars in terms of its drag coefficient. Despite its wider body and increased air cooling requirements compared with 911 Carrera models, it has a good Cd of just 0.31. Its low lift is equally impressive. Outstanding engine power Boosted by two exhaust gas turbochargers with intercooler, the six-cylinder boxer engine develops maximum output of 309 kW (420 bhp) at 6000 rpm. Engine capacity is 3600 cc, maximum torque of 560 Nm or 413 lb-ft comes from just 2700 rpm. VarioCam with a Plus The VarioCam intake-side camshaft adjustment is accompanied by an intake-side valve lift changeover system in the 911 Turbo. Porsche calls the system VarioCam Plus. The valve lift adjustment system featured on the normal-aspiration engines in the 911 model series consists of two variable-position cup tappets placed within each other on the intake side of the engine and actuated by two cams of different size on the intake camshafts. VarioCam Plus provides optimum power and torque and improves fuel consumption, emissions and performance. Reducing consumption and emissions Measured in accordance with the EU standard, overall consumption of the 911 Turbo is some 18 per cent lower than its predecessor, at 12.9 litres per 100 kilometres. Exhaust emissions according to the European approval procedure have also been reduced by anaverage of 50 per cent; the 911 Turbo has no difficulty in complying with the very strict D4 limits equivalent to the EU4 limits under standard test conditions and not coming into force until 1 January 2005. The 911 Turbo naturally complies with the LEV standard in the USA as well. Four-wheel drive featured as standard The four-wheel drive on the 911 Turbo comes mainly from the Carrera 4. The focus here, however, is not so much on traction, but rather on supreme driving characteristics and safety to the limit. The active safety offered by the car is enhanced considerably by Porsche Stability Management (PSM) also standard on the 911 Turbo. This combination of fourwheel drive, PSM and the sports-tuned suspension lowered by 10 mm guarantees an outstandinglevel of active safety on the road. Tiptronic S available as an option Apart from the six-speed manual gearbox the 911 Turbo is also available with Tiptronic S. This five-speed automatic transmission allowing manual operation whenever desired via toggle buttons on the steering wheel is tailored specifically to the power and output of the turbocharged engine. The shift programs adjust infinitely to the driver's style of motoring and the particular profile and characteristics of the route you are taking. Standard equipment enhanced to a substantially higher level Over and above the usual equipment carried over from the Carrera models, the Turbo comes with metallic paintwork, a wide range of leather upholstery, electrically adjustable seats complete with seat memory on the driver's side, as well as the high-end sound system from BOSE. Entering the new model year the 911 Turbo is fitted as standard with PorscheCommunication Management comprising a double-tuner, CD player, dynamic route navigation, a trip computer and, as an option, a GSM dual-band telephone. Further features are bi-xenon headlights and interior/exterior rear-view mirrors with an automatic anti-dazzle function as well as an integrated rain sensor. Porsche 911 Turbo The Muscle Machine The tailor-made suit for one of the fastest Porsche sports cars has a perfect cut. The rear wheel arches mean an increase in width by 60 mm or nearly 2.6 inches compared with the 911 Carrera. This provides enough space for the standard 18-inch light-alloy wheels with 295/30 ZR 18 tyres. And there is also enough space for the air scoops feeding cool air tothe turbochargers and blending harmoniously into the side panels of the car. A further highlight at the rear is the retracting wing as well as the special rear cover with outlets for the turbocharger exhaust air – features which clearly underline the extremely muscular but elegant look of this truly outstanding car. 3.6-litre engine with two turbochargers A six-cylinder boxer engine with four valves per cylinder displacing 3600 cc ensures a huge punch at the rear end of the car. Boosted by the two exhaust gas turbochargers, the enginedevelops maximum output of 309 kW (420 bhp) at 6000 rpm. Maximum torque of 560 Nm or 413 lb-ft starts at just 2700 rpm and extends all the way to 4600. As on the 911 Carrera engine, the cylinders and cylinder heads are cooled by coolant extending from the hot tothe cold side, ensuring a very consistent and homogeneous distribution of temperature. Heat discharged by the engine oil goes through an oil/water heat exchanger into the coolant. As on the former model, the two turbochargers are arranged in parallel. The small volume of the intake manifold and the short exhaust manifolds ensure a good response. Flowing through a joint air cleaner housing, the intake air goes into the two compressors, from where the compressed air flows through two intercoolers in the wheel arches behind the rear wheels and on to one common duct upstream of the electronic gas pedal. Reverse cooling of the compressed turbocharger air provides a good cylinder charge and keeps the temperatures of the various components to a minimum. The bypass valves are integrated into the turbine housings. Boost pressure is controlled by a joint stroke for the bypass valves masterminded by the engine management. The opening diameter depends on the charge pressure required and is around 1.80 bar at full load, reached at approximately 2700 rpm. Boost pressure is controlled as engine speed increases, and is around 1.65 bar at maximum power. Like on the 911 GT 2, the cylinder charge is controlled by VarioCam Plus made up of four valves per cylinder, the axial camshaft adjusters, and the switchable valve tappets. The two intake and exhaust valves in each cylinder are arranged in V-configuration, at an inclined angle of 27.4°. To keep the moving masses in the valve gear as small as possible, valve shaft diameter is only 6 mm. Contrary to the 911 Carrera, the intake and exhaust valves on the Porsche 911 Turbo feature dual valve springs closing the valves reliably even under the higher forces generated by the exhaust gas counter-pressure. VarioCam Plus valve lift adjustment consists of two changeover bucket tappets positioned within each other on the intake side of the engine and actuated by two cams of different size on the intake side camshaft of the engine. This serves to optimise engine output and torque, on the one hand, while reducing fuel consumption and exhaust emissions and improving motoring refinement, on the other. At 12.9 litres per 100 kilometres, the 911 Turbo's overall consumption according to the EU standard is some 18 per cent lower than its predecessor’s. High torque at low revs encouragesan economical style of motoring. Porsche's engineers have made notable progress in reducing emissions thanks to VarioCam Plus and the new engine management system with E-gas. These are an average of 50 per cent lower than in the former model according to the European approval procedure. The 911 Turbo therefore complies easily with the strict D4 exhaust emission limits corresponding to the EU4 standard test limits which only have to be met by 1 January 2005. The 911 Turbo naturally also complies with the LEV standard in the USA. Fast and dynamic The performance figures of the 911 Turbo are outstanding in every sense of the word: From a standstill the Turbo equipped as standard with a six-speed manual gearbox accelerates to 100 km/h in 4.2 seconds and reaches the 160 km/h mark in 9.3 seconds. This surge of power does not come to an end until the car has reached its top speed of 305 km/h or 189 mph. Supreme torque of 560 Nm or 413 lb-ft, in turn, proves that the Turbo is alsoan exceptional performer when it comes to flexibility, accelerating from 80 to 120 km/h in fifth gear in just 4.8 seconds. Power all round Like its predecessor, the 911 Turbo comes as standard with four-wheel drive. Depending on driving conditions, the front wheels with their 225/40 ZR 18 tyres convey up to 40 per cent of the engine power to the road. The emphasis is not so much on traction, however, but rather on the wish to achieve outstanding driving characteristics and safety. The technology used for this purpose comes largely from the 911 Carrera 4, only the propeller shaft being modified in length. The additional supply of power to the front axle is through a multipledisc viscous coupling, one of the advantages of this drive system being the avoidance of any extreme “push effect” over the front wheels in bends, the car's behaviour being neutralon winding roads and under all other driving conditions. Active driving safety is significantly enhanced by PSM Porsche Stability Management, which is a standard feature on the 911 Turbo. Incorporating sophisticated sensors, the system is able to detect whether the car is following the driver's directional commands. In an extreme situation, intervention by applying the brakes at individual wheels serves to regain stability. If this is not sufficient, PSM will intervene in the engine management and reduce engine power to the necessary level. This combination of four-wheel drive, PSM and sport suspension, with the entire car being lowered by 10 millimetres, guarantees a very high level of active safety. Same brakes as in motorsport – and as an option with composite ceramic discs The new 911 Turbo features the same proven brake system as the Carrera with monobloc fixed callipers. To reflect the car's even higher standard of performance, both the front and rear wheels now come with larger, reinforced four-piston fixed callipers and it goes without saying that the cross-drilled, innervented brake discs are also larger than before, measuring 330 mm (13.00”) in diameter and 34 mm (1.34”) across on the front axle. The rear wheels come with brake discs of the same diameter but in this case 28 mm or 1.10” thick. The result is an increase in brake pad area on both the front and rear axle by approximately 5 per cent versus the former model. On the road, this means absolutely outstanding braking performance even under the toughest conditions comparable to motorsport. As an option the Turbo is now also available with composite ceramic brake discs measuring 350 millimeters or 13.78" in diameter. Porsche Ceramic Composite Brakes or PCCB for short weigh approximately 50 per cent less than grey-cast iron brake discs and reduce unsprung masses accordingly. Further advantages of these brakes are their long service life in public transport and their complete resistance to salt on the road. Turbo with Tiptronic S The 911 Turbo is available for the first time with Tiptronic S as an option. With this five-speed automatic transmission which can also be shifted manually via rocker switches at the steering wheel, acceleration from a standstill to 100 km/h comes in 4.8 seconds and top speed is 298 km/h or 185 mph. The