Techart has officially presented an open top Techart GTstreet R Cabriolet, the new model is based on the Porsche 911 Turbo and 911 Turbo S Cabriolet and is limited to 87 units worldwide.
The new Techart GTstreet R Cabriolet has been equipped with lightweight carbon fibre components with improved aerodynamics. The exterior of the vehicle features an athletic aero kit with a new front apron, carbon fibre aero hood, lightweight fenders with wheel arch extensions, side skirts, rear apron and a carbon rear wing.
The interior of the vehicle features a handcrafted sports steering wheel and a combination of high-quality Alcantara, leather, heritage fabrics as well as carbon fibre packages.
Additionally, the large air intakes installed deliver sufficient air flow to the intercoolers and improves the performance of the vehicle.
Techart GTstreet R Cabriolet features two power upgrades, the TA092/T1.1 powerkit with Techtronic managements increases the total output power to 710 hp and the maximum torque to 900 Nm.
The powerkit TA092/T2.1 on the other hand delivers an output power of 800 hp and 950 Nm of torque. The top speed after this upgrade jumps to 350km/h. Additionally, a new coilover kit enables a lowering range from 5mm to 30mm.
The company has fitted the vehicle with a set of Formula VI forged wheels available in 20 and 21 inch with a central lock and with or without aero discs.
Techart GTstreet R Cabrio
September 28, 2021 / Comments Off on Techart GTstreet R Cabrio is a Convertible GT2 RS that Porsche Will Never Build
Everatti Automobili recently unveiled their new Porsche 964 Gulf Signature Edition, an electric supercar based on the fully restored Porsche 911 (964).
The model debuted at Salon Prive Concours d’Elegance, a venue which brings together vehicles from all eras from vintage models to modern supercars to racing legends. The Everatti 964 EV was displayed alongside an electric version of the Ford GT40 which was created in partnership with Superperformance.
The body of the Everatti features carbon fibre elements and a powerful EV powertrain, the vehicle delivers emission free driving range for more than 180 miles. The EV powertrain is integrated to a 53kWh battery pack and an enhanced battery management system.
The vehicle delivers 500bhp to the rear wheels, 500 Nm of torque and the acceleration from 0-62mph is achieved in less than 4.0 seconds. The engine produces double the output power of an original Porsche 964 built in the 1990’s.
The Everatti is available in Gulf Orange and Blue race car livery.
Porsche 911 Electric
September 9, 2021 / Comments Off on Gulf Porsche 964 Ditches Aircooled Engine for a Full Electric Powertrain
When we attended the livestream unveiling of the 992-generation Porsche 911 GT3, it quickly became evident that the folks from Stuttgart had come good on a number of proclaimed and unspoken promises – the new car was far superior to those that came before it, proving that Porsche is not lacking on the level of innovation that’s required to make something so amazing, even better. The event also provided an opportunity for the gaffer to speak about some of the other commitments from the automaker, such as the development of eFuels and the confirmation of an upcoming Touring version for their latest GT car.
For those already in the know, the GT3 Touring model is as exceptional as it has become familiar over the past few years, particularly to the most diehard driving purists and deeply-rooted Porsche enthusiasts. For those wondering, “Hey, what’s the diff?”, the Touring is essentially a gentleman’s version of its otherwise track-focused road car; based on a less extroverted and more purist-centric blueprint, the Touring forgoes some key features from the regular car.
The most notable of these would be the removal of the static rear ‘swan neck’ wing, which has become one of the most defining and differentiating elements of the 992 GT3. It has been replaced by an electronically-controlled retractable wing, which in theory, would serve most of its function under race-track conditions; otherwise, expect the Touring to appear as the wing-less, more unassuming version of itself, in almost all other cases.
In actuality, this helps the car blend in more with the non-GT lineup of 911 cars, rather than simply being a less attention-grabbing version of the GT3. Subtlety is the leading philosophy here – nevertheless, those who know, really know. With that said, this is always one of the best things about owning a Touring model. It’s part of a special ensemble that plays to a small and exclusive audience. These days, being in that kind of company is priceless; in this era where society caters more to bigger egos and louder mouths, the longing to appear as something less, can’t be faked. If anything, it takes some bravery to pull off.
Interestingly enough, the 992-generation GT3 Touring model does come with the (no-cost) option to add PDK, though we reckon that manual transmission models will reign supreme as the overwhelming favorite, and for good reason. After all, it makes little sense opting for the former, in the same way that someone would make the argument for having a manual transmission in the GT3 RS because they wanted access to the fastest lap times possible from the car. In any case, Porsche has a proven track record when it comes to satisfying just about every niche via its GT lineup, with the Touring model being one such product of their open dialogue with customers.
Touring Evolution
For the genesis of the GT3 Touring, we go back to the 991-generation when the series’ first 911 GT3 was released in 2014. It came exclusively with the PDK transmission. This was followed by a bit of an outcry from Porsche customers, who felt that at the very least, the option of a manual transmission for GT3 should’ve been on the table from the get-go. Hindsight is always 20/20, and only after-the-fact is it easy to see why a GT3 Touring slots in so perfectly into the 911 hierarchy – it’s the sweet spot or those who desire a 911 grand-tourer and want a bit more than what the GTS offers, but find the Turbo models (for which a manual transmission was not offered) a bit too farfetched.
Stuttgart heard, and they delivered, though the introduction of the Touring model didn’t happen overnight. The first serving of appeasement came in the form of the manual-transmission-only 911R (which is actually more closely based on the 991.1 GT3 RS model) before a proper commitment was provided for the 991.2 GT3 in 2017, with the debut of the official Touring designation. It was the first time the 991-generation GT3 could be had with a manual transmission (including the regular model), with the Touring model being exclusively offered with the stick-shift for this iteration.
If you wanted a post-997-generation 911 GT car with a manual transmission, the 2017 GT3 and GT3 Touring were the automaker’s first offering at a relatively reasonable price point; the rarity of the 911R and the fact that it’s basically an RS model, see it demanding inflated prices to this day. With that being said, I don’t think many would have opposed the new 992 GT3 Touring continuing its exclusive relationship with the manual. But it can’t be argued that the PDK opens up more options for a wider range of buyers, which should equate to a larger market share and translate to bigger profits; it makes sense from a business standpoint.
However, we urge buyers of the new GT3 Touring to go all-in on the purity it has on tap, particularly when it comes to being a road car. If lap times are your priority, PDK (on the regular GT3, or the upcoming ‘RS’, if possible) is the way to go. Leave the PDK for what it’s good at. Keep efficiency and essence separate. It’s good for resale value too – maybe you’ll thank me later. Speaking of the 911R, perhaps a 992 iteration is in the pipeline? Though this time, we reckon it will be more in parallel with the RS program from the get-go (as it ended up being the first time), rather than a knee-jerk reaction to the lukewarm reception of a manual-transmission-less GT3. One can only hope!
Engine & Performance
Engine Type & Size: 4.0L naturally-aspirated flat-6
Horsepower: 502 hp @ 8,400 rpm
Torque: 346 lb-ft @ 6,250 rpm
Transmission: 7-speed PDK, 6-speed manual
0-60 mph: 3.2 seconds (PDK), 3.7 seconds (manual)
Top Speed: 199 mph
Porsche has continued the use of the naturally-aspirated 4.0L 9A1 flat-6 power plant in the 2022 Porsche 911 GT3, with that engine carrying over untouched in the GT3 Touring. The only key differences between the 9A1 and the engine used in the Cup race car, are the exhaust system and ECU. Otherwise, those two engines share virtually all the same components, such as individual throttle bodies. As such, the new GT3 needed no “sound engineering” and inherently sounds amazing.
With its astronomical 9,000 rpm redline, the GT3 Touring produces 502 hp @ 8,400 rpm and 346 lb-ft of torque @ 6,250 rpm and should likewise achieve hugely similar, if not identical figures as it pertains to 0-60 mph times and top speed. Like the regular model, the Porsche 911 GT3 Touring comes with two transmission options, though as mentioned before, the 6-speed manual is expected to be the much more popular choice for buyers of this model. The GT3 and GT3 Touring continue to use the 7-speed PDK transmission, instead of a version of the 8-speed used in the rest of the 992 line-up.
Purists, rejoice! Dr. Frank Walliser – Vice President of 911 and 718 Product Lines – said that we shouldn’t count on the GT3 going electric or even hybrid, anytime too soon. It is much more likely that Porsche will transition to using synthetic fuels for motorsport and its GT line of production cars, before even considering going full-on EV. This aligns with Porsche’s intention to keep the naturally-aspirated engine alive for as long as possible – regulations and emissions standards will serve as the eventual ultimatum.
