Off Road Track Porsche Silverstone

True spirit. The Porsche Boxster.

Black Ride of the Hour - Porsche 996 Turbo with HRE P40S

Good evening with Strosek 911 Carrera Cabrio (993)

The new Porsche Cayenne GTS driven

Porsche Macan with 370bhp? (rendering)

Porsche is set to crown its upcoming Macan line-up with a fiery 370bhp-plus Turbo-badged range-topper that will establish a new performance 4x4 niche when it hits UK showrooms in October next year.
In the absence of dedicated performance variants of rivals such as the BMW X3 and Range Rover Evoque, Porsche expects the Macan Turbo to carve out a niche as the fastest and most dynamic model in the class — something that it achieved with the bigger Cayenne.
The top-of-the-line Macan will be the first car powered by Porsche’s still-secret new twin-turbocharged V6 petrol engine, details of which are revealed here for the first time.
Developed in-house at Porsche’s R&D centre in Weissach, Germany, the twin-turbo V6 is understood to have a 90deg vee and a capacity of 3.0 litres. It is believed to be a variant of the 3.6-litre V6 that powers entry-level Cayenne and Panamera models.
Peak power and torque are said to be in the region of 370bhp and 400lb ft thanks to twin sequential Borg Warner turbochargers, an air-to-air intercooler system and other internal modifications, including a lower compression ratio than that of the normally aspirated 3.6-litre engine. That’s an increase of about 80bhp and 105lb ft over the non-turbo 3.6.
The Macan is based on the Volkswagen Group’s next-generation large front-wheel drive and four-wheel drive platform, known as MLB. As a result, the new V6 is mounted longitudinally and drives all four wheels through an Audi-engineered, Porsche-tweaked Torsen torque-sensing differential. The rear axle features electronically controlled torque vectoring for the rear wheels to improve turn-in and cornering grip.
The choice of transmissions will be a standard seven-speed manual (a development of the latest unit in the 911) or an optional seven-speed, dual-clutch PDK automatic (also
911 derived).
The powertrain has already been undergoing intensive testing under the bonnet of inconspicuous-looking Audi Q5 and Cayenne prototypes.
Porsche’s engineers have also been working hard to provide the Macan with a more sporting character than its Q5 twin by comprehensively retuning the underpinnings.
So although the mechanical componentry — including strut front and multi-link rear suspension — is shared, the Macan gets unique elasto-kinematics thanks to specific bushes, springs and damping rates.
The same goes for its electro-mechanical steering system, which has benefited from Porsche’s experience in tuning similar hardware now used across its line-up.
“We’ve surprised even ourselves,” said Porsche development boss Wolfgang Hatz. “It drives incredibly well and, from what we’ve seen from the competition, will be the most sporting car in its class.”
Among the developments that Porsche is working on is a unique, wide-track front axle and rear-drive torque bias from the Torsen centre differential.
At the same time, Porsche insiders suggest that their new junior SUV will boast sufficient ground clearance to ensure that it delivers what they describe as “confident off-road ability”. This is despite the lack of low-range gearing and locking differentials.
As confirmed in an official sketch of the new model made public in February, the Macan will feature a five-door layout similar to that of the Cayenne. It will be the fifth main model line for Porsche, joining the existing Boxster/Cayman, 911, Cayenne and Panamera lines.
Considered a crucial component in chairman Mathias Muller’s plans to lift Porsche’s annual sales above 200,000, it will be assembled at the German car maker’s Leipzig factory alongside the Cayenne and Panamera.
The Macan is somewhat smaller than the Cayenne, with an overall length of about 4.6m, width of 1.89m and height of 1.65m. That’s about 210mm shorter, 50mm narrower and 40mm lower than its bigger brother.
It will have a modern-looking cabin closely related to the Cayenne’s, complete with trademark features such as the dashboard-mounted starter, sited to the right of the steering wheel on UK models.
With seating for up to five, the Macan is tipped to offer 520 litres of luggage volume, slightly less than an X3 or Q5.
As well as launching the new twin-turbo 3.0-litre V6 petrol engine, the Macan will be distinguished for another reason. It will be the first Porsche since the 968 ceased production in 1995 to be sold with a four-cylinder engine.
Nothing is official yet, but Porsche sources acknowledge that their new model will follow the Q5 in offering a base 2.0-litre turbo petrol motor.
Set to become the volume seller of the line-up, the four-cylinder petrol unit is likely to deliver about 220bhp in the base Macan — sufficient for projected 0-62mph acceleration of 7.5sec and a 143mph top speed.
It won’t be the only four-cylinder engine for the Macan, though. Also planned is a 190bhp 2.0-litre turbodiesel that’s said to have recorded 45mpg in testing — a figure that promises to make it the most economical Porsche model yet to make series production.
In line with other Porsche models, the Macan will come as standard with a range of fuel-saving features, including automatic stop-start, brake energy recuperation, on-demand operation of engine ancilliaries and, in higher-end models, a ‘sailing’ function that uses a clutch to disengage the engine on a trailing throttle and during descents.
Sitting just below the Macan Turbo will be an S model powered by the same 295bhp normally aspirated 3.6-litre V6 used in the Cayenne.
It will be joined by a Macan Diesel S using the 250bhp 3.0-litre V6 turbodiesel found in the Panamera.
Also planned, primarily to boost North American sales, is a Macan Hybrid running the same parallel petrol-electric drivetrain used in the Q5 Hybrid. It mates a 208bhp turbocharged 2.0-litre,
four-cylinder petrol engine with a 54bhp electric motor.
Porsche is also in negotiation with Audi to secure the latter’s new 309bhp twin-turbocharged 3.0-litre V6 diesel, recently launched in the A6, for a possible seventh model: the Macan Diesel Turbo. This engine is due to power a hot SQ5 model from September.
However, Audi officials, already smarting from having to share the Q5 underpinnings with Porsche, are said to be resisting pressure to share this diesel with the Macan. Contracts have already been signed for it to go into the Panamera and Cayenne.


