Porsche Boxster - Is Pure Sports Car and Pure Fun

Porsche’s product development cycles are unlike other manufacturers. They introduce few models and keep them in circulation for many years. That necessitates an occasional upgrade of a current model. Think of how many iterations the 911 has been through…

We had the opportunity to re-experience the wiles of the Boxster at the completely renovated Circuit de Mont Tremblant racetrack just north of Montreal in Canada. This is truly a beautiful area and the track was similarly well suited for this type of drive. This part of Canada is in the Laurentien Mountains. Geologically, these are very old worn down mountains and often look like very large tree covered hills. The landscape, however, is what seems to be a never-ending series of rolling hills, forests, lakes and greenery…a perfect place for a road course.

On hand at the track were 3 well-experienced champion race drivers. As we sped through the countryside and over the track, it was reinforced yet again that the dominant gene in Porsche’s DNA pool is performance. That capability above all else is so fundamentally bred into the vehicle that roads and tracks that would severely challenge another vehicle, are easy and comfortable for the Boxster. Dips, corners, curves and swells are what this roadster was built for. It begs for a chance to sweep around a bend, crest a rise or attack an S curve. One of the things our pro drivers taught me was how important comfort is in a racecar. Having done the 24 hour endurance races at Daytona and LeMans they’ll tell you that not all race cars are equally refined and comfortable. Many can go fast but they beat up the driver in the process. Porsche’s as it turns out are very fast and very comfortable.

When driving a Boxster on a racetrack, it must be done with the top down. It’s all part of the overall sensory experience. You need to feel the movement of the car. You have to bond with the machine and the elements. Though the tachometer is the most dominant gauge in the most visible position on the dashboard, you shift gears by listening to the engine…you’re too busy driving to look down. You’ve got to congratulate the Porsche engineers who control the machine-driver interfaces. Not only does the machine perform well according to the numbers, but it also evokes such passion while driving it that you just want to own one yourself. Studies show that the single greatest factor in owner satisfaction is whether they “LIKE” driving their vehicle or not. Owners will overlook a surprising number of other vehicle shortcomings if they like their car. I guess that’s why Porsche enjoys such a loyal customer following.

The Boxster is the mid-engined Porsche. The horizontally opposed flat 6 is positioned ahead of the transaxle thus maintaining perfect balance and harmony in this little piece of the automotive universe. The cockpit will hold 2 comfortably and there is both a front and rear luggage compartment. The seating is superbly supportive and comfortable. The interior styling is sporty, classic and elegant. The 2003 interior has a new look, more similar to the 911 than before. The audio system is also upgraded and the optional Bose system is now powerful enough to compete with the wind during open top driving.

Though the Boxster is the “entry” level Porsche, it possesses all the sporting pedigree of the brand that its more expensive and more exotic siblings have. It is just as fun to drive and even though its terminal velocity is lower than the others in the line, it’s more than enough for the city streets where most of us spend our time. Add to that the fact that it is one of the best looking sports cars available, and you can understand the appeal.

by Kelly Foss
www.car-data.com

4:16 AM | 0 comments | Read More

Porsche 911 - Celebrates 60 years with two new 911 Carrera Coupes

When I was starting out as an auto writer, the annual introduction of new Porsche 911 models always confused me. To my untrained eye, the new models often looked just like the previous year’s models they replaced. While my eye for automotive detail has grown sharper over the years, the challenges for differentiating one model year 911 from the next still remain.

True to form, to celebrate the German company’s 60th anniversary of building fast cars, the two new 2009 Carrera models that are now heading to dealer showrooms look ever so close to the 2008s. But not to worry: Porsche aficionados will soon discover that these quintessential 911s have been especially engineered to mark this magnificent manufacturing milestone and are the most sophisticated, potent and environmentally friendly 911 Carrera models that the company has ever produced.

Despite their abundance of 21st century technologies, the 2009 911 Carrera Coupe and Carrera S Coupe clearly trace their engineering and aesthetic roots to the seminal Porsche. That original car evolved for over 15 years beginning in 1948 as the highly coveted 356. Then at the 1963 Frankfurt Motor Show, the groundbreaking 911 Coupe debuted as a 1964 model. As a testament to the genius of its design, after more than 40 years of development and six generations of engineering improvements, the 911 Carreras still showcase a horizontally opposed, rear-mounted six-cylinder engine carried in a distinctive and instantly recognizable body.

Though the new 911 Carrera and Carrera S Coupes boast several important refinements over the 2008 cars, the cars carry the same internal 997 designation as their immediate predecessors. Chief among those refinements are new, more powerful and fuel-efficient engines and the availability of Porsche's seven-speed double-clutch transmission, the PDK, in place of the optional Tiptronic S. Other critical changes include larger, more potent brakes, a revised Porsche Communication Management system with Bluetooth connectivity and available voice commands, a fresh exterior with BI-XENON™ headlights, and light-emitting-diode rear lighting.

Both the 911 Carrera Coupe and 911 Carrera S Coupe receive new engines that feature direct fuel injection, new two-piece crankcases and revised intake and exhaust systems along with Porsche VarioCam Plus intake-valve timing and lift system. Thanks to a 6.2 percent increase in horsepower, the 3.6-liter engine goes from 325 to 345 hp. When the car is equipped with the new PDK double-clutch transmission in place of last year's Tiptronic S, the 911 Carrera Coupe accelerates from 0 to 60 mph in 4.5 seconds, more than a full half second quicker than its predecessor.