Chassis & Handling
Aerodynamics & Weight Reduction
The new 992 GT3 spent more than 160 hours across 700 simulation sessions in the wind tunnel. It generates 50% more downforce than its predecessor and up to 150% more downforce in its “high downforce” setting. Porsche has claimed that the retractable spoiler on the GT3 Touring model – while fully extended – is able to generate the same amount of downforce as the regular model’s affixed version, though it is unclear if they are including the “high downforce” setting in this comparison.
Otherwise, the GT3 Touring uses all of the same aero components including an adjustable front diffuser and a fully closed rear diffuser, which on its own generates 60 kg of downforce at top speed. Its low weight of just 1,413 kg is achieved with a myriad of lightweight components, and next to an equally-optioned GT3, it should weigh in about the same. This includes a carbon-fiber hood, roof, and rear wing, along with other items such as a super lightweight battery, lighter wheels, ultra-thin glass, carbon-fiber cross members, and lightweight interior appointments. Essentially, the 992 GT3 and GT3 Touring have achieved the same weight as their predecessors, but are loaded with a lot more technology.
Suspension & Chassis Control Systems
In this department, the GT3 Touring is also identical to the GT3. Expect the same 911-RSR-inspired handling characteristics that are spearheaded by the introduction of a new front suspension setup consisting of unequal-length control arms instead of conventional struts, making it the first time a double-wishbone suspension configuration is used in the front of a GT3. This will provide better tire contact through turns and during moments of compression and rebounding. Porsche’s new adaptive dampers are capable of adjusting every 10 milliseconds, which means the spring rates have doubled without affecting the ride quality of the GT3.
There are three available driving modes: Normal, Sport, and Track, which all provide varying degrees of driver-aid involvement and chassis settings. Aside from providing the most firm, performance-biased setup with the least amount of computer control, initiating Track mode also changes the instrumentation and displays to “Track View”. This compiles all pertinent information to the immediate field of view of the driver. Important details such as oil temperature, oil pressure, tire pressures, and shift indicators, are all in plain sight and easily visible.
Brakes & Tires
Both the GT3 and GT3 Touring draw their standard features and optional equipment from the same parts bin, with the latter car also coming standard with cast-iron rotors and Michelin Pilot Sport Cup 2 tires. Likewise, upgrading to carbon-ceramic brakes and Michelin Pilot Sport Cup 2R tires, remain as options.
Design, Styling & Interior
This, of course, is where the GT3 Touring truly begins its quest to make a name for itself, with both of the current GT3 variants being virtually identical otherwise. It really comes down to what kind of visual signals you’re intending to give off while driving the GT3 (and the resulting levels of attention you want to grab or avoid). It’s not even a question of aerodynamic performance either – as many would understandably expect – with the downforce generated remaining unchanged regardless of whether you go fixed-wing or adaptive. Porsche was adamant on lending to its mantra that subtlety doesn’t need to come with any penalty, and made sure the GT3 Touring was engineered and designed in such a mold.
There are a number of other aesthetic details that are unique to the Touring model as well, though they’re not as individually pronounced as the rear spoiler changes. In keeping with the now deep-rooted philosophy of Touring models, standard features such as painted front bumper inserts, aluminum window trimming, and an interior wrapped in leather and brushed aluminum (in place of Alcantara and carbon fiber), give the latest GT3 variant a more reserved persona.
That’s not to say that the Touring has been in any way, emasculated as a GT car; if nothing, it’s simply a more mature version of itself. After all, the remaining presence of distinguishable cues such as carbon fiber bonnet vents, a front bumper with large air intakes, and a signature GT-department engine cover, provide enough hints that this isn’t just a fancy looking Carrera S. While you can spec a Touring model to be as hardcore as its more track-purposed stablemate, do so with some introspection.
For example, as cool as those lightweight carbon fiber bucket seats are, they make getting into and out of the car more difficult. This would make the case for the Touring model being a more dedicated daily driver, a bit harder to argue. Before checking all the boxes on the options list, just know what you’re getting (and why), and you won’t be disappointed. Overall, the silhouette of the new 911 GT3 Touring remains a largely familiar one – and that’s not a bad thing. In fact, this is probably great news for Porsche and GT3 enthusiasts, who would contend that there was never anything wrong with the previous GT3 in the first place.
No confirmation yet on whether the Club Sport Package (roll cage, 4-pt harnesses) will continue to be a no-cost option, as it is in the regular GT3. If it is, it would probably only be for the European markets anyway – this package was not available on past iterations in North America due to safety regulations. Again, like PDK, the Club Sport Package kind of clashes with the whole purpose of the Touring model, in our opinion. Paint to Sample (aka, custom paint colors) will also be available for GT3 Touring examples.
Pricing
Base MSRP for both the GT3 and GT3 touring are the exact same: US $180,300. So while less is not more, more is not less either.
The good part about this is that you only have to worry about making your decision – on what GT3 variant you really want – based on your personal tastes, and not be forced into one because of a difference in price.
We see this as nothing but a good thing. Just pick what looks better to you. Which to be fair, might be easier said than done – oh Porsche, you make things so, so interesting.
Verdict
supercars.net 10/10
“The Porsche 911 GT3 Touring is back. If this latest 992-generation version is any indication of Porsche’s commitment to this model, then it should be safe to say that it’s also here to stay. The Touring makes sense for those who envision their GT3 more as a daily mode of transportation than a track specialist, although there is nothing to suggest that it is not comfortable of filling both those roles either.
GT performance is good enough for any paved road – and that includes the race track – but we reckon that the Touring variants were created for a certain type of personality. There are few other cars, especially today, that can invoke an idealized sense of connection and purpose like a GT3 Touring (with a 6-speed manual transmission) can. Its unpretentious demeanor, in a somewhat ironic way, rounds off things with the bold statement that less really can mean more.”
What Other Experts Are Saying
Top Gear – 10/10
“The numbers don’t matter. And that’s an important point to make. Because if they do matter, go and buy electric. You’re looking at the Touring for the wrong reason. This is a car for feels.”
It has been 12 years since Porsche unveiled the first 911 GTS version, the ‘Sport’ version so to say of the already incredible Porsche 911, and today they added this more dynamic version to the latest incarnation of the 911 supercar from Germany, and it comes with more power and visual styling to set it apart from the regular 911 Carrera, compared to the current 911 Carrera S and the previous-generation 911 GTS, this new version adds 30 PS to the glorious six-cylinder boxer engine for a grand total of 480 PS (353 kW).
Starting at €140,981, the new Porsche 911 GTS is available in five different versions, either as a Carrera or Carrera 4 in both closed Coupé version as well as a breathtaking Cabriolet, but also as a 911 Targa 4 GTS … yes, you’ve seen that correct, the Targa is only available as a four-wheel-drive variant, but you can get them all in either an eight-speed PDK transmission or as a seven-speed manual, the PASM, or Porsche Active Suspension Management has been fine-tuned specifically for this GTS version.
The impressive brake system from the Porsche 911 Turbo is fitted onto the GTS too, but if you really want to get the maximum out of the special 911 GTS edition you’ll have to opt for the Lightweight Design Package that is now available on this GTS for the first time, and that takes 25 kgs off the overall weight of this supercar that can be distinguished from the other 911 models by the elaborate use of black on the exterior and black Race-Tex microfibre on the interior.
Don’t let the GTS name fool you into thinking there is no turbo on this Porsche 911 version, the 3-Liter flat-six engine is still turbocharged and delivers 480 PS as mentioned above, torque comes with a maximum of 570 Nm, the resulting acceleration figures are 3.3 seconds from 0 to 100 km/h with the PDK transmission, and getting back to a full stop comes courtesy of the high-performance braking system from the Porsche 911 Turbo hiding behind center-lock wheels, 20-inch for the front with a larger 21-inch wheel for the rear.
All of the Porsche 911 GTS models come with the Sport Design package as standard, showing distinctive trim for the front bumper, rear diffuser, and on the side sills. When looking at the trim around the headlight, including the daytime running light surrounds, these are darkened for the GTS, while the LED headlights with Porsche Dynamic Light System Plus (PDLS Plus) are standard too, however, the GTS does come with unique taillights.
When you would prefer lightweight carbon-fiber bucket seats, lighter glass on the side windows and the rear window, a lightweight battery, and the removal of the, mostly useless rear seats to get rid of about 25 kg of weight … go for the optional Lightweight Design Package, which also happens to come with rear-wheel-steering and some very nice aerodynamic touches.
