Porsche 918 Spyder Prototype

Porsche comes with the latest version, the Porsche 918 Spyder will go into production at the end of September 2013 as planned, with the first customers receiving Their vehicles before 2013 is out. "What we are doing with the 918 Spyder is Redefining driving fun, efficiency and performance," said Wolfgang Hatz, Member of the Executive Board Research and Development of Porsche AG.

The prototypes, harking back to camouflage Their historical Porsche 917 racing cars, signaling the final touches to the Porsche 918 Spyder. The focus is on the interplay Between the highly sophisticated individual drive components. The combination of combustion engine and two electric motors independent - one on the front axle and one in the drive line, acting on the rear wheels - poses a completely new demands on the development of the operating strategies. "They are therefore a critical component in this vehicle into the which we have put all of our expertise and capacity for innovation," said Wolfgang Hatz. These operating strategies and the development of the software to go with them are one of Porsche's core competences. Both of them have a major influence on the extreme driving fun to be had with the 918 Spyder and They Make possible a unique combination of minimum fuel consumption and maximum performance. The initial results of the driving trials are in line with the high expectations placed on the Porsche 918 Spyder.
The super sports car is designed as a plug-in hybrid vehicle combining a high-performance combustion engine with cutting-edge electric motors for extraordinary performance: on the one hand, the dynamics of a racing machine boasting more than 770 hp, on the other hand, fuel consumption in the region of three litres per 100 kilometres. Moreover, Porsche is breaking yet more new ground with the technology demonstrator with spectacular solutions such as the full carbon fibre reinforced plastic (CFRP) monocoque with unit carrier, fully adaptive aerodynamics, adaptive rear-axle steering and the upward-venting "top pipes" exhaust system. In the process, the Porsche 918 Spyder is offering a glimpse of what Porsche Intelligent Performance may be capable of in future.

Technical Specifications

• Body: Two-seater Spyder; carbon fibre reinforced plastics (CFRP) monocoque interlocked with CFRP unit carrier; two-piece Targa roof; fixed roll-over protection system.


• Drivetrain: Parallel full hybrid; 4.6-litre V8 mid-engine with drysump lubrication; hybrid module with electric motor and decoupler; electric motor with decoupler and gear unit on front axle; electrical system recuperation; four cooling circuits for motors, transmission and battery; thermal management.


• Engine Power
  
  
  
  • V8 engine: >570 hp
  
  
  • Hybrid module on rear axle: ~90 kW
  
  
  • Electric motor on front axle: ~80 kW
  
  
  • Combined: >770 hp
  
  
  
  


• Suspension: Double-wishbone front axle; optional electro-pneumatic lift system on front axle; electro-mechanical power steering; multi-link rear axle with adaptive electromechanical system for individual rear wheel steering


• Brake system: High-performance hybrid brake system with adaptive recuperation; ceramic brake discs (PCCB).


• Energy supply: Lithium-ion battery with 6.8 kWh capacity (BOL nominal), 202 kW maximum power and mainscompatible plug-in charger.


• Performance
  
  
  
  • Top speed: >325 km/h
  
  
  • Purely electric top speed: >150 km/h
  
  
  • 0-100 km/h: under 3.0 s
  
  
  
  


• Fuel Consumption (NEDC): ~3.0 l/100 km


• CO2 emissions: ~70 g/km


• Purely electric range: >25 km

Source : netcarshow.com

Porsche with concept Boxster Turbo

Porsche’s plans for building a baby Boxster were unceremoniously put on hold when the company decided that the current generation wouldn’t appreciate a smaller sports car. Having the baby model put aside for the time being left many wondering what vehicle would take its place. A smaller Boxster is out of the question, but what about a Boxster Turbo instead?


Milanno Artworks took to the drawing board after this revelation of sorts and came up with this image of what a Boxster Turbo could look like. The rendering shows off a redesigned front bumper following the Turbo philosophy from other Porsche models, Turbo-style side intakes that have Turbo styling as well, a carbon fiber bumper, LED daylights, black wheels, black mirrors, and a black windshield frame. The interior looks to have received different elements in Piano Black, brushed aluminum, and Alcantara.

Considering the current Boxster S features a 3.4 liter flat-six engine with 315 HP, it would be cool to see around 350 HP shooting out of a Turbo model.

