Porsche model overview

[st-anger]

i think it´s better to start a new topic with the stuff to come, ´cause it´ll be A LOT:wink:
what follows now is a full line up of Porsche MY2004, starting with a little overview today, and i ´ll add new models every now and then...
in the end there´ll be 16 models and some tech stuff, and maybe something more :wink:


Porsche 2004 Model Range

http://www.jabbasworld.net/photopost/data/503/206press04.JPG

Five New Models in the Range

Entering the new model year, Porsche AG is enlarging the model range by no less than five new models, now giving the customer a choice of no less than 17 model variants.
Apart from the new high-performance Carrera GT supersports and the cabriolet versions of the 911 Turbo and 911 Carrera4S, a new six-cylinder Cayenne now supplements Porsche’s third model series. And at the same time the 911 GT2 is also entering the new model year with
modifications offering even more power and performance.

Porsche Carrera GT

A particular highlight marking the beginning of the 2004 model year is the start of delivery of the new ultra-high-performance Carrera GT, which made its debut earlier on this year at the Geneva Motor Show. To be built in a production run of 1,500 units, the Carrera GT comes with more than 70 innovations within its carbon-fibre body, all of which Porsche has in the
meantime registered for a patent. This includes the ceramic clutch conveying maximum torque of 570 Newton-metres or 420 lb-ft to the rear axle. Maximum engine output is 450 kW or 612 bhp, providing top speed of 330 km/h or 205 mph.

http://www3.porsche.de/german/deu/carreragt/modelinformation/safety/bilder/safety_foto.jpg

Porsche 911 GT2

Starting the 2004 model year, the athlete in the Porsche Turbo range is even faster than before. Top speed is now 319 km/h or 198 mph, with acceleration from 0 – 100 km/h in exactly four seconds. The fastest 911 also has more power than before, with maximum output of the biturbo power unit now reaching 355 kW or 483 bhp at 5700 rpm – 15 kW or 21 bhp more than on the former model. This supreme performance of the 911 GT2 is also borne out by the power-to-weight ratio of 4.06 kilos per kW.

http://content2.eu.porsche.com/prod/911/gt2.nsf/0/C1256D7F005C2CF5C1256D83003631BD/$file/aero.jpg

Porsche 911 Turbo

The 911 Turbo has a top speed of 305 km/h or 189 mph and accelerates to 100 km/h in 4.2 seconds. Its 3.6-litre power unit also sets new standards, the six cylinders boosted by two exhaust gas turbochargers with intercoolers developing maximum output of 309 kW (420 bhp) at 6000 rpm. Maximum torque of no less than 560 Newtonmetres or 413 lb-ft is available from just 2700 rpm. The 911 Turbo expresses its outstanding position not only through excellent engine and performance data, but also through a very wide range of standard features.

http://content2.eu.porsche.com/prod/911/turbo.nsf/0/C1256D720035E3B4C1256D94002E6AE5/$file/modellvarianten.jpg

Porsche 911 Turbo Cabriolet

After some 16 years Porsche is back in the 2004 model year with the 911 Turbo Cabriolet. Compared with the 300 bhp former model built from 1987 – 1989, the new Cabriolet develops maximum output of 420 bhp (309 kW) and has exactly the same top speed as its coupe counterpart of 305 km/h or 198 mph. Acceleration from 0 – 100 km/h is in 4.3 seconds, only 1/10th of a second “slower" than the coupe, A further significant improvement over the former model code-named 930 within the Company is the roof mechanism with its particular ease of operation, the roof not only opening and closing fully automatically at a standstill, but also at a road speed of up to 50 km/h.

http://content3.eu.porsche.com/prod/911/turbo.nsf/0/C1256D720035E3B4C1256D8D0052F779/$File/turbo_cabriolet.jpg


Porsche 911 GT3

The 911 GT3 is back in the range! More power and more torque on the same engine size and with the same fuel economy – this is the development formula for the second-generation 911 GT3. Benefitting from consistent reduction of moving masses in the six-cylinder engine and Porsche VarioCam infinite camshaft adjustment, the new 911 GT3 develops a significant 15 kW or 21 bhp more than ist predecessor: Maximum output is up from 265 kW or 360 bhp at 7200 rpm to 280 kW or 381 bhp at 7400 rpm. Maximum torque, in turn, is now 385 Nm (284 lb-ft) versus the former 370 Nm (273 lb-ft).

http://www3.porsche.de/german/deu/911/gt3/bilder/intro_foto.jpg

Porsche 911 Carrera

The flat-six engine on this model displacing 3.6 litres develops maximum output of 235 kW (320 bhp) at 6800 rpm, accelerating the six-speed manual-gearbox coupe from 0 to 100 km/h in five seconds. Peak torque is 370 Nm or 273 lb-ft at 4250 rpm. Despite its outstanding performance and the higher, flatter torque curve over the entire engine speed range, fuel consumption is only 11.1 litres on 100 km, equal to 25.4 mpg Imp according to the standard EU test method. The superior economy of this 3.6-litre is attrributable mainly due to VarioCam Plus combining variable camshaft control with valve lift adjustment on the inlet side.

http://content3.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D9B0042388F/$File/c2_coupe.jpg

Porsche 911 Carrera Cabriolet and Porsche 911 Carrera 4 Cabriolet

The cabriolet, which has a rigid glass, heated rear window, is based on the 911 Carrera or 911 Carrera 4. The engine itself is identical on both the rear-wheel and four-wheel drive versions of the cabriolet. In developing the 911, Porsche's engineers focused from the start also on the open-air model, making the bodyshell particularly strong and torsionally rigid. Roof operation is electrohydraulic, allowing the driver to open or close the roof fully automatically at the touch of a button within just 20 seconds. And to allow the aficionado of open-air motoring to enjoy the pleasure of motoring with the roof down in even greater style, Porsche offers various options for opening and closing the roof: Now the customer can decide whether to lower or close the roof with the car at a standstill or whether to do so while driving at a speed of up to 50 km/h or 31 mph. And the range of standard features on the cabriolet, in turn, is fundamentally the same as on the Carrera coupé or, respectively, Carrera 4. An additional feature with the cabriolet, of course, is the aluminium hardtop weighing a mere 33 kg or 73 lb, so that two persons can easily lift it on and off.

http://content3.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D9B0042388D/$File/c2_cabrio.gif

Porsche 911 Carrera 4

Whether as a coupé or cabriolet, with six-speed manual gearbox or five-speed Tiptronic S, the Carrera 4 offers the aficionado of the 911 a wide range of choice and variations. Permanent four-wheel drive with a variable supply of power to the front wheels is ensured by a viscous coupling. The Carrera 4 is also equipped with Porsche Stability Management (PSM) as standard. With this system, the existing units already controlling the car's longitudinal dynamics such as the anti-lock brake system, anti-spin control and the automatic brake differential are further enhanced by lateral control: Applying the brakes individually as
required and influencing engine power automatically, PSM is able to control and maintain driving stability when cornering. The engine is the current version of Porsche's flat-six with VarioCam Plus, developing 235 kW (320 bhp).

http://content3.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D9B0042388E/$File/c4_coupe.jpg


Porsche 911 Carrera 4S

The 911 Carrera 4S is very similar to the 911 Turbo in appearance. The rear part of the body is 60 millimetres wider than on the Carrera models, and the wheel housings contain 18-inch alloy wheels in Turbo styling for ample traction. The distinguishing features between this model and the Turbo mainly become obvious at the rear: A Carrera spoiler is used instead of the extending, divided wing, and has a red light strip forming a visual link between the two rear lights. The 911 suspension of the Carrera 4S lowered by 10 millimetres, is based on the 911 Turbo – including the brake system, the power train mountings and a frontaxle pivot bearing that has been optimised for brake ventilation. The 911 Carrera 4S has a 235 kW (320 bhp) 3.6-litre flat-twin engine and four-wheel drive as standard.

http://content3.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D9B0042388A/$File/c4s_coupe.jpg

Porsche 911 Carrera 4S Cabriolet

Introducing the new 911 Carrera 4S Cabriolet, Porsche is enlarging its range of open-air sports cars in the new model year to a total of 7 outstanding models. The 3.6-litre power unit developing maximum output of 235 kW or 320 bhp and the four-wheel drive system are the same as on the Carrera 4S coupe. Modifications of the body versus the coupe are limited to specific reinforcements in the sidesill area, with additional joint plates and shaft reinforcements behind the B-pillar. These modifications of the bodyshell incidentally also featured on the 911 Turbo Cabriolet help to make the body one of the stiffest of all openair 911 body structures.

http://content3.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D9B0042388B/$File/c4s_cabrio.jpg

Porsche 911 Targa

True to faith, Porsche has revived the Targa tradition and thus offers the 911 with a large, retractable glass roof panel. At the push of a button, the new 911 Targa’s glass roof can be slid backwards by up to half a metre, for a maximum roof opening area of 0.45 square metres. Further Targa highlights include the hinged rear window supported on two gas springs. It provides convenient access for loading suitcases, bags or other luggage into the rear compartment, which has a maximum capacity of 230 litres. The rear window can be unlocked either by a rocker switch in the sill next to the driver’s seat or by using the remote control. Like the other Carrera models, the Targa has the 235 kW (320 bhp) 3.6-litre flat-six engine; its top speed is 285 km/h or 177 mph.

http://content3.eu.porsche.com/prod/911/targa.nsf/0/C1256D7200352F6BC1256D9B004CBCE7/$file/umwelt.jpg

Porsche Boxster

New VarioCam technoloy also boosts engine output on the “regular” Boxster to 168 kW (228 bhp), reducing both fuel consumption and exhaust emissions in the process. As with the Boxster S, acceleration and pulling forces are enhanced particularly in the low engine speed range, the Boxster completing the sprint from 0 – 100 km/h in just 6.4 seconds (0.2 seconds faster than before). Top speed with the five-speed manual gearbox featured as standard is 253 km/h or 157 mph. Apart from the seats finished in alcantara, a leather steering wheel as well as the gearshift lever, door handles and handbrake lever now in interior colour are all standard. And another feature now also coming as standard is remote control for opening not only the car, but also the front and rear bootlids.

http://content3.eu.porsche.com/prod/boxster/boxster.nsf/0/C1256D720036FA3AC1256D9B0046724A/$File/boxster.jpg


Porsche Boxster S

Last year the Boxster model series was modified and upgraded in both technical and optical terms. The discreet changes in design of this Porsche roadster, already a classic in its own right, are borne out by redesigned air intake scoops on each side at the rear. The rear panel now extending down lower than before is characterised by two striking crossbars connected with one another by the exhaust tailpipe. Further innovations on both Boxsters include a heated glass window at the rear, the restyled rear spoiler and, within the passenger compartment, a cupholder as well as a lockable five-litre-large glove compartment. The Boxster S stands out from the “basic" model in particular through its even more powerful 3.2-litre six-cylinder complete with a six-speed manual gearbox as well as an even wider range of standard equipment including features such as 17-inch light-alloy wheels and an alarm system with interior surveillance. The 3.2-litre power unit of the Boxster S develops maximum output of 191 kW (260 bhp) at 6200 rpm, accelerating this outstanding roadster from 0 – 100 km/h in just 5.7 seconds. This increase in power combined with a reduction in fuel consumption and exhaust emissions is attributable to VarioCam technology featured in the Boxster S.

http://content3.eu.porsche.com/prod/boxster/boxsters.nsf/0/C1256D7300631F2EC1256D9C0029BED2/$file/kraftuebertragung.jpg

Porsche Cayenne

In this model year the Cayenne series is being supplemented by a new, third version of this outstanding SUV: The new Cayenne is driven by a 184 kW (250 bhp) six-cylinder power unit providing top speed of 214 mph or 133 mph. As with the Cayenne S and the Cayenne Turbo, engine power and torque (in this case 314 Newton-metres or 232 lb-ft) is transmitted to all four wheels. Featured as standard, PTM Porsche Traction Management delivers 62 per cent of the engine’s power to the front and 38 per cent to the rear wheels in the basic mode. And like the Cayenne S, the six-cylinder model comes as standard with a six-speed manual gearbox – with six-speed Tiptronic S available as an option, From outside the only real differences between the Cayenne and the Cayenne S are the model designation on the tailgate and the brake callipers painted black.

http://www3.porsche.de/german/deu/cayenne/cayennev6/safety/bilder/sicherheit.jpg

Porsche Cayenne S

With its V8 normal aspiration power unit displacing 4.5 litres and developing maximum output of 250 kW (340 bhp) at 6000 rpm makes the Cayenne S the top performer in the sports utility range. Fitted as standard with Porsche’s six-speed manual gearbox, the Cayenne S accelerates from 0 – 100 km/h in 6.8 seconds and has a top speed of 242 km/h or 150 mph. And it offers the same kind of supreme performance also off the beaten track, innovative drive systems such as new Porsche Traction Management (PTM) four-wheel drive ensuring excellent performance wherever you go. Benefitting from intelligent suspension
technology based inter alia on a new axle concept with long spring travel for offroad driving conditions, the Cayenne S has no problems even on relatively steep gradients, ramps and jagged crests in offroad terrain.

http://www3.porsche.de/german/deu/cayenne/cayennes/environment/bilder/umwelt_intro_foto1.jpg

Porsche Cayenne Turbo

The Cayenne Turbo is a sports utility vehicle in the genuine sense of the word with absolutely outstanding power and performance, supreme comfort and a wide range of innovations in technology both for fast motoring on the road and for the toughest offroad requirements.
Displacing 4.5 litres, the V8 biturbo power unit complete with intercooler develops a staggering 331 kW or 450 bhp at 6000 rpm. Maximum torque of 620 Newtonmetres or 457 lb-ft is maintained consistently between 2250 and 4750 rpm, top speed is 266 km/h or 165 mph. Equipped as standard with Porsche's six-speed Tiptronic transmission, the Cayenne Turbo accelerates from 0 – 100 km/h in 5.6 seconds. And it almost goes without saying, finally, that the Cayenne Turbo has outstanding hill-climbing qualities also in rough terrain, air suspension featured as standard giving the Cayenne Turbo 273 millimetres or
10.75" ground clearance in the special offroad mode and the ability to cross rivers and other bodies of water down to a depth of 555 millimetres or 21.85".

http://www2.porsche.de/german/deu/cayenne/cayenneturbo/engine/bilder/turboaufladung_foto1.jpg

[yg60m]

Thank you st-anger !! This is a very good idea to give us a Model view and we know that some are to be added in the end of the year :wink: :mrgreen:

[st-anger]

Thank you st-anger !! This is a very good idea to give us a Model view and we know that some are to be added in the end of the year :wink: :mrgreen:

well, this is just the start, right now i´m thinking about which car i should start with, the top one´s like CGT, GT2 or with Boxster or Cayenne....!???

[SPEEDKILLAR]

Porsche 911 Carrera 4S

The 911 Carrera 4S is very similar to the 911 Turbo in appearance. The rear part of the body is 60 millimetres wider than on the Carrera models, and the wheel housings contain 18-inch alloy wheels in Turbo styling for ample traction. The distinguishing features between this model and the Turbo mainly become obvious at the rear: A Carrera spoiler is used instead of the extending, divided wing, and has a red light strip forming a visual link between the two rear lights. The 911 suspension of the Carrera 4S lowered by 10 millimetres, is based on the 911 Turbo – including the brake system, the power train mountings and a frontaxle pivot bearing that has been optimised for brake ventilation. The 911 Carrera 4S has a 235 kW (320 bhp) 3.6-litre flat-twin engine and four-wheel drive as standard.


That's my favourite("affordable") Porsche, its got the lines, the performance, and
everyday use friendly.

[yg60m]

Hum, this is a good question :wink: Begin with strong stuffs or growing slowly and make us wait for the Big Ones :lol: I must say that i always finish by the best (food or else) but it's only my opinion ...

[st-anger]

Hum, this is a good question :wink: Begin with strong stuffs or growing slowly and make us wait for the Big Ones :lol: I must say that i always finish by the best (food or else) but it's only my opinion ...

...same here, i think i´ll start with Boxster tomorrow followed by:

987 S
955 V6
996 C2
996 C2 Cab
996 Targa
996 C4
996 C4 S
996 C4 S Cab
955 S
955 TT
996 TT
996 TT Cab
996 GT3
996 GT2
S1 Carrera GT

[TT]

I'd start with the basic Boxster and go toward the top, toward the CGT :D

edit - bloody slow reply

[bmwfreak]

Thanks for the info, st-anger. This has proven pretty informative. :D

[callen]

good info indeed and finally we now know the GT turbo is a reality! 1500 units is alot and i guess its not like 700 horswepower like that guy was sayin in the other thread earlier this week.

[st-anger]

Porsche Boxster

Highlights:

Superior power from 2.7 litres

The 2.7-litre power unit featured in the “basic” Boxster develops maximum output of 168 kW (228 bhp) at 6300 rpm. Maximum torque of 260 Newtonmetres or 192 lb-ft comes at 4700 rpm, allowing the Boxster to cover the sprint from 0 – 100 km/h in 6.4 seconds, that is 0.2 seconds faster than the former model. Top speed is 253 km/h or 157 mph. And like the Boxster S, the “normal” Boxster also offers a 2 per cent improvement in fuel economy thanks to VarioCam technology.

http://content2.eu.porsche.com/prod/boxster/boxster.nsf/0/C1256D720036FA3AC1256D9D00330961/$file/wartungsaufwand_neu.gif

New VarioCam for extra power and enhanced fuel economy

The increase in engine output as well as the reduction in both fuel consumption and exhaust emissions result primarily from the new VarioCam control system offering infinite adjustment of the camshafts up to an angle of 40°, reducing charge cycle losses accordingly to an even lower level than before. This means that valve timing on the intake camshafts is varied infinitely according to individual requirements by a vane cell adjuster fitted directly on the sprocket driving the camshafts.

http://content2.eu.porsche.com/prod/boxster/boxster.nsf/0/C1256D720036FA3AC1256D9D00324CC6/$file/vario_foto1.jpg

A further highlight featured as standard: side airbags with full head protection also in a convertible

All Porsche sports cars come as standard with the POSIP (Porsche Side Impact Protection) side airbag system. Through their specific geometry, the side airbags efficiently protect the occupant's head and upper body even with the roof open and the side windows retracted.

http://content2.eu.porsche.com/prod/boxster/boxster.nsf/0/C1256D720036FA3AC1256D9D003A0380/$file/passive_sicherheit2.jpg

Extended range of standard equipment

The Boxster model series already featuring an electrically operated roof, electric window lifts, alcantara seat upholstery, thermal insulation glass, electrically adjustable and heated exterior mirrors, central locking and an electric immobiliser, together with a large number of other features, has had an even wider range of standard equipment since last year: Two items are the cupholder and remote control opening not only the car, but also the front and rear bootlids. Another highlight is the illuminted and lockable glove compartment offering five litres storage capacity right beneath the passenger airbag.

http://content2.eu.porsche.com/prod/boxster/boxster.nsf/0/C1256D720036FA3AC1256D9E004840F8/$file/instrumente1_neu.jpg


Porsche Boxster:

A Powerful Roadster with Powerful Character

Since last year the “basic” Boxster in the range has featured new air intake scoops at the side, intake air grids finished in body colour, a more distinctly contoured “lip” at the front, a redesigned rear spoiler, a modified roof now featuring a glass window for extra comfort and convenience on the road, direction indicators in greyish-white at the rear, and two striking crossbars right at the end of the car. The most obvious sign of distinction versus the Boxster S – the oval tailpipe as opposed to the twin tailpipes on the S model – has been redesigned as yet a further highlight.

Outstanding performance

The entry-level Boxster, like the Boxster S, offers a high standard of performance and superior engine characteristics: Displacing 2.7 litres, the horizontally-opposed six-cylinder now develops maximum output of 168 kW (228 bhp) at 6300 rpm. Maximum torque of 260 Newtonmetres (192 bhp) in turn, comes at 4700 rpm. With its five-speed manual gearbox fitted as standard, the Boxster accelerates from 0 – 100 km/h in 6.4 seconds, that is 0.2 seconds faster than before. Top speed is 253 km/h or 157 mph. Despite the increase in power and performance versus the former model, fuel consumption is lower than before, down by approximately 2 per cent according to the EU standard to 9.7 litres/100 km (29.1 mpg Imp) (Tiptronic S: 10.7 ltr/100 km or 26.4 mpg Imp). Like on the Boxster S, this is primarily attributable to VarioCam technology adjusting the camshafts infinitely up to an angle of 40°, in the process reducing exhaust emissions and any loss of power in the charge cycle.
More specifically, valve timing on the intake camshafts is adjusted infinitely as required by a wing cell adjuster fitted directly on the camshafts in the sprocket drive wheel. Porsche was the first manufacturer to introduce this integral concept in the current 911 Carrera, oil pressure turning the position of the inner wing cell wheel versus the outer sprocket wheel by up to 40° crankshaft angle.
The VarioCam System is able to respond very quickly and precisely to the driver's commands, for example when demanding maximum power or adopting a more reserved style of motoring like in city traffic. This requires highly accurate valve timing both when opening and closing the valves, the intake camshaft being adjusted to an earlier intake point when running under part load. The higher amount of residual gas then remaining in the combustion chamber leads to a reduction in fuel consumption. Under full load, in turn, the engine builds up maximum power thanks to valve timing overlap on the intake and outlet sides reduced to a minimum. Maximum torque, finally, is provided by large valve overlap with the intake valves closing at an earlier point.
The various VarioCam systems and units are masterminded by new Motronic ME 7.8 featured for the first time in the 911 Turbo. Specially conceived for these requirements, this engine management system measures, inter alia, engine speed, the position of the gas pedal, air volume, engine oil and coolant temperature, as well as the gear currently in mesh. Applying this input data, Motronic finally determines the requisite position of the intake camshafts. Precise synchronisation of the intake camshafts on the two rows of cylinders is ensured by intelligent Motronic control, with the system also intervening in the fuel/air mixture formation and ignition processes. Featuring fully integrated on-board diagnosis (OBD), Motronic also supervises the various functions of the engine. As soon as OBD determines a malfunction in the engine, an appropriate message is recorded in the defect memory and an optical warning signal is activated in the instrument cluster. The workshop is then able to read the message with the help of a diagnostic tester, determining precisely what has gone wrong.

Active and passive safety of the highest calibre

Benefitting from its optimised body structure and the most advanced, sophisticated materials, the Boxster offers a supreme standard of body stiffness combined with relatively low body weight. Both its torsional and flexural stiffness are absolutely outstanding for an open car, clearly reflecting Porsche's particular know-how in lightweight steel construction in an area where active and passive safety are closely connected with one another. At the front end of the car Porsche combines the benefits of a longitudinal and transverse structure. This combination of load-bearing elements guarantees precisely defined distribution of impact forces in a collision, three separate load levels taking up deformation energy, passing on forces to the stiff side-sill and tunnel areas, and thus minimising any deformation of the interior. Areas such as the doors and bulkhead support particularly exposed to impact forces are reinforced by extra-strong boron steel. The Boxster is well prepared not just for a head-on, side, glancing or rear-end collision, but also comes with a superior rollover protection system maximising occupant safety should the car ever roll over in an accident. An extra-strong tube integrated in the extremely stiff A-pillars gives the windscreen frame supreme stability, whilst the rollbar directly behind the seats serves additionally to maintain the occupants' survival area even under extreme conditions. This concept is rounded off by a superior occupant restraint system featuring not only driver and passenger airbags, but also the POSIP (Porsche Side Impact Protection) side airbag system. Both the chassis and the brakes ensure a supreme standard of active safety in the Boxster.

Specifically, this means a wide range of superior features:

• Harmonious, safe behaviour when changing lanes at all speeds
• Supreme driving safety in all situations
• Spontaneous, direct and precise steering with excellent roadholding
• A smooth and easily controllable load change response in bends
• A high level of lateral acceleration
• Body roll, dive and squat reduced to a minimum in bends, when braking and accelerating
• Very short brake distances even under extreme conditions demanding the utmost of the brakes
• Superior brake stability when driving straight ahead and in bends

Cockpit features and equipment

Like the Boxster S, the “basic” model in the range also comes as standard with a cupholder beneath the central air outlet and an illuminated and lockable glove compartment (with five litres capacity) connected to the alarm system available as an option. The Boxster aficionado will also notice the switches fitted horizontally in the instrument panel since last year, further details being the harmonised colour scheme replacing the black leather formerly surrounding the steering wheel, the gearshift lever, door handles and handbrake lever now finished in the colour of the interior as well as the modified aluminium look of various units within the interior. As in the past, the seats on both the Boxster and Boxster S are finished in highquality alcantara down the middle. The seat backrests adjust electrically for angle and can be tilted forwards for easy access to the storage area directly behind the seats and in the roof compartment. All-electric seats with a memory function on the driver's side are available as an option. As before, the Boxster S stands out from the 2.7-litre model also through its white circular dials in aluminium-coloured surrounds. And when equipped with Porsche Communication Management (PCM), both the Boxster and the Boxster S come with a dot matrix display. Providing a higher standard of precision than a segment display, this style of presentation is able to show numbers and letters in various sizes and provide additional text information.
And last but not least, Porsche Communication Management (PCM) also presents information such as the radio station currently tuned in, music titles, incoming telephone calls as well as pictograms for route navigation via a databus in the display on the instrument cluster.


:arrow: Porsche Boxster hi-res media pics (http://www.imagestation.com/album/?id=4287251171)

[st-anger]

Thx alot for this thread, it will be a sweet one....... :D

great idea to make a overview of the models, will there be a historical thread too?? :D

maybe we should finish this one first :wink:
haven´t though about a historical one, because it´d be quite difficult to set up, but we´ll see....

[TT]

Wow what a nice start :D can't wait to have the same for all the lineup :D
Thanks also for the media pics!

[st-anger]

Wow what a nice start :D can't wait to have the same for all the lineup :D
Thanks also for the media pics!


... of course for "all the lineup" :D

[TT]

I realize it's either "the whole lineup" or "all the models".. my version just doesn't sound right :D but well, you understood :P

[gis]

nice review of the boxster.enjoyed reading every word of that.the one im lookin forward to is the GT2,i love that car. :D

[nthfinity]

quite informative indeed :)

its truly a great thread idea. so much technology--- mabey ill change to automotive engineering :wink:

[st-anger]

so much technology---

it´ll get even worse soon... :wink:

[yg60m]

:shock: Wow ! i wasn't waiting for that. Thank you very much st-anger, it must took you a lot of time to do it :) Thanks too for the media links :D
Very good thread, you really deserve a section :wink:

[Toronto]

what about the GT3 RS? i thought u can order one already?

[st-anger]

what about the GT3 RS? i thought u can order one already?

because it´s so limited and only for euro market it doesn´t appear everywhere including the official MY2004 catalogue, hey, there´ll be less RS´s than CGT´s !!!
but as i said, there´ll be some surprises as well here...hopefully :D
i´ve the official GT3RS brouchure at home as well, so i think we can manage something :wink:

[crasherror]

Here is a list of all Porsche models i found it on the net.