If you don’t go for the more track-oriented Lightweight Design Package, the Porsche 911 GTS comes with Sport Seats Plus for the occupants with electric four-way adjustments, in front of the driver you’ll find a very nice GT Sport steering wheel and the famous Sport Chrono package, if you opt for the manual seven-speed gearbox, Porsche cuts 10 mm from the gear lever to allow faster gear changes … and just so you get the full acoustic experience, Porsche removed some insulation from the cabin so you can enjoy the sound from the sports exhaust better.
To make the experience complete, the central part of the seats, the steering wheel rim, the door handles and armrests, the storage compartment lid, and the gear lever all get the Race-Tex treatment, a very nice microfibre material inspired by racing, if you go for the GTS interior package you’ll get either Carmine Red or Crayon contrasted stitching, with this option you also get color-matched seat belts, GTS embroidery on the headrest, and the same shade used on the rev counter and Chrono face.
If you are looking to add one of these new Porsche 911 GTS versions to your garage, expect the first deliveries by November 2021.
June 23, 2021 / Comments Off on The new Porsche 911 GTS
In this modern automotive era, we are spoiled for choice when it comes to the wide array of supercars, hypercars and now EVs, to choose from. At this level of the game, the V12 engine is often seen as the standard bearer, while a V8 is the lowest benchmark. It’s no wonder the 6-cylinder engine often gets overlooked, despite continuing to power some of the world’s greatest sports cars and supercars. This isn’t just hyperbole. Case in point: the Porsche 911.
With the help of turbochargers, superchargers and in some cases, electric motors, 6-cylinder engines can often squeeze out just as much performance as their larger counterparts, while retaining the benefits of being more compact, lightweight and fuel-efficient. So while they aren’t typically as flashy nor headline-making as the V12s and V8s of the world, they are at the very least, an extremely versatile and dependable option to have in the engine war chest.
It’s no wonder the proliferation of the 6-cylinder engine has been democratized by auto manufacturers internationally, with the platform remaining ever-present across all continents. The Germans, Japanese and Italians are amongst those who persist with their undying trust in the 6-cylinder engine; so much so that it is still being improved and continues to power some of the best automobiles to this day.
Here’s the shortlist of 10 such engines, which we have curated:
Porsche M97.74
Appearing in the 997.2 GT3 RS 4.0, this truly special engine was the swan song for both the 997-generation (2005-2012) of Porsche 911 cars, as well as the Mezger engine design. Borrowing a number of components from the RSR race car, the 3.8L engine in the ‘regular’ 997 GT3 RS was then upgraded to a 4.0L flat-6 (hence the name) which produced 500 hp and 339 lb-ft of torque, while having an astronomical 8,500 rpm redline.
So convincing was this move, even to Porsche’s own brass, that the following two generations (991 and 992) of 911 cars would continue to employ the 4.0L naturally-aspirated engine in the GT3 lineup, proving that the ‘godfather’ RS 4.0 was also well ahead of its time.
With the proliferation of PDK transmissions, amongst other safety-centric technological advancements, many consider the M97.74 and the GT RS 4.0 it powered, to be the final rendition of the purists’ GT3 RS.
BMW S54B32
Collectively, the BMW E46 M3 (2000-2006) is one of our favorite cars here at supercars.net, and this is in no small part thanks to its S54B32 inline-6 engine. The naturally-aspirated unit is as pure as it gets from the Bavarian company, with a peak 333 hp being produced at 7,900 rpm on route to its 8,000 rpm redline. Other stand-out features include individual throttle bodies and drive-by-wire operation, further accentuating the car’s inherent rawness and driving purity.
When mated to the 6-speed manual transmission, it really doesn’t get much better than this – from BMW or any other company, for that matter. If BMW ever wanted to revert back to a more minimalist philosophy, the S54B32 and E46 M3 would be writing the playbook.
Nissan RB26DETT
The 2.6L twin-turbocharged inline-6 from Nissan – the RB26DETT – has become something of a legend. It would take nothing short of the absolute best from the Japanese automaker to produce something worthy of powering a car amicably referred to as “Godzilla”, and the RB26DETT has never disappointed. While it was limited to 280 hp from the factory – thanks to the gentleman’s agreement between Japanese manufacturers to cap engine outputs at the time – the R34 Skyline GT-R was anything but docile, even when left untinkered.
The engine’s true capabilities were the worst kept secret in the industry, with a simple flash of the ECU (to effectively remove the restrictions) plus a few bolt-on performance modifications allowing the RB26DETT to produce much, much more.
Porsche MDH.NA
Suffice to say, the 991 GT2 RS is the absolute peak of 6-cylinder performance. The GT2 RS in its entirety is more closely based on a Turbo S than it is to its closest GT relative, the 911 GT3 RS. After all, at the heart of the GT2 is a revamped version of the Turbo S engine (known as MDH.NA), while the GT3 has its own unique naturally-aspirated 4.0L power plant. The 3.8L flat-6 was fitted with larger variable-geometry turbos and was given an increase in peak boost to 22.5 psi, which is 24% higher than the Turbo S.
Larger intercoolers, a water-spray system, larger exhaust manifold primaries and redesigned pistons work in synergy with the aforementioned to provide the GT2 RS with 700 horsepower @ 7,000 rpm and 553 lb-ft of torque. Porsche has long buried the traditional notion of “turbo-lag” in its cars with VarioCam Plus and the GT2 RS is no different, making peak torque from 2,250 rpm to 4,000 rpm.
Honda C30A
The original 1990 Acura NSX was fitted with a 3.0L naturally-aspirated V6 engine which produced 270 hp. At the time, that was more than sufficient to go shoulder-to-shoulder with any of its supercar contemporaries; particularly Ferrari, its target rival. What truly made the C30A – and as a whole, the NSX – so special, was that it broke the mold of what a supercar could and should ought to be: reliable and useable. Almost blasphemous thinking at the time, the idea of the “everyday supercar” was still a twinkle in the eye of exotic car auto makers.
The engine demanded very little, if anything, above the expected maintenance laundry list and associated costs of keeping a Honda Accord running. It was refined. It performed. It was comfortable. You could drive it whenever you wanted to. The NSX is widely recognized as one of the forefathers of the modern supercar, going on to inspire the likes of the McLaren F1. That puts it in pretty high regard, I’d say.
Alfa Romeo ‘Busso’ V6
There is no other power plant on this list which has been as long-serving or as versatile as the ‘Busso’ engine. Named after its chief designer, Giuseppe Busso, the foundation of this engine was its 60° V6 configuration. From there, a colorful variation of engines were built upon it, with displacements ranging 2.0L to 3.2L plus the use of turbochargers (or none at all) depending on the intended application of the automobile it was being fitted to. This meant you could see a Busso producing as little as 130 hp in a 1983 Alfa Romeo Alfa 6, and up to 247 hp in a 2005 Alfa Romeo 156 GTA.
Regardless of its specs, every Busso engine shares the same reputation for being remarkably smooth, having good low-end power delivery, and an incredibly unique engine note at higher rpms. Needless to say, the Busso would go on to be the centerpiece of the brand for a good 30+ years.
Nissan VR38DETT
While there was a general expectation that the latest iteration of the GT-R would (or should) be powered by a V8 engine prior to its official release, Nissan inevitably stuck to its guns and continued the tradition of powering its flagship car with its tried and trusted 6-cylinder unit. This time, the engine would be produced in a 60° V6 configuration to ensure that the massively sized and massively powerful engine, could fit under the front hood. In the very first R35 GT-R cars, the 3.8L twin-turbocharged V6 produced 485 hp, before being upped to 545 hp for the 2012 refresh.
Since then, the hand-crafted power plants have been continuously improved over the years, with the most powerful factory version of the car – the Nissan GT-R Nismo – producing some 600 hp. Perfectly matched with Nissan’s dual-clutch transmission and proven all-wheel drive system, the VR38DETT continues a legend while forging one of its own, all at the same time.
Jaguar JRV-6
It’s rather humorous that the JRV-6 would not have made it on this list if not for a gaff on the part of Jaguar, who had originally marketed and went as far as promising that the XJ220 would be delivered to its first customers with a V12 engine. Nevertheless, the eventually-fitted twin-turbocharged 6-cylinder unit was borrowed from a Group B Rally car – the Rover Metro 6R4. It was rightfully potent, and actually made more power than the naturally-aspirated V12 which was originally proposed.
Able to produce up to 542 hp, the XJ220 would even go on to become the fastest production car in the world at the time, topping out at a brow-raising 217 mph. While its credentials were proven in the real world, I’m sure many buyers were still a bit miffed at the fact that the final product came with half the number of cylinders they had put down their deposits down for.
