Tópico Porsche

[Nitrofurano]

Tem um motor v8, sim senhor. Foi uma concessão na altura, tal como o Cayenne hoje em dia, para fazer mais dinheiro. Não foi assim tão bem sucedido quanto isso. Apesar de não ter a nobreza boxer, era um excelente motor, como todos!

Specs:
Motor V8 4474cc, injecção K-Jetronic, refrigerado a água, 240cv (5500rpm)
Transmissão manual de 5 velocidades
Velocidade máxima 230 km/h.

[Lambo]

Amarelos...

[Nitrofurano]

Qual é o problema do 914? Só por ter tido mão VW, é mau?

Não é o Cayenne um dejá vú?

[Lambo]

Carrera GT sounds...

http://www.autocarrera.com/audio/carrera_GT.mp3

[Nitrofurano]

!!!

VERY GOOD!

[automobilia]

O que me dizem desta máquina que fotografei em Inglaterra este ano?



P.S. Nitro - dá uma mirada ao último post do outro tópico porsche (deve estar lá para a página 4 ou 5).

[Nitrofurano]

Eles já "andem" aí!

EDIT: Qual outro tópico Porsche?

[automobilia]

De facto é desconfortável haver dois tópicos sobre o mesmo assunto mas deixei-te um comentário sobre a tua assinatura no "Simplesmente Porsche".

[Levi]

e aki esta um modelo Porsche k o Nitro qs de certeza k nao conheçe, o Porsche TK-5500.


Aki fica uma foto espia

[Zizo]

Especialmente para o Nitro

[img]uploaded/zizo/20031020231735_911-rsr.jpg [/img]

[Nitrofurano]

QUERO MAIS!!!

PLEASE!

P.S.: levi, ganda porsche, 52x max!

[Zizo]

Toma lá os teus favoritos

[img]uploaded/zizo/20031020233749_RS-911.jpg[/img]

[img]uploaded/zizo/20031020233812_930.jpg[/img]

[img]uploaded/zizo/20031020233835_964.jpg[/img]

[Nitrofurano]

Porsche 908 Langheck






The FIA (Federation International Automobile) changed the rules for sportscar racing at the end of 1967; prototypes were limited to 3 litres and a new class was created for (seme) production sportscars with a minimum number of 25 built and a maximum displacement of 5 litres. Porsche chose to enter the prototype class and built a new car around a 3 litre boxer engine. The car made its first appaerance on the April test-days at LeMans in 1968 in this sleek longtail guise.

It was dogged with teething problems caused by engine vibrations. In the 24 hours race the vibrations caused alternator problems forcing three of the four entered 908s to retire. The fourth finished third, behind a 2 litre 907. The first success for the 908 came at the 1000km at the Nurburgring in the same year with Siffert and Elford driving the 908 across the finish first overall. The 908 continued to be successful into the seventies in different shapes and sizes but always powered by the 8 cylinder engine.

Three of the 908/3 chassis were fitted with a turbocharged 6 cylinder engine and fitted with a bodywork resembling the 936 by Porsche in 1975. One was built for Joest and known as 908/3 TC or 908/4 TC and used in various sportscar races into the 1980s. The other two were built for Sigi Brunn.

[img]uploaded/Nitrofurano/2003102023407_untitled.gif[/img]

[Nitrofurano]

Porsche 911 2.8 RSR

(reparem nas cavas das rodas...)






Rule changes at the end of the 1972 season left the Porsche 917 obsolete for the World Sportscar Championship. Building a completely new car to campaign in the prototype class, which now counted for the World Championship was not a really an option. These prototypes were basically Formula 1 racers with a two seater body and the only serious competitors were existing F1 teams like Ferrari and Matra, and British teams using the Ford Cosworth DFV engine. With no recent F1 experience, it would have been too much of an effort to build a competitive prototype racer for Porsche.