Tiptronic S in the 911 Turbo is an all-new developmenttailored to the supreme torque and power of the turbocharged engine. To maintain the car's dynamic performance in full, Porsche's transmission specialists have entered the usual gearshift strategies ranging from comfortable cruising all the way to the most dynamic motorsport conditions into the Electronic Transmission Management (ETM). The individual gearshift points adjust infinitely to the driver's style of motoring and the profile of the route. Finally, it almost goes without saying that manual short-term control in the automatic mode is one of the features of Tiptronic S in the Turbo. Standard equipment at its best The 911 Turbo offers a wide range of high-quality features all provided as standard. Over and above the equipment already featured on the Carrera models, including, inter alia, automatic air conditioning, an on-board computer and a CD radio fitted as standard, the Turbo comes with metallic paintwork, a wide range of leather upholstery and electrically adjustable seats complete with seat memory on the driver's side. Other standard features on the 911 Turbo are interior/exterior rear-view mirrors with an automatic anti-dazzle function and an integrated rain sensor as well as the high-end sound system from BOSE. Starting the new model year, the wide range of standard equipment is rounded off by PCM Porsche Communication Management comprising a double-tuner, CD player, dynamic route navigation, a trip computer and, as an option, a GSM dual-band telephone. Another new highlight is the use of bi-xenon headlights fitted ad standard, projecting the light from D2S xenon bulbs through a large glass lens measuring 70 mm or 2.76” in diameter on to the road ahead. Turning to the appropriate form, the movable light beam aperture enlarges the light outlet area beyond the usual size of the low beam and turns the high beam usually extending over a large area into a xenon beam with light features similar to daylight. These bi-xenon headlights come with automatic headlight range control and are combined with a headlight cleaning system. :arrow: Porsche 996 Turbo hi-res media pics so, after that boring tech stuff :wink: , here´s something exciting, a little article from one of the guys of the 996TT test crew during endurance testing, hope you enjoy it and i think it can give you a quite good insight as well... 911 Turbo Experience – Porsche Turbo Testing http://content3.eu.porsche.com/prod/...file/foto1.jpghttp://content3.eu.porsche.com/prod/...foto5_zoom.jpg In Weissach they affectionately call the young Turbo "TOP", because it's supposed to become the ultimate Porsche. But making the top of the class with such stiff competition is tough. The future star already has three years of rigorous training be-hind it. The latest results are promising. The most difficult part is over, and now the Turbo is ready for the final test. Few cars and probably no sports cars have to endure what a Porsche must go through. Road testing includes exposure to all kinds of weather. The cars and their drivers are veritable jet setters. From the icy cold of tests in Alaska and Canada, the entourage travels to the blistering heat of summer in the Australian outback. A Porsche has to be able to take it. The goal is that it will be able to measure up not only to the fastest cars, but also to the most robust. But would any Porsche customer want to drive his beloved Turbo on icy roads at minus thirty degrees Celsius? Stating the question this way, the answer is clear: If they want to do it, they should be able to. The same is true for the endless stretches of the Australian North West Territory, where there are no speed limit rules on the scorching hot roads. It must be possible to drive at full speed for long periods with the air-conditioning on, of course. This is an endurance test for the technicians as well as for the cars. Every stop for gas and at such speeds they are necessary in quick succession forces the driver out of the cool car into the tropical heat. But the rapid change of temperature can be even worse during the winter road tests, where a drop of fifty degrees Celsius is all in a day's work if day is the right term, that is. The most one can expect at the Arctic Circle in December is a faint brightening on the horizon around noon. Besides withstanding extreme weather conditions, it is even more important to meet the challenge of its dynamic handling and driving capabilities. To this day, and probably for as long as cars will exist, the supreme measure of harmony is the north loop of the Nürburgring race track. To be really fast here, the suspension, engine, and brakes must work together perfectly. And with eight minutes around the track, Walter Röhrl set a new record for serially produced sports cars. The force of 420 horsepower alone is not enough to achieve this. A result like that is only possible if the car is completely in balance. A large number of tires and brake pads disintegrated to dust on the Nürburgring before this was achieved. The final limits of what is possible are pushed to the extreme at the Prototipo testing area near Nardo in Italy's heel. The test track is hermetically sealed. There is a strict schedule that must be adhered to so that the many factories that test cars here don't get in each others' way. In early December 1999, the new Turbo's final exam takes place in the mild climate of southern Italy. Two things are particularly important: The steadfastness of the brakes must be assessed according to Porsche's exacting criteria, and the thermal conditions in the engine and the drives of the four wheels need one last check. Both trial series necessitate the exclusive booking of the high-speed track, for the speed limit when other makes are using the track simultaneously is 240 km/h (about 150 miles per hour). A Turbo, however, requires much higher speeds. For this latest test, this freedom is only possible in Nardo when everyone else has better things to do on Saturday night. http://content3.eu.porsche.com/prod/...zoom_foto2.jpghttp://content3.eu.porsche.com/prod/...zoom_foto3.jpg The nightshift testing of the brakes presents Karl Haun with a heavy workload. He must accelerate the Turbo to ninety percent of its full speed 277 km/h (about 170 miles per hour) and then brake at eighty percent of maximum deceleration to 100 km/h (about sixty miles per hour). Immediately afterward, it's back up to 277 km/h (in an average of thirty-two seconds), and then he steps on the brakes again. This keeps the internally vented brake discs almost permanently red-hot, but they must go through this stop-and-go punishment a total of twenty-five times. A computer records all the details of the brake system's suffering, from the temperature of the discs and the temperature and pressure of the brake fluid to the pedal pressure. When driver Karl Haun comes in for a pit stop after twenty-five cycles, measuring technician Wolfgang Grawe clears the memory and presents the results on a computer screen to engineer Gerhard Schäfer, the brake specialist. Something is wrong on the front left side, he decides. Grawe's diagnosis: Number four is dead. What died is one of the five thermal elements in the brake discs that translates the 600 to 750 degrees Celsius in the disc into electric signals and transmits the information to the on-board computer. Four reassuring readings induce Grawe to say, Not bad if the brakes are more reliable than the system that checks on them. While the evaluation is going on, the mechanics, Bernd Weimar and Luigi Franzini, hurry to finish the technical service remove the wheels, change the brake pads, measure the discs, and put the wheels back on. After their heated mission, the pads have slimmed down by one millimeter, but otherwise they're in good shape. The brake disc thickness is within manufacturing tolerance. The dead number four stays along for the ride, and the missing value can be extrapolated from the other four readings. The brake discs have to be changed at the next pit stop. This is followed by a stepped-up regimen: The driver now brakes with maximum deceleration in the anti-lock system zone. This is when num-ber four on the right side gives up the ghost. After six of these cycles in one night, Karl Haun asks the driver on the way back to the hotel to step on the brakes gently. Johannes Paul, the fast team's driver, had already worked as the project manager for the Carrera 4's endurance testing. Now, he alternately drives a Turbo with a six-speed manual gearbox and one with a Tiptronic transmission. The manual transmission Turbo whizzes past the guardrails at 310 km/h (about 190 miles per hour), a bit faster than the Tiptronic car. Paul waxes enthusiastic about the automatic version anyway. It provides incredibly smooth acceleration of power. Although the closed-off course is deserted, driving at such speeds is anything but relaxing. The banked course makes it possible to drive free from the influence of lateral pull. Even driving without using your hands at 200 km/h (125 miles per hour) is possible. But at a speed of 300 km/h (almost 190 miles per hour) a firm hand is necessary when steering the course. Driving along a wall and with a centrifugal force that presses the car to the road keeps the vehicle stable and on its course, but Johannes Paul objects to the loss of spring travel. On bumpy stretches the car vibrates a lot, and I can't see the instruments clearly. Paul's rounds on the banked circular course with a perimeter measuring 12.6 kilometers (nearly eight miles) are never very long just a little under 150 kilometers (about ninety-five miles). They take just a little over half an hour, and then it's high time to stop for gas. Mileage at a speed of 310 kilometers (about 195 miles) per hour on the uppermost track of the circular course is a bit above the amount in the EU norms. Otherwise the thermodynamics experts Manfred Hochkönig and Christian Thies get encouraging readings: Despite the high speeds, no deviation from normal levels can be detected in the cooling water, the engine oil and in the charge air. It doesn't worry Manfred Hochkönig that the temperatures in the transmission and in the housing of the front axle differential are a little higher than in street testing. We're still on the safe side. And besides, it's pretty unlikely that anyone else anywhere in the world could beat driving 100 miles at almost 200 miles an hour. http://content3.eu.porsche.com/prod/...zoom_foto5.jpghttp://content3.eu.porsche.com/prod/...zoom_foto6.jpg :D :D :D |
The more you go on with the lineup, the longer your post and the bigger the photo albums :D
THANKS! |
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Just let us know when they will be ready! :)
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what a great read, ST-anger! i especially enjoyed the all weather testing/ high speed testing article at the end. if only all cars were so rigourusly tested...
