Tópico Porsche

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"A 7ª velocidade vai ajudar a melhorar a economia de combustível e reduzir o ruído do motor em velocidades de cruzeiro.

De acordo com a Car & Driver, a próxima geração do Porsche 911 contará com uma caixa manual de 7 velocidades.

Fontes da Porsche confirmou a história à revista automobilística dos EUA.

A nova transmissão de 7 velocidades é utilizada para melhorar a economia de combustível e reduzir o ruído do motor por meio de uma longa muito sétima velocidade.

A notícia pode apanhar os entusiastas Porsche de surpresa, particularmente aqueles acostumados á caixa de velocidades manual de 6 velocidades.

As relações da transmissão podem ter que ser alteradas e os condutores Porsche podem ter de se adaptar às novas configurações, mas é provável que as primeiras seis velocidades possam aproximar-se dos actuais rácios de 6 velocidades.

A próxima geração do Porsche 911 será lançada no Salão do Automóvel de Frankfurt em Setembro."
 
Livrée hommage pour les Porsche Flying Lizard du Mans
A equipe Flying Lizard EUA é fiel ao Le Mans 24 horas e ainda está, mais a sua competitividade através de uma apresentação impecável do seu carro. Flying Lizardchama este ano pela primeira vez, dois 911 GT3 RSR, bem como a oportunidade paraeles decorados com uma decoração bonita projetado pelo artista Califórniaespecializada Troy Lee.
Mesmo Troy Lee trabalha principalmente na área dos desportos motorizados, ousarqualificador Art Car. Esta decoração é diferente entre os dois carros e no80 no81, fazuma homenagem discreta aos 28 pilotos que já venceram a corrida em Le Mans,dirigindo um Porsche. Direto de referência para a história da marca não é acidental,uma vez que o envolvimento da Flying Lizard este ano é claramente seguido de pertopela fábrica de Zuffenhausen testemunhas os dois pilotos envolvidos no no80 GTE Pro,Jorg Bergmeister e Patrick Long ao lado de uma casa antiga, Lucas Luhr. O outro carro será vinculada pelo GTE tripulação Am Darren Law, Neiman Seth e SpencerPumpelly.
Rendezvous na próxima semana verificações para descobrir pela primeira vez estes carros bonitos.
Fonte: Flying Lizard Motorsport
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DIG disse:
É uma questão de habituação, digo eu.
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BrunoDias disse:
provavelmente tera algo para bloquear a 1º, de resto funciona normalmente
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Uma passagem rápida de 1ª para 2ª não será bem como nas caixas actuais ao passar de 2ª para 3ª. Isto porque temos actualmente esquerda, meio e direita. Nesta caixa há duas esquerdas e duas direitas, não sei até que ponto não será estranho e difícil...
 
DiogoSilva disse:
Uma passagem rápida de 1ª para 2ª não será bem como nas caixas actuais ao passar de 2ª para 3ª. Isto porque temos actualmente esquerda, meio e direita. Nesta caixa há duas esquerdas e duas direitas, não sei até que ponto não será estranho e difícil...
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não

passa a ser como nos 911 classicos com caixa de 6

a 1ª é para arrancar, e usa-se a 2ª e a 3ª como se fosse uma cx sequencial

na aceleração põe-se 3ª, na travagem empurra-se a manete para a frente (com a deslocação do corpo) e metes 2ª

isto em serra
 
1985 Porsche 911: Driving The 911

1985 Porsche 911: Driving The 911

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I'm not Walter Rohrl and I did not drive on a closed course.

With those two bits of information out of the way, I'll fill you in on what I found out driving our M491 911. I'm not a professional; I'm just a photographer. I've never spent any time in an early 911, don't have preconceptions about Porsches, and never put much stock in the stupid stories that you hear about this car.

As fortune would have it, I had an assignment to photograph our black M491 with a bunch of other Porsches at a private car museum up in Thousand Oaks, so I found myself at the coast, staring up into the hills above Malibu.

I picked my road and set off.

Within five minutes I had to pull over and stop.

Now I normally sit much farther back in a car than the rest of the staff, but that's where I'm comfortable. In the Porsche, I was already sitting considerably closer than I do in any other car I've driven, and after just five minutes of driving, I just had to stop and move the seat forward one more notch. This put me nearly on top of the wheel and made me stop wondering why ex-rally driver Walter Rohrl (a former World Champion) always sits so close in a 911 - you just do.

For one, this 1985 car came long before Porsche put power steering in the 911. Also, the steering rack is fairly slow, so even moderate bends in the road require you to lock your arms over 180 degrees. It's more than just flexing your forearms; you need to put your shoulders and back into steering this car around a corner.

Lesson no. 1: Sit close to the steering wheel.

There's also a lot of kick-back through the steering wheel whenever you cross some kind of broken pavement in a corner. I mean, a lot. If you're the type of "person" that complains of torque steer in front-wheel-drive cars, you'll find that 911 steering kick-back is torque-steer's bitchy little sister.
It comes from the huge amount of castor (about 6.5 degrees, I hear) which gives the steering stability it takes to keep a back-motor car like this going straight down the highway. The price for that stability is lots of steering effort and lots of self-aligning torque from the front wheels ("kick-back"). So when a lightly weighted front wheel skips over a rock or a bump in the road, the steering wheel tries to comeback to center.