The 3.8-liter engine in the more potent 911 Carrera S Coupe exhibits equally awesome results sprinting to 60 mph in only 4.5 seconds when equipped with a manual gearbox, and making that run in a mere 4.3 seconds with the PDK. This blazing acceleration comes by way of the new 3.8-liter 385 hp engine. Despite the substantial increases over the predecessor models, neither the 2009 3.6-liter 911 Carrera Coupe nor the 3.8-liter 911 Carrera S Coupe carries the stigma of a gas-guzzler penalty. Better yet, both qualify as low emissions vehicles!

And even the most seasoned gear-head might find it surprising to learn that while the new 911 is equipped with two clutches, there’s no clutch pedal. While it is way too complicated to explain the mechanics of how all that works here, Porsche engineers said that in order to take full advantage of the newly designed engines, they decided to offer drivers a transmission that delivers quicker acceleration than is possible with the standard manual gearbox, while maximizing fuel efficiency. The new PDK (from the German Porsche-Doppelkupplungsgetriebe), or Porsche double-clutch transmission, replaces the Tiptronic S as the optional gearbox in both the 911 Carrera Coupe and 911 Carrera S Coupe. The seven-speed PDK allows the driver to shift up and down automatically, or he or she may opt to shift via steering wheel mounted paddles or the console-mounted lever, as with the Tiptronic S. If you’re a bit confused by all this techno talk, all you really have to know is this: the PDK is one of the world’s most sophisticated racing transmissions that enable this Porsche to go really fast, really quick!

When it comes to stopping, Porsche engineers firmly believe that a car's deceleration ability must always out-perform its ability to accelerate. That said, the both new 911 models receive added braking capability and are now equipped with the same sophisticated brake system previously used only on Porsche's very powerful all-wheel-drive models.

As significant as are the changes in the Carrera Coupes' drivetrains this year from last, the exterior differences are, as always, most subtle. Porsche's designers allowed only minor refinements to the appearance of the model range for 2009. When viewed head on, the most notable differences are the new, horizontal covers for the BI-XENON™ headlights and the L.E.D. daytime running lights, which extend over the air inlets. Also noteworthy are air vents, which boast larger cooling openings. The keen-eyed observer will also note the absence of a center radiator on cars equipped with the PDK. The side view reveals new, larger exterior mirrors with aerodynamic twin-arm mounts, as well as new lightweight alloy wheels. Each car's wheels are of a distinct design. In the rear, all the lighting elements are now light-emitting diodes, for improved luminosity, longer life and instantaneous response. Finally, in the back, the 911 Carrera Coupe sports two single oval exhaust pipes while the 911 Carrera S Coupe shows dual round polished exhaust outlets.

Interior refinements include a revamped center console highlighted by a new Porsche Communication Management system (PCM) and the availability of ventilated front seats. The optional navigation module now has a 40 GB hard drive and may be operated with optional voice commands. Other available features include an internal GSM mobile phone module with Bluetooth handsfree operation, as well the ability to connect with external music sources such as iPods or USB memory sticks. As before, the cabin offers its occupants the protection of six airbags: dual frontal-impact airbags; as well as two seat-mounted, thoraxprotecting, side-impact airbags; and two head-protecting, side-impact curtain, door-mounted airbags.

Bottom line: Both 2009 Carreras satisfy the need for speed with world-class performance. Indeed, when it comes time to serve this master of seductive Autobahn speeds by furiously flogging the shift paddles to push this willing and obedient model to its upper limits, design lines become blurred in an unrestrained and seemingly never ending power exchange of double pumping clutch action that only Porsche’s 60th anniversary 911s can deliver.

By John Peige
MyCarData

4:15 AM | 0 comments | Read More

Porsche 911 Carrera 4S cabriolet - All around supercar

If there’s such a thing as an all-around supercar, the Porsche 911 has held that title for several decades running now. In production and constantly evolving since 1963, the 911 has become a rolling technological tour de force wrapped in a skin that most casual observers can recognize, even if the layperson doesn’t always appreciate what it means.

Hardly a year goes by without a round of updated and upgraded improvements to the 911, and 2009 is no exception. The current iteration was introduced in 2005, featuring Porsche’s usual round of comprehensive updates. The Porschephiles call this vehicle by its internal codename, “997,” but for the public at large it’s the latest and greatest 911. For 2009, Porsche has boosted the engine’s horsepower and added an all-new seven-speed double-clutch transmission.

The 911 is perhaps one of the most recognizable high-performance cars on the road, thanks to a design whose basic theme hasn’t changed in two generations. Each passing update makes it sleeker and more aerodynamic, but the 911’s silhouette is still vaguely froglike, with rounded headlamps sweeping back into a dramatically curved greenhouse. The tail is sloped as well, and the Carrera 4 S is slightly wider than the two-wheel drive model. With the roof removed, the 911 is a surprisingly elegant design, with a flush-fitting top stack that’s surprisingly light--at just 77 pounds, it doesn’t have a significant negative effect on performance. Even the ordinary parts are extraordinary on a 911--the headlights are fitted with standard Xenon units, and driving lights, brakelights and taillights are LEDs. Nineteen-inch wheels are standard on the 911 Carrera 4 S.

