Porsche model overview

[lakatu]

Originally Posted by st-anger Originally Posted by lakatu Originally Posted by st-anger Originally Posted by 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*














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]

Originally Posted by 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...

...working more than fine for me

TT have you tried???

[st-anger]

MOVED:

posted by LotusGT1

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



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.




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.



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]

Originally Posted by st-anger Originally Posted by 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... ...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

[flat6]

Cool

[flat6]

Here's a little something...

911 4-Seater Prototype :shock:



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....r_model_id=332

[st-anger]

Porsche 997 Carrera2 & Carrera "S"



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/...nger/997_5.jpg
http://img63.photobucket.com/albums/...nger/997_6.jpg
http://img63.photobucket.com/albums/...nger/997_7.jpg
http://img63.photobucket.com/albums/...nger/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/...aenglish/intro

Edit: Great pics as usual. Thanks!!! Just something though, isn't this a 996? http://www.imagestation.com/album/?i...63215809&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!!

[fabro_s]

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

[lakatu]

Originally Posted by ae86_16v Edit: Great pics as usual. Thanks!!! Just something though, isn't this a 996? http://www.imagestation.com/album/?i...63215809&idx=1

Your right the first picture is a 996 but the rest of the album is of the 997.