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    / #Porsche-911-GT3-991.2 vs. #Porsche-911-Carrera-T-991.2 / #Porsche / #Porsche-911 / #Porsche-911-991.2 / #Porsche-911-991


    A question came up at a recent cars and coffee, and I’d like to know your opinion – plus those of any others who wish to get involved. It all started when we saw a manual 991.2 GT3 for sale. The owner wanted £140k for it.

    Somebody made what I thought was a good point: why not buy a Carrera T and save yourself the best part of £60k? I am in a position to buy a GT3 (I’ll likely have to settle for a 991.2 as I do not have a relationship with any dealer, so I’m not even bothering trying to secure a 992) and it really got me thinking. Everybody is quick to chase the latest GT car, but is a GT3 really double the car of a Carrera T? I’d think not. I also think the Carrera T has taken its big hit, whereas the GT3 WILL come down over the next year or so, and I’m not really interested in losing out on residuals. So, what do you think? As a toy for pure enjoyment, is the GT3 really worth the big stump up over a Carrera T?
    • As with any 911, it all comes down to how you’ll use it. If you want a show-stopping 911 that’s good for gentle drives in sunnier climates, the Targa As with any 911, it all comes down to how you’ll use it. If you want a show-stopping 911 that’s good for gentle drives in sunnier climates, the Targa makes a compelling choice. If you’re a circuit junky intent on being the fastest at the track day, you’ll need a GT2 RS. Similarly, there’s a place in the lineup for both a 991.2 GT3 and a Carrera T, particularly if the GT3 is a Clubsport with PDK. However, assuming both the Carrera T and GT3 are manual (and the GT3 is a Comfort spec to be as comparable as possible), the GT3 is a complete reworking over the Carrera T. Its motorsport engine is far superior than the turbocharged engine in the Carrera T. We think the former is the best engine in any road car, ever. The GT3’s six-speed manual is also vastly superior to the Carrera T’s seven-speed. A GT has and always will carry a cache of being a fine performance machine, whereas some dealers have already commented that the Carrera T is a hard sell as not everybody understands the car.
      The reality is both cars will make for a cracking driving machine for Sunday blasts and continental road trips, but you’d really have to be extremely convinced by the Carrera T’s ability to perform to pass up the scintillating 991.2 GT3.
        More ...
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    Taking the 911 to a whole new level

    Kyle Fortune tests Porsche’s latest ’Ring-meister: the 211mph #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2-RS-991 / #Porsche-911 / #Porsche-991 / #Porsche-991.2 / #Porsche-911-991 / #Porsche-911-991.2 / #Porsche / #2017 / #Porsche-911-GT2-RS / #Porsche-911-GT2-RS-991 / #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2 / #Porsche-911-GT2-991 / #2018 / #2018-Porsche-911-GT2-RS-991.2

    There was a gap in the traffic and suddenly we were travelling at 180mph before a slow-moving truck prevented bigger numbers appearing. The car was a prototype 911 GT2 RS. When he’d pushed the accelerator to the floor, Andreas Preuninger, Porsche’s GT product line director, calmly said there’d be more to come from the production cars. Goodness.

    Now, a few months later, I’m sitting in one. It is ‘the alpha 911’, as the GT man said during that prototype ride. You only need to look at it to see that. It’s a vented, ducted, bewinged, carbonfibre lightweight monster, that is in no way shy in exhibiting its intent.

    The GT2 RS has always been a little bit unhinged, and this one is no exception. Rare, exclusive, collectable, but a car sought out by those who want not only low-number bragging rights but also the fastest, most outrageous 911 Porsche builds.

    The formula remains the same, the GT2 RS taking elements of the GT3 RS and the Turbo S and adding new, exotic technology to the mix. It’s got a 3.8-litre bi-turbo flat-six with water-cooling on the charge air system, bespoke internals and a titanium exhaust. Power is up to 700bhp. Yes, a 700bhp 911. Driving the rear wheels only.

    There’s PDK now, a seven-speed auto insetad of its predecessor’s six-speed manual. Being faster, paddleshifts are the RS way. Frankly, with that much horsepower, it’s probably sensible. There’s less weight, as you’d expect with the RS badge, but the GT2 RS’s 1475kg kerb-weight can be reduced by a further 29kg if you lighten your wallet by £21,000 for the Weissach package. You get magnesium wheels, a carbonfibre roof and bonnet with body-coloured stripe, a titanium rollcage and anti-roll bar and coupling rods in carbonfibre. We can’t imagine anyone won’t.

    Inside, as standard, there are bright red, body-hugging Alcantara lightweight sports seats and a little less sound deadening. You hear the engine and find it lacks the rich, racer’s intensity of the GT3 RS and GT3 naturally aspirated 4.0-litre flat-sixes, this turbocharged 3.8 having instead a heavier, more bassy blare. Blip the accelerator and there’s less eagerness, as you’d expect, not that you’ll notice that too much on the road.

