All posts in “911”

Porsche 911 Hybrid: It’s Real and It’s Happening. Right Now.

Amidst all the fanfare surrounding EVs—much of it starting from within Porsche’s own camp—the thought of the company’s flagship 911 model being subjected to some form of electrification has often been overlooked. This sentiment is overwhelmingly a reflection of enthusiasts and consumers who, deep down inside, are resigned to the fact that this is inevitable if the 911 lineage is to continue in the years and decades to follow. Porsche themselves though—reluctantly, or not—have already been hard at work embracing this notion, and are now showing tangible evidence of what the path forward will look like.

In my personal experience, I believe that Porsche’s fully-electric platform—exclusively represented by the Taycan range for now—provides very promising prospects and a solid template for a future with ICE-less 911 models. But that’s something we won’t have to think about much, at least for now, as hybridization, rather than full-on electrification, will be Porsche’s immediate solution to address the changing automotive landscape; and it’s more than likely that we’ll see this come to fruition during the current 992-generation.

To quell any doubts of this being the case, the proof is in the pudding, as they used to say. The video below (credit: CarSpyMedia) shows what conspicuously appears to be a 911 Hybrid being tested at the Nürburgring Nordschleife earlier this month.

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As the video footage reveals, these are still the very early days of prototyping; the car appears to struggle from handling issues likely born from all the extra weight the car is carrying with the new hybrid system installed. We can all remain confident that Porsche will take the necessary steps to balance the car and engineer a happy medium between the chassis and its xeno-drivetrain—after all, they’ve already proven they can do as much via the 5,000 lbs+ Taycan platform.

Few details about the car are known, but we do know that Porsche’s ‘E-Hybrid’ nomenclature—currently used in the Panamera and Cayenne lineups—will be adopted for the 911 range. The first 911 trim likely to be ‘E-Hybridized’ will be the Turbo S model, and it will likely sit at the very top of the range in terms of price and overall performance. The current word is that Porsche 911 Turbo S E-Hybrid will feature a 400-volt system, which will compliment the existing 3.7L twin-turbocharged flat-6 petrol engine.

Some outlets are suggesting that it won’t be a plug-in hybrid model, though I’d be surprised if this was the case; the fully-electric Taycan uses 800-volt architecture, while conventional ‘mild’ hybrid systems (which aren’t plug-ins) are well under 100-volts. But then again, EV technology is improving at a rapid pace. As a hybrid, we can expect the new 911 to be mechanically the same, or similar, everywhere else. That should mean no changes in the transmission department, with a 7-speed or 8-speed dual clutch transmission sending power to all four wheels. The suspension and chassis are sure to be tweaked and tinkered with to ensure that the essence of the 911’s driving dynamics remain intact, if not enhanced, by the hybrid drivetrain—it should turn out to be the very same 911 that we’ve all come to love, only with some slightly different hardware.

Just how soon will the Porsche 911 Turbo S E-Hybrid be a real thing? We’re told that it’ll likely arrive as a 2023 or 2024 model, meaning it could debut as early as the tail-end of next year —yes, it’s coming that fast and just in time to usher in the ‘992.2’ era. Porsche has yet to officially confirm that such a car even exists, but as has been proven before—most recently with the new GT4 RS—actions certainly speak louder than words, or lack thereof. In fact, the 911 isn’t even the first Porsche model to feature in recent conversations with regards to hybridization or electrification; Porsche has already announced that it plans to introduce an EV to the 718 range no later than 2025.

My Thoughts:

While the development of eFuels is a positive step in extending the life of the 911 without having to consider full-on electrification, hybridization is a rather obvious next-step in the timeline of Stuttgart’s most iconic and long-standing model. The big-wigs at Porsche are already suggesting that this latest version of eFuels may even allow internal combustion cars to achieve a smaller overall carbon footprint than an electric car, particularly when taking into consideration, the byproducts created from battery manufacturing. “This technology is particularly important because the combustion engine will continue to dominate the automotive world for many years to come,” said Porsche R&D Executive, Michael Steiner. “If you want to operate the existing fleet in a sustainable manner, eFuels are a fundamental component.”

“Porsche is committed to three powertrains: purely electric, plug-in-hybrids, and highly efficient gasoline engines. From Porsche’s point of view, eFuels open up an opportunity for our plug-in hybrid models as well as our icon, the 911—either with a combustion engine or as a very sporty hybrid. This means that we could continue to drive the 911 for many years to come, which will certainly make our customers and fans happy.”

Either way, the existence of the combustion engine—either as a standalone unit, or complimented by electric motors—is realistically viable for “many years to come”, to quote Michael Steiner. For fans of the 911 this can only be good news; even if you’re not a fan of hybrids, today’s hypercars have certainly showcased how impressive the technology is from just a performance standpoint, and if the prospect of that (that being, a 1,000 hp+ Porsche 911 from the factory) doesn’t excite any car enthusiast, I don’t know what will.

Porsche 911 Turbo S E-Hybrid Porsche 911 Turbo S E-Hybrid Porsche 911 Turbo S E-Hybrid

Porsche 911 Turbo S E-Hybrid

Porsche 911 Turbo S E-Hybrid

Porsche 911 Turbo S E-Hybrid

Porsche 911 Turbo S E-Hybrid

November 12, 2021 / Comments Off on Porsche 911 Hybrid: It’s Real and It’s Happening. Right Now.
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Porsche 911 (992) GT3 Cup: An In-depth Look

Introduction

The world caught its first glimpse of the new 992-gen Porsche 911 GT3 Cup car back in December 2020, at about the same time that we were treated to a teaser of the yet-to-be-released production road car. 

Ironically, more details were revealed about the race car than the road car at that point. Thus, we originally found ourselves relying on the Cup car – which we knew would make 510 hp and run on synthetic fuel – to give us clues on what the street-legal GT3 was going to look like, and not the other way around. But even then, most of the information remained vague. 

Fast forward to mid-February 2021, with Porsche finally pulling back the curtains and officially unveiling the 2022 Porsche 911 GT3 via digital livestream on YouTube. Rather quietly – under the shroud of all the fanfare surrounding the road car – Porsche also got the ball rolling for the 992-gen GT3 Cup car, delivering the first 23 examples to customers.

