2011 Porsche Cayman R

2011 Porsche Cayman R

Porsche Cayman R

Upon its launch in September 2005, the Porsche Cayman redefined the concept of the mid-engined sports coupe, combining scintillating chassis dynamics with characteristically sporting levels of responsiveness from its flat-six engines. Now, with the introduction of the Cayman R, Porsche has further developed the car by reducing weight, increasing horsepower and raising agility and handling to new heights. The new model becomes the third version in the Cayman range, joining the Cayman and Cayman S.

Weighing 55 kg less than the equivalent Cayman S, and boasting the most horsepower available in a mid-engined Porsche, the 330 hp Porsche Cayman R has been created for one reason: pure, distilled driving dynamics. With its highly-tuned sports suspension and vigilant attention to weight savings, the new Cayman model offers a driving experience even more precise than that of the acclaimed Cayman S.

Tracing its lineage back to the famous mid-engined 904 coupes of the 1960s, the Porsche Cayman R celebrates its world premiere at the 2010 Los Angeles Auto Show on November 17, 2010.

Light and Powerful

The newest member of the mid-engined Cayman family features the highly efficient 3.4-litre, flat six-cylinder Direct Fuel Injection (DFI) boxer engine found in the Cayman S, but it has been tuned to produce an additional 10 hp. With a six-speed manual transmission, the Porsche Cayman R sprints from a stand-still to 62 mph in 5.0 seconds, two-tenths of a second faster than the Cayman S. With the optional seven-speed dual-clutch PDK (Doppelkupplungsgetriebe) transmission and the Sport Chrono package, the exercise is reduced to 4.7 seconds. Top speed with the manual transmission is up by 3 to 175 mph (282 km/h), 174 mph (280 km/h) with the PDK.

The main objective in the concept and execution of the Porsche Cayman R was to improve the already energetic two-seater through a systematic reduction in weight, thereby increasing performance, driving dynamics and agility. With an unladen weight of 1295 kg. Porsche engineers were able to achieve a power-to-weight ratio of 255 hp per tonne, and 250 hp per tonne with the PDK.


More from Less

The greatest savings come from the use of lightweight components and stripping back equipment levels to those associated with driving performance. In addition to the removal of the air conditioning and stereo, the driver-focused Porsche Cayman R utilises a unique, slightly smaller 54-litre fuel tank and a sports suspension system that lowers the Porsche Cayman R by 20 mm, helping lower the centre of gravity.

The Porsche Cayman R also comes as standard with a limited slip differential to optimise cornering grip, and lightweight 19" alloy wheels (first seen on the Boxster Spyder) that reduce weight by 5kg. Lightweight aluminium door skins from the 911 Turbo and GT3, carbon fibre sports bucket seats and the distinctive interior door panels from the 911 GT3 RS also contribute to the weight reduction.

From the outside, the distinctive Cayman Aerokit sports styling - with fixed rear spoiler in contrasting colour - sets the Cayman R apart, and black-framed halogen headlights, contrasting side mirrors and decorative "PORSCHE" side-stripes bring further differentiation. For customers seeking to stand out further from the crowd a new option of Peridot metallic paint is available (as seen in the photos.)

The Porsche Cayman R goes on sale in the UK in February 2011, priced from £51,731 1. Included in the purchase price is the invitation for customers to explore the dynamic attributes of their Porsche Cayman R and develop their own skills behind the wheel, courtesy of a Driving Experience Programme at the Porsche Experience Centre at Silverstone.

The origins of R

Historically, special Porsche models with optimised sporting performance were identified by the moniker 'R', for Racing. The most revered model of this type is the 911 R of 1967. This specialised, lightweight edition of the 911 coupe had a 210 hp flat six engine shared with the Carrera 6 sports racer and weighed just 830 kg. Just 19 examples were built.

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2011 PORSCHE Boxster S Black Edition

2011 PORSCHE Boxster S Black Edition

The Porsche Boxster S Black Edition combines the timeless appeal of the classic open-roofed roadster with a powerful engine and dramatic styling. Just 987 will be available worldwide, each one finished in black and with a range of special features that accentuate the driving dynamics and muscular appearance of the two-seater sportscar.

As is typical of a Porsche sportscar, at the heart of the Porsche Boxster S Black Edition beats a flat-six 'boxer' engine. Mounted in front of the rear axle behind the seats, the 3.4-litre six-cylinder engine is similar to that fitted to the Boxster S, with direct fuel injection for greater power and efficiency. In the Black Edition its output is 320 hp - 10 hp more than in the Boxster S. The revised engine reaches its rated power at 7,200 rpm, the Boxster S power pack at 6,400 rpm. Peak torque of 370 Nm - boosted by 10 Newton metres - is available at 4,750 rpm.