1939 Porsche 64

1948 Porsche Nr.1 356 Roadster
1948 Porsche 356 Alu-Coupe (Gmünd)
1948 Porsche 356 Alu-Cabrio (Gmünd)
1950 Porsche 356 1100 Coupe Ferdinand
1950 Porsche 356 1100 Cabrio
1951 Porsche 356 Light Metal Coupe
1951 Porsche 356 1300 Coupe
1951 Porsche 356 1300 Cabrio
1952 Porsche 356 1500 Coupe
1952 Porsche 356 1500 Cabrio
1953 Porsche 356 1500 Super Coupe
1953 Porsche 356 1500 Super Cabrio
1955 Porsche 356 1500 Speedster
1955 Porsche 356 1500 Super Speedster

1949 Porsche 360 Cisitalia

1956 Porsche 356 A 1300 Coupe
1956 Porsche 356 A 1300 Cabrio
1956 Porsche 356 A 1300 Super Coupe
1956 Porsche 356 A 1300 Super Cabrio
1956 Porsche 356 A 1600 Coupe
1956 Porsche 356 A 1600 Cabrio
1956 Porsche 356 A 1600 Speedster
1956 Porsche 356 A 1600 Super Coupe
1956 Porsche 356 A 1600 Super Cabrio
1956 Porsche 356 A 1600 Super Speedster
1956 Porsche 356 A 1500 GS Carrera
1959 Porsche 356 A 1600 GS Carrera
1959 Porsche 356 A 1600 Convertible D
1959 Porsche 356 A 1600 Super Convertible D

1956 Porsche 550 Spyder A

1959 Porsche 718 RS 60 Spyder

1960 Porsche 356 B 1600 Coupe
1960 Porsche 356 B 1600 Cabrio
1960 Porsche 356 B 1600 Hardtop
1960 Porsche 356 B 1600 Roadster
1960 Porsche 356 B 1600 Super Coupe
1960 Porsche 356 B 1600 Super Cabrio
1960 Porsche 356 B 1600 Super Hardtop
1960 Porsche 356 B 1600 Super Roadster
1960 Porsche 356 B 1600 Super 90 Coupe
1960 Porsche 356 B 1600 Super 90 Cabrio
1960 Porsche 356 B 1600 Super 90 Hardtop
1960 Porsche 356 B 1600 Super 90 Roadster
1962 Porsche 356 B 1600 C
1962 Porsche 356 B 1600 SC
1962 Porsche 356 B 1600 GS Carrera 2
1964 Porsche 356 C Carrera 2 Coupe
1964 Porsche 356 C Carrera 2 Cabrio

1961/62 Porsche 804 F1 Race Car

1962 Porsche 695 Prototype

1965 Porsche 911 2.0 Coupe
1967 Porsche 911 2.0 Targa
1967 Porsche 911 2.0 S Coupe
1967 Porsche 911 2.0 S Targa
1968 Porsche 911 2.0 T Coupe
1968 Porsche 911 2.0 T Targa
1968 Porsche 911 2.0 L Coupe
1968 Porsche 911 2.0 L Targa
1969 Porsche 911 2.0 E Coupe
1969 Porsche 911 2.0 E Targa
1970 Porsche 911 2.2 T Coupe
1970 Porsche 911 2.2 T Targa


1970 Porsche 911 2.2 E Coupe
1970 Porsche 911 2.2 E Targa
1970 Porsche 911 2.2 S Coupe
1970 Porsche 911 2.2 S Targa
1972 Porsche 911 2.4 T Coupe
1972 Porsche 911 2.4 T Targa
1972 Porsche 911 2.4 E Coupe
1972 Porsche 911 2.4 E Targa
1972 Porsche 911 2.4 S Coupe
1972 Porsche 911 2.4 S Targa
1972 Porsche 911 Carrera RS 2,7
1973 Porsche 911 Carrera RS Le Mans
1973 Porsche 911 Carrera RSR

1964 Porsche 904 Carrera GTS

1965 Porsche 906 Carrera 6

1965 Porsche 912 Coupe
1967 Porsche 912 Targa
1975 Porsche 912 E Coupe

1967 Porsche 907/910

1968 Porsche 908
1969 Porsche 908 Langheck
1970 Porsche 908/2 Spyder

1969 Porsche 914/4 1.7
1969 Porsche 914/6 2.0
1973 Porsche 914/4 2.0
1974 Porsche 914/4 1.8

1969 Porsche 909 Bergspyder

1969 Porsche 917
1969 Porsche 917 Kurzheck
1969 Porsche 917 Langheck
1969 Porsche 917 Spyder
1970 Porsche 917 Kurzheck
1970 Porsche 917 Langheck
1971 Porsche 917/10 Kompressor
1971 Porsche 917/20
1971 Porsche 917 Kurzheck
1971 Porsche 917 Langheck
1972 Porsche 917/10
1973 Porsche 917/30

1970 Porsche Tapiro Concept

1972 Porsche 916 Concept

Porsche 911 G-series (1973-1989)
1974 Porsche 911 2.7 Coupe
1974 Porsche 911 2.7 Targa
1974 Porsche 911 2.7 S Coupe
1974 Porsche 911 2.7 S Targa
1974 Porsche 911 Carrera 2.7 Coupe
1974 Porsche 911 Carrera 2.7 Targa
1974 Porsche 911 Carrera RS 3,0
1974 Porsche 911 Carrera RSR 3,0
1974 Porsche 911 RSR Turbo
1974 Porsche 911 Turbo Martini Racing
1975 Porsche 911 Turbo 3.0 Coupe (seria 930)
1976 Porsche 911 Carrera 3.0 Coupe
1976 Porsche 911 Carrera 3.0 Targa
1978 Porsche 911 3.0 SC Coupe
1978 Porsche 911 3.0 SC Targa
1978 Porsche 911 Turbo 3.3 Coupe (seria 930)
1983 Porsche 911 3.0 SC Cabrio
1983 Porsche 911 Turbo 3.3 Coupe SK (seria 930)
1984 Porsche 911 Carrera 3.2 Coupe
1984 Porsche 911 Carrera 3.2 Targa
1984 Porsche 911 Carrera 3.2 Cabrio
1984 Porsche 911 3.0 SC/RS Coupe
1984 Porsche 911 Carrera 3.2 Cabrio TL
1984 Porsche 911 Carrera 4x4
1987 Porsche 911 Turbo 3.3 Targa (seria 930)
1987 Porsche 911 Turbo 3.3 Cabrio (seria 930)
1987 Porsche 911 Carrera 3.2 Clubsport
1989 Porsche 911 Carrera 3.2 Speedster

1975 Porsche 924
1976 Porsche 924
1977 Porsche 924
1978 Porsche 924
1979 Porsche 924 Turbo
1979 Porsche 924 Rallye Turbo
1981 Porsche 924 Carrera GT
1981 Porsche 924 GTR
1986 Porsche 924 S

1976 Porsche 935
1977 Porsche 935/2
1977 Porsche 935 "Baby"
1978 Porsche 935/78 "Moby Dick"

1976 Porsche 936 Turbo
1977 Porsche 936/77 Spyder
1981 Porsche 936/81 Spyder

1977 Porsche 928
1980 Porsche 928 S
1986 Porsche 928 S4
1987 Porsche 928 Clubsport
1989 Porsche 928 GT
1992 Porsche 928 GTS

1980 Porsche Indy
1989 Porsche Indy March 89P
1990 Porsche Indy March 90P

1981 Porsche 944 GTP
1982 Porsche 944
1986 Porsche 944 GTR
1986 Porsche 944 Turbo
1987 Porsche 944 Turbo S
1988 Porsche 944 Turbo Cup
1988 Porsche 944 S2
1991 Porsche 944 S2 Cabrio
1991 Porsche 944 S2 Turbo Cabrio

1982 Porsche 956 C Coupe
1983 Porsche 956 C Coupe
1986 Porsche 962 Group C

1984 McLaren-Porsche MP4/2
1985 McLaren-Porsche MP4/2B
1986 McLaren-Porsche MP4/2C
1987/88 McLaren-Porsche MP4/3

1986 Porsche 959
1986 Porsche 959 Rally
1986 Porsche 961 GTX

1989 Porsche 942 Concept

1989 Porsche Panamericana Concept

Porsche 911 serii 964 (1989-1993)
1989 Porsche 911 Carrera 4 Coupe
1990 Porsche 911 Carrera 4 Targa
1990 Porsche 911 Carrera 4 Cabrio
1990 Porsche 911 Carrera 2 Coupe
1990 Porsche 911 Carrera 2 Targa
1990 Porsche 911 Carrera 2 Cabrio
1990 Porsche 911 Carrera 2 Cup
1991 Porsche 911 Turbo 3.3 Coupe
1992 Porsche 911 Carrera RS 3.6
1992 Porsche 911 Carrera 2 Cabrio TL
1992 Porsche 911 Turbo 3.3 Coupe
1992 Porsche 911 Carrera 2 Cup
1993 Porsche 911 Turbo S 3.3 Coupe
1993 Porsche 911 Carrera 2 Speedster
1993 Porsche 911 Carrera 4 Coupe TL
1993 Porsche 911 Carrera RS 3.8
1993 Porsche 911 Turbo 3.6 Coupe
1993 Porsche 911 Carrera RS 3.6 America
1993 Porsche 911 Turbo S-LeMans GT
1994 Porsche 911 Turbo 3.6 Flachbau
1994 Porsche 911 Turbo 3.6 Leichtbau
1994 Porsche 911 Carrera RS 3,8

1991 Porsche 989 Concept

1991 Porsche 968
1992 Porsche 968 Cabrio
1992 Porsche 968 Clubsport
1993 Porsche 968 Turbo S
1993 Porsche 968 Turbo RS

1993 Porsche 966 Spyder

Porsche 911 serii 993 (1993-1998)
1994 Porsche 911 Carrera 3.6 Coupe
1994 Porsche 911 Carrera 3.6 Cabrio
1994 Porsche 911 Cup 3.8
1995 Porsche 911 Carrera 4 Coupe
1995 Porsche 911 Carrera 4 Cabrio
1995 Porsche 911 Carrera RS Coupe
1995 Porsche 911 Cup 3.8
1995 Porsche 911 Carrera RS/RSR
1995 Porsche 911 Turbo 3.6 Coupe
1995 Porsche 911 GT2 Coupe
1995 Porsche 911 GT2 Evo 3.6
1996 Porsche 911 Targa 3.6
1996 Porsche 911 Carrera 4S 3.6 Coupe
1997 Porsche 911 Carrera S 3.6 Coupe
1998 Porsche 911 Turbo S 3.6 Coupe
1998 Porsche 911 GT2 Evo 3.8

1994 Dauer-Porsche 962 LM
1994 Dauer-Porsche 962

1996 Porsche 911 993 GT1
1996 Porsche 911 993 GT1 Strassenversion
1997 Porsche 911 996 GT1
1997 Porsche 911 996 GT1 Strassenversion
1998 Porsche 911 Evo1 GT1
1998 Porsche 911 Evo1 GT1 Strassenversion

1996 WSC Joest-Porsche Spyder

1996 Porsche 986 Boxter 2.5
1997 Porsche 986 Boxter 2.7
1999 Porsche 986 Boxter S 3.2
2003 Porsche 986 Boxter 2.7
2003 Porsche 986 Boxter S 3.2
2004 Porsche 986 Boxter S 3.2 Special Edition 50 Year

2000 Porsche 980 Concept

Porsche 911 serii 996 (od 1997)
1998 Porsche 911 Carrera Coupe
1998 Porsche 911 Carrera Cabrio
1998 Porsche 911 GT3 Cup
1999 Porsche 911 Carrera 4 Coupe
1999 Porsche 911 Carrera 4 Cabrio
1999 Porsche 911 GT3
1999 Porsche 911 GT3 R
2000 Porsche 911 Turbo
2001 Porsche 911 GT3 RS
2001 Porsche 911 GT2
2002 Porsche 911 GT3 Cup
2002 Porsche 911 Carrera Coupe
2002 Porsche 911 Carrera Cabrio
2002 Porsche 911 Carrera 4 Coupe
2002 Porsche 911 Carrera 4 Cabrio
2002 Porsche 911 Carrera 4S Coupe
2002 Porsche 911 Targa
2003 Porsche 911 GT3
2003 Porsche 911 Turbo Cabrio
2003 Porsche 911 Carrera 4S Cabrio
2003 Porsche 911 Carrera special edition 40 year
2004 Porsche 911 GT3 RS road version
2004 Porsche 911 GT2
2004 Porsche 911 GT3 RSR


2003 Porsche 955 Cayenne S
2003 Porsche 955 Cayenne Turbo
2004 Porsche 955 Cayenne

2003 Porsche Carrera GT

[TT]

Great list :D but not really related to this topic by st-anger ;)

[st-anger]

Great list :D but not really related to this topic by st-anger ;)

lol, crasherror´d have my FULL respect if he´d set up such a write up like i´m trying here, for all the cars in his list :D

[PATo355]

2004 Porsche 911 GT3 RSR


Ive never heard of this one , just ofg the GT3RS , which mods does this carry ?

[yg60m]

LOL ! maybe his name is Paul Frere :mrgreen:

[TT]

The RSR is the racing version I think

[st-anger]

2004 Porsche 911 GT3 RSR


Ive never heard of this one , just ofg the GT3RS , which mods does this carry ?

it´s the racing version of the RS, you can find some infos on page 6 of "Porsche News"...
maybe i´ll post some more infos/pics of the RS-R later... :wink:

-----

edit...argggg, again too late :wink: :lol:

[TT]

Uhuhuh, to slow :P

[PATo355]

2004 Porsche 911 GT3 RSR


Ive never heard of this one , just ofg the GT3RS , which mods does this carry ?

it´s the racing version of the RS, you can find some infos on page 6 of "Porsche News"...
maybe i´ll post some more infos/pics of the RS-R later... :wink:

-----

edit...argggg, again too late :wink: :lol:


haha , i will look page 6 , finding something in that topic is impossible !!! it takes some days to find out

[st-anger]

Porsche GT3 RS-R

New 911 GT3 RSR to ensure leading position in near-standard GT Sport
For the upcoming racing season Porsche Motorsport presents the 911 GT3 RSR. This near-standard racing sportscar aims to keep private customer teams competitive in international Gran Turismo sport and to continue the success of the predecessor model which won its class at the Le Mans 24 Hours five times in succession, became a record and title winner in the American Le Mans Series as well as the FIA GT Championship, and secured the overall win at this year's Daytona 24 Hour race.

Based on the new road-going 911 GT3 RS, a particularly light and sporty version of the 911 which was presented to the public at the Frankfurt Motor Show (IAA), the GT3 RSR features improvements to its predecessor in all key areas. The vehicle is available in an ACO (Automobile Club de l`Ouest) version for competing in Le Mans and in the American Le Mans Series as well as in a FIA specification.

The 911 GT3 RSR features a modified front which improves downforce at the front axle.

The 3.6-litre, six-cylinder boxer engine delivers 445 hp at 8,250 revs. Maximum torque is now 405 Nm at 7,200 rpm, with top revs reached at 8,500 (for the FIA specification with two 30.8 mm air restrictors). New pistons and rods as well as a new valve gear result in a moderate power increase with the focus on further-improved driveability and durability. A characteristic feature of the new RSR is its air-inlet which generates ram pressure.

A six speed sequential gearbox with ignition cut ensures quick gearshifts at full throttle and offers reliable protection of the gearbox from misuse.

The racing suspension, with McPherson struts in the front and the Porsche multi-link axle at the rear, features new kinematics thanks to new wheel-uprights and modified mounting points. Further improved turning in and reduced tyre wear are the most obvious results of these modifications. The double springs adjustable to four settings, the adjustable shock absorbers and anti-roll bars as well as unibal joints ensure a precise set-up to suit each circuit.

The brake system features four-piston aluminium callipers on all four wheels with discs measuring 380 mm diameter in the front and 355 mm at the rear.

Weighing 1,100 kgs (FIA specification) or 1,115 kgs (ACO spec) the 911 GT3 RSR sits at the minimum weight limit. Porsche offers various kits for different competition purposes. Porsche Motorsport will deliver the first vehicles in December.


Technical Description

Bodywork

Weight optimised, widened 911 GT3 RS chassis
Carbon Kevlar components: rear section and spoiler, rear section, luggage compartment hood, rear lid with wing, front mudguard, rear mudguard extension, doors with windows and frames, rear window
Racing bucket seat with six-point seat belt with fire retardant upholstery, adapted for use of HANS
removable steering wheel (with quick-connect coupling)
Fire extinguishing system
three-point air jack system
welded-in roll cage (in accordance with FIA-Regulations 2004)
100 litre FT3 safety fuel cell with quick refuelling system
Air jack system
Aerodynamically optimized front, rear, side sills
Adjustable rear wing
weight optimized and widened 911 GT3 RS (street-legal version) chassis (add-on parts made out of carbon/cevlar fibre)


Engine

Water-cooled six-cylinder boxer engine in rear, four valves per cylinder
3,598 cc, stroke 76.4 mm, bore 99,99 mm
ca. 445 hp (327 kW) at 8,250 rpm*
Max. torque 405 Nm at 7,200 rpm
Max. revs: 8,500 rpm
with 2 x 30.8 mm dia. restrictors in FIA version (2 x 29.2 mm dia. in ACO version; power ratings in ACO version at request)
Titanium valves (ACO) and connecting rods
intake manifold with single throttle valve
Dry-sump lubrication with water-oil heat-exchanger
Sequential fuel injection (Bosch)
Bosch MS 3.1 electronic engine management system with knock control
race exhaust: multiple pipe manifold, open exhaust, no catalytic converter (rear exhaust muffler retrofit)

Fuel: Superplus Unleaded, 98 ROZ


Electric System

Bosch MS 3.1 engine management
Motec display with integrated data recording
battery: 12 Volt, 50 Ah
additional ventilation for driver (fan)
120 Ah generator

Power Train

Straight-toothed dog-type constant mesh countershaft sequential gearbox
„In-line“ shift mechanism, sensor controlled traction interruption
gear ratios: ring & pinion gear 8/32

1st gear 12/38
2nd gear 15/32
3rd gear 18/31
4th gear 20/29
5th gear 21/26
6th gear 24/26

Rear-wheel drive
single-mass flywheel with triple-disc carbon fibre race clutch
Limited slip differential 40/60 percent
Oil-water heat-exchanger


Suspension

McPherson front axle with ball joints and corresponding changes of kinematics (according to ACO or FIA-Regulations)
multilink rear suspension with ball joints and corresponding changes of kinematics (according to ACO or FIA-Regulations)
Adjustable anti-roll bars front and rear
Double coil springs all round, adjustable in four positions
Sachs gas-pressure shock absorbers, adjustable ride height, compression, rebound
Height, camber and track continuously variable adjustable
suspension continuously adjustable (heights, camber, track)
All struts with Unibal joints
Rims, central locking (self-locking: FIA version, Splint: ACO version)
Front 10J x 18 ET 15
Rear 11H x 18 ET 16
electronical power steering


Rims/Tyres

Front axle

three-piece BBS aluminium rims (10J x 18 ET 1,5)
with central, self-locking wheel nuts in FIA version
(central wheel nuts with pin locking device in ACO version)
Michelin rain tyres 24/64-18

Rear axle

three-piece BBS aluminium rims (11J x 18 ET 16)
with central, self-locking wheel nuts in FIA version
(central wheel nuts with pin locking device in ACO version)
Michelin rain tyres 27/68-18


Brakes

Brake-power distribution with brake balance adjustment
without ABS, brake force balance adjustable by brake balance bar
four-piston brake caliper in the front, internally vented discs
brake disc diameter: 380 mm, race brake pads

four-piston brake caliper in the rear, internally vented discs
brake disc diameter: 355 mm, race brake pads

Weight

1,100 kilograms (FIA version)
1,115 kilograms (ACO version with flat underbody and diffuser)


Price without extras

279,000 Euro excluding tax





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[Toronto]

I want that now :D....
A personal race car that can compete toe to toe at lemans for a private buyer, and is there really going to be less GT3rs, then CGTs???

[nurbrun]

St.Anger you know to much it scares me :mrgreen:

[st-anger]

Porsche Boxster S

Highlights:

191 kW (260 bhp) and even more torque

The six-cylinder horizontally-opposed power unit of the Boxster S develops maximum output of 191 kW (260 bhp) at 6200 rpm, maximum torque amounting to 310 Newton-metres (421 lb-ft) at 4600 rpm. Acceleration from 0 – 100 km/h comes in 5.7 seconds and top speed is now 264 km/h (164 mph). Despite this increase in power and performance, fuel consumption is down by 2 per cent, mainly thanks to Porsche's new VarioCam technology adjusting the camshaft infinitely up to an angle of 40° and thus helping to further reduce charge cycle losses in the process.

http://content2.eu.porsche.com/prod/boxster/boxsters.nsf/0/C1256D7300631F2EC1256D9C0037CDFB/$file/abgasanlage.jpg


Modified six-speed manual gearbox

The six-speed manual gearbox featured as standard in the Boxster S has been appropriately modified to reflect this increase in power and performance. To efficiently handle the higher torque, the single-plate dry clutch has been reinforced and exerts higher contact pressure in line with the new requirements. The individual transmission ratios, on the other hand, remain the same as before and it almost goes without saying that the Boxster S is available as an option with five-speed Tiptronic S transmission combining supreme comfort with sporting performance on the road.

http://content2.eu.porsche.com/prod/boxster/boxsters.nsf/0/C1256D7300631F2EC1256D9C003C9B20/$file/schalt_foto1.jpghttp://content2.eu.porsche.com/prod/boxster/boxsters.nsf/0/C1256D7300631F2EC1256D9400441A3B/$file/kraft_tiptronic2.jpg


Reduction of unsprung masses

17-inch light-alloy wheels newly developed last year especially for the Boxster and 18-inch light-alloy wheels introduced originally on the 911 Carrera significantly reduce unsprung masses and, as a result, ensure far more sensitive and precise suspension and shock absorption. The slim spokes bear testimony at very first sight to the consistent application of
lightweight design and technology, the 17-inch wheels fitted as standard on the Boxster S saving 2 kilos versus the former wheels. The 18-inch wheels available as special equipment on both the Boxster S and the Boxster reduce weight by an even more significant 10.8 kg or 23.8 lbs, equal to a weight reduction by 22.1 per cent.

http://content2.eu.porsche.com/prod/boxster/boxsters.nsf/0/C1256D7300631F2EC1256D9C003C9B1E/$file/bremse_1.jpghttp://content2.eu.porsche.com/prod/boxster/boxsters.nsf/0/C1256D7300631F2EC1256D9400449810/$file/rad2.jpg


Soft roof with glass window at the rear

The roof now moves down to the rear lid at a steeper angle, closely resembling the aluminium hardtop available as an option. This change in design is the result of a new, fourth roof bracket fitted above the rear window now made of glass. Replacing the plastic rear window on the former models since last year, the new glass rear window naturally comes complete with electric heating, improving not only visibility to the rear, but also motoring comfort in cold and wet weather. And to add some further good news, the glass window at the rear does not change the time required for electrically opening the soft roof, which remains a
record 12 seconds thanks to the new roof kinematics.

http://content2.eu.porsche.com/prod/boxster/boxsters.nsf/0/C1256D7300631F2EC1256D5C00523559/$file/windschott.jpg


Porsche Boxster S:

Even More Powerful, Even More Dynamic

Showing great finesse and attention to detail, Porsche's designers and engineers last year lifted the Boxster to an even higher level, adding more power and carefully modifying the looks of this beautiful car.
Discreet refinement in design is to be admired on the Boxster S and Boxster through the two newly designed cooling air scoops on either side at the front, now curved further to the outside for an even more elegant and dynamic look. This gives the entire front end of the car a more pronounced and distinctive arrow shape, increasing ram pressure at speed and, together with the intake air grids also redesigned and finished in body colour, improving the flow of cooling air. The third air intake scoop in the middle remains the most striking feature at the front end of the Boxster S, as in the past. Greyish-white direction indicators in the rear light clusters, the newly styled twin exhaust tailpipes and, in particular, the two distinctive crossbars give the lowslung rear end a new
look full of power and muscle. Interacting with the slots somewhat higher up, the crossbars at the rear ensure even better exchange of the air heated up by the rear-end silencer. Like on the former models, the redesigned spoiler moves up automatically once the car reaches a road speed of 120 km/h, significantly reducing rear lift in the process. A further
advantage in this context is the improved flow of air to the rear spoiler provided by the modified roof now moving down more steeply to the rear lid and closely resembling the aluminium hardtop available as an option. This change in shape and design is ensured by a new, fourth roof bracket above the rear window now made of glass – and replacing the former plastic window in the soft roof, the new glass rear window naturally comes with electric heating. The overall result is better visibility to the rear and enhanced motoring comfort in cold and wet weather. And last but not least, the glass rear window does not change or extend the time required for opening the roof, which remains a record 12 seconds thanks
to the new roof closing kinematics.


An outstanding performer

In its performance, the Boxster S lives up to its good looks in every respect. Acceleration from 0 – 100 km/h now comes in a mere 5.7 seconds, 0.2 seconds faster than with the former model. The power providing this kind of performance on the road is delivered by the engine mounted directly behind the cockpit: With its six horizontally-opposed cylinders, the 3.2-litre power unit develops maximum output of 191 kW (260 bhp) at 6200 rpm, with maximum torque of 310 Newtonmetres (228 lb-ft) at 4600 rpm. The result is even better flexibility and a more muscular torque curve providing better acceleration and higher pulling
forces particularly at low engine speeds. Top speed on the road is now 264 km/h or 164 mph. With Porsche more power also means greater fuel economy, fuel consumption according to the EU standard dropping by approximately 2 per cent to 10.5 litres/100 kilometres (26.9 mpg Imp) (Tiptronic S: 11.1 ltr/100 kilometres or 25.4 mpg Imp). This increase in
power and performance combined with greater fuel economy and lower emissions is attributable in particular to VarioCam technology providing infinite adjustment of the camshafts up to an angle of 40° and, as a result, reducing charge cycle losses in the interest of enhanced efficiency.


Sporting comfort with either the six-speed manual gearbox or Tiptronic S

To make full use of the power and muscle offered by the 3.2-litre power unit, the Boxster S comes as standard with a six-speed manual gearbox ensuring outstanding performance on the road. Focusing on the transmission with utmost care, Porsche's development engineers
have harmonised the individual gear ratios to provide a perfect match of speeds and transmission increments, capitalising on engine torque at all times. In practice this means perfect harmony and smoothness when shifting up. The manual gearbox of the Boxster S has been reinforced to cope with the even higher level of engine torque, being modified and exerting higher contact pressure on the single-place dry clutch. The individual gear ratios remain the same as before, giving the car top performance at all speeds. As an option the Boxster S is available with Porsche's five-speed Tiptronic S transmission ensuring supreme comfort and sporting performance all in one. A significant feature of Tiptronic S is interim manual control while driving in the automatic mode: With the selector lever remaining in automatic, the driver is able to shift gears manually via paddles on the steering wheel.


Safe and fast in bends

Spontaneous, direct and precise steering ensures sports handling of the highest calibre, smooth and easy-to-control load change response in bends, a high standard of lateral acceleration as well as body roll, dive and squat reduced to a minimum in bends, when accelerating and applying the brakes. Special Porsche technology keeps stopping distances very short even under extreme conditions, the brakes retaining their full power and grip without fading.
The Boxster model series is fitted with Porsche's well-known four-piston aluminium fixed monobloc brake callipers and inner-vented brake discs both front and rear. Intelligently conceived air flow ensures a perfect thermal balance of the entire brake system, without any undue increase in heat. On the Boxster S the 17-inch light-alloy wheels fitted as standard
provide the space required for Porsche's extra-large Carrera brake discs, now measuring 318 millimetres (12.52”) in diameter and 28 millimetres (1.10”) in width on the front wheels.
At the rear brake disc diameter is 299 millimetres or 11.77”, and the discs are 24 millimetres or 0.94” thick. A further feature is that the brake discs are cross-drilled like on the 911, improving brake response in wet weather by efficiently removing any water between the disc and the brake pad.


Wheels developed consistently in line with lightweight technology

17-inch wheels newly developed last year and 18-inch wheels available as an option significantly reduce unsprung masses and thus provide even more precise, smoother and more harmonious suspension and shock absorption. Available as an option also on the 2.7-litre Boxster, both wheels are designed consistently for low weight visible at very first sight above all through the slim, slender spokes. The 17-inch wheels in 10-spoke design are 5.6 per cent or 2 kilos lighter than the former wheels, the 18-inch wheels already featured successfully with somewhat wider rims (0.5” wider at the front, 1.0” wider at the rear) on the 911 Carrera ensure an even greater reduction of weight: With only 5 spokes on each wheel, overall weight of the four wheels is down by 10.8 kg to a mere 38 kilos or 84 lbs. This is an improvement by 22.1 per cent, giving these cast wheels the same low weight as hollowspoke wheels.


Wide range of standard equipment

Over and above their even higher high level of power and performance on the road, the two Boxsters offer a wider range of standard features including, inter alia, the electric roof, electric window lifts, alcantara seat upholstery, thermal insulation glazing, electrically adjustable and heated exterior mirrors, central locking, the electronic immobiliser and, on the Boxster S, an alarm system with full surveillance of the interior. Since last year the standard features have also included a cupholder and remote control opening not only the car itself, but also the front and rear bootlids. Another feature added last year is the illuminated glove compartment with a capacity of five litres fitted beneath the passenger airbag. The glove compartment is lockable and is connected to the car's alarm system.
The most advanced Porsche Communication Management (PCM) available as an option in the Boxster S and Boxster offers the latest achievements in modern communication technology. PCM comprises a double tuner, a CD player, dynamic route navigation, a trip computer
and, as a further option, a GSM dual-band telephone. These individual components are connected with one another by the MOST (Media-Oriented System Transport) databus using lightwave technology transmitting data at a very high speed without the slightest loss of
quality.

:arrow: Porsche Boxster-S hi-res media pics (http://www.imagestation.com/album/?id=4287242045)

[st-anger]

Porsche Boxster S Anniversary Edition

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Philosophy

From the Mille Miglia and Targa Florio to the Carrera Panamericana, there was one car which dominated world racing throughout much of the 1950s. The first ever Porsche designed specifically for the racetrack. That car was the 550 Spyder.
When development began on the ‘Type 550’, there was one simple aim in mind: to win races. The means to that end was an open-top two-seater offering speed, agility and intelligent design around a lightweight, mid-mounted engine. This simple concept was so effective that it gave rise to one of the most impressive track records in motor racing history. It was also one of the most important developments in the evolution of the Porsche marque. Since that time, every new Porsche has carried something of the spirit of the 550 Spyder.
In the current Porsche Boxster, this unmistakable genealogy is perhaps more striking than ever. Each individual element supports an integrated whole with one overriding purpose: the experience and enjoyment of pure Porsche performance. Inside and out, the similarities are remarkable, from the sweeping curves at the front and rear to the fundamental layout within. Like its legendary predecessor, the Porsche Boxster is a lightweight two-seater with a powerful mid-mounted engine. In contrast to the austerity of the 550 Spyder, it’s also remarkably practical in everyday road use.

To commemorate the 50th anniversary of this classic Porsche roadster, we’ve taken the current flagship Boxster – the Boxster S – and created a state-of-the-art tribute to the first racing Porsche:
The 550 Spyder 50th Anniversary Edition


Engine

Fifty years ago, Porsche engineers combined a 110-horsepower, mid-mounted engine with a lightweight streamlined chassis. The result was the 550 Spyder. That same combination of concentrated power and natural agility can be found in today’s Porsche Boxster. Like the Type 550 before it, the Boxster is designed for optimum power-to-weight performance. In the standard Boxster S, the mid-mounted ‘flat-six’ delivers a maximum of 260 bhp. With its free-revving response and generous delivery it is, quite literally, the heart of the Boxster experience.
As a tribute to the racing pedigree of the Porsche roadster, we’ve developed a number of modifications which are unique to the 50th Anniversary Edition: The 3.2-litre engine now offers 196 kW (266 bhp) at 6,200 rpm, enabling a top speed of 266 km/h (165 mph). Maximum torque is equally prodigious, reaching 310 Nm at 4,600 rpm
Another important development can be found on the six-speed manual gearbox, which now has a 15% shorter throwcompared with the standard Boxster S linkage. Further assisted by a shorter lever, each gearshift is now faster and more precise.
If you prefer, you can specify your Porsche with the optional Tiptronic S transmission. This intelligent system combines fully automatic operation with the option of race-style gearshifts and a manual override function via twin wheel-mounted controls. Another important characteristic is the distinctive aural accompaniment from the polished stainless steel tailpipe. Neatly enclosed within the rear apron moulding, this attractive feature adds a key visual highlight to the stylish exterior of the car.