The cabin is snug, but much more comfortable than one might expect from a dedicated sports car. The 911 has always been the “supercar you could live with,” and the latest iteration is no exception. Ventilated seats are available for the first time, and combined with the available seat heaters mean that 911 passengers are more comfortable in all weather conditions. The available navigation system, Bluetooth connectivity and iPod connections are handled through the 6.5-inch screen of the Porsche Communication Module. There’s even a chronometer on the dash. Why? For recording lap times, of course. The only thing you won’t haul much of in the 911 is luggage; the front trunk is less than five cubic feet, and the space behind the front seats (which is laughably occupied by seats) is only half a cubic foot larger.

If you’re lucky enough to find yourself behind the wheel of a 911, it’s a special experience. You don’t have to be an enthusiast to appreciate the flat-six engine under the rear deck. It does take a moment to get beyond the giddy, star-struck feeling of “Holy crap! I’m driving a 911!” Take a few deep breaths and get that out of your system, though, because there’s a lot to see and experience here, and you don’t want to miss any of it. The standard 911 gets a 345 horsepower 3.6 liter engine, while the Carrera 4 S cabriolet has a 3.8 liter powerplant making 385 horsepower. Fuel economy is also improved, to 18 in the city and 27 on the freeway. Porsche claims a 4.7-second 0-60 run with a manual transmission, and 4.5 seconds with the optional double-clutch automatic. To rein in that accelerative ability, Porsche’s Launch Control is included.

Forget anything you may have heard about this car being hard to drive. The 911 has endless grip and stability, especially in all-wheel drive format. It’s not as twitchy as a Corvette; power delivery is nice and progressive (though not slow by any means!) On the transmission front, the Porsche Doppelkupplungsgetriebe (just call it “PDK”) replaces the Tiptronic selectable automatic in the Carrera 4 and Carrera 4S Cabriolet. The PDK is a seven-speed double-clutch automatic transmission that offers lightning-fast shifts. It’s also lighter than the Tiptronic, for that all-important weight savings. With the PDK transmission in Sport mode, it’s right at home on the track. The PDK transmission is a double-clutch system that actually engages two gears simultaneously. This makes shifts quicker, with no lag while the revs are matched to the next gear. All-wheel drive is handled by the electronic Porsche Traction Management system, borrowed from the 911 Turbo. It replaces a hydraulically-operated system used previously, and helps to increase reaction time and sure-footedness.

The handling is in its own league. The 911 cabriolet is strongly reinforced to give it the same body rigidity as the track-bred hardtop, and the cars are equally adept when the going gets twisty. The suspension is fully independent, and not easily summed up. Up front, a spring strut axle is used, with each wheel individually coil-sprung and mounted on a track arm. The rear uses independent control-track arms for each wheel. The mechanics are complicated, but the results are obvious: the 911 grips the road with unmatched tenacity. It’s not immediately obvious from the styling, but the 911 is blessed with an extremely wide track, which helps to keep it planted as firmly as if it were riding on rails. Porsches have always been known for good braking, but that didn’t stop the engineers from improving the 911’s brakes for 2009. Discs at all four corners measure 12.99 inches, and the four-piston calipers are shared with the 911 Turbo.

The Porsche 911 is a constantly evolving yet approachable supercar. As a measure of how far this car has come, consider the Gemballa Avalanche of the 1980s. This radically-modified 911 was one of the legends of its day, reportedly so powerful it was almost undriveable. The new 911 Carrera 4S has about fifty horsepower more than the Gemballa Avalanche did, yet it’s docile enough to be easily driven on city streets. The Porsche mystique is backed up by real performance, and that makes the $102,900 base price of the Carrera 4 S cabriolet a bit easier to swallow. The PDK transmission adds another $4050 to the bottom line; fully optioned, my tester stickered for $120,100. It’s rare that I say this about any six-figure automobile, but: this one’s worth it.

By Chris Jackson
MyCarData


 

4:13 AM | 0 comments | Read More

Porsche Panamera S - almost as pretty as a 911, and just about as good to drive

“I didn’t know Porsche made a four door,” said a friend after gazing at our Panamera S.
With a 400-hp V-8 under the long nose and a 7-speed, dual-clutch Porsche-Doppelkupplungsgetriebe automatic transmission hooked to wide 20-inch rear rubber, it’s the most different Porsche since the Stuttgart company’s four-wheel-drive Cayenne SUV. But in a city where one of the most legendary Porsche dealerships exists, and races (Brumos), you’d think folks would know the new 4-door sedan.

Some did a few months ago, when Brumos showed off all three Panamera models in an art gallery, with Porsche Cars North America president and CEO Detlev von Platen and legendary multi-time Le Mans and Daytona endurance race champ Hurley Haywood in the house.

Von Platen said Porsche’s desire was to build a car with space, where one could take wives along “without any complaints,” but also “without any kind of compromise; a really true Porsche.”

“I have driven this car and it is amazing,” he said. “You are not sitting on a car; you are sitting in a Porsche, and this car, I believe, is absolutely unique.”
“I love the way it looks; I love the way the interior set-up is; I love everything about this car,” Haywood added. “This is truly a 4-door 911.”
The Panamera is in rare company - a true sports sedan like the Cadillac CTS-V, BMW 7-series, Mercedes-Benz S-class, Maserati Quattroporte and the Aston Martin Rapide. Porsche expects to sell up to 20,000 worldwide in the first full year of production, which started Oct. 17. So far, all three versions – our rear-wheel drive Panamera S or all-wheel-drive Panamera 4S, and the 500-hp, twin-turbocharged, all-wheel-drive Panamera Turbo – have more than 4,000 U.S. owners.