Toyota 2JZ-GTE
The Toyota Supra was equipped with the ubiquitous 3.0L inline-6 2JZ engine in all its models. The most recognized version of the Supra – the Turbo – possessed a twin-turbocharged engine known as the 2JZ-GTE, which was specced with up to 326 hp. The two turbochargers operated sequentially and not in parallel. This essentially meant that one of the turbochargers was designed to provide near-maximum torque as early as 1,800 rpm, while the second turbine would be engaged in a “pre-boost” mode until around 4,000 rpm where thereafter both turbochargers would be spinning at full blast. This translated to better low-end throttle response, less ‘turbo lag’, increased boost at higher engine speeds, and a relatively linear delivery of power – all of which was difficult to achieve in unison, with the technology available at the time.
The 2JZ-GTE-equipped Turbo model was able to sprint from 0-60 mph in just 4.6 seconds and complete the standing ¼ mile in an impressive 13.1 seconds. Top speed was recorded at 155 mph.
Alfa Romeo 690T
The fact that the engine in the 2021 Alfa Romeo Giulia GTA is derived from the Ferrari F154 platform, automatically puts it in some highly esteemed company. After all, other variations of the F154 are used in the likes of cars such as the Maserati Quattroporte, Ferrari F8 Tributo and even the hybridized Ferrari SF90. While the F154 takes on a V8 configuration, the Alfa Romeo variant (known as the 690T) is a 2.9L twin-turbocharged V6 which produces 540 hp. Capable of 0-60 mph in 3.6 seconds, the 690T isn’t exactly blistering by today’s standards, but it does become an integral part of the car’s overall philosophy of balance and agility; this was probably one of the main reasons Alfa Romeo chose to go with a smaller unit rather than going the copy/paste route with the Ferrari setup.
The GTA / GTAm are about as track-ready as any production car can get when also factoring in its insanely aggressive aerodynamic and chassis upgrades.
June 6, 2021 / Comments Off on Best 6-Cylinder Engines Ever Produced
With the 992 GT3 now out, and the RS version roaming around the corner Porsche is not stopping at that. A new 2022 Porsche 992 Sport Classic has been filmed testing recently at the Nurburgring, the leaked spy shots of this mysterious Porsche 992 revealed several distinct features in the body design compared to the standard 911.
A few Porsche 911s have been filmed testing with a ducktail spoiler and Turbo model rear hunches and rear fenders equipped with air intakes, these new spy shots are slightly different and now feature a smooth rear fender with no gaping air intakes. This leads us to believe this could indeed be a new Porsche 911 Sport Classic.
In addition, the new 992 prototype also features a one of a kind double- bubble roof unlike other models seen in the past It also has a different rear and front bumper, Turbo S front facia and centre lock wheels.
The previous Sport Classic model was powered by a 3.8 litre naturally aspirated engine with an output of 408hp and 420Nm of torque. The powertrain performance of the new 992 Sport classic is still unclear but rumors have it that the vehicle will produce approximately 470hp using the 992 GT3 powertrain. Traditionally this model is also limited and we expect the numbers to be less than 1000 or slightly more.
Porsche is expected to officially reveal the new Sport Classic model either by the end of 2021 or beginning of 2022.
April 27, 2021 / Comments Off on Video: 2022 Porsche 992 Sport Classic Spied Testing
Theon Design has officially released its latest bespoke commission, the HK002, third exclusive car from the company, the second to be destined for Hong Kong and it combines OEM level design and quality.
The HK002 is based on a fully enhanced and restored Porsche 911 (type 964) which is powerful, lighter and profound to drive. The prototype has received a lot of positive feedback leading Theon Design with a plan to create more bespoke commissions for customers worldwide.
The vehicle has been named after Theo, Hawley’s youngest son who from a young age fell in love with the car built by his father. The HK002 utilizes various designs from past and present Porsche design as well as from concepts.
The body parts of the vehicle have each been built and designed using Digital scanning and in 3D design software to maximize precision and panel fit as well as ensure flexibility. Digital scanning creates moulds and formers for the body including the ‘long hood’ with arches inspired by ST and G series/964 widebody models.
In addition, the body of the HK002 is made of steel amplified by bumpers and a spoiler manufactured by an F1 supplier in carbon fiber. Full body commissions in Carbon fiber are also available on request. Most of the designs on the vehicle are electrically adjustable including the machined billet aluminum mirrors inspired by 2018’s Porsche 991 speedster concept.
The company offers a variety of engines for customers to choose from ranging from 3.6 litres to 4.0 litres, the engines are either naturally aspirated or turbocharged. The HK002 has been fitted with a naturally aspirated 3.8-litre engine with an output of 371bhp and 300lb ft of torque. In addition, the vehicle also features independent throttle bodies, Mahle barrels and pistons, custom profile camshaft, light and balanced bottom end as well as flowed and ported heads and carrillo rods.
The drive is generated to the rear wheels through a fully redesigned six-speed manual G50 gearbox from Porsche 993 model. The vehicle is lower in height compared to 964 RS with KW variant 3 dampers all around but the air-conditioning system and power steering unit is originally from the 964 model. The vehicle weighs 1248kg with a full tank fuel.
The interior design of the HK002 features Recaro front seats finished in Semi-Aniline Green leather with touches of yellow stripe and contrasting carbon compartments including the centre console which consists of carbon panels and is also wrapped in leather. The Nardi steering wheel was specifically stitched to match the interior by Nardi. Theon Design has also wrapped the fitted 964 RS strut-brace in woven leather.
Additional features and functions by Theon design on the HK002 include a reverse camera screen, hidden stereo unit and magnetic wireless charger. A modern cable operated heater is also available with an efficient heating and air conditioning unit as well. The prices for the commissions start at 300,000 pounds and the build takes approximately 18 months to finish.
Restored Porsche 911 – Theon Design
April 24, 2021 / Comments Off on UK Company Takes on Singer with Bespoke Porsche 911 – From $450k
Anyone who followed the ‘World Championship of Makes’ (essentially an International championship for long-distance Sports Car racing), will remember their surprise at the shape of the new Porsche 935 when it first appeared at Mugello in March 1976. Subsequently, these ‘Flatnose’ 935s and 936s (in Group 6) were to prove very competitive in the hands of Ickx, Mass and Stommelen and during the next two seasons managed four victories in eight World Championship races and a triumph at Le Mans in each year.
However, Porsche began to worry that all these victories by the works Flatnose cars might alienate the vast number of private clients who were investing their own money in conventionally-shaped competition 911s, and decided to restrict their efforts for 1978 to an entry at Le Mans.
The distinctive look of the “Flachbau” (literally translated as Low Build) obviously retained its appeal in the minds of their road car customers and, from 1981 until early 1989, Porsche 930 Turbo buyers could specify their car in this style to special order. Just 50 ‘C16’ cars were manufactured for the UK-market, initially equipped with an uprated engine of 330bhp (from 300) mated to a 4-speed transmission. However, at the end of 1988, the uprated 5-Speed G50 gearbox was introduced, dramatically easing the peaks in power delivery by reducing the effects of ‘turbo-lag’. The factory SE also benefited from a dual-exit exhaust system, limited-slip differential, heated front seats and a sunroof.
This example is a genuine, factory-produced, C-16, Porsche 930 Turbo SE G50 Cabriolet built in 1989 under the ‘Sonderwunchprogramm’ (Special Wishes Programme). It’s superbly finished in White Pearl with a matching leather interior and has covered just 33,168 miles in the hands of three private owners prior to spending time in two of the highest-profile exclusive collections in the UK since 2014.
It’s supplied with an extensive history file detailing expenditure of over £45,000 lavished on this stunning Porsche during 2017 to ensure that it presents today in the best possible condition for an enthusiast or collector alike. The history file also contains all its previous MOTs and the service book displays sixteen service stamps helping to corroborate the indicated mileage.
With only seven C-16 examples of this specific model produced in 1989, this really is the ‘Holy Grail’ when considering a 930 and we would welcome any inspection of this rather special Porsche.
The Right Hand Drive on this specific Porsche might limit the possible market for it, but I still think Silverstone Auctions will find a buyer for this one, I personally really love this generation of Porsche, and a Slantnose Convertible is just the ultimate one … I even had a 1/18 scale model of this exact spec, white on white … but it was a LHD.
February 20, 2021 / Comments Off on Porsche 930 Turbo SE G50 ‘Flachbau’ Cabriolet
Uwe Gemballa already partnered with Porsche specialist Alois Ruf on engine development back in the 1980s. The two families have teamed up again this time led by Uwe Gemballa’s Son Phillip Gemballa. Phillip Gemballa will launch his first project in 2021 starting a new era with his new company Marc Philipp Gemballa GmbH (not associated with Gemballa GmbH) 10 years after the passing of his father.. The engine development designed by Marc Phillip Gemballa will be under the name “powered by Ruf”.
