The Book of 911

Yummy!

Source: http://www.evo.co.uk/videos/planetevovideos/243343/porsche_gt3_rs.html

The 2009 911 Cabriolet

LeftLane News has this to say about the new 911 997.5 cabrio:

The 911 Carrera Cabriolet is a true Porsche, from top to bottom. With amazing acceleration, and incredibly grippy brakes, it is the ultimate package for a Porschephile who also happens to be a sun worshipper. Not a car for first-time enthusiasts afraid of its unique handling characteristics, it nonetheless begs to be driven and enjoyed any day of the year.

See the full review here:

http://www.leftlanenews.com/porsche-911-carrera-cabriolet-review.html

GT3 spy shots...

We have spy shots from NextAutos.com and LeftLane News. Check them out!

To be seen at the Geneva auto show

The annual Geneva auto show will bring a variety of new cars. For example, Bentley will showcase its new “Extreme” biofuel-powered car. Porsche will also be there, as usual, and you can count on the launch of the latest GT3. It’s a naturally aspirated car with 3.8 litre displacement that reaches 60 mph in 4.0 seconds. Pretty quick. In fact performance is the name of the game with this car, and nearly everything sees minor upgrades from the previous GT3.

ATLANTA — January 29, 2009 — Porsche will launch the fastest, most powerful 

911 GT3 to-date at the Geneva Motor Show on March 3, 2009. The high 

performance GT3 is the latest in the new generation 911 series and carries over 

a wide range of expertise learned from motorsports – resulting in superb 

capabilities both on road and on track. 

New Engine 

The 2010 Porsche 911 GT3 raises the performance bar thanks to an increase in 

engine size to 3.8 liters and VarioCam technology now on both the intake and 

exhaust. The naturally aspirated six-cylinder boxer engine develops 435 bhp, 20 

bhp more than its predecessor. 

The new, larger engine offers a significant increase in torque at medium engine 

speeds, which is particularly important for everyday driving. Track performance is 

also improved; the new GT3 accelerates to 60 mph in 4.0 seconds and reaches 

a top track speed of 194 mph. 

Improved Suspension 

Driving dynamics have also been enhanced, and the new GT3 offers even better 

grip and stability. Porsche Active Suspension Management (PASM) has enabled 

Porsche’s engineers to make the springs and anti-roll bars stiffer, thus ensuring 

even more precise handling in sport mode, while retaining a level of comfort 

suitable for everyday use in normal mode. For the first time, the 911 GT3 comes 

standard with Porsche Stability Management (PSM), with suspension mapping 

mirroring that of the GT2. The driver can disengage both stability control and 

traction control in separate steps. 

Refined Aerodynamics 

At high speeds, aerodynamic improvements have increased downforce at both 

the front and rear, more than doubling the effect of the previous GT3. At the 

same time, the new aerodynamics package, with larger vents in the front and 

rear bumpers gives the GT3 a brand-new look, accentuated by standard bi- 

xenon headlights, LED rear light clusters and modified air intakes and outlets. 

Innovative Engine Mounts 

The new GT3 will be available with new and highly innovative dynamic engine 

mounts. Utilizing magnetic fluid, these inventive mounts automatically stiffen to 

create a more solid coupling between the engine and chassis when the car is 

driven energetically. This provides a sporting, rigid assembly on fast bends and 

winding racetracks yet allows for engine isolation and increased comfort while 

driving in everyday traffic. Traction is also improved when accelerating from a 

standstill. 

Upgraded Brakes 

With driving dynamics and performance at an even higher level, the brake 

system, following a long Porsche tradition, has also been enhanced accordingly. 

Brake discs are larger and feature an aluminum hub to reduce weight. Increased 

brake ventilation ensures a high level of brake power over long periods, and the 

GT3 can also be equipped with PCCB ceramic brakes, developed specifically for 

this model. 

