Tópico Porsche

[OTony]

Switzer announces Porsche GT2 tuning package to 800hp

Switzer announces Porsche GT2 tuning package to 800hp

YouTube - Switzer 997 GT2 800HP 93 Octane Dyno

American based tuner Switzer Performance is becoming a familiar name in the game. Their new Porsche GT2-based package puts out a hefty 800hp (588kW) and it achieves this running on 93 Octane. Imagine its fury on 102 Octane racing fuel!

"We were very happy to hit our target numbers," says the main man Tym Switzer. "Of course, but the best part is that the car is still so manageable on the street, at this power level. It is an everyday hyper-performing exotic, and I can't wait to get it out on the track and see how it performs in the hands of a pro driver."

Switzer says this is a truly bolt-on system because the Porsche factory DME has been kept in tact. In fact all the hardware installed is still managed by the stock ECU but running Switzer-specific DME software calibrations.

The Garret GT30R-based turbochargers have been upgraded. They compress massive amounts of air and generate plenty of heat which is cooled using custom Switzer intercoolers. The engine gets its air from larger injectors and custom intake airlets. One of the tuner's proudest pieces is the exhaust system which has been upgraded to handle all this extra power.

Switzer Performance blasted into the public domain with the 1,000hp (735kW) SLEDGEHAMMER project, a 9-second car that was followed up by 10-second 700hp (515kW) Porsches and an 800hp Switzer Nissan R35 GT-R.



Source: Switzer Performance

Fonte: worldcarfans

 

[edununo]

Na Autofoco da passada 5ª Feira vinha um artigo sobre um comparativo entre o 911 Turbo e o Panamera Turbo no Ring. Conduzido pelo Walter Rohrl o 911 Turbo fez 7:45 e o Panamera 7:56. Um excelente valor para um monstro de 5 metros e cerca de 2 toneladas. Também apresentaram para 997 Carrera S FL o tempo de 7.55.

 

[HaagenDazs]

Porsche Museum

Porsche Museum in Stuttgart, Germany - High Resolution Wallpaper-Quality Photo Gallery - Automobile Magazine

 

[rogerAjacto]

Esse museu vale mesmo a pena visitar. Tenho que pensar em fazer uma visita.

 

[NunoMCCII]

Esse museu vale mesmo a pena visitar. Tenho que pensar em fazer uma visita.

Também gostava! [:blush:]

 

[v7]

Também gostava! [:blush:]

Também eu [br]

mas para inicio de conversa não vou a Estugarda mas vou a Leipzig [kiss]

 

[Im4real]

Também eu [br]

mas para inicio de conversa não vou a Estugarda mas vou a Leipzig [kiss]

Leipzig vale bem a pena []
Quando estive em estugarda não estava pronto o museu, vou ter que ir lá visitar []

 

[NunoMCCII]

Também eu [br]

mas para inicio de conversa não vou a Estugarda mas vou a Leipzig [kiss]

Sim já me tinhas dito! []

O teu programa vai ser bastante interessante sem dúvida!! apr

 

[bg2]

Também eu [br]

mas para inicio de conversa não vou a Estugarda mas vou a Leipzig [kiss]

uii

começas cedo[]


e ainda faltam 3 meses

cumprimentos

 

[leblanc]

EVO: Porsche 911 GT3

EVO: Porsche 911 GT3

...When I sat next to Walter Röhrl in the GT3 later he was still smiling at the car’s abilities...

Link

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[DiogoPinto]

Carrera GT Shoot - a set on Flickr

[]

 

[leblanc]

Ai esse Carrera GT[br]

​

 

[DiogoPinto]

Porsche 911 GT3 | Car Review | evo

Porsche 911 GT3
Rating:

The last GT3 was as good as a Porsche gets, so can the new one really be any better?

The ‘So what’s your favourite car, then?’ question is tricky. I get asked it a lot. It’s a staple query from random, well-meaning people at christenings and engagement parties, most of whom like watching Clarkson & Co on Sunday evenings. I used to launch into a small speech about why it’s simply impossible to pick a favourite and how you need a big barn with at least ten parking spaces so that there’s room for a car for every situation. Five minutes later, just as I’d be explaining why an F40 is not really a choice but a necessity, I’d realise that their eyes had glazed over – they didn’t like cars that much and this wasn’t the quick, satisfactory answer they wanted.