The collaboration’s first project will be an off-road supercar dubbed “project Sandbox” based on the new Porsche 911 Turbo S from the 992 series. The project is said to be inspired by the infamous Porsche 959 ‘Dakar’ car.
The engine upgrade allows the six-cylinder boxer engine to provide an output of over 750hp and 930Nm of torque and it adheres to the latest EURO 6 emissions regulations despite the increment in power.
The exclusive edition is limited to 40 units and 10 are already spoken for before the official launch leaving 30 units only. The company will be revealing more information later this year.
Specs
Base vehicle: Porsche 911 Turbo S (992 series) Engine: 6-cylinder twin-turbocharged flat-six Power (kW): 552 kW (Series: 478 kW) Power (hp): 750+ hp (Series: 650 hp) Max. torque: 930 Nm torque (Series: 800 Nm torque)
February 19, 2021 / Comments Off on Marc Philipp Gemballa’s Off-Road Porsche 992 Turbo to Use a 750hp RUF Engine
The announcement of a new 911 always gets us excited. The announcement of a new 911 GT3 is downright excitement-city for days on end. It has been two days since the announcement of the new 911 GT3 and we decided to go through the color options and see which one we would pick. Frankly, nothing crazy here in terms of color options. Shark Blue and Lava Orange are clearly the colors to choose if you want to make an entrance, but for us, we would go a little more subdued. Give us a GT3 in Agate Grey or Chalk and we will be happy forever.
Porsche 911 GT3 In Agate Grey (Metallic)Porsche 911 GT3 In Black (Standard)Porsche 911 GT3 In Carrera White (Metallic)Porsche 911 GT3 In Chalk (Special)Porsche 911 GT3 In Dolomite Silver (Metallic)Porsche 911 GT3 In Gentian Blue (Metallic)Porsche 911 GT3 In GT Silver (Metallic)Porsche 911 GT3 In Guards Red (Standard)Porsche 911 GT3 In Jet Black (Metallic)Porsche 911 GT3 In Lava Orange (Special)Porsche 911 GT3 In Python Green (Special)Porsche 911 GT3 In Racing Yellow (Standard)Porsche 911 GT3 In Shark Blue (Special)Porsche 911 GT3 In White (Standard)
February 18, 2021 / Comments Off on The Full List of New Porsche 911 GT3 Colors
Porsche have taken out the new 992 GT3 on the Nürburgring and managed to do a lap in 06:59:93 min
Porsche takes the new 911 GT3 off the leash. The seventh edition of this high-performance sports car was also developed in close collaboration with Porsche Motorsport. It transfers pure racing technology into a production model even more consistently than ever before. With a top speed of 320 km/h and 318 km/h with PDK it is even faster than the previous 911 GT3 RS. It accelerates from zero to 100 km/h in 3.4 seconds. It clearly isn’t just straight-line fast, because a sub 7 minute Nürburgring lap time is pretty amazing.
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February 17, 2021 / Comments Off on Watch the New Porsche 911 GT3 Crack A 06:59:93 Nürburgring Lap
Earlier today, Porsche unveiled its new 992-generation Porsche 911 GT3 via digital livestream on YouTube. First deliveries are currently scheduled to begin sometime in the later half of 2021, where it may likely be designated as a 2022 model. This new GT3 becomes the seventh iteration of one of Porsche’s most established and beloved automobiles. More importantly, it continues to embody the spirit of previous GT3 models by amalgamating all that is awesome about the 911 – and the Porsche brand – in a single road car.
The first Porsche bigwig introduced by presenter Sarah Elsser to offer insight into the project, was Dr. Frank-Steffen Walliser – former Porsche-Motorsport chief and current VP of the 911 model line. Dr. Walliser began by speaking candidly about the pressures associated with perpetually improving the GT3, but felt that the development team has fulfilled this goal with hard work; all of this, while facing the monumental challenge of navigating stricter emissions regulations and an industry-wide transition to EVs.
Andreas Preuninger – Director of Porsche’s GT program – was the next appear, first by driving the GT3 from behind the curtains and onto the stage, while making sure to throw in a few revs of the engine to excite the viewers. Once out of the car, he immediately reiterates the tremendous undertaking that was required to create the 992 GT3 , stating that it was “…the most complex, demanding task over the last three and a half years…” but asserts that “…the end product is the most extreme and exciting GT3 ever made.”
Finally, testimonials by Porsche racing legends Jörg Bergmeister, Lars Kern and Walter Röhrl really hit home just how incredible the car is, from sources that are as credible as it gets. All of them were particularly impressed by how much an improvement the car was compared to its predecessors, justifying the earlier proclamations made by Walliser and Preuninger.
Below are some key takeaways from the presentation.
Presentation Synopsis
Walliser: He talks about improving the naturally-aspirated engine, aerodynamics, chassis and suspension for the 992 GT3. Aside from the obvious technical features needed to make the GT3 better than ever, Walliser displays his deep-rooted understanding of driving enjoyment, depicting how important it was to preserve the spirit of the GT3 car from previous years, and “…bring this baby to life”.
To him, the GT3 is the 911. This is something he says “…can be immediately understood when driving in the countryside, or at the race track. That is the essence of the GT3 and what has made it so special over all the years.”
Getting back into the technical side of things, Dr. Walliser would go on to iterate that while the new GT3 has a bigger footprint, the extensive use of lightweight materials throughout have kept the weight the same as its predecessor. He glosses over a number or items, such as a carbon-fiber roof, carbon-fiber hood and ultra-thin glass, which Preuninger would go into a bit more detail later on.
Preuninger: When speaking about the technical details of the GT3, Preuninger starts by mentioning the 4.0L naturally-aspirated engine with a 9,000 rpm redline, which carries over from its predecessor with some improvements. The 510 PS (502 hp) engine he says, is “…one of the most emotionally involving engines out there.”
But the enhancements don’t stop there. “Bigger wheels, bigger brakes, wider rims.” In normal circumstances, this means more weight, which he addresses by stating “It’s a little bigger…a little bit more competent. It needed some lightweight trickery to keep the weight down, and that is dispersed all over the car. So, all boxes ticked.”
How is this achieved? He points to the carbon-fiber hood, roof and rear wing mentioned earlier by Walliser. Also introduced were some things that weren’t shown up close, such as a super lightweight battery, lighter wheels, carbon-fiber cross members, lightweight interior appointments, etc. The weight reduction was very much an exercise of shedding “5 kg here, another 1 kg there, 3 kg somewhere else, and so on”.
The end result is a weight of just 1,435 kg, hitting the “sweet spot for a driver’s car and perfect track tool for the weekend.” Essentially, the 992 GT3 has achieved the same weight as its predecessor, but is loaded with a lot more technology. For the first time, a double wishbone suspension configuration is used in the front of the car. One of the most visually notable changes is the swan-neck rear wing derived from the 911 RSR competition car, which further emphasizes the link between Porsche’s race cars and its road cars. “What works on a race car, works on a street car, doesn’t it?”
Bergmeister: “Obviously, as a race car driver, when you get in a street car you have to lower your expectations. But on that car especially, I was shocked, how good it is… it’s so close to a race car, it’s really, really impressive.” As part of a response during the Q&A session, Bergmeister remarked that the GT3 impressed him most in the high speed sections of the Nürburgring, and that it was comparable to the 991.2 GT3 RS. “It hardly pitches when you brake, transition phases are very neutral. It has more downforce. It is the best street car we’ve ever driven in our lives“.
The 992 GT3 achieved a sub-7-minute (6:59.927) lap time at the Nürburgring. This is an absolutely insane, 17-seconds-faster than its predecessor and essentially the same time as the 991.2 GT3 RS, backing up all statements made by Bergmeister, Kern and Röhrl. This also sets the tone for the soon-to-follow GT3 RS – will a 6:40 lap time be possible?! Shortly after the livestream, Porsche uploaded onboard footage at the Nordschleife with Lars Kern behind the wheel, as well as the official ad for the car.
Engine & Performance
Engine Type & Size: 4.0L naturally-aspirated flat-6
Horsepower: 502 hp @ 8,400 rpm
Torque: 346 lb-ft @ 6,250 rpm
Transmission: 7-speed PDK, 6-speed manual
0-60 mph: 3.2 seconds (PDK), 3.7 seconds (manual)
Top Speed: 197 mph
Porsche has continued the use of the naturally-aspirated 4.0L 9A1 flat-6 power plant in the 2022 Porsche 911 GT3. The only key differences between the engine used in the race car and the one used in the 992 GT3, are the exhaust system and ECU. Otherwise, the two engines share virtually all the same components, such as individual throttle bodies. As such, the new GT3 needed no “sound engineering” and inherently sounds amazing. With its astronomical 9,000 rpm redline, the GT3 produces 502 hp @ 8,400 rpm and 346 lb-ft of torque @ 6,250 rpm.