~~~~~(imagining a world of reliability where Six Sigma is concidered poor build quality assurance) ~~~~~ |
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Sweet :D thanks! Strange to see so many press pics with a yellow 996 Turbo when basically I never saw a yellow one on the road :D
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lol ! If you stay two days without to have a look at this thread, you'll have to spend all the night to read what you've miss :lol:
Thank you st-anger :D BTW, I have a test of the 700 bhp Porsche 964 cabrio RS Tuning, i have to make the subtitles and i will post it in the Vault, it's not good quality because it comes from a bad VHS. I also have the 928 S4 (sadly it's an automatic) and i will post it later too if people are interested ... |
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"only" GT3&2, CGT left, and maybe some more :) still looking for some historical stuff, but IMO it´s nearly impossible to set up something simmilar we´ve here with the 996 models.... :? ...sounds great, i love RS-Tuning!!! :D |
Porsche 911 Turbo Cabriolet
Highlights The fastest open-air flat-six Now there is a new top model in the Porsche 911 Cabriolet range – a truly outstanding car with mighty air scoops at the front and on the sides to show the world that an open-air Porsche Turbo is back in the market after 14 years. Maximum output of the flat-six power unit with forced air feed from two turbochargers is 309 kW (420 bhp) at 6000 rpm. And the driver who prefers a more relaxed style of motoring from time to time will certainly not suffer with this high-torque power unit, maximum torque of 560 Newton-metres or 413 lb-ft being delivered consistently all the way from 2700 – 4600 rpm. Breathtaking performance The performance this gives the 911 Turbo Cabriolet is truly breathtaking in every sense of the word: Acceleration from 0 – 100 km/h with the six-speed manual gearbox featured as standard comes in 4.3 seconds, the car boosting on to 160 km/h or 99 mph in a metre 9.5 seconds. This overwhelming demonstration of power and performance does not end until the 911 Turbo Cabriolet reaches its top speed of 305 km/h or 189 mph. Six-speed gearbox or Tiptronic S The Turbo Cabriolet comes as standard with a six-speed manual gearbox, but may be fitted as an option with Porsche's Tiptronic S automatic transmission. This five-speed automatic also featuring a manual gearshift via paddles on the steering wheel is specifically geared to the superior power and performance of the turbocharged engine, the gearshift points adjusting infinitely to the driver's style of motoring and the route he is taking. Four-wheel drive for optimum driving characteristics Like the Coupé, the new 911 Turbo Cabriolet comes as standard with four-wheel drive complete with a viscous multiple-plate coupling conveying 5 per cent of the engine's power to the front wheels on a good road surface with firm grip. Whenever road conditions deteriorate, for example as a result of wet or slippery surfaces, up to 40 per cent of the engine's drive power is conveyed to the front wheels for superior traction at all times. Guaranteeing a high standard of active safety It almost goes without saying that the 911 Turbo in open-air trim offers the highest standard of body stiffness and driving comfort, like all the other models in the range. The bodyshell of the 911 Turbo Cabriolet is based on the body structure of the Coupé, the main differences being special reinforcements wherever appropriate to make up for the stabilising effect of the fixed roof. Like the 911 Carrera 4S Cabriolet already introduced, the new Turbo Cabriolet, benefitting from a wide range of modifications on the body-in-white, comes with a bodyshell among the stiffest of all open-air Porsche 911s. Active safety in the 911 Turbo Cabriolet is enhanced significantly by PSM Porsche Stability Management featured as standard. PSM serves to stabilise the car both longitudinally and laterally by intervening in the engine management and the brake system as soon as the 911 Turbo Cabriolet exceeds its maximum limits when driven to the extreme. So in practice PSM does not in any way restrain the sporting character of the 911 Turbo. To ensure supreme stopping power at all times without the slightest fading, the new Turbo Cabriolet comes with four-piston fixed-calliper brakes plus inner-vented, cross-drilled brake discs front and rear measuring 330 millimetres or 13.00" in diameter. Porsche Ceramic Composite Brakes (PCCB) are available as an option, setting new standards in terms of brake response, fading-free performance, low weight and a long service life. Power roof also opening while driving Driving comfort Porsche-style means not only an absolutely stiff and stable body, but also very easy and convenient control of all functions. Precisely this is why the driver is able to open and fold away the roof beneath the roof compartment lid within a mere 20 seconds, naturally with full power operation at the touch of a button. And he can do so while driving, opening or closing the roof at any time up to a speed of 50 km/h or 31 mph. Porsche 911 Turbo Cabriolet Fresh Air and Muscle All in One Enjoying the thrill of open-air motoring in combination with supreme power and performance – this is the unique experience offered by the new top-of-the-range 911 Turbo Cabriolet with Porsche's famous turbocharged power unit at the rear providing outstanding performance wherever you go. Maximum output of this horizontally-opposed six-cylinder boosted by two turbochargers is 309 kW or 420 bhp at 6000 rpm. And maximum torque of 560 Newtonmetres or 413 lb-ft is maintained consistently from 2700 – 4600 rpm. Not only the wide wheel arches extended 60 millimetres or 2.36" further out than on the 911 Carrera Cabriolet give this very special Turbo model its characteristic looks and design, but also the intake openings for the intercooling system on the rear side panels. Further features typical of this model are the charge air outlets on the lower side section of the rear body panel. Yet another characteristic feature is the retracting rear wing serving to reduce lift forces on the rear axle. In conjunction with the striking lip on the front spoiler, this ensures the necessary aerodynamic balance required on an outstanding sports car of this calibre with its supreme driving dynamics. From the front the car's “thirst" for fresh air is obvious at first sight: Three large openings guide the flow of cooling air to the three radiators in front of the wheels and in the middle of the car. Two further openings in the front spoiler lip, in turn, ensure an efficient flow of fresh air to the high-performance brakes. VarioCam Plus optimising valve timing and lift Intake-side camshaft management on the turbocharged engine of the Porsche 911 is combined with valve lift control also operating on the intake side. With this system appropriately bearing the name VarioCam Plus, valve lift is masterminded by two interacting, switching cup tappets operated by two cams of different size on the camshaft. This not only optimises engine power and torque, but also reduces fuel consumption and exhaust emissions whilst improving motoring refinement at the same time. Turbocharging for maximum power Two turbochargers switched in parallel are crucial to the supreme power and performance offered by this outstanding six-cylinder. Drawing in air through a single-unit air filter housing, the turbochargers first compress the flow of air and then guide the ongoing stream through an intercooler in each of the wheel houses behind the rear wheels, after which the air flow comes together again in front of the throttle butterfly operated electrically. As a result the performance offered by the new top-of-the-range Cabriolet in the 911 model series is virtually identical to that of the Turbo Coupé: with its six-speed manual gearbox featured as standard the open-air Turbo accelerates in 4.3 seconds from 0 – 100 km/h (Coupé: 4.2 seconds). It then reaches 160 km/h or 99 mph in 9.5 seconds (Coupe: 9.3 seconds) and rockets on to its top speed, with the roof closed, of 305 km/h or 189 mph, which is exactly as fast as the Coupé. Acceleration from 80 – 120 km/h in fifth gear, in turn, comes in exactly five seconds. Four-wheel drive and PSM for outstanding driving characteristics Like the Coupé, the new 911 Turbo Cabriolet comes as standard with four-wheel drive: Depending on driving conditions, the front wheels running on 225/40 ZR 18 tyres convey up to 40 per cent of the engine's drive power to the road. The focus, however, is not so much on traction alone, but rather on supreme driving characteristics and safety even in an extreme situation. Active driving safety of the highest calibre is also ensured by PSM Porsche Stability Management fitted as standard: incorporating the most sophisticated sensors, the system “sees" whether the car is following the path determined by the driver. Should the car then swerve out of control in an extreme situation, the system applies the brakes specifically on individual wheels to restabilise and straighten out the car on the road. If even this is not sufficient, PSM will intervene in the engine management system to reduce driver power accordingly. This combination of four-wheel drive, PSM and a sporting suspension set-up guarantees active safety at the highest level. Brakes like in motorsport – and available with ceramic discs as an option The 911 Turbo Cabriolet naturally boasts Porsche's proven brake system with monobloc fixed callipers all round: Four-piston fixed callipers interacting with cross-drilled and innervented brake discs ensure superior stopping power both front and rear. As an option the new Cabriolet is available with ceramic brake discs, Porsche Ceramic Composite Brakes (PCCB) being a combination of composite ceramic discs and six-piston fixed callipers on the front wheels and four-piston callipers at the rear. PCCB sets new standards in terms of brake response, fading-free performance, low weight, and a long running life. And in conjunction with the brake lining also brand-new, the ceramic brake discs immediately ensure very high and, in particular, consistent frictional coefficient during the process of deceleration. Stiff body with rollbars moving up automatically whenever required The bodyshell of the Porsche 911 Turbo Cabriolet is based on the body structure of the Coupé. The main differences are specific reinforcements and strengthening body elements wherever required, serving to replace the stabilising effect of the fixed roof. To increase body stiffness, the body-in-white of the Cabriolet comes with reinforced side-sills featuring body panels and elements doubled in thickness, additional junction plates and so-called shaft reinforcements behind the B-pillar. Indeed, this is the first Porsche sports car to use ultra-strong DP600 steel at this point in the interest of maximum strength and stiffness. A further feature is that the shaft reinforcements are not only welded, but also bonded, this combination of joining technologies and the additional reinforcement provided by the bond serving to take up energy even more consistently in a collision. Benefitting from the sum total of these body modifications, the bodyshell of the new 911 Turbo Cabriolet is one of the stiffest open-air structures within the 911 model series, like the open-air version of the Carrera 4S recently introduced into the market. Like on all Porsche 911 Cabriolets, two rollbars featured as standard efficiently protect the car's occupants in a rollover. Hidden discreetly behind the rear seats, the rollbars move up within split-seconds under spring pressure as soon as a sway sensor determines that the car might roll over. Roof opening and closing even while driving The 911 Turbo Cabriolet comes with a fully-retracting roof moving down beneath the roof compartment lid whenever opened. The entire process of opening or closing the roof is masterminded electrohydraulically within just 20 seconds. And the driver is able to operate the roof not only with the car at a standstill, but also while driving at a speed of up to 50 km/h or 31 mph. Even under these conditions, the entire process of opening the roof does not take one second longer, only the process of closing the roof requiring about six seconds more due to greater air resistance. A wind deflector and a hardtop both come as standard on the 911 Turbo Cabriolet. :arrow: Porsche 996 Turbo + Cab hi-res media pics sorry, ´ll post some more pics of the Cab later... |
189mph for the droptop too?!!? thats incredible! i dont think even the Dodge SRT-10 Viper can hit those speeds :roll:
one question besides, if the info is availalbe, what is the top speed with the top down? a lot of turbulent airflow would seriously affect the handling characteristics as well... i would think. |
my choise to make if i had the money would definetely be the porsche carrera turbo cabrio with the kit for 30bhp more....that i think is one hell of a car..can do everything..has the looks the power it is cabrio and it can be everyday use....can anyone give me 120000euro?