    That it’s fast is no surprise, but it’s not the engine that defines the GT2 RS. Yes, there’s massive, linear shove, and the gearbox is so quick to translate your finger-pulls to swapped ratios that it cracks 62mph in 2.8sec. You can double that in 8.3sec and go on to a top speed of 211mph shortly after. Yet, for all that, it’s the chassis that shines through. In essence it runs on GT3 Cup settings for the Nürburgring. There are upside-down dampers, with every connection, bar a single one on the rear-wheel steering, being ball-jointed, yet that uncompromising set-up does not manifest in a chaotic, harsh ride. Far from it: the way the GT2 RS copes with the vagaries of the UK’s ravaged tarmac is revelatory, as it rides with tautness yet civility too. It’s never the chassis that demands you slow down, rather the engine’s exponentially increasing pace. The steering is rich in sensation, quick in response and near-perfect in its weighting.

    This is a GT2 RS that bins the uncouth, difficult manner of its predecessors and responds with pin-sharp agility, mated to its massive power. It’s engaging and interesting at any speed, which begs the question why it needs quite so much of it. Sure, nobody will be disappointed with the GT2 RS; it moves the 911 game on massively. But however incredible it is, the idea of this chassis being mated to the more intoxicating naturally aspirated 4.0-litre of the GT3 is an even more bewitching proposition.

    Above Despite some awesome performance figures – 2.8sec to 62mph and just 8.3sec to double that – it is the sublime chassis that defines the new GT2 RS.
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    FIRST IMPRESSIONS The Widowmaker’s Return. #Porsche-911 / #Porsche-991 / #Porsche-991.2 / #Porsche-911-991 / #Porsche-911-991.2 / #Porsche / #2017 / #Porsche-911-GT2-RS / #Porsche-911-GT2-RS-991 / #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2 / #Porsche-911-GT2-991 / 2017

    For the 991-generation 911, Porsche has skipped the GT2 and gone straight to the GT2 RS. We hitch a ride with #Andreas-Preuninger , head of Porsche’s GT division. By Kyle Fortune.

    Yes, the GT2 RS is happening. Porsche’s worstkept secret since the last one is out, and we’ve called shotgun on a development ride with GT division boss Andreas Preuninger.

    Physically, the prototype is a GT3 RS under a black wrap, converted by Preuninger’s team to GT2 RS technical specification. They’re extremely cagey about details, as the model won’t be homologated until the first preseries cars start running off the line, and that’s still a few weeks away.

    What they will tell us is that it has a 3.8-litre engine from the Turbo S with water-spray intercoolers fed by a 5-litre tank, plus a bespoke exhaust and revised internals.

    Outputs will be ‘more than 650bhp and 750Nm [553lb ft]’. In true GT2 RS fashion, it’s not unreasonable to expect that to be quite a bit more. Mighty then, but this is a GT2 RS, and that’s what buyers expect. It’s also, says Preuninger, something of a riposte to those saying the GT division’s focus on outright speed has been lost. Expect Walter Röhrl to put in a ludicrously quick Nürburgring time (the rose-jointed suspension is essentially a 911 Cup setup). Preuninger promises that in a straight line it will beat all its internal competition, which means 0-62mph in 2.9sec or less. With rear-wheel drive (and rear-wheel steer) the limiting factor is traction, even with bespoke 325/30 ZR21 rear Michelin Cup 2 tyres. Above 62mph it’ll monster the clock, reaching 124mph in under 9 seconds and going on to over 210mph.

    Standard PDK helps; Preuninger says it’s the only option, not just because it’s faster, but to cope with the torque. It also allows the use of the electronically controlled diff with 0-100 per cent locking.

    Extensive weight loss sees the RS usefully under 1500kg, and buyers can do their bit by dropping comms and air con, though few will. An optional Weissach pack removes an extra 30kg via a carbon roof (replacing the standard magnesium one), carbon elements in the suspension, a titanium roll cage and magnesium wheels, behind which ceramic brakes are standard. Visually it’ll be a riot: bespoke vanes on the front wing-top outlets, new intakes, a huge rear diffuser and plenty of carbonfibre. Downforce levels will be much the same as the GT3 RS’s, though it’ll look even more overt.