Fortunately for Porsche a new European GT Championship was created, for which Porsche's 911 model was eligible, so Porsches European motorsport activities for 1973 were focussed on the Group 4 GT class. Competition would come from Porsche's perpetual nemesis, Ferrari, in the form of the 365 GTB Daytona 'Competizione'. With a displacement which was almost twice that of the largest Porsche 911 engine at the time, the Daytona was the clear favourite. Work was started on a production 911, that could form the base for a racer quick enough to take on the Ferrari.

Chosen as base for the new car was the Porsche 911 S, that had been successful in events like the Rally Monte Carlo and the Tour de France. Main design focus was to save weight and increase the output of the flat 6 engine. The bore of the 2.4 litre engine was increased by 6 mm to 90 mm and with it the output of the now 2.7 litre engine grew with 20 bhp to 210 bhp. To get the added power on the road, Porsche fitted wider rear than front tires on a roadcar for the first time in its history. A lot of weight was saved by stripping the 911 of all luxuries and the use of fiberglass and thin gauge steel for various bodyparts. One of the most legendary Porsches, the 911 Carrera RS 2.7, was born!

To be homologated for the Group 4 class, at least 500 examples of the model had to be constructed. Production of the RS 2.7 started in 1972 and its stunning performance made it an immediate hit. More than enough cars were constructed, securing the Porsche's entry in the 1973 GT Championship. The rules allowed for some modifications to be made to the racing cars compared to the road cars. Most obvious difference between the Carrera RS 2.7 and its racing counterpart, the Carrera RSR 2.8 was the slight displacement increase.

The engine was bored out even more to 92 mm which resulted in a displacement of 2.8 litres. The compression ratio was raised to 10.5 : 1 and together with the displacement increase it resulted in a stunning leap of power of almost 100 bhp. Even wider rear wheels were fitted and to accomodate them the arches were flared even more, giving the RSR 2.8 a very aggresive stance. Porsche 917 derived vented and cross drilled discs replaced stock brakes to ensure that the fastest 911 to date stopped as quick as it went.

At its racing debut at the 1973 Daytona 24 Hours, the 911 Carrera RSR 2.8 immediately proved to be the car to beat that season. After the 3-litre prototype racers retired Peter Gregg and Hurley Haywood took the overall victory, beating the 7 litre Corvettes and 4.4 litre Ferraris. Further success was had at the Sebring 12 Hours and the Targa Florio of the same year. In the European GT Championship, where the RSR 2.8 was originally designed for, it was almost unbeatable, winning six of the nine rounds and the championship.

Throughout the season, Porsche campaigned a 'prototype' version of the 2.8, which featured further modifications that no longer made it eligible for the Group 4 class. These modifications were fitted to a new series of road cars, the 3 litre Carrera RS 3.0, making the RSR 3.0 eligible to race in 1974. The new car continued the 2.8's dominance in the Group 4 class and so did its replacement, the turbocharged 934 of 1976.

Featured in the first shot is the actual Targa Florio winning RSR. Originally piloted by Gijs van Lennep and Herbert Muller, the winner is owned by the Porsche museum and is seen here at the 2002 Goodwood Festival of Speed. The next car is pictured on the LeMans track on the occasion of the 2002 LeMans Classic. Featured in the last three shots are three RSRs taking part in the 2003 Tour Auto, one of the few events the RSR did not win in 1973.

[img]uploaded/Nitrofurano/20031020235831_untitled.gif[/img]

[Lambo]

Excelente, Nitro!

Num circuito mesmo uma moto não pode seguir um RS...

[Nitrofurano]

Agora já não podem dizer que não têm nada para ler! [:P]:D

Lambo, RS é RS! Ai, aquele aileron traseiro, e o spoiler frontal...

[Lambo]

citação:Originalmente colocada por Nitrofurano

Agora já não podem dizer que não têm nada para ler! [:P]:D

Lambo, RS é RS! Ai, aquele aileron traseiro, e o spoiler frontal...

O meu Porsche real e racionalmente preferido é o 993 RS, sobretudo na versão normnal (a Club Sport em vermelho)...

[Lambo]

Bom Outono...

[MarioTomas]

citação:Originalmente colocada por Lambo

Excelente, Nitro!