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Porsche 911 GT3
Highlights More power and more torque on the same engine size and with unchanged fuel consumption – this, in a nutshell, describes the development formula for the second-generation 911 GT3. Consistently reducing moving masses in the six-cylinder power unit and capitalising on the benefits of infinite VarioCam camshaft adjustment, the new 911 GT3 comes with a significant boost in power of 15 kW or 21 bhp: Maximum output is up from 265 kW or 360 bhp at 7200 rpm to 280 kW or 381 bhp at 7400 rpm. Maximum torque has increased from 370 to 385 Newton-metres (272-284 lb-ft) at unchanged engine speed of 5000 rpm. In the process the six-cylinder power unit has also improved even further in its free-revving running qualities, engine speeds moving up even more dynamically and maximum engine speed increasing accordingly: Now engine control does not take over in the lower four gears until 8200 rpm, as opposed to 7800 rpm in the past. On the road, this improvement of free-revving qualities offers an over-proportional increase in actual performance you can both feel and measure: The 911 GT3 accelerates to 100 km/h from a standstill in just 4.5 seconds, 0.3 seconds faster than the former model. And now, also benefitting from even better streamlining, the new model continues to surge ahead all the way to a maximum speed to 306 km/h or 190 mph. http://www3.porsche.de/german/deu/91...foto2_zoom.jpg Brake system now featuring ceramic discs The supreme qualities of the 911 GT3 in terms of acceleration, flexibility and top speed are matched just as convincingly by the car's stopping power and deceleration to master the even greater power of the engine and the car's dynamic performance enhanced to a new level by the optimised chassis and suspension. The front brake discs have been increased in diameter by 20 millimetres to the new dimension of 350 millimetres or 13.8". And comparedwith the previous model featuring four-piston fixed callipers, the new 911 GT3 comes with far more powerful six-piston brake callipers finished by tradition in red. These callipers enlarge the contact area between the brake pads and the brake discs by approximately 40 per cent, ensuring outstanding deceleration and stopping power even under the toughest conditions. As an option the new 911 GT3 may be equipped with Porsche Ceramic Composite Brakes (PCCB). Cross-drilled and inner-vented, these ceramic composite brake discs measuring 350 millimetres in diameter are 50 per cent lighter than metal brake discs and reduce unsprung masses by approximately 18 kg. In conjunction with the brake lining also developedspecifically for this model, the ceramic brake discs immediately ensure a very high and, inparticular, consistent frictional coefficient throughout the entire braking process. http://www3.porsche.de/german/deu/91.../pccb_foto.jpg http://www3.porsche.de/german/deu/91...foto3_zoom.gif Streamlining better than ever before Improving the aerodynamic qualities of the 911 GT3 in virtually every respect, Porsche's engineers and aerodynamicists have focused on each and every millimetre of the car's outer skin in the interest of maximum performance. Particularly striking points are the newly designed front end with its enhanced swept-back nose and the new side-sills as well as the truly dominating rear spoiler. These are the main reasons for the ongoing reduction of lift forces on both the front and the rear axle, without any change in the drag coefficient of 0.30. Featuring a 40-millimetre-wide spoiler “lip" extending round the entire front end, the new front bumper cover significantly reduces the flow of air beneath the car. The optimum position of the cooling air intakes, in turn, feeds a large share of the air coming out of the radiators at the side directly to the brake system, and not beneath the car, thus helping to significantly reduce front axle lift. http://www3.porsche.de/german/deu/91...erior_foto.jpg Porsche 911 GT3 The Purist Sports Car The new Porsche 911 GT3 comes with all the features of half a century Porsche motorsport. It is a sports car for the purist through and through. A sports car with all the classic virtues a car of this kind is expected to have – and without all the ballast which might in some way impair your outstanding driving experience. The 911 GT3 is not “just" a two-seater coupé homologated for the road and taking you to work reliably every day without the slightest problem. No – it is also a sports car allowing lap times on the race track one would never expect of a street-legal road car. And unlike the former model 911 GT3 is now also available in the USA for the first time. The engine – even more power and performance Developing 280 kW or 381 bhp, the 3.6-litre six-cylinder power unit fitted in the rear offers almost 10 per cent more output for a truly supreme driving experience. Output per litre of 77.8 kW or 105.8 bhp makes this 3.6-litre flat-six one of the topmost normal-aspiration engines in the world. Benefitting also from streamlining improved to an even higher standard, top speed is now 306 km/h or 190 mph. Maximum torque, finally, is up from 370 to 385 Newton-metres (272 – 284 lb-ft). This further improvement of power and performance is a result of Porsche's consistent high enginespeed concept based on the reduction of moving masses in the engine. A furtherreason for the increase in output developed by the GT3 power unit is the introduction of infinitely controlled intake camshaft management well known as Porsche VarioCam. Thegreen area in the rev counter, in turn, now extends up to 8200 rpm, 400 revs more than onthe former model. This provides significant benefits particularly in terms of acceleration,the new 911 GT3 accelerating from a standstill to 100 km/h in just 4.5 seconds, 3/10ths of a second faster than before. But despite this enhanced performance, the new 911 GT3 consumes only 12.9 litres (21.9 mpg Imp) in the EU composite cycle, that is exactly as much as its predecessor, whilst naturally outperforming both the EU4 and the LEV emission limits. Precisely shifting six-speed gearbox The new, even more dynamic power unit of the 911 GT3 forms a perfect team with the sixspeed gearbox enabling the driver to enjoy the agility of this six-cylinder particularly at high speeds. With a transmission ratio of 1.00 and, respectively, 0.85, fifth and sixth gear have a slightly shorter ratio than before (previously 0.97 and, respectively, 0.83). The introduction of splash oil lubrication and the new external transmission fluid cooling system also show how carefully the gearbox has been prepared for the toughest motorsport requirements. Exemplary deceleration Incorporating new, wider but nevertheless lighter wheels, the sports chassis allows even faster longitudinal and lateral acceleration than before. Developed especially for the 911 GT3, the tyres come on new rims bearing the GT3 logo on the wheel hub cover. Tyre dimensions at the front are 235/40 ZR 18 on 8 1/2" rims, the rear tyres measure 295/30 ZR 18 on 11" rims. The brake system featured in the 911 GT3 is an ongoing development of the brake system carried over from the former model, now boasting 350-millimetre (13.8") brake discs and six-piston fixed calliper brakes at the front. The rear wheels, in turn, feature four-piston brake callipers teaming up with 330-millimetre (13.0") brake discs. As an option the 911 GT3 is available with Porsche Ceramic Composite Brakes (PCCB). The cross-drilled, inner-vented ceramic composite brake discs measuring 350 millimetres in diameter weigh 50 per cent less than metal brake discs and reduce unsprung masses by approximately 18 kg. In conjunction with the brake lining also developed specifically for this new model, the ceramic brake discs ensure a very high and, in particular, consistent frictional coefficient throughout their application. Aerodynamically balanced all the way to top speed The 911 GT3 confirms in every respect the sporting impression it offers at very first sight. Each and every millimetre of the car is designed and built for maximum performance. Particularly striking points are the newly designed front end swept back back at a steeper angle, the newly designed side-sills, and the powerful-looking rear spoiler. Expressing this in figures, the 911 GT3 has a drag coefficient of 0.30 truly outstanding for a car of this type. And although this figure is the same as on the previous model, lift forces on the front and rear axle have been reduced once again. The result of this front-to-rear lift balance matched perfectly to the chassis and suspension is truly outstanding driving characteristics offered by the new 911 GT3 also at top speed. Sporting cockpit Not just the exterior, but also the interior of the Porsche 911 GT3 leaves no doubt that the driver and co-driver are enjoying the qualities of a thoroughbred sports car. Leather-covered bucket seats made of a high-quality synthetic material guarantee not just optimum side support, but also a very high standard of comfort even on long distances. And they provide a reduction in weight by about 20 kg versus the seats in the 911 Carrera. To further optimise vehicle weight, the 911 GT3 comes without rear seats, again saving 8 kg. It almost goes without saying that driver, passenger and side airbags as well as electric window lifts, an immobiliser complete with transponder, central locking with remote control, and an alarm system, to mention only some features, are standard equipment on the 911 GT3. Air conditioning with an activated charcoal filter is available as a no-cost option. And to meet the owner's individual wishes, finally, a wide range of options is also available, such as bi-xenon headlights or complete preparation for installation of a car telephone. GT3 Clubsport version http://www3.porsche.de/german/deu/91...sport_foto.jpg Every Porsche can trace its roots back to the Porsche Research & Development Centre in Weissach, where each new generation of Porsche racing machines is developed. Since a road car is less than ideal on the track and a racing car impractical for most road users, both are generally considered to be highly incompatible concepts. However, at Porsche we have successfully combined the two to create the 911 GT3 Clubsport - the ideal Porsche for all genuine racing enthusiasts. Equipped with a comprehensive range of safety features for competition use, it is also fully approved for the road. Key features include a bolt - in rollover bar which can be easily upgraded to a full racing roll cage for circuit use. All necessary components are included with the Clubsport package. The bucket seats are finished in flame - retardant fabric. Other on - board features include the preparation for a battery master switch, a red six - point racing harness for the driver's side and a fire extinguisher with mounting bracket. The new 911 GT3 Clubsport is undeniably a car with an impressive motor racing pedigree. The lightly modified and production - based 911 GT3 Cup, for example, is a high - performance racing car used in both the national Porsche Carrera Cup race series, international GT racing and, of course, the Porsche Michelin Supercup - the fastest single - marque series in the world. :arrow: Porsche GT3 hi-res media pics |
Best thread Ever
I just spent a few hours reading and collecting pics! It was worth it though! Thanks a ton St. Anger, very kind of you to spend the time compiling all of this for everyone. I feel like I pretty much know everything about Porsche! LOL Am I the only one that thinks the 911 Targa is beautiful? I love the glass roof. Quote:
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i dont like the boxster at all, but well all the ohters r really great, n the cgt is jsut exceptional
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Porsche 911 GT2