New Era, Better Cup Car

As is the case with any automobile (and especially one of the 911 GT3’s caliber), development of the production car – and by association, the Cup car – was years in the making. Jan Feldmann was appointed Project Manager for the new Porsche 911 GT3 Cup, making him ultimately responsible for bringing the many different departments together needed to produce a pure-bred race car.     

The very beginnings of this project can be traced back as far as 2018, with things really beginning to take shape by early 2019. The undertaking was huge, but the message was simple: “build a Porsche 911 GT3 Cup car that had better performance, a more aggressive design, and greater durability than any other before it.”

We all know that these types of challenges are nothing new to Porsche, who seem to be on a perpetual winning streak of building a better car than the ones made before it. However, this particular Cup car did present a unique obstacle for Feldmann and his team, as Porsche sought to have it run on synthetic fuel rather than conventional gasoline. The immediate goal here was to achieve a significant drop in carbon emissions, which the new Cup car has proven to be possible.

It also serves as a laboratory for the potential trickle-down of eFuels to production road cars. Producing a competitive race car that uses eFuels is surely going to have huge implications for the company down-line; Porsche have already hinted that this manner of powering some of their production cars (alongside EVs) is at the forefront of their future developments. The company’s altruistic stance on this is reflected in their desire to make eFuels accessible for all manner of combustion-powered machines.    

As the seventh iteration of this one-make race car, the new 992 GT3 Cup will be carrying on a great legacy. Since 1990, Porsche has produced 4,251 units of this world-class machine; all of which have been built alongside Porsche’s production road cars at Zuffenhausen, and will continue to be in the case of the 992.

To The Races

Early adopters of the new Cup cars were invited to a private testing session to give the race car its first real shakedown on March 8, 2021. Considered to be one of the world’s most unforgiving race tracks (one which demands everything from a car’s chassis) Sebring International Raceway would host this event. Keeping in the mindset of “if it’ll survive here, it’ll survive anywhere”, the car performed remarkably in every metric and duly impressed the Porsche brass and customers alike.    

This was not just a preamble for the cars, but for the drivers as well, who would then compete on the same track just 9 days later at the 12 Hours of Sebring – the inaugural event for the 2021 Porsche Carrera Cup North America season. Since then, the competition has made its rounds to Circuit of the Americas, Watkins Glen, Road America and Indianapolis Motor Speedway. The full schedule can be viewed here. 

Also, a special shout out to my fellow Canadian, Parker Thompson of JDX Racing, who continues to compete for a top 3 position in the series. He won the most recent event which took place at Indianapolis, where he also set the fastest lap of the race. All the best, Parker!

Porsche 911 GT3 Cup Rolling

“Being able to introduce the new Porsche 911 GT3 Cup race car in our own debut as Porsche Carrera Cup North America is a great honor. It is among the first of many key elements that makes Carrera Cup special for our customers here. While we will have multiple unique details which set the Carrera Cup North America apart, like a bespoke paddock experience and Michelin Pilot race tires, the most obvious and quickly recognizable to the fans will be the latest and greatest Porsche 911 GT3 Cup race car. Not only is this special on this continent, but it is also special worldwide. People will be able to watch the future of Porsche one-make racing for the first time at our series’ debut at Sebring on March 17 – 19.” – Brian Blocker, Series Director of Porsche Carrera Cup North America

Engine & Performance

The Stats

The new Porsche 911 GT3 Cup car continues to fashion a 4.0L naturally-aspirated engine, which is the same as that used in its predecessor as well as the 992 GT3 road car. In its latest evolution, the engine produces 510 hp @ 8,400 rpm – up from 485 hp @ 7,500 rpm in the outgoing race car – and 347 lb-ft of torque @ 6,250 rpm. 

Porsche 911 GT3 Cup Pit Lane

Arguably more significant than the 25 hp bump, is the fact that the water-cooled flat-6 engine runs on synthetic fuels – a feature that could revolutionize how motorsport race cars and production road cars look going forward. Porsche also claims that the engine is more robust than ever and requires less routine maintenance than the forgone “Mezger” engines used in the previous cars. This means that the car should be good for 100 hours of track-duty, before requiring any maintenance checks.      

The Components

Unlike the road-going car, the GT3 Cup race car opts for a single intake system instead of the more ‘blingy’ individual throttle bodies, as a matter of simplicity for race engineers and mechanics. The car also comes with three interchangeable exhaust systems which allow for compliance within different race series’ rules and decibel limits.

The 4.0L naturally-aspirated flat-6 engine is mated to a 6-speed sequential transmission, which is electronically controlled using steering-wheel-mounted paddle shifters. The most notable improvements to the drivetrain, which include new driveshafts, make for a much more durable race car. 

Porsche says that the GT3 Cup car’s transmission only needs inspecting once every 60 hours of racing, with the comprehensive servicing/rebuilding interval being double that. More time on the race track. Less time in the garage. A clearer path to victory.  

Chassis & Suspension

The new 992 GT3 Cup has significantly enhanced safety features compared to the outgoing 991.2 equivalent, with extra reinforcements added to make the safety cell – which ultimately protects the driver – much stronger. The net increase to total weight is about 35 kg, though it is important to note that the car has shed mass other areas to help mitigate the additional encumbrance. 

Porsche 911 GT3 Cup Rear

This is achieved by using more aluminum than ever before, with roughly 70% of the new Cup car’s components being made of the lighter material (and the rest with steel). A generous serving of carbon fiber can be found on panels such as the doors, engine cover and rear wing, while all windows are made out of polycarbonate.  

Overall, the 992 Cup weighs 2,778 pounds – up from its predecessor’s 2,701 pounds – which isn’t insignificant in race car terms; however, it now comes with the extra protection and heightened safety standards that are part and parcel of building a car that is now faster than ever before. 

One of the biggest changes to the new GT3 Cup car is via its suspension geometry with the introduction of a double-wishbone suspension setup in the front. This design is inherited from the mid-engined 911 RSR race car, and is also a characteristic shared with the new 992 GT3 road car, which also debuts with this same feature.