*Panamera panache - Porsche’s fourth model behind the 911, Boxster, Cayman and Cayenne SUV, the is the company’s first four-door car in its 60-year history, the result of five years of design and engineering work. The end result – well – looks like a 4-door 911 of sorts. You have a familiar low, sporty silhouette, albeit a 195.6-inch-long version, with a long, almost 115 inches of low-hung wheelbase. The sweeping headlights, rounded bumper and low air intake instead of a traditional grille say “911,” then you see the long bonnet with power bulge and curved front long fenders framing that familiar Porsche face. White LED running lights enhance the look over the black double bars in the side air intakes above the lower air dam. Two long doors get the classic 911 roundness around the door handles, while the lower door sill visually lowers the car, a fender vent and lower door accent line with a chrome side vent with marker lights. The rear roofline’s curving contour and rounded rear fenders flow into the rear hatchback with an E-type window with big 911-style LED taillights framing its chrome accent strip. This is the only place the Panamera’s design looks a bit awkward, a bit fat-bottom. But as it tapers to a rounded rear, we get a bit of the familiar 911 tail, plus dual tailpipes in brushed stainless steel in a black lower fascia. Those who peeked underneath found a large undertray, combining with the sleek shape into a wind-quiet .29 drag coefficient, aided by an adaptive spoiler that rises at 56 mph and adjusts at speed. And the optional 14-spoke Spyder Design 20-inch alloy wheels, with Michelin P255/40ZR20’s in front and P295/35ZR20’s in back, finished the look, while sunny days really made the Mahogany Metallic stand out. We got thumbs up, swiveling heads and lots of looks on the road. And when we parked at a hot rod cruise-in, we got more looks than a line of custom Camaros, including more than one “awesome.”

*Porsche portage – Hop into the form-fitting driver’s bucket, with 14-way power adjustments, twin memory presets and heating/cooling, and you find great comfort and firm support with power lower thigh and height-adjustable lumbar support. The Panamera-shaped key fob fits the ignition on the left, a Porsche historical note from its endurance racing days, when drivers ran to parked racers and started the car with the left hand as they buckled with the right. The entire interior is covered in Luxor Beige leather, stitched beautifully at the edges, with polished black accents on doors, dash and center console. Straight ahead, a big central 8,000-rpm tach with configurable display underneath – we liked a big digital speedometer. To the left, a 200-mph analog speedometer with odometer/trip odometer or clock, overlapping oil pressure and temp gauges. To the tach’s right, a 4.8-inch LCD color screen that displays trip computer information from tire inflation or radio stations to a repeater navigation map, with water and gas to the right of that. The screen also shows the speed limit on the road you are driving on, plus radio stations and telephone numbers. All functions are controlled via a rubberized thumbwheel on the flat-bottom power tilt/telescope steering wheel, which has a thick leather-padded rim. Bluetooth telephone controls are there as well as the elegant alloy PDK transmission paddle shifters. The big 7-inch touch-sensitive Panamera Command Center has a navigation map, plus weather, stocks and traffic information, and also displays the park assist. You can access a superb BOSE Surround Sound 14-speaker, 585-watt AM-FM-XM Satellite-CD-audio/video DVD system with Bluetooth connection for cellphones and music, plus an interface in the center console for iPod or a USB hookup. Overhead controls handle ParkAssist sensors and Homelink. The center console extends aft to the rear bucket seats, where my 185-lb., 6-foot frame fit either side just fine, and surprised friends with the space. Behind, a power hatchback opens to reveal a flat, wide 15.7-cubic-foot trunk with netted nooks on either side. The rear backrests split and fold to open up a bigger 44.6 cu. ft. of space. We had a padded ski-bag that fits through the center section folding separately between the rear seats. Cup-holders – two fold from the aluminum trim strip in front of the passenger, and another is somewhat usable aft of the gearshift.

*Panamera power – We had the base version, if you want to call it that, with a tad over 6,000 miles on the clock. Some thought 400-hp wasn’t enough until I told them the car weighs only 3,968 lbs. That water-cooled aluminum 32-valve V-8 has four overhead camshafts; valve timing and valve stroke variable on the intake side (VarioCam Plus), all new with tricks like a valve control box and valve cover made of magnesium and an intake manifold with extra-thin walls and lighter crankshaft. There’s a decent 369 lb-ft of torque.The dual-clutch PDK works via the gear shift or paddles on the steering wheel, one handling first, third, fifth and seventh gear, the other with second, fourth and sixth gear. One waits as one works, meaning instant shifts. Testing Porsche’s other models at Barber Motorsports Park in Alabama recently with PDK, I was significantly smoother on its winding course, and faster than a 6-speed manual. You concentrate on driving, and leave the razor-sharp shifts to the PDK, which never caught me out and even blipped the throttle on downshifts like a racer for matching revs.

Set on our optional Sport Chrono’s “Sport Plus,” (comfort and sport settings too) electronic engine management gives the engine more aggressive response, upshift points moved to higher engine speeds, gears shifting up later when accelerating and down earlier when decelerating. The result – 60-mph in 5.3 seconds with precise shifts, and 100-mph in 13 seconds. There’s a switch to open up the exhaust a bit more, the snarl intoxicating but not intrusive. We averaged 16-mpg on premium.