Highlights Even more power, even faster The most powerful 911 is now even more dynamic and muscular, the biturbo power unit of the 911 GT2 developing maximum output of 355 kW or 483 bhp at an unchanged 5700 rpm as of the 2004 model year. This is 15 kW or 21 bhp more than before. And at the same time maximum torque is up by 20 Newton-metres to 640 Nm (472 lb-ft) between 3500 and 4500 rpm. The reason for this extra power and torque is careful development of the control maps responsible for electronic engine management, the pistons, piston rings and cylinder liners also being upgraded in the interest of extra strength and stability. The power unit is the high-performance version of the flat-six carried over from the Porsche 911 Turbo. Redesigned for even higher air throughput, the two turbochargers allow an increase in absolute pressure under full load to 2 bar. From the engine, the 911 GT2 transmits its staggering power to the rear wheels via a six-speed manual gearbox. The fastest member of the 911 model range takes a mere 4.0 seconds to accelerate from 0 – 100 km/h, 1/10th of a second less than before. And after 12.5 – previously 12.9 – seconds the speedometer is pointing at 200 km/h or 124 mph. This impressive performance continues all the way to the car's top speed of 319 km/h or 198 mph, making the GT2 another 4 km/h faster than before. Maximum engine speed limited by engine management has been increased from 6760 to 6800 in sixth gear. Carbon rear wing for a top-flight athlete The focus in developing the GT2 was clear – to achieve sporting performance of the highest calibre. The first objective, therefore, was not to increase engine output over the 911 Turbo to an even higher level, but rather to reduce the weight of the car. Now, weighing 1440 kg or 3175 lb, the GT2 is exactly 100 kg or 220 lb lighter than the 911 Turbo, offering new ideal weight in every respect, with a power-to-weight ratio of 4.06 kg/kW. Starting with the 2004 model year, the Clubsport version comes additionally with its aerodynamically designed rear wing made of carbon-fibre-reinforced plastic. This new carbon wing providing the aerodynamic downforce required at the rear weighs approximately 2.8 kilos less than the former wing and is available as an option also on the road version. Thisspecial equipment package also includes exterior mirror housings and the outlet air frames at the rear in carbon look. Supreme driving dynamics of the highest calibre In its driving behaviour, the 911 GT2 is designed and conceived for handling of the highest standard. Whether lateral acceleration, load change in bends, or changing lanes at high speeds, this supreme Porsche offers equally supreme agility at all times. The foundation for this outstanding performance is provided by aerodynamics improved once again over the 911 Turbo and a further improvement of the front and rear axle set-up with an even firmer spring/damper system as well as modifications to the suspension. Ceramic brake discs featured as standard The 911 GT2 comes as standard with PCCB Porsche Ceramic Composite Brakes. These ceramic brake discs are approximately 50 per cent lighter than metal brake discs of the same size, reducing unsprung masses on the car by approximately 18 kilos. Further benefits are the very fast response of the brakes, supreme stability avoiding any fading excellent response in the wet, a long service life, and absolutely no corrosion. Porsche 911 GT2 More Power for the Top Performer Entering the 2004 model year, the most sporting and fastest 911 is even more powerful and faster than ever before. A combination of supreme streamlining, the extremely dynamic suspension, and engine output now increased to 355 kW (483 bhp) gives the 911 GT2 a level of performance and driving dynamics clearly superior even to the ultra-powerful and fast 911 Turbo. With its power-to-weight ratio of 4.06 kg/kW, the rear-wheel-drive GT2 now accelerates from 0 – 100 km/h in 4.0 seconds, reaching 200 km/h or 124 mph in a mere 12.5 seconds. Top speed, in turn, is 319 km/h or 198 mph. The reason for this increase in power, torque and, accordingly, performance on the road is even more refined and sophisticated engine management with control maps optimised for maximum performance. And increasing power in this way, the mechanical units and components within the drivetrain have been further enhanced in the interest of greater strength and stability. Air intake scoops at the front moved further to the outside and specially designed for maximum efficiency clearly reveal the enhanced flow of air through the car. The air outlet directly in front of the luggage compartment lid, in turn, provides a clear sign of aerodynamic refinement. A further sign of distinction versus the 911 Turbo is the rear wing fitted in an even higher position further to the rear than on the 911 Turbo in the interest of even greater downforces. Through ducts in its two supports, the wing also feeds fresh air to the engine. Air flowing down through the ducts goes into a collector box inside the rear lid, from where it flows directly into the air filter. Six-cylinder horizontally-opposed power unit with enormous output The power unit of the 911 GT2 has been specially developed as the high-performance version of the 911 Turbo's flat-six. The two turbochargers provide an even higher throughput of air, allowing an increase in absolute pressure upstream of the throttle butterfly to 2 bar under full load. Intercooler air temperature, in turn, remains unchanged despite the increase in compression, new intercoolers with a higher level of efficiency providing the necessary balance. At the engine's maximum speed of 5700 rpm, boost pressure is now 1.95 bar, reaching its maximum limit at speeds in excess of 6200 rpm. As a result, the driver benefits from consistent power and performance also above maximum engine speed with increasing exhaust gas counter-pressure. As on the 911 GT3 and the 911 Turbo, oil supply to this high-performance power unit is provided by classic dry sump lubrication with a separate oil tank connected firmly to the engine. With optimum configuration of the oil pumps and in conjunction with the greater volume of the oil tank, this system makes sure that the engine receives a reliable supply of oil both under extreme and long-lasting lateral and longitudinal acceleration, the entire oil circuit accounting for a capacity of approximately 11 litres. In developing the exhaust gas system, Porsche's engineers have given particular significance to the use of silencers with reduced exhaust gas counter-pressure. Exhaust emissions remain at the same level as with the 911 Turbo, easily fulfilling the strict D4 standards. This, in turn, is equal to the EURO 4 limits under the standard test conditions not even coming into force until 1 January 2005. And it almost goes without saying that the 911 GT2 fulfils the LEV standard in the USA. 911 GT2 with VarioCam Plus Following the 911 Turbo, the 911 GT2 was the second Porsche to features VarioCam Plus. This valve lift adjustment system upgrading former VarioCam axial camshaft adjustment into VarioCam Plus is made up of two interacting, switching cup tappets on the intake side of the engine operated by two cams on the intake camshaft varying in size. This allows optimisation of power and torque, on the one hand, as well as a reduction of fuel consumption and exhaust emissions, on the other. Engine refinement is also enhanced in the process. Available exclusively with six-speed manual gearbox Power is transmitted to the rear wheels of the 911 GT2 by a six-speed manual gearbox, an improved version of the former model with external transmission fluid cooling and splash oil lubrication. The transmission ratios on the various gears as well as the final drive ratio have been carried over from the 911 Turbo, together with all the improvements to maximise strength and optimise noise control. The synchromesh rings on gears 3 – 5 are made of steel instead of brass, the extra strength of this material serving to meet the greatest demands and requirements. Uncompromising, sporting chassis and suspension The chassis and suspension of the GT2 is designed for extra dynamic behaviour and superior handling on the road. Apart from the general demands made of the front and rear axle, this also means that the car's centre of gravity has been lowered by 20 millimetres, further features being adjustable anti-roll bars and a spring system compatible with racing springs, as well as axle geometry offering an even wider range of adjustment. This allows the driver to optimise the set-up of the chassis for superior racing on the track. New four-channel ABS in conjunction with ceramic brake discs Ongoing progress in electronics also serves to further enhance the performance of the GT2's brake system: Instead of two-channel version 5.3 ABS used so far, the brake system is now monitored by the new four-channel 5.7 ABS generation already featured in the 911 Turbo and 911 GT3 to prevent the tyres from losing their grip. The benefits of this four-channel system are even faster and more sensitive response in controlling the ABS function. And since all four wheels are controlled individually, particularly the stability of the car, its initial brake application behaviour and, accordingly, brake stability in bends are improved significantly. The GT2 is Porsche's first sports car fitted as standard with PCCB Porsche Ceramic Composite Brakes. Measuring 350 millimetres or 13.78" in diameter, these cross-drilled and inner-vented composite ceramic brake discs weigh 50 per cent less than metal discs, reducingunsprung masses by approximately 18 kg or almost 40 lb. In conjunction with the specially matched brake lining, ceramic brake discs immediately build up a very high and, in particular, consistent frictional coefficient during deceleration. Abrasion, in turn, is kept to an absolute minimum versus metal brake discs, thanks to the extreme surface hardness of these ceramic units. Service life of the ceramic brake discs under normal driving conditions is increased accordingly, a further advantage being that this material is absolutely free of corrosion, ceramic brake discs not even responding to solid or liquid salt on the road. Looks and equipment From outside the new version of Porsche's top-of-the-range sports car can only be distinguished through various details taking a trained eye to discover: The 911 GT2 comes on new wheels in GT3 design measuring 8 1/2" across at the front and 12" at the rear – and,in all, reducing weight by another 1.8 kilos versus the former rims. The 18-inch light-alloy wheels come with 235/40 ZR 18 tyres featured as standard at the front, with 315/30 ZR 18 tyres at the rear. The wheel hub cap, in turn, proudly displays a discreet GT2 logo. Inside the GT2 leather-covered bucket seats made of a special synthetic material replace the usual seats so well-known on the 911, guaranteeing not only optimum side support, but also excellent comfort on long distances. As an alternative the 911 GT2 comes as a no-cost option with slightly comfort-oriented sports seats also adjustable for height and available as an option with seat heating. Other standard features naturally include driver, front passenger and side airbags, as well as electric window lifts, an electronic immobiliser with a transponder, central locking with remote control, and an alarm system. Other no-cost options on the GT2 are the CDR 23 CD radio as well as automatic air conditioning including an activated carbon filter. Further options also available are PCM Porsche Communication Management and a CD changer. The PCM equipment package includes a double-tuner, a CD player, dynamic route navigation, a trip computer and, as an option, a DSM dual-band telephone. Clubsport version with carbon rear wing The 911 GT2 is also available in Clubsport trim standing out in particular through the use of carbon components. The exterior mirrors as well as the air extraction frame at the rear, for example, are hand-made from carbon-fibre-reinforced plastic. The rear wing is made completely of carbon and is approximately 2.8 kilos or 6.2 lb lighter than the standard wing on the GT2. These carbon components are incidentally also available as an option on the GT2 in regular road trim. Another special sign of distinction on the Clubsport version is the rollbar bolted on to the body of the car and extending if required into a genuine roll cage. The seats also differ from the standard versions, being finished in flame-retarding fabric instead of leather. The philosophy underlying the development of these Clubsport features is their simple and straightforward homologation for participating in official motorsport events without any particular trouble or complicated modifications. :arrow: Porsche GT2 hi res media pics |
Wow dude, thanks again for the new load! And we already reached the GT2 :(
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AWESOME,now thats the one i been waiting for.i love the 996 GT2,i want one lol.