This change is significant in that the shock absorbers are only affected by axial forces, and no longer to lateral forces. In essence, this will improve handling performance and allow for more precise road manners and enhanced turn-in capabilities. The rear end continues to utilize a 5-point multi-link suspension system which also borrows its valve design from the 911 RSR. The new GT3 Cup car will also feature fully electro-mechanical power steering for the first time, which will improve the car’s reaction to driver inputs while providing greater feedback. 

Aerodynamics

As expected, the new 992 GT3 Cup also features improved aerodynamic performance compared to the outgoing race car, with the new adjustable ‘swan neck’ rear spoiler being the most visually-telling change in this regard. 

Porsche 911 GT3 Cup Rear Wing

This design – also adopted for use on the 992 GT3 road car – is an improvement on the more traditional shape, allowing for greater downforce while simultaneously reducing drag. New NACA-style air ducts at the front of the car also help to channel airflow throughout the body and assist with engine and brake cooling.  

The overall footprint of the car has also been increased, with a wider body and larger overhangs improving downforce but also making for bigger dimensions. However, as part of the total package, these changes work in tandem with the rest of the car in striking an optimal balance which ultimately makes for a faster, better and safer car. 

Stability & Traction Control Systems

While driver assistance systems such ABS and traction control are optional on the GT3 Cup, they are pre-programmed into every car’s onboard ECU; they can be toggled on or off using a unique digital code. 

However, the majority of these driving aids are prohibited in professional categories of competitions such as the Porsche Carrera Cup North America – pro-am and amateur racers are typically given more leniency when it comes to racing with assists turned on.  

Brakes & Tires

The new 992 GT3 Cup car utilizes Brembo steel brakes for stopping power, forgoing the more exotic (but less reliable) carbon-ceramic setup which is an option in the road-going GT3. The brake calipers utilize a special “quick release” mechanism, which allows for faster brake pad changes during pit stops. Brake bias can also be adjusted on the fly from the cockpit using a rotary knob located on the switch panel.  

Porsche 911 GT3 Cup Rear Quarter

Thanks to wider fenders and a larger body, the new race car can also accommodate a beefier wheel / tire combination than before – by default, this equates to 12” wide wheels in the front and 13” wide wheels at the rear, each wrapped in Michelin Pilot Sport race tires.

Design, Styling & Interior

Speaking in greater detail about the car’s increased width, the new 992 GT3 Cup is built upon the wider platform of the 911 Turbo production car, rather than the narrow-bodied variants as was the case for the previous Cup car iterations. Add to that, even wider fenders after the fact, and you have a front and rear track which has been widened by 1.8” and 1.1” respectively.  

The car’s body panels are made of either aluminum or carbon fiber; considerations have been made for reductions not just in weight, but in cost as well. For example, panels that are more susceptible to taking damage during customary track incidents – such as bumpers and fenders – are made from the less expensive aluminum.   

Porsche 911 GT3 Cup Interior

Inside, the GT3 Cup is fitted with a 10.3” center monitor which displays important information to the driver. The steering wheel is transplanted from the GT3 R and has carbon fiber paddle shifters attached. The dashboard can also be customized to the driver’s preferences.

Pricing

According to Porsche Motorsport, the new 992-gen Porsche 911 GT3 Cup “is now delivered with a complete accessory kit, which includes, for example, all special tools and wishbone spacers required for track adjustment.” 

As for the price? Each Cup car will cost the equivalent of €225,000 (roughly US$275,000).

This of course, does not include any of the costs associated with funding a race team or the other post-purchase expenses required to keep the car running and staying competitive. Deliveries began in February 2021, with testing and the first 5 Porsche Carrera Cup North America races already having been concluded at the time of this writing. The series will be making its next stop at Virginia International Raceway, before wrapping up at Road Atlanta.

Specifications Summary

Engine
Configuration Flat-6
Location Rear, Longitudinally-mounted
Construction Aluminium Alloy Block and Head
Displacement 3,996 cc / 243.9 cu in
Bore / Stroke 102.0 mm (4”) / 81.5 mm (3.2”)
Valvetrain 4 Valves / Cylinder, DOHC
Fuel Feed Fuel Injection
Lubrication Dry Sump
Aspiration Naturally-aspirated
Power 503 bhp / 375 kW @ 8,400 rpm
Torque 470 Nm / 347 ft-lbs @ 6,150 rpm
Redline 8,750 rpm
BHP/Liter 126 bhp / liter

Chassis & Drivetrain
Chassis Aluminium and Steel Monocoque
Front Suspension Double Wishbones
Rear Suspension Multi-link
Steering Electro-mechanical Power Steering
Front Brakes Ventilated discs, 380mm (15”), 6-pot caliper
Rear Brakes Ventilated discs, 380mm (15”), 4-pot caliper
Gearbox 6-speed Sequential
Drive Rear-wheel Drive

Dimensions
Weight 1,260 kg / 2,778 lbs
Length / Width / Height 4,585 mm (180.5”) / 1,920 mm (75.6 in) / N/A
Wheelbase / Track (fr/r) 2,459 mm (96.8”) / N/A / N/A
Fuel Tank 110 Liters (29.1 Gallons [US] / 24.2 Gallons [Imperial])
Wheels (fr/r) 12” x 18” / 13” x 18”
Tires (fr/r) 30/65 – 18” / 31/71 – 18”

Porsche 911 (992) GT3 Cup Photo Gallery

Porsche 911 GT3 Cup Front Porsche 911 GT3 Cup Side Porsche 911 GT3 Cup Rear Wing Porsche 911 GT3 Cup Steering Wheel Porsche 911 GT3 Cup Rear Porsche 911 GT3 Cup Bonnet Porsche 911 GT3 Cup Rolling Porsche 911 GT3 Cup Rolling Porsche 911 GT3 Cup Rolling Porsche 911 GT3 Cup Rear Porsche 911 GT3 Cup Pit Lane Porsche 911 GT3 Cup Side Porsche 911 GT3 Cup Rear Wing Porsche 911 GT3 Cup Porsche 911 GT3 Cup Top View Porsche 911 GT3 Cup Tire Porsche 911 GT3 Cup Rear Quarter Porsche 911 GT3 Cup Rear Quarter Porsche 911 GT3 Cup Door Card Porsche 911 GT3 Cup Interior

Video Gallery

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Official Press Release

Porsche Premiere. Newest Porsche 911 GT3 Cup Race Car to Make Testing Debut with Newest One-Make Series.