This increase in output and power equals more dynamics, and the Porsche Boxster S Black Edition underpins its leading position with a superior driving performance. With its standard six-speed manual transmission, it accelerates from 0-62 mph in 5.2 seconds, a tenth of a second faster than the Boxster S. This extra performance has not been achieved at the expense of fuel economy, however, for the Porsche Boxster S Black Edition contents itself with as much fuel as the Boxster S: 28.8 mpg Combined (NEDC).

As a consequence of the low centre of gravity provided by the flat-six engine, the Boxster chassis delivers an impressive level of agility. A decisive contribution to the enhanced driving dynamics of the Porsche Boxster S Black Edition is the particularly lightweight ten-spoke design alloy wheels, previously fitted to the Boxster Spyder, and which save 5kg overall. These are fitted with 235/35 ZR 19 tyres on the front axle and 265/35 ZR 19 on the rear.

When fitted with the seven-speed Doppelkupplungsgetriebe (PDK) double-clutch gearbox, dynamics and efficiency are raised even further. This shortens acceleration times from 0-62 mph to 5.1 seconds, and in combination with the Sports Chrono Package Plus with launch control this can be lowered further still to 4.9 seconds. In comparison with the manual transmission, the intelligent gear shifting strategy of PDK lowers fuel consumption to 30 mpg Combined (NEDC) and, more significantly, reduces the CO2 emissions to 221 g/km; placing the Porsche Boxster S Black Edition in vehicle excise duty Band K.

The colour concept of the Porsche Boxster S Black Edition is consistent in every detail. The model lettering painted in black on the rear luggage compartment lid identifies the Black Edition as much as the embossed Black Edition model designation on the side of the fabric hood. The roll-over bars are painted in black, together with the rear side air intake grilles and the twin tailpipe of the exhaust system.

The black theme of the exterior is continued inside. The stainless steel door entry guards feature the "Black Edition" model lettering in black. The standard, three-spoke Sport Design steering wheel has a black leather rim. The trim strips of the dashboard and of the gear shift lever or PDK selector are painted in black. The dials on the instrument cluster are black, as are the partial leather seats with the Porsche emblem embossed in the headrests. A bespoke badge on the glove compartment lid further identifies each Black Edition.

Comfort and convenience is also enhanced for the Porsche Boxster S Black Edition with standard features including anti-dazzle interior and exterior mirrors with integrated rain sensor, cruise control and a climate control system. The Porsche Communication Management (PCM) including satellite navigation module is also standard. In addition, the universal audio interface offering MP3 player compatibility and Bluetooth mobile phone preparation are also standard. The Sound Package Plus creates an impressive audio experience, and standard Bi-Xenon headlamps with dynamic cornering lights and LED daytime running lights ensure safety on dark roads.

Upon request, the Porsche Boxster S Black Edition can be individualised even further with other options. For example, the Porsche Ceramic Composite Brake (PCCB) is an option as well as the Porsche Active Suspension Management (PASM) and the adaptive sports seats with memory function.

The Porsche Boxster S Black Edition goes on sale in the UK and Ireland from March 2011 and is priced from £47,426. Included in the purchase price is the invitation for customers to explore the dynamic attributes of their Boxster and develop their own skills behind the wheel, courtesy of a Driving Experience Programme at the Porsche Experience Centre at Silverstone.

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2011 Porsche 918 RSR

2011 Porsche 918 RSR

Porsche 918 RSR

Dr. Ing. h.c. F. Porsche AG, Stuttgart, is continuing to extend its performance and high efficiency competence via intensive development work in the field of hybrid technology. With the Porsche 918 RSR, the manufacturer of sporty premium vehicles is presenting a high-end synthesis of 2010's successful hybrid concepts. The two-seater mid-engine coupé 918 RSR clearly reveals what happens when the technology fitted in the 911 GT3 R hybrid and the design of the 918 Spyder are transferred to a modern, innovative super sports car.

With its highly-efficient flywheel accumulator, the 911 GT3 R hybrid racing car proved to be an attention magnet during competition racing on the Nürburgring Nordschleife circuit, during the American Le Mans Series races (ALMS) in Road Atlanta/USA and the ILMC run in China's Zhuhai. It demonstrated its massive performance potential under realistic motor racing conditions against top competitors. The 911 GT3 R Hybrid, referred to internally as the "Race Lab" actually surpassed the high expectations of Porsche Motorsport. Competitiveness, high reliability and exemplary fuel efficiency combined with top performance underscored the Porsche technicians' basic idea of generating additional power in an intelligent manner. The 911 GT3 R Hybrid obtains its additional power from its own vehicle dynamics when braking. Porsche is now transplanting this technology into the mid-engine coupé Porsche 918 RSR, the motor sports version of the 918 Spyder concept car.

