Porsche 918 Spyder Hybrid

The plug-in hybrid Porsche 918 Spyder supposedly makes over 500 HP and returns 78 MPG thanks to a 3.4-liter V8 and three electric motors.

2007 Techart Porsche 911-997

The new Porsche 911 Turbo of the 997 model range has arrived at the dealers’ showrooms and TECHART Automobildesign (Röntgenstrasse 47, D-71229 Leonberg-Höfingen, Germany, phone +49 / (0) 71 52 / 9 33 9-0, fax +49 / (0) 71 52 / 93 39 33, Internet www.techart.de ) presents the sporty TECHART tuning program for the new top-of-the-line model from Zuffenhausen.Sporty elegance characterizes the design of the TECHART aerodynamic-enhancement kit which was developed in the wind tunnel. The production front apron receives more visual emphasis from the TECHART front spoiler. More than this, the spoiler reduces aerodynamic lift, thus further improving directional stability at high speeds.
The new TECHART rear spoiler optimizes the effect of the retractable production rear spoiler. The understated TECHART roof spoiler visually stretches the roofline.
TECHART side sills give the coupe a longer, sleeker look. The side mirrors can be attractively upgraded using the TECHART mirror moldings.
TECHART also developed a rear diffuser for the Turbo, which extends the rear apron downward and provides a dramatic backdrop for the two oval-shaped twin tailpipes of the TECHART sport exhaust system.

TECHART also offers an extensive wheel and suspension program: Owners of the new Porsche 911 Turbo can refine their car with striking TECHART Formula five-spoke wheels with 19- or 20-inch diameters.
The most exclusive version for the new coupe features one-piece TECHART Formula light-alloy wheels in size 8.5Jx20 in front and in size 12Jx20 on the rear axle. TECHART recommends ContiSportContact 3 tires in sizes 245/30 ZR 20 and 325/25 ZR 20 for mounting on these wheels.

2007 Techart Porsche 911-997

Custom-calibrated to the TECHART tire/wheel combinations are the TECHART suspension solutions. The range of modifications starts with TECHART sport springs for a ride-height lowering of some 20 millimeters, sport sway bars and a dome cross-brace.

The TECHART VarioPlus coil-over suspension is available for the electronically adjustable PASM damper system of the new Turbo. This chassis offers not only an individually adjustable ride height by up to 25 millimeters, but also selectable ‘Normal’ and ‘Sport’ damper settings at the push of a button on the dashboard.
However, the settings are not limited to these presets. Both settings automatically firm up their damper rates during sporty driving. The result is an optimal symbiosis of excellent ride comfort during leisurely driving and agile, highly responsive handling during fast cornering.

TECHART already offers various versions of exhaust tuning. The product lineup includes oval-shaped dual tailpipes for the production exhaust system up to a throttle-controlled stainless steel sport exhaust system which optimizes performance and delivers a more exciting engine sound. A multi-stage performance tuning program for the turbocharged 997 engine will follow within short time.

As a world-renowned specialist for exclusive interior creations TECHART Automobildesign also offers individual interiors for the latest 911 top-of-the-line version in all colors and designs.
The program comprises exclusive TECHART fully leather interiors as well as sporty accessories: TECHART offers ergonomically shaped airbag sport steering wheels, foot pedals, foot rest and shift knob all made from aluminum as well as stainless-steel sill plates with TECHART logo.

(from TechArt Press Release) More than fine tuning. The TECHART program for the new Porsche 911 Turbo (997)

2004 Porsche 911 GT2 - www.robson.m3rlin.org

Speed matters when you’re talking about supercars. The base Porsche 911, which is pretty sweet and very fast, will run to 174 mph, and the 911 Turbo tops out at 189 mph. The new 911 GT2, however, is capable of reaching 196 mph. To some people, of course, acceleration matters even more than outright speed. The Carrera 2 can sprint from 0 to 62 mph in 5.2 seconds, and the 911 Turbo beams you there in a supernatural 4.2 seconds. The GT2 shaves another 0.1 second off that time. On paper, the GT2 would hardly seem to justify its $69,000 premium over the Turbo, but on the road, it’s a different matter entirely.

Even Porsche insiders admit that the GT2 is a very specialized vehicle. “Unlike the 911 Turbo, the GT2 is not a perfect everyday car,” says senior project manager Hartmut Kristen. “Don’t get me wrong–this is a great long-distance cruiser. But it’s a car that needs the right weather and road conditions and calls for a driver with plenty of experience. It’s a great car to have in your garage for that special Sunday morning or for a long weekend at the Nrburgring Nordschliefe.” Kristen explains the GT2’s mission and its position within the 911 family thus: “The GT2 should do for the Turbo what the GT3 has done for the naturally aspirated 911. It is even more powerful than the Turbo, and it is a lot sportier, as well as more raw-edged. This is not a centerline product. Instead, the GT2 is the ultimate 911 for serious drivers.”

On the day of my drive, I hopped out of a Carrera 4 and into the GT2, feeling instantly at home: It has the same instrument panel and interior layout (the test car’s Kevlar trim is, fortunately, not compulsory) and the same sport seats (racing buckets are a no-cost option). Even the engine sounds familiar. There is a characteristic rasp at idle, an angry yell when you floor the throttle, and a trademark full-bodied roar above 5000 rpm. The clutch is a little heavier than those in other 911s, though, and the shift-lever action feels different because the GT2 has a quicker and lighter cable linkage in place of rods.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

We’re off, and wow, this Porsche accelerates as if someone had pushed the fast-forward button. First gear stretches only to 39 mph, a speed that arrives so fast that the tach needle hits the 6750-rpm limiter before the dopey driver (me) has selected and engaged second gear. Second takes the GT2 to 73 mph, and this time I’m ready for the upshift when it is due. Third stretches to 106 mph, with fourth being theoretically good for 133 mph. Like every 911, the GT2 has a six-speed manual transmission, but, considering the massive maximum torque of 457 pound-feet that is on tap between 3500 and 4500 rpm, a four-speed gearbox would have done just as well. Unlike the GT3’s engine, the twin-turbocharged six-cylinder does not depend on high revs to deliver the goods, producing instant power in any gear, at any revs, or at any throttle position.

The top-of-the-line 911 puts 41 more horsepower on the road than the 220-pound heavier, 415-horsepower Turbo, but it does without all-wheel drive and PSM (Porsche Stability Management) skid control. The only traction control, apart from the driver’s right foot, is provided by a mechanical (instead of brake-activated) limited-slip differential. The locking ratio under a trailing throttle is a high 60 percent, which drops to 40 percent under power. The only problem is that the torque transfer between the rear wheels given by the mechanical diff is too abrupt; the car feels as if it wants to snap back from the course you’ve chosen. This 911 isn’t about smoothness or balance but is a hard-edged, uncompromising, bobbing and throbbing, street-legal racing car.

To escape traffic, we headed for the Black Forest, which is renowned for its great driving roads. When we got there, we found plenty of empty space–but also some black ice and light snow later in the day. We were looking for warm tarmac and hot tires. With 456 horsepower at our disposal, it wasn’t hard to breathe fire into the state-of-the-art Pirelli P Zero Rossos, but the car’s handling ranged from benign to venomous. The Rosso is the latest iteration of the famous asymmetrical Italian high-performance tire. It offers creamier breakaway characteristics, better hydroplaning behavior, and a more compliant ride. Porsche chose 235/40ZR-18 tires for the front and 315/30ZR-18s in the back. This arrangement combines super-glue roadholding with superbad hunting on substandard surfaces, especially under braking. On smooth roads, however, the directional stability is exceptional for a car with a 38/62 percent front/rear weight distribution.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

To move the center of gravity even closer to the ground, the engineers lowered the suspension of the GT2 by three-quarters of an inch. But with yours truly, the photographer, and all the camera gear on board, the center of gravity actually hit the road hard whenever the surface got bumpy and when the car stretched its legs in the wake of a brow or a humpback bridge. But then, this 911 doubles as a weekend racer; the suspension allows one to adjust the camber in front and the ride height, camber, and castor in the rear, in case you want to use slicks. The suspension was, by and large, taken over from the GT3, but the spring and damper rates are even tauter. Porsche has used zero-compliance uniball joints in place of some rubber bushings. Through high-speed autobahn esses, this rock-hard and rock-solid setup is great, but on secondary roads, the front end pitches too much. Particularly through fast, undulating corners, the nose of the car tap-dances like Fred Astaire, and even a tight grip on the steering wheel cannot overcome unwanted sidesteps. “You must trust the GT2,” says Kristen. “Maintaining the chosen line can be hard work, but in the end the car will always deliver and pull through.”

Like the tires, the Porsche Ceramic Composite Brakes (PCCB) are at their best when they have reached their working temperature. Drilled, ventilated, and larger in diameter than the iron rotors of the 911 Turbo, the ceramic discs are straddled by powerful six-piston calipers in the front and by four-piston calipers in the back. Fed by large cooling ducts, these brakes respond more quickly (especially in the wet), are virtually immune to fade, and are 50 percent lighter, totally corrosion-resistant, and, allegedly, almost indestructible. Thanks to a 25 percent higher coefficient of friction, the initial bite is so tenacious that you have to tighten your neck muscles when you engage the center pedal. From 190 to 0 mph, PCCB reduces the stopping distance by 29.5 feet, or about two car lengths.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

On a couple of occasions, we managed to push the 3600-cc boxer engine right up to the redline in fifth, shifted into sixth gear at 160 mph sharp, relished the awesome urge when the two turbos kicked in again, and watched the digital boost pressure readout jump back to the 14.5-pounds-per-square-inch maximum. Between 0 and 80 mph, there is hardly any difference between the Turbo and the GT2. But, as the engine and road speeds in-crease, the rear-wheel-drive car enters a class of its own. From 0 to 125 mph, for instance, the GT2 is a staggering three seconds faster than the Turbo, needing just 12.9 seconds to get there. From 0 to 100 mph, the GT2 will run with a Ferrari F40 or F50.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

Like the over-the-top 911 GT1, the GT2 flat-six uses a lightweight split crankcase, high-strength Nikasil-coated pistons, and dry-sump lubrication. Like the 911 Turbo, it features VarioCam Plus, which is Porsche-speak for variable intake valve lift and timing. On paper, both Turbos average an identical 18.2 mpg. In real life, however, our GT2 returned a less impressive 13.0 mpg–and that was without really trying.

Despite a monstrous rear wing and a low-riding front air dam, the drag coefficient of the GT2 has increased to 0.34 from the Turbo’s 0.31. This increase results mainly from the bigger air intakes that channel more air to the brakes and to no fewer than three radiators and two intercoolers. The key aerodynamic improvement over lesser 911s is the larger center intake that guides air through the main radiator before sending it through a full-width duct to vents between the nose cone and hood. This substantially increases front-end downforce and, at the same time, reduces the amount of air that passes between the road and the floorpan by an impressive 60 percent. The ground-effects front end pays off at speeds of 80 mph and above, tying the nose down in a thoroughly convincing manner.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

Unlike the Spartan GT3, the 3175-pound GT2 is kitted out with air conditioning, full leather trim, a CD stereo, power windows and door locks, and driver and passenger front and side air bags. To save weight, the rear seats have been replaced by an uneven but carpeted shelf that occasionally acts as an on-board echo chamber. The spare tire is also conspicuous by its absence, the trunk accommodates a token 3.9 cubic feet, and the fuel tank of the U.S. version can swallow only 16.9 gallons. Priced at $179,900, the GT2 is not a limited-edition special. If the demand justifies it, Porsche can build up to 900 units a year until the end of 2005, when the 911 Turbo will be discontinued.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

There are some pretty rational arguments against the GT2. For the same money, for instance, you could get a Carrera 2 and a Turbo. Plus, the GT2 is really too demanding to use as an everyday car. I actually prefer the now superseded naturally aspirated GT3, but perhaps I’m getting old. On the other hand, there is nothing as satisfying as getting it right in a car as raw and visceral as the GT2. And when you sit down and look at the numbers, this car’s performance is right up there with the hyper-expensive supercars of the Nineties such as the Ferrari F50 and the Jaguar XJ220. Since it’s so much more wieldy and usable than those machines, maybe it’s not so irrational after all.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

General Information
Vehicle Type: 2-door coupe,
production car
Price: $192,000
Fuel Mileage: 13/20 mpg
Drivetrain
Configuration: Rear Engine/RWD
Engine: Twin-Turbo Flat-6
Displacement: 3600 cc
Horsepower: 483 bhp @ 5700 rpm
Torque: 472 lb-ft @ 3500 rpm
Max RPM: 6750 rpm
Transmission: 6-Speed Manual
Dimensions
Weight: 3175 lbs
Height: Unavailable
Length: Unavailable
Width: Unavailable
Wheelbase: Unavailable
Track (f/r): Unavailable
Performance
0-60 mph: 3.9 sec
0-100 mph: 8.9 sec
¼ mile: 12.0 sec @ 121 mph
Top Speed: 196 mph
Lateral acceleration: 1.00g
Braking 60-0 mph: 110 ft

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

The 356 was the first car production car from Porsche after its founding in 1948. Small, light, rear-engined and highly maneuverable, it set the standard by which all other Porsches have been built.
Reutter Karosserie was one of the coachbuilders Porsche contracted to aid in construction of bodies for the 356. Reutter was purchased by Porsche in the early 1960s, in either 1963 or 1964. Other prominent Porsche coachbuilders at the time was Glaser.