02/08/2021

Porsche Motorsport Weekly Notes

The Porsche Carrera Cup North America will be a leader in many ways entering its debut season in 2021. Among the firsts for the entrants into the new championship – the highest of the one-make series on the Porsche Motorsport Pyramid North America – will be the privilege as the earliest to test and race the newest Porsche 911 GT3 Cup competition car worldwide. Porsche will host an open test for all full-season entrants in the series at Sebring International Raceway on March 8 – 9. The private test will include the first 23, 2021 Porsche 911 GT3 Cup race cars produced and delivered worldwide, as well as a limited number of previous generation cars. Following the two-day private event on the 3.74-mile, 17-turn race course in Sebring, Florida, entrants will make the international competition debut for the first race variant of the type 992 generation of the iconic 911 platform on March 17 – 19 during the Mobil 1 Twelve Hours of Sebring weekend.

North America holds the honor of being the first to see the most produced factory race car in the world in Central Florida. It will be followed by its Porsche Mobil 1 Supercup premier March 30 at Zandvoort in The Netherlands. Other Carrera Cups will follow.

The seventh cup-car iteration will carry forward a great legacy. Since its 1990 forerunner, Porsche has built 4,251 units of the globally successful one-make cup racer. Of its immediate predecessor alone, 1,410 cars rolled off the 911 assembly line in Zuffenhausen, Germany: 673 vehicles from the 991.1 generation and 737 from the 2017-launched 991.2 generation.

Producing 510 hp (375 kW), the new-for-2021 machine exceeds the output of its immediate predecessor by approximately 25 horsepower. Moreover, the new GT3 Cup car can run on synthetic fuels, which significantly lowers CO2 emissions under racing conditions. The completely new Cup 911 race car is expected to cut lap times, depending on the track layout, by an astounding one-percent – an almost unheard of gain made year-to-year. Delivery to teams will begin in February 19 with the first production allocation scheduled to be delivered to North America.

The groundwork for the latest model was laid in 2018. Concrete development began in early 2019. The main development goals of the team led by project manager Jan Feldmann were to further improve performance, achieve a more aggressive design and greater durability with less outlay in terms of time and maintenance. The result is reflected in many aspects of the new racing vehicle, which, like its predecessor, is built on the production line in Stuttgart-Zuffenhausen alongside the 911 road models.

One of the most striking features of the new 911 GT3 Cup is its optimized aerodynamics and the overall more muscular appearance. This is partly thanks to the wide, turbo-spec lightweight body that is being used for the first time in the Cup car. This improved aerodynamic efficiency ensures more stable handling, particularly in high-speed corners.

Optional vehicle functions such as ABS or traction control are already stored in the car’s onboard ECU. They can be activated via a digital code. In the Porsche Carrera Cup North America as well as the Porsche Mobil 1 Supercup, the majority of these driving aids are switched off in the professional classes. The focus of Carrera Cup and Supercup is on the talent of the drivers not the race car.

While the rear axle in the new Cup car essentially remains unchanged compared to the production 911 model, the front wheels are now controlled by a double wishbone suspension and Uniball bearings – like in the Porsche 911 RSR, the top racing model in the Porsche lineup. Through this, the shock absorbers/dampers are no longer exposed to lateral forces, only axial forces. This ensures more precise turn-in behavior and gives the driver a better feeling for the front axle. The shock absorbers have also inherited the cutting-edge valve technology from the Porsche 919 Hybrid LMP race car and 911 RSR. Fully electro-mechanical power steering has been introduced into the Porsche 911 GT3 Cup for the first time this year as well. While the car remains true to its Porsche roots in feel and performance, drivers who have experienced even the most recent generation of “Cup car” will have to adjust to the new, more precise handling of the newest generation. This puts a premium on the first test session at the fast, and bumpy, central Florida race course.

In terms of the engine, the 911 GT3 Cup remains true to the naturally-aspirated principle. In its racing version, the four-liter, water-cooled flat-six engine develops 510 hp (375 kW). The engine is connected to the sequential, six-speed gearbox with gear changes being made via a paddle shift on the steering wheel.

Entrants will take delivery of their new Porsche 911 GT3 Cup race cars beginning February 19. To help maintain a level playing field for all customers, regardless of their designated delivery slot, teams will not be allowed to test the cars on track prior to the Porsche Motorsport North America-managed Sebring test on March 8. To learn more, please visit www.PorscheCarreraCup.us

September 24, 2021 / Comments Off on Porsche 911 (992) GT3 Cup: An In-depth Look
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Porsche 911 GT3 fine-tuning

The new Porsche 911 GT3 is packed with technical highlights. During development, the engineers pursued one aim in particular: to
further enhance the performance of the high-performance sports car without compromising on everyday usability.

Fine-tuning in the wind tunnel

The technological progress in the area of aerodynamics is particularly apparent. It is the first time that a suspended rear wing has been fitted on a Porsche series production car. Its swan-neck mounting is used in a similar form in the GT racing car 911 RSR and the one-make cup racing car 911 GT3 Cup. Since two aluminum brackets now hold the wing element from above, the airflow can pass undisturbed across the underside, which is aerodynamically more sensitive. This new design led to a reduction in the flow losses and not only increased the downforce but also resulted in well-balanced negative lift conditions together with many other detailed measures. “We developed the aerodynamics of the new 911 GT3 in around 700 simulations. We spent more than 160 hours fine-tuning the car in the wind tunnel,” explains aerodynamics engineer Mathias Roll.

