Read This: Chris Harris condemns demonization of Porsche Carrera GT in wake of Walker death

When something bad happens, it’s easy to resort to scapegoating. At least for some of us, that seems to be exactly what has happened following the tragic death of actor Paul Walker and racer Roger Rodas, who were killed on November 30 in a Porsche Carrera GT. Even though officials have not yet determined the cause of the crash, that isn’t stopping many theories from being put for – theories that include blaming the Porsche supercar. Rather predictably, not only is the CGT’s difficult nature getting examined, but indeed, the nature of all high-performance cars is being put under the public’s microscope, with some wondering what the need for all the power is.

A Google search of “Porsche Carrera GT” will find no shortage of articles about the razor-sharp handling and outright speed of the CGT. Pistonheads’ Chris Harris has a different, insightful take on both the Carrera GT and the nature of all fast cars. He reflects on the matter, ironically, en route to drive the successor to the car that killed Walker and Rodas, the 900-horsepower 918 Spyder hybrid supercar.

We think it’s well worth a read, as it makes a number of good points about modern high-performance automobiles and the way they’re used. Click over and take a look.News Source: Pistonheads

Category: Convertible, Performance, Safety, Porsche, Read This

Tags: chris harris, paul walker, paul walker dead, porsche, porsche carrera gt

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Official: Porsche (finally) releases the full, official details on 918 Spyder

Body: two-seat Spyder; carbon fiber reinforced plastic (CFRP) monocoque interlocked with CFRP drive carrier. two-piece Targa roof; the roll-over protection system

Powertrain: Parallel full hybrid; mid-4.6-liter V8 engine with dry sump lubrication; Hybrid module with electric motor and decoupler; electric motor with decoupler and broadcast on the front axle; Auto Start Stop function; electrical system recovery. four cooling circuits, engine, transmission and battery; thermal management

Displacement: 4.593 various cm (V8 engine)

Engine power: 608 hp (447 kW) @ 8700 RPM (V8 engine)

286 PS (210 kW) at 6500 RPM (electric motors)

887 hp (652 kW) at 8500 RPM (combined)

Max. torque: 917-1, 280 Nm (total, depending on Exchange)

Maximum speed: 9,150/min

Power output per liter: 132 HP/liter (V8 engine)

Gearbox: internal combustion engine with a hybrid module, and the transmission bolted together to form a single unit device; the seven-speed Porsche Doppelkupplung (PDK); rear-wheel drive; front electric motor with gearbox on driven front wheels (decoupled from the 235 km/h); five pre selectable operating modes for optimal coordination of all drive units

Gear Ratios PDK:

1. gear 3.91
2nd gear 2.29
3. gear 1.58
4th gear 1.19
5th gear is 0.97.
6th gear 0.83
7th gear 0.67
R gear 3.55
Final drive ratio 3.09
Coupling diameter 220 mm/163 mm
Chassis: double wishbone front axle; Optional electro-pneumatic lift system on the front axle; Electromechanical power steering; Multi-link rear axle with Adaptive electro-mechanical systems for single rear wheel steering; twin-tube gas-filled shock absorbers electronically controlled front and rear with Porsche Active suspension Management (PASM) system

Brake system: high-performance hybrid braking system with Adaptive recovery. internally ventilated and perforated front ceramic brake discs (PCCB) with a diameter of 410 mm and thickness of 36 mm. rear discs with a diameter of 390 mm and 32 mm thickness

Wheels and tires: 918 Spyder wheels
(Weissach package: 918 Spyder forged magnesium wheels)
Front 9.5 J x 19 with 265/35 ZR 20
Rear 12.5 J x 21 with 325/30 ZR 21
Weight: 1.634 kg unladen weight of YOUR
Dimensions: Length 4,643 mm
Width 1,940 mm
Height of 1,167 mm
Wheelbase 2,730 mm
Track width front 1,664 mm
Rear 1,612 mm
Luggage compartment volume, VDA

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Run 50 years of Porsche 911 history

 

 

 

 

 

 

 

 

 

 

 

 

 

 

It seems many people are celebrating anniversaries this season: it’s Aston’s hundredth, Lamborghini’s fiftieth, Ford Mustang’s fiftieth, Chevy Corvette’s sixtieth – and Tesla simply switched ten or something. It has been a little beyond control, frankly, each one of these forced marketing and advertising festivities, but if we’d to choose one milestone to essentially celebrate and party forever, the Porsche 911  <http://www.autoblog.com/porsche/911/>  will be near the top of our list.