Chassis

While the purity of the Porsche roadster has changed little in 50 years, we’ve made enormous advances in the field of chassis engineering.
Today’s Boxster S, for example, features a specially optimised McPherson-based suspension design. To reflect the racing heritage of the 550 Spyder, the 50th Anniversary Edition rides 10 mm lower than the standard Boxster S.
The stiffened sports suspension provides even greater road holding and enables faster cornering speeds. For added peace of mind, the car is equipped with Porsche Stability Management (PSM) as standard. Equally reassuring are the powerful brakes, which are easily a match for the car’s eager throttle response. The large cross-drilled discs are gripped by four-piston fixed calipers featuring a robust monobloc aluminium construction and cool aluminium paint finish. Each disc and caliper is clearly visible through the larger-diameter 18-inch Carrera alloy wheels. Other visual highlights include a Seal Grey paint finish on the spokes of each wheel as well as matching wheel centres with full-colour Porsche Crest, or if you prefer, the spokes can be finished in silver as a no-cost option.
All four wheels are fitted with 5-mm spacers, creating a more dominant stance on the road.
Together, these modifications constitute a very distinctive tribute to the purity and character of the classic Porsche roadster


Exterior

When the Boxster concept was originally unveiled, we were returning full circle to the legendary 550 Spyder. The essential characteristic of this common genetic thread is the two-seater, mid-engined configuration. Externally, the similarities are subtly reflected in the timeless, race-inspired design.
On the 50th Anniversary Edition, we’ve chosen a silver exterior as a clear visual link to the racing 550. The colour selected – GT Silver Metallic – was originally developed for another mid-engined, race-derived Porsche: the new Carrera GT.
Another feature unique to the 50th Anniversary Edition is the silver-painted grille on the rear apron openings to the right and left-hand side of the tailpipe. This subtle detail emulates the original 550 Spyder with its enclosed and compact tail section. On the boot lid above, the distinctive ‘Boxster S’ logo has a polished, chrome-plated finish.
The harmonious exterior is further enhanced by the standard wind deflector and colour-keyed roll-over bars. Other standard features include Litronic headlights featuring dynamic range control and integrated headlamp cleaning.
The resulting exterior is both an elegant homage to the 550 Spyder and a powerful demonstration of contemporary Porsche design.
The exterior paintwork is elegantly contrasted with a Cocoa Brown fabric hood. Another tasteful reference to classic 50s style, this warming tone was specially developed for the 50th Anniversary Edition. If you prefer, the standard Cocoa Brown can be exchanged for an optional black fabric instead. Whichever colour you choose, the hood is equipped with a heated glass rear screen and requires just 12 seconds to open or close.



Interior

With the 50th Anniversary Edition, we’ve returned to our roots while incorporating the latest technological advances. As a reminder of the interior of the 550 Spyder, the front centre console featured on the standard Boxster S makes way for a special limited-edition plaque. Each one of the 1,953 examples of this unique commemorative model is individually numbered in this way.
With the exception of the black door entry guards with polished ‘Boxster S’ logo, the interior is dominated by two distinct tones: Cocoa Brown and GT Silver Metallic. Not only is this combination unique to this model, it provides a perfect matching complement to the exterior paint finish and hood.
Much of the interior is expertly finished in rich, luxurious leather. This exclusive material provides a further reminder of the car’s classic racing origins. The Cocoa Brown interior extends to the velour carpets and matching floor mats with ‘Porsche’ logo.
The 50th Anniversary Edition includes automatic air conditioning, the Porsche CDR-23 CD radio and the Porsche Sound Package as standard.



:arrow: Porsche Boxster S Anniversary hi-res media pics (http://www.imagestation.com/album/?id=4287231521)

[StanAE86]

Wow...this is a fantastic thread. I'm waiting on the 911 stuff. As much as I love Ferraris and Lamborghinis, I think realisitically, a Porsche is the most attainable for me... =)

[st-anger]

Porsche Cayenne V6

Highlights:

That typical Porsche look in an entirely new segment

Introducing a revolutionary Sports Utility, Porsche is taking a new approach in the market whilst nevertheless maintaining the usual standard and look of the Company: The Cayenne boasts clear and distinctive design features clearly betraying the origin of the car. The V-shaped front and rear line as well as the V-shaped engine compartment with its elevated wings, the muscular lines of the wheel arches, the distinctive headlights, and the striking exhaust tailpipes all spell out the name “Porsche" at very first sight. Seen from outside, the Cayenne differs from the Cayenne S through its model designation on the tailgate, the black eloxy brake callipers, and 17-inch light-alloy wheels in 10-spoke design.

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Six-cylinder power unit plus the Cayenne technology package

Following the V8 power units in the Cayenne S and Cayenne Turbo, Porsche is for the first time introducing a V6 in the Cayenne as of autumn 2003. The “youngest" Sports Utility in the range, the Cayenne offers the supreme standard of driving dynamics, safety and offroad qualities which has already given the third Porsche a great name the world over. Like ist sister models, the new Porsche Cayenne ranks right at the top in the SUV segment in terms of engine output and performance: Maximum output of the six-cylinder power unit is 184 kW (250 bhp) at 6000 rpm, maximum torque is 310 Nm (228 lb-ft) between 2500 and 5500 rpm. With this kind of power and muscle, the Porsche Cayenne accelerates from 0–100 km/h in 9.1 seconds and has a top speed of 214 km/h or 133 mph.

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New: Six-speed gearbox with Porsche Drive-Off Assistant

The power of the six-cylinder engine is transmitted to the wheels in standard trim by a newly developed six-speed manual gearbox combined with an innovative assistance system: The Porsche Drive-Off Assistant or PDOA for short makes things much easier for the driver when setting out on an uphill gradient, securing the vehicle in position by automatically intervening in the brakes. Once the driver engages the clutch the system takes back brake pressure and the Cayenne sets off smoothly and safely en route to its destination. Porsche's six-speed Tiptronic S transmission is available as an alternative to the manual gearbox.

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Most advanced generation of four-wheel drive

All models in the Cayenne range come with numerous highlights in technology to provide an ideal blend of supreme onroad and offroad driving characteristics. These include permanent four-wheel Porsche Traction Management (PTM) featured as standard conveying 62 per cent of the engine's power to the rear and 38 per cent to the front wheels in its basic mode. Depending on driving requirements, up to 100 per cent of engine power may be fed to the front or to the rear for optimum stability and performance. This distribution of power and torque is not based on traction (or the lack of traction) alone, but rather uses sensors to measure the speed of the vehicle, its lateral acceleration, the steering angle and operation of the gas pedal in order to calculate the optimum degree of wheel lock. When driving in rough terrain, the driver is furthermore able, through PTM, to activate a reduction gear in the power divider as well as a 100 per cent front-to-rear differential lock. Also fitted as standard, PSM Porsche Stability Management consistently interacts with PTM but only intervenes when the Cayenne is being driven close to its physical limit.

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Agile chassis and suspension

The chassis and suspension of the Cayenne ensure outstanding agility both in sports motoring and on rough terrain. This is guaranteed from the start by the axle concept with the large-size double track control arm axle running on a subframe at the front, whilst the rear axle is an elaborate multi-arm configuration. Long spring travel for offroad purposes is another special feature, with both air suspension and the variable PASM Porsche Active Suspension Management damping system available as an option.

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Airbags for extra safety also at the side

The various models in the Cayenne range incorporate a total of six airbags for enhanced occupant restraint: The driver and front passengers airbags are both activated by a gas generator operating in two stages. Then there is the enhanced side impact protection system featuring a thorax airbag integrated at the side in the front seat backrest and a curtain airbag in the roof frame.

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Wide range of equipment

Porsche remains true to its style also inside the Cayenne: The ignition lock is naturally to the left of the three-spoke steering wheel, and large circular instruments with a multifunction display in the middle present the most important vehicle data. Standard features in the Cayenne also include an alarm system, central locking with remote control, air conditioning, an on-board computer, electric window lifts and electrically adjustable front seats. The seats–and this also applies to the rear – are incidentally finished in leather.

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Electrically retractable trailer towing hook

Never before has it been this easy and convenient to hitch up a trailer: Apart from conventional trailer towing bars, Porsche offers an electrically retractable towing hook as individual equipment for the Cayenne model series homologated to tow up to 3.5 tonnes. All the driver has to do to automatically move the towing hook in or out is press a button in the luggage compartment.

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Porsche Cayenne

The First-Ever Porsche V6

Introducing the new Cayenne, Porsche is rounding off its range of Sports Activity Vehicles through the addition of this new, “basic" model. Powered by a sporting V6, the latest Sports Utility in the range offers the same supreme standard of driving dynamics, safety and offroad qualities for which the third Porsche is already acknowledged the world over. In its engine output and performance, the Porsche Cayenne, just like its sister models, offers a supreme standard: Maximum output of the six-cylinder power unit at 6000 rpm is 184 kW (250 bhp), maximum torque is 310 Newton-metres (228 lb-ft) from 2500 – 5.500 rpm. Indeed, the torque curve alone is an outstanding symbol of muscular performance, exceeding the mark of 300 Newton-metres (221 lb-ft) just above 2000 rpm and remaining above this limit all the way to 5000 rpm. The performance this means in practice speaks for itself, the Porsche Cayenne accelerating from 0 – 100 km/h in 9.1 seconds, then continuing all the way to its top speed of 214 km/h or 133 mph. This superior power and performance rests on a clear and convincing technical foundation. The new six-cylinder is a 24-valve power unit with cylinders at an angle of 150 and two overhead camshafts adjusted both on the intake and outlet sides in a continuous, infinite process using vane-cell adjusters. This engine concept makes the Cayenne a very fuel-efficient vehicle, returning superior fuel economy of less than 12 litres/100 km or more than 23.5 mpg Imp on the road. According to the EU standard, the Cayenne consumes approximately 10.6 litres of fuel for 100 kilometres outside of town (26.6. mpg Imp), composite fuel consumption under the EU standard also including urban motoring amounting to 13.2 litres/100 km (21.4 mpg Imp) according to provisional measurements.
The basic engine coming from a supplier has been further refined by Porsche's engine specialists and modified to meet the most stringent offroad demands: The engine has been sealed against the entry of water all-round, the oil supply and crankcase venting system optimised to ensure safe and secure lubrication under all operating conditions. At the same time Porsche's engineers have focused on optimising the torque curve at all speeds by developing a new, multi-position intake manifold for the V6 power unit. The cooling system has also received particular attention, the Cayenne being able to tow trailers weighing up to 3.5 tonnes in temperatures of up to 500 C or 122 0 F. Thanks to the use of a high-performance oil/water heat exchanger, oil remains beneath the safe limit of 1500 C or 3000 F even under such extreme conditions.

New six-speed gearbox with innovative Porsche Drive-Off Assistant

The power of the six-cylinder engine featured in the new Cayenne is transmitted in standard trim by a newly developed six-speed manual gearbox. This gearbox is combined with an innovative assistance system helping the driver set off on gradients: The Porsche Drive-Off Assistant (PDOA) secures the vehicle by automatically intervening in the brakes. Then, once the driver engages the clutch, the system takes back the brakes and allows the driver to set off smoothly in his Cayenne. The Cayenne will be available exclusively with Porsche's six-speed Tiptronic S transmission until early 2004. Applying Porsche's usual control philosophy, this specific automatic transmission allows the driver to shift gears manually by means of paddles in the steering wheel. Another option is to shift gears by briefly flicking the selector lever forwards or backwards, a function particularly convenient for shifting gears on rough terrain.

Latest generation of four-wheel drive

The Cayenne comes with a number of highlights in technology providing the ideal synthesis of supreme onroad and excellent offroad driving characteristics, features which made their world debut in the latest range of Porsche models. One example is Porsche's intelligent Traction Management (PTM) providing a 62:38 split of engine power between the front and rear wheels in the basic mode. Then, via a multiple-plate clutch, up to 100 per cent of the drive forces may be fed to the front or rear wheels depending on requirements. In this process PTM does not just respond as a function of traction (or the lack thereof). Instead, sensors also measure the speed of the vehicle, its lateral acceleration, the steering angle and position of the gas pedal, providing better control when driving to the limit. A further feature standard in the Cayenne is PSM Porsche Stability Management, constantly interacting with PTM, but only intervening when the vehicle is driven to the absolute limit under extreme conditions. The Cayenne's utstanding performance on the road is perfectly supplemented by equally superior offroad driving qualities: On rough terrain PTM is able to activate the reduction gear integrated in the power divider as well as a 100 per cent front-to-rear wheel lock should individual wheels lose their surface contact.

Chassis and suspension both for the road and for rough terrain

The chassis and suspension of the Cayenne are configured and designed for supreme driving dynamics combined with outstanding safety and offroad qualities. The front axle is a large-dimensioned double track control arm configuration resting in a subframe held elastically by large-volume rubber mounts. With the track control arms being far apart, forces in the suspension are kept to a minimum. The rear axle is an elaborate multi-arm configuration able to handle both traction forces and any loads the Cayenne may be carrying with absolute ease. Long spring travel for offroad motoring is particularly helpful. With ground clearance of 217 millimetres or 8.54", the embankment angle is 29.10 at the front and 25.70 at the rear. The ramp angle is 20.40, and the vehicle is able to cross bodies of water up to 50 centimetres or almost 20" deep. As an option the new Cayenne is available with the air suspension of the Cayenne Turbo as well as the new PASM Porsche Active Suspension Management damping system.

Superior active and passive safety

The new Cayenne offers superior active and passive safety, again in typical Porsche style. Acting as the ideal partner for the drivetrain, chassis and suspension, 17-inch brakes front and rear with inner-vented 330-millimetre (13.00") brake discs ensure powerful and smooth application of the brakes without fading. The discs come with six-piston monobloc aluminium fixed callipers at the front and four-piston aluminium fixed callipers at the rear. Whether involved in a head-on, a glancing, side-on or rear-end collision, whether in a rollover or hitting a pole, the Cayenne fulfils all legal requirements the world over. The longitudinal and transverse structure of the front end, for example, ensures intelligent distribution of impact forces in a collision. Deformation energy is taken up by three load levels above one another, forces being split up among the stiff chassis legs on floor level, the sill and tunnel area, and the door structure. Ultra-modern multi-phase steel offering the highest strength standard of and stability has been used furthermore on the seat crossbars at the bottom and the rear floor crossbar. The B-pillars, finally, are made of TRIP steel on the inside, as are the reinforcements on the A- and B-pillars serving to enhance safety in a rollover.

Combination of thorax and curtain airbags

The concept of passive safety continues consistently throughout the interior of the Cayenne. The fullsize airbags for the driver and front passenger are activated in each case by a twostage gas generator reducing loads acting on the occupants in the event of a collision. Two sensors fitted in the bumper area serve to detect collisions from the front. The side impact system is made up of a thorax airbag integrated at the side in the front seat backrest and a curtain airbag fitted in the roof frame. Used by Porsche for the first time, the curtain airbag moves down from the roof when inflated, covering the side window area and protecting occupants both front and rear. A further feature is the fitment of three-point seat belts on all five seats, all of which – with the exception of the centre seat at the rear – come with a belt latch tensioner. The front seats also have belt force limiters in order to further reduce any loads acting on the occupants.


Porsche all the way also inside the Cayenne

Inside the Cayenne you will also enjoy that typical Porsche style borne out by features as unmistakable as the ignition lock to the left of the steering wheel, the circular instruments with the multifunction display right in the middle, or the three-spoke steering wheel with Porsche's coat of arms in colour. Other standard features are the alarm system, central locking with remote control, an on-board computer, tinted heat-insulating glass, air conditioning, electric window lifts, and electrically adjustable front seats. It almost goes without saying that the seats – and this includes the seats at the rear – are finished in leather. The steering wheel rim, door closing handles, grab handles in the centre console, and the gearshift lever also come in leather. And last but certainly not least, a CD radio with a doubletuner and 12 loudspeakers is also standard.

A convincing transport concept

The Cayenne's luggage compartment fully equipped with a partition net and roll cover offers a capacity of 540 litres. The rear-seat backrest tilts forward additionally either completely or with a 40:60 or 60:40 split, increasing luggage compartment capacity to a maximum of 1770 litres. A further advantage is the low loading sill for very convenient loading and unloading, the rear window opening upwards to provide yet a further option allowing the driver and his passengers to load small items without even opening the tailgate. Wintersports enthusiasts, in turn, are able to use the ski-bag for through-loading their skis, and sportspeople with really big luggage such as a glider or a sports boat can have their Cayenne fitted additionally with a trailer towing bar for loads of up to 3.5 tonnes. The customer has the choice of two different trailer systems, the first of which is the manually removable version. The second trailer towing system offering a far higher standard of comfort and convenience is a world-first achievement, a towing bar folding down electrically at the touch of a button (not available in the US market). To prevent unwanted operation of this towing mechanism the lowering/lifting process is activated by a toggle switch fitted on the right-hand side of the luggage compartment. And again in the interest of extra safety, the towing bar can only be lowered or lifted with the vehicle at a standstill.

New: Optional PCM with offroad navigation

The new Cayenne comes as an option with PCM Porsche Communication Management comprising a double-tuner, CD player, dynamic route navigation, an on-board computer and, as an option, a DSM dual-band telephone. As a further option the PCM navigation system may be supplemented by a special offroad navigation unit available from Porsche for the first time, offering altitude information, presenting the position of the wheels, and even serving as a compass. A further feature of offroad navigation is the choice given to the user to enter his destination on a map by way of a hairpin finder, and to use the backtracing function memorising the route covered and guiding the driver back on the same route he took to his initial destination.

:arrow: Porsche Cayenne V6 hi-res Media pics (http://www.imagestation.com/album/?id=4287228825)

[st-anger]

...i know, i know guys...."ähhhh boring Boxster and now Cayenne V6...just start with the decent Porsch´s man :x "

:lol:

tomorrow we´ll start with the first 911, the 996 C2...promised :wink:

[TT]

...i know, i know guys...."ähhhh boring Boxster and now Cayenne V6...just start with the decent Porsch´s man :x "

:lol:

tomorrow we´ll start with the first 911, the 996 C2...promised :wink:

Of course everybody is waiting for the 996 line ;) but well, there won't probably be no Porsche as we know it w/o the Cayenne and Boxster :D

[DJF1]

wow...love the pics!!! txs a bunch!

[nthfinity]

no worries about the v6 cayenne st-anger; its all wonderful to read. keep in mind, my SUV has I-6 4.0 185 hp@4600, and 220 ft. lb @ 2400 which is totally decent, and somewhat comparable to the v6 porsche.... except for normal road charactaristics, and high speed stability. its cirtainly not a poor alternative to the super SUV while it retains better fuel consumption then i get.

again, thanks St. Anger :)!!!

[st-anger]

Porsche 911 Carrera

Highlights

Second-generation design

The second generation of the 996 model series Carrera looks far more powerful and dynamic through its newly designed front end. This improvement is attributable above all to the attractive design of the headlights carried over to the Carrera models from the 911 Turbo. The front end also spells out more power and dynamism, with the air intake openings being almost completely different from the former design. Two oval tailpipes at the rear and the contour line in the lower third of the rear panel are further clear signs of distinction versus the former model.

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VarioCam Plus masterminding the new 3.6-litre engine

The six-cylinder horizontally-opposed power unit featured in the Carrera models develops its superior power from 3.6 engine displacement. Maximum output is 235 kW (320 bhp) at 6800 rpm, maximum torque 370 Nm or 273 lb-ft at 4250 rpm. Despite this increase in power and torque throughout the entire engine speed range, fuel consumption under the EU standard compared with the first generation displacing 3.4 litres is down by approximately 6 per cent to 11.1 litres or 25.2 mpg Imp.
VarioCam Plus comprising camshaft adjustment on the intake side and a valve lift switchover function is also featured on the Carrera models. The valve lift adjustment system is made up of two interacting, switchable cup tappets on the intake side of the engine operated by two cams varying in size on the intake camshaft. The two significant advantages of VarioCam Plus are, first, the optimisation of engine output and torque and, second, the improvement of fuel economy, emission control and motoring refinement.

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Streamlining enhanced to an even higher standard

Porsche's aerodynamicists have given the second-generation Carrera outstanding qualities also in terms of streamlining. First, they have increased the flow of cooling air through the front section by 15 per cent for even better ventilation of the front wheel arches. The second improvement is the significant reduction of lift forces on both the front and rear axle, and a really remarkable point in this context is the drag coefficient remaining unchanged at a Cd rating of 0.30.

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Lateral locking differential at the rear for higher speeds in bends

Starting this model year, the rear-wheel-drive manual gearbox 911 Carrera coupe is available for the first time with a mechanical lateral locking differential at the rear, in conjunction with sports suspension lowering the the entire car by 10 millimetres and featuring 18-inch wheels. Locking action of the mutiple-plate clutch is 22 per cent under power and 27 percent in the overrun mode.

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Special light-alloy wheels for even lower weight

In their styling the attractive light-alloy wheels consistently follow the rules of lightweight technology borne out in particular by the very slender spokes. On the 17-inch wheels in 10-spoke design featured as standard, weight is down versus the previous wheels by 9.1 per cent or 3.6 kilos. The difference is even greater on the 18-inch wheels in five-spoke design weighing 10.6 kilos or 23.4 lb less than the former wheels, equal to an improvement by 21.3 per cent.

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On-board computer with an extra-large display

Apart from detailed modifications such as the red area on the rev counter, the Carrera models come with the same instrument cluster as the 911 Turbo. The lower third of the rev counter arranged right in the middle houses a large display able to present various messages at the same time. In its basic setting, it presents not only the overall and trip mileage, but also an additional message from the on-board computer such as the outside temperature, navigation or telephone function. The driver also has the choice of varying the messages displayed as required, the on-board computer fitted as standard presenting, say, the outside temperature, the range the car is still able to cover on the fuel in the tank, and your current fuel consumption.

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Sophisticated, high-quality interior equipment

Apart from seats finished partially in leather, automatic air conditioning, heat-insulating glass, a CD radio, electric window lifts, electrically adjustable and heated rear-view mirrors, central locking, an electronic immobiliser and an alarm system with interior surveillance, a threespoke steering wheel, a cupholder fitted beneath the centre air nozzle, and an illuminated, lockable glove compartment are all standard features. The glove compartment beneath the passenger airbag is able to accommodate books up to the size of a car atlas.

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Porsche 911 Carrera

More Engine – More Sports Car

The 911 Carrera is closer to the 911 Turbo than ever before. In its second generation it has the same headlight styling as its “Big Brother” and an entirely new front-end design. Two oval tailpipes at the rear and a contour line in the lower third of the newly designed rear end are further signs of distinction versus the previous model. Enlarged in size to 3.6 litres, the flat-six power unit develops maximum output of 235 kW (320 bhp), giving the 911 Carrera a top speed of 285 km/h or 177 mph. Acceleration is exactly 5.0 seconds to 100 km/h or 62 mph.

Powerful engine with VarioCam Plus

VarioCam Plus is now also featured on the Carrera models. Supplementing VarioCam adjustment of the intake camshaft by adding adjustment of valve lift on the intake side, the system is made up of switching cup tappets operated by a 3/2-way valve. With different valve contours on the intake camshaft, operation of the cup tappets applies the individual cam configurations and, accordingly, different valve lift curves on the engine. To be specific, the tappets are made up two interacting units hydraulically locked together when required by means of an attachment pin. This connects the inner tappet with the small cam limiting valve lift to 3.6 millimetres or 0.14”, while the outer cam remains in touch with the large cam with maximum valve lift of 11 millimetres or 0.43”. Unlike the system featured on the 911 GT2 and 911 Turbo, this new concept allows variable adjustment of the intake camshaft timing via a wing-cell adjuster connecting the camshaft with the drive gear. VarioCam Plus serves, first, to optimise both output and torque and, second, to reduce fuel consumption and exhaust emissions, while at the same time improving the smoothness and refinement of the engine.

Ideal streamlining for supreme performance

Optimising the streamlining of the new model, Porsche's engineers have focused above all on the front end of the car. Naturally taking design and styling requirements into account, the basic design, angles and radii of the front end have been modified versus the previous model to provide an even better flow of air around the front end while at the same time increasing the throughput of cooling air by 15 per cent. The side radii at the front and the wheel arches upstream of the front wheels are designed to ensure an optimum flow of air not reaching the front wheels even at the side, together with a considerably improved flow of air out of the wheel arches. This serves both to reduce air resistance and to minimise lift forces on the front axle. Another new feature serving to minimise lift forces is the addition of flexible spoiler lips on the wheel arches upstream of the front wheels: Apart from slightly reducing air resistance, these spoiler lips significantly cut back lift forces on the rear axle, the drag coefficient of the new model remaining unchanged at Cd = 0.30. Starting this model year the rear-wheel-drive manual gearbox 911 Carrera coupe is available as an option for the first time with a mechanical lateral differential lock at the rear, in conjunction with the suspension lowered by 10 millimetres and 18-inch light-alloy wheels. Locking action of the multiple-plate clutch is 22 per cent under power and 27 percent in the overrun mode.

Special light-alloy wheels serving to minimise unsprung masses

The suspension is based largely on the proven components already featured on the previous model phased out of production in August 2001, now further upgraded and refined thanks to the experience gained with the 911 Turbo and the 911 GT3. As a result, the new models offer an even higher standard of sporting and agile handling combined with a further increase in driving safety. The introduction of weight-optimised light-alloy wheels serves to reduce unsprung masses to an even lower level than before. In their styling these wheels consistently follow the rules of lightweight technology borne out in particular by the very slender spokes. On the 17-inch wheels fitted as standard, weight is down by 9.1 per cent or 3.6 kilos versus the former wheels, on the 18-inch wheels the corresponding reduction is an even more significant 21.3 per cent or 10.6 kilos.
The brakes feature cross-drilled brake discs with four-piston monobloc brake callipers made of light alloy. Comprehensive tests naturally including Porsche's famous fading test have shown that the well-known brake system with discs measuring 318 mm or 12.52” at the front and 299 mm or 11.77” at the rear offer supreme stopping power in every respect.

Superior safety

The foundation for the high standard of passive safety offered by the new Carrera is provided by Porsche's well-known energyabsorbing load-bearing structure conveying loads along specific, predetermined paths with a carefully calculated load distribution strategy in the interest of supreme passenger safety. The allround protection package also includes the doors, the bumper system and, of course, the restraint systems as well as suspension components and other major features within the car. Further important highlights of the restraint system are the driver and passenger airbag as well as the two side airbags. Well-known under its trade name “POSIP” (Porsche Side Impact Protection), the side airbag system is Porsche's own in-house development offering both the driver and passenger truly outstanding protection in an accident, with the two airbags being designed to ensure maximum protection also in an open cabriolet.

Modern PCM and BOSE sound system for extra comfort

With its predecessor already coming as standard, inter alia, with seats partially finished in leather, automatic air conditioning, heat insulating glass, electric window lifts, electrically adjustable and heated rear-view mirrors, central locking, an electronic immobiliser and an alarm system with complete surveillance of the interior, the range of features provided by the 911 Carrera is now even more extensive: Standard equipment now also includes the onboard computer, a three-spoke steering wheel, a CD radio and a cup-holder fitted beneath the central air nozzle and moving out at the touch of a finger. Another new feature is the illuminated glove compartment with a capacity of five litres beneath the passenger airbag.
Porsche’s new Communication Management (PCM) available as an option, linking the double tuner, CD player, trip navigation, trip computer and the optional GSM dual-band Telefone through lightwave technology (MOST databus), also stands out through its new, user-friendly design. One of the particular highlights is the navigation module allowing, inter alia, dynamic navigation, map scrolling and trip planning, with the user entering and recording several destinations in a row.
The BOSE sound system also available as an individual feature is likewise integrated in the MOST (Media-Oriented Systems Transport) databus. With the 10 loudspeakers and the additional subwoofer system being fitted at specific, predetermined points, this hifi system with its 100 Watt TSM switching amplifier guarantees superior sound quality even in a car with the roof open.

:arrow: Porsche C2 hi-res media pics (http://www.imagestation.com/album/?id=4287220643)

[lakatu]

St-Anger excellent write up on the 911 Carrera. I have a question about the relative performance of the current 996 to prior years 300hp 996 model. Sport Auto's Supertest shows the performance of the new 320 hp model recorded the same lap time on the NS (8'12") and was slower on the Hockenheim (1'17.1" verses 1'15.9"). All this despite all the improvements that you eloquently discussed including 20 more horsepower and larger tires and wheels; offset by 68kg more weight. What do you attribute this too? Could normal production variation account for such a difference?

I was wondering if someone who may have read that article may know if Sport Auto discussed why the newer model didn't demonstrate greater performance on the track? The older car seems to outperform the newer version in the corners while slower on the straights. Obviously the greater weight of the newer 996 hurts it in the corners. Also, I don't know the answer to this but the Pirelli's P Zero's the old 996 rode on may be better than the newer 996's Michelin Pilot Sport.