From the tradition established by classic Porsche long-distance race cars such as the 908 long-tale coupé (1969) and the 917 short-tail coupé (1971), the Porsche designers created a link to the postmodernism of the "form follows function" philosophy. In the Porsche 918 RSR, the lines' elegant flow is dominated by muscular wheel arches, dynamic air intakes and a pulpit-like cockpit. A visible fan wheel between the ram air intake tubes and a rear spoiler with RS Spyder dimensions additionally emphasise the racing laboratory function. The new "liquid metal chrome blue" colour which has been created underscores the sculptured curves of the forms, whilst the typical Porsche hybrid orange colour on brake calipers and the body's longitudinal stripes lends remarkable touches.

Motor racing technology also dominates within the particularly light, torsionally stiff carbon fibre-reinforced plastic (CFRP) monocoque. The V8 engine is a further development of the direct injection engine from the successful RS Spyder race car and now offers an output of precisely 563 hp at 10,300/rpm in the 918 RSR. The electric motors on the two front wheels each contribute 75 kW, i.e. a total of 150 kW, to the peak drive power of exactly 767 hp. This additional power, which is generated during braking, is stored in an optimised flywheel accumulator.

In the Porsche 918 RSR, the two electric motors offer a torque vectoring function with variable torque distribution to the front axle. This additionally increases agility and improves steering response. Mounted upstream of the rear axle, the mid-engine is integrated with a racing transmission also based on the RS Spyder race car. This further developed six-speed constant-mesh transmission with longitudinally mounted shafts and straight-toothed spur gears is operated using two shift paddles behind the racing steering wheel.

The vehicle's functional equipment underscores its puristic motor racing character. Whether it be the characteristic doors which open obliquely upwards, the air intake in the roof between the wing doors, the quick-action locks on the front and rear CFRP lids, the two roof-mounted aerials for pit radio and telemetry, the RS Spyder-like small, lateral front flics or the air splitters beneath the front lip or no-profile racing slicks on 19" wheels with central locking, the vehicle can be clearly recognised as an experimental racing laboratory.

In contrast to the 918 Spyder concept car, unadorned racing atmosphere predominates in the interior of the Porsche 918 RSR. The figure-hugging bucket seat's brown leather covering cites the history of the gentleman driver; the gear flashes on the racing steering wheel and a recuperation display on the steering column in front of the display screen supply the pilot with information. Instead of the futuristic, ergonomically avant-garde centre console with touch-sensitive user interface from the 918 Spyder concept car, the 918 RSR's cockpit is split by a minimalistic console with rocker switches. Instead of a second seat, the flywheel accumulator is positioned to the right of the console.

This flywheel accumulator is an electric motor whose rotor rotates at up to 36,000 rpm to store rotation energy. Charging occurs when the two electric motors on the front axle reverse their function during braking processes and operate as generators. At the push of a button, the pilot is able to call up the energy stored in the charged flywheel accumulator and use it during acceleration or overtaking manoeuvres. The flywheel is braked electromagnetically in this case in order to additionally supply up to 2 x 75 kW, i.e. a total of 150 kW, from its kinetic energy to the two electric motors on the front axle.

This additional power is available for around eight seconds when the system is fully charged. In the successful 911 GT3 R Hybrid, this additional power can also be used as a consumption aid depending on the racing situation, e.g. to delay pit stops or reduce the fuel tank volume and therefore the weight of the vehicle.

With the new Porsche 918 RSR racing laboratory, Porsche is now elevating this motor racing hybrid concept to an experimental level. In the 918 RSR, "Porsche Intelligent Performance" equates to research into methods for further sustainable efficiency improvement under the intensified conditions of the race track, lap times, pit stops and reliability - a metier in which Porsche has been demonstrating its success for over 60 years.

Finally, the starting number, 22, pays homage to the anniversary of a further triumph. Back in the days when overall victories in Le Mans were not yet an entirely routine matter within the Porsche racing department, the pilots Dr. Helmut Marko and Gijs van Lennep were the first to cross the finishing line in 1971's 24-hour classic. The distance record set by their Porsche 917 short-tail coupé - 5335.313 kilometres (3315.21 miles) at an average speed of 222.304 km/h (138.13 mph) - did not remain unbeaten for an eternity, but for exactly 39 years until 2010. At the time, the 917 in the Martini colours was also an experiment and far ahead of its time: a magnesium space frame set new standards in Porsche's lightweight construction domain.