Get ready for a significant 911 blowout bash at following week’s Frankfurt Motor Display  <http://www.autoblog.com/frankfurt-auto-show/&gt; . It had been on September 12 back 1963 at this really show where Porsche  <http://www.autoblog.com/porsche/>  unveiled its “901” painted in a fairly dull shade of beige. Though drably finished, the automobile caused an internationally frenzy in the budding German sports vehicle sphere.

There have been nonstop “50th Anniversary 911” parties since January 1st atlanta divorce attorneys corner of the world. We recently attended what’s likely the best of these all, sort of hands-on driving party of each 911 generation at the test track which makes these cars what they’re – the seemingly humble circuit out behind Porsche’s skunkworks at Weissach in Germany. It may be small, but it is the perfect venue for rapidly wringing out both Porsches and the loose nut when driving.

An admission: All 911 generations were readily available, but we made a decision to respectfully skip both 997 and 991. We took your day as more of a chance to rediscover the roots of 911 passion, especially with this limited time and many additional journalists clamoring for drives. So, we drove authentic 911s, 930s, a 964, a few 993 variants, and something of the initial water-cooled 996 models.

Porsche very first handed us the keys to a red 402-hp (all numbers SAE) 993 Turbo 3.6 coupe from 1995. This is the initial 911 Turbo ahead with two turbochargers and long term all-wheel generate, and we piloted this gem on the initial leg of our trip to Weissach.

This first production edition of all-wheel generate for the 911 was, properly, only alright. It offered plenty of push through sizzling corners, but thanks a lot in no small component to the multi-link back suspension that debuted with this generation, we’d among well known joy rides ever. The 993 can also be the most amazing 911 actually, and the mating of the M64/60 flat-six to the six-velocity Getrag G50 manual tranny turned this Turbo right into a contemporary marvel. We cherished this very first leg of our generate – sunlight was away and the Turbo 3.6 has been just loving the very clear atmosphere. How could it obtain much better when compared to a romp in another of Porsche’s final air-cooled flat-sixes?

 

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First drive: 2014 Porsche 911 Turbo S

Although the outgoing type 997 Turbo is still a formidable street car, Porsche engineers knew they would be able to raise the bar with the brand new type-991, as his platform is far superior. In addition to fresh chassis with an aluminum-steel composite construction that is stiffer and 13 per cent lighter than its predecessor, the new Turbo models feature a slew of significant upgrades in addition to the already can Carrera and Carrera s. These include all-wheel steering, Adaptive aerodynamics, a Redesigned all-wheel-drive system and a powerful engine. Flagship Turbo S model is pushing the envelope further, with standard active Dynamic Chassis Control (PDCC), ceramic brakes (PCCB), wider forged wheels, LED lights and unique badging.

The new Turbo models are much broader than even fat bodied Carrera 4 models.

The transformation from the standard Carrera to Turbo means more than the addition of two variable turbine geometry (VTG) turbochargers. It is a comprehensive process that affects almost all mechanical aspects of the vehicle, and most of the improvements are still buried beneath the car’s new bodywork.

Speaking of looks, in the late 70s and early 80s, passersby had no trouble distinguishing the early 930 Turbo from its smaller brethren — its wildly flared rear quarters and distinctive ‘ whale tail ‘ spoiler was a dead giveaway from a quarter-mile down the road. While many lament the fact that this aggressive styling had been lost with the newer models, Porsche trend with this latest iteration. The new Turbo models are much broader than even fat bodied Carrera 4 models (with a full 1.1 inches) and their rear flanks have a flat surface “of more than one hand width” on each side to drive home the point. Seen from a distance, particularly from the back, is the new fender sculpture aggressive and purposeful.

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Review: 2014 Porsche Cayman S

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In the curiosity of complete disclosure and some bloodletting, let me admit that while I’ve constantly coveted the Porsche Boxster  <http://www.autoblog.com/porsche/boxster/>  and its own hard-hatted Cayman  <http://www.autoblog.com/porsche/cayman/>  cousin, I’ve hardly ever really warmed in their mind visually. They’ve often had a particular push-me, pull-you, can’t-decide-which-way-they’re-heading aesthetic that I’ve hardly ever really wrapped my head close to. Porsche  <http://www.autoblog.com/porsche/>  achieved a similar thing with the initial 550 Spyder’s overturned bathtub bodyshell that could arrived at inspire the Boxster, but somehow that classic’s a lot more symmetrical nature works for me personally. Fast-forward to the third generation, and at the very least because of this enthusiast, Porsche’s manchild offers well and really come old as a design.

