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  •   Adam Towler reacted to this post about 3 years ago

    Deferred Recognition euro sport / Words and photos by Lester Dizon Additional photos courtesy of #Ferrari-SpA / #1988 / #Ferrari-Testarossa / #Ferrari

    One of the collectible cars displayed during the 2015 Fontana AutoMotoRama was the Pininfarina-designed 1988 Ferrari Testarossa, a mid-engine sports powered by a horizontally-opposed 12-cylinder engine. Introduced in 1984 at the Paris Auto Show, the Testarossa got its name from the 1957 Ferrari Testa Rossa race car that dominated racing in the late ‘50s and early ‘60s. Testa Rossa, which means “red head” in Italian, refers to the red-painted cam covers of the cars’ engines.

    Produced from 1984 to 1991, the Testarossa was reengineered and released as the 512 TR and F512 M from 1992 to 1996, and became one of the most popular Ferraris with almost 10,000 units made. It was replaced in 1996 by the less-exotic Ferrari 550 Maranello coupé which had a V-12 engine in the front.


    Mounted behind the Testarossa’s two-seat cabin and between the rear axles is the 4.9-liter 48-valve flat-12 that delivers 390 horsepower and 490 Newton-meters of torque to the rear wheels through a rearmounted, 5-speed manual transmission.

    The mid-engine, rear-wheel-drive layout keeps the center of gravity in the middle of the car, which increases stability and improves the car’s cornering ability, and results in a weight distribution of 40 percent front and 60 percent rear.

    Learning from the faults of the Testarossa’s predecessor, the 512i Berlinetta Boxer, Ferrari and Pininfarina designed the Testarossa to be larger, with a longer wheelbase to accommodate luggage in the front and extra storage space behind the seats inside the cabin. Headroom was also increased with a roofline that is half an inch taller than the 512iBB’s. The large intakes drew air to cool the side radiators and went out through ventilation holes at the rear engine lid, eliminating the need for a spoiler.


    The large side strakes of the Testarossa that spanned from the doors to the rear fenders were often referred to as “cheese graters” or “egg slicers”. These were necessary to hurdle engineering and strict legal obstacles that automobile manufacturers faced in the ‘80s. The strakes also made the Testarossa wider at the rear than in the front, which increased its stability and improved its handling. The design was controversial and polarizing during its time but is now considered an iconic part of the Testarossa image.

    When a white Testarossa replaced the black faux Daytona Spider of Detective Sonny Crocket (played by Don Johnson) in the hit TV series “Miami Vice”, Testarossa sales soared. Unfortunately, only a few drivers appreciated its 5.3-second 0-100km/h acceleration time, its 13.5-second quarter mile capability, or its 290km/h top speed. Most of the owners, including singer Elton John, actor Alain Delon, and Formula One racing driver Gerhard Berger just wanted to drive what Don Johnson drives.

    The Ferrari Testarossa was a sports car designed and built to cash in on an image, which was what the ‘80s were all about. While it was the perfect vehicle for its time, it was also a great automobile. And that’s what makes a Testarossa very collectible, especially this one in rossa corse or Ferrari racing red.

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  •   Stuart Gallagher reacted to this post about 3 years ago
    DRIVEN / #Lotus-Elise-20th-Anniversary-special-edition / Words and photos by Lester Dizon / #Lotus-Elise / #Lotus / #2016 / #Lotus-Elise-20th-Anniversary

    Vehicle type Mid-engine, RWD, 2-passenger, 2-door sports car
    Price P3,870,000.00
    Engine type Liquid-cooled DOHC 16-valve inline-4
    Displacement : 1800cc
    Power 217hp @ 6800rpm
    Torque 250Nm @ 4600rpm
    Transmission 6-speed manual
    Wheelbase 2300mm
    Length 3726mm
    Width 1719mm
    Height 1117mm
    Curb weight 914kg
    Wheels and tires 16” front 17” rear lightweight cast alloys 175/55ZR16 front 225/45ZR17 rear

    Lotus Cars Manila Blk. 15, 32nd St., cor. Rizal Drive, Crescent Park West, Bonifacio Global City, Taguig
    City, Philippines 1634 Tel. No.: (+632) 860-8888
    E-mail: [email protected]

    It is written in Greek mythology that eating a lotus, which is considered narcotic, will cause people to sleep in peaceful apathy and live carelessly as if time slows down just for them. If eating a lotus makes one immune to the worries of the world, will driving a Lotus make one immune to the worries on the road?