Large scale production of the 356 was never Porsche’s intention. Soon, the facilities in Gmünd had become insufficient so the company moved back to Stuttgart Germany. Reutter was given the responsibility of constructing the Porsche 356 coupe bodies while Glaser was responsible for the 356 convertibles.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

In 1953, Porsche introduced the 356 to the United States. Max Hoffman of New York was established as the sole importer of Porsche cars. The following year, Hoffman requested that Porsche create a scaled-down version of its 356, in open configuration, for use in the West Coast in armature racing competition. The idea was to get a lightweight, low-cost competitive racer that could help promote the Porsche nameplate. During the next five years, more than 4100 examples of the Speedster were constructed. Production of the Speedster ceased in 1959.
During the war Ferdinand ‘Ferry’ Porsche and a handful of his proven, faithful employees had started work on development number 356 in their workshops moved to the town of Gmünd in Kärnten. The first design drawings were completed on 17 July 1947 and on 8 June 1948 the Kärnten state government issued a special permit homologating the car. Returning home after being held by the French as a prisoner of war and bailed out of custody by his family, Professor Dr.-Ing.h.c.Ferdinand Porsche, Ferry’s father, stated right away that ‘every single bolt was just right’. No 1 was then followed by a small series of 52 additional cars built in Gmünd, production in Stuttgart from 1950 – 1965 subsequently amounting to 78,000 units of the 356 model Porsche No 1, a mid-engined roadster, is completed and homologated in the Austrian town of Gmünd. The engine displaces 1131 cc and develops maximum output of 35 bhp(26 kW). The first few 356 coupes are made of light alloy.
The Porsche 1500 S (‘Super’) was launched in 1952 and was capable of producing 70 bhp.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

In 1953, the Porsceh 1300 S producing 60 horsepower was added to the Porsche line-up. This was also the year the Porsche was introduced to the United States. The split windshields are also replaced by bent windshields during this year.

1954 marked the production of the first 200 Porsche Speedsters.

In 1955, the Speedster becomes a genuine sales success. Production of the 356 A series starts in autumn with the proven 1300 and 1300 S power units soon joined by the 1600(1582 cc, 60 bhp/44 kW), 1600 S (1582 cc, 75 bhp/55 kW) and 1500 GS -the first Carrera marking the introduction of the new sports engine with four overhead camshafts – (1498 cc, 100 bhp/74 kW). The 1100-ccengines are dropped from the range.

During the 1956 model year, Porsche produces its 10,000th 356 model.

In 1957, the sporting and Spartan Porsche 1500 GS Carrera is joined by the more comfortable 1500GS de Luxe model.

In 1958, output of the Porsche 356 A 1500 GS Carrera GT is boosted to 110 bhp/81 kW. The Speedster is replaced by the Convertible D with a larger windscreen and winding windows at the side. The 1300-cc engines are dropped from the range.

In 1959, the Carrera receives extra power and is now called the 1600 GS-GT, with the sports version offering more output (1588 cc, 115 bhp/85 kW) than the de Luxe model (105 bhp/77 kW). The 356 B series is introduced in autumn, the Convertible D being renamed the Roadster.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

The Porsche 365C has been named the number ten on the list of Top Sports Cars of the 1960s by Sports Car International in 2004. The Porsche 356 is still widely regarded as a collector car that has capably stood the test of time.

There is some debate over which vehicle was the first official Porsche, the pre-war Porsche 64 being actually a VW racing automobile. The 356 was a sports car designed by Porsche that sold from 1948 through 1964 and was Porsche’s first production automobile. A prototype for the 356, the ‘Number 1′ had a mid-engine. The name for the 356 was chosen as it was the 356th project off the Porsche design desk. In 1949, production officially began in Stuttgart, Germany.

Designed and fabricated by Ferdinand ‘Ferry’ Porsche (the son of well-known Dr. Ing Ferdinand Porsche, founder of Porsche motors), the Project # 356 concept was then styled by Irwin Komenda. Bailed out of custody by his family, Professor Dr.-Ing.h.c.Ferdinand Porsche was a held as a prisoner of war by the French. During the war, Ferry Porsche and a small handful of his faithful employees began work on the 356 in their workshops moved to the town of Gmünd in Kärnten. On Dr. Porsche’s return to his family, he stated right away that ‘every single bolt was just right’.

On July 17th, 1947, the first design drawings were completed, and it was an entire year later when the Kärnten state government issued a special permit homologating the car on June 8th, 1948.

Komenda, born in 1904 in Austria, was also responsible for contributing substantially to the construction of the Volkswagen, Cistalia, Auto Union racers, and other vehicles of the day. Joining Porsche’s design bureau in 1931, Komenda held various positions at Steyr, Daimler-Benz and other coach shops in both Austria and Germany. He is responsible for contributing to a variety of other designs in Porsche’s history, and was the chief engineer and head of Porsche’s coachwork from 1955 until he died in 1966. The ‘confidential clerk’ for Porsche, Karl Peter-Rabe became the chief business manager, after Dr. Ing Albert Prizing, until 1965. Prizing was a business manager who is famous for bringing 37 orders back to the factory following one importer’s conference in Wolfsberg in 1950.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

The prototype was taken various times by Ferry, often with just the rolling chassis without body, up the steep mountain roads surrounding the city to test its agile handling and durability. Ferdinand Porsche went on to live a long life, and died on March 27th, at the age of 88. Contributing to the handling of the prototype was the gearbox and suspension specialist Karl Frolich.

Evolving through several updates through the years, the 365 was originally available as a coupe, a cabriolet and finally a roadster. The vehicle changed from mid-engine to rear, along with a myriad of details that evolved over the 22 year run of the model, though the recognizable shape of the vehicle remained the same, a timeless classic. The most desirable versions were the Porsche 356 Carrera, which came with a special racing engine, and the ‘Super 90′ and ‘Speedster’ models. The same price as a Cadillac at the time, the price of a late 1950’s Porsche was nearly $4,000. Today, a 356 Carrera model can sell for well over $150,000.

The very first Porsche sport car was hand built in Gmünd/Kärnten, Austria. The entire aluminum body was hand beaten over a wooden buck. Without the benefits of a machine shop, all of the engine and drive-train components were made completely. Over 50 Gmünd cars were built and sold primarily in Austria and Germany. To be closer to parts suppliers, the Porsche Firm, located to Zuffenhausen, Austria, near the Reutter coachworks following the war. The only Porsche to ever have the engine mounted in front of the rear axle, the 356/1 was open top 2-seater. Designed with a tubular chassis, the vehicle was air-cooled and came with a 110 cc engine that remarkably light and quick for the times. Following this first ever radical design, every Porsche 356 to follow was constructed with the engine in the rear, behind the axle.
The Reutter Company, located in Stuttgart Germany, was given the assignment in late 1949 to construct 500 body works for an adjusted model of the 356 unit. This classic 356 was capable of reaching a speed of 140 kph. Under the belief that selling more than 500 units was an impossible feat, it was a pleasant surprise on March 15, 1954, car no. 5,000 left the factory.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

Over the years, the 356 was updated with various mechanical refinements, though the basic shape was retained and remained instantly recognizable from year to year. The final 356B Roadster was built in early 1963, while both Coupe and Cabriolet models continued to be built every year up until 1965.

With a top speed of over 85 mph (135kph), a total of only 4 models of the 356 were produced in 1948. The 356/1 came with a 1.1 liter engine that was capable of making 40 horsepower. Less than 60 units were produced during 1949 and the earlier part of 1950. These very rare and unique models are known today as the Gmünd Coupes. The tiny sport cars continued to be built during 1950, but now at a factory in Stuttgart where Porsche moved production. A total of 298 units were built and delivered to their owners by the end of 1950.

One year later, three engines, all of them were flat-4’s ‘boxers’ that were air cooled and were available from the factory. They were available at the 1,100cc, the 1,300cc, and the 1,500cc. The 1500 Super was the top power-plant during late 1952, which came with a synchromesh transmission. That same year the America Roadster was designed and created. Only a total of sixteen models were produced, and all units were an aluminum cabriolet body that came with a removable windshield. In 1992, this vehicle inspired the 40th Anniversary 1992 911 America Roadster.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

Under the advice of Max Hoffman, the sole importer of Porsches into the U.S., the 356 ‘Speedster’ was introduced in late 1954. The idea was to produce a lower cost vehicle that was a racier version that would appeal to the American market. Proving to be an instantaneous hit, the Speedster came with a low, raked windshield that was easily removed, bucket seats, and a minimal folding top. In 1954, the Speedster was available for $2,995. This unit was available in a variety of six different engine types, the 1100, 1300, 1300A, 1300S, 1500 and 1500S. The 1500Super was the top of the line model, while the Coupe and Cabriolet wore the ‘Continental’ badge designation. In 1955 the 1600 motor went into production.

In 1956, the 356A was unveiled to the world, and had an all steel body, curved windshield and smaller wheels. When the cars were introduced, numerous subtle differences in the shape of the body and features were highlighted. In 1956 the 10,000th 356 unit rolled off the assembly line. The 356 Carrera was introduced at the same time, which came with a 1500GS engine. Before being replaced in 1959 by the Convertible D model, the Speedster peaked at a total of 1,171 units produced. In this same year, the 1300 engine was dropped from the line. A new project was the result from continued improvements to the 356A, the Type 2 or ‘T-2′, now with a new transmission, the 644 replaced the earlier 519 with an improved shifter, better synchros, dual nose mounts and a split case design. A higher horsepower is achieved in 1958 as continuous improvements were made in the Carrera engines.

The D model featured more comfortable seating, along with a more practical windshield, and glass side windows. In an attempt to boost sinking sales, around 1300 of these models were produced. While previous models were developed by Reutter coachbuilders, the Convertible D model was developed by Drauz, which is what the ‘D’ stands for. The D model falls somewhere between a Speedster and a Cabriolet in both luxury and lightweight appointments. In the later months of 1959, the Convertible D became a roadster with the new T-5 body style. Today to the convertible D is considered very desirable, due to the low number of units produced.

In 1960 the 356B offered the S90, or ‘Super 90′ motor as an available option. The vehicle also had a counterweighted crank, sodium-filled valves and Solex P40-II carburetors. The Karmann Coachworks were employed in 1961 to produce the ‘Hardtop’, a Cabriolet body with a fixed hard roof. The nickname ‘Notchback’ was affixed to these cars because of their profile. Nearly 1750 of these vehicles were produced during the two years of its production.

It was one year later when the 356B was introduced, updated with an entirely new body and Super 90 engine. In 1962 and 1963, the engine was once again revised, and changed body styles. A very small number of 356B 4-seater coupes were produced by a Swiss company. Though rare, several models are still around today. Next was the introduction of the Carrera 2 in April of 1962, and only around 450 models were produced in both Coupe and Cabriolet form. In the same year, Karmann produced 2170 coupes, and Reutter produced 4100. The production for the year topped 7900 when the almost 1600 Cabriolets are added into the count. The discussion is broached by Porsche with Reutter to purchase the coachmaker, and finally, after 12-years of co-operation, the successes are consolidated. ‘Christophorus’, a customer magazine filled with news and background on the Porsche lifestyle is launched by the Porsche factory.

Finally the 356C, the final model, known also as the Type 6 (T-6), was available in 1964 with an engine that came from the same lines as previous Spyder engines, the most powerful pushrod engine Porsche every produced, was cable of producing 130 horsepower. Offering the 1600C, 1600SC and Carrerra 2 engines, the 356C featured 4-wheel disc brakes. Both the C and SC were available for purchase in either Coupe or Cabriolet form.

In 1964, a total of 14,151 356 units were produced. Porsche had achieved a production rate higher in that year alone than the entire line production of the first 10 years of the Porsche 356. The 911 was introduced at this time, presaging the end of the 356 run. Through the end of 1965, the company continued to sell the 365C in North America as a lower-cost vehicle.

Achieving a victory in the 1100cc class during its first outing, the original 356-001 vehicle was raced at the Innsbruck city race. In Austria, on the 8th of June 1948, the Porsche was homologated by the state government of Kärnten. Frequently touring the world for special car shows and historic events, the original Porsche ‘001′ vehicle is in the Factory Museum.

Near the end of 1965, more than 76,000 Porsche 356 models were produced and sold. Following 17 years of production, the model 912 eventually took over the 356’s stance in the market. The push-rod engine from the 356 was reused to power the ‘entry level’ 912 model that was produced from 1965 to 1969.

The Porsche ‘901′ was introduced at the Frankfurt Motor Show in 1963. Later after a protest by Peugeot, the name was changed to ‘911′. In 1964 the Porsche 911 began production.

Rinspeed Porsche 911 - www.robson.m3rlin.org

Have you ever rolled up to the traffic lights, looked to your right and seen someone driving the exact same car as yours?
It certainly happens, especially to owners of popular car makes, and for drivers who consider their vehicles an extension of their own style, or just don’t want to be seen as a ‘follower’, this just won’t do.

Rinspeed Porsche 911 - www.robson.m3rlin.org

At the same token, the amount of cars I see on the road today – particularly in inner Melbourne and Sydney – that have been modified are steadily increasing.

From an innocuous muffler upgrade to fancy wheels, a bonnet scoop, bigger brakes and even the full monty – bodykit, custom head and brake lights, full engine tune, glossy interior – more and more modern cars are getting the custom treatment.

Though cars are primarily a useful mode of transport, they’re increasingly being seen as trendy extensions of their owners’ personalities.

Rinspeed Porsche 911 - www.robson.m3rlin.org

While car tuners of older models have been doing this for aeons, tuning their Torana SLR 5000s, HQ Monaros and Ford Falcon XC Cobras to attain quicker quarter mile numbers, new car buyers seem to be more and more opting for aftermarket upgrades, items that give their cars more personality, individuality and often more performance.

Rinspeed Porsche 911 - www.robson.m3rlin.org

Taking the idea of car customisation to the extreme, the sporadically eccentric Swiss tuning and styling house Rinspeed is now offering owners of the new 997-series Porsche 911 Carrera the chance to open their doors vertically, instead of the standard horizontal hinging doors.