Source : Topspeed.com

Science behind the Porsche 911 GT2 RS

There's a reason why Porsche has great expectations for the Porsche 911 GT2 RS. Being the most powerful production car the company has built what will do for you.

In building the GT2 RS, Porsche went through great efforts to offer a car that more than lives up to the hype huge and has given Porsche standards. Meanwhile, Motor Trend is determined to run the 911 GT2 RS and delve into the science that went into the construction of the German supercar. It's a fascinating watch, especially for fans of the Stuttgart brand that much time and drooled on the most powerful way ready to Porsche, the company has built.

Find out how Porsche addressed the ever-present problem of the distribution of weight in the car, how to adjust the suspension set-up, and how they were able to produce such exceptional power - 620 horses worth - 3. 6 liters of six cylinder car engine.

Source : topspeed.com

Porsche Cayenne by TechArt

TechArt has been one of the foremost tuning companies of Porsche vehicles, having produced a long list of programs for the Stuttgart-based company.

Their next program for the Porsche Cayenne will introduce a new set of aerodynamic kits for the SUV, called the TECHART Aerodynamic Kit I, as well as a performance program courtesy of the company’s new TA 058/T1 performance kit.

Among the parts included in the aero kit are a three-piece front spoiler with integrated air ducts, custom side skirts, a roof spoiler, and a modified rear apron. In addition, interested customers will also receive redesigned taillights, stainless steel dual tail pipes with a special embossed lettering, and last, but not least, a new set of custom alloy wheels that are available from 20" to 23."
TechArt will also be offering their new TA 058/T1 performance kit for a number of variants of the Cayenne, specifically the Diesel and Turbo versions. The former, which carries a 3.0-liter V6 diesel engine with an output of 240 horsepower and 405 lb/ft of torque, will see an increase of 40-horsepower and 51.6 lb/ft of torque, hitting 280 ponies and 457 lb/ft of torque. This allows the SUV to hit 0-62 mph in 7.2 seconds.


Meanwhile, the latter carries a 4.8-liter twin-turbo V8 engine with 500 horsepower and 516 lb/ft of torque. Thanks to TechArt’s performance program, the output climbs to 560 horsepower and 575 lb/ft of torque with a 0-62 mph time of just 4.4 seconds.

There’s plenty to like about the TECHART Aerodynamic Kit I and the TA 058/T1 performance kit and we certainly can’t wait to see what other surprises the company has in store for us when the Frankfurt Motor Show opens its doors in the coming weeks.

Source : Topspeed.com

2011 Porsche 911 GT2 RS - Road Test

Specifications

VEHICLE TYPE: rear-engine, rear-wheel-drive, 2-passenger, 2-door coupe

PRICE AS TESTED: $249,090 (base price: $245,950)

ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, port fuel injection

Displacement: 220 cu in, 3600 cc
Power (SAE net): 620 hp @ 6500 rpm
Torque (SAE net): 516 lb-ft @ 2250 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 92.5 in Length: 175.9 in
Width: 72.9 in Height: 50.6 in
Curb weight: 3085 lb

C/D TEST RESULTS:
Zero to 60 mph: 3.3 sec
Zero to 100 mph: 6.6 sec
Zero to 130 mph: 10.4 sec
Zero to 150 mph: 14.4 sec
Street start, 5–60 mph: 4.3 sec
Top gear, 30–50 mph: 7.8 sec
Top gear, 50–70 mph: 6.3 sec
Standing ¼-mile: 11.1 sec @ 133 mph
Top speed (redline limited, C/D est): 209 mph
Braking, 70–0 mph: 145 ft
Roadholding, 300-ft-dia skidpad: 1.07 g