    This philosophical question was buzzing in my head as I got into the new Lotus Elise 20th Anniversary Special Edition for a short fun drive around the Clark International Speedway. Getting into the Elise is a test of one’s agility and level of fitness but, after contorting my body into the tight cabin, the interior provides a safe cozy cocoon to attack the curves.

    The mid-engine Elise debuted in the 1995 Frankfurt Motor Show debut and the yellow 1.8-litre supercharged model celebrates the 20 years of the model’s existence and replaces the Elise S Club Racer in the Lotus model line-up. Fitted with the same four-cylinder engine as the Elise S, the 20th Anniversary model produces 217 horsepower and 250 Newton-meters of torque as the Elise S. Fitted with a close ratio six-speed manual gearbox, this Elise only takes 4.6 second to go from zero to 100 km/h (0-62MPH) and it can reach a top speed of 232 km/h.

    Around the Clark speedway, the Elise is a well-balanced, lightweight track car that has an almost 50-50 weight distribution, which places its center-of-gravity in the middle of the car. Turn into a tight corner with a bit too much speed and you will feel the car’s equilibrium swing around the driver’s seat as the four tire contact patches try to maintain their grip on the road surface. Lotus shredded 10 kilograms from the Elise S’s 924kg weight by fitting lighter forged alloy wheels, center console and leather sports seats, and these help it fight the laws of physics.

    Moreover, its track-focused suspension settings and new sport mode that alters the car’s mapping to improve throttle response and slacken the traction control, which helps restore control in situations like these. The Lotus was saved from veering off the track and cutting into the grass, and it made mere mortals like me drive like racing demigods. Our time around the entire circuit was decisively quick but the time inside the Elise seemed to have distinctively slowed down like I was in a controlled trance.

    The test Elise 20th Anniversary Special Edition I drove came with a matte black rear diffuser, wing mirrors, roll loop, and rear transom that contrasted the bright yellow paint. According to the factory, fuel mileage is estimated at around 20 kilometers per liter in combined city and highway driving while emission is low at only 173g/km of CO2. Of course, driving a low Lotus in the grueling Metro Manila traffic is not for the faint hearted.

    Jean-Marc Gales, CEO of Group Lotus PLC, was quoted as proudly saying, “Over the years, we have improved and refined the Elise, but we have also ensured that we have retained the purity of the driving experience. The Elise remains as the sports car to which other brands aspire.” His bold statement is based on the fact that over 32,000 Elise models have been sold in the past 20 years.

    Lotus, the car company, has been through some tough times during the last two decades, yet it has managed to build some of the best sports cars that money can buy. Perhaps eating a narcotic lotus and making time slow down so you can live a carefree life is not such a bad thing after all.

    “Over the years, we have improved and refined the Elise, but we have also ensured that we have retained the purity of the driving experience. the Elise remains as the sports car to which other brands aspire." – Jean-Marc Gales, CEO of Group Lotus PLC
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  •   Nick Trott reacted to this post about 3 years ago
    Dial 9-1-1 / #Porsche-911-Carrera-S / #Porsche-911-991.2 / #Porsche-991.2 / #Porsche-911 / #Porsche / #2016 / #Porsche-911-Turbo-S-991.2

    If you’re an avid car nut like me, you must have probably gotten through high school with a poster of a Porsche 930 Turbo hanging somewhere in your bedroom. Or you could have had an advertising page of a Porsche 911 Carrera adorning the cover of your high school or college textbook. Or you saved part of your allowance to buy a T-shirt with the Porsche crest emblazoned proudly on the chest. Or you spent your meager savings on a 1:18 scale Porsche 911 model car or at the very least, a Tomica 1:64 scale Porsche 911 Turbo die cast toy car.