Rinspeed is quick to acknowledge the importance of the Porsche brand to its own operation over the years. “The eighties saw great success with the R29 models based on the Porsche 928, the R69 based on the Porsche Turbo 1 and the Rinspeed Porsche Speedster based on the first Speedster model,” states Rinspeed.

Rinspeed Porsche 911 - www.robson.m3rlin.org

“These models quickly became the epitome of exciting sports car design with unique styling and quality,” the Swiss company says.
As you can see from the photography, the team behind the bizarre Porsche Chopster has created a whole range of accessories for the new Porsche, number one on the list, the wing doors.

In addition to these eye-catching (and costly) doors, sure to make your Lamboghini-owning brethren green with envy, Rinspeed has created a whole range of new accessories for the new 2005 model 911 Porsche Carrera models.
Wheels in various sizes are offered (18 and 19-inch predominantly), as are full suspension kits that can drop the ride height of the cars significantly, while increasing steering response and grip.

You can also individualise the look of your Porker by using a number of the European company’s aero upgrades. In addition to (allegedly) improving the aerodynamic effect of the car, they also help to create a different look, from front carbon fibre lip spoilers to side skirts and rear wings.

Rinspeed also offers its own exhaust systems that increase power output and add another visual difference to the rear of the car, with fancy looking exhaust outlets. It can also customise the interior of the cars, adding leather upholstery and back-lit scuff plates, Rinspeed-issue throttle/brake/clutch pedals and gear shifters.

Though not quite as wild as the Chopster, and far less futuristic than the advanced Senso, Rinspeed’s latest crop of upgrades and custom parts for the new 2005 Porsche are nonetheless pleasing to the eye, particularly those exotic wing doors.

Rinspeed offers custom pedals for Porsche 911sAnd just like far more common cars here in Australia, such as the Mitsubishi Lancer, Ford Falcon and Honda Accord Euro, owners of high end cars are similarly looking for ways to make their rides stand out from the crowd and perform differently, whether it be with simple decals, a new paint job or exhaust system modifications.

The automotive aftermarket and ‘tuning’ industries are today worth billions of dollars annually, particularly in places like North America and Europe, and as more and more money is sunk into car customisation, we are beginning to see the car manufacturers themselves trying to beat the aftermarket companies at their own game. Where there’s demand, there will be supply. Take Mercedes-owned ’smart’ for example. It offers interchangeable coloured and patterned plastic exterior panels for some of its vehicles, and take one look at companies like FPV and HSV in Australia for more evidence of the desirability of a higher-spec, modified vehicle.

As the ‘tuning’ scene builds momentum right across the globe, with Auto Salons and ’show and shine’ competitions becoming ever more popular, we could even see the day when no one car is similar. Imagine that – pulling up to the traffic lights and never ever seeing the same car lined up next to you. Now there’s food for thought.

Rinspeed Porsche 911 - www.robson.m3rlin.org

1954 Porsche 356 Cabriolet - www.robson.m3rlin.org

From April 1954, a number of changes were phased in on the 356, these including a choice of either ivory, beige or grey for the steering wheel and switchgear, window winders to match the facia switches and a heater control panel repositioned from the dashboard to the floor. A sunroof was made optionally available, nearly all these detail changes (save the sunroof) becoming standard on the flagship 1500 S. Externally, all variants were fitted with distinctive horn grilles next to the front indicators, parallel instead of clap-hands wipers and windscreen washer jets as standard. During June 1954, Porsche re-designated the 1300 as the 1300 A, the new Typ 506/1 motor featuring some major internal revisions over the Typ 506 it was replacing.

Output remained unchanged with 44bhp at 4200rpm, the 1300 A powerplant having been derived from the Typ 589 1300 S roller bearing engine. Displacement remained at 1290cc although both compression and carburettors were identical to the plain-bearing 1300. Like many other European manufacturers, Porsche were becoming convinced of the wisdom of developing certain derivatives that would appealed to more North American customers. Porsche’s US agent was Max Hoffman who positively encouraged such a machine, one he thought should be less expensive and with more sporting pretension than the relatively luxurious Cabriolet. Launched in September 1954 and going into production during November, the Speedster ethos was clearly derived from that of the short-lived America Roadster covered in Part 4 and Hoffman was adamant the new model should retail for under $3000. The Speedster was offered with either the 1300, 1300 S, 1500 or 1500 S post-November ’54 engines (covered shortly) but it was the bodywork and interior changes that were the Speedster’s biggest talking points. Starting with a standard Cabriolet shell, Porsche fitted a cut-down windscreen and removed the fussy roof arrangement, the original canvas top being replaced by a flimsy new item with detachable side screens instead of windows. It quickly earned the nickname ‘The Bathtub’.

Anodised gold Speedster scripting could be found mounted on each front wing above a unique belly strip running almost the entire length of the car. Inside, bucket-style seats were normally combined with tough cloth flooring and vinyl door panels (without map pockets) giving the Speedster a spartan yet stylish competition-oriented feel. A unique curved instrument binnacle featured a body coloured facia, upholstered top and no glovebox – the Speedster was every bit the weekend hot rod Hoffman had so clearly envisaged. Production of the new-and-improved 1955 model year 356 began in November 1954 when the 1100 was dropped and substantial revisions were made to all engines despite little outward change in specifications.

Volkswagen components were slowly being developed out of Porsche engines, constant improvements facilitating more powerful, reliable and refined motors that were to the highest specifications of their day. The 1300 A was replaced after just five months by the revised Typ 506/2-engined 1300 and offered a little more torque than the previous version. The roller bearing 1300 S Typ 589 engine was replaced by the Typ 589/2. 1.5-litre cars also received thoroughly revised powerplants with the Typ 546 and roller bearing Typ 528 becoming the 546/2 and 528/2 respectively. All engines were fitted with a three-piece aluminium crankcase instead of the previous two-piece magnesium component. Oil capacity increased from 3.5 to 4.5-litres. Set-up changes made at the same time included a front anti-roll bar accompanied by a change in spring rate, both developments being made in an attempt to reduce the 356’s tendency to oversteer. Externally, a Porsche badge was incorporated onto the stylised alloy front lid handle. Nearly all examples bound for North America during the 1955 model year (only the 1500 and 1500 S were officially exported) wore Continental side scripting in the style of the Speedster, however, Ford owned the Continental trademark for its Lincoln brand and only ’55 model year 356’s were badged as such. Production of the ‘pre-A’ 356 continued until October of 1955 when the 356 A was launched.

In July 1948 the world caught the first glimpse of the Porsche 356 Roadster. Up until then Ferdinand Porsche had worked for nearly half a century for other manufacturers. Developed by his son, Ferdinand Jr. or Ferry, the small two-seater was the first car to bear the Porsche name. The new Porsche received universal acclaim from journalists and won its class at its very first race. The sport’s cars exotic mid-engined spaceframe chassis was however too expensive and complicated for mass-production. Ferry Porsche had already realized this before Porsche #1 was completed and started the development of a less labor intensive production car. Even though the second Porsche was only remotely related to the original, the 356 name was retained.

Just like the original Porsche 356, the ‘356/2′ used many Volkswagen derived bits like the engine and suspension. This is hardly surprising as the Volkswagens was developed by Ferdinand Porsche and his men a few years earlier. The new 356 distinguished itself from its predecessor and the Volkswagen through its custom platform chassis. With the engine moved back to its familiar rear mounted location, the wheelbase could be considerably shortened. The suspension was pretty much carried over from the Volkswagen with trailing arms at the front and swing axles at the rear. The cable operated drum brakes were also pure Volkswagen and would be one of the 356’s few weaknesses. They were quickly replaced by Girling sourced hydraulic drums.

Also carried over from the Volkswagen was the air-cooled four cylinder boxer engine. Before it was bolted to the rear of the 356 chassis, it was however considerably modified. In its Volkswagen guise the flat four displaced just over 1100 cc, which was lowered to 1086cc to make the 356 eligible for the popular and highly competitive 1.1 litre racing class. Equipped with high compression heads and twin carburetors, the Porsche power-plant produced 40 bhp; a full 15 bhp up from the Volkswagen spec. The first rolling chassis was completed during April of 1948 at Porsche’s temporary headquarters in Gmünd, Austria. After being extensively tested, the chassis was fitted with a body towards the end of July; just a few weeks after the 356/1 Roadster was revealed.

In stark contrast with the original 356, the first production 356 was fitted with a coupe body. The rational was that a majority of the potential customers were found in the colder climates of central Europe. The coupe’s evocative lines were penned by Erwin Komenda and shared lines with ‘his’ Volkswagen 60K10 competition coupes that were built for the 1939 Berlin to Rome race. He was also inspired by Pinin Farina’s work on the Cisitalia 202. Constructed from aluminum, the body shells were very light and also had very favourable drag figures. In 1949 the coupe was joined by a similarly styled cabriolet, most of which were built by Swiss coachbuilder Beutler.

Shortly after the launch of the coupe, Porsche had received sufficient orders to orders for a fifty car production run. Hand-built, the first Porsches were very expensive and they certainly did not make a profit. The 356 was nevertheless the perfect advertising tool for the profitable engineering and consultancy arm of the Porsche company. Towards the end of 1949, the Porsches were allowed to return to Germany and their former headquarters at Stuttgart. Here they could set up a more efficient production line to meet the ever increasing demand. An important step forward was the deal struck with coachbuilder Reutter to build the 356 bodies late in 1949. Despite having produced less than fifty cars in Gmünd, Porsche placed an order for 500 steel body shells as they expected to be able to sell around 100 cars per year.

Very few examples were produced in 1950 as the company moved back to the Stuttgart suburb of Zuffenhausen. To further broaden the appeal of the 356 Ferry Porsche decided to adopt three of the Gmünd built coupes for racing. Extensively lightened, these were labeled ‘Sport Leicht’, or SL. Two were entered for the 1951 24 Hours of Le Mans. However, an accident during one of the practice session decimated the Porsche entry to just one. The other one completed the race 20th overall and more importantly 1st in class in the hands of French drivers Auguste Veuillet and Edmond Mouche. The two drivers repeated that class victory in the next race. It was the start of a love affair between Porsche and the legendary endurance race that has resulted in innumerable class wins and 16 overall victories for the German manufacturer.

Now fully settled in at their new Stuttgart facilities, Porsche struggled to meet the demand. During 1951 the German manufacturer produced 298 cars; nearly three times more than the original estimate. In the potentially biggest market, the United States, Porsche wasn’t quite as successful. The high quality and relatively luxurious 356 was much more expensive than the highly popular British alternative. Iconic importer of European cars Max Hoffman believed that Porsche deserved a chance and proposed the addition of a more rudimentary equipped version of the 356. Porsche reluctantly accepted and commissioned the construction of a series aluminum Roadster bodies at the little known coachbuilder Heuer. Known as the America Roadster, it is believed that just over a dozen were built before Heuer went bankrupt.

Towards the end of 1951 Porsche introduced a larger version of the flat four engine. By increasing the bore to 80mm, the displacement grew in size to 1286cc and with it the power rose to 45 bhp. It was offered alongside the original 1.1 litre engine, which remained in production until 1954. It took a lot more effort to develop the third variation on the four cylinder theme; the ‘1500.’ With the help of crankshaft manufacturer Hirth, the Porsche engineers managed to increase the stroke sufficiently to get to the desired displacement of 1.5 litre. Introduced in the 356 1500 during 1952, the engine produced 55 bhp. Porsche’s competition department reworked the 1500 engine with hotter cams and bigger carburetors, boosting power to 70 bhp. In October of 1952 this engine found its way into a new road car; the 356 Super.

The larger engines made the 356 a much more appealing prospect in the United States. Helped by the great sales tactics of Hoffman, Porsche got an ever grower following in North America. They were extremely popular with amateur racing drivers, who campaigned them with great success. Hoffman had nevertheless not yet given up on the idea of a ’spartan’ 356 in the vain of the America Roadster to compete with the British sports cars and also the new Corvette on price. Porsche’s answer to Hoffman’s requests was the standard Cabriolet based ‘Speedster’, which featured a very minimalistic interior, a cut-down curved windshield and no folding roof. Cheaper and lighter than the standard Porsches, the Speedster was an immediate hit in the salesroom and also on the racing track.

Even though the 356 and its engines had been constantly updated to meet the latest demands, Porsche felt it was time to completely revamp the model in 1955. Although visually very similar, the ‘356A’ launched at the Frankfurt show in the fall of 1955 was a big step forward. It meant the end of the line of the first Porsche production model that saw the company transform from a modest engineering consultant to a full fledged manufacturer. By the time the 356A took over, nearly 8000 examples of the 356 were produced; quite a few more than the 100 per year of the original estimate.

Featured is one of the very few Porsche 356 Coupes built in Gmünd. Like many of the early cars, it does not yet feature the crest on the nose with the familiar Porsche logo. Having survived in remarkable original condition, it is shown in action during the 2006 Monterey Historic Races.

Brian goes for a drive in VRAlexander’s legendary Porsche Carrera GT. The video shows lots of footage from inside the CGT on the road, drifts, flybys, freeway pulls, and much more. I switch about half way threw the vid from the CGT to a different car to get some differnt viewpoints of the Carrera GT. Also along on the drive was a modded 996TT, modded GT2, and a modded Audi S4. Major thanks goes out to VRAlexander for inviting me on the ride, it’s always fun when your in town! And also to the rest of the great guys on the run. Hope you all enjoy the video and be sure to TURN UP YOUR SPEAKERS!