[st-anger]

Porsche 911 Carrera Cabriolet

Highlights

Electrohydraulic roof also opening while driving

The folding roof on the new 911 cabriolet opens – and closes – automatically within just 20 seconds. And now, as a new feature as of this model year, it can also be opened while driving up to a speed of 50 km/h or 31 mph.
The appropriate command can be triggered not just by a switch in the centre console, since Porsche offers the option to open or close the roof automatically by remote control from the ignition key (not available in all countries) or from the key in the door lock.
The easily removable hardtop is included in the price of the car. Despite its very stable doubleshell configuration, the roof including the heated glass rear window weighs a mere 33 kg, allowing easy handling by the driver and his passenger.
The cabriolet versions of the 911 come with a heated rear window made of “real” glass improving not only visibility to the rear, but also motoring comfort in cold and wet weather. The new rear window is also less likely to form scratches when the driver removes ice in winter. A further remarkable feature is the roof's folding system: Like on the Boxster the roof of the 911 cabriolet folds up like a letter Z. The upper side of the roof therefore faces to the outside even when the roof is open, protecting the roof liner from dirt.

http://content2.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D9B0042388D/$File/c2_cabrio.gif


Standard: rollbars moving up automatically

In the event of a rollover two rollbars behind the rear seats will efficiently protect all four occupants in the 911 cabriolet. These two bars are forced up by a spring as soon as a roll sensor determines that the car is about to roll over, and are then held securely in position by a mechanical arrest mechanism.

http://content2.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D9B003609E2/$file/cabrio_safety_3.jpg


Porsche side airbags also suitable for a convertible

Porsche has developed special side airbags for the 911 and Boxster model series. Thanks to their extra size and geometry, these side airbags ensure efficient protection at both head and chest level, even when driving with the roof and the side windows down. Porsche offers these side as standard on all models.

http://content2.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D8200448BE0/$file/insassen_1.jpghttp://content2.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D8200448BE0/$file/insassen_2.jpg


Drive system of your choice

The Carrera cabriolet is available either with rear-wheel or permanent four-wheel drive, that is the same drive technology as the Carrera coupé or Carrera 4 coupé. And Porsche Stability Management (PSM) is naturally standard also on the Carrera 4 cabriolet. PSM, finally, is also available as an individual feature on the cabriolet with rear-wheel drive.

http://content2.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D8200448BDF/$file/psm.jpghttp://content3.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D7C004BFAB6/$file/psm_ani.gif

Supreme performance

The 911 cabriolet is one of the fastest open sports cars in the world. Displacing 3.6 litres and developing maximum output of 235 kW (320 bhp), the six-cylinder horizontally opposed power unit gives the 911 cabriolet a standard of performance only very few production sports cars are able to match. Acceleration to 100 km/h comes in 5.2 seconds, top speed is 285 km/h or 177 mph.

http://content2.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D7A002505EE/$file/abgasanlage.jpg


Extra luggage space for travelling in style

With its large luggage compartment at the front able to accommodate the usual commercially available suitcases and ample storage space at the rear with the backrests tilted down, the 911 cabriolet also outperforms most comparable sports cars in terms of its storage capacity.

http://content3.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D7C0045BE0B/$file/kofferraumvolumen.jpg


Porsche 911 Carrera Cabriolet

Sporting, Open, Safe

As on the previous model, two rollbars fitted as standard protect the occupants of the 911 Carrera cabriolet should the car ever roll over. Normally discreetly concealed behind the rear seats, the rollbars are actuated by spring pressure and move up immediately as soon as a sway sensor determines the risk of the car rolling. The body structure offers not only a very high standard of stiffness, but is also designed from the start for specific deformation travel in the event of a collision. Apart from full-size frontal airbags for the driver and front passenger, the cabriolet comes as standard with side airbags. The particular forte of these airbags is the comprehensive protection they offer at head, chest and arm level, even with the roof and side windows down.

“Topless” also while driving

The Carrera cabriolet features a fully retractable roof folding away neatly into its own compartment when open. Opening and closing the roof is electrohydraulic and takes a mere 20 seconds. And the operation can be initiated in three different ways: by a button on the centre console, by remote control from the key (not in all countries) or by holding the key in its terminal position. Yet a further option is to open and close the roof not only with the car at a standstill, but also when driving at a speed of up to 50 km/h or 31 mph. The soft roof of the 911 Carrera cabriolet naturally comes in top quality featuring a very elegant but virtually indestructible exterior material. Inside, the roof bars are covered by a roof lining which also helps to reduce interior noise. And then there is the solid, electrically heated glass window in the soft roof improving not only visibility to the rear, but also road comfort in cold and wet weather.

Hardtop fitted as standard

Yet a further standard feature of the Porsche 911 cabriolet is the hardtop made of aluminium, also coming complete with a glass rear window heated electrically. Built as a double-shell structure, the roof with its aluminium parcel shelf ensuring extra stiffness and stability is particularly strong, reduces wind noise to a minimum and weighs a mere 33 kg or 73 lb, meaning that two persons are able to fit and remove the roof with ease. And with just a few minor operations, the roof fits firmly and reliably on to the body of the car, the electrically heated rear window being linked up automatically in the process. A wind deflector for open-air motoring without any annoying turbulence is available as an option. When not required the deflector fits perfectly into a bag within the spare wheel cover. In its basic technical features the cabriolet is virtually identical to its coupé counterpart, sharing the same main body components, the chassis with its light-alloy suspension, the watercooled flat-six power unit and power transmission provided either by a six-speed manual gearbox or Tiptronic S five-speed automatic transmission. Accordingly, the new cabriolet offers all the benefits and fortes of the current 911 model series.

:arrow: Porsche C2 Cab hi-res media pics (http://www.imagestation.com/album/?id=4287212209)

[yg60m]

Wow, that 's a complete description !! :P Thank you very much again st-anger ! How many time do you spend to make an article like this one ? Is it taken from an official document from Porsche or do you write it entirely ?

[TT]

Again thanks for the updates and hell, the C2 cabrio shots number 7 and 8 with the red one are AMAZING!

[st-anger]

Porsche 911 Targa

Highlights

911 with glass roof

More than 1.5 square metres of solid glass gives the new 911 Targa based on the 911 Carrera coupé a fully transparent roof opening up new perspectives to a new world. Never before has a Porsche 911 had this much glass. Simply pressing a button, the driver can move back the glass roof by up to half a metre, obtaining a maximum roof opening of 0.45 square metres. Like the windscreen, the glass roof is made of pretensioned, splinterfree laminated security glass. Another automatic feature is the cloth sunblind extending out beneath the glass roof to protect the driver and his passengers from excessive sunglare as well as cold temperatures.


Rear window folding open

The new Targa is the first 911 to feature a rear window folding open for extra convenience. After opening the closing mechanisms, all you do is briefly lift the heated rear window, two gas pressure springs taking over the rest. This gives you very easy and convenient access to the rear luggage compartment with up to 230 litres storage volume, conveniently taking up your cases, bags or other luggage. Two interior lights at the rear are automatically switched on when opening the rear window, providing adequate illumination in the dark for loading and unloading. And when closing the window, finally, you have the assistance of an electric closing aid.


The 5.2-second sprint

Despite the its somewhat higher weight versus the Carrera coupé, the Targa is an excellent sprinter. Acceleration from 0 – 100 km/h comes in 5.2 seconds and the speedometer reaches the 200 km/h-mark after just 18.3 seconds. Maximum output of the 3.6-litre flatsix power unit is 235 kW or 320 bhp at 6800 rpm, giving the car a top speed of 285 km/h or 177 mph.


Porsche 911 Targa

911 with Glass Roof and Folding Rear Window

The 911 Targa easily outperforms the Carrera coupé, that is the model which provided the basis for developing the Targa, when it comes to “topless” motoring: When the Targa glass roof is moved back almost without the slightest sound by two electric motors, the driver and his passengers will enjoy an open space almost twice the size of a conventional sliding roof. Simply pressing a button, you move back the glass roof by up to half a metre, obtaining a maximum opening of 0.45 square metres. A specially developed wind deflector prevents unpleasant air turbulence in the interior, allowing you to enjoy open air motoring even in cold weather. A highly effective sunblind can also be moved automatically beneath the sunroof. Made of a partly permeable black cloth, this very convenient sunblind keeps out excessive sunglare but helps to keep the car warm inside in cold winter weather.

Extra comfort provided by the folding rear window

The folding rear window is one of the highlights of the 911 Targa together with the glass roof. Featuring two gas-pressure springs hidden inconspicuously behind the black-painted window trim, the rear window opens up conveniently whenever required. This provides perfect access to the rear luggage compartment with a volume of up to 230 litres, taking up cases, bags or other luggage. The rear window is unlocked either by a button on the sidesill next to the driver’s seat or by remote control, the process of closing the window being facilitated by an electric closing aid.

Focusing on quality and safety

Like in the 911 Carrera cabriolet, a 30-millimetre-thick tube made of high-strength steel reinforces the A-pillars also extending back in the Targa from the roof frame to the C-pillars. The steel tube in the A- and C-pillars is welded to the body by means of junction plates. The third important support point for the roof is formed by the B-pillars leading up from the side section of the body to the roof frame, where the pillars are firmly welded. The high standard of body stiffness obtained in this way naturally also means greater active safety. In conjunction with the special chassis and suspension tuning incorporating in particular the anti-roll bars, the Targa offers the same sporting agility and driving pleasure on winding roads as the Carrera coupé. Like the windscreen, the glass roof is made of pretensioned laminated security glass passing all the standard crash tests and therefore overfulfilling all safety requirements the world over.

Targa driven by a 3.6-litre boxer engine

Within the engine bay of the 911 Targa you will find Porsche’s new 3.6-litre flat-six power unit developing maximum output of 235 kW or 320 bhp at 6800 rpm and accelerating the car equipped with manual gearbox to a top speed of 285 km/h. Acceleration to 100 km/h, in turn, comes in 5.2 seconds. Maximum torque is 370 Newton meters or 273 lb-ft at just 4250 rpm. Despite this supreme engine power and the “beefy” torque curve throughout the entire speed range, fuel consumption under the EC standard is a mere 11.1 litres/100 km or 25.4 mpg Imp. This superior fuel economy is attributable in particular to VarioCam Plus introduced by Porsche for the first time in spring 2000 in the 911 Turbo. Supplementing the VarioCam intake camshaft adjustment by adjustment of the valve lift on the intake side, this system incorporates switching cup tappets operated by an electrohydraulic 3/2 way switch valve. With different cam contours on the intake camshaft, the cup tappets switching to the various cams modify the valve lift curves of the engine accordingly.

Interior covered by glass

Inside, the 911 Targa differs significantly from the Carrera coupé particularly at the rear. With the folding rear window extending up further than on the coupé, the trim on the rear crossbar has been moved further to the back, increasing the capacity of the rear luggage compartment with the rear-seat backrests folded down by 30 litres to a total of 230 litres on the new model. The belt rollers at the rear are different in the Targa, fitted directly beneath the somewhat wider roof pillars next to the rear side windows extending up to a pointed end and therefore not requiring pivot points like on the Carrera models. The left- and right-hand belt roller housings furthermore offer sufficient space for one interior light each, which switch on when you open the rear window and provide good illumination of the rear passenger compartment
in the dark.
The other features and items inside the car are the same as in the 911 Carrera coupé, seats finished partly in leather, a three-spoke steering wheel, automatic air conditioning, heat-insulating glass, and on-board computer, a CD radio, electric window lifts, electrically adjustable and heated rear-view mirrors, central locking as well as an immobiliser and an alarm system with interior surveillance all coming, together with other items, as standard.

:arrow: Porsche Targa hi-res media pics (http://www.imagestation.com/album/?id=4287205237)

[st-anger]

St-Anger excellent write up on the 911 Carrera. I have a question about the relative performance of the current 996 to prior years 300hp 996 model. Sport Auto's Supertest shows the performance of the new 320 hp model recorded the same lap time on the NS (8'12") and was slower on the Hockenheim (1'17.1" verses 1'15.9"). All this despite all the improvements that you eloquently discussed including 20 more horsepower and larger tires and wheels; offset by 68kg more weight. What do you attribute this too? Could normal production variation account for such a difference?

I was wondering if someone who may have read that article may know if Sport Auto discussed why the newer model didn't demonstrate greater performance on the track? The older car seems to outperform the newer version in the corners while slower on the straights. Obviously the greater weight of the newer 996 hurts it in the corners. Also, I don't know the answer to this but the Pirelli's P Zero's the old 996 rode on may be better than the newer 996's Michelin Pilot Sport.

hmmm, you´re right, i´ve looked the lap times up myself again, i´ve both articles, but unfortunately not a single word from the editors why it´s, maybe not slower, but also not faster…
BUT, from what I know about both cars, which i´ve already driven, the old Carrera is a bit more gentle to drive, maybe not because of the 68kg, but i´ll try to explain…
first, we should mention that both cars had been equipped with the optional sport suspension, second, and now we´re talking about the latest Carrera only, the 320hp version not the 300 one, the dynamic vehicle behaviour at the limit has been pushed upwards a bit thus it´s now even more narrow than on the mk1 996 C2 and quite compareable with the handling of the 993… while drag throttle, the C2 has a strong tendency to understeer because of the special axle-geometry and the wide rear tyres, the mk2 C2 has 285, the mk1 “only” 265, both with 225 at the front, so to prevent understeering one´ll go off the accelerator to force the car into load-cycle change, and then again at full throttle, BUT this results in a quite undefined vehicle handling, because the car doesn´t really give the driver a notice when it´s near its limit, so one could easily loose it without some experience and practice…
so i think it´s obvious that such a handling characteristic isn´t very helpful for a good lap time at a narrow and kinda slow track like HHR…
hope this helps a bit….

[TT]

Thanks for adding the Targa :D just finished reading it and leeching the pics ;)

[st-anger]

Thanks for adding the Targa :D just finished reading it and leeching the pics ;)

you´re welcome m8, i just finished the one for tomorrow, Carrera 4...unfortunately i´ve found no good (media) pics of it, so maybe there won´t be any for this model, BUT C4S´ll be next with lot´s of pics...C4S is one of my favourite models :D

[gis]

thank you so much for all this info st-anger.i really enjoy reading.......well all of them.u must put a lot of work into these,i for one appreciate it. :D

[st-anger]

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/911/carrera_models.nsf/0/C1256D7200348201C1256D9B0043B925/$file/4rad_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/modelle/contentpages/subseiten/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/modelle/contentpages/bild1/1011.jpghttp://content2.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D9B0043B926/$file/kraft_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/911/carrera_models.nsf/0/C1256D7200348201C1256D9B0042388E/$File/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.

[noosee]

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. :?

[st-anger]

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/911/carrera_models.nsf/0/C1256D7200348201C1256D9B0042388A/$File/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/911/carrera_models.nsf/0/C1256D7200348201C1256D8A0047998C/$file/c4s_coupe_bremsen_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/911/carrera_models.nsf/0/C1256D7200348201C1256D8A0047998D/$file/c4s_coupe_fahrwerk_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/911/carrera_models.nsf/0/C1256D7200348201C1256D82004366CA/$file/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 (http://www.imagestation.com/album/?id=4287181961)

[TT]

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

[st-anger]

.. it's still on "this" side of the supercars territory IMO... but bloody effective anyway :D

...definitely :D i´d love to have one :wink:

[TT]

I don't think somebody in full possession of his/her mind could refuse a C4S :D

[1zippo1]

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!

[st-anger]

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/911/carrera_models.nsf/0/C1256D7200348201C1256D8A00479990/$file/c4s_cabrio_aerodynamik_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/911/carrera_models.nsf/0/C1256D7200348201C1256D8A0047998F/$file/c4s_cabrio_verdeck_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/911/carrera_models.nsf/0/C1256D7200348201C1256D9B0042388B/$File/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/911/carrera_models.nsf/0/C1256D7200348201C1256D7C004BFAB5/$file/bremse_1.jpghttp://content3.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D7C004BFAB5/$file/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/911/carrera_models.nsf/0/C1256D7200348201C1256D7C004BFABA/$file/pccb_addon.jpghttp://content3.eu.porsche.com/prod/911/carrera_models.nsf/0/C1256D7200348201C1256D7C004BFABA/$file/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 (http://www.imagestation.com/album/?id=4287160379)

[TT]

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

[st-anger]

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

you´re welcome, i´m glad you like it... :D
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:

[st-anger]

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/cayenne/cayennes/engine/bilder/kuehlsystem_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/cayenne/cayennes/transmission/bilder/ptm_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/gbr/cayenne/cayennes/chassis/bilder/fahrwerk_psm_foto1.jpghttp://www2.uk.porsche.com/english/gbr/cayenne/cayennes/chassis/bilder/fahrwerk_psm_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/cayenne/cayennes/safety/bilder/sicherheit_airbags_foto1.jpghttp://www2.porsche.de/german/deu/cayenne/cayennes/safety/bilder/sicherheit_airbags_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/cayenne/cayennes/comfort/bilder/komfort_instrumente_foto1.jpg

http://www2.porsche.de/german/deu/cayenne/cayennes/comfort/bilder/komfort_interieur_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 (http://www.imagestation.com/album/?id=4287152581)

[htfaber]

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 :!:

[st-anger]

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/cayenne/cayenneturbo/engine/bilder/turboaufladung_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/cayenne/cayenneturbo/transmission/bilder/tiptronic_foto1.jpghttp://www2.porsche.de/german/deu/cayenne/cayenneturbo/transmission/bilder/tiptronic_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/cayenne/cayenneturbo/chassis/bilder/pasm_foto1.jpghttp://www2.porsche.de/german/deu/cayenne/cayenneturbo/chassis/bilder/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/cayenne/cayenneturbo/safety/bilder/bremsanlage_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/cayenne/cayenneturbo/safety/bilder/lichtanlage_foto1.jpghttp://www2.porsche.de/german/deu/cayenne/cayenneturbo/safety/bilder/lichtanlage_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/cayenne/cayenneturbo/comfort/bilder/interieur_foto1.jpg
http://www2.porsche.de/german/deu/cayenne/cayenneturbo/comfort/bilder/instrumente_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 (http://www.imagestation.com/album/?id=4287144293)

over 70 :!: :!: :!:

[TT]

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!

[gis]

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

[nthfinity]

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

[st-anger]

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:

[TT]

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...


And do you thing we could see or read something more about that special Cayenne? :D

[st-anger]

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...


And do you thing we could see or read something more about that special Cayenne? :D

i´m afraid not... :|

[gucom]

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?

[TT]

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...


And do you thing we could see or read something more about that special Cayenne? :D

i´m afraid not... :|

GRRRRRRRR!!! :D

[st-anger]

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?

in that version it won´t appear on the market...
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:

[TT]

YEAH LOL, a pink Cayenne :D

[SFDMALEX]

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.

[st-anger]

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 (http://www.imagestation.com/album/?id=4287124761)

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/911/turbo.nsf/0/C1256D720035E3B4C1256D6D002A769E/$file/foto1.jpghttp://content3.eu.porsche.com/prod/911/turbo.nsf/0/C1256D720035E3B4C1256D730064E6A7/$file/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.

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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.

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:D :D :D

[TT]

The more you go on with the lineup, the longer your post and the bigger the photo albums :D

THANKS!

[st-anger]

...the bigger the photo albums :D

THANKS!

well, i´m just uploading another ~40 pics of the Turbo, she deserves that... :wink: :D :D

[TT]

Just let us know when they will be ready! :)

[nthfinity]

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) ~~~~~

[st-anger]

Just let us know when they will be ready! :)

ready 8)

[TT]

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

[yg60m]

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 ...

[st-anger]

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 ...

don´t worry m8, "the end is near..." :wink: :cry:
"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

[st-anger]

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 (http://www.imagestation.com/album/?id=4287124761)

sorry, ´ll post some more pics of the Cab later...

[nthfinity]

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.

[kteo2003]

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?

[st-anger]

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/911/gt3/engine/bilder/exhaust_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/911/gt3/safety/bilder/pccb_foto.jpg

http://www3.porsche.de/german/deu/911/gt3/safety/bilder/braking_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/911/gt3/exterior/bilder/exterior_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/911/gt3/overviewclubsport/bilder/clubsport_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 (http://www.imagestation.com/album/?id=4287101791)

[666fast]

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.


still looking for some historical stuff, but IMO it´s nearly impossible to set up something simmilar we´ve here with the 996 models....


What is it you are looking for? I'd be happy to help out!

[bmagni]

i dont like the boxster at all, but well all the ohters r really great, n the cgt is jsut exceptional

[st-anger]

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 (http://www.imagestation.com/album/?id=4287076205)

[TT]

Wow dude, thanks again for the new load! And we already reached the GT2 :(

[gis]

AWESOME,now thats the one i been waiting for.i love the 996 GT2,i want one lol.

[st-anger]

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/carreragt/modelinformation/philosophy/bilder/philosophy_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/carreragt/modelinformation/design/bilder/design_foto1.jpghttp://www2.porsche.de/german/deu/carreragt/modelinformation/design/bilder/design_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/carreragt/modelinformation/technicalspecifications/bilder/technical_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/carreragt/modelinformation/engine/bilder/engine_management_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/gbr/carreragt/modelinformation/transmission/bilder/transmission_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/gbr/carreragt/modelinformation/transmission/bilder/transmission_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/carreragt/modelinformation/chassis/bilder/chassis_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/carreragt/modelinformation/environment/bilder/environment_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/carreragt/modelinformation/safety/bilder/braking_system_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/gbr/carreragt/modelinformation/runninggear/bilder/running_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/carreragt/modelinformation/comfort/bilder/comfort_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 (http://www.imagestation.com/album/?id=4287069161)


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:

[Schwalbe]

Thanks St-Anger for this superb complete review of the GT3, GT2, CGT. :D :D

[nthfinity]

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

[schnell318]

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:

[TT]

Thanks st-anger for completing the lineup with the CGT :D

[lakatu]

Porsche 911 Carrera 4



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...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.

St-Anger, since you worked on the 911 Turbo drive train I was hoping that you would have some insight into a question that I have had concerning the benefits of 4 wheel drive on corning speed, performance and balance or handling characteristics on the track.

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/photos/Carrera4S2002/911_Carrera_4S.pdf

[HoboPie]

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.

[st-anger]

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

[lakatu]

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,

Thanks st-anger for taking the time to answer my questions. I hope that you don't feel pressure to answer them quickly. I think we all understand that this page is demanding on your time and should be a low priority in your life.

So on to my follow up, when the car is rotating in the turn the behavior is like a rear wheel drive car. The stabilizing affect of power to the front, is that similar to increasing the rate of lock on a differential on over-run? If so doesn't that act to prevent the car from rotating into the turn causing the car to run wide? That seems different than what the press release and you have indicated in your model review.

[Tomerville]

When subject to hard engine breaking, where would power be sent to to ensure proper traction?

[st-anger]

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,

Thanks st-anger for taking the time to answer my questions. I hope that you don't feel pressure to answer them quickly. I think we all understand that this page is demanding on your time and should be a low priority in your life.

So on to my follow up, when the car is rotating in the turn the behavior is like a rear wheel drive car. The stabilizing affect of power to the front, is that similar to increasing the rate of lock on a differential on over-run? If so doesn't that act to prevent the car from rotating into the turn causing the car to run wide? That seems different than what the press release and you have indicated in your model review.

lol, don´t worry when i´ve the time i´ll try to answer asap, and no time, no answer :wink: that´s it...
no, not really it´s not that compareable, a RWD only with diff lock is another story, kinda different layout too..
so IMO the whole run wide thing isn´t that bad, we had that very very much on the older more powerful (993) cars, but 996 range massive understeering isn´t an issue any more, of course there´ll always be some impressions of AWD cars with massive oversteering, e.g. in vids or at trak days, but it really depends on the driver too, i mean the viscous coupling is really a helpfull thing, and if one is quite skilled the AWD is nearly a perfect solution, of course weight remains an issue...

[yg60m]

Thank you very much st-anger for this wonderful section !!! I know you will have more to add in september :wink:

edit : i mean the 997 is to be released in september if i am not wrong :?:

[lakatu]

i mean the viscous coupling is really a helpfull thing, and if one is quite skilled the AWD is nearly a perfect solution, of course weight remains an issue...

So with a skilled driver like WR would the cornering speed be slower, the same or higher with a:
1. 996 Turbo compared to
2. 996 Turbo with the 4 wheel drive system removed and thereby weighing less?

[st-anger]

i mean the viscous coupling is really a helpfull thing, and if one is quite skilled the AWD is nearly a perfect solution, of course weight remains an issue...

So with a skilled driver like WR would the cornering speed be slower, the same or higher with a:
1. 996 Turbo compared to
2. 996 Turbo with the 4 wheel drive system removed and thereby weighing less?

hard to say again, the whole AWD system is ~50-60kg more weight, but i tend to say that the AWD car should be faster, BUT on the other hand, when we´re speaking of true performance, pro racers´d like to have a car that has a tendency to oversteer, and no understeering at all, so AWD even with the whole viscous coupling system isn´t an option mainly because of weight and it´ll understeer a bit when you through it into the corner hard, but as i said, we lift the throttle when entering to force some opp lock and the car´ll oversteer a bit, and then hit the accl again, sure, this takes time too, but you won´t be happy if you´re pushing it pedal to the metal into a corner... :wink:
it´s really hard to answer that question, on the one hand there´re quite some benefits but to tell which one is significantly faster....well i think we can´t really answer that question.... but nevertheless IMO it´s at least quite as good as the lighter RWD, probably slightely better, depends on the driver as well, driving a RWD Porsche, e.g. GT2, at the limit is quite challenging, with a e.g. TT X50 everything is much more smoother and you´ve a better feeling for the car...what´ll it do next and stuff like that...

[Toronto]

wow i loved the GT and GT2 write ups thanx for spreading your knowledge

[Toronto]

ps have you ever met walter rohrl when he was testing and help building the CGT?

[lakatu]

pro racers´d like to have a car that has a tendency to oversteer, and no understeering at all

Thanks st-anger your comments are insightful. I have heard that experienced drivers prefer oversteer to understeer, why is that?

[st-anger]

pro racers´d like to have a car that has a tendency to oversteer, and no understeering at all

Thanks st-anger your comments are insightful. I have heard that experienced drivers prefer oversteer to understeer, why is that?

first the answer to your question toronto, yes, i´ve met WR hundreds of times, he´s present at the EZW quite some times, and also at the NS during testing mainly at industry pool sessions, you know, he´s an official Porsche test driver, so, he work´s for PAG...
when you meet him and even work with him it´s beyond anything you could imagine, this guy is just supercool and extremely professional, he´s the most passionate Porsche employee i know...

so, why oversteering better that understeering....???
the one and only reason: a car with oversteering characteristics is simply faster, even when it´s quite tricky at the limit you´re still faster than with a car that has a understeering tendency.
as you know, understeering "happens" quite fast, you approach a corner at high speed and enter it hard, with a badly balanced car, the first thing what´ll happen is understeering and you´ll loose the line immediately, the car "runs wide", you´ll have to go off the accl, then stabilize the car, in the meantime you´re righ in front of the curbs and you even have to brake a bit not to end in the grass, at that time somewhere at the apex you´ll have to arrange the car again for the line with the better grip, again some time loss and you have to accelerate again, but the car has understeering so it run´s wide again at the exit and one can´t properly accelerate for the next straight...
so i think it´s obvious that it´s really bad to have understeering...
but as i said b4 there´re some tricks to force the car to oversteering...
and that´s the point, forcing a understeering car to oversteering, so oversteering must be the best way...
even with a badly balanced car you won´t have oversteering that fast like understeering, and when you finally have oversteering it´s very easy to stop it, just lift the accl a bit and the car has full grip again, of course, to say so you´ve to be a quite skilled driver. to understand better, just look at some F1 drivers, some of them want a car that oversteers a bit, you´re simply faster, it´s very controlable, when you know the car you also know when it´s enough, i´ve to say that i exactely know when e.g. a 996TT is at its limit, i can push it very very hard some spectators might think now he´ll loose it but it´s all under control...
so, understeering is and just costs a lot of time, oversteering can be corrected within seconds and allows you to significantly go faster...

[Fleischmann]

THX for the info St-Anger, thx for taking your time to shed us some light on the wonderful world of Porsche automobiles. And the pics uploaded to imagestation.com are fabulous!! The 911 Turbo is already on my desktop as I am writing this :)

[st-anger]

starting a short new topic:

:arrow: MY 2004 Technical Features



Ceramic Clutch and Brake Discs

PCCC and PCCB Available only from Porsche

Over two years ago Dr. Ing. h.c. F. Porsche AG became the first car maker in the world to develop the ceramic composite brake disc with involvent cooling ducts presented in the 911 GT2. And today, introducing the ceramic clutch in the Carrera GT, Porsche is again becoming the first car maker to unveil the second innovation using this trendsetting material, the Carrera GT indeed featuring both of these breakthrough components. Called the Porsche Ceramic Composite Brake (PCCB), this innovative brake technology is a huge step forward, setting entirely new standards in the world of motoring, particularly when it comes to crucial criteria such as brake response, resistance to fading, weight, and service life. The unique benefits of the PCCC Porsche Ceramic Composite Clutch, in turn, lie in the compact exterior diameter and the low weight of the clutch plates.