    We’re on roads Andreas knows well. That it’s quick is no surprise, but its acceleration is 918 Spyder in its ferocity. The ride is remarkable, too, though Weissach’s smooth tarmac is rather flattering. An autobahn run underlines brutal ingear pace, while the cabin is filled with a melodious note vaguely reminiscent of a 930 Turbo’s. Preuninger raves about the GT2 RS’s agility and poise, combined with the effortlessness of the power. He also says this prototype is only about 80-90 per cent there. Final development will bring more of everything. From where I’m sitting that’s genuinely difficult to comprehend. But then that’s exactly how the GT2 RS should be…

    Left and above: GT3 RS body, with a few tell-tale mods, cloaks GT2 RS hardware. Interior is all familiar 911, but with lightweight fixed-back buckets and roll-cage. Preuninger (blue shirt) talks us through changes.

    The cabin is filled with a melodious note reminiscent of a 930 Turbo’s
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    Lee Sibley
    Exactly four years ago we emblazoned the cover of Total 911’s 99th issue with first pictures of the #Porsche-911-GT3-991.1 . Diplomatically described as something of a cultural change, we asked if the 991 GT3’s resumé of compulsory #PDK transmission, electric assisted steering, actuated rear axle steering, not to mention the unceremonious ditching of the ‘Mezger’ engine in favour of a DFI flat six, was a step too far for Porsche in regards to its hardcore, track-oriented sports car. #Porsche-911 / #Porsche-991 / #Porsche-911-991.1 / #Porsche-911-991 / #Porsche-911-GT3-991.2 / #Porsche-911-991.2 / #Porsche-991.2 / #Porsche /

    Of course, history has since told us that, commercially speaking, the emphatic answer was ‘no’. Despite the odd fire and a couple of recalls, the Gen1 991 GT3 proved insatiably popular with buyers – even now, the classifieds show that used examples still comfortably trade hands for well above original list price. For a long time we all thought, reluctantly, PDK was here to stay. However, it would be unfair to say the 991 GT3 found favour with everybody. PDK represented the technological takeover of the GT3, and ensured being quick was efortless – which was the problem, as it was at odds with the saying ‘everybody can drive a fast car, but few can drive a car fast.’ For all its tenacity, the car sorely lacked driver involvement.

    Such feelings were exacerbated by the launch of the 991 R last year when the GT department mated a manual gearbox to a more powerful version of the GT3’s 9A1 engine. Andreas Preuninger then conceded Porsche had, in fact, tested a manual gearbox in its 991.1 GT3 yet opted against it. So near, yet so far! Finally, Porsche has sought to appease everybody by offering a manual version of its sure-footed GT3, though such a move surely indicates an admission to not quite getting it right the first time round. Four years on, it’s better late than never.
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    / #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.


    … BUT NOT BY NAME

    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.

    EVOLUTIONARY CHANGES

    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.

    PDK DEVELOPMENT

    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.

    IMPROVED BRAKING AND STEERING

    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.

    REFRESHED FACELIFT

    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.

    NOTHING COMES CLOSE

    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.


    TECHNICAL DATA SPECIFICATIONS
    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

    FUEL EFFICIENCY
    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
    DIMENSIONS
    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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    Lester Dizon
    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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    The ultimate #Porsche-911 models: The new #Porsche-911-Turbo and #Porsche-911-Turbo-S / #Porsche-911-Turbo-S-991.2 / #Porsche-911-991.2 / #Porsche / #2016 / #Porsche-911-Turbo-S-Cabriolet-991.2

    Stuttgart. At the start of 2016 at the North American International Auto Show in Detroit, Porsche is presenting another highlight of its product range. The top models of the 911 model series – the 911 Turbo and 911 Turbo S – now boast 15 kW (20 hp) more power, a sharpened design and improved features. The models will be available in both coupe and convertible versions from the start. The bi-turbo six-cylinder engine in the 911 Turbo with 3.8 litres of displacement now has a power output of 397 kW (540 hp- DIN). This power gain was achieved by modified inlet ports in the cylinder head, new injection nozzles and higher fuel pressure. The 911 Turbo S now develops 427 kW (580 hp - DIN) thanks to new turbochargers with larger compressors. Porsche is still the only manufacturer to utilise turbochargers with variable turbine geometry in petrol engines.


    The engines now also have what is known as a dynamic boost function to further improve engine response in dynamic operation. It maintains the charge pressure during load changes – i.e. when the accelerator pedal is released briefly. This is achieved by just interrupting fuel injection, whereas the throttle valve remains open. As a result, the engine reacts with practically no delay to another press of the accelerator pedal. The effects of this function are more pronounced in the Sport and Sport Plus modes than in Normal mode.