by autocar

The new Porsche Cayenne GTS: Purist

Porsche Museum Treasure - the 911 (1963)

Peak Performance: The new Porsche Boxster

Cayenne Wide Track

Nissan GT-R vs Porsche 911 Carrera S

Porsche 918 Spyder First Rollout Nardo

Exclusive Ride in the World’s First Plug-In Hybrid Supercar

NARDO, Italy – There’s a digital clock mounted above the door of Dr. Frank-Steffen Walliser’s office counting down the days until the launch of Porsche 918 Spyder. It’s a constant reminder of what Walliser and his team have been tasked with. They’re reinventing the supercar for the 21st century and we’ve traveled all the way to the high-security Nardo Test Track for an exclusive ride in the world’s first plug-in hybrid supercar.

This is most definitely not a Prius.

Granted, it doesn’t look like much right now. The original concept debuted two years ago at the Geneva Motor Expo and stole the show. Within months the Porsche board approved the project for production and engineers have been working overtime ever since.

The 918 prototype you see here was in bits and pieces just a few weeks ago, and it’s one of only three in existence. The Porsche team assigned with 918 development arrived in Italy in early January and furiously began testing all the components before slapping together an assortment of chopped and mismatched 911 bodywork to get it ready for the track. And us.

Few outsiders get access to a vehicle this early in the development process – not even a cheap econobox, let alone a next-generation halo vehicle in Frankenstein form. But Porsche wants to show off what it’s been up to and give us a taste of how it’s reworking the recipe for world-beating performance.

Nine Fast Facts About the Porsche 918 Spyder

• $800,000 price (appox.), $200k deposit
• More than 50 CPUs
• Electrical system alone took 9 months to develop
• Every single light is an LED, from the headlamps to the interior
• The passenger sits 20mm further forward than the driver for optimum weight distribution
• The transmission was pulled from the new 911 and flipped upside down to fit the 918
• Every body panel is carbon fiber, save the bumpers
• There’s a “Manufactured in Flacht” sticker on the back as a reminder that Porsche Motorsport is the main developer
• If you leave the two carbon fiber targa panels at home and it starts to rain, you’re out of luck. Porsche doesn’t offer a soft top option.

The formula for the 918 starts in stereotypical supercar fashion: mount a race-bred V8 amidships that sends power to the rear wheels. In this case, Porsche pulled a variant of the 4.6-liter V8 originally fitted to the three-time ALMS LMP2 Championship-winning RS Spyder. That engine put out a comparatively paltry 503 horsepower, but fitted to the 918, output is up to 570 hp. That figure is before you account for the 918′s two electric motors, and it’s also where the similarities to past supercars ends. Abruptly.

As opposed to most engines, the eight cylinders’ exhaust outlets exit in the middle of the V, driving spent hydrocarbons out and over the engine into a muffler fitted atop the engine. That means heat in the engine compartment is kept to a minimum and – in an ingenious bit of form following function – a duo of exhaust outlets protrude upwards like two titanium trumpets signaling to the heavens. And it gets better.

The 918 Spyder is a full parallel hybrid, with a 90 kW electric motor sandwiched between the engine and seven-speed transmission. Easy enough for a Toyota, but Porsche takes things three steps further.

Another 80 kW electric motor is mounted on the front axle, powering the two front wheels and effectively making the 918 all-wheel-drive on-demand. That motor alone is good enough to get the 918 up to speed and driving around town on just electricity for 16 miles, but the combination of the two electric motors – on their own more powerful than the 1974 911 Turbo – and the mid-engine V8 singing at 9,000 rpm brings total output up to 770 hp, with an even more impressive 553 pound-feet of torque available across the rev range.