The angle of attack of the new rear wing can be set to four different positions. Correspondingly, the front diffusor can also be adjusted to four positions. “The new 911 GT3 generates 50 percent more downforce than its predecessor at 200 km/h just in the ex-works setting. In the setting with maximum downforce, the increase is as much as over 150 percent,” adds Roll. Similarly to motor racing situations, the aerodynamic balance of the new 911 GT3 can be individually adapted to track conditions and individual driving style.

“Not only are the components very similar to those used in our race cars, but the development methods are also similar,” explains the aerodynamics engineer. “In our ultra-modern wind tunnel in Weissach, we do not just drive straight ahead, we simulate every conceivable driving situation. We make the car roll, pitch, and yaw in order to simulate the physical influences on the track.”

High-revving engine with motorsport DNA

Testing on the test rig during the development of the 4.0-liter high-revving naturally aspirated engine (911 GT3: Fuel consumption combined 13.3 – 12.4 l/100 km, CO2 emissions combined 304 – 283 g/km) was even more time-consuming. “In total, the engine in the new GT3 ran for more than 22,000 hours on the test rig. During testing, we repeatedly simulated typical circuit profiles and ran the engine at full throttle for a very high proportion of the time,” explains Thomas Mader, Project Manager GT Road Car Engines. The engine, which responds eagerly when the accelerator is pressed, is based on the racing engine of the GT3 race car 911 GT3 R and is also used virtually unchanged in the 911 GT3 Cup. At 375 kW (510 PS), its output is 10 PS higher than in the GT3 predecessor model. It delivers its maximum power at 8,400 rpm and the electronic limiter only cuts in on this outstanding revving ability at 9,000 rpm. Maximum torque has been increased from 460 to 470 Nm.

As in motorsport, precise valve actuation at high revs is delivered via rigid rocker arms. The proven VarioCam technology ensures camshaft control adapted precisely to engine speed and load condition. A crankshaft with large bearing diameters, wide connecting-rod bearings, and plasma-coated cylinder liners ensure lower friction losses and reduce wear. “The individual throttle valve system is taken straight from motorsport and significantly improves responsiveness,” says engine specialist Mader.

Oil supply like in motorsport

The high longitudinal and lateral acceleration forces produced by the new 911 GT3 on race tracks mean that the oil supply for the high-revving
engine is of particular importance. Like in motorsport, this is performed by a dry-sump lubrication system with a separate oil tank. With a total of seven suction stages, this routes the engine oil back into the external reservoir quickly and efficiently, while lubrication of the highly loaded connecting-rod bearings takes place directly via the oil pump through the crankshaft. “The engine in our 911 GT3 Cup race car essentially differs in respect of just two components: the exhaust system and the engine control unit. Everything else is identical,” explains Mader.

The engine of the new 911 GT3 was also put through its paces by the engineers and test drivers off the test rig. “We conducted 600 emissions tests during development in order to meet the strict standards,” says Thomas Mader. Very strict standards were also applied in terms of the engine’s endurance: it had to perform flawlessly on a continuous stretch of more than 5,000 kilometers on the oval at Nardo in Italy at a constant speed of 300 km/h, stopping only to refuel.

April 11, 2021 / Comments Off on Porsche 911 GT3 fine-tuning
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The 1973 Porsche 911 RSR tribute

Adding a genuine 1973 Porsche 911 RSR to your collection at this point in time will set you back several million, but there is another option … how about a 1973 Porsche 911 RSR Rebel Gulf Porsche tribute for less than $300,000?

Ok, I admit, it’s not a real ’73 RSR, but it’s also only about 10% of the price, and it comes with a bigger engine. The car in question is listed for sale at Ferraris Online and has chassis number 102808, it is the first of only three Porsche RSR ‘Art Cars’ built by Jon Gunderson, renowned for ground-up Ferrari 246 GT and 246 GTS rotisserie restorations.

Chassis 102808 comes in the classic 917 Gulf livery combining light blue and orange on the exterior … note that this Porsche RSR Tribute scheme is completely painted, there is no vinyl used anywhere, every detail is painstakingly painted by hand, even the famous Porsche crest on the hood, and this attention to detail is visible throughout this amazing looking 911.

Both the front and rear bumper have been formed manually, as is the new front hood that has a center-mounted fuel-filler, machined from a single metal piece, to fill up the 100-liter tank underneath.

The traditional ‘Ducktail’ rear wing on this RSR tribute has been made by hand too, and on the grille, the 3.5 badge indicates this car isn’t using the 2.8-liter engine found in the genuine 1973 RSR, but a completely rebuilt 3.5-liter version.

The engine inside this RSR tribute is built from the ground up as a fuel-injected Rothsport Racing 3.5L flat-six combined with a Type 915 5-speed manual transaxle with a Giken limited-slip differential … work started in 2017 and took three years to complete … to date this engine has little over 3,000 miles on her. Instead of the original 280 hp from the 2.8-liter engine, this new 3.5L Rothsport Racing version was dyno-tested after tuning by Sakata Motorsports at 355 hp.

The impressive black wheels on this Porsche RSR tribute are 15-inch Braid units. Michelin TB5 Racing Radial X tires are fitted, 215/55 R15 for the front wheels (9×15″) while wide 295/40 R15 was fitted to the rear wheels, which measure a massive 11×15 inches, they are almost square. The chassis is fitted with Elephant Racing suspension components including Poly bronze bushings, sway bars, shock mounts, and a matched set of torsion bars and Von shocks. Porsche 930 trailing arms have also been added. Porsche 930 finned brake calipers and cross-drilled and vented 930 rotors at all four corners haul it down from high speed. RSR tribute s/n 102808 was corner-balanced by Rothsport Racing after the engine was installed.

Autos International, a well-known shop for Porsche interiors, created the beautiful black interior for this tribute car combining black Alcantara and leather. The dashboard and door panels received black Alcantara while the steering wheel and adjustable Recaro RSR seats got leather wrapped around them.

Same with the built-in roll bar, black leather with contrasting orange stitching to match the seatbelts, while the headliner comes in black Alcantara, the dials consist of a single, white tachometer flanked by black auxiliary gauges, all rebuilt by Joe’s Speedometer. Weight saving is visible everywhere with thin side windows and a special wiring harness, if you look closely at the door handles, they are even cross-drilled to safe weight, while on the door panels, you’ll notice RSR leather door pulls.