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Porsche Carrera GT
Highlights The Porsche Carrera GT refines the undiluted character of a racing car to provide an unprecedented driving experience of a unique kind. Indeed, the car's performance figures provide a clear picture of what to expect right from the start, the Carrera GT requiring a mere 9.9 seconds to accelerate from 0 – 200 km/h or 124 mph. And this top-flight athlete offers new records and achievements never seen before in many other areas, too. http://www2.porsche.de/german/deu/ca...sophy_foto.jpg Pure design in beautiful style Through its design language alone, the Carrera GT expresses its truly outstanding performance as an uncompromising, no-nonsense supersports. But contrary to prototypes conceived only for racing, the design of the Carrera GT, despite the re-interpretation of existing features and the use of design elements never seen before, shows a convincing resemblance in design to Porsche's production cars, even providing a certain reminiscence of Porsche's legendary racing cars. The typical Porsche face with the front lid swept back like an arrow and the elevated wheel arches, for example, take up the design of the legendary Porsche 718 RS Spyder back in the '60s, giving particular thrust and power to the front view of the Carrera GT. Seen from the side, in turn, the Carrera GT gains further dynamism through ist firm, stretched-out shoulder line. The mid-engine concept, finally, is clearly accentuated by the forward-moving cockpit and the long gap between the door and the rear axle. http://www2.porsche.de/german/deu/ca...sign_foto1.jpghttp://www2.porsche.de/german/deu/ca...sign_foto2.jpg Lightweight technology through and through Porsche's philosophy to concentrate on the essential comes out particularly in the Carrera GT through the use of consistent lightweight technology in every respect. Measuring 4.61 metres or 181.5" in length, 1.92 metres or 75.6" in width, 1.16 metres or 45.7" in height, and with wheelbase of 2.73 metres or 107.5", the Carrera GT weighs in at an ideal unladen weight of 1380 kilos or 3043 lb. http://www2.porsche.de/german/deu/ca...nical_foto.jpg Magnificent power and muscle The ten-cylinder power unit behind the cockpit of the Carrera GT is based on a 5.5-litre normal aspiration engine which, as a thoroughbred racing machine, might also have been raced in the 24 Hours of Le Mans. Increasing engine capacity for the Carrera GT to 5.7 litres, Porsche's engineers have now achieved maximum output of 450 kW (612 bhp) at 8000 rpm and maximum torque of 590 Newton metres (435 lb-ft) at 5750 rpm. Top speed is 330 km/hor 205 mph. And despite its racing character, this ten-cylinder is fully suited for everyday motoring also at low engine speeds. http://www2.porsche.de/german/deu/ca...ement_foto.jpg Innovative six-speed gearbox in transverse arrangement The gearbox providing an additional transmission feature compared with a conventional transversely-mounted gearbox is one of the truly outstanding innovations in the Carrera GT. The transmission incorporates a two-stage upright transmission unit between the outgoing main shaft and the axle drive, serving in particular to allow smaller combinations of gears thanks to the additional transmission ratio. A further feature is the hollow design of the first main shaft housing the long and thin solid shaft as a spring connection inside. Interacting with the mass forces on the angle drive, the two shafts thus acting as a torsion spring serve to dampen impacts from the drivetrain and reduce transmission noise in the process. This is also the first model in which Porsche is using an innovative inner gearshift mechanism together with particularly low-friction and precisely-mounted Flexball shift cables on the outer shift mechanisms, a worldwide innovation in automotive technology. Flexball gearshift cables are made of a flat stainless-steel band and do not have wound steel cores. http://www3.uk.porsche.com/english/g...sion_foto2.jpg The ceramic clutch – another world-first achievement Apart from Porsche Ceramic Composite Brakes (PCCB) already well known and widely lauded for their efficiency, Porsche is now using extra-light and extremely resistant ceramics for the transmission of power in this new top-flight athlete: The Carrera GT is the first car in the world equipped with a ceramic clutch, the PCCC Porsche Ceramic Composite Clutch, to use its precise name. Through its compact dimensions, this two-plate dry clutch meets all the requirements of motorsport: Clutch plate diameter is only 169 millimetres or 6.65", serving to give the engine and transmission a very low centre of gravity. A further feature of the new ceramic discs is their much longer service life compared with alternative materials. http://www3.uk.porsche.com/english/g...sion_foto1.jpg Chassis and module frame forming a closely-knit team The Carrera GT is the first production car in the world with a monocoque chassis and module frame made of carbon-fibre reinforced plastic (CFP), a principle Porsche has registered for a patent in the meantime. Carbon, a material carried over from the most sophisticated aerospace applications, is elaborately processed and finished on the car in providing the foundation for supreme performance and driving dynamics combined with minimum weight and maximum strength. So here again, Porsche's engineers have transferred the great demands made on the race track to a road-going sports car for regular use, giving the Carrera GT notonly outstanding performance, but also supreme safety all in one. http://www2.porsche.de/german/deu/ca...assis_foto.jpg Same underfloor as a racing car With a top speed of 330 km/h or 205 mph, aerodynamics are obviously a crucial factor. So to maximise the downforces acting on the Carrera GT, the car features underfloor geometry of the same kind otherwise to be found only on racing cars: Interacting with the rear diffuser and airflow channels, the fully covered carbon underfloor generates a suction effect quite unusual on a road-going vehicle of any kind. http://www2.porsche.de/german/deu/ca...nment_foto.jpg Forged magnesium wheels Measuring 19 inches up front and 20 inches at the rear, and finished in five-spoke design, the wheels of the Carrera GT reveal the car's close connection to motorsports at very first sight. And at the same time they clearly bear testimony to the exclusivity of this high-performance sports car, being produced in a magnesium forging process used for the first time on a production car. Forged magnesium wheels are well over 25 per cent lighter than cast aluminium wheels and offer an excellent service life. http://www2.porsche.de/german/deu/ca...stem_foto1.jpg Sensitive suspension set-up Advancing into an ultra-high speed range, the Carrera GT obviously requires a spectacular spring and damper set-up to maintain the stability of the car – also at the rear – at all speeds. And again, the solution applied for this purpose comes straight from motorsport, spring/damper elements operated by stainless-steel pushrods and pivot levers being fitted inside the chassis structure. This firm connection to the chassis promotes exact response of the springs and dampers, ensuring safe and secure driving behaviour in the process. http://www3.uk.porsche.com/english/g...gear_foto1.jpg Seats only half their usual weight Within the sophisticated interior of the Carrera GT combining smooth and subtle leather, magnesium and carbon-fibre structures, the all-new seats catch your eye immediately, also through their elegant, sporting design. These are the first production seats ever made of composite carbon and aramide fibres, aramide being better known, of course, as kevlar. The result is a substantial decrease in weight, the bucket seats in the Carrera GT, at 10.3 kg or 22.7 lb, weighing only about half as much as conventional seats. http://www2.porsche.de/german/deu/ca...foto2_zoom.jpg Porsche Carrera GT The Supersports for the Road Through its looks alone, the Carrera GT clearly reveals its outstanding performance as an uncompromising supersports of the highest calibre. But unlike prototypes built exclusively for racing, the design of the Carrera GT shows a clear resemblance to production cars and is indeed reminiscent of certain details featured by Porsche's legendary racing cars. One example is the “face" of the Carrera GT with its arrow-shaped front lid and elevated wheel arches, taking up the typical design of the Porsche 718 RS Spyder back in the '60s. And like the 911 Turbo, the Carrera GT comes with three extra-wide air scoops in the lower section at the front, clearly emphasizing the car's unparalleled performance. Measuring 4.61 metres (181.5") in length, 1.92 metres (75.6") in width, and 1.16 metres (45.7") in height, the Carrera GT looks not only beautiful, but, in particular, very aerodynamic and muscular from the side, its long and stretched-out shoulder line adding to the car's dynamic character. The mid-engine concept is borne out clearly by the cockpit moved far to the front and the long gap between the door and the rear axle. Large air scoops andoutlets at the sides in front of and behind the doors provide yet a further touch of excitement and tension, serving above all to ensure a steady flow of air to and from the engine, the transmission, brakes and air conditioning, obviously an absolute must with a car as powerful as the Carrera GT. The powerdomes made of perforated stainless steel extending back over the engine from the rear wall of the cockpit provide a clear and enticing view of the power unit. The structure at the rear end, in turn, is clearly laid out like in a racing car, the rear wing moving up automatically at a speed of 120 km/h or 75 mph to provide the downforce required on the rear axle. The design of the car is determined throughout by aerodynamic requirements. The main criterion in designing the body of the car and ensuring appropriate aerodynamics was the consideration of genuine racing conditions on the track requiring high downforces. At its top speed of 330 km/h or 205 mph, the Carrera GT develops a downforce of approximately 4000 Newtons, equal to a load pressing on the rear axle of 400 kilos. Elaborate geometry on the underfloor also serves to maximise downforces, without at the same time exerting a negative influence on the car's drag coefficient. With its rear diffuser and airflow channels, the fully covered underfloor made of composite carbon-fibre generates a suction effect quite unusual on a road car. The Carrera GT is an open two-seater entering the classic open supersports segment. But that does not mean that bad weather will keep the Carrera GT in the garage, since the carcomes with a specially developed, easy-to-use roof system made of two individual lightweight carbon shells each weighing 2.4 kilos or 5.3 lb and removable by means of rapid-action catches for subsequent storage in the front luggage compartment. The catches holding the two roof sections in place when mounted on top are able to take up the highest aerodynamic forces, and handling the two roof sections when fitting them in position and removing them from the car