The GT3 will continue using the 7-speed PDK transmission, instead of a version of the 8-speed used in the rest of the 992 line-up. In essence, this saves weight (40 lbs) and makes for a better synergy with the GT3 and its intended application. But if you’d like a more hands-on approach, Porsche will offer the new GT3 with an optional 6-speed manual transmission as well.
Purists, rejoice! Walliser said that we shouldn’t count on the GT3 going electric or even hybrid, anytime too soon. It is much more likely that Porsche will transition to using synthetic fuels for motorsport and its GT line of production cars, before even considering going full-on EV. This aligns with Porsche’s intention to keep the naturally-aspirated engine alive for as long as possible – regulations and emissions standards will serve as the eventual ultimatum.
Chassis & Handling
Aerodynamics & Weight Reduction
The new 992 GT3 spent more than 160 hours across 700 simulation sessions in the wind tunnel. It generates 50% more downforce than its predecessor, and up to 150% more downforce in its “high downforce” setting. For the first time, the GT3 features an adjustable front diffuser and a fully closed rear diffuser, which on its own generates 60 kg of downforce at top speed. This means that now, both front and rear aerodynamic components are fully adjustable and can be manually set to one of four positions.
Its low weight of just 1,435 kg is achieved with a myriad lightweight components. This is includes a carbon-fiber hood, roof and rear wing, along with other items such as a super lightweight battery, lighter wheels, ultra-thin glass, carbon-fiber cross members, and lightweight interior appointments. Essentially, the 992 GT3 has achieved the same weight as its predecessor, but is loaded with a lot more technology.
Suspension & Chassis Control Systems
Porsche’s seventh iteration of the GT3, shows an unwavering dedication to the precision that has influenced the GT line of cars since day one. Inspired by the 2013 911 RSR competition car, the 2022 911 GT3 will receive a new front suspension setup consisting of unequal-length control arms instead of conventional struts, making it the first time a double wishbone suspension configuration is used in the front of a GT3. This will provide better tire contact through turns and during moments of compression and rebounding. Porsche’s new adaptive dampers are capable of adjusting every 10 milliseconds, which means the spring rates have doubled without affecting the ride quality of the GT3.
There are three available driving modes: Normal, Sport and Track ,which all provide varying degrees of driver-aid involvement and chassis settings. Aside from providing the most firm, performance-biased setup with the least amount of computer-control, initiating Track mode also changes the instrumentation and displays to “Track View”. This compiles all pertinent information to the immediate field-of-view of the driver. Important details such as oil temperature, oil pressure, tire pressures and shift indicators, are all in plain sight and easily visible.
Brakes & Tires
Porsche will continue to offer the GT3 standard with cast-iron rotors and Michelin Pilot Sport Cup 2 tires. Likewise, upgrading to carbon-ceramic brakes and Michelin Pilot Sport Cup 2R tires, remain as options.
Design, Styling & Interior
Overall, the silhouette of the new 911 GT3 remains a largely familiar one – and that’s not a bad thing. In fact, this is probably great news for Porsche and GT3 enthusiasts, who would contend that there was never anything wrong with the previous GT3 in the first place. One of the most visually notable changes is the “swan-neck” rear wing derived from the 911 RSR competition car, which further emphasizes the link between Porsche’s race cars and its road cars.
The Club Sport Package (roll cage, 4-pt harnesses) will be a no cost option. However, this will probably only be for the European markets. This package was not available on past iterations in North America due to safety regulations. I anticipate that the aftermarket will step-up to fill the void with some quality products, though.
The Touring trim was confirmed by Preuninger, and there’s no reason this won’t be available state-side once again. Though he believes the standard trim is the most complete representation of the GT3, he acknowledges the appeal of the GT3 Touring for the “gentleman” crowd, who want something a bit more understated. He goes on to affirm that the Touring trim is very popular, and will therefore make a definite return for the 992.
Walliser also announced that Paint to Sample (aka, custom paint colors) will be available for the GT3 line-up. The program will commence sometime later this year. On the subject of paint, the new GT3 will be available in 14 standard colors when orders are open.
Galleries
Image Gallery
“The emotions and the joy of driving. That’s why we desire the car from the heart to the stomach” – Andreas Preuninger
Porsche takes the new 911 GT3 off the leash. The seventh edition of this high-performance sports car was also developed in close collaboration with Porsche Motorsport. It transfers pure racing technology into a production model even more consistently than ever before.
The double wishbone front axle layout and sophisticated aerodynamics with swan neck rear wing and striking diffuser originate from the successful GT race car 911 RSR and the 375 kW (510 PS; 911 GT3: Fuel consumption combined 13.3 – 12.4 l/100 km, CO2 emissions combined 304 – 283 g/km) four-litre six-cylinder boxer engine is based on the drivetrain of the 911 GT3 R, tried and tested in endurance racing. The acoustically impressive, high-revving engine is also used practically unchanged in the new 911 GT3 Cup. The result is a brilliant driving machine: efficient and emotional, precise and high-performance – perfect for the circuit and superb for everyday use.
The distinctive strength of the 911 GT3 lies in the sum of its characteristics. With a top speed of 320 km/h (911 GT3 with MT: Fuel consumption combined 13.3 l/100 km, CO2 emissions combined 304 g/km) and 318 km/h with PDK (911 GT3 with PDK: Fuel consumption combined 12.4 l/100 km, CO2 emissions combined 283 g/km) it is even faster than the previous 911 GT3 RS. It accelerates from zero to 100 km/h in 3.4 seconds. Porsche also offers the new model with a six-speed manual transmission for a particularly puristic driving experience.
Aerodynamics from motor racing
The sophisticated aerodynamics benefit from the experiences gained from motor racing and generate significantly more downforce without noticeably affecting the drag coefficient. In the performance position, the manually set wing and diffuser elements significantly increase the aerodynamic pressure for high cornering speeds.
This is the new 911 GT3
This is, however, reserved strictly for outings on the circuit, as it is there that the 911 GT3 can play all its trump cards. During final testing, it lapped the Nuerburgring-Nordschleife, traditionally the ultimate proving ground for all sports cars developed by Porsche, over 17 seconds quicker than its predecessor. Development driver Lars Kern took just 6:59.927 minutes for a full 20.8-kilometre lap. The shorter 20.6-kilometre track, which had previously served as a benchmark, was completed by the 911 GT3 in 6:55.2 minutes. Running on the optionally available Michelin Pilot Sport Cup 2 R tyres, the new model consistently delivered its performance over several laps in the expert hands of Porsche brand ambassador Jörg Bergmeister. For Bergmeister, it is “by far the best production car” that the experienced professional driver has ever driven in the “Green Hell”.
Despite a wider body, larger wheels and additional technical features, the weight of the new GT3 is on a par with its predecessor. With manual gearbox it weighs 1.418 kilograms, with PDK 1.435 kilograms. The front bonnet made of carbon fibre-reinforced plastic (CFRP), lightweight glass windows, optimised brake discs and forged light-alloy wheels ensure weight discipline, as does the cover for the rear seat compartment. The lightweight sports exhaust system reduces the weight by no less than ten kilograms. With infinitely electrically adjustable exhaust flaps, it harmonises a highly emotional sound experience with the Euro 6d ISC FCM (EU6 AP) emissions standard. The combined consumption of the 911 GT3 is 13.3 litres/100 km (PDK 12.4).
Cockpit of the new 911 GT3 has racing genes
Its racing genes are expressed in practically all the details of the new 911 GT3. The cockpit is in line with the current model generation. A new feature is the track screen: at the touch of a button, it reduces the digital displays to the left and right of the central rev counter, which reaches up to 10,000 revs, to information such as tyre pressure indicator, oil pressure, oil temperature, fuel tank level and water temperature, which are essential when driving on the circuit. It also includes a visual shift assistant with coloured bars to the left and right of the rev counter and a shift light derived from Motorsport.
The interior of the new 911 GT3
Especially for the Porsche GT models, customers are increasingly requesting customised equipment. For this reason, the Porsche Exclusive Manufaktur range is also available for the new 911 GT3 and is supplemented by GT 3-specific options such as a lightweight roof made of exposed carbon fibre. Other highlights include exterior mirror tops made of carbon, darkened LED matrix main headlights and matching Exclusive design rear lights with an arc of light with no red components. Guards Red or Shark Blue painted wheel rims enhance the black alloy wheels. In the interior, equipment details such as the dials for the rev counter and Sport Chrono stopwatch, seatbelts and trim strips set elegant accents in the body colour or other desired colour.