Lesson no. 2: You better be paying attention and you better have both hands on the wheel. (Is it any wonder there are no cupholders in this 911?)

The roads that crisscross the Santa Monica Mountains vary from good to poor, and most of them are really twisty. You learn real quick that the 911 won't save you if you screw up. Pile into a corner with too much speed and you'll feel the front wash out. A car with wide rear tires, a wider track at the rear than the front, and not much weight on the nose will do that.

But lifting the throttle a substantial amount won't just tuck the nose into the apex, it'll bring the tail around, too. It's called trailing throttle oversteer. It's not uncontrollable, but on roads like these, where there are no guardrails, this can be an expensive way to drive an older 911 like ours.

Lesson no. 3: It's best to drive this 911 like you're riding a sport bike. You'd rather go into a corner a little too slow than a little too fast.

You have to be on the money with this car. No sloppiness allowed. And it also like to brake or accelerate in a straight line; that's its happy place. Heavy trail-braking into a corner at high speed will yield the predictable tail-out drift into the body shop. Getting on the gas too soon coming out of a corner will also have a detrimental effect on your bank account because the already light front end goes lighter still, so you'll just wind up understeering into (you guessed it), the body shop.

Lesson no. 4: Don't get too clever.

This 205-hp motor isn't going to snap your head back, but the powerband is very broad and the power delivery is linear. I found that most of the corners could be strung together in second gear. Picking up third and then downshifting back into second was never an issue. It just requires the same deliberate, precise approach like everything else about this car.

Lesson no. 5: You either work with this car, or you don't work with it at all.

Any one of our long-term cars will take you through these roads above Malibu and get you where you need to go, but only the Porsche makes something of the trip. I'm not afraid to admit that after I made my loop to Thousand Oaks and back, I felt a little exhausted. It is a real physical challenge to drive this car, not to mention a challenge to do what's required to drive it well and a challenge to bring it back in one piece. Once I got back, it was kind of like that moment when you run the football into the end zone.

I almost spiked the car keys on the pavement.

Kurt Niebuhr, Photo Editor
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Fonte: Inside Line
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Porsche 911 GT3 RS 4.0 review

Porsche 911 GT3 RS 4.0 review

What is it?

Before we get into the nuts and bolts of this last and loudest laugh of the 996/997 series of Porsche 911s, you should know its run of 600 units is dictated not by demand, but that thereafter its parts supplies will dry up; and at a price of £128,466, Porsche will make no money from any of them.

Think about that. What you are looking at is the greatest version of the greatest sports car ever built. Porsche knows it could have made thousands and charged half as much again for everyone. But it chose not to.

Instead it is what Porsche calls a ‘thank-you’ to its most loyal customers, the only people with a hope in hell of getting a sniff of one. Most will have already owned at least three GT3s.

What’s it like?

What they will find is so much more than an RS with a bit more poke. Instead it is a heady confection of Porsche’s most extreme road car, the GT2 RS, and its all-conquering racers, the GT3R and RSR. The Rose-jointed rear suspension with its helper springs is pure GT2 RS, the engine courtesy of the race cars, their long-throw crankshaft stroking the unit out to 3996cc, making this the largest engine ever to sit in the boot of a Porsche.

A new suspension tune has been achieved thanks to bespoke spring rates, but much of the car, including the gearbox, its ratios, the steering, brakes and tyres are carried over from the ‘normal’ GT3 RS. Myriad weight saving measures including the carbon bonnet and front bumper from the GT2RS, meaning a base-spec car wearing optional ceramic brakes weighs just 1360kg, about 10kg less than a 3.8-litre RS.

A new aero pack provides more downforce than any previous RS, those natty front winglets essential to balance the extra rear grip provided by that new rear wing with its 9deg angle.
The result? The car we named last year’s best driver’s car in Britain, the 3.8 RS, has not been made to stand aside. It’s been blown off the road.

Look at the stats like the 0.1sec knocked of the 0-60mph time and it’s hard to see why. But drive the 4.0 RS and it’s blindingly obvious. Despite it’s extra 50bhp, it’s not the power you notice, nor even its additional 22lb ft of torque. It’s where that torque is that makes all the difference.

One fault common to all GT3s is their unorthodox blend of a peaky engine and wide gear ratios. With the new motor, those gears finally make sense. On the road you can just park it in fourth gear and go anywhere from shopping to prison. On the track you have to rewrite your mental circuit notes because almost every corner is now a gear higher. It’s faster, yet easier.

Its composure in fast turns something you’d not credit a car with a tax disc, yet even if you turn off all the electronics it remains fundamentally forgiving, something you’d never say about the more expensive, flawed and less-enjoyable GT2RS.

Is it perfect? That car has still yet to be built and you’ll find the 4.0 RS keen to understeer in slow corners and its ride merely impressive rather than exemplary over the worst British B-roads.