    If you did at least one of these things, then read on. In this issue, we take a close look at the updated version of the Porsche 911 Carrera S, which is internally known as the 991.2. The Version 2 of Porsche’s current 911 model might be larger, more luxurious, and full of electronic driver’s aids than the air-cooled 911s that got many youngsters dreaming about Porsches in the first place, but it still possesses the tantalizing teardrop shape, rear-engine/rear-drive layout, and sporty dynamic principles that Butzi Porsche and his son Ferry inscribed in the very first Porsche 911, the Type 901.

    We also take a look at the concise history of the 911 and the story behind the iconic Porsche crest. Our photographer, Keith Dador, captured the Porsche-911-Carrera-S amidst its familial settings inside the PGA Porsche showroom and service center, and produced stunning pictures that makes the 911 look even more attractive.

    We’d like to warn you, though, that looking at Keith’s photos and reading about the 911 Carrera S might induce pangs of lust and an unbearable desire to own one. If you have twelve and half million pesos burning a hole in your pocket, we envy you. You can just go to the PGA Porsche showroom and choose the color of your new Porsche 911 Carrera S. Ten and a half million can get you the base 911 Carrera.

    If, like me, you don’t have the funds yet, don’t fret. You can enjoy reading this magazine and perhaps, win the lottery, or come into an inheritance that will give you an unexpected financial windfall, or close a very large account that can give you a sizeable profit, or start a business that will grow exponentially in a short time and leave you with tons of disposable income. When you do get the funds, you know what to get and where to get it. So, sit back and relax. We hope that you do enjoy this issue of Power Wheels magazine.
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  •   Nick Trott reacted to this post about 3 years ago
    / #Porsche-911 Version 2 / Coverstory / Words by Lester Dizon Photos by Keith Mark Dador Additional photos courtesy of #Porsche-AG / #2017 / #2016 / / #Porsche-911-Carrera-S / #Porsche-911-991.2 / #Porsche-991.2 / #Porsche-911 / #Porsche / #Porsche-911-Carera-S-991.2 /

    Even if you’re not an avid Porsche enthusiast, you will soon be once you see the new 911 Carrera S in person. Known internally as the 991.2, this new Porsche will make you want to blow your children’s college fund just because you want to give in to your inner Porschephile. We know we would. Also, read about the history of the 911 and the story behind the Porsche crest.

    The 2016 Porsche 911 Carrera s is cause for excitement among car enthusiasts around the world. Dubbed internally as the 991.2 since it is an updated version of the 991, this new Porsche got this magazine’s full front cover attention not just because of the minor facelift, but because the previous 3.4 and 3.8-liter liquid-cooled boxer engines of the Carrera and the Carrera S, respectively, have been replaced with a 3.0-liter liquid-cooled boxer engine.

    Uh… Why are we excited with a smaller engine? The answer is simple: The new smaller engine makes more power and torque with improved fuel efficiency. And how is this possible? Again, the answer is simple: Twin turbo supercharging.

    Turbo Power…

    A turbocharger is a turbine-driven forced-induction device that forces extra air into the combustion chamber and increases the efficiency and power output of an internal combustion engine. The turbine forces more air and fuel into the combustion chamber than atmospheric or natural air pressure alone. If one turbo is good, imagine what two can do.

    Technically, turbochargers were originally known as turbosuperchargers when all forced-induction devices were classified as superchargers. Today, the term “supercharger” is applied only to mechanically-driven forced-induction devices, which are often driven by a belt connected to the crankshaft. Compared to a belt-driven supercharger, a turbocharger, which is powered by a turbine driven by the engine’s exhaust gases, tend to be more efficient but less responsive.