PCCB: weight down by 50 per cent

Like Porsche's conventional metal brake discs, the ceramic composite brake discs are crossdrilled and vented from inside. In their dimensions they also differ only slightly from greycast iron discs. But comparing their weight, you will see right away that we are looking at two different worlds, with ceramic brake discs more than 50 per cent lighter. This reduces the weight of the 911 GT2, for example, by approximately 18 kg or almost 40 lb. Apart from saving fuel, this also means a reduction in unsprung masses with a further improvement of suspension response and behaviour. On the road the new brake system ensures absolutely exemplary results. In conjunction with the all-new brake pads, the ceramic brake disc ensures very high and, in particular, consistent frictional values throughout the entire deceleration process. This spares the driver unpleasant surprises whenever having to apply the brakes, say, from a high speed. Brakes which initially appear to offer good grip but are not designed especially for high speeds like the brakes on a Porsche, lose their frictional coefficient in hot temperatures, requiring the driver to press down the brake pedal even harder. Porsche's trendsetting brake system also offers obvious advantages in emergencies at low speeds: In such a case emergency application of the brakes with PCCB technology does not require substantial pedal forces or any technical assistance serving to build up maximum brake forces within fractions of a second. Instead, the Porsche Ceramic Composite Brake ensures maximum deceleration from the start without requiring any particular pressure on the brake pedal. And PCCB brakes are just as superior in their response under wet conditions, since the new brake pads, in conjunction with the cross-drilled brake discs, help to optimise brake response and behaviour also in wet weather. Ceramic brake discs do not have the slightest problem with high loads occurring particularly under sporting, dynamic driving conditions. Compared with metal brake discs, surface abrasion is very low indeed thanks to the extremely hard surface of the ceramic discs. Working life, in turn, is increased accordingly. A further factor contributing to this very long working life is the total avoidance of corrosion: The ceramic brake discs are absolutely immune to salt scattered or sprayed on to the roads, for example by automatic spraying systems on motorway bridges.

Another world-first achievement: the ceramic clutch

The Carrera GT is the first car in the world fitted with the PCCC Porsche Ceramic Composite Clutch. A special feature of this world-first achievement is the compact exterior diameter of the clutch plates, allowing Porsche’s engineers to give the entire drive unit a very low centre of gravity. Another decisive factor is the low mass weight of the clutch, with a positive effect on the engine’s dynamic performance. So far only a carbon-fibre clutch has been able to meet these requirements, but with a much shorter service life not meeting the requirements imposed in this case in terms of everyday use. Exceeding the service life of even conventional clutch plates, the PCCC clutch is an all-new design and structure, Porsche’s engineers using their excellent experience with PCCB ceramic brakes and at the same time developing the qualities of this special material to an even higher standard for use as a double-plate dry clutch. The principal fortes of this material are its enormous hardness, low weight and, in particular, its outstanding service life. The two ceramic clutch discs made up basically of carbon-fibre and silicon carbide measure just 169 millimetres or 6.6 inches in their outer diameter, versus an exterior diameter of 380 millimetres or 15.0 inches in the case of a conventional clutch.


more to follow.... :wink:

[lakatu]

even with a badly balanced car you won´t have oversteering that fast like understeering, and when you finally have oversteering it´s very easy to stop it, just lift the accl a bit and the car has full grip again, of course, to say so you´ve to be a quite skilled driver.

Thanks again st-anger or should we say Professor st-anger with all the schooling we get. :D
Your answer raises a question I have been puzzled over for some time. I've read when entering a corner if the rear end begins to lose grip and oversteer, you should apply power to transfer weight to the rear and regain traction as opposed to lifting off the gas. This comment is usually associated with rear weight biased 911's. However, I have also read comments that suggest the same thing that you indicated in your post which is that if you back of the gas the rear end will hook up again.

I have never understood the first suggestion because it seems to me if the rear tires are sliding and have begun to lose traction, applying more power should further reduce the traction and increase the oversteer and not result in a transfer of weight to the rear tires. Whereas lifting off the gas it seems should slow the rotating tires allowing them extra grip and thereby decreasing oversteer.

I'm sure the conflicting advice pertains to different oversteer situations or the cars weight distribution. Do you know the answer?

[st-anger]

even with a badly balanced car you won´t have oversteering that fast like understeering, and when you finally have oversteering it´s very easy to stop it, just lift the accl a bit and the car has full grip again, of course, to say so you´ve to be a quite skilled driver.

Thanks again st-anger or should we say Professor st-anger with all the schooling we get. :D
Your answer raises a question I have been puzzled over for some time. I've read when entering a corner if the rear end begins to lose grip and oversteer, you should apply power to transfer weight to the rear and regain traction as opposed to lifting off the gas. This comment is usually associated with rear weight biased 911's. However, I have also read comments that suggest the same thing that you indicated in your post which is that if you back of the gas the rear end will hook up again.

I have never understood the first suggestion because it seems to me if the rear tires are sliding and have begun to lose traction, applying more power should further reduce the traction and increase the oversteer and not result in a transfer of weight to the rear tires. Whereas lifting off the gas it seems should slow the rotating tires allowing them extra grip and thereby decreasing oversteer.

I'm sure the conflicting advice pertains to different oversteer situations or the cars weight distribution. Do you know the answer?

lol, no thank´s, i´ve enough of the whole title thing, every day at work, every time you answer the phone, i can´t hear it any more :lol:
i´ve a first and last name and that´s it...no "doctor", no "Dipl.Ing.FH" and definitely no "Professor"... :wink:

well, the first statement is IMO completely nonsense, i´ve never heared of anything like that in such a combination, i think i could say i´ve tons of race track practice and i can say you´ll definitely loose it when you´re at the limit or slightly beyond, already drifting and you should floor it...??? hopefully there´s enough space, otherwise it´ll get expensive... :wink:
second comment is better, but not precise enough, completely lifting the accl isn´t that advisable, one´d completely lift it when you want to force the car to oversteering, like we discussed b4, but e.g. with a RWD car, you´ll lift the accl only so much it´s necessary to prevent a spin, a bit oversteering isn´t that bad, so you mustn´t "wait" until the car is completely balanced... it´s hard to describe you´d have to feel it yourself to completely understand, but the main point is, that you should only slightly lift the accl, definitely not completely because you´ll get into serious trouble because of load-cycle change, so keep it under load, but definitely don´t floor it, that´d end up in serious problems...
well, hope this helps again, i think you understand the main points :D

[lakatu]

even with a badly balanced car you won´t have oversteering that fast like understeering, and when you finally have oversteering it´s very easy to stop it, just lift the accl a bit and the car has full grip again, of course, to say so you´ve to be a quite skilled driver.

Thanks again st-anger or should we say Professor st-anger with all the schooling we get. :D
Your answer raises a question I have been puzzled over for some time. I've read when entering a corner if the rear end begins to lose grip and oversteer, you should apply power to transfer weight to the rear and regain traction as opposed to lifting off the gas. This comment is usually associated with rear weight biased 911's. However, I have also read comments that suggest the same thing that you indicated in your post which is that if you back of the gas the rear end will hook up again.

I have never understood the first suggestion because it seems to me if the rear tires are sliding and have begun to lose traction, applying more power should further reduce the traction and increase the oversteer and not result in a transfer of weight to the rear tires. Whereas lifting off the gas it seems should slow the rotating tires allowing them extra grip and thereby decreasing oversteer.

I'm sure the conflicting advice pertains to different oversteer situations or the cars weight distribution. Do you know the answer?

lol, no thank´s, i´ve enough of the whole title thing, every day at work, every time you answer the phone, i can´t hear it any more :lol:
i´ve a first and last name and that´s it...no "doctor", no "Dipl.Ing.FH" and definitely no "Professor"... :wink:

well, the first statement is IMO completely nonsense, i´ve never heared of anything like that in such a combination, i think i could say i´ve tons of race track practice and i can say you´ll definitely loose it when you´re at the limit or slightly beyond, already drifting and you should floor it...??? hopefully there´s enough space, otherwise it´ll get expensive... :wink:
second comment is better, but not precise enough, completely lifting the accl isn´t that advisable, one´d completely lift it when you want to force the car to oversteering, like we discussed b4, but e.g. with a RWD car, you´ll lift the accl only so much it´s necessary to prevent a spin, a bit oversteering isn´t that bad, so you mustn´t "wait" until the car is completely balanced... it´s hard to describe you´d have to feel it yourself to completely understand, but the main point is, that you should only slightly lift the accl, definitely not completely because you´ll get into serious trouble because of load-cycle change, so keep it under load, but definitely don´t floor it, that´d end up in serious problems...
well, hope this helps again, i think you understand the main points :D
Thanks, someday I'll feel it myself but until then your explanation creates a vivid image. I hope within the next couple years to get a 911 3.2L. Have you ever driven one?

Everything that I've read about them indicates that they are tricky handlers at best and at worst unruly beasts unable to be exploited to anything other than 85% of their capability.

I do have some hope for them though. I have read that in the 80’s Porsche had product liability suits over the 911’s handling that caused Porsche to limit the handling by introducing loads of understeer to prevent high cornering speeds.

I’m hoping that handling characteristics can be improved by lowering the car, corner balancing and wider tires and rims.

Does anyone have experience driving a 3.2L or know where I can get information as to how to improve their handling and what’s their ultimate handling potential?

[st-anger]

VarioCam Plus

Two Engine Concepts in One

Porsche offers VarioCam Plus on all models throughout the range. Camshaft adjustment on the intake side (VarioCam) is supplemented in this case by valve lift control also on the intake side (Plus). Featured for the first time on the 911 Turbo, this soophisticated system is able to optimise output and performance, on the one hand, while at the same time reducing fuel consumption and exhaust emissions, and improving running smoothness and refinement, on the other. The valve adjustment system is made up of switching cup tappets on the intake side of the engine operated by an electrohydraulic 3/2-way switching valve. With two different cam contours on the intake camshaft, the engine always runs on the appropriate lift curve, with the cams switching from one to the other. To be specific, the cup tappets are made up of two interacting tappet elements locked one against the other with the help of a bolt. This creates a direct link, first, between the inner tappet and the small cam, and, second, between the outer tappet and the large cam. A hydraulic compensation unit for valve play is integrated in all cases in the tappet’s force flow line.

Variable valve lift

For all practical purposes VarioCam Plus means two engine concepts in one. As long as the engine is idling, valve lift is controlled by the small cams to a maximum limit of 3.6 millimetres and valve timing is optimised to keep any valve overlap on the engine to a minimum. The small valve lift serves to reduce friction, significantly increases the charge motion thanks to the very short opening times, and reduces emissions from any previous combustion within the combustion chambers. A further advantage is the considerable reduction in fuel consumption and emissions by up to 10 per cent, together with a much higher standard of idling quality. Under part load, in turn, the engine should preferably run with internal recirculation of exhaust gases in order to minimise any throttle effect and to reduce fuel consumption accordingly. To achieve this goal, valve lift is shifted to a large overlap area, that is a long period for drawing in exhaust gases. Under full load, finally, superior torque and output are ensured by a highly efficient gas charge cycle with minimum losses, on the one hand, and an uncompromising cam contour, on the other, with 11 millimetres maximum valve lift and suitably adjusted opening and closing times during the valve cycle. VarioCam Plus also helps before you set out, for example, by considerably improving the engine’s starting characteristics when cool and by reducing emissions through the suitable adjustment of VarioCam Plus while the engine is warming up Both of the two VarioCam Plus systems (camshaft adjustment and valve lift control) are masterminded by Motronic ME7.8 designed especially for these particular requirements and offering a high standard of operating and computing capacity. This is indeed important, since the factors required for controlling VarioCam Plus are, in particular, engine speed, gas pedal position, engine oil and coolant temperature, as well as recognition of the gear currently in mesh. The driver’s commands in terms of engine power or torque are compared with controlmaps within the system, the Motronic control unit then deciding within milliseconds how VarioCam Plus should respond.

[st-anger]

Tiptronic S with Five and Six Gears

Sporting Comfort Porsche-Style

In addition to five-speed Tiptronic S on the 911 and Boxster, Porsche offers six-speed Tiptronic transmission in the Cayenne. This is a brand-new development tailored specifically to the high torque and power level of the Cayenne Turbo. Featuring appropriately modified shift units and a special torque converter, the new Tiptronic transmission is also ideal, of course, for the two other Cayennes. Apart from the additional gear allowing even more precise and individual gear increments, the option to shift gears manually simply by briefly touching the selector lever fitted in addition to the existing paddles on the steering wheel ensures maximum flexibility. All the driver has to do is press his thumb forward slightly to shift up and pull it back to shift down. The particular advantage of this enhanced control option is the safer gearshift in rough terrain. To avoid possible gearshift errors when driving offroad, the paddles on the steering wheel are deactivated when the offroad reduction gearbox is in mesh. In that case the driver can only shift gears by moving the shift lever, Tiptronic using gearshift control maps to ensure optimum dosage of power on rough terrain. A further feature of Tiptronic S in the Cayenne is the hill-holder function preventing the car from rolling back when setting off in a forward gear even on a 100 per cent gradient.

Manual short-term transmission in the automatic mode

A major feature of Tiptronic S is the option to briefly intervene in the transmission while in the automatic mode. This means that the driver, moving a toggle switch on the steering wheel, can shift gears manually even though the selector lever remains in automatic. The manual mode is thus activated for at least 8 seconds, this minimum period being extended when the car is in overrun – for example on a downhill gradient – in order to capitalise on the braking effect of the engine, or under lateral acceleration in bends whenever the driver shifts down in advance for a particularly sporting style of motoring. As long as this mode is active, the letter “M” comes on in the right-hand instrument dial and the gear currently in mesh is displayed. At the same time the transmission retains its kickdown function enabling the driver to shift down spontaneously whenever required: Road and engine speed allowing, the automatic transmission will shift down by a maximum of three gears as soon as the driver steps hard and quickly on to the gas pedal.

What counts is your foot on the gas pedal

In the automatic mode Tiptronic S offers various programs with different control maps readily available in the control unit and activated automatically as an infinite function of the driver's style of motoring on the route he is taking. The range of shift points extends from a particularly economic variant activated whenever the driver prefers a calmer and more reserved style of motoring (with the gears shifting up at an earlier point and engine speeds being reduced accordingly) all the way to a very dynamic, active mode (with the gears remaining in mesh for as long as possible when accelerating, using the engine's free-revving driving characteristics). The crucial factor in all cases is the driver's foot on the accelerator: Moving the gas pedal quickly and dynamically, for example on a winding road, and accelerating frequently with full power, the gearshift points will change accordingly, switching if necessary to the most dynamic variant and vice versa. Over and above its ability to recognise the driver's style of motoring, Porsche Tiptronic S also features the following particular highlights:

• Warm-up program preventing the transmission from shifting up at an early point in order to increase the temperature of the catalytic converter as quickly as possible, at the same time allowing the engine to warm up smoothly and without any strain

• Active gearshift immediately moving the shift points to the most sporting and dynamic gearshift program whenever the driver presses the gas pedal quickly and dynamically

• Suppression of upward gearshift in overrun when the driver suddenly takes his foot off the accelerator, for example before entering a bend

• Downward gearshift to the next lower gear when applying the brakes, in the interest of an optimum engine braking effect

• Increment upshift from the lower gears, the transmission not shifting immediately to the highest gear in particular after an active downward shift

• Hill recognition retaining the lower gears as long as possible in uphill or downhill gradients

• Retention of gears in a bend in order to prevent any upward shift

[SPEEDKILLAR]

All that technology, I bet alot of ppl who own such cars, aren't even aware of it

Thanks for the info.

[SPEEDKILLAR]

Isn't vario cam originally from bmw or ferrari, can't remeber it?

[st-anger]

Isn't vario cam originally from bmw or ferrari, can't remeber it?

i´m afraid no, the system you´re talking about is VANOS from BMW...
"Vario Cam" is a Porsche invention...

[st-anger]

Porsche Traction Management

A New Generation of Four-Wheel Drive

Introducing the Cayenne model series, Porsche has succeeded in combining outstanding power and torque, sporting and agile handling as well as excellent driving dynamics with superior performance also off the beaten track. This is ensured to a large extent by Porsche Traction Management (PTM) featured as standard in the Cayenne, feeding 62 per cent of the engine's power to the rear and 38 per cent to the front wheels in the basic mode. Using a multiple-plate clutch operated by an electric motor and controlled electronically, the driver is able to vary the power split as required, if necessary even feeding 100 per cent of the engine's torque to the front or rear wheels. Porsche Traction Management can rightly be called an all-new generation of four-wheel drive with a significant influence on the dynamic performance of the Cayenne models. The map-controlled front-to-rear lock and the optionally available rear axle differential lock not only respond to lack of traction on the front or rear wheels, but also incorporate sensors within the PTM system measuring, say, the speed of the car, lateral acceleration, the steering angle and operation of the gas pedal, PTM thus determining the optimum lock on both axles and distributing the drive power actually required to the front and rear wheels. PTM may therefore be compared with an intelligently networked system providing superior driving stability and safe lane change behaviour both at high speeds and when driving on snow and ice at moderate speeds.

This innovation offers a whole range of outstanding results:

• Excellent driving stability and traction in all situations, regardless of the frictional coefficient

• Even more precise steering provided by the front-to-rear differential lock opening up to avoid any understeer effect

• Better control when driving to the limit ensured by the front-to-rear differential

• Enhanced directional stability and better road grip by operating the front-to-rear lock as required

• Maximum traction by increasing locking action before the wheels start to spin


Porsche Stability Management (PSM) featured as standard in the Cayenne models remains consistently in touch with PTM but only intervenes when the vehicle reaches its limits. Masterminding essential systems such as ABS, ASR and the ABD Automatic Brake Differential, PSM cuts in immediately under critical over- or understeer conditions and tells PTM to open up the locks in order to restabilise the vehicle by applying the brakes specifically on individual wheels.

A champion off the beaten track

The three versions of the Cayenne successfully combine outstanding performance on the road with equally outstanding offroad abilities. Indeed, they are already genuine masters off the beaten track in their “basic” configuration, intelligent four-wheel drive enabling the Cayennes to easily cross light terrain without any modification of the traction systems. On rough terrain the Porsche Traction System then uses the reduced-ratio gearbox featured as standard in the power divider. With its reduction ratio of 2.7:1, the reduction gearbox is ideal for even the most extreme offroad manoeuvres, easily handling steep gradients and, in particular, downhill passes. Activating the low-range mode by means of a toggle switch on the centre console, the driver can automatically prepare several control systems for offroad driving conditions: PTM switches over to the reduced ratio for offroad requirements and changes to a special offroad control map activating the differential locks, PSM responds by setting ABS and ABD to a special traction mode for offroad motoring, and the air suspension featured as standard in the Cayenne Turbo automatically lifts the entire vehicle up to its offroad level. Porsche is the first car maker to offer this combination of systems all controlled by one central offroad switch and thus significantly facilitating operation of these systems when driving under extreme conditions off the beaten track.

[st-anger]

PCM Operating at the Speed of Light


Data Transmission by Means of Lightwave Conductors

A new technology bearing the name MOST (Media-Oriented Systems Transport) was introduced in the 2003 model year for exchanging multi-media data in all Porsche models. The big advantage of this system using lightwave conductors is that data is exchanged between the various units without any loss of quality and at a very high speed. Particularly in the interest of high-quality audio transmissions, both the radio, CD changer and amplifier units as well as the telephone module are all masterminded through MOST lightwave conductors. The customer himself decides when choosing his car and its specfic level of equipment which units are to be integrated in the system. Networking Porsche Communication Management (PCM) with the instrument cluster via the CAN (Controller Area Network), the driver is able to present the radio station currently tuned in, music titles, incoming telephone calls and navigation pictograms in the display of the instrument cluster. Basic telephone functions such as receiving or ending telephone calls can be controlled straight from the on-board computer switch on the steering column or via the multifunction steering wheel on the Cayenne.

PCM: a highlight in electronic management offering supreme comfort and convenience

Featuring a double tuner, a CD player, dynamic route navigation, a trip computer and, as a further option, a GSM dual-band telephone, Porsche Communication Management (PCM) available as a new optional package comes in user-friendly design. Two of the main features catching your eye immediately are the 5.8-inch (Boxster, Carrera) and, respectively, 6.5-inch (Cayenne) colour screen providing crystal-clear pictures in 16:9 aspect ratio and the 12-digit keyboard for entering telephone numbers or the frequency of a certain radio station directly and with utmost simplicity. A small insert beneath the 12-digit keyboard accommodates the user's SIM card, dispensing with the need for an adapter when making Telefone calls with your mobile telephone SIM card. The PCM system also facilitates the process of inserting the small card, its exact position being shown on the display.
The buttons beneath the display provide direct access to the individual menus such as telephone operation (Tel button), trip computer (Trip button) or the navigation system (Navi button). Two buttons providing direct access to the Set (Set button) and Return (button with a bent arrow) functions avoid the need to “jump around” from one sub-menu to another and waste a lot of time in the process. Apart from interference-free radio reception ensured by a modern double tuner consistently looking for the best frequency and significantly improved voice reception quality in Telefone calls provided by full-duplex transmission, the navigation module in particular features the following outstanding highlights:

• Large choice of various navigation functions: Functions can also be presented on the map in the display, informing the driver of, say, car parks, restaurants or service stations.

• On-demand road junction zoom: This function automatically enlarges road junctions in the active guidance mode, providing helpful support above all at dangerous points where a road junction is unclear.

• Display presentation of traffic messages: The Traffic Message Channel (TMC) function presents traffic congestion on the map in the display (also showing the length and buildup of traffic jams) and allows the driver to follow a dynamic navigation process on the motorway. Pressing the Info main menu button, the driver is furthermore able to directly access text information. Using another separate button, he is also able to quickly determine and calculate another route avoiding local traffic congestion.

• Map scroll: Benefitting from the wider range of map options, the user is now able to shift the map display, scroll and position the map as required. This means he is able to navigate from his current location to his desired destination, checking out and memorising a destination by means of a reticule display, without having to enter the exact address.

• Offroad navigation in the Cayenne: This brand-new option on the Cayenne models is able to provide vital orientation in offroad motoring, allowing the driver not only to enter any destination required on the map by means of a hairpin finder, but also to apply a back-tracking function memorising the route covered and guiding the driver back to his starting point on the same route as before.

• Tour planning: The tour planning function allows the user to enter and memorise tours with up to 8 destinations in a row. When setting out, the system will automatically guide the driver to the individual destinations on the way, in precisely the order recorded in advance. Further processing options on such extended tours are also possible, such as adding information, removing destinations, changing the order of destinations on the way or skipping a certain point.

• Music played by the navigation CD ROM drive: Apart from the usual navigation function provided by a CD-ROM, the PCM system also allows memory-based navigation. In this case the user can remove the navigation CD after calculating his route or recording the route corridor, subsequently inserting an audio CD into the CD-ROM drive in order to enjoy music in first-class quality. And should it be necessary to reinsert the navigation CD, for example to calculate an all-new route, the system will automatically inform the driver by generating an optical and an acoustic signal.

New aerial systems

Apart from the proven radio aerial, the GPS aerial used for navigation purposes and the telephone aerial, Porsche Communication Management also comes with a diversity aerial system. This system is made up of four aerial wires also integrated in the windscreen and ensuring that FM signals are always received by the most appropriate aerial in the right position. The diversity aerial system controlled by a special aerial amplifier thus serves to further reduce any interference in radio reception.

[lakatu]

pro racers´d like to have a car that has a tendency to oversteer, and no understeering at all

Thanks st-anger your comments are insightful. I have heard that experienced drivers prefer oversteer to understeer, why is that?

first the answer to your question toronto, yes, i´ve met WR hundreds of times, he´s present at the EZW quite some times, and also at the NS during testing mainly at industry pool sessions, you know, he´s an official Porsche test driver, so, he work´s for PAG...
when you meet him and even work with him it´s beyond anything you could imagine, this guy is just supercool and extremely professional, he´s the most passionate Porsche employee i know...

so, why oversteering better that understeering....???
the one and only reason: a car with oversteering characteristics is simply faster, even when it´s quite tricky at the limit you´re still faster than with a car that has a understeering tendency.
as you know, understeering "happens" quite fast, you approach a corner at high speed and enter it hard, with a badly balanced car, the first thing what´ll happen is understeering and you´ll loose the line immediately, the car "runs wide", you´ll have to go off the accl, then stabilize the car, in the meantime you´re righ in front of the curbs and you even have to brake a bit not to end in the grass, at that time somewhere at the apex you´ll have to arrange the car again for the line with the better grip, again some time loss and you have to accelerate again, but the car has understeering so it run´s wide again at the exit and one can´t properly accelerate for the next straight...
so i think it´s obvious that it´s really bad to have understeering...
but as i said b4 there´re some tricks to force the car to oversteering...
and that´s the point, forcing a understeering car to oversteering, so oversteering must be the best way...
even with a badly balanced car you won´t have oversteering that fast like understeering, and when you finally have oversteering it´s very easy to stop it, just lift the accl a bit and the car has full grip again, of course, to say so you´ve to be a quite skilled driver. to understand better, just look at some F1 drivers, some of them want a car that oversteers a bit, you´re simply faster, it´s very controlable, when you know the car you also know when it´s enough, i´ve to say that i exactely know when e.g. a 996TT is at its limit, i can push it very very hard some spectators might think now he´ll loose it but it´s all under control...
so, understeering is and just costs a lot of time, oversteering can be corrected within seconds and allows you to significantly go faster...

St Anger, I was wondering how would you characterize the 911 range from the 996, 993, 964 and the 3.2L in regards to a professional driver wanting the handling to be set up to "oversteer a bit". I’m wondering if, in your opinion (since you’re a skilled driver with various driving experience), a professional driver would consider the 911 range’s handling through the years as perfect or want less or more oversteering.

Watching videos of the current GT3 being tossed into turns, the car looks very controllable at the limit. I know that there were major changes to the handling characteristics between the 993 and the 964 models that may account for the newer models controllability while oversteering.

Older articles that I have read by Paul Frere discuss the oversteering character of the 911 3.2L as being desirable and an advantage to help the driver position the car on the road. For example, when discussing the 3.2L Club Sport model he said: "The stiffer shock absorbers also have reduced considerably the liftoff oversteering characteristic of the 911-behavior I personally approve of, as it helps the driver position the car."

An extremely skilled driver like Frere sounds like he might consider the early 3.2L handling as set up perfectly. Yet other writers discuss the handling characteristic of especially the older models such as the 3.2L as intimidating & beastly. I am confused by the different pictures painted about the controllability of the 911’s oversteering characteristics. Based on Frere’s description I get an image that represents something similar to videos described above were the back end of the car can be controllably slid and positioned without the fear of losing control. Yet other writers make it sound like once the back end starts sliding you better start praying, because chances are good that you won’t regain control.

I know your driving experience is mainly with 996 & 993 models but any insight you or anyone else might have would be appreciated.

[lakatu]

pro racers´d like to have a car that has a tendency to oversteer, and no understeering at all

Thanks st-anger your comments are insightful. I have heard that experienced drivers prefer oversteer to understeer, why is that?

first the answer to your question toronto, yes, i´ve met WR hundreds of times, he´s present at the EZW quite some times, and also at the NS during testing mainly at industry pool sessions, you know, he´s an official Porsche test driver, so, he work´s for PAG...
when you meet him and even work with him it´s beyond anything you could imagine, this guy is just supercool and extremely professional, he´s the most passionate Porsche employee i know...

so, why oversteering better that understeering....???
the one and only reason: a car with oversteering characteristics is simply faster, even when it´s quite tricky at the limit you´re still faster than with a car that has a understeering tendency.
as you know, understeering "happens" quite fast, you approach a corner at high speed and enter it hard, with a badly balanced car, the first thing what´ll happen is understeering and you´ll loose the line immediately, the car "runs wide", you´ll have to go off the accl, then stabilize the car, in the meantime you´re righ in front of the curbs and you even have to brake a bit not to end in the grass, at that time somewhere at the apex you´ll have to arrange the car again for the line with the better grip, again some time loss and you have to accelerate again, but the car has understeering so it run´s wide again at the exit and one can´t properly accelerate for the next straight...
so i think it´s obvious that it´s really bad to have understeering...
but as i said b4 there´re some tricks to force the car to oversteering...
and that´s the point, forcing a understeering car to oversteering, so oversteering must be the best way...
even with a badly balanced car you won´t have oversteering that fast like understeering, and when you finally have oversteering it´s very easy to stop it, just lift the accl a bit and the car has full grip again, of course, to say so you´ve to be a quite skilled driver. to understand better, just look at some F1 drivers, some of them want a car that oversteers a bit, you´re simply faster, it´s very controlable, when you know the car you also know when it´s enough, i´ve to say that i exactely know when e.g. a 996TT is at its limit, i can push it very very hard some spectators might think now he´ll loose it but it´s all under control...
so, understeering is and just costs a lot of time, oversteering can be corrected within seconds and allows you to significantly go faster...

St Anger, I was wondering how would you characterize the 911 range from the 996, 993, 964 and the 3.2L in regards to a professional driver wanting the handling to be set up to "oversteer a bit". I’m wondering if, in your opinion (since you’re a skilled driver with various driving experience), a professional driver would consider the 911 range’s handling through the years as perfect or want less or more oversteering.

Watching videos of the current GT3 being tossed into turns, the car looks very controllable at the limit. I know that there were major changes to the handling characteristics between the 993 and the 964 models that may account for the newer models controllability while oversteering.

Older articles that I have read by Paul Frere discuss the oversteering character of the 911 3.2L as being desirable and an advantage to help the driver position the car on the road. For example, when discussing the 3.2L Club Sport model he said: "The stiffer shock absorbers also have reduced considerably the liftoff oversteering characteristic of the 911-behavior I personally approve of, as it helps the driver position the car."