is more than easy. The only point to be observed is the correct sequence of installation, first inserting the section on the driver's side, then the second section for the passenger. Thoroughbred ten-cylinder racing engine The ten-cylinder power unit with dry sump lubrication behind the cockpit of the Carrera GT is based on a 5.5-litre V10 normal-aspiration engine which might well have been raced in the 24 Hours of Le Mans, given its qualities as a genuine racing machine. Engine capacity has been increased to 5.7 litres for the production car, enabling the power unit of the Carrera GT, with its tremendous performance, to meet all requirements for circuit racing and at the same time providing all the qualities required in everyday motoring. Indeed, the Carrera GT clearly proves its status as a supersports for the road through its performance data alone: Maximum output is 450 kW (612) at 8000 rpm, maximum torque 590 Newtonmetres (435 lb-ft) at 5750 rpm. Top speed, in turn, is 330 km/h or 205 mph, the Carrera GT entering new dimensions through its acceleration from 0 – 100 km/h in just 3.9 seconds, and 0 – 200 km/h in a staggering 9.9 seconds. The optimised V-angle of the cylinders of 680, in conjunction with the crankshaft fitted very low down, helps to give the engine the very low centre of gravity required on a car of this calibre. Another reason for this narrow cylinder angle was to provide sufficient space for the aerodynamic improvements required. Porsche has opted for the ten-cylinder concept with 570 cubic centimetres per cylinder since this offers optimum conditions for the cylinder charge cycle. Four valves per cylinder and aerodynamically designed intake ducts ensure a perfect cylinder charge and optimum efficiency. Built at Porsche's engine plant in Stuttgart-Zuffenhausen, the ten-cylinder, through its configuration as a load-bearing component inthe car, has an extremely stiff engine block and housing, with the advantage of the cylinder bores remaining absolutely stable and almost entirely free of any distortion. Ideal for the race track and optimised for the road The ten-cylinder power unit makes a significant contribution to the ideal weight of the Carrera GT. Weighing only 214 kilos or 472 lb, the engine is made exclusively of light alloy combining supreme strength with equally outstanding temperature resistance. This applies both to the crankcase itself and to the cylinder heads, the crankshaft, with its stroke of 67 millimetres or 2.99" and cylinder bore of 98 millimetres or 3.86", providing overall engine capacity of 5733 cubic centimetres. The forged crankshaft built for minimum mass inertiaoffers maximum torsional stiffness. The pistons themselves are connected to the crankshaft by titanium conrods combining superior strength with low weight for outstanding refinement and a long, dependable service life at engine speeds of over 8000 rpm. Innovative six-speed manual gearbox A six-speed manual gearbox developed especially for the Carrera GT and fitted transversely at the rear of the car conveys the enormous power of the engine smoothly and consistently to the road. Compact in design and with the lowest possible centre of gravity, the gearbox contributes to the car's optimum weight distribution. Due to the need to use a clutch as compact as possible for racing requirements, the Carrera GT does not come with a twomass flywheel – but the function of such a flywheel is provided nevertheless by the spezial design of the input shafts: The first main shaft is hollow, with a long and thin full shaft running inside as a spring rod. Together with the mass weight of the angle drive the two shafts acting as a torsion spring serve to absorb possible jolts coming from the engine, reducing transmission noise in the process. On the Carrera GT Porsche uses ball-bearing Flexball shift cables for the first time on the outer transmission section, thus introducing yet another worldwide innovation in automotivetechnology. Contrary to conventional shaft cables with a wound steel core, Flexball cables are made of a flat stainless-steel band resting in bore bearings at each end. This allows the transmission of movements even over larger distances without any frictional losses worth mentioning, providing a very high efficiency rating of 96 per cent. Another world-first achievement: the ceramic clutch The Carrera GT is the first car in the world to feature a ceramic clutch, to be precise the PCCC Porsche Ceramic Composite Clutch. A particular feature of this worldwide innovation is the small clutch plate measuring just 169 millimetres or 6.56" in diameter and giving the entire drive unit a very low centre of gravity. Another decisive advantage is the low mass weight of the clutch with its positive effect on the engine's dynamic qualities. Previously only a carbon-fibre clutch was able to offer these qualities required in motorsport. But having a much shorter service life, such a clutch would not have met the demands made of the Carrera GT in terms of everyday driving dependability. The PCCC Porsche Ceramic Composite Clutch exceeding even the service life of conventional clutch plates is an all-new constructionin every respect. Developing this new technology, Porsche's engineers have benefitted from their excellent experience with PCCB Porsche Ceramic Composite Brakes, at the same time continuing the development of this material, making it suitable for a two-plate dry clutch with a long running life. The suspension – dynamic and comfortable all in one The chassis and suspension of the Carrera GT has already proven its qualities under the toughest conditions, being carried over from the Porsche 911 GT1, the winner of the 1998 24 Hours of Le Mans. Experience gained in this and other races regarding the particular requirements made of a composite carbon-fibre chassis has gone into the Carrera GT in all details and with all its features. The fine response and optimum transmission of forces to the chassis of the Carrera GT are ensured by the double-wishbone pushrod axles front and rear. Contrary to the McPherson spring struts commonly used on other Porsche sports cars, pushrods have separate guide sleeves and springs, pursuing a design principle providing sensitive response and perfect spring balance at both low and high speeds. The high standard of driving dynamics, finally, is also supported by the agile power steering. Ceramic brakes for supreme stopping power The Carrera GT comes with ceramic brake discs introduced in production cars by Porsche as the first manufacturer in 2001, when this world-first achievement made its appearance in the 911 GT2. Now PCCB Porsche Ceramic Composite Brakes have been further optimised and enlarged for the Carrera GT, diameter of the cross-drilled composite ceramic brake discs with their efficient involute cooling ducts measuring 380 millimetres or 14.96" front and rear, another 30 millimetres or 1.18" more than on the 911 GT. Measuring 34 millimetres or 1.34" in thickness, the ceramic discs featured in the PCCB brake system are about 50 per cent lighter than grey-cast-iron discs of the same type and size. In conjunction with the brake lining also developed as a all-new technology, PCCBs immediately build up a very high and, in particular, consistent frictional coefficient when applied, reaching their maximum brake power within fractions of a second. And with abrasion being kept to an absolute minimum, the safety reserves are also very good, even when the brakes are used to the extreme. Electronic assistance when driving to the limit When running on different road surfaces and under adverse weather conditions, ABS and the traction control system allow a dynamic style of driving even when the driver goes to the very limit. This system enhances driving stability when braking and accelerating and gives the driver of the Carrera GT an appropriate feeling of safety in line with the car's outstanding performance. The four-channel anti-lock brake system allows individual control of the wheels on the front and rear axles, with the entire set-up of ABS being adapted to the ceramic brakes for very short stopping distances keeping the driver under control with full response of the steering. Integrated four-channel anti-spin control (ASC) is activated whenever required throughout the car's entire acceleration process, preventing excessive wheel spin on the drive wheels and keeping the rear end of the car smooth and stable on the road. Yet another feature serving to slow down the drive wheels of the car when spinning is the automatic brake differential (ABD). Whenever he wishes, however, the driver can do without this electronic support by switching off the entire traction control function by a button in the cockpit. Forged magnesium wheels Special wheels in five-spoke design have been developed for the Carrera GT, measuring 19 inches up front and 20 inches at the rear. The wheel rims are made in a magnesium forging process applied for the first time on a production car. This special forging process improves the material's fatigue strength and allows lightweight construction through and through, forged magnesium wheels combining supreme strength and stiffness with a reduction in weight by about 25 per cent versus cast aluminium wheels, unsprung masses being reduced accordingly. This provides not only supreme traction, but also allows a particularly sensitive response of the springs and dampers. To allow a quick tyre change, the wheels, like in motor racing, are fastened on the hubs by one central bolt. The tyres developed for the Carrera GT have a very large road contact surface thanks to their dimensions of 265/35 ZR 19 at the front and 335/30 ZR 20 at the rear. The tyre tread is designed to provide maximum traction, very good mechanical grip, lasting strength at very high speeds, and wear kept relatively low for tyres of this kind. Trendsetting body concept in monocoque design The Carrera GT is the first car in the world, whether on the road or in racing, to apply a brand-new design and construction concept, both the monocoque and the entire frame carrying all the car's modules and components being made of carbon-fibre-reinforced plastic (CFP). Contrary to a conventional body structure with a large number of individual components, this monocoque is made of just a few shell elements connected to one another in a high-pressure furnace (a principle, incidentally, registered by Porsche for a patent). The central unit comprises all structural functions, such as the transmission of reaction forces from the suspension and drivetrain normally handled by the bodyshell of the car. The drive unit, in turn, is bolted on to the chassis by means of the engine support fitted firmly in position, these two principal structural components acting together to provide one complete unit with a very high standard of torsional and flexural stiffness one might call the backbone of the Carrera GT. These modules serve to support the front and rear suspension and at the same time absorb any forces fed in by the crash structures, holding the body panels and the interior in position. CFP is the generic term for composite fibre materials