Built as a passion project, no expense was spared and no budget was set, so the attention to detail is on par with the bespoke quality of a Singer, this car cost over $500,000 to build, but it’s now listed for a quick sale at $299,500.

February 9, 2021 / Comments Off on The 1973 Porsche 911 RSR tribute
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The All New Porsche 911 (992) – Everything You Need to Know

The new Porsche 911: more powerful, faster, digital

The German automaker has unwrapped its powerful new 911 on the eve of the Los Angeles motor show, offering folks a first real look at the eighth generation of one of the motoring world’s most recognizable rear-engined icons. It is the eighth generation 911, codenamed the 992 (see all historical models here). This is a big deal, it isn’t often we get a new 911 so when we do we like to obsess. 

The basic structure and footprint of the 991 Porsche was carried over for the 992, but the new Porsche wears updated bodywork that (as expected) evolves the 911 shape rather that do anything too rash. Save for the front and rear fascias, the body is made entirely from aluminum, too. It looks more planted to me, a more muscular look and better stance than the outgoing 991. It has wider arches covering 20-inch wheels up front and 21-inch wheels down back, while the front end has been stretched out by 45 mm (1.77 in) to give it that slightly wider stance. All 911s will now have this wider body (previously it was only the all-wheel drive models). On the outside, we also love the cool electrical pop-out flush doorhandles which mean the side is completely flat as well as the rear end which is modern and old school at the same time.

The new cars have the same twin-turbo 3.0-liter used in current Carrera models. The flat-six turbocharged engine has been further developed and is more powerful than ever before. It gets an improved injection process and a new layout for the turbochargers and charge air cooling system. It is a turbocharged 3 liter flat-six unit with 444 hp in both the 911 Carrera S and Carrera 4S which is up 23 horsepower over the outgoing 991 car. Torque numbers haven’t been released yet. Also standard for 2020 is a brand new eight-speed dual-clutch transmission (Porsche says there will be a manual, but won’t say when).  

Performance-wise, all of this adds up to some great numbers. The rear-wheel-drive Carrera S gets to 60 mph in 3.5 seconds and the all-wheel-drive Carrera 4S does it in 3.4 seconds. The optional Sports Chrono package shaves a further 0.2 seconds of those times. For those counting, that puts the Carrera 4S half a second behind the current GT2 RS. I bet that real world performance will feel markedly better than even those impressive numbers suggest when compared to the current 991. 

The redesigned interior brings plenty of modern touches for the digital era, spearheaded by a new 10.9-inch center touchscreen. This is a seven-inch upsize from the previous model and displays software like Porsche’s Road Trip planning app with its curated routes, the Porsche 360+ lifestyle assistant, and the web-based emissions calculator. The instrument cluster, meanwhile, is apparently inspired by 911s from the 1970s era, with a central rev counter flanked by two smaller, freeform displays. For the first time, the 911 is complimented by exclusive digital products that go with the car: the Porsche Road Trip app for extraordinary road trips, the Porsche 360+ personal assistant which is a web-based Porsche Impact emissions calculator for neutralizing your individual carbon footprint. 

As always the new 911 gets a host of new technology upgrades. Additional highlights include the new assistance systems, including Porsche Wet mode to make driving on wet roads even safer, and Night Vision Assist with thermal imaging camera, as well as comprehensive connectivity – which now also uses swarm intelligence. In a world first, Porsche has developed Wet mode, included as standard. This function detects water on the road, preconditions the control systems accordingly and warns the driver, who can then set up the vehicle for a particular emphasis on safety, by simply pushing a button or using the mode switch on the steering wheel (Sport Chrono Package). The warning and brake assist system, also fitted as standard, detects the risk of collisions with moving objects and initiates emergency braking if necessary. Night Vision Assist with a thermal imaging camera is optionally available for the 911 for the first time. The adaptive cruise control option includes automatic distance control, stop-and-go function, reversible occupant protection and an innovative autonomous Emergency Assist function.

Prices for the 2020 Porsche 911 Carrera S start at $113,200, while the 4S starts at $120,600. Orders are open, but deliveries won’t start until summer of 2019 in the U.S. 

Photo Gallery

Videos

The new Porsche 911: Exterior & Interior Design.

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The new Porsche 911: First Driving Footage.

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The New Porsche 911 – Highlight Video

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Porsche 911 (992) Announcement

Unmistakably committed to the Porsche design DNA, a much more muscular look, and an interior featuring a 10.9-inch touchscreen monitor, the new 911 is timeless – and modern. Intelligent control and chassis elements as well as innovative assistance systems combine the masterfully uncompromising dynamism that the classic rear-engine sportscar is famed for, with the demands of the digital world.

The next generation of flat-six turbocharged engines has been further developed and is more powerful than ever before, with 331 kW (450 PS) in the S models. The drive efficiency has been increased by way of an improved injection process and a new layout for the turbochargers and charge air cooling system. The power is delivered by a newly developed eight-speed dual-clutch transmission. Additional highlights include the new assistance systems, including Porsche Wet mode to make driving on wet roads even safer, and Night Vision Assist with thermal imaging camera, as well as comprehensive connectivity – which now also uses swarm intelligence. The 911’s features are rounded off by three exclusive digital offerings: the Porsche Road Trip app for extraordinary tours, the Porsche 360+ personal assistant, and the web-based Porsche Impact emissions calculator for neutralising your individual carbon footprint.