Creative Front End Lift 

A new lift system for the front axle is also available. By utilizing an on-board air 

compressor, the front of the car can be raised for steep driveways or inclines. 

The touch of a button raises the front ride height by 30 mm, or 1.18 inches and 

at speeds up to approximately 30 mph. New, lighter GT3 specific center lock 

wheels and ultra-high performance tires round out the functional and visual 

enhancement of the GT3. 

The 2010 Porsche 911 GT3 will be available in the fall of 2009, MSRP US$112,200 

 

Source: Porsche Cars North America.

A Porsche Panamera escaped damage during the accident

Car accidents are always tragic, but they carry special meaning when they serve a purpose. February 13 brought much unwelcome news for everyone in the Porsche world when one of it’s most seasoned test drivers was killed in a road accident during testing of the next generation Porsche 911 convertible. 

Apparently the driver lost control of the car at moderate speed on an unregulated portion of the autobahn in Hessen, during damp weather. 

Testing locations vary from location to location. Some are on closed-circuit tracks, others are on high-speed ovals, but a lot of testing is “real-world”. Spy shots abound of nearly ever new models that comes out. Some cars are tested more rigorously, but sports cars tend to receive a lot of test time on road and track. Often the test drivers work in shifts, 24 hours per day, and in various locations ranging from the deserts of Arizona, to above the arctic circle in Sweden.  

Test centers for various manufacturers include:

Pictures from the accident detailing the car’s position in relation to the guardrail are here.

Read the rest of this entry »

A quicker way to 60

“Along with direct fuel injection, the new Porsche engines offer the new Porsche Doppelkuppling (PDK), available as an option. It’s a technology that first helped Porsche racing cars create a sensation on racetracks around the world in the 1980s. After years of painstaking development, its application in a street-legal 911 has come to fruition.

PDK, with both a manual gearshift and an automatic mode, has seven gears at its disposal. It is essentially two gearboxes in one and, as the name suggests, two clutches. Whenever a particular gear is engaged, the next gear in the other gearbox is always preselected. The result?

Gear shifts take mere hundredths of a second, and without any hint of interruption to the flow of power. PDK provides improved responsiveness and greater agility with more fuel efficiency.

In combination with the Sport Chrono Package Plus, PDK has a choice of two additional functions: Launch Control for optimum acceleration from a standing start, and a motorsport-derived gearshift strategy, bringing gearshift characteristics straight from the racetrack.”

Source: 2009 Porsche 911 Product Guide, page 10.

On the power of the 911

“The position of its flat-six engine at the rear of the chassis is an iconic element of the Porsche 911. For many drivers, it’s the single characterisitic that defines the 911 dirving experience. That experience is now further evolved in the new 911, thanks to two new engines that use direct fuel injection.

How does this improve upon conventional fuel injection? By preparing the fuel/air mixture entirely in the combustion chamber, where it is then metered and injected directly with millisecond precision.

From a technical perspective, the more accurate fuel/air mixture and optimization of combustion has increased performance while being more fuel efficient. Power and torque outputs are now 345 and 385 horsepower and 288 lb.-ft. and 310 lb.-ft. for the 3.6- and 3.8-litre engines respectively.”

Source: 2009 Porsche 911 Product Guide, page 10.

Sure the PDK is great. It speeds acceleration via faster gear shifts, and it reduces petrol usage by adding a *7th* gear… In short is is a long overdue, but necessary technical jump forward for Porsche. The company is also rolling out its direct fuel injection at the same time, which provides 9% or so of greater horsepower and reduces CO2 emissions because it burns petrol more efficiently as it does not first mix the fuel with air before it enters the cylinder chamber. 

Download the document here:

911 PDK Technical Specs

From the 2009 Porsche 911 product guide, pages 4-5,

“And for every new Porsche 911, there has been a simple criterion– whatever features are added or technologies offered, they must be more than just new. They must prove to be true enhancements, delivering performance that’s more precise, more immediate, and more rewarding for the driver.”

 

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.

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.