The development of the Carrera GT can be traced back to its predecessors, the 911 GT1 and LMP1-98 racing cars. Due in part to the FIA and ACO rule changes in 1998, both designs had ended. Porsche at the time had planned on a new Le Mans prototype for 1999. The car was initially intended to use a turbocharged flat-6, but was later redesigned to use a new V10 engine, pushing the project back to planned competition in 2000. The V10 was a unit secretly built by Porsche for the Footwork Formula One team in 1992, but later shelved. The engine was resurrected for the Le Mans prototype and increased in size to 5.5 litres. Unfortunately the project was cancelled after two days of testing for the first car, in mid-1999, mostly due to Porsche’s wish to build the Cayenne SUV with involvement from Volkswagen and Audi, thus requiring engineering expertise to be pulled from the motorsports division. It was also speculated that VW-Audi chairman Ferdinand Piëch wanted Audi’s new Le Mans Prototype, the Audi R8 not to face competition from Porsche in 2000.

Porsche did keep part of the project alive by using the 5.5L V10 from the prototype in a concept car shown at the 2000 Geneva Motor Show, mainly in an attempt to draw attention to their display. Surprising interest in the vehicle and an influx of revenue provided from the Cayenne helped Porsche decide to produce the car, and development started on a road-legal version that would be produced in small numbers at Porsche’s new manufacturing facility in Leipzig. Porsche started a production run of Carrera GTs in 2004, shipping the units with an MSRP of $440,000 USD and a dealer invoice price of approximately $414,800 USD. In addition, the delivery charge could be as much as $5,000 USD. The first Carrera GT went on sale in the US on Jan 31, 2004.

Originally a production run of 1,500 cars was planned. But Porsche announced in August, 2005 that it would not continue production of the Carrera GT through 2006, citing discontinuation was due to changing airbag regulations in the US. As of May 6, 2006, 1,270 GT’s had been manufactured, with 604 being sold in the United States.

The Carrera GT is powered by a 5.7 litre V10 engine producing 612 DIN (605 SAE) horsepower (450 kW)[5] whereas the original concept car featured a 5.5 litre version rated at 558 hp (416 kW). Porsche claims it will accelerate from 0 to 100 km/h (62.1 mph) in 3.9 seconds and has a maximum speed of 330 km/h (205 mph), although road tests indicated that in reality the car could accelerate from 0-60 mph in 3.5 seconds and 0-100 mph in 6.8 seconds, while 0-125 mph in 9.9. The Carrera GT has a basic five color paint scheme which includes Guards Red, Fayence Yellow, Basalt Black, GT Silver and Seal Grey. Custom colors were also available from the factory. A traditional six-speed manual transmission is the only available transmission, in contrast to its rival the Enzo Ferrari which is only offered with a computer actuated paddle shifted manual gearbox. Attached to this gearbox is a beechwood gearknob which pays homage to the wooden gearknob used in the Porsche 917 Le Mans racers. In its second year of production, a limited edition carbonfibre knob was also made available. With the Enzo Ferrari priced initially around $660,000, the Carrera GT base price of US$444,400 makes the dream of owning a piece of Le Mans inspired technology somewhat more attainable.

The Carrera GT has large side inlets and air dams that help cool the large V10 framed by the carbon fiber rear hood. Fitted with Porsche’s latest brake system, the 15 inch ceramic pad brakes make an impressive appearance underneath the 19 inch front and 20 inch rear wheels. Similar to other Porsche models, such as the 911, the GT includes an automated rear wing spoiler which deploys above 70 mph (110 km/h).

The interior is fitted with soft leather. Bose audio system and navigation systems are available as options. In typical Porsche fashion, the ignition is to the left of the steering wheel. This placement dates back to the early days of Le Mans racing when drivers were required to make a running start, hop into their cars, start them and begin the race. The placement of the ignition enabled the driver to start the car with his left hand and put it in gear with his right.

Technology
The Porsche Carrera GT’s carbon-ceramic (silicon carbide) disc brake

Notable technology includes a pure carbon fiber monocoque and subframe, dry sump lubrication and inboard suspension. The carbon fiber monocoque and subframe were produced and assembled by ATR Composites Group of Italy. The Carrera GT radiator is about five times the size of a 911 Turbo’s. Unlike some of its rivals, the Carrera GT does not feature dynamic stability control, but it does have traction control. Porsche claims that over 75 technology patents have been filed during the development of the Carrera GT.

There are many books in print which chronicle the history of the Porsche family, company, factory and cars. Dr. Bill Block of “Block’s Books: The Auto Fanatic’s Choice” has most, if not all of these in stock. Write him for a book list. He’ll make recommendataions, too, as he reads the books he sells.

Timeline for the 356

Here’s a very rough timeline of the development of the 356, compiled from a variety of sources. “Driving in it’s Purest Form”, “Excellence was Expected”, “Speedster” and “Porsche : 356 & Rs Spyders” are all recommended for the Porsche 356 enthusiast and those interested in the Porsche history 1948-1966. See also the Porsche North America corporate website from which much of the below material came. The student of Porsche and 356 history is strongly encouraged to seek out the above books for a detailed history of the car, the company and the amazing individuals who brought us the 356.

1948: Gmünd, Austria. The Porsche Firm, having located to Austria just after the war to be closer to parts suppliers, turns out a variety of automotive, farm and industrial motors and tools for the war-ravaged western europe. Ferry Porsche (son of the famous Dr. Ing Ferdinand Porsche, founder of Porsche motors) designed and fabricates the first Project #356 car, model 356-001. The car utilized a tubular chassis, an 1100cc engine and was very light and so quick for the time. Karl Frolich was the gearbox and suspension specialist contributing to the handling of the prototype. Ferry Porsche often took the prototype–sometimes just the rolling chassis without body–up the steep mountain roads surrounding Gmünd and found the car a spright handler and good climber.

The body of the car was designed by Irwin Komenda. Kommenda, an Austrian born in 1904, contributed substantially to the Volkswagen, Cistalia, Auto Union racers and other cars of the day. Though the car changed from mid-engine to rear, the tubular chassis gave way to a unitized pan and body construction, and a myriad of details evolved over the 22 year run of the model, the overall design and instantly recognizeable shape of the car remained the same, a timeless classic. Komenda joined Porsche’s design bureau in 1931 after positions at Steyr and Daimler-Benz and other coach shops in Austria and Germany. Komenda contributed to many other designs in Porsche’s history and was the chief engineer and head of Porsche’s coach werk from 1955 until his death in 1966.

Karl Peter-Rabe was the “confidential clerk” for Porsche, and became the chief business manager, after Prizing, until 1965. Dr. Ing Albert Prizing was a business manager who brought 37 orders back to the factory after one importer’s conference in Wolfsberg in 1950.

The original 356-001 car is raced at the Innsbruck city race, achieiving a victory in the 1100cc class in its first outing. Porsche was homologated by the state government of Kärnten in Austria on 8 June 1948. Above and below photos courtesy of the Porsche archives. The original Porsche “001″ car is in the Factory Meuseum and frequently tours the world for special car shows and historic events.

Over 50 Gmünd cars are built and sold primarily in Austria and Germany. Many still survive in US and other collections around the world.1949: The first 356 Cabriolet is built. The Gmünd cars are alloy aluminum.

1950: The factory relocates to Zuffenhausen, next to the Reutter coachwerks and begins production on the 356. This run will continue to 1965, and produce nearly 80,000 cars. Cars are produced by other coachbuilders as well, namely Gläser.

A 1951 “split windshield” 356 Cabriolet. Porsche 356es made prior to 1955 are sometimes called “Pre-A”, as the model took on the letter predicate at that time.

1951: Porsche 356 technical innovations continue. The 1.3 liter motor has chrome plated aluminum cylinders and the world’s first synchromesh transmission. Porsche 356-002 wins at LeMans in the 1100cc class. The “Old Professor”, Dr. Ing Ferdinand Porsche, Sr. dies at 75. Porsche KG employs 1400 people as Ferry Porsche leads the company.

1952: The 1500 “Super” engine is introduced (1488 cc, 70hp DIN)

1953: In a deal with Max Hoffman, of New York, Porsche introduces the 356 to the United States. Soon Hoffman makes arrangements with select foriegn auto dealers around the country to carry the Porsche cars. Hoffman acts as sole US importer. Split windshields give way to bent windshields.

1954: Hoffman urges Porsche to make a less-expensive “stripped-down” model of it’s open car for the West Coast. Fair weather, a cruising scene and lots of amateur racing make the “Speedster” a success, a staple production for the next 5 years. Over 4100 Speedsters will be sold by 1959.

1955: The 1600 motor is in production. The 1500 GS Type 547 Carrera motor is in development for racing and finds its way into the 356 production line. The “A” version of the 356 model is introduced. Numerous subtle differences in the shape of the body and features of the care are introduced. Almost half the cars sold are open cars: cabriolets and Speedsters. The “A” models are named internally at “Type 1″, and thereafter known by enthusiasts as “T-1″ cars.

1956: The 10,000th 356 Rolls off the assembly line. Pictured below with Ferry Porsche.

1957: More improvements to the 356A results in a new project, the Type 2, or “T-2″. A new transmission, the 644 replaces the earlier 519 with improved shifter, a split case design, dual nose mounts and better synchros.

1958: Continued improvements in the Carrera engines yield higher horsepower. Production begins on the “Convertible D”, a replacement for the Speedster. The “D” is made by Drauz factory, and the car is between a Speedster and a Cabriolet in luxury and lightweight appointments. Most noticeable are the roll-up windows and a taller, but still “removeable” windscreen.

1959: The last Speedster is made. The 1300 engine is dropped from the line. In the fall a new model, the Type-5 (T-5), 356B is introduced. The Convertible D becomes the Roadster with the new T-5 body style.

1960: The 356B gets the “Super 90″ (S90) motor as an option, with a counter weighted crank, sodium-filled valves and Solex P40-II carburetors.

1961: The Karmann Coachwerks is employed to make the “Hardtop”, which is a Cabriolet body with a fixed hard roof. This profile gives the car the knickname “Notchback”. Nearly 1750 of these cars will be made over two years’ production

1962: Karmann makes 2170 coupes along with the 4100 made by Reutter. Along with almost 1600 Cabriolets, production tops 7900 for the year. Porsche begins discussion with Reutter to purchase the coach maker and finally completely consolidate the successes of 12 years of co-operation. The factory launches “Christophorus”, a customer magazine of news and background on the Porsche lifestyle.

1963: The 356C, known as the Type 6 (T-6) is introduced, along with the SC engine with 95hp. The “C” has 4-wheel disc brakes, and an optional 12-volt electric system. The optional “Carrera 2″ motor develops 130 DIN hosepower.

1964: 356 Production reaches a high of over 10,000 in a single year, more than the entire line production of the first 10 years of the Porsche 356. The factory introduces the 911 model, presaging the end of the 356 line.

1966: The last 10 356 Cabriolets run off the production line in this calendar year, finishing the 1965 model year run. The 4-cylinder Carrera engines contiune racing in the successful 904 model. Total production run: more than 78,000. About 1/2 of the entire production are believed to exist today.

Here are our links to 356 History and Memorabilia

• Porsche’s History section of their website (english)
  (Porsche Geschichte ein deutsch) (leaves this website)
• Porsche 356 SL – A legendary racing car
• Link to Pelican Parts’ Racing Poster exhibit (leaves this website)
• A project to catalog all information about Carrera Speedsters (leaves this website)
• An early print advertisement for the “Jet Setting” 356 buyer
• Charlie White’s site of 356 Memorabilia, with examples of sales literature (leaves this website)
• Porsche motor and model blueprint reproductions. Small gif files of large prints in a collector’s archive (leaves this site).

This Porsche 356 is the very first real Porsche car created by Ferdinand ‘Ferry’ Porsche. This prototype two seater open roadster, known as ‘Porsche Number 1,’ has a mid-mounted, air-cooled flat-4 engine displacing 1,131cc. While the body was an original design, most of the mechanicals including engine and suspension were derived from the Volkswagen Beetle, which Ferry’s father, Ferdinand Porsche, had designed. The aluminum roadster body of this car was designed by Porsche employee Erwin Komenda in April 1948 and was completed in just one month. Smooth and low, Porsche Number 1 set the pattern for later 356s with one fundamental difference, the engine of the production cars was moved behind the rear axle to reduce costs and make room for two additional seats.

During the war Ferdinand ‘Ferry’ Porsche and a handful of his proven, faithful employees had started work on development number 356 in their workshops moved to the town of Gmünd in Kärnten. The first design drawings were completed on 17 July 1947 and on 8 June 1948 the Kärnten state government issued a special permit homologating the car. Returning home after being held by the French as a prisoner of war and bailed out of custody by his family, Professor Dr.-Ing.h.c.Ferdinand Porsche, Ferry’s father, stated right away that ‘every single bolt was just right’. No 1 was then followed by a small series of 52 additional cars built in Gmünd, production in Stuttgart from 1950 – 1965 subsequently amounting to 78,000 units of the 356 model Porsche No 1, a mid-engined roadster, is completed and homologated in the Austrian town of Gmünd. The engine displaces 1131 cc and develops maximum output of 35 bhp(26 kW). The first few 356 coupes are made of light alloy.
The Porsche 1500 S (‘Super’) was launched in 1952 and was capable of producing 70 bhp.

In 1953, the Porsceh 1300 S producing 60 horsepower was added to the Porsche line-up. This was also the year the Porsche was introduced to the United States. The split windshields are also replaced by bent windshields during this year.

1954 marked the production of the first 200 Porsche Speedsters.

In 1955, the Speedster becomes a genuine sales success. Production of the 356 A series starts in autumn with the proven 1300 and 1300 S power units soon joined by the 1600(1582 cc, 60 bhp/44 kW), 1600 S (1582 cc, 75 bhp/55 kW) and 1500 GS -the first Carrera marking the introduction of the new sports engine with four overhead camshafts – (1498 cc, 100 bhp/74 kW). The 1100-ccengines are dropped from the range.