    Despite having two small turbochargers, the 991.2 cannot be called the “911 Turbo” because that’s a specific Porsche model since 1975, which in terms of acceleration and pure power, remains at the top of the 911 lineup. Ironically, the 3.0-liter displacement of the new turbocharged 991.2 models is the same as the single turbo engine of the 1975 Turbo but the power output has significantly increased. The 1975 911 Turbo produces 260hp but the base 2016 Carrera trumps it with 370hp while the Carrera S delivers 420hp.

    Porsche claims the two small turbochargers provide more power and greater fuel economy without losing the naturallyaspirated 911’s rev-happy, lag-free power delivery. The factory says the Carrera reaches 100 km/h in 4.4 seconds with the manual transmission, 4.2 seconds with the #Porsche-Doppelkupplung (PDK) seven-speed, twin-clutch automatic, and 4.0 seconds with the PDK and Sport Plus programming. Our Carrera S gets the job done in 4.1, 3.9, and 3.7 seconds, respectively. Slow, the 991.2 definitely isn’t. Torquey and quick, it surely is.


    Since 1963, Porsche has always focused on evolutionary changes with the 911, mostly with detail improvements to its drivetrain. The new engine gets plasmatransferred iron cylinder liners, new cylinder heads, variable timing on the exhaust cam, and a new, lighter composite oil pan. The engine of the Carrera S makes 50 additional horses with different turbo compressor impellers, a new exhaust system, and new engine programming that increases boost.

    Porsche 911 Carrera S Hydraulic Front Axle.

    The liquid-cooled flat-six redlines at 7,500 rpm accompanied by a cacophony of mechanical sounds – a hollow and throaty exhaust, with small, crackle-gargle backfires – that makes any Porschephile reminisce about the older air-cooled 911s. The 991.2 sounds exactly like a 911 should: Half snort and half ripping tenor, with a grunt from the intake and the occasional whistle and a soft chirp from the turbo on closed throttle. Evolution has its merits, indeed.


    As in previous 911s, the PDK and manual transmissions continue to share many components and get taller transmission ratios in gears 3, 4, 5, 6, and 7 to handle the engine’s greater and more widespread torque. The gearbox has been reprogrammed, and now offers a dual-mass flywheel that helps dampen vibration at low rpm. The reprogramming incorporates an overrun cutoff that works with the car's start-stop system, which shuts the engine off on deceleration under certain conditions.

    Porsche engineers included a “virtual intermediate gear shifting profile” that allows the PDK to function like a continuously variable transmission (CVT).

    The PDK’s twin wet clutches can slip while transmitting drive, creating a virtual “false gear” that improves fuel economy at low load and low speed, where shifting into a higher gear would lug the engine and produce inadequate torque. This unobtrusive technology can also be found in the 911 Turbo so it is only logical that it finds its way into the turbocharged 991.2.


    The new 911 is equipped with larger brakes for improved stopping power. The front rotors on the Carrera are 6mm thicker and have 17 percent more pad contact area for more efficient heat dissipation. The Carrera S uses front pads from the 911 Turbo, which are 16 percent larger and 10mm more in diameter. The optional carbon-ceramic brakes on both cars are borrowed from the 911 Turbo S and are capable of dissipating almost as much heat.

    The 991.2 retains the EPAS electrically-assisted power steering of the 991.1, which is loathed by Porsche purists because it dampens steering feel and driver confidence. However, EPAS helps improve engine efficiency by removing the parasitic load generated by hydraulic pumps of older power steering units. The 991.2 EPAS hardware is virtually identical to the 991.1’s but Porsche claims that the steering feel is improved with new software. The 991.2 gives more of the traditional 911 wiggle on uneven pavement and slightly more feedback from the front tires to provide the tactile feeling of actually driving a responsive sports car.