Our car had Porsche Active Suspension Management with adaptive air suspension. On base setting, we enjoyed a fluid ride that was comfortable on all surfaces, but never too soft. Firming up on “Sport,” “Sport Plus” lowers the car almost one inch and switches to a harder spring rate as PSM backs off. The result is razor sharp steering, almost no body roll and a neutral feel when going into a turn, nice when you consider the engine is up front. PSM will kick in again if the front wheels reach the ABS control point. But you can power the tail a bit for better exits, all catchable, the suspension never beating you up. The chassis, tires and steering act in concert, very tossable for a 4-door, very precise and world-class fun – and it’s a 4-door! And with the dashboard stopwatch and another split timer the secondary display, you get lap times as well as the times required on individual routes, overall time required on a specific route or lap, the distance covered on the last lap, the total number of laps completed so far, and the driver’s individual lap times.

The PDK double-clutch transmission also gets an engine start-stop system like a hybrid for gas savings, the engine shutting down at stop lights, then firing quickly at launch, unless you are in a “Sport” mode. The PDK also has a launch control, although it was a bit cranky after some presumed abuse as a press car. Still, when you left-foot brake, tap the gas pedal, and the engine hits 5,000-rpm, Porsche Stability Management handles shifts and traction control. That resulted in a 0-60 time of 5 seconds – very fast and all under control. What goes fast also stops well - front six-piston aluminum monobloc brake calipers with 14.17-inch grooved and inner-vented discs, and four-piston aluminum monobloc brake calipers and 11.7-inch rear grooved and inner-vented discs meant flawless short stops with no fade time and time again. The supercharged Cadillac CTS-V is faster, and less expensive, if not as agile, a BMW 5-series almost as agile, but doesn’t feel like a 4-door 911. My only nit-pick – the rear window height and side sail panels conspired to limit side rear visibility when passing.

Haywood has spent extensive time behind the wheel of the Panamera, including lots of laps at tracks. He simply calls it “extraordinary.”

“It has the manners of both an S-Class Mercedes-Benz and a 911. And with the press of a few buttons, you can change the character from an S-Class to a 911,” Haywood told me. “Driven fast, it has supreme confidence, so you can drive this very fast and feel very in control all the time. I experienced that on the road to Bavaria from Munich at 180-mph with four people on board. It was like sitting in my living room.”
‘Nuff said.

*Porsche paymeister - The Panamera S starts at $89,800, with lots of options to take it up to $111,220, including $2,950 sport exhaust, $3,655 Luxor leather interior, $3,120 Spyder Design 20-inch wheels, $1,990 adaptive air suspension, $1,320 Sport Chrono, $1,794 14-way front power seats, $210 heated steering wheel and more. The all-wheel-drive Panamera 4S and Panamera Turbo retails for $93,800 and $132,600, respectively, while the just-introduced 300-hp V-6 version (3.6-liter that’s about 66 lbs. lighter than the V-8) starts at $74,000 and averages 18 mpg city/27 highway. FYI – eight airbags for driver and front passenger, plus knee airbags, two-chamber thorax/hip side airbags at the front, and rear side airbags as an option. No spare tire, just a repair kit with tire sealant and air compressor.

*Bottom line – This is an executive sports car transport or a ground-bound Citation commuter jet on wheels with cargo and human space – I loved it.
2010 Porsche Panamera S

Vehicle type - 4-door, 4-passenger sports sedan
Base price - $89,800 ($111,220 as tested)
Engine type – aluminum DOHC, 32-valve V-8
Displacement – 4.8-liter
Horsepower (net) – 400 @ 5,500 rpm
Torque (lb-ft) – 369 @ 3,500 – 5,000 rpm
Transmission – 7-speed PDK dual-clutch automatic w/paddle shifters
Wheelbase – 114.9 inches
Overall length –195.6 inches
Overall width – 83.2 inches
Height – 55.8 inches
Front headroom – 38 inches
Front legroom – 41.9inches
Rear headroom – 38.2 inches
Rear legroom – 33.3 inches
Cargo capacity – 15.7-cu.ft./44.6 w/rear seats folded
Curb weight – 3,968 lbs.
Fuel capacity – 26.4 gallons
Mileage rating – 16-mpg city/24-mpg highway
Last word – Almost as pretty as a 911, and just about as good to drive

By Dan Scanlan - MyCarData

4:12 AM | 0 comments | Read More

Porsche Panamera

Thanks to its door count (four as opposed to two) one might be tempted to dismiss Porsche's Panamera sedan as a poseur in the sports car arena. Yes, the idea of a four-door Porsche takes some getting used to, but don't get hung up on those incongruous rear doors. If necessary, when approaching the Panamera, close one eye to block them from sight because once behind the steering wheel, you will forget all about those extra portals anyway.

Having launched the Gran Turismo Panamera models for 2010, Porsche is following up with the $75,375 V6 Panamera and its $79,875 AWD version, the Panamera 4, for 2011. This is a lot of cash for what is essentially the entry-level model, but when you consider that the top-end Panamera Turbo is $133,575, a sub-$80,000 price tag seems quite reasonable. The number of drive wheels is the only difference between the Panamera and Panamera 4.
The most notable contrast between Panamera and the $90,875 Panamera S, besides the $15,500 sticker price, is the number of engine cylinders. Panamera S has a 400-horsepower 4.8-liter V8 thrashing under the hood, while the Panamera has a 300-horsepower 3.6-liter V6.