During the 1956 model year, Porsche produces its 10,000th 356 model.

In 1957, the sporting and Spartan Porsche 1500 GS Carrera is joined by the more comfortable 1500GS de Luxe model.

In 1958, output of the Porsche 356 A 1500 GS Carrera GT is boosted to 110 bhp/81 kW. The Speedster is replaced by the Convertible D with a larger windscreen and winding windows at the side. The 1300-cc engines are dropped from the range.

In 1959, the Carrera receives extra power and is now called the 1600 GS-GT, with the sports version offering more output (1588 cc, 115 bhp/85 kW) than the de Luxe model (105 bhp/77 kW). The 356 B series is introduced in autumn, the Convertible D being renamed the Roadster.

Source – Porsche
The Porsche 365C has been named the number ten on the list of Top Sports Cars of the 1960s by Sports Car International in 2004. The Porsche 356 is still widely regarded as a collector car that has capably stood the test of time.

There is some debate over which vehicle was the first official Porsche, the pre-war Porsche 64 being actually a VW racing automobile. The 356 was a sports car designed by Porsche that sold from 1948 through 1964 and was Porsche’s first production automobile. A prototype for the 356, the ‘Number 1′ had a mid-engine. The name for the 356 was chosen as it was the 356th project off the Porsche design desk. In 1949, production officially began in Stuttgart, Germany.

Designed and fabricated by Ferdinand ‘Ferry’ Porsche (the son of well-known Dr. Ing Ferdinand Porsche, founder of Porsche motors), the Project # 356 concept was then styled by Irwin Komenda. Bailed out of custody by his family, Professor Dr.-Ing.h.c.Ferdinand Porsche was a held as a prisoner of war by the French. During the war, Ferry Porsche and a small handful of his faithful employees began work on the 356 in their workshops moved to the town of Gmünd in Kärnten. On Dr. Porsche’s return to his family, he stated right away that ‘every single bolt was just right’.

On July 17th, 1947, the first design drawings were completed, and it was an entire year later when the Kärnten state government issued a special permit homologating the car on June 8th, 1948.

Komenda, born in 1904 in Austria, was also responsible for contributing substantially to the construction of the Volkswagen, Cistalia, Auto Union racers, and other vehicles of the day. Joining Porsche’s design bureau in 1931, Komenda held various positions at Steyr, Daimler-Benz and other coach shops in both Austria and Germany. He is responsible for contributing to a variety of other designs in Porsche’s history, and was the chief engineer and head of Porsche’s coachwork from 1955 until he died in 1966. The ‘confidential clerk’ for Porsche, Karl Peter-Rabe became the chief business manager, after Dr. Ing Albert Prizing, until 1965. Prizing was a business manager who is famous for bringing 37 orders back to the factory following one importer’s conference in Wolfsberg in 1950.

The prototype was taken various times by Ferry, variously with just the rolling chassis without body, up the steep mountain roads surrounding the city to test its agile handling and durability. Ferdinand Porsche went on to live a long life, and died on March 27th, at the age of 88. Contributing to the handling of the prototype was the gearbox and suspension specialist Karl Frolich.

Evolving through several updates through the years, the 365 was originally available as a coupe, a cabriolet and finally a roadster. The vehicle changed from mid-engine to rear, along with a myriad of details that evolved over the 22 year run of the model, though the recognizable shape of the vehicle remained the same, a timeless classic. The most desirable versions were the Porsche 356 Carrera, which came with a special racing engine, and the ‘Super 90′ and ‘Speedster’ models. The same price as a Cadillac at the time, the price of a late 1950’s Porsche was nearly $4,000. Today, a 356 Carrera model can sell for well over $150,000.

The very first Porsche sport car was hand built in Gmünd/Kärnten, Austria. The entire aluminum body was hand beaten over a wooden buck. Without the benefits of a machine shop, all of the engine and drive-train components were made completely. Over 50 Gmünd cars were built and sold primarily in Austria and Germany. To be closer to parts suppliers, the Porsche Firm, located to Zuffenhausen, Austria, near the Reutter coachworks following the war. The only Porsche to ever have the engine mounted in front of the rear axle, the 356/1 was open top 2-seater. Designed with a tubular chassis, the vehicle was air-cooled and came with a 110 cc engine that remarkably light and quick for the times. Following this first ever radical design, every Porsche 356 to follow was constructed with the engine in the rear, behind the axle.
The Reutter Company, located in Stuttgart Germany, was given the assignment in late 1949 to construct 500 body works for an adjusted model of the 356 unit. This classic 356 was capable of reaching a speed of 140 kph. Under the belief that selling more than 500 units was an impossible feat, it was a pleasant surprise on March 15, 1954, car no. 5,000 left the factory.

Over the years, the 356 was updated with various mechanical refinements, though the basic shape was retained and remained instantly recognizable from year to year. The final 356B Roadster was built in early 1963, while both Coupe and Cabriolet models continued to be built every year up until 1965.

With a top speed of over 85 mph (135kph), a total of only 4 models of the 356 were produced in 1948. The 356/1 came with a 1.1 liter engine that was capable of making 40 horsepower. Less than 60 units were produced during 1949 and the earlier part of 1950. These very rare and unique models are known today as the Gmünd Coupes. The tiny sport cars continued to be built during 1950, but now at a factory in Stuttgart where Porsche moved production. A total of 298 units were built and delivered to their owners by the end of 1950.

One year later, three engines, all of them were flat-4’s ‘boxers’ that were air cooled and were available from the factory. They were available at the 1,100cc, the 1,300cc, and the 1,500cc. The 1500 Super was the top power-plant during late 1952, which came with a synchromesh transmission. That same year the America Roadster was designed and created. Only a total of sixteen models were produced, and all units were an aluminum cabriolet body that came with a removable windshield. In 1992, this vehicle inspired the 40th Anniversary 1992 911 America Roadster.

Under the advice of Max Hoffman, the sole importer of Porsches into the U.S., the 356 ‘Speedster’ was introduced in late 1954. The idea was to produce a lower cost vehicle that was a racier version that would appeal to the American market. Proving to be an instantaneous hit, the Speedster came with a low, raked windshield that was easily removed, bucket seats, and a minimal folding top. In 1954, the Speedster was available for $2,995. This unit was available in a variety of six different engine types, the 1100, 1300, 1300A, 1300S, 1500 and 1500S. The 1500Super was the top of the line model, while the Coupe and Cabriolet wore the ‘Continental’ badge designation. In 1955 the 1600 motor went into production.

In 1956, the 356A was unveiled to the world, and had an all steel body, curved windshield and smaller wheels. When the cars were introduced, numerous subtle differences in the shape of the body and features were highlighted. In 1956 the 10,000th 356 unit rolled off the assembly line. The 356 Carrera was introduced at the same time, which came with a 1500GS engine. Before being replaced in 1959 by the Convertible D model, the Speedster peaked at a total of 1,171 units produced. In this same year, the 1300 engine was dropped from the line. A new project was the result from continued improvements to the 356A, the Type 2 or ‘T-2′, now with a new transmission, the 644 replaced the earlier 519 with an improved shifter, better synchros, dual nose mounts and a split case design. A higher horsepower is achieved in 1958 as continuous improvements were made in the Carrera engines.

The D model featured more comfortable seating, along with a more practical windshield, and glass side windows. In an attempt to boost sinking sales, around 1300 of these models were produced. While previous models were developed by Reutter coachbuilders, the Convertible D model was developed by Drauz, which is what the ‘D’ stands for. The D model falls somewhere between a Speedster and a Cabriolet in both luxury and lightweight appointments. In the later months of 1959, the Convertible D became a roadster with the new T-5 body style. Today to the convertible D is considered very desirable, due to the low number of units produced.

In 1960 the 356B offered the S90, or ‘Super 90′ motor as an available option. The vehicle also had a counterweighted crank, sodium-filled valves and Solex P40-II carburetors. The Karmann Coachworks were employed in 1961 to produce the ‘Hardtop’, a Cabriolet body with a fixed hard roof. The nickname ‘Notchback’ was affixed to these cars because of their profile. Nearly 1750 of these vehicles were produced during the two years of its production.

It was one year later when the 356B was introduced, updated with an entirely new body and Super 90 engine. In 1962 and 1963, the engine was once again revised, and changed body styles. A very small number of 356B 4-seater coupes were produced by a Swiss company. Though rare, several models are still around today. Next was the introduction of the Carrera 2 in April of 1962, and only around 450 models were produced in both Coupe and Cabriolet form. In the same year, Karmann produced 2170 coupes, and Reutter produced 4100. The production for the year topped 7900 when the almost 1600 Cabriolets are added into the count. The discussion is broached by Porsche with Reutter to purchase the coachmaker, and finally, after 12-years of co-operation, the successes are consolidated. ‘Christophorus’, a customer magazine filled with news and background on the Porsche lifestyle is launched by the Porsche factory.

Finally the 356C, the final model, known also as the Type 6 (T-6), was available in 1964 with an engine that came from the same lines as previous Spyder engines, the most powerful pushrod engine Porsche every produced, was cable of producing 130 horsepower. Offering the 1600C, 1600SC and Carrerra 2 engines, the 356C featured 4-wheel disc brakes. Both the C and SC were available for purchase in either Coupe or Cabriolet form.

In 1964, a total of 14,151 356 units were produced. Porsche had achieved a production rate higher in that year alone than the entire line production of the first 10 years of the Porsche 356. The 911 was introduced at this time, presaging the end of the 356 run. Through the end of 1965, the company continued to sell the 365C in North America as a lower-cost vehicle.

Achieving a victory in the 1100cc class during its first outing, the original 356-001 vehicle was raced at the Innsbruck city race. In Austria, on the 8th of June 1948, the Porsche was homologated by the state government of Kärnten. Frequently touring the world for special car shows and historic events, the original Porsche ‘001′ vehicle is in the Factory Museum.

Near the end of 1965, more than 76,000 Porsche 356 models were produced and sold. Following 17 years of production, the model 912 eventually took over the 356’s stance in the market. The push-rod engine from the 356 was reused to power the ‘entry level’ 912 model that was produced from 1965 to 1969.

The Porsche ‘901′ was introduced at the Frankfurt Motor Show in 1963. Later after a protest by Peugeot, the name was changed to ‘911′. In 1964 the Porsche 911 began production.

The 2008 Porsche Cayenne gets a slightly different look, with new front and rear styling, including more contoured tail lamps, with LED versions to distinguish the turbo. All 2008 Porsche models retain the recognizable smooth Porsche snout and lower air dam in front and prominent dual exhausts in back.

The exterior of the 2008 Porsche Cayenne is subtly different from past models, but reviews read by TheCarConnection.com approve of the restyle. The exterior changes on the Porsche Cayenne include headlights that “are flatter, and the leading edge in front of the hood is more defined than before,” according to Cars.com. The Detroit News says “the subtle changes create a more sophisticated look,” thanks to the fact that “the turn signal indicators have been removed from the headlight assembly and lowered onto the grille.” Kelley Blue Book reviewers note that the redesign serves a “functional sense” as well as a styling one, since the new features bring “an aerodynamic benefit” as “the coefficient of drag has been lowered substantially offering potential fuel economy benefits.”

The interior of the Porsche 2008 Cayenne isn’t received quite as well as the exterior. For the Porsche Cayenne, Forbes Autos writes that “the Cayenne’s interior is identical to the outgoing model’s, which is somewhat of a disappointment” because “there are some minor annoyances that could significantly improve” the cabin. Edmund’s reviewers say that the Porsche Cayenne’s “interior is all Porsche,” which, unfortunately, “means that the climate and audio controls are comprised of many small, look-alike buttons that take some getting used to.” On the positive side, Forbes Autos is pleased to find that “Porsche stayed away from any form of multifunction knob-controlled system as seen on virtually every new luxury vehicle from foreign manufacturers,” such as BMW’s iDrive. Also winning praise are the “large, simple toggles for climate, suspension, [and] transfer-case settings,” which Consumer Guide appreciates. One negative review comes from Motor Trend, where reviewers feel that the interior of the 2008 Porsche Cayenne is “somber,” though such strong negative sentiment is rare.

The Cayenne Turbo is fitted with Porsche Active Suspension Management (PASM) with air suspension as standard. This variant can now be augmented with the new Porsche Dynamic Chassis Control (PDCC) roll stabilizer system. This constant roll control, also available for the Cayenne and Cayenne S, limits vehicle roll on corners and counterbalances it completely in almost all driving situations. The Cayenne thus offers significant improvements in terms of handling, directional stability and ride comfort. When off-road, the system enables maximum axle articulation and improves traction.

Porsche Stability Management (PSM), with its brake assist function, advanced trailer stabilization system and off-road ABS, comes as standard on all Cayenne models. These functions improve the brakes’ reaction speed, markedly reduce the yawing which can affect vehicles when towing, and optimize braking performance on loose ground. What’s more, with static and, for the first time, dynamic bend lighting, the bi-xenon headlamps fitted as standard to the Cayenne Turbo increase active safety. The system, which can also be ordered for the Cayenne and Cayenne S, is activated as soon a speed of three kilometers per hour has been reached.

When the last bouquet of Cayenne spy shots made their way around the internet, many people speculated that the bigger air intakes carved out of the facelifted bumper suggested bigger power. Those people were correct. Official word out of Stuttgart is that, along with a facelift, the Porsche people hauler will be the recipient of mild gene therapy in the form of a new line of direct-injection gasoline engines, a first for Porsche.