    The 2016 Porsche 911s underwent evolutionary cosmetic changes and looks almost identical to the previous model. However, look closely and you’ll see that the taillights, headlights, fender curves, and engine lid of the 991.2 differ from the 991.1. Compared to the 997 that was parked nearby during our photo shoot at the PGA Porsche Service Area, the 991 is bigger. So, it’s only natural that the 991.2 inherits the 991.1’s not-so-svelte dimensions. However, the 911’s enduring teardrop shape is still a sight to behold.

    Inside, there’s a new flush-fitting, seven-inch touchscreen infotainment system that offers both Apple iOS app integration, pinch-to-zoom, and a navigation system with new handwriting-recognition feature that allows you to use Google Earth and Google Street-view to make finding destinations easier. The new PSM Sport feature in the stability control has an intermediate setting allows more yaw and freedom while retaining safe handling. There’s also Lane Change Assistance to warn the driver of vehicles in the car’s blind spots and a switch that hydraulically lifts the front end of the car to prevent the chin spoiler from scraping humps and steep ramps.


    Of course, the 991.2 retains the 991.1’s roomy interior that replaces the old 911 cockpit intimacy with a luxury car-like setting. For those who like the feeling of being inside an old 911 and how the car always seem to wrap around you, you can always get that feeling from the first 1965 short-wheelbase model to the last 997. However, you’d be missing the point of the 991.2.

    The new Porsche 911 is made for those who love to mix speed with luxury. The 991.2 may have grown up from sports car to GT machine but its mission is still the same: to go blindingly fast safely. It may have grown larger but it still looks sexy, only with a heightened sense of sedate dignity.

    You can invest in a nice condo or a townhouse with P12.5M, but we’re sure that your real estate investment won’t create the same excitement as driving a new #Porsche-911-Carrera S with a 420hp 3.0-liter twin-turbo flat-six in the back. You may not fully recover your investment after a couple of years but then again, money can’t buy the satisfaction you’ll get from driving a Porsche. Nothing comes close.

    Category 2-door, 2+2 sports car
    Configuration Rear-mounted engine, rear wheel drive
    Price N/A
    Engine Liquid-cooled twin turbo horizontally-opposed 6 cylinders
    Displacement 2981cc
    Power 420Bhp @ 6500rpm DIN
    Torque 500 Nm @ 1700-5000rpm DIN
    Transmission 7-speed manual or 7-speed #PDK-automatic

    City 12.2-10.1 L/100km
    Highway 6.6-6.4 L/100km
    Suspension Front: Independent, double wishbones / Rear: Independent, double wishbones
    Brakes Front: Vented and crossdrilled discs with 6-piston calipers / Rear: Vented and crossdrilled discs with 4-piston calipers
    Wheels/tires Front: 8.5Jx20 ET49 245/35ZR20
    Rear: 11.5Jx20 ET76 / 305/30ZR20
    Length 4,499 mm
    Width 1,808 mm
    Height 1,294 mm
    Wheelbase 2,450 mm
    Weight 1,440 kg
    Performance 0-100 km/h 4.4 seconds (4.2 seconds with PDK) (FULL LOAD TEST)
    Top speed 309 km/h (FULL LOAD TEST)

    Porsche 911 Carrera S Phantom view

    "The new 2017 Porsche 911 991.2-SERIES is made for those who love to mix speed with luxury. The 991.2 may have grown up from sports car to GT machine but its mission is still the same: to go blindingly fast safely. It may have grown larger but it still looks sexy, only with a heightened sense of sedate dignity."

    "The factory says the Carrera reaches 100 km/h in 4.4 seconds with the manual transmission, 4.2 seconds with the #Porsche #Doppelkupplung ( #PDK ) seven-speed, twinclutch automatic, and 4.0 seconds with the PDK and sport Plus programming. our Carrera s gets the job done in 4.1, 3.9, and 3.7 seconds, respectively. Slow, the 991.2 definitely isn’t. Torquey and quick, it surely is."
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