    Overall, the new high-performance sports cars attain breathtaking driving performance, while fuel consumption is reduced even further. The 911 Turbo S Coupé sprints to 100 km/h in 2.9 seconds. Its top speed of 330 km/h is twelve km/h higher than before. The 911 Turbo reaches the 100-km/h mark in 3.0 seconds, and its top speed is 320 km/h – five km/h faster than the previous model. Nevertheless, the coupes only consume 9.1 l/100 km, and the convertibles 9.3 l/100 km. This represents 0.6 litres less fuel per 100 km for all versions. The reason for this is further advanced electronic engine and transmission management with revised gear change mappings.
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    THE NEW 911: THE FACTS #2016 #Porsche-911-Carrera-S-991.2 / #Porsche-911-991.2 / #Porsche-911 / #Porsche / #Porsche-911-991 / #Porsche-991.2 /

    The second generation 991 officially breaks cover at the Frankfurt Motor Show this month. Key details of the new car, which represents the biggest step change for the 911 since the 1990s, have already emerged. Story: Simon Jackson. Photography: Porsche.

    Reliable details of the new 911 Carrera, set to represent one of the biggest step changes in the car’s history, have emerged ahead of its official reveal at the Frankfurt Motor Show later this month. Pre-production prototype cars sporting minimal camouflage have been undergoing final extreme weather tests in South Africa, followed by cold weather trials in Canada, before final sign-off on the revised 2016 Model Year 911.


    This ‘new’ 911 comprises a face-lift for the 991 rather than a clean sheet design (we expect that in 2019), but this second generation 991 is significant for a number of reasons – chiefly its engines. The long-rumoured switch from naturally aspirated engines to downsized turbocharged units for 911 Carrera models is the major headline. And, as has been widely reported, all but the face-lifted GT3 and GTS models will feature turbo power in order to meet strict regulations ordering increases in efficiency and reductions in emissions. The new Carrera and Carrera S will therefore run a force-induced 3.0- litre six-cylinder Boxer engine featuring two small turbochargers. Peak power will sit at approximately 370hp with 332lb ft (Carrera), and 450hp with 368lb ft (Carrera S) through the addition of a factory Powerkit on the latter. The Carrera will hit 62mph in 4.3 seconds, the S in 4.0 seconds flat, yet the new powertrain will also hike fuel efficiency to around 37mpg (Porsche claims the current Carrera model can achieve 34.4mpg – #PDK , combined). Purists will rejoice, however, that a seven-speed manual gearbox will be offered in the new 911.


    There are also several key additions to the new car that have filtered down through the Porsche technology food chain. The Carrera S will now benefit from the rear-axle steering facility previously found on Turbo models; the system provides up to three degrees of counter steer on the rear wheels at speeds below 31mph while also allowing for three degrees of parallel steering at speeds above that. Inside the new car will, like the rest of the Porsche range, move across to the 918-style steering wheel, a trend first seen in the Macan, and will feature revised four-point projector headlights. On the outside fresh mirror and front bumper styling (and a rear bumper cooling vent) are the big visual giveaways on the new 911. The mirrors will feature LED ‘blinkers’ while the rear light clusters feature a fresh LED appearance, too.


    There are also completely new additions to the 911 Carrera. Adaptive air ducts in the front bumper will manage the flow of air to the car’s radiators, closing at speeds above 9mph, opening up again above 105mph. The new Carrera will not feature the side vents traditionally found on 911 Turbo models, as these new smaller engines do not require the same high quantities of air. In a bid to answer the difficult question of how the driving dynamics of the new Carrera will differ from the 911’s Turbo badged variants, Porsche has fitted a replacement for the #PSM button. This takes the form of a Sports Response Button (SRB) which has four distinct modes: ‘O’, ‘S’, ‘SI’ and ‘I’. Mounted on the new style steering wheel, the switch alters throttle response and is said to minimise lag from the turbo. The ‘S’ setting is for normal driving, ‘SI’ is for circuit use, while ‘I’ stands for ‘individual’ and allows drivers to set their own preferences.

    The second generation 991 seemingly moves the 911 closer than ever to being a full-blown modern GT car, which is a double-edged sword. In come inherent safety features and levels of comfort and convenience now expected by customers in this marketplace, such as lane change assistance (with a visual warning, not a haptic one, thankfully), and postcollision autonomous braking, which ensures the car is brought to a halt following an accident to prevent additional secondary damage. For the first time on a Carrera there will also be the option to specify the hydraulic nose lift function, enabling the car’s front end to be raised by a speed-hump friendly 50mm at the touch of a button. What all this equates to, though, is a heavier 911 – in part a result of the extra kit but also the new engines, which are heavier. A new Carrera will now tip the scales at 1475kg, up by almost 100kg over the existing model, equivalent to the weight of a first generation 991 Carrera 4 GTS.

    Certain hand-picked journalists have been permitted early passenger rides in the second generation 991, but we at GT Porsche would prefer to refrain from commenting on the new car’s driving dynamics until we actually get behind the wheel. Until then we look forward to seeing the car in the metal at the #2015-Frankfurt-Motor-Show .
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