An extremely skilled driver like Frere sounds like he might consider the early 3.2L handling as set up perfectly. Yet other writers discuss the handling characteristic of especially the older models such as the 3.2L as intimidating & beastly. I am confused by the different pictures painted about the controllability of the 911’s oversteering characteristics. Based on Frere’s description I get an image that represents something similar to videos described above were the back end of the car can be controllably slid and positioned without the fear of losing control. Yet other writers make it sound like once the back end starts sliding you better start praying, because chances are good that you won’t regain control.

I know your driving experience is mainly with 996 & 993 models but any insight you or anyone else might have would be appreciated.

[st-anger]

well, we can talk for hours on that topic, but i´ll try to keep it short and simple, first, and this is the main point: it depends…
i´d say that the skilled (Porsche) driver is kinda used to excessive oversteering at the limit ( and beyond ) and i´ve to admit, when i´m looking at the upstarts taking their Porsches out to NS or HHR or whatever…any e.g. Focus RS is faster, because they simply can´t handle their car, yes, a Porsche can be a bit beastly, especially at the limit, but I also have to say that most of the customers won´t ever explore the limit of their cars, be extra careful with some write-ups in mags or whatever, what you see on vids and what they´re talking…. many times I thought to myself: yeah, in the vid it seems that he can drive and “understands” the car, …looks fast, nice powerslide, some nice comments …. but in the end I often come to the conclusion that some editors/testers have no idea….but this is just my opinion, there are some who definitely know their business but sometimes…..well….who cares, my tipp: don´t pay too much attention to “mag opinions…”
it´s a very simple comparison, just read an article about a model and then search around a bit on owner forums or whatever what they think about this certain issue and talk about the “mag-opinion” and you´ll see that sometimes it´s completely different…
but back to your question…
second, it´s a bit of a myth that all 911´s have a tendency to oversteering, the modern 911 have understeering characteristics but are more or less completely neutral. The whole handling characteristics changed through the years very much, the first 911´s are definitely a bit tricky to drive at the limit, but nowadays the cars should be driveable for anyone, so through the years PAG decided to “soften” the cars, main reason: the strong US market… it´d be too difficult to explain all that in detail.
so the very last real oversteerers are IMO the ones up to MY ´89, especially the 3.0 SC and 3.2, these models are very nervous mainly at load-cycle changes, and one have to be a real driver to push it hard, there´s no hydraulic clutch, no powers steering and ABS… so this is maybe one point why some ppl ( the “not so skilled” one´s ) say they´re very trickey and sometimes even beastly, the skilled driver enjoys the oversteering characteristics and is definitely faster with that…
so the “how to…” is another good point, drivers with some Porsche experience´ll know what to do to be fast, IMO it´s useless to compare a nowadays sportscar with a e.g. 964RS, for sure the tester won´t like they way such “old driver´s car” handle, nowadays everything is just controlled by electronics, some ppl told me after a ride, that they were literally afraid to push the car, because they said it´s undriveable at the limit….they can´t handle it, that´s it…
such cars were designed for pure driving pleasure, if one just want to go fast from A to B plz buy a SL55…. :wink:
so i´ve driven a 3.2 and the only thing I found “annoying” was the shifting…
i drove a pre ´87 model with the “915” gearbox where the synchronisation rings are coated with a rough molybdenum coating resulting in kinda tricky shifting behaviour, after ´87 they changed from the early Porsche synchronisation to the one from Getrag with the Borg-Warner patent, the G50 or 950 box, already with 964 technics, like much lower shifting forces, bigger clutch activated hydraulically instead of a linkage. all this required a new pedal layout, a new rear axle for the longer G50 box…
all this increased handling as well…
TIPP: if you want to show a bit off with your Porsche expertise when you´re sitting in a 3.2, here´s how it´s done: on a 3.2 with the newer G50 gearbox the reverse gear has a own lane on the left to the front, the older model with the 915 box, the rev.gear is in the same lane as the 5th gear, at the bottom to the right :wink:
to further improve handling a 40% diff lock´s available as an option…

what is to say about the 964, well, a good advise to start off, don´t buy a pre ´92 model so it should be one out of the N-series, Cup-wheels and side mirrors are standard and all the annoying teething troubles are fixed, like ignition distributor, dual-weighted flywheel, drive shaft, steering…
I can only speak for myself, but I don´t like the 964 model range, I don´t like the looks I don´t like the handling, a aftermarket suspension upgrade is definitely a must buy option on a 964, a very good decision is the one from Roock ( Bilstein dampers & H&R springs ) which converts handling from “undefined” to 993 like, and still comfortable too…
again something for the insiders: when the car handles like shit after refuelling in right hand corners with a high tendency to oversteer, it´s because of the fuel. when the fuel tank cap isn´t properly closed the fuel is running out through a overflow directly behind the left front wheel… i´ve never experienced something like that, but a colleague smashed a 964 because of that…
on the C4 models I won´t spend a single word, they´re just crap on the racetrack…
another thing about driveability worth to mention: from ´87 on the 964 models have a kinda tricky hydraulic clutch system…

so I needn´t loose to many words on the 993, it´s just perfect: it has the looks, the performance, the handling AND the sound…
even the AWD 993´s are handling really good, definitely not comparable with the 964, but unfortunately also not with the 996 models, and i´m just speaking of AWD models now…
just for the fun, I prefer a 993 4S or Turbo S, IMO also one of the best looking cars ever…

to sum it all up, go for ya 3.2 it´s a very good choice and starter into 911 world, maybe attend some Porsche driving schools and you ´ll love it...

so, hope this helps a bit, now i´m tired and off to bed :wink:

[lakatu]

so i´ve driven a 3.2 and the only thing I found “annoying” was the shifting…
i drove a pre ´87 model with the “915” gearbox where the synchronisation rings are coated with a rough molybdenum coating resulting in kinda tricky shifting behaviour, after ´87 they changed from the early Porsche synchronisation to the one from Getrag with the Borg-Warner patent, the G50 or 950 box, already with 964 technics, like much lower shifting forces, bigger clutch activated hydraulically instead of a linkage. all this required a new pedal layout, a new rear axle for the longer G50 box…
all this increased handling as well…


St Anger you have mentioned the improved handling of the '87-89 911's compared to the pre '87 models before and I was wondering if you could elaborate on how the adaptation of the G50 transmission resulted in handling improvements.

I did a little research into this myself and found that the anti-roll bars and torsion bars were increased 1986-89 models relative to 1980-85 models. The 1980-85 anti-roll bars were increased from F 20 mm to F 22 mm and R 18 mm to R 21 mm. While the front torsion bars remained the same, the rear were increased from 24 mm to 25 mm.

Paul Frere in “Porsche 911 Story” indicates that the rear cross member carrying the rear suspension and the gearbox had to be changed but that the suspension pick-up points remained the same. Do you know if there were any other changes other than the ones I’ve listed that would have affected the handling of ’87 models verses pre ’87? Thanks.

[TwinTurbo]

Nice info, thanks a lot for sharing it.

[1zippo1]

Last time that I checked this thread, I only got till the 4S. So tonight I saved all your info on the cars after the 4S. And saved about 1/3th of the pics you posted :D Too be honest, I'm glad I finally got to the end, but that doesn't mean that it is a very very interesting topic!!

Very nice pic, thx again for this!!! I've seen them all, and saved the best (which were a lot :D )
Those porsche Cayenne S pics are from the best car pics that I've ever seen, no doubt!! I wanted to set the porsche logo on the Cayenne's dirty bonnet as my wallpaper, such a pitty it made the icons allmost invisble.

[speedyruca]

i believe porsche can be as good or even better than a Ferrari and even have no "electrical problems".... at least that's what i hope!!
Beautiful cars.... all of them!

[ChrisAW11]

One question on the Carrera GT's engine - given Porsche's history, the V10 configuration seems a bit odd - ok, it appears to be the latest and best configuration for performance cars, due to its V8-like compactness and its V12-like power and smoothness, but still - I'm wondering why they didn't create something like a Flat12 or 180° V12 (as in the 917) engine, where they could have used a lot of 911 technology?
The Carrera GT seems to be based around the lowest possible CG, so why not stick with the engine concept that concentrates its masses as low as possible? Would it have been impossible to fit such an engine into the chassis?

Don't get me wrong, I love the V10, but it's still a bit strange in my eyes...

[blinkmeat]

Seen the new 911? I hat the front slat-nose... it's a shame

[sads]

excelent but i wonder how many will make it down here i know that the V6 Cayenne is know chance

[st-anger]

excelent but i wonder how many will make it down here i know that the V6 Cayenne is know chance

it´s only a BIG rumor, but guess what, PAG´ll probably remove the V6 version like it is now...
again, i can´t tell you too many details, but it seems to be :wink: that the the V6´ll be replaced by some other versions in the same power league ~300hp...

some´ll probably know...i won´t comment any further on that ´till i´m allowed to say more...

[lakatu]

St-Anger excellent write up on the 911 Carrera. I have a question about the relative performance of the current 996 to prior years 300hp 996 model. Sport Auto's Supertest shows the performance of the new 320 hp model recorded the same lap time on the NS (8'12") and was slower on the Hockenheim (1'17.1" verses 1'15.9"). All this despite all the improvements that you eloquently discussed including 20 more horsepower and larger tires and wheels; offset by 68kg more weight. What do you attribute this too? Could normal production variation account for such a difference?

I was wondering if someone who may have read that article may know if Sport Auto discussed why the newer model didn't demonstrate greater performance on the track? The older car seems to outperform the newer version in the corners while slower on the straights. Obviously the greater weight of the newer 996 hurts it in the corners. Also, I don't know the answer to this but the Pirelli's P Zero's the old 996 rode on may be better than the newer 996's Michelin Pilot Sport.

hmmm, you´re right, i´ve looked the lap times up myself again, i´ve both articles, but unfortunately not a single word from the editors why it´s, maybe not slower, but also not faster…
BUT, from what I know about both cars, which i´ve already driven, the old Carrera is a bit more gentle to drive, maybe not because of the 68kg, but i´ll try to explain…
first, we should mention that both cars had been equipped with the optional sport suspension, second, and now we´re talking about the latest Carrera only, the 320hp version not the 300 one, the dynamic vehicle behaviour at the limit has been pushed upwards a bit thus it´s now even more narrow than on the mk1 996 C2 and quite compareable with the handling of the 993… while drag throttle, the C2 has a strong tendency to understeer because of the special axle-geometry and the wide rear tyres, the mk2 C2 has 285, the mk1 “only” 265, both with 225 at the front, so to prevent understeering one´ll go off the accelerator to force the car into load-cycle change, and then again at full throttle, BUT this results in a quite undefined vehicle handling, because the car doesn´t really give the driver a notice when it´s near its limit, so one could easily loose it without some experience and practice…
so i think it´s obvious that such a handling characteristic isn´t very helpful for a good lap time at a narrow and kinda slow track like HHR…
hope this helps a bit….
St-anger sorry to drag up an old post but I have been thinking about a question related to this post for awhile and I am not sure of the answer I have come up with. The question that arose in my mind from your answer was why would Porsche deliberately narrow the dynamic vehicle behavior at the limit?

First let me explain what I think that means. It sounds like the MKI starts to progressively understeer or oversteer gradually as it approaches its handling limits. Whereas the MKII stays neutral without either end sliding and then when it reaches its cornering limits it suddenly transitions breaks traction into a more extreme understeer or oversteering condition.

Assuming I understood this correctly the MKII’s handling behavior seems like it would be less desirable since it would not communicate to the driver where the cornering limit is and thereby prevent approaching as close as possible that limit without exceeding it.

On the other hand I notice from the data that while the lateral acceleration is the same for both cars the slalom speeds and evasive course speeds are higher for the MKII. This would make sense since as long as the driver didn’t exceed the handling limits, the position of the car should not drift as wide allowing a tighter more precise line and therefore faster speeds. Here is where my lack of track driving makes it difficult to understand these concepts but it appears that if the driver instinctively knew the cars handling limits without the car signaling that to the driver, the MKII style handling would be faster and more desirable for a skilled driver. And if this is the case why wouldn’t the MKII be faster on the more narrow HHR track. It would seem to me that like the results of the slalom, the MKII should be better on tighter more narrow tracks than the MKI.

Sorry I am really confused by this and was hoping you could you possibly explain why Porsche would deliberately narrow the dynamic handling and why that is desirable? Also I thought that the 996 increased cornering speeds relative to the 993.

[st-anger]

St-Anger excellent write up on the 911 Carrera. I have a question about the relative performance of the current 996 to prior years 300hp 996 model. Sport Auto's Supertest shows the performance of the new 320 hp model recorded the same lap time on the NS (8'12") and was slower on the Hockenheim (1'17.1" verses 1'15.9"). All this despite all the improvements that you eloquently discussed including 20 more horsepower and larger tires and wheels; offset by 68kg more weight. What do you attribute this too? Could normal production variation account for such a difference?

I was wondering if someone who may have read that article may know if Sport Auto discussed why the newer model didn't demonstrate greater performance on the track? The older car seems to outperform the newer version in the corners while slower on the straights. Obviously the greater weight of the newer 996 hurts it in the corners. Also, I don't know the answer to this but the Pirelli's P Zero's the old 996 rode on may be better than the newer 996's Michelin Pilot Sport.

hmmm, you´re right, i´ve looked the lap times up myself again, i´ve both articles, but unfortunately not a single word from the editors why it´s, maybe not slower, but also not faster…
BUT, from what I know about both cars, which i´ve already driven, the old Carrera is a bit more gentle to drive, maybe not because of the 68kg, but i´ll try to explain…
first, we should mention that both cars had been equipped with the optional sport suspension, second, and now we´re talking about the latest Carrera only, the 320hp version not the 300 one, the dynamic vehicle behaviour at the limit has been pushed upwards a bit thus it´s now even more narrow than on the mk1 996 C2 and quite compareable with the handling of the 993… while drag throttle, the C2 has a strong tendency to understeer because of the special axle-geometry and the wide rear tyres, the mk2 C2 has 285, the mk1 “only” 265, both with 225 at the front, so to prevent understeering one´ll go off the accelerator to force the car into load-cycle change, and then again at full throttle, BUT this results in a quite undefined vehicle handling, because the car doesn´t really give the driver a notice when it´s near its limit, so one could easily loose it without some experience and practice…
so i think it´s obvious that such a handling characteristic isn´t very helpful for a good lap time at a narrow and kinda slow track like HHR…
hope this helps a bit….
St-anger sorry to drag up an old post but I have been thinking about a question related to this post for awhile and I am not sure of the answer I have come up with. The question that arose in my mind from your answer was why would Porsche deliberately narrow the dynamic vehicle behavior at the limit?

First let me explain what I think that means. It sounds like the MKI starts to progressively understeer or oversteer gradually as it approaches its handling limits. Whereas the MKII stays neutral without either end sliding and then when it reaches its cornering limits it suddenly transitions breaks traction into a more extreme understeer or oversteering condition.

Assuming I understood this correctly the MKII’s handling behavior seems like it would be less desirable since it would not communicate to the driver where the cornering limit is and thereby prevent approaching as close as possible that limit without exceeding it.

On the other hand I notice from the data that while the lateral acceleration is the same for both cars the slalom speeds and evasive course speeds are higher for the MKII. This would make sense since as long as the driver didn’t exceed the handling limits, the position of the car should not drift as wide allowing a tighter more precise line and therefore faster speeds. Here is where my lack of track driving makes it difficult to understand these concepts but it appears that if the driver instinctively knew the cars handling limits without the car signaling that to the driver, the MKII style handling would be faster and more desirable for a skilled driver. And if this is the case why wouldn’t the MKII be faster on the more narrow HHR track. It would seem to me that like the results of the slalom, the MKII should be better on tighter more narrow tracks than the MKI.

Sorry I am really confused by this and was hoping you could you possibly explain why Porsche would deliberately narrow the dynamic handling and why that is desirable? Also I thought that the 996 increased cornering speeds relative to the 993.

…quite confusing for a german speaking guy, but I think I know what you´re meaning and´ll try to explain, plz let me know if I didn´t catch the point…
so, first, it wasn´t really wanted by Porsche to narrow the dynamic handling, it simply happened, but as you see, no one really recognised that, i´ve read many test back then, there where pros and cons the common bla bla bla but from what i´ve read, only SA mentioned that behaviour, we knew about it, but it´s really only at the limit and for an average skilled driver with quite some track experience, he wouldn´t notice all this that much, the whole handling mainly depends on the tyres, the MkI was equipped with Pirellis the MkII with wider Michelins, so through the years, maybe not today, but in the past Porsche models were faster with Pirellis, don´t know exactly why, it´s a matter of fact, just look at CGT times, 20!!!!!!! seconds faster with Pirellis round NS than with Pilot Sports…
another thing are the wider tyres on the MKII, the wider the tyres the faster you´ll loose it when at the limit, one can catch it back quite easy then because of the wide tyres = more grip, but you´ll loose time with all that…
we´ve tried it with other tyres, e.g. Conti Sport Contact and Pirellis but it´s been more or less the same, slightly better with the Pirellis, even worse with the Contis…
slalom speeds and evasive course speed can´t be directly compared with HHR lap time IMO…
so it´s not that surprising that the MkII is not significantly faster than the MkI, sad but true it´s not that perfectly balanced, but I can only say: only 10% of the C2 customers´ll experience that, it´s not the typical track car, mainly the lawyer, yuppie,… ride ;)
for the track with a professional driver there´s only one Porsche: GT3(RS)…

let me know if that “helps” you further….

[lakatu]

St-Anger excellent write up on the 911 Carrera. I have a question about the relative performance of the current 996 to prior years 300hp 996 model. Sport Auto's Supertest shows the performance of the new 320 hp model recorded the same lap time on the NS (8'12") and was slower on the Hockenheim (1'17.1" verses 1'15.9"). All this despite all the improvements that you eloquently discussed including 20 more horsepower and larger tires and wheels; offset by 68kg more weight. What do you attribute this too? Could normal production variation account for such a difference?

I was wondering if someone who may have read that article may know if Sport Auto discussed why the newer model didn't demonstrate greater performance on the track? The older car seems to outperform the newer version in the corners while slower on the straights. Obviously the greater weight of the newer 996 hurts it in the corners. Also, I don't know the answer to this but the Pirelli's P Zero's the old 996 rode on may be better than the newer 996's Michelin Pilot Sport.

hmmm, you´re right, i´ve looked the lap times up myself again, i´ve both articles, but unfortunately not a single word from the editors why it´s, maybe not slower, but also not faster…
BUT, from what I know about both cars, which i´ve already driven, the old Carrera is a bit more gentle to drive, maybe not because of the 68kg, but i´ll try to explain…
first, we should mention that both cars had been equipped with the optional sport suspension, second, and now we´re talking about the latest Carrera only, the 320hp version not the 300 one, the dynamic vehicle behaviour at the limit has been pushed upwards a bit thus it´s now even more narrow than on the mk1 996 C2 and quite compareable with the handling of the 993… while drag throttle, the C2 has a strong tendency to understeer because of the special axle-geometry and the wide rear tyres, the mk2 C2 has 285, the mk1 “only” 265, both with 225 at the front, so to prevent understeering one´ll go off the accelerator to force the car into load-cycle change, and then again at full throttle, BUT this results in a quite undefined vehicle handling, because the car doesn´t really give the driver a notice when it´s near its limit, so one could easily loose it without some experience and practice…
so i think it´s obvious that such a handling characteristic isn´t very helpful for a good lap time at a narrow and kinda slow track like HHR…
hope this helps a bit….
St-anger sorry to drag up an old post but I have been thinking about a question related to this post for awhile and I am not sure of the answer I have come up with. The question that arose in my mind from your answer was why would Porsche deliberately narrow the dynamic vehicle behavior at the limit?

First let me explain what I think that means. It sounds like the MKI starts to progressively understeer or oversteer gradually as it approaches its handling limits. Whereas the MKII stays neutral without either end sliding and then when it reaches its cornering limits it suddenly transitions breaks traction into a more extreme understeer or oversteering condition.

Assuming I understood this correctly the MKII’s handling behavior seems like it would be less desirable since it would not communicate to the driver where the cornering limit is and thereby prevent approaching as close as possible that limit without exceeding it.

On the other hand I notice from the data that while the lateral acceleration is the same for both cars the slalom speeds and evasive course speeds are higher for the MKII. This would make sense since as long as the driver didn’t exceed the handling limits, the position of the car should not drift as wide allowing a tighter more precise line and therefore faster speeds. Here is where my lack of track driving makes it difficult to understand these concepts but it appears that if the driver instinctively knew the cars handling limits without the car signaling that to the driver, the MKII style handling would be faster and more desirable for a skilled driver. And if this is the case why wouldn’t the MKII be faster on the more narrow HHR track. It would seem to me that like the results of the slalom, the MKII should be better on tighter more narrow tracks than the MKI.

Sorry I am really confused by this and was hoping you could you possibly explain why Porsche would deliberately narrow the dynamic handling and why that is desirable? Also I thought that the 996 increased cornering speeds relative to the 993.

…quite confusing for a german speaking guy, but I think I know what you´re meaning and´ll try to explain, plz let me know if I didn´t catch the point…
so, first, it wasn´t really wanted by Porsche to narrow the dynamic handling, it simply happened, but as you see, no one really recognised that, i´ve read many test back then, there where pros and cons the common bla bla bla but from what i´ve read, only SA mentioned that behaviour, we knew about it, but it´s really only at the limit and for an average skilled driver with quite some track experience, he wouldn´t notice all this that much, the whole handling mainly depends on the tyres, the MkI was equipped with Pirellis the MkII with wider Michelins, so through the years, maybe not today, but in the past Porsche models were faster with Pirellis, don´t know exactly why, it´s a matter of fact, just look at CGT times, 20!!!!!!! seconds faster with Pirellis round NS than with Pilot Sports…
another thing are the wider tyres on the MKII, the wider the tyres the faster you´ll loose it when at the limit, one can catch it back quite easy then because of the wide tyres = more grip, but you´ll loose time with all that…
we´ve tried it with other tyres, e.g. Conti Sport Contact and Pirellis but it´s been more or less the same, slightly better with the Pirellis, even worse with the Contis…
slalom speeds and evasive course speed can´t be directly compared with HHR lap time IMO…
so it´s not that surprising that the MkII is not significantly faster than the MkI, sad but true it´s not that perfectly balanced, but I can only say: only 10% of the C2 customers´ll experience that, it´s not the typical track car, mainly the lawyer, yuppie,… ride ;)
for the track with a professional driver there´s only one Porsche: GT3(RS)…

let me know if that “helps” you further….

LOL I am amazed at the ability of everyone that posts to JW where English is a second language. You guys do an excellent job. I have tried learning a second language and it was one of the hardest things I have ever tried to do.

Thanks st-anger for your response. I find this topic very interesting so I was wondering if I could ask a series of follow up questions concerning what you have posted. I thought it might be easier to address them one at a time.

First I was wondering if I understood correctly the phrase you used “narrow dynamic handling” based on the description I gave in an earlier post. How does dynamic handling relate to a car being “perfectly balanced”? I think of a perfectly balanced car as having a neutral handling behavior without excessive understeer or oversteer and good turn in. For example, it appears that the GT3 RS is a perfectly balanced car. More so than the standard GT3 especially in regards to turn in.

[st-anger]

MOVED:

posted by flat6:


997 Carrera and Carrera S *official pics*

http://individual.utoronto.ca/ascetic/31878-997hr4.jpg

http://individual.utoronto.ca/ascetic/31876-997hr2.jpg

http://individual.utoronto.ca/ascetic/31866-9971.jpg

http://individual.utoronto.ca/ascetic/1.JPG

http://individual.utoronto.ca/ascetic/3.JPG

http://individual.utoronto.ca/ascetic/4.JPG


For the first time since 1977, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is launching two new 911 models at the same time: the 911 Carrera with a 239 KW (325 BHP), 3.6 litre boxer engine, and the 911 Carrera S, powered by a newly developed 3.8 litre engine, which delivers 261 KW (355 BHP). With torque of 400 Newton meters, the S model surges from zero to 100 kph in 4.8 seconds. The Carrera does this in exactly five seconds. Top speeds for the Carrera and Carrera S are 285 kph and 293 kph respectively. The two 911 models from the 997 series will be launched across Europe on 17 July 2004 (with the exception of the right-hand drive market in Great Britain).

Both 911 models have a newly developed six-speed gearbox and a reworked chassis, which includes active suspension as standard in the S model. For the 911 Carrera, this chassis, called "Porsche Active Suspension Management", can be supplied on request. In the "normal" position, PASM provides a sporty and comfortable balance to the suspension; pressing the "sport" button, however, makes the suspension firmer which enables the car to be driven in a particularly agile and sporty way. In addition to PASM, a further option for both models is sports suspension, which is lower by 20 mm, with a mechanical rear inter-wheel differential lock.

The format of the wheels and tyres has also evolved: the 911 Carrera now has, as standard, 18J x 18 size wheels with 235/40 ZR 18 tyres (front) and 10J x 18 with 265/40 ZR 18 tyres at the rear. The Carrera S is equipped with 19 inch rim/tyres, size 8J x 19, with 235/35 ZR 19 (front axle) and 11J x 19 with 295/30 ZR 19 (rear axle).

The design of the Porsche 911 is a logical continuation of the 911 story, now over 40 years old. The result of the new exterior design – including a wider track and more emphasis on the waist – is a 911 which is even more dynamic, clear, powerful and, at the same time, elegant. Other striking features of the evolutionary design are the new circular headlamps with separate additional headlamps in the nose area, more prominent fenders, dual-arm exterior mirrors, altered seam characteristics and a more aerodynamic rear spoiler.

The basis price for the 911 Carrera is EUR 64,700 and EUR 73,300 for the 911 Carrera S. In Germany, these prices (including VAT and country-requirements) are EUR 75,200 for the Carrera and EUR 85,176 for the Carrera S.

[flat6]

Something's wrong with the GT3 album :?
http://www.imagestation.com/album/?id=4287101791

[TT]

You have to consider st-anger's HUGE albums were online for quite a while now...

[flat6]

True, but that's the only one I didn't get, and it's the only one that seems to be down. Eh, bad luck...

[st-anger]

True, but that's the only one I didn't get, and it's the only one that seems to be down. Eh, bad luck...

...working more than fine for me :?

TT have you tried???

[st-anger]

MOVED:

posted by LotusGT1

Porsche 969, the car that never got produced...

http://img36.imageshack.us/img36/8929/one.jpg

This rare internal photo of the ill-fated Type 969 shows that from the front the proposed range-topping model had many styling features in common with the 968. It was planned for launch as a 1991 model.


http://img36.imageshack.us/img36/6255/616.jpg

Developed under type number 965, the 969 would have been a twin-turbocharged 3.5-liter model at the top of the Porsche model range. This is one of the few images available of Porsche's still-born supercar.


With the cancelling of the project, all but 1 of the 16 produced prototypes were destroyed.

http://img36.imageshack.us/img36/459/e1.jpg

At the end of the 1988, a mocked-up installation was made, placing Porsche's Indy-project V8 in rear panelling like that of the Type 964. The racing engine was a snug fit, with its air cleaners behind the rear wheels and dual mufflers underneath. Turbocharging the unit would have been a nightmare.


source: www.flat-6.net

[TT]

True, but that's the only one I didn't get, and it's the only one that seems to be down. Eh, bad luck...

...working more than fine for me :?

TT have you tried???

I tried it and the images were "not available at the moment", but now they are :D

[flat6]

Cool :mrgreen:

[flat6]

Here's a little something...

911 4-Seater Prototype :shock:

http://individual.utoronto.ca/ascetic/9114seater.jpg

Taking a Porsche's appeal and stretching it? It wasn't the first time and it wouldn't be the last time. In the late 60's, Porsche as a company was undergoing important changes, while the model range itself was remaining rather static. The 356 was long gone, and save for the lower-market 912, the 911 was all alone: the company was living on the rather specialized offering of two person sports cars. There were some things resembling seats in the back, as attested by their shape and cloth covering. However, these attempts by Porsche fooled no one, and owners would at most place small children or, better yet, dogs, in the rear ‘seats.’ Why not make the car more practical?

The idea has been around for a long time. Porsche’s roots were with the Beetle, the famous people-mover, and plenty of work had been done with expanding the size of that car. The 356 itself had four seat prototypes built in its era, and during the development of the 911, 911-like cars also featured larger, more accommodating rear. The progression to get a four seat 911 on the drawing board was natural. Two prototypes were built in 1969, which Porsche based on the design of the contemporary B-body 911. The wheelbase was extended about half a foot through the area between the rear edge of the door and the rear wheelhouse, precisely where the extra space would be needed for the rear passengers.

As is common with such projects, each of the prototypes incorporated different styling. One’s looks merely resembled that of the 911, a truly extended version of the sports car. The other car, which is pictured here on the right, had a tale that was more squarish, and also featured larger lights. Most notable is the rear-quarter windows, which some have remarked – in a decidedly uncomplimentary fashion – resembled those of an Opel Kadett coupe.

Ultimately, neither was very attractive and they were not approved for production. One did end up sticking around the factory for a number of years, serving as development ‘hack’. However, this would not be the end of the effort to expand the Porsche 911 beyond the two seater configuration. In the late 70’s, Porsche launched its 928, which it was quite convinced would take over from the 911 – a true four seat evolution. That did not end up being as successful as envisioned, and the 911 still remains, seating configuration unmolested. In the early 90’s, Porsche yet again added more seats to a 911 prototype, the four door 989 saloon, which did not enter production either due to cost concerns. Its looks did carry over to the then future-generation 911, the 993. Nevertheless, it seems we will, over the coming years, definitely see the 911 grow to sport four seats. Building on the success of their Cayenne SUV, Porsche has confirmed that it will produce a four seater model, which will obviously take styling cues from the venerable 911.