All three engines—a base V-6 and naturally-aspirated and twin-turbo V-8s—grow slightly as well. The V-6 is upped to 3.6 liters (borrowed from VW’s Passat and Touareg) and now puts out 290 horsepower and 283 lb-ft of torque. The V-8s grow to 4.8 liters, with the naturally aspirated version in the Cayenne S good for 385 hp and 368 lb-ft, while the pressurized motor will embarrass the pony car in the next lane with a solid 500 hp and 516 lb-ft, only 20 hp and 14 lb-ft shy of the current Turbo S, a model Stuttgart isn’t talking about for 2008.

The new family of engines slot beneath front sheetmetal shrink-wrapped a little more tightly than the globular, bulging fenders of the original design. The sharper fenders follow more angular headlights than the 996 911-style ovoids of the outgoing face as well, with vertical LED turn-signal fangs set in the outer edges of the gaping air intakes. Out back, things remain largely the same, with a slight tweak to the taillights the most noticeable change.

We’ll get our first official look at the new Cayenne family at the North American International Auto Show in Detroit this January, with the trucks expected in showrooms in March of 2007 as 2008 models. Pricing for the V-6 will start at $43,400, with the S and Turbo going for $57,900 and $93,700, respectively.

The Porsche 911 Turbo Cabriolet carries on a twenty year Porsche tradition of offering a soft-top version of its flagship sportscar. Firstly, the 911 Turbo Cabriolet offers the driving performance of a high-powered sports car whilst still providing open-roofed driving pleasure. Secondly, compared to its competition, the open 2+2 seater offers economical fuel consumption, thanks to its lightweight design, outstanding aerodynamics and advanced engine technology.

Like the 911 Turbo Coupe, the Cabriolet is powered by a 3.6-liter six-cylinder ‘boxer’ engine with twin turbochargers and Variable Turbine Geometry (VTG). The powerplant generates 480 bhp and 460 lb-ft of torque at 1950 rpm. With the optional “Sport Chrono Turbo Package”, which includes an overboost function, up to 500 lb-ft is available under acceleration. The manual transmission version can accelerate from 0 to 60 mph in just 3.7 seconds. With the Tiptronic S transmission this time falls to 3.5 seconds. Both versions can reach speeds of up to 193 mph. Fuel consumption for the 911 Turbo Cabriolet is 21.9 miles per gallon (12.9 liters per 100 kilometers) – an exemplary value for this competitive vehicle segment.

The open version of the 911 Turbo only weighs 150 lbs more than the Coupe, the difference accounted for by the reinforcement of the convertible body and automatic extendable rollover protection behind the rear seats. The light, three-layer soft-top, which can be completely automatically opened or closed in 20 seconds, also contributes to a low center of gravity.

Together with the chassis tuned to convertible-specific needs, which includes Porsche Active Suspension Management (PASM) as standard equipment, the new 911 Turbo Cabriolet offers the sporting driving performance typical for a Porsche 911, as well as extremely high driving safety combined with appealing driving characteristics. Porsche Stability Management (PSM) and the managed all-wheel drive Porsche Traction Management (PTM) also contribute to its unparalleled performance. The PTM system, with an electronically-controlled multi-plate clutch, can alternately shift the drive output from the engine between the front and rear axles according to grip levels. The clutch can perform shift intervals in under 100 milliseconds – quicker than the reaction of the engine to load changes.

With a drag coefficient of just 0.31Cd, the 911 Turbo Cabriolet cuts through the air with the ease of the coupe models. Together with the rear spoiler, which automatically extends at speeds from 75 mph – extending 30 mm further than with the Coupe – the vehicle is the only standard series convertible that generates negative lift at the rear axle. Along with its passive safety systems, including six airbags as standard equipment and the comprehensive rollover protection system – with steel tubing integrated into the windscreen frame and extendable rollover bars behind the rear seats – the 911 Turbo Cabriolet also fulfils all legal requirements for passive safety applicable in the worldwide sales markets. Furthermore, it is equipped with one of the most high-performance brake systems available. The six-cylinder fixed-brake calipers up front stem from the Porsche Carrera GT. The race-proven and lightweight Porsche Ceramic Composite Brake (PCCB) system is also available for the 911 Turbo Cabriolet, as an option.

Included in the extensive standard equipment of the 911 Turbo Cabriolet are Bi-Xenon headlights, 19 inch forged wheels, air conditioning, a wind deflector, a top tinted windscreen, the Porsche Communication Management (PCM) – with the satellite navigation module and color monitor, the Bose Surround Sound System and a leather interior.

MECHANICAL

3.6L horizontally-opposed 6-cyl engine-inc: twin turbochargers, twin intercoolers, variable turbine geometry, dry sump lubrication
Vario-Cam Plus variable valve timing system
6-speed manual transmission
Dual-mass flywheel
All wheel drive-inc: Porsche Traction Management (PTM)
Front/rear stabilizer bars
P235/35ZR19 front tires
P305/30ZR19 rear tires
19″ x 8.5″ front/19″ x 11″ rear pressure cast alloy turbo wheels
Pwr rack & pinion steering
Pwr 4-wheel vented disc brakes-inc: 6-piston front/4-piston rear monobloc fixed alloy calipers
Anti-lock braking system (ABS)
Porsche Stability Management (PSM)
Porsche Active Suspension Management System (PASM)-inc 10mm lowering

EXTERIOR

Front apron w/lower spoiler edge, additional air extractor vent
Aluminum doors and trunk lid
Pwr folding cabriolet top-inc: wind deflector
Automatic extending rear spoiler
Bi-Xenon headlights-inc: headlight leveling, washers
Front/rear fog lights
Pwr heated mirrors
Rain-sensing front wipers-inc: heated washer nozzles
Red brake calipers

INTERIOR

2 + 2 Seating
Pwr front bucket seats w/adjustable lumbar
Drivers seat memory feature
Full leather interior
Leather-wrapped 3-spoke sport steering wheel w/Porsche crest
On-board computer-inc: continuous mileage indication, time, speed & pressure gauge, outside temp
Tire pressure monitoring system
Power windows w/auto up/down, anti-pich feature
Keyless entry
Cruise control
Anti-theft system
Leather PCM handset
HomeLink system
PCM-inc: 5.8″ color display
Alarm system w/radar interior surveillance
AM/FM stereo-inc: CD-player, MP3 capability
9-speaker Bose surround sound system
Automatic climate control w/active carbon filter
Illuminated visor vanity mirrors
Aluminum interior trim-inc: turbo design shift lever
Dual front cup holders
Alcantara-wrapped shift lever/handbrake

EPA FUEL ECONOMY RATINGS

City 15/hwy 24 (3.6L engine/6-speed manual trans)
City 15/hwy 23 (3.6L engine/5-speed auto trans)

SAFETY

Anti-lock braking system (ABS)
Driver & front passenger airbags
Side-impact airbags
Porsche Stability Management (PSM)
Porsche side impact protection system (POSIP)
Front seatbelt pretensioners w/belt-force limitation
Child seat anchorage prep (ISOFIX) on passenger side w/airbag de-activation switch

VEHICLE

EPA Classification
Mini-Compact

ENGINE

Engine Type Gas Flat 6-cyl
Displacement 3.6L/219
Fuel System EFI
SAE Net Horsepower @ RPM 480 @ 6000
SAE Net Torque @ RPM 460 @ 1950-5000
SAE Net Torque @ RPM 505 @ 2100-4000

TRANSMISSION

Drivetrain
All Wheel Drive
Trans Type 6
Trans Type 5
Trans Description Cont. Manual w/OD
Trans Description Cont. Tiptronic w/OD
First Gear Ratio (:1) 3.60
First Gear Ratio (:1) 3.82
Second Gear Ratio (:1) 2.14
Second Gear Ratio (:1) 2.19
Third Gear Ratio (:1) 1.48
Third Gear Ratio (:1) 1.41
Fourth Gear Rato (:1) 1.00
Fourth Gear Rato (:1) 1.81
Fifth Gear Ratio (:1) 0.97
Fifth Gear Ratio (:1) 0.83
Sixth Gear Ratio (:1) 0.79
Reverse Ratio (:1) 3.17
Reverse Ratio (:1) 2.67
Clutch Size (in) 9.45
Final Drive Axle Ratio (:1) 3.44
Final Drive Axle Ratio (:1) 3.05

MILEAGE

EPA Fuel Economy Est – City (MPG) 15
EPA Fuel Economy Est – Hwy (MPG) 24
EPA Fuel Economy Est – Hwy (MPG) 23

ELECTRICAL

Cold Cranking Amps @  F (Primary) – TBD -

COOLING SYSTEM

Total Cooling System Capacity (qts) – TBD -

WEIGHT INFORMATION

Base Curb Weight (lbs) 3494

TRAILERING

Dead Weight Hitch – Max Trailer Wt. (lbs) – TBD -
Dead Weight Hitch – Max Tongue Wt. (lbs) – TBD -
Wt Distributing Hitch – Max Trailer Wt. (lbs) – TBD -
Wt Distributing Hitch – Max Tongue Wt. (lbs) – TBD -

SUSPENSION

Suspension Type – Front MacPherson Strut
Suspension Type – Rear Multi-Link
Suspension Type – Front (Cont.) w/Coil Springs
Suspension Type – Rear (Cont.) w/Coil Springs
Shock Absorber Diameter – Front (mm) – TBD -
Shock Absorber Diameter – Rear (mm) – TBD -
Stabilizer Bar Diameter – Front (in) – TBD -
Stabilizer Bar Diameter – Rear (in) – TBD -

BRAKES

Brake Type Power
Brake ABS System 4-Wheel
Disc – Front (Yes or ) Yes
Disc – Rear (Yes or ) Yes
Front Brake Rotor Diam x Thickness (in) 13.78 x 1.34
Rear Brake Rotor Diam x Thickness (in) 13.78 x 1.10

TIRES

Front Tire Size P235/35ZR19
Rear Tire Size P305/30ZR19

WHEELS

Front Wheel Size (in) 19 x 8
Rear Wheel Size (in) 19 x 11
Front Wheel Material Aluminum
Rear Wheel Material Aluminum

STEERING

Steering Type Power Rack & Pinion
Steering Ratio (:1), Overall – TBD -
Lock to Lock Turns (Steering) – TBD -
Turning Diameter – Curb to Curb (ft) – TBD -
Turning Diameter – Wall to Wall (ft) – TBD -

FUEL TANK

Fuel Tank Capacity, Approx (gal) 17.7

EXTERIOR DIMENSIONS

Wheelbase (in) 92.5
Length, Overall (in) 176.3
Width, Max w/o mirrors (in) 72.9
Height, Overall (in) 51.2
Tread Width, Front (in) 58.7
Tread Width, Rear (in) 60.9
Min Ground Clearance (in) – TBD -
Liftover Height (in) – TBD -

CARGO AREA DIMENSIONS

Trunk Volume (ft) 3.3

INTERIOR DIMENSIONS

Passenger Capacity 4
Passenger Volume (ft) – TBD -
Front Head Room (in) – TBD -
Front Leg Room (in) – TBD -
Front Shoulder Room (in) – TBD -
Front Hip Room (in) – TBD -
Second Head Room (in) – TBD -
Second Leg Room (in) – TBD -
Second Shoulder Room (in) – TBD -
Second Hip Room (in) – TBD -

SUMMARY

Vehicle Name 911
Body Style 2 Door Convertible

Chris Harris puts the new Porsche 977 GT2 to the test, but will it preform as good as the Corvette Z06.

The 2008 Porsche 911 GT2 (977)

Ever since the introduction of the Porsche 911 GT2 (993 series) in 1994, the GT2 has been a statement to the true potential of the current 911 chassis.  The formula is simple: jam a hopped-up version of the current 911 Turbo engine in the lightweight RWD chassis, pull off some creature comforts and voila, you have a serious piece of automotive hardware.  With the debut of the 997 GT2, not much had changed from Porsche’s original philosophy.

From the outset the goal of the engineers in Zuffenhausen was to surpass the performance of the 911 Turbo and the sportiness of 911 GT3.  In addition Porsche wanted to implement “pure driving dynamics” at the highest level.  Aerodynamically the downforce generated has been increased significantly across both axles, and more importantly, balanced.  Up front this is accomplished with a front bumper spoiler lip and a small vent in front of the hood.  Out back the rear wing profile is much more dramatic and integrates a ram-air induction system for the engine.  Remarkably the coefficient of drag has been reduced from 0.34 to 0.32 even though more cooling is required and more downforce is generated.

Under The Hood:
Underneath the monster wings lies a 3.6 liter DOHC Flat-6, equipped with no less than 9 oil pumps and featuring a radical new expansion intake system and a titanium silencer.  The expansion intake system takes advantage of air cooling as it expands, reducing fuel consumption by up to 15%.  Porsche’s VarioCam Plus system is used to continuously vary both valve timing and valve lift.  Feeding air into the engine are two Garrett VGT (variable geometry turbine) turbochargers, boosting 1.4bar of intercooled air into the combustion chambers.  The result is 530hp @ 6,500rpm and 501 lb-ft @ 2,200rpm and coincidentally the acceleration is staggering.  0-60 is dismissed in 3.7 seconds and a top speed of 204mph is possible.

To ensure that drivers not named Walter Rohrl can achieve these results, the GT2 is fitted with a launch control system.  When engaged the system holds the engine at 5,000rpm until 0.9bar of boost is built up, then the clutch is engaged as quickly as possible and wheelspin is mitigated by the traction control system.  Further technical wizardry is employed with the use of PASM (Porsche Active Stability Management) for the first time on a GT2 model.  This system incorporates a braking/throttle control, traction control and an anti-lock braking system to form one of the most highly respected stability programs in the industry.