Then I drove a GT3. I still maintain the ten-car principle, but now I always say that if I won the lottery I would walk straight out the next day and buy a 911 GT3 (although this brings its own eye-glazing problems because if people don’t really care about cars then talking in numbers and letters is about as comprehensible as talking Klingon). Anyhow, the point of all this is that the chance to drive the new GT3 is both exciting and nerve-wracking. It’s unlikely that Porsche will have over-egged the pudding and produced a bad car. But it’s just about possible – and I really don’t want to go back to the ten-car explanation.

The first time I catch sight of the new rear wing, centre-locking wheels and road-grazing front spoiler is early morning in a village south of Stuttgart. I’d dragged my legs out of bed at first light to go for a run and everyone is still asleep when I return to the hotel and spy the Porsche Motorsport truck outside. There are a couple of GT3s parked up round the back, dew clinging to their curves. Walking around them in the stillness, there’s nothing particularly striking or unexpected. The rear end looks slightly fussier and the wing is perhaps more function and less form than some of the previous GT3 pushbars, but the new wheels look great, particularly with the 30mm drop in ride height compared with a standard Carrera, which tucks them up into the wheelarches beautifully.

A couple of hours later, while we’re waiting for the press conference to begin, a glance down the spec sheet appears to confirm something that had been worrying me since I’d noticed the numbers on the endplates of the rear wings. The engine is now 3.8 litres, not 3.6. But further investigation reveals that there’s no need to worry. It’s not the direct-injection unit from the Carrera S (lovely though that is), but rather it’s still the titanium con-rodded engine that’s appeared in all GT3s to date – and originally in the GT1 – but with the bore increased from 100 to 102.7mm. The engine was actually used in last season’s GT3 RSR racers, and how it can rev to a heavenly 8500rpm and still meet Euro 5 emissions standards is beyond me, but it does. The flat-six now produces 429bhp at 7600rpm (up 20bhp) and 317lb ft of torque at 6250rpm (up 19lb ft), but Porsche claims that the biggest and most noticeable improvement is in mid-range torque. Combined with a weight of 1395kg (the same as the last GT3) the 0-62mph time has dropped to 4.1 seconds.

At the end of the press conference we’re given a warning about the police in the local area. Then, just before we’re allowed out of the door in an orderly stampede, we’re shown a video of Walter Röhrl (who I happen to be sitting behind) driving the new GT3 in a spine-tingling fashion around the Autodromo del Levante. Sorry, you were saying something about police…?

Outside, all the cars have now been revealed and there is one that stands out. Cobalt Blue is the colour. It hasn’t been seen on a 911 since the 993 generation but it looks utterly stunning. Unfortunately the Americans have nabbed it, so we settle for a yellow car with the no-cost-option Clubsport pack (half cage, battery switch and a fire extinguisher, plus a six-point driver’s harness supplied but not fitted).

This car also has the lightweight carbonfibre bucket seats first seen in the Carrera GT. They are a rather extravagant £3063 option but they save a massive 34kg over the standard sports seats and 10kg over the optional sports buckets from the GT2. Elsewhere inside there is the usual grey Alcantara on all the contact points and the familiar five-ring dials. It’s clearly not an interior designed by someone with flamboyant shirt cuffs and it’s arguably a bit dull for an £82K car, but then that’s never been what the GT3 is all about.

One option that’s not fitted to our car is the lift system for the front axle, which temporarily increases ground clearance by 30mm at the press of a button. Unless you live near particularly vicious road-humps or have a vertiginous American-style driveway, then you probably needn’t bother.

We trundle out of Odenwaldstetten and the GT3’s first noticeable trait is the unashamedly heavy controls. Depress and re-engage the clutch and you can feel the muscles in your foot, shin, calf and thigh working against the pedal’s resistance. All GT3s come with a six-speed manual because, thankfully, it was deemed inappropriate to use the 30kg heavier PDK. The shift itself is short, chunky and feels like it will last several thousand years, let alone miles.

It’s a common misconception that the GT3 has a rock-hard ride. It’s firm and ruthlessly well controlled but there is also uncanny damping which takes the edge off manhole covers in towns and kerbs on the Nordschleife alike. There are two stages to the PASM (Porsche Active Suspension Management) accessible via a button on the centre console. However, the firmer Sport setting is really only for super-smooth circuits. The PASM will also finely adjust its control mapping automatically depending on the speed and road surface.