Carrera S models start from 450 PS

The turbocharged flat-six engine of the 911 Carrera S and 911 Carrera 4S now produces 331 kW (450 PS; 911 Carrera S: Fuel consumption combined 8.9 l/100 km; CO2 emissions combined 205 g/km; 911 Carrera 4S: Fuel consumption combined 9.0 l/100 km; CO2 emissions combined 206 g/km). This corresponds to an increase of 22 kW (30 PS) compared with the previous model. Both 911 models beat the four-second mark for acceleration from zero to 100 km/h: the rear-wheel-drive Coupé needs 3.7 seconds and the 911 Carrera 4S with all-wheel drive just 3.6 seconds. This makes both cars 0.4 seconds faster than the previous model in each case. This advantage is increased by a further 0.2 seconds with the optional Sport Chrono Package. The top speeds are now 308 km/h (911 Carrera S) and 306 km/h for the all-wheel-drive version. The fuel consumption (NEDC-correlated) of the 911 Carrera S is 8.9 l/100 km, while the 911 Carrera 4 S records this figure as 9.0 l/100 km.

Clear design language, unmistakable identity

The exterior design is completely new and emphasises the leap in performance for the 911 type 992. Significantly wider wheel housings arch over the 20-inch front wheels and 21-inch rear wheels. The rear end is now the same width across all models, highlighting the slimline centre section. At the front, the body is 45 mm wider. Flush integration of the electrical pop-out handles in the doors emphasises the tapered and smooth side contour. Between the new LED headlights, a bonnet with a pronounced recess evokes the design of the first 911 generations. The rear is dominated on all models by the significantly wider, variable-position rear spoiler and the seamless, elegant light bar. Apart from the front and rear sections, the entire outer skin is now made from aluminium.

The completely new interior is characterised by the clear and straight lines of the dashboard with recessed instruments. The 911 models from the 1970s provided the inspiration here. Alongside the central rev counter – typical for Porsche – two thin, frameless freeform displays supply information to the driver. The centre screen of the PCM is now 10.9 inches, and can be operated quickly and without distraction thanks to the new architecture. Located underneath this there is a compact switch unit with five buttons for direct access to important vehicle functions. In terms of digitalisation, the 911 takes the next step into the future with permanent connectivity as well as new functions and services. The standard PCM features include online navigation based on swarm data as well as Porsche Connect Plus.

<a class="fancybox fancybox-gallery" href="https://porschenewsroom.s3.amazonaws.com/porsche_newsroom/produkte/911/992/992-press-release/b-p18_0874jpg/f98ba974-ed8b-4808-a217-79e889b14faa_teaser_original_720.jpg" data-id="" data-fancybox-lowres-url="https://newsroom.porsche.com/download/?id=f98ba974-ed8b-4808-a217-79e889b14faa&size=low" data-fancybox-description="911 Carrera 4S (992), 2018, Porsche AG
911 Carrera 4S: Fuel consumption combined 9.0 l/100 km; CO2 emissions 206 g/km” data-header=”Foto”>911 Carrera 4S (992), 2018, Porsche AG

New assistance systems increase safety and comfort

In a world first, Porsche has developed Wet mode, included as standard. This function detects water on the road, preconditions the control systems accordingly and warns the driver, who can then set up the vehicle for a particular emphasis on safety, by simply pushing a button or using the mode switch on the steering wheel (Sport Chrono Package). The warning and brake assist system, also fitted as standard, detects the risk of collisions with moving objects and initiates emergency braking if necessary. Night Vision Assist with a thermal imaging camera is optionally available for the 911 for the first time. The adaptive cruise control option includes automatic distance control, stop-and-go function, reversible occupant protection and an innovative autonomous Emergency Assist function.

Digital applications: “Road Trip”, “360+” and “Impact”

“Porsche Road Trip” supports car enthusiasts in planning, organising and navigating special trips. The curated routes it offers include exclusive hotel and restaurant recommendations as well as points of interest and viewpoints along the route.

“Porsche 360+” has the goal of allowing the customer to enjoy the Porsche experience even while away from the vehicle; the heart of “Porsche 360+” is a personal lifestyle assistant that is available to customers around the clock. The assistant is intended to make everyday life easier and exclusive experiences possible.

“Porsche Impact” is an emissions calculator. It calculates the financial contributions that Porsche customers can pay to offset their CO2 footprint. They themselves can choose the internationally certified climate projects in which to invest. The projects available are spread out all over the world and focus on wind, hydro and solar power, as well as forest protection.

992 Porsche 911 Press Release

The eighth generation of an icon: World Premiere in Los Angeles

The new Porsche 911: more powerful, faster, digital

Stuttgart, Germany. Sensation in Los Angeles: the Porsche 911 is now entering the eighth generation. The new 911 celebrated its world premiere on the eve of the L.A. Auto Show. It continues to set the standard when it comes to exclusive sportiness. Unmistakably committed to the Porsche design DNA, a much more muscular look, and an interior featuring a 10.9-inch touchscreen monitor, the new 911 is timeless – and modern. Intelligent control and chassis elements as well as innovative assistance sys- tems combine the masterfully uncompromising dynamism that the classic rear-engine sportscar is famed for, with the demands of the digital world.

The next generation of flat-six turbocharged engines has been further developed and is more powerful than ever before, with 331 kW (450 PS) in the S models. The drive efficiency has been increased by way of an improved injection process and a new layout for the turbochargers and charge air cooling system. The power is delivered by a newly developed eight-speed dual-clutch transmission. Additional highlights include the new assistance systems, including Porsche Wet mode to make driving on wet roads even safer, and Night Vision Assist with thermal imaging camera, as well as comprehensive connectivity – which now also uses swarm intelligence. The 911’s fea- tures are rounded off by three exclusive digital offerings: the Porsche Road Trip app for extraordinary tours, the Porsche 360+ personal assistant, and the web-based Por- sche Impact emissions calculator for neutralising your individual carbon footprint.

Carrera S models start from 450 PS

The turbocharged flat-six engine of the 911 Carrera S* and 911 Carrera 4S now pro- duces 331 kW (450 PS). This corresponds to an increase of 22 kW (30 PS) compared with the previous model. Both 911 models beat the four-second mark for acceleration from zero to 100 km/h: the rear-wheel-drive Coupé needs 3.7 seconds and the 911 Carrera 4S with all-wheel drive just 3.6 seconds. This makes both cars 0.4 seconds faster than the previous model in each case. This advantage is increased by a further 0.2 seconds with the optional Sport Chrono Package. The top speeds are now 308 km/h (911 Carrera S) and 306 km/h for the all-wheel-drive version. The fuel consump- tion (NEDC-correlated) of the 911 Carrera S is 8.9 l/100 km, while the 911 Carrera 4 S records this figure as 9.0 l/100 km.