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2011 PORSCHE 911 Turbo S

 

2011 PORSCHE 911 Turbo S

Porsche 911 Turbo S

The engineers at Porsche have developed the new Porsche 911 Turbo S in response to customer demand for greater power, performance and driving dynamics. Building on the success and reputation of the revered Porsche 911 Turbo, at the heart of this most exclusive high-performance athlete is a six-cylinder 'boxer' engine boosted by two turbochargers with variable turbine geometry.

An increase in horsepower over the Porsche 911 Turbo of 30 hp boosts peak output to 530 hp (390 kW) and maximum torque is a most impressive 700 Newton-metres (516 lb-ft). Despite its significant increase in power and dynamic performance, the new Porsche 911 Turbo S returns 24.8 mpg Combined (11.4 l/ 100 km) and as such offers identical fuel consumption to the regular Porsche 911 Turbo, making it by far the most efficient sports car in its performance class.

The Porsche 911 Turbo S offers as standard the high technology features that are otherwise available as options on the 911 Turbo. Thus, the Porsche 911 Turbo S comes exclusively with the seven-speed Porsche Doppelkupplungsgetriebe (PDK) double-clutch gearbox - with steering wheel-mounted paddle shift levers - which conveys drive power to Porsche Traction Management (PTM) all-wheel drive. Driving enjoyment and safety is optimised to an even higher standard courtesy of the Dynamic Engine Mounts, and Porsche Torque Vectoring (PTV) including a mechanical limited slip rear differential.

In conjunction with the Launch Control function of the Sport Chrono Package Turbo that is also fitted as standard, the Porsche 911 Turbo S accelerates from a 0-62 mph (0-100 km/h) in 3.3 seconds and reaches 124 mph (200 km/h) in 10.8 seconds. Top speed is 196 mph (315 km/h). Lightweight and fade-resistant Porsche Ceramic Composite Brakes (PCCB) provide the same outstanding performance in terms of stopping power.

Further underlining the outstanding class and calibre of this first Porsche 911 Turbo S in five years, the supreme level of standard equipment also includes Dynamic Cornering Lights, 19-inch RS Spyder design wheels with centre lock nut, adaptive sports seats, cruise control, a CD/DVD changer and exclusive two-tone leather upholstery in Black/Creme or Black/Titanium Blue.

The new Porsche 911 Turbo S goes on sale from May 2010 priced from £123,263 in Coupe bodystyle and from £130,791 as a Cabriolet. Fitted to every Turbo S is a Porsche Vehicle Tracking System (VTS), a sophisticated vehicle security package approved to Thatcham Category 5 standard. Further technical and specification details will be confirmed nearer the on-sale date.

Customers will also be able to explore the dynamic attributes of their Porsche 911 Turbo S, and further develop their own skills behind the wheel, courtesy of a Driving Experience Programme at the Porsche Experience Centre at Silverstone.

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2011 PORSCHE 911 GT3 R Hybrid 2.0

2011 PORSCHE 911 GT3 R Hybrid 2.0

Porsche AG will enter the Nürburgring 24 hour race on June 25, 2011, with a more advanced version of the Porsche 911 GT3 R Hybrid. The priority for this latest edition was improvement of efficiency through the targeted optimization of hybrid components, which also resulted in a 20 percent weight reduction. Version 2.0 of the 911 GT3 R Hybrid is intended to achieve the same lap times as its predecessor but with less fuel consumption.

The general layout of the hybrid was adopted from the previous model. A portal axle with two electric motors drives the front wheels and supplements the four-liter - depending on the balance of performance classification - approximately 470 hp, six-cylinder boxer engine at the rear. The output of both electric motors has increased from 60 to 75 kilowatts each. For bursts of multiple seconds at a time, drivers now have almost an additional 200 hp at their disposal with the Porsche 911 GT3 R Hybrid 2.0. Depending on the programming, this power is automatically activated through use of the throttle pedal. Moreover, pilots can manually call up this extra power, for instance when overtaking.

The electric flywheel accumulator, with its rotor spinning up to 40,000 rpm and storing energy mechanically as rotational energy, is now housed with the other hybrid components in a carbon fiber safety cell on the passenger's side.