Popping the Panamera's hood reveals about eight inches of empty space between the front of the engine compartment and the beginning of the V6. In S versions this gap is filled with the V8's additional cylinders. Basically the V6 is the V8 less the two cylinders. Otherwise the engines are quite similar. Both feature a 90-degree "V" which helps lower the car's center of gravity over traditional V configurations with 60-degree angles.
Wrangling engine output to the wheels is the seven-speed Porsche Doppelkupplungsgetriebe dual clutch transmission. For most of us attempting to pronounce its name could bring on a pounding headache. Don't worry; Porsche shorthands the name to PDK. This is a driver-shiftable automatic tranny that comes with shift paddles located on either side of the three-spoke steering wheel. Clicking the front side of the paddles forward advances the transmission, while clicking the backside of the paddles toward you down shifts.
According to Porsche, galloping from a stop to 60 miles per hour takes an impressive 6.0 seconds when two wheels are doing the work and an even quicker 5.8 seconds when all four wheels are pulling. Opt for the $1,480 Sport Chrono Package with its digital stopwatch and Sport Plus button, and you can shave another 0.2 of a second from the above times.
Fuel economy is a very reasonable 18 mpg in the city and 27 mpg on the highway by EPA estimates. Adding AWD chips 1 mpg from the highway number. Porsche threw everything it had at keeping fuel consumption as low as possible. Liberal use of aluminum in the engine, as well as the axles, doors, hood and front fenders, helps hold down the weight to 3,880 pounds in the RWD car and 4,012 pounds in the 4. Auto Start Stop, that automatically turns the engine off when not required, like at stop lights, and then automatically restarts it when the brake pedal is released, also helps maximize mileage.
A number of optional enhancements are available for the standard steel suspension consisting of a double-wishbone setup with cylindrical coil springs and twin-sleeve dampers in front, and a multilink arrangement with springs and dampers in the rear. This produces a firm ride and controlled handling. Porsche Active Suspension Management is a $1,990 electronically controlled damper system. The $5,000 Porsche Dynamic Chassis Control keeps the car flat during cornering. It also includes Porsche Torque Vectoring that combats understeer in the turns.

Monitored by an antilock system, the four-wheel ventilated disk brakes also support traction control, electronic stability control, emergency braking assist and electronic brakeforce distribution. Among the passive safety features inside the cabin are 10 airbags including dual front knee airbags as well as rear side-impact airbags.
Once inside the cabin, the spaciousness is striking. This isn't some 2+2 where the backseat is little more than a parcel shelf. Seating four, both front- and rear-seat occupants have scads of head, shoulder and legroom. Nearly 16 cubic feet of luggage capacity swallows cargo, and can be expanded to more than 44 cubic feet by folding down the rear seat.

First timers may find the acres of buttons, gauges, controls and switches intimidating as they slide behind the wheel. A Marine fighter pilot would probably find the density of buttons somewhat off putting. Porsche believes in a separate control for every function as opposed to some sort of central computer interface like BMW's iDrive. No complaints here.

Exactly what you would hope for in a sports car, the eight-way power-adjustable leather front bucket seats wrap around driver and passenger keeping them upright even during the hardest of cornering. Likewise the rear bucket seats provide optimum side support. Wood, leather and brightwork combine to create a rich, inviting environment.
Full power accessories, heated front seats and outboard mirrors, leather-wrapped tilt-telescoping steering wheel with redundant audio controls, dual-zone automatic climate control, and an 11-speaker audio system with a CD/DVD player and iPod interface are all standard.

A dizzying array of options will either thrill you or send you screaming out of the showroom. Everything from a $5,690 16-speaker Burmester Surround-Sound System to a $140 fire extinguisher are on the list.
If you want a luxury sedan with serious performance DNA, the Panamera is the real deal and an experience you can share with three friends.

By Russ Heaps - MyCarData

4:10 AM | 0 comments | Read More

Porsche Cayenne - a thrill and a smile

You can no longer argue that Porsche is a slave to the concept of two-passenger sports cars. No siree. Porsche had purists rummaging through the medicine cabinet for their Prozac when it launched its Cayenne SUV in 2003. The release of the four-door Panamera last year had a similar impact. Just what is the world coming to?

Evidently the American public has recovered sufficiently from the shock to have purchased roughly 90,000 Cayennes over the years. This number will no doubt be significantly swelled with the launch of the second generation Cayenne as a 2011 this summer. It is about two inches longer, and slightly wider and taller than the previous model. It weighs about 400 pounds less. EPA-estimated fuel economy for all new versions haven't been announced at this writing; however if they follow those of the V8-equipped S that have been posted, fuel economy across the board will be impressively improved. There will even be a hybrid edition coming this fall that should, once again, throw purists into a tizzy.

When all of the dust settles, there will be four Cayenne models for 2011: Base, S, Turbo and the totally new S Hybrid. Each is defined by its power source: V6, V8, V8 turbo and gas-V8/electric motor, respectively. All four come standard with all-wheel drive. The $46,700 Base and $63,700 S enjoy a modest increase in power, while the $104,800 Turbo stays the same. However all three are quicker thanks to Porsche squeezing out excess weight wherever it could -- 86 pounds from the doors alone.