Should I buy one?

Ask if there is a car on sale today I’d rather drive on a combination of road and track over the course of the next 20 years and I’ll tell you that if there is, I haven’t driven it.

Andrew Frankel

Porsche 911 GT3 RS 4.0>/h3> Price: £128,466; Top speed: 193mph; 0-62mph: 3.9sec; Economy: 20.1mpg; CO2: 326g/km; Kerb weight: 1360kg; Engine type: 6cyls, 3996cc; Power: 493bhp at 8250rpm; 
Torque: 339lb ft at 5750rpm; Gearbox: six speed manual
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Fonte: Autocar
 
Museu Porsche: 1 milhão de visitantes
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Lorsque dans les colonnes du blog auto nous soulignons le cap du million atteint, c’est souvent pour mettre en lumière ce seuil de production pour une auto ou, par exemple, le nombre de kilomètres au compteur. Ici, nous changeons la donne pour saluer le millionième visiteur à avoir passé la porte d’entrée du musée Porsche.
Deux ans et demi après avoir ouvert ses portes (le 31 janvier 2009), le musée Porsche vient donc d’atteindre le millionième visiteur.
Chaque jour des milliers de curieux, VIP (ex Paris Hilton ci-dessous…) ou de passionnés déambulent dans les allées du musée s’étirant une superficie de 5 600 mètres carrés.
A intervalles réguliers, les responsables du musée mettent tel ou tel pan de l’histoire de ma marque en lumière. C’est par exemple le cas en ce moment avec une rétrospective abordant Ferdinand Porsche et, dixit la marque, son statut de « pionnier dans le domaine hybride« . Pour en apprendre davantage à tous les niveaux, je vous invite à cliquer ici.
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Tradução Google:
[FONT=&quot]Quando[/FONT][FONT=&quot] [/FONT][FONT=&quot]as colunas[/FONT][FONT=&quot] [/FONT][FONT=&quot]no[/FONT][FONT=&quot] [/FONT][FONT=&quot]blog[/FONT][FONT=&quot] [/FONT][FONT=&quot]enfatizamos[/FONT][FONT=&quot] [/FONT][FONT=&quot]auto[/FONT][FONT=&quot] [/FONT][FONT=&quot]atingiu[/FONT][FONT=&quot] [/FONT][FONT=&quot]a marca do milhão[/FONT][FONT=&quot], é[/FONT][FONT=&quot] [/FONT][FONT=&quot]muitas vezes[/FONT] para destacar[FONT=&quot] [/FONT][FONT=&quot]o[/FONT][FONT=&quot] [/FONT][FONT=&quot]limite[/FONT][FONT=&quot] [/FONT][FONT=&quot]de produção[/FONT][FONT=&quot] [/FONT][FONT=&quot]para um[/FONT][FONT=&quot] [/FONT][FONT=&quot]carro[/FONT][FONT=&quot] [/FONT][FONT=&quot]ou[/FONT][FONT=&quot],[/FONT][FONT=&quot] [/FONT][FONT=&quot]por exemplo[/FONT][FONT=&quot], o número[/FONT][FONT=&quot] [/FONT][FONT=&quot]de[/FONT][FONT=&quot] [/FONT][FONT=&quot]milhas[/FONT] no[FONT=&quot] [/FONT][FONT=&quot]odômetro[/FONT][FONT=&quot].[/FONT][FONT=&quot] [/FONT][FONT=&quot]Aqui[/FONT][FONT=&quot] [/FONT][FONT=&quot]podemos mudar[/FONT][FONT=&quot] [/FONT][FONT=&quot]o negócio[/FONT][FONT=&quot] [/FONT][FONT=&quot]para cumprimentar o[/FONT][FONT=&quot] [/FONT][FONT=&quot]milionésimo visitante[/FONT][FONT=&quot] [/FONT][FONT=&quot]à porta[/FONT][FONT=&quot] [/FONT][FONT=&quot]da frente[/FONT][FONT=&quot] [/FONT][FONT=&quot]após o[/FONT][FONT=&quot] [/FONT][FONT=&quot]Museu da Porsche[/FONT][FONT=&quot].[/FONT][FONT=&quot]
Dois anos e meio depois de abrir as suas portas (31 de janeiro de 2009), o Museu da Porsche é, portanto, para alcançar o milionésimo visitante.
Todos os dias milhares de espectadores, VIPs (por exemplo, Paris Hilton abaixo ...) ou ventiladores vaguear pelos corredores do museu ocupa uma área de 5600 metros quadrados.
A intervalos regulares, os funcionários do museu colocar um pedaço particular da história à luz da minha marca. Um exemplo é o caso agora com uma retrospectiva abordando Ferdinand Porsche, dixit a marca, o seu estatuto de "pioneira no híbrido ".Para saber a todos os níveis, eu convido você a clicar aqui.[/FONT]
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E agora uma pequena visita pelo museu que alberga máquinas de sonho de hoje e de ontem... sem sair da poltrona que o dinheiro está caro!:)
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