The Verdict:
Settings have been specifically tuned for the extremely sporty nature of the GT2 and it can be completely disabled for those brave enough to drive without it.  One thing has always been guaranteed when you buy a Porsche is that it will have world-class brakes.  Of course the 997 GT2 is no exception, featuring PCCB (Porsche Ceramic Composite Brakes) measuring 380mm up front and 350mm out back.  The battle tested 6-speed manual transmission from the 997 GT3 Cup is standard, with GT2 specific gear ratios to take advantage of the monster torque curve.  So what does all this add up to?  Well let me sum it up in a simple equation: 2008 Porsche 911 GT2 + Walter Rohrl + Nordschleife = 7:32 lap time.

The new Z06 arrived as a 2006 model in the third quarter of 2005. It has a 7.0 L (7,008 cc/427.6 CID) version of the small block engine codenamed LS7. Officially certified output is 505 hp (377 kW). Its performance is significantly better than the Ford Mustang and comparable to the Dodge Viper SRT-10. Official performance figures indicate that the Z06 can reach 60 mph (97 km/h) in just 3.4 seconds from a standing start in first gear, hitting 0–100 in about 7.3–8.2, with a quarter mile time of 11.4 and a top speed of 198 mph (electronically limited). In the summer of 2005, GM and Corvette Racing driver Jan Magnussen brought the new Z06 to the Nürburgring in Germany. Magnussen drove the Z06 to a time of 7:42. In their March 2007 comparison, Car and Driver selected the Corvette Z06 as the winner of their three-way comparison test of performance cars, with the Porsche 911 GT3 finishing second and the Lotus Exige S third.

Corvette Z06

In addition to the larger engine, the C6 Z06 has a dry sump oiling system, ensuring proper engine lubrication during periods of high (lateral) acceleration and allowing the engine to be mounted low inside the chassis. Connecting rods made out of titanium further lighten the reciprocating mass of the engine while being stronger than the steel rods they replace.

In a radical departure from anything Chevrolet has ever done before, the primary structural element of the C6 Z06 is aluminum instead of steel as on the non-Z06 cars. The hydroformed aluminum frame remains dimensionally identical to its steel brethren but is significantly lighter. The front fenders are made of carbon fiber to reduce weight, while wider rear fenders allow for the wider tires necessary to deal with the engine’s increased power. For an additional mass savings of 6 kg, the Z06 replaced the base model’s aluminum engine cradle with one made from high pressure die cast magnesium. The Z06 officially weighs 3130 lb (1421 kg), giving it a power to weight ratio of 6.2 lb/hp (3.8 kg/kW or 361 bhp (269 kW) per tonne). The C6 Corvette Z06 is the first 500+ hp production car to avoid the U.S. government Gas Guzzler tax.

The Z06 was the official pace car for both the 2006 Daytona 500 and the Indianapolis 500 race. The special Pace Car edition Z06 was unveiled at the Los Angeles Auto Show in January. It was also awarded to St. Louis Cardinals shortstop David Eckstein as his prize for being the 2006 World Series MVP, although Eckstein does not know how to drive a stick. The 2007 Z06 was also one of Automobile Magazine’s “Automobile All-Stars” for 2007.

The 2007 Z06 had minor changes including retuning of the suspension after some magazine test drivers announced the suspension did not perform up to their original estimates. Chevrolet announced the models were pre-released, and for 2007 they would retune the damping. In more recent tests the Corvette has shown improved driveability and track manners.

In 2008 the Z06 received the new TR6060 six speed manual transmission, which replaces the T-56. The steering rack was improved, and the interior plastic bezel was improved. An optional full leather interior (option 3LZ) also became available in limited quantities due to constraints.

The 2007 Porsche 911 Targa 4S features a unique roof system that provides their occupants with a panoramic view even when the top is closed. The Targa’s roof is made from two glass panels and extends across the full width and length of the passenger compartment, from the windshield header to the leading edge of the engine cover and from side frame to side frame. In other words, the entire roof is glass, and in combination with the windshield and side windows provides a panoramic vantage and protection from the elements.

Both glass panels are made from a specially formulated glass that absorbs nearly all ultraviolet radiation yet remains transparent. The glass also is formulated not to transmit the sun’s heat into the vehicle. The top includes an integrated power shade that can be positioned to provide a screen against bright sunlight or insulation against cold temperatures. In addition, the front portion of that glass roof slides open at the touch of a switch to provide a large opening above the driver and front-seat passenger.

Targas are the Only 911s with Hatch-style Access

Meanwhile, the rear section of the Targa top comprises a separately opening hatchback-style access to the car’s four-seat interior and especially to the 8.1 cubic feet (230 liters) of storage area behind the rear seatbacks. Of the various versions of the Porsche 911, the Targa is the only one with a separately opening tailgate.

The Targa roof is further differentiated by a polished aluminum exterior trim strip that extends along the edge of the roofline, up from the base of the A pillar and arching along the edge of the roof side support and back to the base of the C pillar. This bright trim gives the Targa 4 and Targa 4S a unique side view among all versions of the Porsche 911.

First Targas to Offer Choice of Engines

Porsche first produced a Targa-style roof for the North American market for the 1967 model year. The unique roof style was created in response to early government safety regulations that threatened the future of the traditional canvas-roofed convertible body style.

The introduction of the all-new 2007 Porsche 911 Targa 4 and 911 Targa 4S marks the first time the Porsche Targa has been available with the customer’s choice between two power sources – the 325-horsepower 3.6-liter horizontally opposed six-cylinder engine in the 911 Targa 4 and a 355-horsepower 3.8-liter “boxer” six in the 911 Targa 4S.

The 20007 Porsche 911 Targa 4 accelerates to 62 miles per hour in 5.3 seconds and reaches 100 mph in less than 12 seconds on its way to a top speed of 174 miles per hour. The 2007 Porsche 911 Targa 4S, which comes with Porsche Active Suspension Management technology (optional on the Targa 4), reaches 62 mph in just 4.9 seconds, hits 100 in 11.2 seconds and has a top speed of 179 mph.

First Targas Built on Wide-body, All-wheel-drive Platform

The introduction of the all-new 2007 Porsche 911 Targa 4S also marks the first time that this panoramic roof has been featured on the wide-bodied and all-wheel-drive version of the Porsche 911. Regardless of engine selected, all 2007 Targa models feature all-wheel drive for enhanced driving dynamics. The cars’ larger and flared wheel arches provide room for a widened track and larger wheels and tires that are part of Porsche’s all-wheel-drive powertrain that enhances dynamic capabilities in all conditions, but especially in inclement weather.

The Targas also are equipped with enhanced Porsche Stability Management (PSM) technology featuring advanced braking systems engineered to provide the shortest possible stopping distances, a dynamic category in which all Porsche vehicles are among the best in the world.

Torque split to the front wheels automatically adjusts between 5 and 40 percent to maintain superior traction. By sending no more than 40 percent of power to the front wheels, the four-wheel-drive 911s exhibit dynamic characteristics similar to the rear-drive versions, thus they will not understeer or “push” toward the outside over the front wheels in turning maneuvers.

NEW FOR 2008:

- New 911 Turbo Cabriolet model
- New GT2 model
- Optional folding leather sports bucket seats
- Optional Aerokit for the Turbo Coupe includes new front spoiler lip, rear lid and rear spoiler with fixed wing profile
- Recommended oil change interval is now 20,000 km or one year; recommended spark plug replacement is now 60,000 km or four years
- New roller blind on Targa better reduces light and heat
- Exterior colours: Macadamia Metallic added; Atlas Grey Metallic replaces Lapis Blue Metallic, Malachite Green Metallic replaces Lagoon Green Metallic, and Ruby Red Metallic replaces Carmona Red Metallic
- Interior colours: Carrera Red added; Palm Green deleted

For 2008, the big news for the Porsche 911 range is the addition of an all-new Turbo Cabriolet model, joining the Turbo Coupe that was introduced for 2007. All other model-year 2007 variations continue into 2008, for a total of 14 models in the regular production 911 family.

Also available is the ultra-high-performance GT2, a race-ready but street-legal version of the GT3 RS.

A new option for most models is folding leather sports bucket seats, which are essentially race seats with a folding backrest. Reinforced with carbon fibre, they are seven to nine kg lighter than the standard seats, but still have integrated head and thorax side airbags.

The regular 911 line-up consists of the Carrera and Carrera S; Carrera 4 and Carrera 4 S; Carrera Cabriolet and Carrera Cabriolet S; Carrera 4 Cabriolet and Carrera 4 S Cabriolet; Targa 4 and Targa 4 S; GT3 and GT3 RS; and Turbo and Turbo Cabriolet.

All 911 models use six-cylinder, horizontally-opposed “boxer” engines. A 3.6-litre, 325-horsepower version appears in the Carrera, Carrera 4, and Targa 4 models. A 3.8-litre, 355-horsepower version is used in the Carrera S, Carrera 4 S and Targa 4 S models. The Turbo uses a turbocharged 3.6-litre that makes 480 horsepower. The GT3 uses a naturally-aspirated 3.6-litre that produces 415 horsepower, while the GT2 uses a turbocharged version of that engine to produce 530 horsepower and 505 ft-lb of torque.

All models use a six-speed manual transmission. It can be optioned to a five-speed Tiptronic automatic with manual shift mode in everything but the GT3 and GT2 models, which are strictly stick-shift.

Features on the Carrera include 18-inch alloy wheels, automatic climate control, four-piston calipers with ventilated brake discs, hydraulic power-assist steering, head and thorax side airbags, anti-theft system with interior sensor, keyless entry, heated mirrors, Porsche Stability Management system, rain-sensing wipers with heated washer nozzles, tire pressure monitoring system, three-spoke leather-wrapped wheel, on-board computer, heated seats with power-adjustable backrest, storage shelf, lockable glove-box and storage compartment, Porsche Communication Management with 5.8-inch colour display, Bose Surround Sound CD stereo, garage door opener, cruise control, illuminated vanity mirrors, black instrument dials, power windows, Alcantara headliner, and automatic extending rear spoiler. The Coupe includes a power-operated sliding steel sunroof, while the Cabriolet adds a power top and safety bars.

The all-wheel drive Carrera 4 and Carrera 4S models have corresponding features (S models use 19-inch wheels), while the Targa models include a glass roof made from two large panels running from the windshield to the engine cover. The transparent glass absorbs almost all ultraviolet radiation and does not transit heat into the vehicle; the front portion can be opened electrically, and the roof includes an integrated power shade.

The Turbo models add 19-inch alloy wheels, all-wheel drive, red six-piston calipers, enhanced Porsche Stability Management system, self-levelling bi-Xenon headlamps with washers, auto-dimming side and rear-view mirrors, Sport Chrono package, electrically-adjustable seats with driver’s side memory, full leather interior, navigation system, and aluminum-colour instrument dials.

The GT3 includes 19-inch alloy wheels, climate control, limited-slip differential, six-piston front and four-piston rear red brake calipers, three-spoke GT3 wheel with Alcantara rim, bi-Xenon headlamps, on-board computer, sports seats with Alcantara inserts and electric backrest adjustment, cruise control, CD stereo, power windows, exterior Aerodynamic package with fixed biplane wing, and sports exhaust system with central dual tailpipes. The available GT3 RS has a slightly wider rear body, split rear-suspension wishbones and carbon fibre parts, including the front lid and rear wing.

The GT2 includes 19-inch wheels, automatic climate control, Porsche Active Suspension Management, limited-slip differential, ceramic composite brakes with yellow calipers, three-spoke GT2 wheel with Alcantara rim, keyless entry, tire pressure monitoring system, on-board computer, sports seats with Alcantara inserts and electric backrest adjustment, CD stereo, cruise control, power windows, Aerodynamic package with fixed biplane wing, titanium sports exhaust system, and power-operated sliding steel sunroof.

Porsche might have adopted the name Targa after the famous Targa Florio road race before any other manufacturer for their 1966 (1967 model) Porsche Targa, but it was the English sports car company Triumph, which first used the system in their 1961 TR4. Unfortunately for them, they called it the “Surry Top”.

Porsche were far more business minded than the small English company and took out a trademark on the “Targa” name. From that moment on, all other manufacturers in the sports car business were forced to come up with alternative names for their removable tops.

But it’s the Porsche Targa, which has survived all these years, and the new 2009 Targa 4 and Targa 4S, with their removable glass roof, is a masterpiece in design and visually, the most unique 911.

Looking down onto the car from some height – the entire roof is glass. That’s 1.54-square metres in two distinct pieces. The front section of the roof slides back beneath the fixed rear glass panel exposing driver and passengers to open space measuring 0.45 square metres.

Opening time for the roof is a fast seven seconds and as standard kit, you also get a new sunblind offering more privacy than on the previous model while opening and closing (electrically) independently of the sliding glass roof section.

And for those rightly concerned about the effects of the sun, there is no need to panic. The glass is anti-sunglare and will protect you from UV radiation and with some heat reduction.

Porsche only build fast cars and these two siblings are no exception. The Targa 4 packs a new 3.6-litre flat-six engine with direct fuel injection and punches out 254kW with a top speed of 284 km/h.

The 4S is powered by the beefier 3.8-litre powertain, which produces 283 kW and will propel this car onto the supercar speed of 297 km/h.

And if you’re thinking about ordering the Targa with the optional Tiptronic gearbox, forget it. Porsche have developed their own version of a fast shifting double-clutch transmission they are calling PDK or Porsche-Doppelkupplung. Not sure of the actual shift times in milliseconds but it is said to be a full 0.2 seconds quicker in the 0-100 km/h run than the standard six-speed box, and with better fuel economy and less emissions.

Traction and stability has also been enhanced on the new Targa variants with the introduction of the Porsche Traction Management (PTM). It’s an electronically controlled system, which replaces the previous all-wheel drive with viscous multiple-plate clutch.