Num circuito mesmo uma moto não pode seguir um RS...

Que moto é aquela, parece fraquinha.

[Nitrofurano]

Esta é uma das muitas razões para me fazer sorrir...

Porsche 962C














Originally conceived as the IMSA/GTP version of the all conquering Porsche 956, the 962 would grow out to become the mainstay of Porsche's sportscar program. Outwardly similar to the 956 used in the Group C class, the 962 IMSA/GTP featured a slightly longer wheelbase and a single turbocharged completely air-cooled 2.8 litre boxer engine. With 180+ wins the 962 would outscore the unbeatable 956 it was derived from.

Main reason for the conception of the 962 was the stricter safety regulations of the IMSA series. The rules dictated that the pedal box had to be mounted behind the front axle line, to which the 956 did not comply. The 956 was a lot of things, but safe it sure wasn't, which is underlined by the fatal crash of one the day's biggest talents, Stefan Bellof. To make the 956 eligible for the IMSA's GTP series, the wheelbase was increased to make room for the pedal box. Further modifications included the addition of a steel rollcage.

Five IMSA 962s were constructed for the 1984 season. Work was under way on a larger engine, but in the meantime the 934 derived 2.8 litre engine was used. In its first season the Holbert and Bell driven 962 scored four IMSA victories, a sign of things to come. For 1985 a 3.2 litre was available and the 962's stronghold on the IMSA GTP series was complete. Up until 1993 the 962 was successful in the IMSA GTP series, the 962's roll of honour includes 5 victorious in the gruelling Daytona 24 Hours race.

For the 1985 WEC (World Endurance Championship) the works team fielded a new car, the 962C. It was similar to the IMSA 962, but it featured the twin turbo charged engine found in the 956. In the hands of talented drivers like Bell, Ickx and Stuck, the 962C dominated that year's championship. At LeMans the 962Cs showed blistering pace in qualifying, but in the race they were outrun by the Joest entered 956, which scored the 956's fourth consecutive victory.

The 1986 season was a carbon copy of the 1985 one, with the Porsche field now mostly made up of 962s. The name of the championship changed to WSPC (World Sports Prototype Championship), but the winner was the same! This time the works team was more successful at the 24 Hours of LeMans. Although two of the three entered cars retired, the works was able to score victory with the remaining 962C.

The FIA followed in the IMSA's footsteps by adding the pedal box behind front-axle rule to the regulations, leaving the 956 obsolete for the 1987 season. The now five year old design was showing its age against more modern competitors like the Jaguars and Saubers and in most of the World Championship races the 962C was outpaced. At LeMans Porsche introduced a new 3 litre powerplant, which was more powerful but reliability was not sacrificed. It was this reliability that resulted in Porsche's sixth consecutive LeMans victory after most of the competition were forced to retire.

In 1988 the Jaguar team had truely taken over from Porsche, with the Sauber Mercedes team close on their tale. The six LeMans victories and the many other major victories of the 956/962 were a fitting finale to Porsche's 20 years stronghold of sportscar racing. The 962 was victorious once more at LeMans in 1994, with Porsche taking advantage of the large number of 962's produced, making it eligible for the new GT1 class.

Featured is a 962C, fitted with the 3 litre engine. It is pictured on the Spa Franchorchamps where it took part in the Group C revival race, which was part of the 2003 RMU Classic.

[img]uploaded/Nitrofurano/2003102201141_untitled.gif[/img]

[Lambo]

996 GT3 RS e o seu antepassado (ou a anti-provocação...):

[Lambo]

...

[Lambo]

...

[Nitrofurano]

Que fotos tão lindas, Lambo!

Mete mais, ou então diz ai um site donde elas venham!

[Lambo]

...

[Lambo]

...

[Lambo]

996 GT3 RS goes Studio...

[Lambo]

959...

[Lambo]

964 RS...

[Lambo]

Nitro e demais apreciadores da Porsche e do Carrera GT, cliquem, explorem e deliciem-se:

http://www.automobilismo.it/edisport...7?OpenDocument