with a large share of carbon used in aerospace applications. Porsche has opted in favour of this material for high-performance components, since this is the only way to combine supreme performance on the road and supreme driving dynamics, on the one hand, with minimum weight and maximum stiffness, on the other. Benefitting from this supreme stiffness, this high-tech fibre material also means superior safety on the road, the Carrera GT providing a level of all-round stiffness (maximum flexural and torsional stiffness) absolutely unprecedented on an open production car and, indeed, quite comparable to the stiff body structure of an all-out racing car and even a lot better than the high standard of stiffness offered by a modern coupé. Carbon structure enhancing the car's safety Apart from its outstanding driving characteristics, the Carrera GT is also a very safe car: This new ultra-high-performance sports car offers all of Porsche's well-known active safety features even at the highest speeds, complying with all crash regulations applied worldwide. In its torsional stiffness, the Carrera GT sets a new record for open cars, the passive safety offered being based on the monocoque passenger cell made of composite carbon fibre and supplemented by integral rollbars on the A- and B-pillars. For even greater strength and safety, the A-pillars are further reinforced by high-strength steel tubes. To enhance passive safety to an even higher level the longitudinal arms or “chassis legs" on the Carrera GT are made of high-strength stainless steel. This crash structure at the front and rear, comprising suitable deformation profiles, ensures smooth and consistent absorption of energy and impact forces. The bumper system is made up of an ultra-strong aluminium crossbar and impact tubes. The engineers responsible for developing the Carrera GT have given particular attention to suitable protection of the 92-litre (201/4 Imp gal) fuel tank, finding the safest place for the tank made of deep-drawn aluminium within the monocoque structure between the passenger cell and the engine compartment. Inside the cockpit four airbags make yet another contribution to the car's high standard of passive safety, with a full-size frontal airbag and a side airbag for both the driver and passenger. The side impact system, in turn, is made up in each case of a side airbag and a door panel including reinforcements made of high-strength steel tubes serving to take up impact energy. Functional elegance on all equipment features The cockpit of the Carrera GT offers all the functional ambience of a genuine racing car, low weight being the name of the game also in this area – a target achieved in full through the exclusive use of high-tech materials throughout the interior. All the composite fibre components in the car's chassis reflect the exclusive nature and quality of carbon as a very spezial material. The centre console sweeping upwards is also made of carbon firmly connected to the chassis of the car in the interest of extra safety. On top of the centre console is an extra-light, galvanised magnesium element housing all buttons and switches. The gearshift lever with its ball-shaped knob made of laminated birchwood, in turn, bears testimony to the culture of motor racing in the old days. Positioned far up on the centre console, the shift lever is close to the steering wheel in the interest of superior sporting ergonomics. The Carrera GT is the first production car in the world with seat buckets made of composite carbon-fibre combined with non-splintering aramide fibre well-known in everyday language as kevlar. Complete with their supple leather upholstery, the seat buckets weigh a mere 10.3 kilos or 22.7 lb each, approximately half the weight of a “normal" Porsche production seat. But despite all this purism carried over from motor racing, the need for motoring comfort has not been neglected. In the interest of such superior comfort, the Carrera GT is available, inter alia, with air conditioning and the Porsche Online Pro navigation radio including a BOSE sound system at no extra cost. As the name indicates, the Porsche Online Pro radio offers not only audio functions, but also a navigation system and a tri-band telephone complete with hands-free operation as well as e-mail and internet functions. :arrow: Porsche Carrera GT hi-res media pics EDIT: so guys, that´s it, we´ve reached the top of the Porsche model range, i hope all of you enjoyed at least a bit of the stuff, THX to all for reading and writing comments, i´ll see what i can do to keep this section alive, we´ll see.... :wink: |
Thanks St-Anger for this superb complete review of the GT3, GT2, CGT. :D :D
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thanks ST-anger for the work here, and the great hi-res pics!!! great work
i kinda feel like i neglected this section with the excitement going on with TT's ferocious ride in the Enzo, Diablo, and 360s perhaps an idea i know id love reading is an engineering overview of some of the products you may have taken part of... at least of products that arent so secret anymore :wink: just an idea |
now that´s what i was waiting for, GT2 and Carrera GT... really incredible cars. That ceramic clutch on the CGT is something ultra high tech. :shock:
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Thanks st-anger for completing the lineup with the CGT :D
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I have noticed that the 4 wheel drive model cars (911 Turbo, Skyline GTR, EVO) tested by BestMotoring seem to always have an advantage when raced with other rear wheel drive cars like the Ferrari Modena. I don’t know if it is because it is easier for the drivers to jump into a 4 wheel drive car and go fast or something intrinsic to the 4 wheel drive system on the track. Ever since reading about the 959 I have searched for a explanation as to the benefits of 4 wheel drive on the race track other than obvious traction advantages. One magazine article I read about the 959 indicated that engineers had set up a 959 prototype to be able to completely disengage the 4 wheel drive system and they found that the 959 was 1 second faster around a test track with the 4 wheel drive on because it was able to apply power sooner coming out of a turn. Another article that talked about the Audi Quattro race car indicated that an advantage of 4 wheel drive was that it allowed them to take a turn with less regard to a standard racing line and as a result they were able to pass other cars going through turns. In your model overview I got the impression that the 4 wheel drive system somehow changed the balance of the car so that the handling behavior is more neutral. Also, I found a press information brochure for a 4S that said “One of the advantages of this four-wheel drive system is that the front wheels do not run wide on curves, resulting in neutral cornering and road behavior.” This contradicts my understanding of cornering behavior and managing tire contact patches. It seems to me that when power is applied to the front wheels to propel the car forward, that reduces the traction available to change the cars direction while turning resulting in understeer. Could you possibly expound on these issues. I am especially interested in understanding if a 4 wheel drive system increases cornering speed and its modification of corning behavior. Additionally, are you aware if professional drivers are faster on a track with PSM engaged or disengaged. In an older post you alluded to the fact that professional drivers are able to explore the cars handling limits more aggressively with PSM as a safety net. If anyone is interested in the press article it can be found at: http://www.porsche.nu/html_swedish/p...Carrera_4S.pdf |
Those were crazy tests, if you have seen some of the recent ones the 360 beat an nsx-r and evo 8. Then again in the next race it got beat by an nsx-r.... badly. There was somethig wrong with the tires in the race where the GTR chased the Turbo.
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well, again lakatu, a good question and i´ll try to answer as simply as I can, because we could talk for hours on that topic, but I´m afraid I won´t have the time for that…
so, the magic word is viscous coupling, I think I needn´t say more :wink: on all 4WD models of the Porsche range power is distributed to the front and rear wheels by this device in combination with the PSM. it not only transfers drive to the wheels, the system compensates for any difference in the speed of rotation measured on the front and rear axles. the outer plates of the coupling are attached to the housing, and the inner plates to the hub, with the space in between filled with silicone fluid and the moment there is any deviation in the respective speeds of the front and rear axles, the frictional properties of the silicone fluid cause the drive torque to be directed from the faster rotating plates to the slower ones. so, at least 5% of engine power is always applied to the front axle with the 4WD Porsche system, increasing to roughly 35% in normal driving conditions and in extreme situations, as much as 40% of drive torque can be delivered to the front wheels. the sensitivity of the viscous coupling combines with Porsche Stability Management to help optimise handling and stability. so it´s obvious that we can literally through the car into the corner at the track with something in the area of 40/60 power distribution, normally you´ll lift the throttle to force the car to oversteer, but with the “intelligent” 4WD system the car recognises when it understeers too much because of the 4WD effect, and it distributes more power to the rear axle, so inside the corner most of the power is on the rear, just like on the C2 models, the advantage is that we´ve a little bit power at the front too, that helps to stabilize the car a bit, and when the 2WD cars are fighting for traction at the exit of the corner, the 4WD system provides more power to the front axle, so that you´ll have the ~40/60 again, which means you can significantly hit the pedal earlier than with the C2 model… it´s a very easy principle but it works :wink: you won´t find any PSM like system in a race driver´s car, it´s good to actually “learn” the car, explore it´s limits, but you´ll turn it off when racing, that´s for sure… it´d be too difficult to explain, but with PSM off the whole mapping changes, the car is simply more aggressive and definitely faster, a very good example is the Cayenne Turbo, whenever I ride one I immediately turn PSM off, because otherwise throttle response and shifting time is IMO horrible, some ppl won´t recognise that, for sure, but due to my 955 project I know that system quite well, and with PSM on the TT is simply slow :wink: :lol: it´s also good for the ECU when you turn off PSM, because in a new car, the ECU learns how´s your driving style, and you´ll increase sportyness when you ride it with PSM off, ahhhh, i know i know, kinda difficult to understand and also to explain, so i hope i´ve answered your questions, if there´re any questions left, just ask… :D |
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