At first glance, the new GT3 R Hybrid is clearly distinguishable from the previous model. Thanks to the optimization of the hybrid system's high voltage components, the large louvers in front of the rear fenders were no longer necessary. This reduces drag and also lowers fuel consumption. All in all, the weight of the vehicle decreased from 1,350 to 1,300 kilograms.

"We've collected a great deal of information from our races on the Nürburgring, at the ALMS race at Road Atlanta, as well as from the ILMC race on China's Zhuhai circuit. The data was invaluable for the further development of our racing laboratory," says Hartmut Kristen, head of Porsche motorsport. "The emphasis of our work was on improving efficiency. That means we want to keep the lap times consistent with 2010 but use less energy, hence less fuel. In this way, we support future developments of road-going, sporting hybrid vehicles."

The cockpit of the Porsche 911 GT3 R Hybrid has also been completely revised. Most of the displays and controls have moved to the steering wheel. Drivers can operate the rest of the functions via backlit buttons now situated on the centre console. Priority was placed on the ergonomics and the clear layout for pilots - particularly in darkness.

The new Porsche 911 GT3 R Hybrid is a perfect example of the 'Porsche Intelligent Performance' philosophy, a principle found in every Porsche - more power on less fuel, more efficiency and lower CO2 emissions - on the race track and on the road.

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2011 Porsche 911 GT3 R Hybrid

2011 Porsche 911 GT3 R Hybrid

Porsche 911 GT3 R Hybrid

A Porsche 911 GT3 R Hybrid with innovative hybrid drive will be unveiled at the 2010 Geneva Motor Show, taking the evolution of the iconic sports coupe to new levels in motor sport and opening a new chapter in an illustrious racing record that has witnessed more than 20,000 victories in 45 years.

After its debut in Switzerland, the Porsche 911 GT3 R Hybrid will be tested in long-distance races around the Nürburgring, Germany. The highlight of this test programme will be the 24 Hours race around the 14-mile Nürburgring Nordschleife circuit on 15/16 May 2010. However, the focus is not on the Porsche 911 GT3 R Hybrid winning the race but rather serving as a spearhead for the technology and a 'racing laboratory' that will provide invaluable knowledge and insight on the subsequent use of hybrid technology in road-going Porsche sports cars.

110 years since Ferdinand Porsche - the company's founder - developed the world's first car with hybrid drive, the Lohner Porsche Semper Vivus, it is entirely appropriate that Porsche is once again employing this visionary drive concept in a production car-based GT racing programme.

The hybrid technology featured in the Porsche 911 GT3 R Hybrid has been developed especially for racing, and is set apart from conventional hybrid systems in its configuration and choice of components. Uniquely, an electrical front axle drive with two electric motors each developing 60 kW supplements the familiar 480 hp (353 kW) four-litre flat-six 'boxer' petrol engine at the rear of the Porsche 911 GT3 R Hybrid. Consequently, the Porsche 911 GT3 R Hybrid has four driven wheels, offering even greater traction and agility.

A further significant point is that instead of the usual batteries of a conventional hybrid-powered road car, this 911 features an electric flywheel power generator - mounted inside the cockpit beside the driver - that delivers energy to the electric motors on the front axle.

The flywheel generator itself is an electric motor - with its rotor capable of spinning at speeds of up to 40,000 rpm - and stores energy mechanically as rotation, or kinetic, energy. The flywheel generator is charged-up whenever the driver applies the brakes, with the two electric motors reversing their function on the front axle and acting themselves as generators.

The driver is able to call upon this extra energy from the charged flywheel generator at his command for competitive advantage, such as when accelerating out of a bend or overtaking. The flywheel generator is slowed down electromagnetically in the generator mode and able to supply up to 120 kW to the two electric motors at the front axle from its resource of kinetic energy. This additional power is available to the driver after each charge process for approximately 6 - 8 seconds.

Energy formerly converted into heat, and thus wasted, upon every application of the brakes is now converted highly efficiently into additional drive power.

Depending on racing conditions, hybrid drive is used in this case not only for extra power, but also to save fuel. This again increases the efficiency and, accordingly, the performance of the Porsche 911 GT3 R Hybrid, by reducing the weight of the fuel tank or making pit stops less frequent, for example.

Porsche Intelligent Performance

The Porsche 911 GT3 R Hybrid is a perfect example of the Porsche Intelligent Performance philosophy, a principle to be found in every Porsche and defined as more power on less fuel, more efficiency and lower CO2 emissions - on the race track and on the road. Already, customers can buy a Porsche 911 coupe with a six-cylinder 345 bhp engine which can return nearly 30mpg Combined and produces just 225 g/km CO2; a feat unrivalled in its performance class and just one example of the application of Porsche Intelligent Performance to maintain outstanding driving dynamics yet lower running costs and environmental impact.