FUEL ECONOMY:
EPA city/highway driving: 16/23 mpg
C/D observed: 15 mpg

Porsche’s 911 GT2 RS is a brute, a lightweight, twin-turbocharged, 620-hp bout of madness that stemmed from Stuttgart’s quest to see how high up the sports-car ladder the 911 could punch. Overpowered almost to a fault and with enough grip to peel lane markings off the pavement, it is the most serious roadgoing Porsche ever.
Unlike the previous 996-era GT2, this 997 variant was deemed intense enough to skip straight to the “RS” designation reserved for Porsche’s homologated street-legal racers. That doesn’t mean you’ll see a GT2 RS on a Porsche Cup starting grid, but it illustrates the level of focus the car received.
Making a Rocket
The recipe was simple: put the company’s most powerful street-legal powerplant ever in the back of a GT3 RS chassis and remove even more weight. The engine is a port-injected, 3.6-liter flat-six from the Le Mans–winning GT1 race car of the late ’90s, with a pair of variable-geometry turbochargers huffing a maximum of 23.2 psi of boost into the combustion chambers. The result is 620 hp at 6500 rpm and 516 lb-ft of torque at 2250. Compared to Porsche’s other leading turbocharged rocket, the 530-hp, all-wheel-drive 911 Turbo S—which is fitted with a seven-speed PDK dual-clutch automatic—the GT2 RS’s six-speed manual gearbox and rear-drive layout invite a significantly higher level of driver involvement.
Weight was pulled from throughout the car, with total savings of about 70 pounds compared to the GT3 RS and 400 or so relative to the Turbo S. Some of the more notable lightening bits include a single-mass flywheel, a carbon-fiber hood and front fenders (the latter a $6840 option), various aluminum suspension bits, lighter springs, single-lug wheels, an optional lithium-ion battery ($1700), less sound-deadening material, carbon-fiber racing seats, and polycarbonate rear and rear-side windows. Deleting the infotainment system and air conditioning—as on our example—is a no-cost option and further reduces mass, but we recommend keeping them if you plan on commuting to the track. A roll-bar where the rear seats used to be adds several pounds back in, as do airbag-equipped seats and actual glass for the rear windows, the latter two included on U.S. models to meet safety regulations.
Lighting the Candle
Power doesn’t so much as build with engine speed as it explodes. The tipping point for maximum thrust is about 4000 rpm, and there’s a slight delay in responsiveness at lower rpm as the turbos violently inhale the atmosphere through the intakes. The mechanical clatter of the engine overlaid with fast-moving, tormented air sounds much angrier than the naturally aspirated wail of a GT3. The lack of boost at low revs actually makes the GT2 RS surprisingly docile to pedal around town—save for the firm yet progressive clutch—but standing starts can be tricky.
Riding the line between bogging out and lighting up the massive rear tires—and doing our best to shift quickly from our tester’s right-seat driving position—we managed a deceptively, um, long 3.3-second run to 60 mph, or 0.5 second slower than our best in a Turbo S with launch control. While that’s still very quick, the GT2’s acceleration intensifies dramatically once the car is moving, and is accompanied by a significant lightening of steering effort as the car squats and squirms about for traction. Keeping both hands on the wheel is advised.
The gap between GT2 and Turbo S narrows at the quarter-mile mark (11.1 seconds at 133 mph to 10.8 at 129) and the GT2 takes the lead by 150 mph, which comes up in a blistering 14.4 seconds—1.0 second ahead of the Turbo S and 2.0 seconds quicker than a 638-hp Chevrolet Corvette ZR1. The unrelenting thrust makes the estimated 209-mph top speed entirely believable.
Advanced Guidance
Based as it is on the already stellar GT3 RS, the precision and feel of the GT2’s chassis is sublime, what with its minimal, 3085-pound curb weight and sticky Michelin Pilot Sport Cup rubber, sized 245/35-19 in front and 325/30-19 at the rear. Porsche’s adaptive suspension (PASM), carbon-ceramic brakes (PCCB) with center-locking hubs, and defeatable stability- and traction-control systems are all present and do their best to make the GT2 as drivable as possible. The steering is as crisp and tactile as any road car’s, outright grip is phenomenal and among the highest figures we’ve recorded (1.07 g), and the beautifully firm and progressive brakes can stop the car from 70 mph in a disorienting 145 feet, another near-best.
Overlooking the objective figures, the GT2 RS is simply insanely fast on the road and something of a handful when the front wheels attempt to leave the pavement under maximum acceleration in the lower gears. The snug-fitting racing seats and heavy primary controls are all excellent, and the seemingly endless amounts of grip and braking power offered loads of confidence on the fast mountain roads of northern Wales in the U.K. There is no twitchiness or demonic behavior as with previous hard-core 911s, so long as you’re pointed straight before you pin the throttle. Not that it’s a primary concern for such a vehicle, but we also managed an impressive 15 mpg overall during our drive.
ReentryLong stints in the driver’s seat of the GT2 do reveal some annoyances: road noise is brutally loud; the stiff ride is tolerable at best; the semi-slick tires have a terrifying lack of grip on even mildly damp roads; the car scrapes its front splitter on every speed bump (there is no nose-lifting system as on the GT3); and passing maneuvers will always end in speeds fit for incarceration. The GT2 RS feels like a track-day refugee, and with our tester’s bronze-colored wheels, fixed rear wing, and gaudy red-and-black Alcantara-lined interior, it looks like one, too. Factor in the $245,950 starting price (our example’s black paint pushed the as-tested figure to $249,090) and this is a very focused—albeit special—machine of limited use.