The roads of the Swabian Highlands are probably the best I’ve driven in Germany. They are (obviously) largely smooth but there are some narrower, bumpier sections too and the corners are frequently very well sighted with their little white marker posts. Turn in and there is tremendous grip from the GT3. Turn harder and there’s more grip. Push the chassis and the Pilot Sport Cups through a long third-gear corner and the outside of your face will actually start to feel like it’s trying to detach itself from your cheekbones. You might have initially thought the seats were a little unnecessarily tight around your rib cage, but not now.

You always know how the weight is distributed in the car and you still have that wonderful feeling of traction out of a corner as the engine pushes a little bit harder at the base of your spine than 429bhp ought. However, the most incredible thing about the new GT3 is its stability and precision. The reaction when you turn into a corner is absolutely instant, faithful and solid, allowing you to pick up a clipping point with complete confidence. It reminds me of the Audi R8 but more hardcore. Under braking too, where a 911’s heavy bum can sometimes start to feel unwieldy as it unweights, the GT3 seems to remain utterly unflustered. Twice during the day I hit the middle pedal very late into an uncomfortably downhill hairpin and still make the apex. It is simply astonishing and leaves you grinning at the sheer absurdity of its limits.

Except in trace form, as the front or rear gently smears through or out of a corner, under- and oversteer simply don’t exist on the road. There are buttons to disable the stability control on its own (presumably for a wet track, where you want help with traction but would like the car to slide) but you’d have to be Walter Röhrl to feel the need to disable it on the road.

Over supper the night before, Carsten Schebsdat, the quietly spoken project engineer for the GT3, talked me through the changes that have been made. First up was a tweak to the front suspension geometry, carried over from the GT2 (and without which the GT3’s big brother was apparently almost undriveable, with lots of snap oversteer…). Then they drastically lowered the centre of roll at the front and raised it at the rear. This was all designed to get the back axle reacting more quickly because, as Schebsdat explained, turn-in alacrity is actually more dependent on the reaction of the rear axle, not, as you might think, the front. This tautening of the rear end is also aided by the new optional (£776) dynamic engine mounts, which help secure the movement of masses at speed. These adjust their viscosity to the style of driving by the use of magnetic fluid and an electric pulse (just like a Ferrari 599’s dampers).

Halfway through the morning’s drive is a brief section of Autobahn where the GT3 hits a composed 189mph in an amazingly short distance before traffic appears. The revised aerodynamics have apparently doubled the downforce over the last generation car.

The road route in the afternoon (obviously we didn’t actually stop for lunch, merely fuel) is arguably even better and the GT3 seems to get more and more impressive in its abilities. And if the thought of all that stability and grip is a bit too clinical for you then there is, of course, the ultimate emotional compulsion for buying a GT3 – the sound it makes. With a new exhaust system its howl is seemingly louder and more glorious than ever, particularly as the engine ramps up at around 4400rpm. If you manage to secure a test-drive then make sure you open the windows.

Because I loved the last GT3 so much I would argue that I came to the 997.2 as potentially its biggest critic, yet I really, honestly couldn’t pick any holes in it. Progress demanded that the new model be quicker, faster and dynamically improved, and it is. And without a shadow of a doubt it is a five-star car. When I sat next to Walter Röhrl in the GT3 later he was still smiling at the car’s abilities. Yet even he admitted that, extraordinary though it is, he enjoys driving his historics because they require more of him. And that’s the only question mark I can throw over the new GT3: is it almost too good? Nah.

Engine:In-line 6-cyl, 3797cc
Max power:429bhp @ 7600rpm
Max torque:317lb ft @ 6250rpm
Top speed:194mph (claimed)
0-62mph:4.1sec (claimed)
Price: £81,914
On sale:Now

One of the best 911s ever just got better

If you’ve got a spare £82K, nothing

Será este o melhor driver´s car do mercado?
O melhor é sempre uma quantificação complicada, mas certamente está no topo dos melhores, dos melhores.

 

[leblanc]

Porsche Supersport: Carrera 4S-Based Super 911 Coming Next Year?