It’s all right now there – a piercing stare because of squircle headlamps motivated by the 918 Spyder hypercar, newfound directional thrust afforded by way of a longer wheelbase and elongated greenhouse, and muscular back haunches with a wider stance emphasized by bigger aspect ductwork and snubbed overhangs. Your body’s teardrop shape terminates having an active spoiler that integrates right into a beautiful arc with the taillamps just like a budding ducktail nod to 1973 911 Carrera RS. Despite casting an extended shadow than its predecessor, the 2014 Cayman nevertheless looks tidily proportioned, easy and wieldy, an ideal skipping stone to ricochet down a canyon river street.

It’s not all with regard to appearances, either – this Cayman features more aluminum-intensive design that cuts its body-in-white weight by 100 lbs, yet torsional rigidity – hardly ever really a weak spot in the first place – is up by 40 %. Some of that weight reduction has been consumed away by increases in regular equipment, but despite having a 2.4-inch lengthier wheelbase, which right now spans longer when compared to a 911 Carrera  <http://www.autoblog.com/porsche/911/&gt; , Porsche states this Cayman S continues to be a good 66 pounds lighter than final year’s model.

There were what to carp about with the second-generation design – some marginal interior trimmings, usurious option costs – but handling certainly not came through to the Cayman’s report cards under ‘Needs Improvement.’ However, the stiffer chassis and bigger footprint sets the desk for better managing and stability. Enthusiasts frequently blather on concerning the perfection of 50/50 bodyweight distribution, but also for my money, a bit more junk in the trunk of a rear-wheel generate performance car is not a bad strategy to use, particularly when you need to add occupants’ weight in to the equation prior to the engine. The Cayman’s 46/54 bodyweight split strikes the ideal balance of blade to take care of, and you can find bagfuls of grip – the trunk end could be the pendulum, but with this car’s optional Pirelli P-Zero rubber, it requires a solid cocktail of bravado and stupidity to obtain the tail well and really unhinged, particularly if stability control is set up.

Brainstem-straining traction is fantastic, but there’s a many more fun to be enjoyed in vehicles that muster enough capacity to overcome their tires’ buy, too. Compared to that, Porsche says, thumb the activity button. May i kick it? Yes, it is possible to. This now-standard little bit of switchgear curbs the balance control and places the throttle on higher alert, deactivating the engine’s start-quit and fuel-saving coasting software program in the discount. Loosening the training collar on Cayman’s e-nannies may be the strategy to use for B-road fun, however despite having the stability control completely off, the trunk end is really as painlessly catch and discharge being an overstocked and underfed pond. That’s particularly accurate with a design spec’d with Porsche Torque Vectoring ($1,320), which includes a mechanical locking differential and brake-actuated torque redistribution to induce better yaw angles.

Normally with a sports vehicle, the headlining details concentrate on the engine’s specifications, however here we have been, over 500 terms in, and nary a column-inch has happen to be expended on the particulars of the Porsche’s flat-six coronary heart. What gives? It isn’t disappointment – it’s that the Cayman is indeed all-of-a-piece, so natural, that the engine is merely another component in the blend. But what an component it is. Unlike the two 2.7-liter-powered regular Cayman, the S snags the 3.4-liter six from the bottom 911, tuned to provide 325 horsepower (in order never to overshadow the rear-engined icon’s 350 ponies) at 7,400 rpm and 273 pound feet of torque can be acquired from 4,500 rpm. Despite the fact that computes to a specific result of 95.6 hp/liter, that max power total can be an admittedly pretty pedestrian-sounding quantity.

Given that the Cayman includes a group of stunning brand new duds and a handsomely up to date interior to opt for its scintillating efficiency, the argument to invest your additional mazuma for the ever-amazing 911 Carrera looks a lot more threadbare each day. That’s both an unbelievable accomplishment then one of a shame, but so long as this means Porsche continues to show out peerless driver’s vehicles, we’re alright with where that is headed. Yes, as of this price, you can find a variety of other sports cars offering more amazing spec sheets to make an impression on those bench-racing buffoons back again in the office, but who cares? Within an industry seemingly hell-bent on providing an altogether various type of “connected drive encounter,” we’re nevertheless glad that the Cayman is definitely focused on firing our synapses the old-fashioned way.

 

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My lame and uneducated opinion

First off if you look very close at the image, you’ll see that bizzare interior color.  That seems to be some evil trend these days.  A pretty nice to look at car with a some what suspect interior.  It almost looks as if you stepped into a persons empty heart.  And even Porcshe calls it “Crimson hide interior” which is what I’d be doing to that color scheme, trying to hide it or myself!  Looking at the stats the car does weigh a lot, some 2,900 pounds. But the power output seems fairly typical these days at 325 HP / 273 LB-FT.  Even so, I do love the exterior of the car.  It’s a car people buy to brighten the day of passersby instead of their own.