The Book of 911

The new 911. 45 years in the making.

That phrase – the new 911 – was first heard in 1963. Since then, it’s been said many times, yet never without merit. It marks not merely the arrival of another model year, but a new milestone in the advancement of sports car performance. With this new 911, Porsche engineers have once again proven that no matter how high the bar is set, it can be set higher still.

 

The car with the engine in the rear.

There is wide-spread speculation that with oil prices as high as they are, Porsche will need a smaller engine to meet increased demand for fuel efficient cars. Further, even if the market does not directly accommodate a 4-cylinder model, increased government restrictions on overall fuel efficiency may force the company to launch a 4-cylinder model. 

Leftlane News reports that Porsche is currently developing this 4-cylinder car. Think Porsche 914, if you like, but of course it may not be an entirely new model.

LeftLane News has posted new shots of what is probably the 2011 Porsche Boxster, and that 4-cylinder engine may show up in this car.

“Porsche will give its Boxster range a new entry-level powerplant for the 2011 model year, according to a U.K. media report. Insiders say a new four-cylinder Boxster will be he “most economical Porsche ever.” Economical in price — but also in terms of fuel economy.

The new engine will arrive as part of the redesigned Boxster lineup. The revamped sports car is said to be “significantly” lighter than the existing models. The turbocharged four-banger will deliver over 200 horsepower, informants to Britain’s Autocar magazine claim.

The Cayman coupe will also likely receive a four-cylinder model, but timing will depend on when the next-generation Cayman is launched.

It’s not known how this latest information ties in with rumors about a revived Porsche 914positioned below the Boxster and Cayman. It’s possible that model is also in the works, or perhaps the four-cylinder Boxster will fill that niche.

Thomas Krickelberg, Porsche’s head of powertrains, recently admitted the six-cylinder Boxer engine was designed to have cylinders removed if the need ever existed.

“[There are] the discussions about global warming and the need to reduce fuel consumption,” Krickelberg told Drive. “The target was to have a six-cylinder because that is the criteria of the 911 and the Boxster. But there is still the option to reduce the number of cylinders.”

The result of lopping off two cylinders would be a Boxer four displacing about 2.4L.”

http://www.leftlanenews.com/report-porsche-boxster-to-get-four-cylinder-engine-in-2011.html

Porsche has posted the following about the new Porsche 911 RSR:

The successful Porsche 911 GT3 RSR takes off into the new model year with extensive modifications. The most powerful race car based on the Porsche 911, which last season secured wins in the American Le Mans Series and at the Nürburgring 24 Hours, competes in the GT2 class at international long distance races. The most distinguishing feature of the new GT3 RSR is the redesigned front with large air outlets on the front hood. Under the light-weight bodyshell, as well, major changes were made to the quickest 911.
Noticeable at first sight are the air outlet slots, or the so-called louvers, on the front hood: an indication of the completely redesigned air ducting of the radiators, which became necessary through the new design of supply and discharge air with the installation of an optional air-conditioning unit. The aerodynamics under the rear underwent further optimisation. The rear wing now features a wider adjustment range. The weight-optimised brake system and the lighter wiring harness contribute to further improved handling, compared to the predecessor model.

The capacity of the well-known six-cylinder boxer engine increased from 3.8 to 4.0-litres. After another reduction in the size of the air restrictors for the 2009 season, the engine now delivers around 450 hp (331 kW) at 7,800 revs per minute and develops a maximum torque of 430 Nm at 7,250 rpm. The rev limiter of the efficient six-cylinder unit kicks in at 9,000 rpm. Compared to the forerunner, the rev level for a given power output was significantly lowered. Thanks to this, the engine features an optimised torque curve and offers better driveability.
In the cockpit, a new multi-function display located above the dashboard indicates the opti-mum moment to change gears. Another new feature is the programmable multi-function, onboard supply system control device, giving teams the choice of many individual functions. One of these is the infinitely adjustable blinking frequency of the lights in the front apron, which helps to immediately recognise race cars when they enter the pits in the dark. For eas-ier servicing under race conditions, other modifications were made. The GT3 RSR now fea-tures a new air-jack system with overpressure valve. The oil refill with fast filling function has now moved to the rear lid, giving mechanics better access.

Aside from GT3 Cup and the GT3 Cup S, the GT3 RSR is the third race car based on the Porsche 911 offered by Porsche Motorsport. About 20 of the successful long distance racers have been built in Weissach and are now being delivered to customer teams around the world. The GT3 RSR costs 380,000 Euro plus VAT specific to each country.

Technical Description Porsche GT3 RSR (2009)

Engine:
Water-cooled, six-cylinder boxer engine; four valves
per cylinder; dry sump lubrication; individual throttle
butterflies; fuel injection; air restrictors 2 x 29.5 mm.

Bore:
102.7 mm

Stroke:
80.4 mm

Capacity:
3,996 cc

Power output:
331 kW (450 bhp) at 7,800 rpm

Max. Torque:
430 Nm at 7,250 rpm

Max. revs:
9,400 rpm

Transmission:
Six-speed gearbox with sequential jaw-type shift;
oil/water heat exchanger; single-mass flywheel;
hydraulic disengagement lever; three-plate carbon-fibre
clutch; rear wheel drive; limited-slip differential 45/65%.

Body:
Monocoque body (basis GT3 RS) of hot-galvanised steel;
aerodynamically optimised front end with front spoiler;
aerodynamically optimised front underfloor; adjustable
rear wing; 90-litre safety fuel tank with fast filling function;
air jack; welded-in safety cage; bucket-type racing seat
(on driver’s side only) with flame-resistant seat cover;
six-point seat belt adapted for use of the HANS
Head and Neck Support; electric fire-extinguishing system.

Suspension:

Front:
McPherson spring strut axle; Sachs four-way gas
pressure dampers; double coil springs (main and ancillary
spring); front axle arms adjustable for camber; adjustable
sword-type anti-roll bar on both sides; power steering.

Rear:
Multi-arm axle with rigidly mounted axle sub-frame;
Sachs four-way gas pressure dampers; double coil springs
(main and auxiliary spring); rear axle tie-bar reinforced
and infinitely adjustable; adjustable sword-type anti-roll
bar on both sides.

Complete suspension infinitely adjustable (height,
camber, track).

Brakes:
Brake system with balance bar control.

Front:
Single-piece six-piston aluminium fixed callipers;
inner-vented, 380 mm in diameter; racing brake pads.

Rear: Single-piece four-piston aluminium fixed callipers;
inner-vented, 355 mm in diameter; racing brake pads.

Wheels:

Front:
Three-piece BBS light-alloy wheels (11J x 18-34);
central bolt;

Rear:
Three-piece BBS light-alloy wheels (13J x 18-12.5);
central bolt.

Electrical System:
Motec display with integrated data recording; multi-function
display with integrated gearshift indicator; adjustable
traction control; battery: 12 volt, 50 Ah, 140 Ah alternator.

Weight:
Approx. 1,220 kg complying with A.C.O. regulations,
1,245 kg complying with FIA regulations.

Check it out here: LeftLane News on the Porsche Boxster for 2011