Flick the steering wheel mounted switch into “Hot Lap” mode and in third gear Porsche claims you’ll be thrusted forward with an overboosted total of 700 lb-ft of twist. That’s good for a zero to 60 mph run of less than 3 seconds, 124 mph in less than 9 seconds and on to a top speed of 202 mph. And if you’ve got enough juice from the liquid-cooled, lithium-ion battery pack, you can hit 90 mph without using a single drop of fuel.

Topping up that 6.8 kWh battery pack mounted behind the passenger compartment will take around six hours on a traditional 110-volt outlet, but Porsche will supply owners with a quick-charging setup that will reduce that time to 2 hours. Engineers we spoke with also mentioned that they’re working on an even more robust charging setup that could bring that time down to 20 minutes, because, in their words, “Porsche wants to do everything faster.”

But the enemy of fast is weight. It’s something Fisker learned the hard way with its nearly three-ton plug-in hybrid Karma and it’s been nothing short of an obsession with the 918′s engineers.

The entire chassis is a mix of carbon fiber and aluminum, including the passenger compartment and associated crash structure, which weighs in at a scant 485 pounds. Carbon fiber construction has come a long way since Porsche’s last super car, the Carrera GT, and Porsche illustrates that by pointing out that the passenger tub of the GT took five days to make. Today, they can crank out five 918 tubs a day thanks to new innovations in composites and assembly methods.

All told, the production version will tip the scales at less than 3,700 pounds – not bad for something packing a brace of batteries – but more importantly, nearly 80-percent of the weight is below the centerline of the car, giving the 918 the proper amount of grip to match it’s hybrid-electrified go.

All this sounds phenomenal until we realize that due to the lack of bodywork and its associated affect on grip and downforce, today during testing, the engine/motor combo is only configured to output 50-percent of what’s available – a mere 400 hp and a redline of only 6,000 rpm. More frustratingly, because of instability at speed, our ride will max out at around 80 mph. But getting up to that speed is the interesting part.

We strap into the carbon fiber bucket seat on the passenger side, a five-point race harness holding us tightly inside the sparse cabin and our posterior a scant 10 inches off the ground.

One of the lead engineers flicks a few toggle switches on a makeshift aluminum panel below the windshield and selects one of five driving modes. The first is “E-Power”, the all-electric setting, and a second later he nails the throttle to the floor and we’re whisked up to speed in near complete silence. Acceleration is rapid, but far from brutal, with the only noise coming from the massive tires scrubbing the tarmac and wind rushing around the cobbled together body work.

A hundred yards down the track, he bypasses the standard “Hybrid” mode, which blends electric and engine power for optimum efficiency, and sets the system to “Sport Hybrid”. The mid-engine V8 bursts to life and it sounds like the Cookie Monster is shouting in our ear through a megaphone. Another matting of the throttle has us maxing out at our engineering-imposed top speed in seconds, at which point our pilot slams on the carbon-ceramic brakes and flips a quick U-turn.

A moment later we’re back up to speed and doing a flyby passed the assembled engineers before the driver expertly flicks the wheel left and right a half-dozen times. With the weight so centralized, body roll is completely and utterly nonexistent. The 918 stays perfectly flat with each undulation, the adaptive dampers working in concert with the torque vectoring traction control and rear-wheel steering.

Another U-turn and we’re back in the pits, more impressed with the overall balance than the sheer force of the 918. But then again, we’re only working at half its potential. Things can only get better once the finalized body work is applied and the engine/motor combo sorted out. But Walliser and his crew have time, as the first of 918 production examples won’t go on sale until September 18, 2013.

All images: Porsche

Source: wired.com

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Boxster and Boxster S - DRIVING

Good nite with sunset

Never Born: Porsche Panamericana Concept

Geneva 2012: The Boxster Bloodlines

Geneva 2012: The World Premiere of the new Porsche Boxster

Apresentado Porsche 911 GT3 RSR 2012

Porsche 911 GT3

A Porsche acaba de nos fornecer fotos deste novo carro esportivo - chama-se 911 GT3 RSR e está disponível para comprar agora.
Construídos em conformidade com os regulamentos A.C.O. "LM" GTE , parte para a temporada de corridas de 2012 com muitas modificações brilhantes, a mais óbvia das quais é o corpo.

A Largura do Porsche 911 GT3 aumentou em 48 milímetros e a largura das rodas rodas da frente diminuí 12 polegadas

No compartimento traseiro do motor, há um boxer de 4.0 litros de seis cilindros, que produz 454 hp através de uma caixa sequencial de seis velocidades.

Gostaríamos de comprar um Porsche 911 GT3 RSR 2012. Mas não podemos pagar. O preço previsto ronda os 1,3 milhões de reais. Parece que nós, e provavelmente você, apenas terá o prazer de olhar para essas fotos.

Porsche 911 GT3 RSR  2012