Porsche Supersport: Carrera 4S-Based Super 911 Coming Next Year?

Our source with ties to Stuttgart tells us next year to expect a limited edition Porsche 911 C4S-based widebody Supersport, complete with duck-tail spoiler and double bubble roof.
This rumor, may be loosely confirmed by a second source — if we're counting a TeamSpeed forum post stating the same bits of information we've received. While not as hardcore as the GT3 or GT3 RS, the Carrera Supersport will retain the same C4S-based widebody, but will be considered a grand touring car rather more so than the aforementioned brightly colored track rats. We currently know that it will feature Fuchs-style wheels, a double bubble roof, a ducktail spoiler and will feature a primer gray colored paint job. The interior will feature a retro throwback brown leather interior.

No power numbers have been given at this point, but we can expect the very limited edition Supersport will empty your wallet by about £135,000 ($222,223 USD). We're lazy fixing our plumbing problems, so expect more information as it leaks out over the next couple months. [TeamSpeed]

 

[Bj40]

Porque é que isso me faz lembrar... Isto? (é oficial essa imagem?) :



Adoro Porsches mais "gordos"!

[br] [br] [br]

 

[leblanc]

É um render[]

 

[4043ZH]

Porque é que isso me faz lembrar... Isto? (é oficial essa imagem?) :



Adoro Porsches mais "gordos"!

[br] [br] [br]

Alguém sabe os dados técnicos deste carrão? [br]

 

[Bj40]

Alguém sabe os dados técnicos deste carrão? [br]

Deve ser difícil afirmar algo com certeza pois além de não conhecer especificamente este carro ele foi "construído" em oficina. (Garagem Aurora)

Segundo um amigo meu em quem confio para estas coisas pois costuma acertar, a base deverá ser de um 911 (930) "normal" e o motor deve ser um 3.3L, 6 cilindros Boxer obviamente. Mas "atirar" uma cilindrada é arriscado porque estes motores são mesmo muito mexidos e diz-se que chegaram a rodar com mais cilindrada até. Potência também é muito arriscado falar mas eu diria que à volta de 350cvs (?).

Bem... O que sei é que o barulho é lindo, é simplesmente brutal. [br]

(quanto aos dados podem estar errados mas a verdade é que muito pouca gente deve saber com exactidão quais são ao pormenor)

 

[TVRfanboy]

Porsche 911 hibrido a caminho



"Fotos de uma mula de testes de um possível porsche 911 hibrido. Segundo o NextAutos, este poderá ser um híbrido futuro na gama da Porsche 911, provavelmente com baterias à frente e o motor (como sempre) atrás. Poucos detalhes separam esta mula de testes das restantes, tirando o autocolante e a boça no capot.
A boça no capot também surgiu nos protótipos de BMW X5 e X6 híbridos para arranjar espaço para os sistemas de gestão eléctrica. O factor curioso é que os fotógrafos afirmam que esta mula passou por eles a grande velocidade mas sem fazer qualquer ruído.
Parece que além dos já anunciados híbridos Porsche Cayenne e Porsche Panamera, parece que o Porsche 911 também vai receber o tratamento eléctrico."

 

[TVRfanboy]

Porsche Cayenne para 2011





"O novo Porsche Cayenne será lançado em 2011 e já está na fase final de desenvolvimento, como se pode verificar pelas fotos espia.
Irá contar com uma ampla gama de motores, assim sendo, podemos contar com o Cayenne S equipado com o motor de 4,8 litros V8 do Panamera que entrega 400 cavalos, enquanto o topo de gama, Cayenne Turbo, estará equipado pelo 4,8 litros twin-turbo V8 do Panamera com 500 cavalos.
Na oferta Diesel poderemos esperar o actual motor Volkswagen TDI V6, que produz 240 cavalos, de transição para a próxima geração com pequenas melhorias.
Considerando que o primeiro Porsche Cayenne S híbrido irá surgir no modelo de 2010, o seu grupo propulsor híbrido deverá transitar para o Cayenne de 2011 praticamente inalterado.
Este propulsor provém da Audi, sendo um motor V6 sobrealimentado de 3,0 litros, o qual produz 333 cavalos, ligado a um motor eléctrico trifásico que recebe uma potência de 38 kW NiMH da bateria situada no espaço do pneu sobressalente."