Devising smart, individual engineering solutions to combine performance and efficiency with everyday usability is something for which Porsche is renowned, and is evident in such developments as lightweight body construction methods, Porsche Ceramic Composite Brakes (PCCB) and the Porsche Doppelkupplungsgetreibe (PDK) double-clutch gearbox.

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2011 PORSCHE 911 GT2 RS

2011 PORSCHE 911 GT2 RS

Porsche 911 GT2 RS

The Porsche 911 GT2 RS is the fastest and most powerful road-going sports car ever built in the history of Dr. Ing. h.c. F. Porsche AG, Stuttgart and marks the summit in the 911 range. With power up by 90 hp and weight down by 70 kilograms in comparison with the prior 911 GT2, the new Porsche 911 GT2 RS has a weight-to-power ratio of just 2.21 kilos per horsepower, by far the best power/weight ratio in its class.

Obviously, these are the ideal ingredients for an ultra-high-performance sports car with supreme agility, combined with truly blistering performance on the road and, of course, exemplary Porsche Intelligent Performance attributes. This manifests itself in fuel consumption and CO2 emissions being lower by approximately 5 per cent to 23.7 mpg (equal to 11.9 ltr/100 km) and 284 g/km versus the 911 GT2, despite the extra power and performance.

The six-cylinder boxer engine is boosted by two turbochargers with variable turbine geometry (exclusive to Porsche in its combination with a petrol engine) and drives the rear wheels via a six-speed manual gearbox. Sports tyres measuring 325/30 ZR 19 and developed especially for the Porsche 911 GT2 RS convert this massive power into equally massive performance and acceleration on the road: 0 - 62mph (100 km/h) in 3.5 seconds, 0 - 124mph (200 km/h) in just 9.8 seconds, and 0 - 186mph (300 km/h) in 28.9 seconds.

Equally supreme stopping power on this ultra-high-performance sports car is assured by the PCCB composite ceramic brakes fitted as standard. Appropriate longitudinal and lateral dynamic chassis control is ensured by the sporting RS set-up of the springs, Porsche Adaptive Suspension Management (PASM), anti-roll bars, as well as the engine mounts and PSM Porsche Stability Management.

In its exterior styling, the new Porsche 911 GT2 RS stands out clearly from the 911 GT2 through the use of carbon-fibre-reinforced (CFR) components in distinctive matt-black surface finish. At the front, the new, wider 911 GT2-style light-alloy wheels with centre locking are shrouded by flared wheel arches. "GT2 RS" model designations give further differentiation on the doors and rear engine cover. The upgraded front spoiler lip and the rear spoiler lip are also made of CFR and display a surface carbon finish. The rear spoiler lip is now 10 millimetres higher to ensure the right aerodynamic precision, as well as extra downforce.

From behind the wheel of the Porsche 911 GT2 RS, the flair of sporting performance continues. Featuring lightweight bucket seats made of carbon-fibre-reinforced plastic - again in carbon surface finish - and lightweight interior door panels with door opening straps, the high octane ambience is sustained. The basic interior colour is black, contrasting attractively with red alcantara upholstery on the seat centre sections and the roof lining as well as segments on the steering wheel rim, gearshift and handbrake lever.

Limited to just 500 units worldwide, the Porsche 911 GT2 RS will be available in the UK from September 2010 priced from £164,107. Further specifications and technical details will be confirmed nearer to launch.

Fitted to every Porsche 911 GT2 RS is a Porsche Vehicle Tracking System (VTS), a sophisticated vehicle security package approved to Thatcham Category 5 standard, and customers will also be able to explore the potential of their new car by participating in a complimentary course at the Porsche Experience Centre, Silverstone.

Porsche GT2 RS - Key facts and technical specifications
Lightweight features developed for the Porsche 911 GT2 RS include: use of lighter aluminium transverse arms and diagonal struts in the rear suspension, carbon fibre reinforced front lid and rear spoiler, polycarbonate rear window and side windows, lightweight engine cover, lighter single-mass flywheel, lighter lithium-ion battery.

Dynamic enhancements include: new charge air intercooler, metal support bearings complete with ball joints in the front suspension; lightweight door panels, wider front track, turbo boost increased to 1.6 bar from 1.4 bar, wider front track with wider tyres (same dimensions as GT3 RS).