A breakdown of the specs reveals that a 300-horsepower 3.6-liter V6 powers the Base that uses a six-speed manual transmission to transfer output to the wheels. The eight-speed driver-shiftable automatic transmission that is standard in the more expensive Cayennes is an option for the Base. Generating 400 horsepower is the 4.8-liter V8 in the S. A turbocharged version of the same V8 in the Turbo produces 500 horsepower. Mating the V8 to an electric motor delivers a combined 380 horsepower in the $67,700 S Hybrid.
Porsche has posted 0-60 times for all four models. As you might guess, leading the pack is the Turbo with a time of 4.4 seconds; followed by the S at 5.6 seconds, the S Hybrid at 6.1 seconds, and the Base at 7.1 seconds with the manual and 7.4 seconds with the eight-speed automatic transmission. So far the only EPA estimated fuel economy numbers available are the 16 mpg in the city and 22 mpg on the highway for the S. Those are up from last year's figures of 13 mpg, city and 19 mpg highway. Porsche expects similar fuel savings for the Base and Turbo versions as well. An automatic start/stop function that turns off the engine at red lights and then automatically restarts it also contributes to the improved fuel numbers.

From behind the wheel, it's easy to forget you are in command of roughly two and a quarter tons -- two and a half tons in the S Hybrid. All versions handle brilliantly. Standard on the Turbo is an air suspension system with Porsche's Active Suspension Management (PASM) that provides active, infinite damper control on the front and rear axles. It has a choice of "Comfort," "Normal" and Sport settings. PASM is optional on the Base, S and S Hybrid models. Another bit of technology voodoo is the Porsche Torque Vectoring (PTV) optional system that uses variable torque distribution on the rear wheels to increase stability in the curves.
Despite being taller, the new Cayenne is sleeker in profile than the first generation SUV. Its front end, hood and lower fascia are also more in keeping with the rest of the Porsche lineup. The exterior changes are evolutionary in their execution, but the differences are apparent.

Styling changes dominate the interior; significantly more is changed than remains familiar. Whether it's the meatier, redesigned three-spoke steering wheel, the more sophisticated, raised center stack, or the simplified pod of gauges facing the driver, the look is dramatically different. There are still grab handles affixed to the center console, but their design has been carried to the door pulls. The seats still feature generous side bolsters and uncommon support. Split and folding, the rear seat reclines up to 6 degrees and offers 6.3 inches of fore-aft travel. Maximum cargo space is increased by 25 percent to 63 cubic feet with the backseat folded down.
A number of standard features are common to the entire Cayenne lineup. Full power accessories, leather seating, Bluetooth connectivity, multi-adjustable power front seats, tilt-telescoping steering wheel, and a Bose-infused 5.1 surround-sound system with CD player, USB port and auxiliary audio input jack are all included in the base price.

Although Porsche has raised prices for the redesigned Cayenne (Base is up $1,200 and the S $3,000), it is a larger, quicker, more fuel efficient SUV than its predecessor. And really, if you are going to spend $50,000 or more on an SUV, are you going to quibble over a grand or two? If you are prepared to spend the money, the 2011 Cayenne will reward you with a thrill and a smile every time you put the whip to it whether it's on the way to work, around the twisties or over uncharted terrain. It is indeed a Porsche and all that name represents.

by Russ Heaps - MyCarData

4:08 AM | 0 comments | Read More

Porsche 911 + Rodas 20"

Porsche 911 + Rodas 20"

5:43 AM | 0 comments | Read More

cool photos from Listenyourwildside.tumblr.com which is focused on early motorcyles primarily

check it out, it doesn't have immense quantity of content, but it's a good look through race bikes and race cars http://listenyourwildside.tumblr.com/

6:18 PM | 0 comments | Read More

cool photos from Listenyourwildside.tumblr.com which is focused on early motorcyles primarily

check it out, it doesn't have immense quantity of content, but it's a good look through race bikes and race cars http://listenyourwildside.tumblr.com/

6:18 PM | 0 comments | Read More

Porsche 911 Carrera S com Rodas "20"

Porsche 911 Carrera S com Rodas "20"

5:55 AM | 0 comments | Read More

Gemballa Porsche Carrera GT Mirage GT White and Gold Edition

The Mirage GT White and Gold Edition is the latest work from the car tuning company Gemballa, and the car is their model based on the Porsche Carrera GT. Take the Porsche 980 Carrera GT, Gemballa modifies the exterior with an aerodynamic body kit, custom paint job gold, gold and carbon fiber accents.

In the shop car tuning receive performance upgrades to boost the number to 670 hp engine, with a peak speed of 335 km / h. At the track was able to run 0-100 km / h in just 3.7 seconds, and for curves Gemballa install a complete suspension package for the GT Porsche Carrera Mirage GT White and Gold Edition. New suspension kit including hydraulic height adjustable coilovers that drastically lower the vehicle while improving handling.



In the four corners of Sport GT Forged wheels are painted gold and come wrapped with high performance tires to grip the road. Inside the Mirage GT Porsche Carrera GT White and Gold Edition is a custom roof coating with carbon fiber pieces and elements of the same gold color painted exterior.

1:22 AM | 0 comments | Read More

Porsche 911 Turbo S unveiled with 530 HP of goodness

The wunderkinds in Wiessach have wrought a new head of the family in the form of the 2011 911 Turbo S, the first 911 S model in five years and the first for the 997. In Porsche parlance, the S suffix generally means more power and better handling, and this car appears ready to live up to the badge.