As exclusive as the 911 GT3 itself is the individual chronograph that Porsche Design offers exclusively to customers of the high-performance sports car. Like its motorised role model, it boasts a dynamic design, consistent performance and high-quality workmanship. Its housing reflects its Motorsport genes. Just like the connecting rods of the GT3 engine, it consists of robust, lightweight titanium. The timepiece is powered by an individual winding rotor reminiscent of the wheels of the 911 GT3. The coloured ring of the dial can be customised in the paint colours of the 911 GT3.
Info
The delivery of the new 911 GT3 is set for May 2021.
Customer enquiries
February 17, 2021 / Comments Off on 2022 Porsche 911 GT3: Ultimate Guide
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
Singer has reimagined and modified its first 1990 Porsche 911 as World Rally Championship- inspired all-terrain competition machine for a client. The client has ordered 2 cars, one in Parallax White targeting high speed desert rallying and in Corsica Red for high speed and high-grip tarmac events.
Singer in partnership with a famous Porsche 911 rally specialist Richard Tuthil have modified a Porsche 911 allowing it to compete in off-road racing and to demonstrate its vast all-terrain capabilities.
Singer-Tuthill Porsche 911 Safari
Engine: 3.6L twin-turbocharged air cooled flat-six engine
The vehicle features modifications that include an increased ride height, suspension travel and strength, sequential racing transmission with front, center and rear limited-slip differentials and it’s a permanent all-wheel drive.
The Porsche 911 Safari has been fitted with a 3.6L air-cooled flat-six engine with 450hp and 420lb of torque as well as carbon fiber body panels suited for quick replacement and easy underbody access.
The wheels on the Porsche are forged aluminium 8×16 inches with BF Goodrich all-terrain tyres whereas the brakes are 4-piston monobloc steel disc brakes coupled with a hydraulic handbrake.
Other specialised specifications include a long-range fuel tank, full FIA roll cage, rehydration system for driver and navigator, race wheels and tyres on the front trunk area and rear storage area and Bespoke competition seats with FIA certification.
Price information has not been provided.
January 6, 2021 / Comments Off on Singer-Tuthill Porsche 911 Safari is a Project for the Books
The 992 Porsche 911 Turbo S took the world by storm in 2020 with many hailing it as the best 911 Turbo S ever to be unleashed my the team in Stuttgart. The numbers are bombastic. 650bhp, 800Nm, 0-100 in 2.7, a top speed of 330km/h and a price tag starting at £155,970 before options. Impressive, but is it necessary? This is a super-GT car that is more likely to find itself on the a morning commute with a child in the back than going flat out on the Nordschleife.
Porsche know this and offer a Turbo with the ’S’ knocked off the rear end. A Porsche Turbo, without the S, is still a speed and numbers freak, but not to the same extent as the biggest baddest S model. That being said, 580bhp, 750Nm, 0-100 in 2.8, a top speed of 320km/h and a £134,400 are certainly not modest, by any measure. 70bhp, 50Nm, 0.1 to 100, 21km/h at the top end and £22k are all that separate the two. Visually you’ll have to be a proper Porsche nerd to tell the two apart, especially now that S and non-S can be specced with the same wheels and badges on the rear deck. To my knowledge, the only badges that cannot be hidden are on the screens, door sills or the extendable front splitter. Debdage it and don’t let anyone in and they’ll never know you’re not in an S. The other telltale sign is the yellow brake callipers that are standard on the Turbo S to denote the PCCB ceramic brakes, but you can option identical brakes and callipers on the Turbo.
Can the Turbo show itself to be just as well rounded and the S? I flew to Germany to the Porsche Experience Centre, Hockenheim to find out. I will forever love Porsche for never messing around on launch events. I had almost an hour on track with the Turbo to gather my thoughts on how the car performed and I learnt a lot. Initial impressions are dominated by the tremendous and unrelenting force that the rear mounted 3.7-litre flat-six twin turbo engine send to all four wheel via an eight-speed PDK gearbox.
Why anyone would need the extra 70 horses, I’m not quite sure. The what the power in sent to the wheels along with the sublime PDK shifts means the Turbo launches itself from one apex to the next. Slowing down is just as impressive an experience as the car I am in is fitted with the PCCB brakes which cost around €10,000(!) and bring the 1,640 kilogram 911 to a halt with tremendous force and feel in the pedal – the confidence is unparalleled. The same can be said for the chassis, too. Th example I was piloting featured the firmer 10 mm lower PASM Sports suspension designed to enhance the agility of the new 911 Turbo. There was not a hint of roll in the body and through the fast Hockenheim GP sweeping bends the body composure was mighty. The adjustability on the limit was so soft, approachable and confidence inspiring.
This really is one of the finest allrounders on sale today. It is refined, quiet and comfortable on the road and an absolute joy to drive on circuit. That being said, it is not as focused as something like a McLaren 570S or Lamborghini Huracan, but they are not worthy of mention in the same breath when considering a daily driver. The 992 Turbo really is the Swiss Army Knife of the automotive world. It is perfectly at home in city traffic, crossing a continent or pounding around a racetrack. There really is no substitute. The Turbo offers a more affordable package than the Turbo S and one that, in the real world, left me wanting nothing more.
November 3, 2020 / Comments Off on 2021 992 Porsche 911 Turbo Review
Hot on the heels of the 911 Turbo S, Porsche has revealed the ‘standard’ Porsche 911 Turbo.
Alongside its S counterpart, the Porsche 992 Turbo is one of the most anticipated models in the revamped range. The 992 Turbo makes such progress that acceleration, power and torque are on par with the previous generation 911 Turbo S.
Compared to the previous generation, the Porsche 992 Turbo gets a 40 hp power boost. In total, its 3.8 litre, six-cylinder boxer engine now produces 580 hp and manages a 100 km/h sprint in just 2.8 seconds.
2021 Porsche 911 Turbo
Power is routed through an eight-speed PDK transmission. Options such as a sports or lightweight package, sports suspension and sports exhaust system are available for the first time.
Visually, it is no different to the Turbo S. It measures 45 millimeters more at the front and 20 millimeters more at the rear. LED headlights with PDLS Plus are standard and adaptive aerodynamics are incorporated into the bodywork.
Two new option packs are available. The lightweight package reduces vehicle weight by 30 kilograms, making use of light full bucket seats, the elimination of the rear seats and reduced insulation.
The sport package includes the sport design package as well as other applications in black, carbon elements and an exclusive rear light design.
The Porsche 992 Turbo is available to order from July 16. The Coupé costs 180,811 euros including VAT in Germany. The Cabriolet is priced at 194,035 euros.
July 16, 2020 / Comments Off on The New Porsche 992 Turbo Is The Outgoing Turbo S Reborn!
One of the biggest launches not to happen at Geneva this year is the Porsche 911 Turbo S. The first of the true performance 911’s, this is the one people have been waiting for. Let us tell you, it does not disappoint!
The new Porsche 911 Turbo S has been revealed, but we are yet to hear anything about the lesser Turbo. You will be pleased to hear that Porsche has not downsized, the Turbo S gets a new version of the iconic 3.8-litre boxer engine. It includes two VTG turbochargers, which deliver 650 hp, 70 hp more than its predecessor. Torque is now rated at 800 Nm and the eight-speed PDK helps translate those figures into a 2.7 second 100 km/h sprint. Top speed is unchanged at 330 km/h.
The new engine gets a redesigned charge air cooling system, new turbochargers and electrically adjustable wastegate flaps. Piezo injectors improve responsiveness, as does a new intake system. The air filters are now situated in the rear wings with four intakes overall.
Porsche 911 Turbo S
The Porsche 911 Turbo S gets larger with an increase of 45 mm at the front axle and 20 mm at the rear axle. The modified track widths, developed aerodynamics and new mixed-size tyres contribute to its dynamics. The track is now 42 mm wider at the front axle and 10 mm wider at the rear axle.
The adaptive aerodynamics include controlled cooling air flaps at the front. The larger rear wing has been designed for greater downforce. It has 20-inch tyres with unique 255/35 dimensions at the front and 21-inch 315/30 tyres at the rear.
The Porsche Active Suspension Management (PASM) sports chassis has been lowered by 10 mm and a sports exhaust system has been fitted with adjustable flaps. The Porsche Traction Management (PTM) all-wheel-drive system is now capable of delivering up to 500 Nm of torque to the front wheels.