Source: http://www.flat-6.net/forum/showcar.php?do=overview&car_model_id=332

[st-anger]

Porsche 997 Carrera2 & Carrera "S"

http://img63.photobucket.com/albums/v192/st-anger/997_prev.jpg

Coupes get new bodies, more power and stunning technological innovations

The all-new Porsche 911 launches with a pair of coupes that package innovative technology, more powerful engines, enhanced aerodynamics and new interiors beneath a familiar and legendary silhouette.

The introduction of the 2005 Porsche 911 Carrera and the 2005 Porsche 911 Carrera S also marks the first time since 1977 that Porsche powers the 911 with a pair of engines. The 2005 Porsche 911 Carrera is propelled by a 3.6-liter flat six-cylinder engine with 325 (SAE) horsepower and 273 pound-feet of torque (370 Newton meters) while the 2005 Porsche 911 Carrera S draws on a 3.8-liter flat six that provides 355 (SAE) horsepower and 295 pound-feet (400 Nm) of torque.


S designates special Porsche models

An “S” designation has a very special meaning at Porsche, signifying a unique model, not a mere trim upgrade or option package.

The first Porsche to wear an “S” badge was the 1952 356 equipped with the 1.5-liter “Super” engine. Perhaps the most famous “S” model in the company’s history was the 911 S launched in 1967, though modern Porsche enthusiasts might tell you their favorite is the 911 Carrera 4S. In recent years, Porsche has offered higher-performance models of the Boxster roadster and Cayenne sport utility vehicle designated as the Boxster S and Cayenne S.

The larger and more powerful new 3.8-liter engine is only one of several features that distinguish the 2005 Porsche 911 Carrera S, which also comes with, as standard equipment, the new Porsche Active Suspension Management technology, larger brakes with red-painted calipers, larger wheels, standard Bi-Xenon headlights, a sports steering wheel, aluminum-look interior trim and a silver-colored rear deck lid logo.


Extensive list of new features

The 2005 Porsche 911 Carrera and 2005 911 Carrera S launch a new generation of the Porsche 911. While retaining the 911 badge and the same basic silhouette, the new model succeeds the previous 911, a car launched as a 1999 model and the first 911 powered by a liquid-cooled version of Porsche’s highly acclaimed flat-six engine.

The 2005 Porsche 911 Carrera and 2005 Porsche 911 Carrera S may look similar to the 911s that came before, but they are clearly new models inside and out.

Among the features unique to the new 911 are a new six-speed manual transmission, variable-ratio rack-and-pinion steering, Porsche Active Suspension Management, a Sport Chrono Package Plus that records and displays lap times, new seating options in a redesigned passenger compartment and airbags that emerge from the side window sills offering improved head protection.


Wider track, and a slimmer, more accentuated waistline

With a wider track and slimmer, more accentuated waistline, the new Porsche 911 has a more powerful and athletic stance. These characteristics are more than cosmetic changes; the car is more powerful and has an expanded envelope of dynamic capabilities.

While the wheelbase remains 92.52 inches (2350 mm), overall length decreased and height increased by less than two-tenths of an inch compared to the previous 911, the 2005 Porsche 911 Carrera rides on front and rear tracks that are nearly an inch wider than on the previous model. The numbers for the new car are 58.5 inches (1486 mm) for the front track, compared to 57.68 (1465) last year, and 60.39 inches (1534 mm) for the rear track, compared to 59.06 inches (1500 mm). Overall width of the 2005 Porsche 911 Carrera is nearly 71.2 inches (1808 mm), almost an inch and half wider than the previous generation.


Wider, lighter suspension

But not only has the track (the width of the car’s contact with the pavement) been expanded, the suspension itself has been widened, by nearly 1.2 inches (30 mm) in front and by more than 1.3 inches (34 mm) in the rear, and has been re-engineered to enhance ride and handling characteristics.

With both performance and safety in mind, Porsche engineers redeveloped the front axle subframe, widening the structure and widening the axle pivot points by 1.18 inches (30 mm). To reduce weight and to improve airflow to the brakes, new hollow front axle pivot bearings replace solid components and reinforced and larger diameter wheel mounts are used. To enhance ride comfort, hydraulic suspension mounts are used, suppressing high-frequency vibration and minimizing the transmission of unwanted vibrations to the steering system.

In the rear, the axle has been widened by 1.34 inches (34 mm) and the multi-arm axle and its aluminum sub frame are made of more rigid components. However, the subframe also is lighter by approximately 2.2 pounds (1 kg). Porsche engineers also moved the pivot points of the upper track control arms up by 0.39 inches (10 mm) and moved the pivot points of the lower arms down by 0.2 inches (5 mm), increasing the anti-squat effect by 25 percent providing better support of lateral forces and assuring directional precision in turns.

Also new is a hollow-cast aluminum wheel mount that is 10 percent lighter but also stiffer than the former solid component.

Anti-roll bar pivot points have been changed to provide more direct response, reduce body roll in turns and reduce friction, which enhances the sensitivity of new aluminum springs that are some 70 percent lighter than conventional steel springs.

Instead of steel and rubber, rear suspension mounts use internal elastic foam that reduces weight by 45 percent and improves noise and vibration control.

Enhancing the performance of the 2005 Porsche 911 Carrera suspension system is a new generation of tires designed to convey higher forces in both longitudinal and lateral acceleration.


Porsche Active Suspension Management

Standard on the 2005 Porsche 911 Carrera S and optional on the 2005 Porsche 911 Carrera is the new Porsche Active Suspension Management (PASM). PASM uses active damping to provide two suspension systems in one, one designed for an athletic yet comfortable ride and the other for performance driving situations.

By pressing a button on the center console, the driver can switch from “PASM Normal” to “PASM Sport.” Even in normal mode, the PASM suspension lowers the car by 0.39 inches (10 mm) compared to the standard 911 Carrera suspension setup. When switched into its sport setting, PASM activates a firmer damper control map to provide extreme agility and dynamic control that minimizes body roll.

In testing at Germany’s famous Nürburgring racing circuit, the PASM Sport setting produced lap times an average of five seconds faster than with the standard 2005 suspension setup.

There are advantages to PASM even when left in its normal setting, because it automatically adjusts to changes in driving style, gradually becoming firmer to respond to greater dynamic forces.

The PASM system combines continuously adjustable shock absorbers, a pair of accelerometers – one in the front right damper dome, the other in the left rear -- that determine vertical movements of the car’s body and an electronic control unit that also has access to steering angle, road speed, brake pressure and engine torque figures. Together they can provide optimum damper control for each wheel through the active dampers that have a similar structure as standard shocks (providing damping with oil pressure), but that also have a bypass valve that opens and closes to increase or reduce the oil flow as needed. (Should the system fail, the bypass valve automatically closes, putting PASM into its hardest position to assure a safe driving mode.)


Settings for any driving situation

PASM is equipped with five special software modules – lane change, vertical control, lateral acceleration, brake and load change – to provide optimum settings for any driving condition.

Lane change module: In response to rapid movements of the steering wheel in a sudden maneuver, the system instantaneously increases damper forces on both axles, reducing any tendency toward swaying or rocking.

Vertical control module: In the normal program, damper forces increase whenever vertical movement of the car’s body exceeds a threshold, for example, when driving on a bumpy surface. This prevents any risk of the body starting to rock. However, when in the sport program, the system reduces the damping effect to maintain wheel contact with a rough surface, preventing the risk of the car “jumping” around.

Lateral acceleration module: In the normal program, damping varies through a curve and adjusts with road speed and lateral acceleration.

Brake module: As soon as the driver applies the brakes, PASM firms damping to reduce body dive, ensuring faster transmission of brake forces to the road. Then, at a certain point in the braking process, the system switches to softer damping, with different forces applied in the front and rear of the car. This ensures better surface contact and shortens stopping distances, even on rough roads.

Load change module: In all-out acceleration, with the driver lifting off the accelerator while shifting gears, the control maps are adjusted for the front and rear axles. In the normal mode, harder damping is used briefly to prevent too much squad. In the sports mode, a softer damper response is used to improve traction, for example, on a rough road surface.


Larger wheels and tires

For the first time in its history, the Porsche 911Carrera rides on standard 18-inch wheels. The light-alloy rims have a five-spoke design and are produced through a new flow-forming process. They are eight inches wide on the front axle and 10 inches wide on the rear. Tires are Z-rated radials, 235/40 aspect in front and 265/40 in the rear.

The 2005 911 Carrera S comes on standard 19-inch wheels, eight inches wide in front and 11 inches in the rear. Again, tires are Z-rated radials, 235/35 aspect in front and 295/30 in the rear.


No spare tire

Because of improved tire technology, and to reduce the weight of a spare, jack and tools (some 22 pounds or 10 kg), the 2005 Porsche 911 Carrera dispenses with those accessories and replaces them with tire sealant and electric air compressor, allowing emergency repair of a small puncture and the ability to drive at speeds of up to 50 mph (80 km/h) without damaging the wheel.


Reinforced brakes on 911 Carrera S

The 2005 Porsche 911 Carrera stops with the sort of certain authority that characterizes the dynamics of all Porsche vehicles. The new sports car has 12.52-inch (318 mm) front rotors and 11.77-inch (299 mm) rear rotors, all cross-drilled and inner-vented with black-colored, monoblock, four-piston calipers. This is the same hardware found on the 2004 Porsche 911 Carrera, except that the power of the brake servo has been increased by 17 percent to 4.5:1, reducing the force needed on the pedal and providing more spontaneous braking response.

Brake cooling also improves for 2005, thanks to the new front axle pivot mounts and enhanced under-vehicle airflow.

The 2005 Porsche 911 Carrera S has even larger brakes: reinforced four-piston monoblock red-painted fixed calipers front and rear with 13-inch (330 mm) front and rear discs and larger brake pads.


Porsche Ceramic Composite Brakes

For the first time, Porsche Ceramic Composite Brakes are available on the 911 Carrera and 911 Carrera S. Previously, they were available only on special models, such as the Porsche 911 Turbo.

Instead of metal, the 13.78-inch (350 mm) brake discs are a ceramic composite material that provides high and consistent levels of friction during application. They also weigh approximately 50 percent less than metal discs and thus reduce unsprung masses by 34.4 pounds (15.6 kg) per vehicle.

Ceramic brakes help reduce brake pad abrasion compared to metal brakes disc because of the extremely hard surface of the ceramic discs and because ceramic discs cannot corrode and are not affected by elements such as road salts used in winter months.

For 2005, the Porsche Ceramic Composite Brakes are more rigid, yet include more interior cooling ducts. Fiber reinforcement on the friction surface is increased, significantly enhancing resistance to abrasion under high loads.


New generation of Porsche Stability Management

The introduction of the 2005 Porsche 911 Carrera and 911 Carrera S also marks a new generation of Porsche Stability Management (PSM).

Launched on the 1999 Porsche 911 Carrera 4, PSM uses data from several sensors to detect a loss of grip and reduces instability by applying braking to individual wheels and, if necessary, by reducing engine torque.

For 2005, PSM benefits from new anti-lock brake sensors that take their readings not from conventional wheel pulses but from multi-pole seats fitted directly on the wheel bearings. These improved signals allow more precise processing and control. Instead of conventional shaft valves, linear solenoid valves adjust brake pressure with nearly infinite precision.

To provide pressure more quickly, a new hydraulic pump is used and a pre-charging pump and its connections are eliminated, reducing system weight by 25 percent or 6.6 pounds (3 kg).

Another enhancement to PSM for 2005 gives the enthusiast driver more control over the system. PSM can be turned off through a switch on the dashboard. In the past, PSM automatically reactivated when the brake pedal was depressed, but for 2005 the system reactivates only when the pedal is pushed hard enough to exceed the ABS control threshold on at least one front wheel. This change allows the enthusiast driver more dynamic freedom, including slight use of the brakes in curves.


New variable-ratio steering

For the first time, the 911 comes with standard variable-ratio steering that enhances the car’s agility on winding roads while retaining exceptional stability at higher speeds.

When the steering wheel is turned within 30 degrees of its centered position, the steering ratio remains similar to that on the previous generation 911. This assures a smooth and calm driving experience, even on rough surfaces on which a driver might have a tendency to steer too much.

However, when the steering wheel angle exceeds 30 degrees from center the steering ratio become more direct, reducing the lock-to-lock ratio from its usual 2.98 to only 2.62. This gives the driver better control both on fast, winding roads and in slow-speed parking maneuvers.

In addition to the new variable ratio technology, the 2005 Porsche 911 Carrera models have steering columns that tilt and telescope to better fit each driver. The wheel can be adjusted by 1.57 inches (40 mm) both in height and reach. The steering system also includes a new electric steering wheel lock integrated into the car’s anti-theft immobilizer system.


Improved aerodynamics

In addition to enhanced suspension and steering systems, the redesigned body and its improved aerodynamics expand the dynamic capabilities of the 2005 Porsche 911 Carrera.

Another example of the 911’s design evolution is a new, oval-shaped headlamp set into an arching front fender with separate turn indicator and fog lamps set horizontally into the curving edges of the front bumper above redesigned air inlets.

New double-arm side mirrors and an aerodynamically optimized rear spoiler contribute to aerodynamic improvements that drop the coefficient of drag to 0.28 for the 2005 911 Carrera and to 0.29 for the 2005 911 Carrera S (compared to 0.30 for the 2004 Porsche 911 Carrera).


Mirror images enhance airflow

The mirrors, similar in design to those on the Porsche 911 Carrera GT supercar, guide air along the side of the car toward the rear spoiler. This reduces turbulence that might otherwise result in wind noise inside the vehicle’s cabin. At the same time, the mirror design helps keep dirt and moisture off the side windows. The mirror casing and double-arm design increases downforce on the front axle and, by channeling air toward the rear spoiler, increases positive forces on the rear axle as well.


Less lift, better grip

Also improved are the coefficient of lift numbers, to 0.05 in front and to 0.02 at the rear. The flow of air used to provide engine cooling also improves by some 20 percent. Air leaving the front radiator flows sideways into the wheel arch rather than downward in front of the wheels. This reduces losses in the airflow ducts and minimizes lift effects on the front axle.

Grip also improves because smoothing the surfaces and enhancing the design of transitional areas beneath the front of the cars create a low-pressure area that increases downforces on the front axle.


Rear spoiler: Up at 75, down at 50

The rear spoiler deploys (moves up and into position) at 75 mph (120 km/h) to enhance vehicle stability at higher speeds. Because aerodynamic forces are less significant at low speeds, the spoiler moves down again when speed drops to less than 50 mph (80 km/h).


Better aerodynamic cooling effects

Special ram-air flaps around the engine fan also boost cooling airflow without having to enlarge the air scoop openings. At low speeds, the flaps remain closed and air is drawn only through the heat exchanger, but at around 50 mph (70 km/h), the flaps open under ram pressure and provide enhanced cooling.


New undertray cover

Special air ducts on the vehicle’s new, longer and smoother undertray cover helps to direct cooling airflow to the brake discs, transmission and differential. The cover itself significantly reduces air resistance and lift.

Wheel spoilers are used to reduce drag by guiding air around the wheels. Optimized brake air spoilers and pivot bearings ensure effective air around the discs, reducing brake disc temperatures by some 10 percent.

While not changing aerodynamics, a new aluminum front trunk lid reduces weight of that element by 40 percent, or nearly 13.3 pounds (6 kg).


Taut, toned styling cues

From a side view, fenders are more muscular and wheel arches are more accentuated. Doors are inset with more pronounced lower sills. Improved sealing allows a slimmer cross-section for windshield, side and rear window elements and enhances the overall appearance of the greenhouse detailing.

The rear view of the car features flared wheel wells and wide, brilliantly lit, red and silver tail lamps on either side of the engine cover. Distinctive air scoops built into the rear spoiler and higher mounting of the third brake light emphasize the enhanced power of the rear-mounted Porsche 911 engines. In addition, the rear window wiper mounts directly to the glass and has an enhanced, aerodynamic design.


Visually pleasing engine compartment

The detail of the design of the 2005 Porsche 911Carrera and 2005 Porsche 911 Carrera S extends all the way into the engine bay. To better showcase the flat-six engines, their lines and hoses have been rearranged and bolts and connections have been redesigned to provide a more consistent and visually pleasing engine bay. A silver placard on the air filter housing proclaims the size of the engine, and a silver-colored intake manifold further distinguishes the 3.8-liter powerplant in the 911 Carrera S.


Tailpipes are distinctive

To distinguish the 2005 911 Carrera and the 2005 911 Carrera S from behind, the S model has twin round tailpipes on either side while the 911 Carrera has a pair of oval-shaped exhaust pipes.

The tailpipes are part of an all-new exhaust and catalytic converter designed to make the 2005 Porsche 911Carrera and 2005 Porsche 911 Carrera S even cleaner. The 911 Carrera S is equipped with an exhaust manifold with much shorter individual pipes designed to lower cold-start emissions from this more powerful engine.

Both cars use the same two-stage “cascade” style catalytic converter designed to reach operating temperature more quickly and efficiently.

The new system reduces exhaust emissions some 15 percent compared to the 2004 911 Carrera. Advanced thin-wall technology also makes the new exhaust system 12.1 pounds (5.5 kg) lighter than the previous hardware.


More powerful 3.6-liter engine

Exhaling through the new exhaust system are the 2005 Porsche 911’s 3.6- and 3.8-liter flat-six engines.

While the 3.6-liter engine in the 2005 Porsche 911 Carrera is familiar, fine-tuning, especially of the air filter, has increased output by 10 horsepower. Torque remains at 273 pound-feet (370 Newton meters) at 4250 rpm.

The engine propels the 2005 Porsche 911 Carrera from a standing start to 60 mph (96 km/h) in 4.8 seconds, to 99 mph (160 km/h) in only 11.0 seconds and to nearly 125 mph (200 km/h) in 17.5 seconds. The car can complete a standing kilometer sprint (.62 miles) in 23.8 seconds.

Crucial to the engine’s performance is Porsche’s patented VarioCam Plus® valve management technology that combines camshaft control on the intake side with variable valve lift. VarioCam Plus adjusts camshaft position to provide continuously adjustable valve timing and also incorporates two camshaft profiles and two sets of tappets to vary valve lift and duration. This system helps to both “fatten” and smooth the torque curve while reducing emissions.

To provide optimum oil flow through the alloy engine block and cylinder heads, Porsche uses integrated dry sump lubrication and three oil pumps – one in the crankcase and additional pumps within each cylinder head, thus assuring proper lubrication despite the forces of hard acceleration, braking or cornering.

For 2005, the oil pump on the 4-5-6 cylinder head is combined with a pneumatic vane-cell pump to provide necessary vacuum for the brake servo as well as the engine and transmission control systems. This technology greatly reduces hydrocarbon emissions following a cold start and engine warm-up.

While more powerful, the engine also is lighter, by some 4.4 pounds (2 kg), through the elimination of an oil dipstick (oil level is monitored electronically every time the car is started), lower weight of the cylinder head, cup tapped housing and cylinder head cover and weight reductions within the cooling system.


3.8-liter engine for 911 Carrera S

To create the more powerful 3.8-liter engine that provides 355 horsepower for the 2005 Porsche 911 Carrera S, engineers did more than simply increase the bore diameter by 0.12 inches (3 mm). They also changed the intake manifold and modified the intake camshaft lift pattern. Injector angles have been changed, assuring that more fuel goes to the center of the combustion chamber in the intake stroke. This means an even better fuel/air mixture, reduced exhaust emissions (even after a cold start) and more torque than the 3.6-liter engine throughout the power curve.

The engine provides an impressive 77.1 pound-feet per liter (104.6 Newton meters). Performance figures include 0 to 60 mph in 4.6 seconds, 0 to 99 mph in 10.7 seconds and 0 to 125 mph in 16.5 seconds. The car can sprint one kilometer from a standing start in just 23.4 seconds. For confident passing, the engine provides such strong torque that even in fifth gear the 911 Carrera S accelerates from 50 to 75 mph (80 to 120 km/h) in just 6.1 seconds.

The entire intake system was redesigned and provides smoother flow with less resistance.

A Helmholtz resonator is used to refine acoustics. This provides more than 18 cubic inches (0.3 liters) of additional resonance volume between the hot-film air mass meter and the throttle butterfly and is activated between 5000 and 6000 rpm to reduce oscillations in intake sounds. Porsche has applied for a patent for this technology that provides a deep, throaty sound without aggressive peaks.

Higher combustion forces produce more power but also more torsional crankshaft vibration, so Porsche engineers have integrated a vibration damper in the pulley at the end of the crankshaft. Conventional vibration dampers are made of cast iron but Porsche engineers devised an aluminum damper that reduces weight by some 3.3 pounds (1.5 kg) while controlling vibrations to a level even lower than the 3.6-liter engine.

Amazingly, the 3.8-liter engine weighs no more than the 3.6-liter unit thanks to its lighter intake manifold and weight optimization within the cylinder head.

While the 3.8-liter engine uses twin radiators like the 3.6-liter powerplant, it has a higher performance cooling pump and an oil/water heat exchanger with two additional cooling layers.


New six-speed manual transmission

To deal with the new engine’s 295 pound-feet of torque (400 Nm), Porsche developed a new six-speed manual gearbox that is used in the 2005 Porsche 911 Carrera and the 2005 Porsche 911 Carrera S.

The transmission has thicker shafts and wider gears but weighs no more than the previous manual gearbox. Extra-thin aluminum used for oil chamber walls saves weight and reduces splash effect and flow losses and increases the efficiency of the gearbox.

Even though gear ratios have been reduced by around 5 percent, the use of larger rear wheels results maintains the overall transmission ratio and allows the car to reach top speed in sixth gear just before maximum engine speed is achieved.

While brass synchronizing rings were formerly used, the new transmission has steel rings in all gears and thus can handle higher power loads. For the first time Porsche uses wear-resistant carbon-coated first, second and third-gear synchronizing rings, and boosts from double to triple synchronizing for first and second gears and from single to double for third gear, retaining single synchronizing for gears four, five and six.

The driver will notice this change in the reduced forces and shorter travel needed to change gears. Shifter travel is reduced by some 15 percent. Shifting also is smoother and more precise because of relocation of the shift lever pivot point and lower-friction shift cables.

Porsche’s single-disc dry clutch with lead-free pads is retained for the 2005 Porsche 911 Carrera while the 2005 Porsche 911 Carrera S gets a new self-adjusting clutch.


Enhanced Tiptronic S available

Tiptronic S is Porsche’s optional automatic transmission that allows manual gear selection through either the lever on the floor console or via switches on the steering wheel. The five-speed unit allows the driver to use the thumb switches to change gear momentarily, for example, for passing or to downshift for a curve, even while the floor lever remains in its automatic position.

Several modifications have been made to Tiptronic S in conjunction with the increased torque produced by the 3.8-liter engine in the 2005 Porsche 911 Carrera S.

To provide quicker response in full acceleration from a standing start, stall speed has increased so the converter lock-up clutch is closed and power flows more smoothly. Instead of making the first-second shift at 6900 rpm under full power acceleration, Tiptronic S now holds first gear until the engine achieves 7200 rpm.

In addition, the oil pressure build-up has been fine-tuned and clutch plates modified to allow the Tiptronic S to shift more smoothly. New lubricating fluid not only reduces friction but also extends the transmission fluid change interval from 100,000 miles (160,000 km) to 112,000 miles (180,000 km).


Throttle tip-in mimics enthusiast’s driving technique

To mimic the way an enthusiast driver manipulates the accelerator, brake and clutch, changes to the engine management software produce a slight boost in engine speed during aggressive downshifting. This shortens shift time and enhances gearshift mesh.

The PSM OFF function has been modified so that when the Tiptronic S selector lever is in its manual mode and the PSM OFF switch is activated, the transmission will not shift up even when the engine reaches the rev limiter. This allows the enthusiast driver to drive with the engine near its rev limit while maintaining the selected gear.

As with the six-speed manual transmission, a shorter spur gear ratio works in conjunction with the larger standard rear wheels to achieve maximum top speed in the top (fifth) gear.

To keep the enhanced Tiptronic S operating at proper temperatures, the gearbox is equipped with an additional oil/water heat exchanger with two additional cooling layers and with a more powerful coolant pump.


Redesigned interior

The interior of the 2005 Porsche 911 Carrera and 2005 Porsche 911 Carrera S has been completely redesigned with new steering wheels, seats, gauge cluster, improved climate control, standard Porsche Communication Management (with available DVD navigation system), updated audio, upgraded anti-theft system, six standard airbags and the new Sport Chrono Package Plus option.


New steering wheel design

The standard steering wheel in the 911 Carrera and 911 Carrera S has a new and more dynamic three-spoke design and is adjustable both in height and reach. In keeping with the engineering theme of lightweight technology, the new wheel is supported by a composite magnesium structure that reduces the weight of the steering wheel assembly by 10 percent compared to the former steel and aluminum structure.


Multifunction wheel on 911 Carrera S

For the first time, a multifunction steering wheel is available on the 911 Carrera and is standard equipment on the 911 Carrera S. This wheel allows the driver to operate audio, navigation and telephone equipment via controls mounted on the steering wheel.

A rotary knob on the left-hand steering wheel spoke controls audio volume, which can be muted by pressing the knob. A knob on the right-hand spoke accesses menu points on the Porsche Communication Management (PCM®) system. Pressing the knob selects individual items. The two buttons on the lower steering wheel arm control the telephone.

In addition to the standard leather colors that match the rest of the interior, the multifunction steering wheel is available with wood grain or carbon trim.


More supportive seats are lighter and stronger

A new seat design for the 2005 Porsche 911 Carrera and 911 Carrera S includes a patented system engineered to better absorb vibration and thus help keep the driver and front-seat passenger fresh and alert even on long trips. To better accommodate taller occupants, the shoulder area and width of the seat cushion have been increased. To accommodate taller drivers, the pedals have been moved 0.39 inches (10 mm) toward the front of the car.

The seats also feature higher side bolsters to provide support in situations of higher lateral acceleration through curves.

To help lower the car’s center of gravity, the seats are mounted 0.39 inches (10 mm) closer to the floor, providing the driver with a more dynamic seating position while also creating more headroom for taller occupants.

Again, lightweight technology has been employed in the seat structure, which is stronger and more stable while being some 6.6 pounds (3 kg) lighter for each of the front seats.


Four seating options

The standard front seats are adjustable in six directions – fore and aft, height and backrest angle. Height adjustment is made through a new mechanical step function positioned between the seat and the doorsill. Backrest angle is electrically controlled.

All-electric seats are available and adjustable in 12 directions, including the angle of the seat cushion and a lumbar support comprising four air chambers. These seats also have a memory feature.

Sport seats with even greater lateral support both in the seat cushion and shoulder area also are available. These seats also feature firmer padding.

Adaptive sport seats provide a fourth variation. They combine the sports design with electrical controls. These seats have four-dimensional adjustment that includes adjusting the width to fit the occupant.


Larger instrument display

The five dials that comprise the instrument panel have been moved farther apart to provide a larger display area for better readability. The faces of the dials are black in the 911 Carrera and have an aluminum finish in the 911 Carrera S.

The tachometer remains the large and center dial and continues to have a digital display beneath the rev counter. The speedometer with integrated overall and trip odometers is just to the left of the tach while large gauge just to the right of the tach includes coolant temperature and fuel gauges as well as the clock. The oil temperature gauge is at the far left of the cluster with the oil pressure gauge at the far right.

The new gauges have white light-emitting diodes that enhance illumination for night driving.


Sport Chrono Package Plus

A clock-style gauge mounted on top of the dashboard is part of the optional Sport Chrono Package Plus available on 2005 Porsche 911 Carrera and 2005 Porsche 911 Carrera S.
The “Chrono” option allows the driver to engage more aggressively set electronic control maps for the Motronic engine management system, Porsche Stability Management (PSM), Porsche Active Suspension Management (PASM) and Tiptronic S transmission (on vehicles equipped with these options).

The revised Motronic maps strongly favor performance over comfort and provide even quicker engine response, not only on deployment but also release of the throttle, as well as more abrupt gearshifts by the Tiptronic S transmission. PSM thresholds, including ABS settings, expand to allow more lateral slip before intervention. PASM switches to its firmer setting to provide more agility in cornering. However, in some instances, such as on wet pavement, a softer suspension setting can be advantageous so the driver using the “Chrono” package simply presses the PASM button to return to the normal damper settings.

The Chrono Package Plus includes a digital/analog stopwatch and lap-counting function (activated by a button on the stalk on the left side of the steering column) and uses the screen of the Porsche Communication Management (PCM) for graphic display and review for this information.


Revised heating, air conditioning and ventilation

To help keep the driver and occupants cool in all situations, the 2005 Porsche 911 Carrera and 911 Carrera S feature automatic climate controls with an interior air and pollen filter. The air guidance system has been revised with larger pipes and side vents to improve the output and performance of the air conditioning system.

Climate controls are integrated into the center console along with switches for seat and rear window heating.

Standard PCM with upgraded audio equipment
Revised Porsche Communication Management (PCM) is included as standard equipment in both 2005 Porsche 911 Carrera and 911 Carrera S models. New features for PCM include a DVD-based navigation system as separate optional module located in the luggage compartment. This allows the CD drive on the PCM to be used exclusively for audio CDs.

The upgraded and DVD-based optional navigation module is much faster than the former CD-based system and allows rapid availability of routes and map updating, as well as 23 zoom stages up to a minimum resolution of some 55 yards (50 meters).