As we surmised last August, the twin-turbo flat-six is boosted to 530 horsepower, though it sips fuel at the same rate as the "base" Turbo's with its 500-horsepower engine. All that power and 516 pound-feet of torque are transferred to all four wheels – now 19 inches in diameter with center locking nuts – through Porsche's seven-speed PDK dual clutch gearbox, and a torque vectoring system helps point the car directly where the driver wants it. 0-62 miles per hour should arrive in 3.3 seconds and top speed is pegged at 196 mph. For comparison's sake, the almighty 911 GT2 makes the same amount of horsepower (530), is slower to 62 mph at 3.7 seconds, but beats the new 911 S at the top end with a 204-mph terminal velocity.

Both fixed and folding roof versions of the Turbo S will officially debut at the Geneva Motor Show next month and go on sale in Europe in May. The coupe will cost €173,241 including 19 percent VAT (the actual base price is €145,400), while the Cabriolet goes €184,546, also including the 19 percent VAT (base price €154,900). U.S. market models should follow soon after.

[Source: Porsche]

7:25 PM | 0 comments | Read More

Found on Cartefact.tumblr.com

This Hudson was at SEMA 2009: http://justacarguy.blogspot.com/2009/11/ever-seen-hot-rod-hudson-800-hp.html

These photos are from http://cartefact.tumblr.com/

10:00 AM | 0 comments | Read More

Cuban Classics, great photography of the last American cars in Cuba

see more at http://cubanclassics.blogspot.com/

1:43 PM | 0 comments | Read More

RUF Developing Electric Test Vehicles Based on the Porsche 911 Carrera

Porsche tuner RUF Automobile is developing ten electric vehicles with three different powertrains based on the 911 Carrera (997), which will be put to the test in “real life situations”. The prototypes are being manufactured in cooperation with German electronics giant Siemens AG and are going to be presented in the first half of 2011. The three eRUF variants feature a single motor concept, twin motor concept with 2-speed gearbox and twin motor concept with torque vectoring.

The first powertrain comprises a 180 kW (241HP) electric motor, 29 kWh lithium-ion battery and standard Porsche gearbox used for speed reduction. The setup offers an estimated driving range of 150 km (93 miles) and decent performance: 0 to 100 km/h (62 mph) in 7 seconds and a top speed of 220 km/h (137 mph).

The prototypes using the twin motor concept are even faster, reaching 100 km/h (62 mph) in about 5 seconds, while also maxing out at 220 km/h or 137 mph. Two synchronous electric motors deliver 250 kW (335HP) and are coupled to a 2-speed automatic transmission. The more potent battery pack (36,6 kWh) extends the driving range to 200 km (124 mph).

Last but not least, the third variant uses the same twin motor setup, while adding torque vectoring into the mix as well. Engineers mounted two separate gearboxes into the car, each powering a rear wheel. Acceleration and driving range are the same, however estimated top speed decreases to about 180 km/h (112 mph).

The field test are expected to provide important data on the different battery and powertrain setups, which will be handed over to the German Federal Ministry of the Environment, also involved in the project.

eRUF variants [Press Release]

1. Single Motor Concept
- Base vehicle, Porsche 997 Carrera
- Electric motor (180 kW) and inverter from Siemens AG
- Porsche production gearbox used for speed reduction
- Lithium-ion batteries with an energy capacity of 29 kWh
- Integrated charger, DCDC-converter, plug, socket and charging cable
- interior heating
- Data recording unit for analysis and documentation of the charging/ discharging, journey and component data
- Driving range approximately 150 km, maximum speed about 220 km/h, acceleration from 0 to 100 km/h in about 7 seconds
2. Twin Motor Concept with 2-speed Gearbox
- Base vehicle, Porsche 997 Carrera
- Two transversely mounted Siemens synchronous electric motors (250 kW) with double inverters
- Automatic 2 speed gearbox, limited slip differential
- Liquid cooled and heated lithium ion battery with an energy capacity of 36,6 kWh
- Integrated charger, DCDC-converter, plug, socket and charging cable
- interior heating
- Data recording unit for ananlysis and documentation of the charging/ discharging, journey and component data
- Driving range approximately 200 km, maximum speed about 220 km/h, acceleration from 0 to 100 km/h in about 5 seconds
3. Twin Motor concept with Torque Vectoring
- Base vehicle, Porsche 997 Carrera
- Two transversely mounted Siemens synchronous electric motors (250 kW) with double inverters
- Two seperate angular bevel gearboxes for independent rear wheel drive
- Liquid cooled and heated lithium ion battery with an energy capacity of 36,6 kWh
- Charging via inverter, DCDC-converter, plug, socket and charging cable
- interior heating
- Data recording unit for analysis and documentation of the charging/discharging, journey and component data
- Driving range approximately 200 km, maximum speed about 180 km/h, acceleration from 0 to 100 km/h in about 5 seconds

9:48 PM | 0 comments | Read More

2011 Porsche 918 RSR Coupe

2011 Porsche 918 RSR Coupe

2011 Porsche 918 RSR Coupe

2011 Porsche 918 RSR Coupe

2011 Porsche 918 RSR Coupe

2011 Porsche 918 RSR Coupe

2011 Porsche 918 RSR Coupe

2011 Porsche 918 RSR Coupe

2011 Porsche 918 RSR Coupe

1:03 AM | 0 comments | Read More