Technical specifications

    * Cylinders: 6
    * Displacement: 3.600cm3
    * Max. power (DN): 620 hp @ 6,500 rpm
    * Max.torque: 700 Nm @ 2,500-5,500 rpm
    * Compression ratio: 9.0 : 1
    * Boost pressure: 1.6 bar
    * Transmission: Six speed manual
    * Wheels
          o Front: 9 J x 19 ET 47
          o Rear: 12 J x 19 ET 48
    * Tyres
          o Front: 245/35 ZR 19 (sports tyres)
          o Rear: 325/30 ZR 19 (sports tyres)
    * Unladen weight (DIN): 1,370 kg
    * Power to weight ratio: 2.21 kg per hp / 452 hp per tonne
    * Top Speed: 205 mph (330 km/h)
    * 0-62 mph (0-100 km/h): 3.5 s
    * 0-99 mph (0-160 km/h): 6.8 s
    * CO2 emissions: 284 g/km
    * Turning circle: 10.9 m
    * Drag coefficient: 0.34
    * Combined fuel consumption: 23.7mpg
    * Length: 4,469mm
    * Height: 1,285mm
    * Width (inc wing mirrors): 1,852mm (1,952mm)
    * Wheelbase: 2,350mm
    * Price: £164,107 inc VAT

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2010 PORSCHE Cayenne S Hybrid

 

2010 PORSCHE Cayenne S Hybrid

Porsche Cayenne S Hybrid

Porsche shared more information about the Porsche Cayenne S Hybrid, which will debut in 2010. Using a parallel full hybrid design with the electric motor between the combustion engine and the transmission, Porsche engineers have been able to drive at speeds up to 86 mph without at all using the combustion engine.

This engineering achievement allows the Porsche Cayenne S Hybrid to roll freely - or 'coast' -- at highway speeds without the combustion engine on, greatly minimizing engine emissions and fossil fuel consumption. This differs from current hybrid concepts that deliver benefits mainly in city traffic. Porsche, in cooperation with Volkswagen, opted for the parallel full hybrid design as it also significantly improves acceleration, a concept that matches the company's philosophy of offering outstanding performance and efficiency. It also fits in the current Cayenne design with minimal alterations and without affecting interior space or luggage capacity.

When it comes to market in 2010, the Porsche Cayenne S Hybrid is expected to emit some 20 percent less C02 than comparable combustion engine vehicles with similar power output. Covering a 0-to-100 km/h sprint in just 6.8 seconds, it earns its 'S' designation by delivering V8 performance and four-cylinder efficiency, all while complying with the Ultra Low Emission Vehicle II (ULEVII) emission standards.

The Porsche Cayenne S Hybrid uses a supercharged Audi 3.0-liter V6 engine with Direct Fuel Injection (DFI), 333 horsepower and 324 lb-ft of torque from 2,900 to 5,300 rpm. It is mated with 52-horsepower three-phase synchronous electric motor that produces up to 221 lb-ft of torque and also acts as an alternator, and the combined power units are joined to an eight-speed automatic transmission. Also on board is a 154-lb. no-maintenance 38 kW nickel metal hydride (NiMH) battery. Measuring 13.7" x 24.9" x 11.5", it fits in the spare tire well, thus not compromising luggage capacity.

The Hybrid Manager is the Porsche Cayenne S Hybrid's "Heart"
The heart of these technologies is the powerful Hybrid Manager, which requires some 20,000 data parameters to operate (compared to a conventional engine control unit that operates on less than one-third of the data). Since a parallel full hybrid operates in three classic hybrid modes - power generated by the combustion engine and electric motor, power generated by the combustion engine only, and power generated by the electric motor only - the Hybrid Manager's main function is to seamlessly coordinate these modes to deliver optimal performance and efficiency.

With a clutch being the key connection between the combustion engine and the electric motor, the Hybrid Manager has the tough job of providing smooth but quick switching among the three hybrid modes without delay or a noticeable transition felt by the driver and passengers. For example, the Porsche Cayenne S Hybrid can motor along solely on electric power for up to 1.2 miles with the combustion engine off, and the Hybrid Manager will fire up the engine as soon as the driver presses the accelerator, increase engine speed appropriately and engage the clutch to transfer power to the transmission without the driver or passengers noticing what is happening. And, it does this within just 300 milliseconds.

When driving with just the combustion engine, the Hybrid Manager also will ensure the engine is operating as efficiently as possible in reference to its load. It switches the electric motor to an alternator mode, so the fuel consumed by the combustion engine not only efficiently powers the Cayenne but also generates electricity that can be 'parked' in the NiMH battery. Finally, when the driver presses the brake pedal, the Hybrid Manager feeds as much energy as possible from the electric motor (again running as an alternator) to the battery.