At the front, the standard LED matrix headlights gets dark inserts. The tailpipes at the rear are rectangular, finished in high-gloss Black, typical of the Turbo.
Inside, the standard equipment list includes a full leather interior and carbon trim in combination with Light Silver accents. Two-tone interiors will be available through Porsche Exclusive Manufaktur as an option. The 18-way adjustable sports seats feature stitching that pays homage to the first 911 Turbo and the interior has all of the comfort and tech from the rest of the 911 range.
The Porsche 911 Turbo S will be available in Germany at a price of €216,396 including country-specific equipment and 19 per cent VAT. The Porsche 911 Turbo S Cabriolet will be priced at €229,962.
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March 3, 2020 / Comments Off on Range Topping Porsche 911 Turbo S Coupe and Cabriolet Debut
The most basic version of the Porsche 911 Carrera has now been unveiled. Porsche chose to detune the twin-turbocharged flat-six engine and downgrade some of the chassis components. These cars offer very good performance and driving dynamics for a slightly lower price.
In the base 911 Carrera, you only get 380 hp. That’s down from the Carrera S’s 444 hp. Despite this drop in horsepower, the car is still capable of making the 0-62 mph sprint in just 4.2 seconds. The base model only comes with the eight-speed PDK automatic transmission. The model’s weight is down by about 22 pounds from the Carrera S.
The car also features 19-inch wheels at the front and 20-inch wheels at the rear. Providing the stopping power are fou-piston calipers. These are slightly smaller than the ones on the Carrera S. When you go inside the car, you’ll notice that it features essentially the same cabin as other 911s. It offers the same 10.9-inch PCM infotainment system and central rev counter with two high-definition displays.
According to Car and Driver, the coupe version of the car will cost $98,750 and the cabriolet version costs $111,550. These cars will go on sale at the beginning of 2020.
July 29, 2019 / Comments Off on Porsche Revealed the Entry-Level 911 Carrera Coupe and Cabriolet
As part of our ongoing process to organize all the information on Supercars.net, we pulled together the most important specs and performance numbers into one easy to read table. For the Porsche Type 964 you will find everything from model years to top level models as well as engine type and classification, power numbers and torque figures. We also have performance numbers like acceleration times and top speed. Specs-wise we decided to focus on the length, width and weight numbers for the 964 models. Below is an outline of what we cover:
Variant Grouping / Production Years / Production Numbers / Engine / Engine Code / Cooling Induction / Engine Capacity (cc) / Engine Capacity (liters) / Compression Ratio / Maximum Power & RPM (HP) / Maximum Power (HP) / Max Power RPM / Maximum Torque (NM) / Maximum Torque & RPM (ft lbs) / Maximum Torque (ft lbs) / Maximum Torque RPM / 0-60 mph (seconds) / 0-100 mph (seconds) / 1/4 Mile (seconds) / Top Speed (mph) / Top Speed (kph) / Length (MM) / Width (MM) / Weight (lbs) / Weight (kgs)
To see all the details simply click on the “+” button to see it for all the specs and the performance numbers.
July 20, 2019 / Comments Off on Porsche 964 Specs & Performance Numbers
We decided to create this guide to VIN, Engine and Transmission numbers for the 964 Porsche because we found it hard to get access to this information online.
Our easy to use guide should help you find what you need quickly. For more information about the Porsche 964, please check out our Ultimate Guide to the Porsche 964 page.
The first part of this appendix provides the Vehicle Identification Number (VIN), engine and transmission code breakdowns. From this information it will then be possible for a potential 964 purchaser to determine the validity of the VIN when doing a pre purchase inspection.
We went to great effort to ensure our data is accurate but as always we recommend that you check elsewhere too because errors do happen and getting reliable data from that era isn’t easy.
Porsche 964 VIN Lookup- Standard Models
Our simple to use tool will help you find the VIN and Engine number for any 964 Porsche. Choose your model year and your country to narrow down your search. Then click on the appropriate car to see the VIN and Engine numbers.
Porsche 964 VIN Lookup – Limited Editions
Our simple to use tool will help you find the VIN and Engine number for any 964 Porsche limited edition car. Choose your model year and your country to narrow down your search. Then click on the appropriate car to see the VIN and Engine numbers.
Porsche 964 VIN Numbers
The easiest way to correctly identify a 964 is to check the vehicle identification number (VIN). The VIN is a 17 digit international code. The VIN used by Porsche for the whole 964 series is the international 17 digit system.
There are two VINs for the 964 Porsche:
Rest of the world (ROW). VIN identifies the 964 as being built to ROW specifications. Example: WPOZZZ96ZKS401786 = 1989 Carrera 4 Coupe.
USA VIN (USA). The USA VIN identifies the 964 as being built to US specifications. Example: WPOCB2969RS465274 = 1994 Speedster.
Where to Find the VIN in a 964 Porsche:
Rest of the world (ROW). The VIN is found on a data plate, installed in the luggage compartment attached to the right front inner fender. It is very near the right headlight assembly.
USA VIN (USA). The VIN is found on a plate attached to the left front A pillar and can be viewed from the outside through the windshield.
Deciphering Porsche 964 VIN Codes
Digit
Code
Explanation
1
W
Country of origin (Federal Republic of Germany)
2
P
Dr. Ing. h. c. F. Porsche AG
3
0
Passenger car
Z
ROW market designation
A
Coupe body style (USA)
B
Targa body style (USA)
C
Cabriolet body style (USA)
Z
ROW market designation
A
Turbo 3.3 liter (USA)
B
Naturally aspirated 3.6 liter (USA)
C
Turbo 3.6 liter (USA)
Z
ROW marker designation
0
Seat belts only (USA)
2
Seat belts and air bags (USA)
7,8
96
First part of type number or auftragsnttmmer
Z
Fill in digit for ROW
0-9 or X
Test Digit
K
1989 (production model year)
L
1990
M
1991
N
1992
P
1993
R
1994
11
S
Place of manufacture (Stuttgart, Germany)
12
4
Last remaining number of type or auftragsnttmmer
13 to 17*
Serial number of specific 964
*1 = RS America, 2 = US Coupe with airbags, 4 = US Targa with airbag, 6 = US Cabriolet with airbag. Digit 13 also provides version identification but can only be used for a specific model year. The numbers were changed around so a 5 in 1989 may not be the same as a 5 in 1994.
Porsche 964 Engine Number Codes
The engine number is located on the engine block, on the right side of the crankcase next to the fan housing. The engine code consists of 8 digits and is the same for all versions. Example:
62K86401 is an M64/01 engine installed in a 1989 Carrera 4 (normally aspirated).
Deciphering Porsche 964 Engine Codes
Note: Digit 4 is exclusive to Tiptronic models. In model year 1991 this number became a 5. So from this model year onwards the M64/02 engine for the Tiptronic could be identified separately.
Digit
Code
Explanation
1
6
Number of cylinders
1
Turbocharged engine
2
Naturally Aspirated engine
K
1989 (production model year)
L
1990
M
1991
N
1992
P
1993
R
1994
4 to 8
Serial number of the specific engine
Porsche 964 Transmission Number Codes
The transmission number code is found on the transmission data plate. There were two codes used:
12 digit code for model years 1989, 1990 and 1991
12 digit code for model years 1992 onwards
Deciphering Porsche 964 Transmission Codes
Digit
Code
Explanation
G6400
AWD (not Switzerland, Taiwan)
G6401
AWD (Switzerland)
G6402
AWD (Taiwan)
G 5003
RWD manual (not Switzerland)
G 5004
RWD manual (Switzerland)
G 5005
RWD manual (USA only from 1992)
G 5010
RWD manual (Carrera RS series only)
G 5052
RWD manual (all)
A5001
Tiptronic 1990 and 1991 only
A5002
Tiptronic from 1992 (ROW only)
A5003
Tiptronic from 1992 (USA and Taiwan)
1990: No limited slip differential (LSD), only G50 & A50
1991: No LSD in G 50/03, G 50/04, A50
1990: LSD installed, only applicable to only G50 & A50
1991: LSD not installed in G50/52 transmission only
1992, 1993, 1994: LSD not installed in G50 & A50
1991: LSD installed in G S0/52 transmission
1992, 1993, 1994: LSD installed in G50 & A50
3
Regulated limited slip differential installed in G64
K
1989 (production model year)
L
1990
M
1991
–
Production model year code omitted from 1992 onwards
7 to 11
1992, 1993, 1994: Serial number of specific transmission
8 to 12
1989, 1990, 1991: Serial number of specific transmission
July 19, 2019 / Comments Off on Porsche 964 VIN, Engine & Transmission Numbers