Although the recently introduced 500-hp GT3 RS 4.0 has replaced the GT2 RS as the ultimate sendoff for the 997—and is probably our pick for the best all-around track-day 911—it’s slightly less exclusive (600 units to the GT2’s already sold-out 500) and nowhere near as excessive. The GT2 is a wallflower next to the sultry lines of a Ferrari 458 Italia, but piloting it is an extraordinary event on par with nearly any blue-chip exotic. We won’t call it the best 911 ever, but it’s definitely Porsche at its most extreme. Source : Caranddriver.com

Porsche Cayman Spy Photos - Future Cars

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Update: We now have much closer shots of the next Cayman, and they reveal a more 911-like silhouette and front end. The roof appears flatter than the current car’s, and we can see just how much the stretched wheelbase affects things like the size of the rear window. Less exciting: This prototype appears to have a sensor in the front fascia’s center opening, suggesting some kind of laser- or radar-based system like active cruise control will be offered.

We’ve already spotted the 2012 Boxster in the wild—our editor-in-chief, Eddie Alterman, even snagged a few shots himself—but now we have the first spy photos of the next-gen Boxster’s hardtop sibling, the 2013 Cayman. Since the two cars share a platform, most of what we know about the Boxster will apply to the Cayman as well. This means carry-over flat-sixes, with a new flat-four as the base engine. The current Cayman engine lineup starts with a 265-hp, 2.9-liter flat-six, moving to a 320-hp, 3.4-liter flat-six in the Cayman S. We don’t know much about the new four-cylinder, but it most likely will be a shortened version of the six, rather than an all-new engine. Transmissions are not likely to change much, and the new Cayman should make do with the existing six-speed manual and seven-speed PDK dual-clutch automatic.
The upcoming Boxster will ride on a slightly longer wheelbase, and the Cayman will inherit the same extension. The longer wheelbase shows itself here in the Cayman’s longer rear-quarter windows and the longer roofline. Aside from an expected boost in interior space, perhaps the biggest benefit of the stretch is that the lengthened hatch affords a larger rear window.
Moving down from the roofline, the appearance of the next Cayman will change little from today’s car. The fenders are just as curved and pumped-out as the current Cayman’s, and the vertical intakes ahead of the rear wheels remain—how else are you going to feed a mid-mounted engine? While our shooter failed to snap any pictures of the front of the car, we got a clear look at the Boxster’s schnozz, and we can confidently say that not much will change up front for the coupe, either. (This is sort of a habit at Porsche; note how similar the next 911will be to the current car—and the one before that, and the one before that, and so on.)

Then again, we can’t think of much we want to change. In an era of tremendous upheaval in the auto industry, Porsche’s mid-engine coupe is one thing we’re glad to see stay the same. Look for better, crisper pictures of the Cayman as its official debut sometime in mid-2012 draws near.







 Source: Carandriver.com

2011 Porsche Panamera 4S - CARS REVIEWS 2011

It’s what’s inside that counts most.

Highs and Lows

Highs: Launches too quick for eyeballs to process its odd shape, room for real humans in the back seat, leather-meets-spaceship interior, pure driving experience.
Lows: Your friends might not want to be seen getting out of the back seat.

What Is It?
Well, we’re still not sure. This all-wheel-drive S model is the fourth Panamera variant we’ve tested, and the hatchback-cum-sedan’s shape still hasn’t completely grown on us. It is agreed, however, that the Panamera is plenty agreeable to drive—and easier to enjoy from inside. Fortunately, that’s where they put the steering wheel and all of the important controls. Bless those Germans.
How Does It Drive?