Clear design language, unmistakable identity

The exterior design is completely new and emphasises the leap in performance for the 911 type 992. Significantly wider wheel housings arch over the 20-inch front wheels and 21-inch rear wheels. The rear end is now the same width across all models, high- lighting the slimline centre section. At the front, the body is 45 mm wider. Flush inte- gration of the electrical pop-out handles in the doors emphasises the tapered and smooth side contour. Between the new LED headlights, a bonnet with a pronounced recess evokes the design of the first 911 generations. The rear is dominated on all models by the significantly wider, variable-position rear spoiler and the seamless, ele- gant light bar. Apart from the front and rear sections, the entire outer skin is now made from aluminium.

The completely new interior is characterised by the clear and straight lines of the dash- board with recessed instruments. The 911 models from the 1970s provided the inspi- ration here. Alongside the central rev counter – typical for Porsche – two thin, frame- less freeform displays supply information to the driver. The centre screen of the PCM is now 10.9 inches, and can be operated quickly and without distraction thanks to the new architecture. Located underneath this there is a compact switch unit with five but- tons for direct access to important vehicle functions. In terms of digitalisation, the 911 takes the next step into the future with permanent connectivity as well as new functions and services. The standard PCM features include online navigation based on swarm data as well as Porsche Connect Plus.

New assistance systems increase safety and comfort

In a world first, Porsche has developed Wet mode, included as standard. This function detects water on the road, preconditions the control systems accordingly and warns the driver, who can then set up the vehicle for a particular emphasis on safety, by simply pushing a button or using the mode switch on the steering wheel (Sport Chrono Package). The warning and brake assist system, also fitted as standard, detects the risk of collisions with moving objects and initiates emergency braking if necessary. Night Vision Assist with a thermal imaging camera is optionally available for the 911 for the first time. The adaptive cruise control option includes automatic distance control, stop-and-go function, reversible occupant protection and an innovative autonomous Emergency Assist function.

The 911 Carrera S costs from 120,125 euros in Germany and the 911 Carrera 4S from 127,979 euros, including VAT and country-specific equipment. The new models can be ordered now.

Digital applications: “Road Trip”, “360+” and “Impact”

“Porsche Road Trip” supports car enthusiasts in planning, organising and navigating special trips. The curated routes it offers include exclusive hotel and restaurant recom- mendations as well as points of interest and viewpoints along the route.

“Porsche 360+” has the goal of allowing the customer to enjoy the Porsche experience even while away from the vehicle; the heart of “Porsche 360+” is a personal lifestyle assistant that is available to customers around the clock. The assistant is intended to make everyday life easier and exclusive experiences possible.

“Porsche Impact” is an emissions calculator. It calculates the financial contributions that Porsche customers can pay to offset their CO2 footprint. They themselves can choose the internationally certified climate projects in which to invest. The projects available are spread out all over the world and focus on wind, hydro and solar power, as well as forest protection.

The consumption and CO2 emission values were determined in accordance with the new Worldwide Harmonised Light Vehicle Test Procedure (WLTP). The NEDC values derived from this should continue to be specified for the time being. These values cannot be compared to the values determined in ac- cordance with the NEDC measuring procedure used up to now.

Further information on the official fuel consumption and official, specific CO2 emissions of new passen- ger cars is available in the “Guidelines on fuel consumption, CO2 emissions and power consumption of new passenger cars” [Leitfaden über den Kraftstoffverbrauch, die CO2-Emissionen und den Stromver- brauch neuer Personenkraftwagen], which are available free of charge from all sales outlets and from Deutsche Automobil Treuhand GmbH (DAT).

New Porsche 911 Infographic

New Porsche 911 InfographicNew Porsche 911 Infographic

November 28, 2018 / Comments Off on The All New Porsche 911 (992) – Everything You Need to Know
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2019 Porsche 911 Speedster – Concept Becomes Reality

911 Speedster Green-Lighted For Production: Specifications Provided

It wasn’t long ago that Porsche unveiled its 911 Speedster Concept in July 2018, during the Goodwood Festival of Speed. This retro-inspired car is based on a 991 chassis, and is a celebration of Porsche’s 70th anniversary of producing sports cars, and also serves as a parting gift for the conclusion of the current generation 911.

While we always expected the concept to be green-lighted, Porsche only just released news that it would be officially moving forward a production version in early 2019. Along with this news, Porsche also provided some specifications of the car, which has undergone several changes from the concept version.

The most notable change would be the new paint color – known as ‘Guards Red’ – which pays homage to the original 1988 Speedster. The concept car was unveiled in a primarily metallic silver scheme, with only the front bumper and parts of the fenders donned in white – a nod to some of Porsche’s older race cars. Some of the other tweaks include new 21-inch center lock alloy wheels, and retro-styled door mirrors and fuel caps finished in dark chrome paint.

Overall, the embodiment of the car is retained from the concept version. This means that the production car will be an open-top without a roof option (hardtop or otherwise), has shortened window frames, a “double bubble” engine cover and plenty of carbon fiber.

The interior is trimmed in “Cognac 356” leather and comes standard with carbon fiber bucket seats. To reduce weight, there is an absence of conveniences such as infotainment, navigation, and air-conditioning.

Performance specifications are more tight-lipped, though the production version is expected to use the same engine as seen in the concept – the 4.0L flat-six naturally aspirated engine from the 911 GT3, which produces 500-horsepower. As part of the car’s celebration of nostalgic qualities, the engine will be mated to a six-speed manual transmission.

No word either on pricing just yet; but Porsche has announced that only 1,948 units will be produced. As is the case with any limited-edition vehicle Porsche releases, getting your hands on one will be anything but conventional and its exclusivity will ultimately dictate its true price.

Porsche 911 Speedster Gallery

October 30, 2018 / Comments Off on 2019 Porsche 911 Speedster – Concept Becomes Reality
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