The Porsche Cayenne S Hybrid also has electrically driven ancillary components such as the air conditioning compressor and the power steering pump.

Unlike conventional Cayenne SUVs, the Porsche Cayenne S Hybrid uses an eight-speed automatic unit. Porsche engineers added to the conventional transmission oil pump a new electrical drive pump to shift gears smoothly and efficiently also in electric mode. Top speed comes in sixth gear, and the two higher gears serve to further reduce engine speed to enhance fuel economy. Eighth gear, for example, enables the driver to 'coast' along without the combustion engine at speeds up to 86 mph.

Porsche expects the Cayenne S Hybrid to consume less than nine liters of fuel per 100 kilometers in the New European Driving Cycle. EPA fuel economy figures are not yet available.

A similar hybrid system will find its way into the new Porsche Panamera four-door gran turismo sometime following Porsche's fourth model line debut in late summer 2009.

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2010 Porsche Boxster Spyder

2010 Porsche Boxster Spyder

Porsche Boxster Spyder

With the all-new Porsche Boxster Spyder, Porsche is introducing a new, lightweight version of the mid-engined Porsche Boxster roadster at the 2009 Los Angeles Auto Show in December, the distinctive styling and technical specification of which represents the true, purist form of the Porsche sports car - light, powerful, open-roofed, and very efficient.

This is precisely the formula already applied in creating the most successful road-going sports and racing cars throughout the history of Porsche, ranging from the legendary Porsche 550 Spyder of the 1950s to the RS Spyder Le Mans Prototype race car so successful in motorsport today.

Weighing 1,275kg, the Porsche Boxster Spyder is the lightest model in the Porsche line-up, and continues this clear-cut philosophy in a package offering full homologation for the road, reflecting a common wish expressed by Porsche customers.

The new model becomes the third version in the Boxster range, joining the Boxster and Boxster S, yet stands out clearly at first sight from the other versions of the mid-engined roadster, quite simply because the Spyder has been developed first and foremost for driving in the open air. The low-slung, lightweight soft top extends far to the rear and serves to protect the driver and passenger from bright sunshine, wind and rain. When closed, the soft top, together with the bespoke extra-low side windows and the two unique, striking bulges on the single-piece rear lid, boasts a stretched and sleek silhouette reminiscent of the Porsche Carrera GT.

Significantly, the new model weighs 80kg less than the Porsche Boxster S which, combined with a lower centre of gravity and revised suspension, gives the Porsche Boxster Spyder the calibre of driving dynamics that clearly reflect the unique look of the car.

The Porsche Boxster Spyder features a tuned version of the proven 3.4-litre flat six 'boxer' engine with Direct Fuel Injection, which is located ahead of the rear axle. Maximum output is 320 bhp, 10 bhp more than in the Boxster S.

Equipped with the Porsche-Doppelkupplungsgetriebe (PDK) twin-clutch transmission and the Sports Chrono Package, the Porsche Boxster Spyder, using Launch Control, accelerates from a standstill to 62mph in 4.8 seconds. Again with optional PDK, fuel consumption is a mere 30.4mpg (9.3 litres/100km) in the NEDC New European Driving Cycle and top speed, in turn, is 166 mph (267 km/h) - with the roof removed.

In terms of its fundamental concept, the entire Boxster family is the successor to the legendary 550 Spyder built back in 1953, both models sharing the same mid-engined roadster concept offering low weight and supreme agility combined with equally outstanding driving pleasure - in essence, an authentic roadster experience.

The 550 Spyder was the first Porsche sports car from Stuttgart developed specifically for racing but also homologated for the road. Weighing only 550kg, this unique Spyder scored numerous victories in the years following its production on the race circuits and in road races popular at the time. The 550 Spyder was followed by other extremely successful Porsche Spyders, such as the 718 RS 60 in 1960.

In 2004 and 2008 Porsche dedicated a limited edition of special Boxsters bearing the additional name Spyder, inspired by these legendary racing cars. By contrast, the new Porsche Boxster Spyder is a regular, specially developed and upgraded production model with far-reaching modifications versus the Boxster and Boxster S.

Market introduction of the new Porsche Boxster Spyder will start worldwide in February 2010, and will be priced from £44,643 in the UK. Included in the purchase price is the invitation for customers to explore the dynamic attributes of their Porsche Boxster Spyder, and develop their own skills behind the wheel, courtesy of a Driving Experience Programme at the Porsche Experience Centre at Silverstone.

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