The great thing about the Panamera is that you drive it, and not the other way around, as is the case with many big-buck sedans. There are no nanny systems to beep, blink, or otherwise distract, and, with the exception of launch control, there are no technoid aids. The launch control is the PDK transmission’s party trick—although other drivers may be too busy trying to figure out what the car is to challenge you to a race—and teams up here with all-wheel drive, a 400-hp V-8, and some fat Michelin Pilot Sport PS2 rubber to deliver a 4.2-second 0-to-60-mph time. That’s 0.5 second quicker than the rear-drive Panamera S. To put things in five-door perspective, the 4S trails our 556-hp Cadillac CTS-V wagon long-termer by just a tenth.
The Panamera’s steering is Porsche light, but offers the kind of feedback and accuracy that’s a boon on a back road and welcome on a highway cruise, where fewer corrections are better. The interior works well in both situations, too—it’s all-day comfortable, nicely detailed, and functional. Our favorite detail: the ultra-configurable color display that lives in the right-most gauge crescent. We set it up just right for a weekend trip, displaying speed-limit signs at the top and showing range, distance and time to destination, and audio info on the customizable “vehicle” screen. A nav display, trip computer, and phone menu are a flick away using the steering-wheel-mounted thumbwheel.
Over that 500-mile trip, we saw 24 mpg, meaning the car’s 26.4-gallon fuel tank can deliver a range of more than 600 miles. Our overall observed fuel economy was 20 mpg, smack dab in the middle of the EPA’s 16/24 city/highway ratings. Not bad, given the 4200-plus-pound curb weight and our heavy right feet.
How Does It Stack Up?
Despite having several near-competitors in its niche—which was essentially magicked out of thin air—the Panamera 4S may be most easily compared to its sister cars, which have recently expanded to include the S hybrid and Turbo S models. Comparables for the 4S from other makers include the cheaper and softer Audi A7, the harder-edged Mercedes-Benz CLS AMG, and the upcoming BMW 6-series Gran Coupé, which figures to lean more to the grand-touring side of the ledger. This Porsche offers a unique blend of agile, precise handling and comfort.
What’s the Cost?
As with any Porsche, this one’s up to you. The base price of $96,175 isn’t bad as full-bore Euro luxury sedans go (a rear-wheel-drive S can be had for about $5K less—bargain!). But you’ll surely want to spec the Sport Chrono Package Plus for $1480, because it adds the launch control. Then there was our test car’s extra leather for the seats and dash, which, while playing with funny money, we might as well get, too. We would, however, skip this car’s optional 20-inch wheels and their $3120 upcharge, as well as the colored-in center caps ($185). This example also had ventilated front seats for $800, a $1990 Bose audio upgrade, extra-cost paint ($790), and the $2350 Premium package, for a (hundred-)grand total of $110,545.
That’s undoubtedly a lot of money, but would you expect hyper-quick weirdness to be affordable?

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 4-passenger, 5-door hatchback

PRICE AS TESTED: $110,545 (base price: $96,175)

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 293 cu in, 4806 cc
Power (SAE net): 400 hp @ 6500 rpm
Torque (SAE net): 369 lb-ft @ 3500 rpm

TRANSMISSION: 7-speed dual-clutch automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 114.9 in Length: 195.6 in
Width: 76.0 in Height: 55.8 in
Curb weight: 4247 lb

C/D TEST RESULTS:
Zero to 60 mph: 4.2 sec
Zero to 100 mph: 11.0 sec
Zero to 130 mph: 20.3 sec
Zero to 150 mph: 30.4 sec
Street start, 5–60 mph: 4.9 sec
Top gear, 30–50 mph: 2.8 sec
Top gear, 50–70 mph: 3.4 sec
Standing ¼-mile: 12.8 sec @ 108 mph
Top speed (drag limited): 175 mph
Braking, 70–0 mph: 159 ft
Roadholding, 300-ft-dia skidpad: 0.92 g

FUEL ECONOMY:
EPA city/highway driving: 16/24 mpg
C/D observed: 20 mpg
Source : Caranddriver.com