Also standard on PCM is a new Sound Package Plus that includes nine speakers with three times the usual transmission area and with an external analog amplifier for outstanding sound in all driving conditions. The system includes two 19-mm tweeters and one 70-mm mid-range speaker in the instrument panel, two 100-mm midrange speakers and two 200-mm woofers in the doors and a 100-mm wide-band speaker in the rear section of the passenger compartment.

The external analog amplifier is located in the luggage compartment and supplies the woofers in the doors and the midrange speakers in the instrument panel.

A multiple CD changer is available as an option; Pre-wiring is installed in all 2005 Porsche 911 Carrera and 911 Carrera S models for easy installation of a CD changer in the luggage compartment.


Optional Bose® Surround Sound System

The new 911 is the first sports car available with a Bose Surround Sound System that includes 13 speakers and a seven-channel digital amplifier integrated into the MOST light wave conductor that is part of PCM.

The heart of the Bose Surround Sound System is a digital amplifier with a 5 x 25 watt output and additional support from an integrated and an external 100-watt switching terminals. Active electronic equalization adjusts the reproduction of sound to specific acoustic conditions so all passengers enjoy a sound experience.

The system includes Bose’s AudioPilot technology that automatically adjusts sound and volume to compensate for wind or road noise inside the vehicle. A special microphone in the steering column cover picks up such noises.

Speakers used in the Bose Surround Sound System are Neodym units that are more compact, lighter and have better performance than conventional speakers. A Neodym iron boron magnet generates a magnetic field 10 times more powerful than a conventional speaker magnet. These speakers also weigh some 23 percent less than the speakers used in previous 911 models.

The Bose Surround Sound speakers include two 25-mm tweeters and one 70-mm midrange speaker in the instrument panel, two 80-mm mid-range speakers and two 200-mm woofers in the doors, two 25-mm tweeters and two 80-mm midrange speakers in the rear of the passenger compartment and one active subwoofer with two 130-mm woofers in the rear parcel shelf.


Increased storage area

The 2005 Porsche 911 Carrera and 911 Carrera S feature expanded storage compartments and boxes. The capacity of the locking glove box has been increased to nearly 400 cubic inches (6.5 liters) and includes a rack to hold two CDs as well as a penholder.

Just above the glove box is a cup holder hidden behind a folding trim cover. When released, the left cup holder emerges in front of the central air nozzle in the instrument panel while the right cup holder rests in front of the front passenger nozzle.

The center console includes more than 90 cubic inches (1.5 liters) of storage capacity as well as a 12-volt outlet and a coin holder. This compartment automatically locks when the central locking system for the doors is activated.

Additional storage pockets are located in the interior door panels with covers that also serve as armrests.

Another large storage area is located behind the rear seats. Tipping the seat backs forward can expand this area.

Even the forward luggage compartment is larger, offering 4.76 cubic feet (135 liters) of storage capacity.


Cayenne-style electronic network

The 2005 Porsche 911 Carrera and 911 Carrera S benefit from a comprehensive electronic network like that introduced in the Porsche Cayenne sport utility vehicle. Thus the 911 assures complete and efficient exchange of data and electronic information by 29 control units throughout the vehicle through an internal high-speed network or CAN-bus (Controller Area Network) and light-wave MOST-bus (Media-Oriented System Transport) networks.

Without such electronic networking, features such as Porsche Active Suspension Management would not be possible. The software required for this purpose has been developed under Porsche’s leadership and represents one of the company’s core competencies.

In addition to quicker and more integrated electronic communication with a wider range of functions, this new electronic system is some 11 pounds (5 kg) lighter than the system used in the 2004 model.


New guide-me-home lighting

The exterior lighting system includes a guide-me-home feature that can be selected via the light switch. This feature turns the lights on when you leave the car. In addition to headlamps, fog lights, rear lights and license plate lights stay on for 30 seconds allowing the driver and occupants to see obstacles or puddles of water.


Impressive list of options

Included on the option lists are Porsche ParkAssist, which uses ultrasound to measure the distance and provides an audible warning to the driver, a programmable HomeLink [R] system that can open a garage door or turn on the lights in your home as well as a steel sliding sunroof and roof transport rack system.


Standard anti-theft warning system

The 2005 Porsche 911 Carrera and 911 Carrera S feature a standard anti-theft warning system that uses a new radar sensor to maintain surveillance of the vehicle interior. Unlike some systems, this sensor is not affected by reflections from bright interior leather surfaces.


Six airbags in every car

Every 2005 Porsche 911 Carrera and 911 Carrera S is equipped with six airbags, including two front and two seat-mounted side-impact airbags. In addition, the 2005 Porsche 911 Carrera and 911 Carrera S expand the Porsche Side Impact Protection (POSIP) system with the world’s first head airbag that emerges from the side window sill. These new airbags provide a flat cushion that inflates to 488 cubic inches (8 liters) and provides protection of the heads of the driver and front-seat passenger from broken glass and objects that might enter through the window.


Safe by design

Due to the use of high- and ultra-high-strength steel as well as improvements in spot-welding and bonding, the 2005 Porsche 911 Carrera and 911 Carrera S body is improved by 8 percent in torsional rigidity and by 40 percent in flex resistance. However, the body-in-white is only 33 pounds (15 kg) heavier than the 2004 model, weighing in a 602 pounds (273 kg).

Particular attention was paid in the areas of the junction of the A-pillars and the roof frame, as well as the safety structure involved in head-on and offset collisions, including the transition between the door and B-pillars. Forces in a collision can be transferred through the door to the rear of the car and thus around the passenger compartment.

An upgraded bulkhead crossbar at the front of the car is made from high-strength boron 02 steel and a new assembly process to minimize possible intrusion in to the foot well in an offset collision.


Substantial warranty

Every new model-year 2005 Porsche car sold in the United States and Canada is covered by a four-year/50,000-mile (80,000 kilometer), bumper-to-bumper limited warranty, which includes Porsche’s roadside assistance program. The galvanized body and 26-step paint and anti-corrosion process enable Porsche to warrant each car against rust perforation for 10 years and unlimited mileage.

In addition, Porsche guarantees the paint finish for three years – also without a mileage limitation.

new pics:

http://img63.photobucket.com/albums/v192/st-anger/997_5.jpg
http://img63.photobucket.com/albums/v192/st-anger/997_6.jpg
http://img63.photobucket.com/albums/v192/st-anger/997_7.jpg
http://img63.photobucket.com/albums/v192/st-anger/997_8.jpg

all media pics:

:arrow: http://www.imagestation.com/album/?id=4286455637

:arrow: http://www.imagestation.com/album/?id=4286455807

[ae86_16v]

Ummm, repost? But wow. . .

Turbo S. . .

http://content2.us.porsche.com/prod/911/turbo_s_news.nsf/usaenglish/intro

Edit: Great pics as usual. Thanks!!! Just something though, isn't this a 996? http://www.imagestation.com/album/?id=4286455807&p=4163215809&idx=1

[fabro_s]

Beautiful, simply beautiful!!!, loved the Carrera 4s Convertible, and that GT3 in yellow!!, Im glado for porsche, they seem to be doing great!! :D

[fabro_s]

And by the way, the 997 porshe has great ass, but a reare combination of the 996 with the 994 porshe!! :?

[lakatu]

Edit: Great pics as usual. Thanks!!! Just something though, isn't this a 996? http://www.imagestation.com/album/?id=4286455807&p=4163215809&idx=1
Your right the first picture is a 996 but the rest of the album is of the 997.

[Wutputt]

Sorry to dig up an older thread, but what a thread it is. I loved reading all your post st-anger, including the discussion with lakatu.

But there's always been a question I had about the four-wheel drive PTM system.


These include permanent four-wheel Porsche Traction Management (PTM) featured as standard conveying 62 per cent of the engine's power to the rear and 38 per cent to the front wheels in its basic mode. Depending on driving requirements, up to 100 per cent of engine power may be fed to the front or to the rear for optimum stability and performance.
I just can't understand how the system can transfer up to 100% of torque to only one axle (rear or front) to cope with extreme driving situations.

Maybe my problem is just the fact I misunderstand the PTM system. The way I understand the system is explained in the following sketch. On the right is the reduction gearing, in the middle the planetary central differential and on the left the electronically controlled multiplate clutch, which can lock up front and rear axle.

http://users.skynet.be/fa344132//fotokes/auto/PTM.jpg

Ta is the torque going to the rear wheels and Tv is the one going to the front wheels. It's only a sketch so the scale of the gears doesn't really match the reality.

The way I understand the system is as follows. The incoming torque from the transmission can either be directly fed to the ring gear of the central differential or can be diverted via the reduction gear. The PTM control unit (commanded by the driver) can engage the reduction gearing (low gearing) by a sleeve (the two arrow thingy on the sketch).
The planet gear carrier is connected to the rear driving shaft and the sun gear to the front driving shaft. And the electronically controlled multiplate clutch connects front and rear driving shaft.

In normal driving conditions the multiplate clutch is fully opened so the torque split is 38/62. When the multiplate clutch is fully locked the torque split is 50/50. In between those two extreme conditions the torque split can vary but in a controlled way. But with this system it still is impossible to transfer 100% of torque for example to the rear wheels when the front ones haven't any grip, isn’t it? Because the multiplate clutch can only lock up so at most 50% of the torque is transferred to the rear wheels.

Or has this "up to 100% of torque may be fed to the front or to the rear" feature something to do with the ABD function of PTM? So in the above extreme situation when front wheels don't have any grip, the ABD just brakes the front wheels so torque is automatically transferred to the rear wheels?

Can you clarify the situation for me?
Many thanks in advance ;)


Oh, and one other question. I thought the only difference between Porsche's PTM and VW's 4XMotion are the gear ratio's of the central differential so PTM has a standard 38/62 split and 4XMotion a 50/50 split. Is this correct?

[st-anger]

DAUER 962LM

:arrow: http://www.962lm.com/index-h.htm

http://www.is-mad.com/upload/userfiles/stAnger/48624_small.JPG

LeMans For The Road

June 1994, and the yellow Dauer Racing 962LM road car prototype caused a stir as it cruised around the Sarthe to the delight of car enthusiasts from all over the world. The very next day, the race version of this car won the 1994 24 Hours of Le Mans for Porsche. A lot of water has passed under the bridge since that first car was built, and the definitive version of this earth-bound guided missile is different and better in many ways. Attention to detail has turned it from a street-legal racer into a thoroughly developed and civilised road going supercar. A plethora of electro-hydraulic systems have been built into the car, so now pneumatic struts hold the doors open and opening and closing the huge engine compartment cover is now power-assisted and at the touch of a button. If you have a ramp on your driveway or need to negotiate a speed bump, pressing another button raises the suspension a couple of inches. The computer that looks after the hydraulic element of the suspension also automatically lowers the car from its raised height if you exceed 50mph (80km/h). It is also not much fun to have to change gears on a car like this in traffic. Dauer considered many options and in the end came up with a unique transmission that uses the normal 962 manual box and clutch. But instead of using a gear lever, you select ratios via the Tiptronic S style knobs on the steering wheel. More efficient air-cooling, full-leather trim, a detachable steering wheel for easy access and properly detailed luggage compartments in the sills. All these refinements plus better, more comfortable seats have transformed the latest model.

Climbing in means stepping on a seat because you don't want to damage the kevlar tops of the luggage bins in the deep sills. Once in, you sit snug and secure in the cockpit of the world's fastest road car. Press the starter and 730 race bred horses roar into life. The engine in the car is the famous 2994cc water-cooled, twin-cam-per-bank, four-valves-per-cylinder Porsche flat-six. A pair of intercooled KKK turbochargers are employed and the Le Mans spec engine has 'softer' cams and therefore more tractable driving characteristics.

This engine is fully European emissions legal thanks to racing catalytic convertors and Bosch Motronic 1.7 engine management. The latter allows a relatively high 9.0:1 compression ratio to be run without any problems. The 730bhp is delivered at 7,400rpm, you get a red warning light at 7,300rpm, the soft-cut rev limiter goes into action at 7,400rpm and there is a hard cut-out at 7,800rpm. At 1080kg, the 962LM may weigh around 180kg more than its competition brother, but its power-to weight ratio is still better than a McLaren F1s. In a drag start, 0-60mph takes just 2.6 sec in first gear! Five seconds later you have doubled your speed again. Ultimately a shade over 250mph is possible, about twice the take-off speed of a jumbo jet!

On a dry racetrack, even the 517 lb ft of torque that arrives at 5,000rpm cannot break the grip of the 265/35ZR 18 rear tyres on their 11J x 18-inch wheels, and the acceleration on full boost is really mind-blowing. Whooooa! The engine's scream builds to a crescendo. It is a symphony for cams and induction. Second gear, 7,400rpm. Flick the gear selector to third and depress the clutch. The next ratio drops in smoothly and as you come back hand on the throttle in third, the engine noise builds up very quickly again. Only 1,200rpm between gears. Whooooa! Select fourth with the button. 7,400rpm. Dip the clutch. Fourth gear. 160mph. Running out of straight now. Hit the gear selector button to go down two ratios and make full use of the fabulous anchors. The car shrugs off 100mph in scant seconds and you feel the g-force of retardation and the harnesses biting into your shoulders as you dip the clutch to find second gear. The engine note rises, greeting the gear that will rocket you through the right hand bend as you come back on the throttle to balance the car into the turn that leads back to the pit lane...


The Road Car That Won Le Mans

The night is always long at the 24 Heures du Mans, the most famous motor race in the World. Reputations are won or lost here, whole media campaigns built around the winning cars. For spectators, many of them who traveled hundreds or even thousands of miles, Le Mans is much more than a 24-hour motor race. With the sights and sounds of the cars, the tension in the air and the fairground atmosphere of the infield, it is almost a cultural experience.

Culture, however, is the last thing on the minds of the pit crews. Unlike the drivers who try to sleep between stints, the team managers and mechanics don´t get a wink for the duration of the race. Adrenaline keeps them going. They need that high to keep them sharp, for when something goes wrong, they have to have their wits about them to get the car back in the race as fast as possible. Split seconds may not be as crucial as in a sprint race, but as the SARD Toyota team found out this year when the gear linkage had to be repaired on the leading car, the time it takes to maker and drink a cup of coffee is still the difference between winning and coming second. Thierry Boutsen, Hans-Joachim Stuck and Danny Sullivan in the Dauer Racing Porsche 962 LM were lying a strong second to the Toyota 92CV driven by Eddie Irvine, Jeff Krosnoff and Mauro Martini, Running third was the other Dauer Porsche driven by Mauro Baldi, Hurley Haywood and Yannick Dalmas, a lap and half behind. At Le Mans, that means 13 miles!

Then the lead Porsche suffered a minor off-course excursion, followed by a drive-shaft failure. This was soon fixed, but in the meantime Baldi, Haywood and Dalmas were Porsche´s only hop for victory. Painfully slowly but surely, they ate into Toyota´s lead until a blunder found both Porsches arriving in the pits at the same time. In the confusion, the lead Porsche lost nearly half a lap to the Toyota.

Near the end of the race, when it looked like the Toyota was going to snatch the second-ever Japanese victory at Le Mans, its gear linkage went. Jeff Krosnoff managed to limp back to the pits, but in the 13 minutes it took to fix the problem, it was all over. The Dauer 962 LMs finished first and third; Porsche had won the 24 Hours of Le Mans yet again. In fact, it was a double-whammy for the Stuttgarter´s, as a Carrera RSR also took top honors in the production-based GT2 class.

Traveling Clothes

The Dauer Racing 962 LMs took part in Le Mans this year at the behest of Porsche. Originally meant to be a civilized street version of the mot famous Group C sports car in history, the 962 Le Mans has completely new Kevlar bodywork and a totally bespoke interior compared to the standard racer. The 1994 Le Mans regulations published by the organizing ACO (Automobile Club de l´Ouest) allowed very low-volume street-legal sports cars to to race in GT1 or GT2; the Dauer racing 962 Le Mans was such a car and was thus eligible. It was sheer irony – and a loophole in the regulations that the French authorities tried to plug but could not – that allowed a fully fledged Group C car to be converted to a road car and then back to a race.

When Jochen Dauer first conceived his 962 road car three years earlier he had no idea that it would someday win Le Mans, but his name is no stranger to the Sarthe circuit. Dauer Racing is linked to a string of IMSA and German Interserie successes, and famous names like Hans-Joachim Stuck, Bob Wollek and John Andretti have driven for the teams run by Jochen Dauer. When the deathknell of the turbocharged Group C cars was sounded in 1991, Dauer began to explore the possibility of developing hi own road-legal version of the car. One of his first stops was to contact stylist Achim Storz, who used to work for Porsche Design and penend the famous McLaren M26 F1 car of the 1970s. Latterly, Storz has designed concept cars for Audi, BMW, Citroen, VW and Nissan.

The first sketches showed a car much more rounded than the Group C racer and this became the logo for the project that appears on all Dauer´s literature and T-shirts. The shape was distinctive for its larger, more rounded windscreen than the race cars. This larger and longer `bubble´ gives a greater feel of space and the finished car is actually 7cm higher over the roll cage.

The next step was to transfer this 2D concept into 3D and industrial designer, Gert Hildebrand was brought in to make model from the drawing. In fact, the design team missed out on step which is normally to produce a 1:5 scale model and they went form drawings to a full-size mock up. This was not actually a problem except the mock up was built on a platform 50cm off the ground level. “When we finally brought the car down to ground level, we discovered a lot of mistakes had been made” Klaus explained, “purely because of having the car off the ground we looked at it.” These were corrected and pattern work began in July 1991. This took a year, and then they began an intensive program of wind tunnel testing by Dutch race car designer Wiet Huidekoper, based in St. Neots, Cambridgeshire, to resolve aerodynamic and stability issues. With a shorter nose and the increased ground clearance needed for the road, the car was unbalanced and carried to much rear downforce. Work was thus directed to increasing downforce at the front. When all these issues were resolved it was found that while total downforce was now just 40% that of the Group C race cars, the drag coefficient had also dropped to a very good 0.31Cd. This very low drag figure was significant for the Dauers projected top speed, the target which was 400 km/h (nearly 250 mph) a very reasonable goal considering the speed potential of the much higher-drag race cars. The interior is work of Reinald Mattes from Ludwigsburg. He came in and used 300kg of clay in the process of making a full sized mock up from which he could take moulds! “ He changed his mind twice during the design process, “ Klaus explained, “but he did a very good job and managed to squeeze in the two full-size seats we wanted.” When the final design was approved, polyester moulds were taken off the plaster, finished with body filler and then the final patterns were used for the production pieces which are made from carbon fibre. These patterns alone wound costing the equivalent of $125,000!


Dauer Straights

50 people will have the chance to buy their own street-legal version of the 1994 Le Mans winning Dauer 962.... just from an orderly queue.

The driver and passenger of the VW Golf at the traffic lights nearly felt out of their seats as we came to a halt beside them. People crossing the road came close to tripping over their feet as they gaped in amazement, and I am convinced that an old man sitting at a tram stop nearly did an `Exorcist´ as he turned his head to fellow our progress.

The bright yellow Dauer Racing 962 Le Mans has that effect on people. As a road car it is weird, whacky and wonderful at the same time, and it attracts eyeball contact like a magnet sucks in iron filings.

It is also a bitch to drive in city traffic. In full road trim, the clutch and steering are not too heavy, the air-conditioning is effective enough and, thanks to Motronic engine management, the engine, detuned to a mere 730bhp, is surprisingly tractable. No, the real problem is visibility, or lack of it.

Over six feet wide, with extremities that are invisible from the driving seat and reward visibility akin to peering out from a mailbox slit, the 962 Le Mans is not a shopping car, the two big wing mirrors, pinched from a Porsche Turbo, give a reasonable view over the rear wings, but reversing into a parking space really needs help from a third party. Having said that, the rectangular luggage compartment built into the deep and wide left-hand door sill is large enough to take custom-made carbon-fibre cases for weekend away. No, the 962 Le Mans true place is on the open road - long clear autobahns with fast, sweeping curves that can be taken at 150mphor open, winding country roads with fine visibility for a mile or so ahead that seems to be a specialty in Germany.

And it was here on the autobahn that this DM1.million worth of carbon-Kevlar and light alloy technology finally came into his own. With growing volumes of traffic, it is no longer de riguer to travel at constant three-figure speeds on the unrestricted sections of autobahn. Unless you wake early, very early on a Sunday morning in summer with the specific aim for a long, hard blast, you will fin it tough to exercise a 911 Turbo, let alone the Dauer 962 Le Mans. But when you do to get the play. The rewards are immense and the sensations are unforgettable.

Those who do use the rear mirrors move out of you way instantly when they see the bright yellow form. Looked at head-on, it is squat, wide and has `speed` written all over it in as subtle away as a brick through a plate glass of window. And those who move over are threatened to a rare magnificent sight as the yellow machine rockets off into the distance. After all, how many people can say that they have been overtaken by a Group C Le Mans Porsche? Out of context, it would imply that you had been driving at Le Mans yourself...

In the cockpit, the noise is immense. But le me quality this first, lest you get can the wrong impression. There are actually two road-going versions of the Dauer 962 Le Mans. We were out driving the Sport version which is the car the Le Mans homologation papers were based on, There is also a totally road going version which, it is expected, private individuals who wish to sue it just as a road car will opt for. Dauer Racing´s Klaus Fischer explained that “a lot of the engine noise form this Sport version comes from the direct driven cams. The proper street version has its cams coated with with a special noise absorbing substance used on MAN trucks for this purpose and the engine cover has a 50mm thick foam insulation which makes the car significantly quieter inside.”

Unlike some of the other Porsche 962C road car conversion, the Dauer 962 Le Mans has completely new Kevlar bodywork. “All the panels are different,” Klaus explained, “and we have a totally bespoke interior as well.”

The Dauer Racing name is linked to a string of World Sportcars Championship, IMSA and German Interserie successes, with famous names like Hans-Joachim Stuck, Bob Wollek and John Andretti driving for the teams run by Dauer racing. When the dead knell came of the turbocharged Group C cars was sounded in 1991, Jochen Dauer began to explore the possibility of developing his own road version of the 962 and consulting Achim Storz, a well known German stylist who used to work for Porsche Design and who panned the famous McLaren M26 F1 car of the 1970´s. Latterly, Storz has designed concept cars for Audi, BMW, Citroen, VW and Nissan.

The first sketches showed a car much more rounded than the Gruop C racer and this became the logo for the project that appears on all Dauer´s literature and T-shirts. The shape was distinctive for its larger, more rounded windscreen than the race cars. This larger and longer `bubble´ gives a greater feel of space and the finished car is actually 7cm higher over the roll cage.

The next step was to transfer this 2D concept into 3D and industrial designer, Gert Hildebrand was brought in to make model from the drawing. In fact, the design team missed out on step which is normally to produce a 1:5 scale model and they went form drawings to a full-size mock up. This was not actually a problem except the mock up was built on a platform 50cm off the ground level. “When we finally brought the car down to ground level, we discovered a lot of mistakes had been made” Klaus explained, “purely because of having the car off the ground we looked at it.”

The interior is work of Reinald Mattes from Ludwigsburg. He came in and used 300kg of clay in the process of making a full sized mock up from which he could take moulds! “ He changed his mind twice during the design process, “ Klaus explained, “but he did a very good job and managed to squeeze in the two full-size seats we wanted.” When the final design was approved, polyester moulds were taken off the plaster, finished with body filler and then the final patterns were used for the production pieces which are made from carbon fibre. The pattern alone cost DM200,000!

The engine is the Le Mans spec 2994cc watercooled flat six with DOHC per bank of cylinders and four-valves-per-cylinder. Twin KKK turbos are employed with charge-coolers on either side and the expensive stainless-steel exhaust system with four exit pipes has catalytic converters which help to meet EEC emission standards. Engine management which is Bosch Moronic 1.7 which helps tractability, emissions and, of course, output, which is 730bhp at 7600rpm with 517 lb ft of torque at 5000rpm with a 9.0:1 compression ratio.

A hydraulic-operated sinter metal clutch takes this power to the road via a five speed, all-synchronized gearbox and there is , of course, a limited slip differential in the axle. Suspension is by double wishbones in front and inverted wishbones at the rear with transverse links and radius rods. The dampers have concentric titanium springs and the anti-roll bars are adjustable. Spring and damper rates of the road car are considerably lower than the racing version. There is a ride-height control system to help the car negotiate speed bumps and garage ramps.

With a kerb weight of just 108kg (Group C cars raced under 900kg), the 962 Le Mans will rocket to 60mph in 2.6 sec, in first gear and reach double that speed in 7.2 sec from rest! Top speed is 251,25mph! Containing this sort of performance is hard on the brakes and these are 330mm diameter Brembo vented discs with four-pot calipers. The road car gets specially made six-spoke Speedline alloy wheels of 10J and 11J x 18 inch dimensions shod with 265/35ZR18 and 285/40ZR18 rubber, while the Sport version uses BBS wheels.

In this form the Dauer Racing 962 Le Mans was completed and made its public debut at the Frankfurt Show 1993. And it went to the motor show in Dubai at the end of November. “Although not involved in the project at all, unofficially Porsche had been very helpful in sourcing parts and advice for the project and, once the car was finished and on show, they became somewhat warmer to the idea,” Jochen Dauer explained. “We started the project in 1991 as a pure road car, although we always said it would be possible to race it in the projected GT class with F40s and Bugattis. We were not too much surprised when Porsche approached us in December 1993 to discuss a possible Le mans entry.”

Porsche had been planning to enter the 993 in turbocharged form at Le Mans, but lack of development time meant that it might not be that competetive in the GT2 category. Besides, GT2 was not as fine as an achievement as winning outright, and it had been some years since Porsche had claimed a Le Mans victory. The factory reasoned that, as the Dauer 962 was homologated as a road legal sports car, it was eligible to be turned into a GT1 Le Mans entrant. And then in January, the ACO, governing body of the Le Mans 24 Hour event, introduced the flat-bottom rules which caused a big hiccup in the car´s specifications. With just 40 per cent of a racing 962´s downforce due to its underbody configuration, the Dauer 962 was fine for fast autobahn sweepers taken at 180mph, but if it were to comply with the Le Mans flat-bottom rule, it would have no downforce at all! And on a racing track you need substantial downforce to generate competitive and safe cornering speeds.

Dauer and Porsche thought long and hard about the rules and then decided that the only way to meet them was to homologate a second version of the road car with an underbody configuration in front and on behind the axles that could generate the needed downforce in conjunction with spoilers that were allowed to be used.

And so the 962 Le mans Sport version was born with a longer nose, deeper tail with double wing (you could add a spoiler, which meant you could have two if you started with one!) and a flat underbody between the front of the front tyres and rear axle, Dauer than added two small air tunnels in front of the front tyres and aft of the rear axle for airflow control and brake cooling.

“It all happened very fast , “ Jochen Dauer explained. “The French changed the rules, we reacted to meet them and they didn´t understand the implications of our response within their rules. It was obvious that they still wanted to push us out as we stood a good chance of winning. They told us we had to run in Group C class rather than GT1 and we told them that we would leave ours cars at home in protest as we had fully complied with their rules.”

“The politicians realized that they had snookered themselves and had to let us run,” Jochen went on. “we went to Le mans and, as expected, a lot of people from the other teams protested, especially after Stuck went out and did a 3 min 56 sec lap in practice. He came in asking in asking for more downforce but we told him that was all he could have within the framework of rules, so he was limited to this best lap time. In fact, only the Courage Group C 962 went faster, but we won the race...”

All the 50 Dauer 962 Le Mans road cars that can be built will have a good competition history. “There is still one brand new unraced for sale at Porsche.” Jochen Dauer explained, “but from that point of view it will be worth less to a collector purely it has no history. When you buy a Dauer 962 Le Mans, you also get a folio of specially researched books which detail the history of the 956/962 model, the complete race history with photos of `your´ car and all the practice and race time sheets from every event it took part in.

Originality goes further than that, When a customer orders a car, he can be sure that only original Porsche parts are used in its mechanicals. In fact, while Dauer look after the carbon-fibre shell and interior, the chassis and engine will be built by the Porsche factory at Weissach.

Of all the road-legal 962C cars that have sprung up since Group C was pahesed out, the Dauer 962 le mans look to be the most convincing. Although it is the only one with a large amount of help from the factory in its making, it takes ultimate kudos from the undisputable historical fact that in won Le Mans outright in 1994.

HI-RES media pics: (.zip-file)
:arrow: link (http://www.is-mad.com/upload/userfiles/stAnger/962LM.zip)

[TT]

WOW! Thanks!

[jon_s]

OMG! What a post! Been looking forward to this one for a while! 8)

[cooperluke]

Amazing, always wanted to know a bit more on the "road going 956", but never thought there was this site!

[Schwalbe]

Robb Report - RUF RT12

http://www.rufautocentre.com/news/images/Robb-Report.gif

[Pehtren]

wow 650 bhp, and $300000 i think if i had a chance i would go for the carrera gt 8)

but this is a still great car, i would not mind owning one :D

[Schwalbe]

$300000 i think if i had a chance i would go for the carrera gt 8)


You need to find another $140 000 to buy a CGT so this RUF RT12 is a real bargain ! :P

[ae86_16v]

Huh, no Model Overview on the Caymans from St. Anger?

[ae86_16v]

^ st-anger is quite busy these days - that's why he doesn't post much in this section... :? although he always answer whatever you ask him via PM! :D

Yeah, but I don't want to bother him that much. :)

It's just about the Coxster anyways ;) .

[Lambofighter]

Does Carrera GT have a same platform as a 911?

[harryo2b]

No,

The CGT is it's own unique monocoque chassis designed from scratch utilising all carbon fiber materials and a mid engine layout.

911 variants use alloys and have rear engine layouts.