…well, Porsche not always hat the “strongest” cars around, to say it, in most of the comparisons Porsches had less hp/torque than the competitors…
top premise of PAG has always been reliability NOT pure power…
today it´s like this, and this is kinda unique in automotive engineering because to handle it like this requires simply perfect working conditions, lot´s of money and time, so engines out of Zuffenhausen have to pass one simple rule: “110%”…
…introduced by Ferry Porsche ALL Porsche engines have to deliver 110% of their nominal output on the test rig, when they “only” deliver 100% they´re demounted and checked again… Porsche is testing ALL their vehicles under the worst conditions, and the Nordschleife is just the starter…
besides, every single information from decades of motorsport history is used for the road cars, and we know that many many Porsche victories were only possible due to superior reliability against way more powerful rivals.
and it´s clearly visible when u just look inside your daily newspaper in the advertising section – ever seen e.g. a good 993 for under 40-50k€ EVEN with apprx 100.000km and above !!???
…most of the cars are getting „kinda“ cheap when they get old and Porsche is THE brand keeping their purchase price, other brands are loosing 50% and more in the first couple of years – and why´s all that – because ppl know that Porsches are nearly indestructible, even with mileages way above 150 or 200.000km, we don´t have very detailed long term studies from the 996 and 997 series – sure – PAG would like to stay respectable with their claims, so no figures for that series, BUT e.g. for the 993 series the long term studies clearly showed that mileages above 300.000 !!! km are no problem if customers meet PAG´s services…
this figure is regardeless if N/A or T engines…
sure, it makes a huge difference if ppl will trackday their cars very ofen and especially here in germany many many customers take their cars to the track like NS – PAG knows that and as I said before WW introduced the new quality standards to deal with that, resulting in even better quality and as a nice side effect – more power…
…to answer your question about the CGT, just WR tested it 30.000!!! km on the NS – one km at NS is compareable with 20km on normal roads – not to speak of the thousands and thousands of km´s done by test engineers all over the world, from Finland to Tokyo and into Death Valley – the engine is the LeMans engine and I think we know how serious PAG takes motor sport, so we think that no one really will ever discover the driving limit with the GT, it CAN be driven every day and I know some ppl that are driving it even in winter here in Europe, but no one really does this – they have other cars like 955´s for that…
the GT is handbuilt and only 2 to 3 cars are leaving Leipzig every day so quality is just superb, to name a certain number is quite hard and also dependent on the driving style of each customer – till now we had not a single major problem with a GT, the worst thing I have seen´d been a torn driveshaft at the right rear axle during a track day at Leipzig – PAG immediately took the GT to the next Porsche workshop replaced the destroyed parts and sent the broken one´s to the EZW for further analyses – the customer payed nothing for all that, he was accommodated in one of the best hotels in Leipzig and had a 955TT as a rental car, besides Porsche Leipzig invited him to the next sports car training for free – just to give u an idea how customers are treated by PAG
- well a bit OT now
yes, u´re right, there´s been a plan by 9ff of a 900+hp GT – an asian customer who already had paid the deposit for a GT asked 9ff what should be possible with the GT, well Mr.Fatthauer only made a rough plan and guess, he´d only build/research such a project on a confirmed basis, would be way to expensive otherwise – well, 9ff deep froze the plan after the asian customer didn´t bought a GT…
IMO it´s better like this, but i´m “afraid” that all the – especially german – tuners already have some plans for the GT – see Sportec…
the original GT engine indeed revved over 10k rpm, see here:
http://www.motorworld.net/forum/show...?p=26818#26818
IMO it´s the wrong way to tune the GT engine with turbos…
…to discuss everything in detail would require way too much time and´d probably get too difficult but i´ll try to give u some ideas on the GT´s engine, the V10 is the engine with the highest compression ratio of all – 12.0:1 ( 11,2:1 for the Enzo ) – a high compression ratio in combination with turbocharging is probably the worst thing one could do to an engine, this´d simply destroy the engine – a fixed rule says: the more boost, the less compression ratio…
reducing the compression ratio whould ensure that the engine won´t start knocking, so that the fuel air mixture won´t self-ignite, a knocking engine will self destroy itself very soon, especially pistons. this can be prevented by higher octane numbers – so higher ignition temps – “colder” sparking plugs, … at a compression ratio of 9:1 and a boost pressure of 1.5bars it´s like having a NA engine with a compression ratio of 15:1 – manufacturers are designing engines that can withstand with 99octan fuel a max compression ratio of 11.3:1 +/- 0.2
of course manufacturers like Porsche, Ferrari, Honda, BMW are running higher compression ratios in their high revving models, an active knocking control is required then to ensure the optimum ignition timing and therefore efficiency. A standard knocking control is not suited for such high revving engines because a high data interpretation is necessary to ensure a good combustion quality and therefore a gentle operation. so structure-borne noise sensors used in standard cars are replaced by ion-current technology the sparking plug acts as a actuator – for the ignition - and sensor for monitoring the combustion process directly in the middle of the combustion and not outside of the combustion chamber.
with this technology power output, fuel efficiency and reliability can be improved…
well, I think it´s enough now
also tuning the high sophisticated engine parts such as cams, intake system, exhaust, could be kinda difficult because the overall system is already nearly perfect and is working together with all the relevant parameters, e.g. the cylinderhead design with the steep intake ports, which, in combination with the steep induction pipes, ensure an optimal mixture supply, a very low total valve angle of 21.4 degrees is the result of the flow optimised port layout. This valve arrangement allows a compact combustion chamber, which, together with a flat and relatively smooth crown and a compression ratio of 12:1, allows a very efficient combustion.
changing different parameters and parts to gain more power would require quite some efforts and would “destroy” the product – there´re some cars that shouldn´t be touched by tuners…