[youtube]http://www.youtube.com/watch?v=6csTfjxZwxA[/youtube]

World Debut at the ESSEN-MOTOR-SHOW 2006

Porsche 911 Turbo 997 with TechArt Tuning review:

TechArt Tuning for the new Porsche 911 Turbo
580 hp / 427 kW, 0 / 100 km/h in 3.46 Seconds, 339 km/h V/max

Maximum performance paired with optimized aerodynamics: TechArt Automobildesign turns the new Porsche 911 Turbo into one of the world’s fastest and most powerful street-legal sports cars. 580 hp / 427 kW, 0 / 100 km/h in 3.46 seconds only and a maximum speed of 339 km/h are the most important performance figures of this car.

The 3.6 liter boxer engine was modified by TechArt in many details. Two bigger turbochargers contribute to the TechArt engine tuning just as the sports air filter and the stainless steel exhaust system with special manifolds and integrated high performance catalysts. All modifications get exactly tuned by the recalibrated ECU.
After the conversion the engine delivers 580 hp / 427 kW at 6,000 rpm and a maximum torque of 700 Nm at 4,850 rpm. Power transmission to all four wheels is made via a modified six-speed manual gearbox with TechArt gearshift travel shortage and additional gearbox-oil cooling. Of course the TechArt engine conversion is also available for cars with Tiptronic transmission.
The coupe tuned by TechArt is one of the world’s fastest super sports cars: The two-seater coupe catapults from 0 – 100 km/h in 3.46 seconds. Maximum speed is 339 km/h.

These performance figures make greatest demands on perfectly balanced aerodynamics. The TechArt designers developed bodywork components in the wind tunnel which don’t only give the 911 Turbo its distinctive look but especially optimal aerodynamic downforce and a drag coefficient reduced by 4 percent.

The TechArt front spoiler reduces aerodynamic lift by 15 percent. They also moulded a new wing profile for the retractable production rear spoiler which produces 20 percent extra downforce in conjunction with the TechArt rear diffuser. The understated TechArt roof spoiler visually stretches the roofline.
The TechArt side sills give the 911 top-of-the-line model a longer, sleeker look. The side mirrors can be attractively upgraded using the TechArt mirror moldings. The look is rounded out with moldings for the headlights.

Especially for the new Porsche 911 Turbo they developed the striking TechArt Formula five-spoke wheels in size 8.5Jx20 in front and in size 12Jx20 on the rear axle. TechArt recommends ContiSportContact 3 tires in sizes 245/30 ZR 20 and 325/25 ZR 20 for mounting on these wheels.

The TechArt VarioPlus coil-over suspension is available for the electronically adjustable PASM damper system of the new Turbo. This chassis offers not only an individually adjustable ride height by up to 25 millimeters, but also selectable ‘Normal’ and ‘Sport’ damper settings at the push of a button on the dashboard.
However, the settings are not limited to these presets. Both settings automatically firm up their damper rates during sporty driving. The result is an optimal symbiosis of excellent ride comfort during leisurely driving and agile, highly responsive handling during fast cornering.

As a world-renowned specialist for exclusive interior creations TechArt Automobil design also offers individual interiors for the latest 911 top-of-the-line version in all colors and designs.
The 580 hp / 427 kW Turbo was upgraded with an exclusive TechArt CarboBlack leather trim, white cockpit panels matching the car’s outside color and further sporty accessories. They include an ergonomically shaped airbag sport steering wheel, foot pedals, foot rest and shift knob all made from aluminum as well as stainless-steel sill plates with TechArt logo.

Water cooled six-cylinder boxer twin-turbo engine with TechArt performance tuning consisting of 2 special turbochargers with variable turbine geometry, sports air filter, TechArt stainless steel high performance exhaust system with special manifolds and steel-bed high performance catalysts and a recalibrated ECU. TechArt engine design package.

Displacement 3,600 cm
Bore x stroke 100 x 76.4 mm
Max. power 580 hp / 427 kW at 6,000 rpm
Max. torque 700 Nm at 4,850 rpm (from 3,200 / 6,000 rpm permanently more than 670 Nm)
Compression-ratio 9.0:1
Max. boost 1.2 bar
Max. revs 7,100 rpm
Power output per liter 161.11 hp per liter capacity

Permanent four-wheel drive
Six-speed manual gearbox with modified transmission-ratios in 5th and 6th speed, TechArt gearshift travel shortage and additional gearbox-oil cooling

Gear ratios:
1st speed 3.82
2nd speed 2.14
3rd speed 1.48
4th speed 1.18
5th speed 0.92
6th speed 0.75

Axle ratio 3.44

TechArt VarioPlus coil-over sport suspension

TechArt Formula light alloy wheels, one-piece, 8.5Jx20 in front with 245/30 R 20 ContiSportContact3 tires, 12Jx20 in rear with 325/25 R 20 tires.

Standard Porsche Ceramic Composite Brake
Front: 380 mm discs and 6-pot aluminum Monobloc fixed calipers
Rear: 350 mm discs and 4-pot aluminum Monobloc fixed calipers

Bodywork:
2+2 seater coupe with TechArt body styling kit I, consisting of: front spoiler I, side skirts, side mirror moldings, rear spoiler I, roof spoiler, rear diffuser, headlight moldings
Length 4,450 mm
Width 1,852 mm
Height 1,300 mm
Wheel-base 2,350 mm
Tank capacity 67 liters
Curb weight 1,592 kg
Weight/power ratio 2.74 kg / hp

Performances:
Acceleration: 0/100 km/h: 3.46 s
Maximum speed: 339 km/h

Retail price: about 200,000 Euros
End of Porsche 911 Turbo 997 with TechArt Tuning review.

German TechArt studio will present in Geneva its latest tire-burner based on the current Porsche 911 Turbo 997 series super-coupe. While most tuners focus their efforts on eye-popping exterior enhancements, TechArt’s engineers have centered their attention on the engine.

With its 2001 TechArt GTstreet, based on the Porsche 911 Turbo of the 996 model series, TechArt created one of the fastest and most powerful street-legal sports cars of its time. The next evolutionary stage of this fascinating concept celebrates its world debut at the Geneva Motor Show 2007. The new TechArt GTstreet, based on the 911 Turbo of the latest 997 series, starts at $320,000.

Like the predecessor the new GTstreet edition centers on a powerful engine. The 3.6-liter twin-turbo flat engine is modified by the TechArt engine specialists and now develops 630 bhp at 6,800 rpm, up from standard 480 bhp. Peak torque increases to 605 lb-ft at 4,500 rpm.

The TechArt TA 097/T3 engine conversion comprises two special VTG turbochargers, a new air box with sport air filter, high-performance manifolds, intercoolers and a stainless-steel sport exhaust system with high-performance catalysts. The precise optimal interaction of all modifications is ensured by a newly programmed engine management system.

Power is transferred to all four wheels via a modified transmission with TechArt gear-throw shortening.

Thus equipped the TechArt GTstreet delivers performance that firmly places it among the world’s fastest sports cars: 0 – 62 mph in just 3.2 seconds, 126 mph after just 10.9 seconds and a top speed of 214 mph speak volumes.

The body kit for the TechArt GTstreet was created in the wind tunnel, and offers an optimal symbiosis of aerodynamic down force, minimized drag and striking design.

The front fascia of the GTstreet with retractable carbon-fiber splitter produces down force on the front axle and provides radiator, oil coolers and brakes with more cooling air, thanks to its large, striking air inlets. The auxiliary headlamp units with daytime running lights and fog lamps improve active safety. They also give the car even more passing clout.

The TechArt GTstreet fender flares on the front axle add 10 mm to the two-door’s width and give it an even more dynamic appearance. But that’s not all: The air outlets behind the front wheel houses optimize brake venting. The larger air ducts in the rear sidewalls provide engine and inter coolers with a larger supply of cooling air. For an optimal transition between front and rear fenders the TechArt designers have developed rocker panels that complement the new contours. TechArt mirror and headlamp moldings provide the finishing touches.

The TechArt roof spoiler extends the roof line and optimizes airflow to the adjustable rear airfoil of the GTstreet.

The TechArt GTstreet rear fascia with integrated carbon-fiber diffuser contributes to the strong downforce generated on the rear axle. It also provides the perfect backdrop for the quad exhaust of the TechArt high-performance exhaust system.

TechArt Automobildesign offers a number of versions of its popular Formula wheel in sizes 8.5Jx20 in front and 12Jx20 on the rear axle. GTstreet buyers can choose from several color combinations and between the one-piece Formula and the multi-piece Formula II designs. The Formula II wheel features an exchangeable wheel lip. For optimal tires TechArt chose ContiSportContact 3 high-performance tires in sizes 245/30 ZR20 and 325/25 ZR20.

The large 20-inch wheels also provide the necessary space for the especially powerful and durable TechArt high-performance brake system. It features six-piston aluminum fixed calipers and 390-millimeter discs on the front axle. The rear axle is fitted with 365-millimeter discs and four-piston fixed calipers.

The TechArt GTstreet comes with a TechArt VarioPlus coil-over suspension that is based on the electronically adjustable PASM damping system of the 911 Turbo. This chassis allows individual ride-height lowering by up to 25 millimeters and push-button selection of two different damper settings, “Normal” or “Sport.” However, the dampers are not limited to these presets. Sporty driving automatically results in firmer damper settings in both modes, thus combining excellent ride comfort during normal driving with agile and responsive handling during fast cornering.

The cockpit of the TechArt GTstreet also differs distinctly from the stock 911 Turbo. Among the differences is an exclusive leather interior with color-contrasted stitching and sporty CarboBlack highlights. The coupe is further equipped with an ergonomically shaped TechArt sport steering wheel, aluminum foot pedals, foot rest and shifter, as well as with illuminated door sills sporting the TechArt logo.

Base Price: 2007 Porsche TechArt 911 Turbo GTstreet – $320,000 / 245,000 €

The 996 turbo gets a new turbocharger, BMC sport filter, and tri-alloy catalytic converter that blow 585 hp and 575 lb-ft through the system. Newly juiced, your turbo will now get to 62 mph in 3.7 seconds, which is about as fast as the current turbo. However, another 6.2 seconds will see you to 120 mph, and you’ve got legs all the way up to an approximate 250 mph top speed. Keeping you glued to the ground are a front spoiler lip, the rear spoiler from the 996 GT2, and an adjustable suspension. When it’s time to get back to legal speeds, six piston brakes up front take care of the heavy stopping.

There may be a new model out on the streets, but Porsche’s 996 Turbo is still an amazing performance machine with massive tuning potential. Germany’s Edo Competition has applied its magic touch to the potent coupe, which thanks to the assortment of power upgrades churns out a supercar-rivalling 585hp and 780Nm of torque.

Top speed is now rated at 345km/h while acceleration times for the 0–100km/h sprint is just 3.7 seconds with 0-200km/h done in 9.9 seconds. To attain this level of performance, engineers had to add a new turbocharger for added boost pressure and then bolt on some breathing mods. These include low restriction induction and exhaust components such as the BMC-Sport air filter and stainless-steel exhaust kit with a Tri-alloy cat converter. And to cope with the power jump, the tuners had to apply a heavy-duty sport clutch kit.

Extra stopping power was then called for, so engineers added Edo’s own Sport-brake system with 370mm discs and six-piston-single block callipers up front. At the rear is a pair of smaller 342mm discs and four-piston units, with all cables replaced with steel flex brake lines. Other additions to the car’s rolling stock include 18in racing wheels huge 315mm rubber at the back and an RDK-tyre pressure control system.

Finally, attention was turned to the car’s aerodynamic package. New additions include a front spoiler lip with protective grille as well as a tail lid spoiler from the 996 GT2.

EDO Competition Porsche 996 Turbo

Technical Data

Engine: 6 Cylinder-Boxer-Motor
Performance: 585 HP/(438 kW) at 6.790 U /min
max. Torque: 780Nm at 4.530/min

Driving data

Top speed: approx. 345 km/h
0 – 100 km/h approx. 3.7 s
0 – 200 km/h approx. 9.9 s
Special features

- Increase performance to 585 HP

[Source: edo Competition via Motor Authority]

The Porsche 917 is a racecar that gave Porsche its first overall wins at the 24 Hours of Le Mans in 1970 and 1971. Powered by the Type 912 flat-12 engine of 4.5, 4.9, or 5 litres, the long-tailed version was capable of a 0-62 mph (100 km/h) time of less than 2.5 seconds and a top speed of over 248 mph (394 km/h).

In the 1973 Can-Am series, the turbocharged version Porsche 917/30 developed over 1,100 bhp (820 kW), and as much as 1,580 bhp (1,180 kW) in qualifying tune.

The 917 is one of the most iconic sports racing cars of all time, largely for its high speeds and high horsepower outputs, and was made into a movie star by Steve McQueen in his film Le Mans.

In an effort to reduce the speeds generated at Le Mans and other fast circuits of the day by the 7 litre Ford prototypes, as well as to entice manufacturers who were already building 3 litre Formula One engines into endurance racing, the Commission Sportive Internationale (then the independent competition arm of the FIA) announced the World Championship of Makes would be run for 3 litre open prototypes for four years from 1968 through 1971.

Well aware that few manufacturers were ready to take up the challenge immediately, the CSI allowed the participation of 5 litre sports car manufactured in quantities of 50 in the Sport category, which was called Group 4, targeting existing cars like the aging Ford GT40 and the newer Lola T70 coupe.

In April 1968, the CSI announced that the minimal production figure to compete in the Sport category of the World Championship of Makes (later the World Sportscar Championship) was reduced from 50 to 25 starting in 1969 through the planned end of the rules in 1971, mainly to allow the homologation of the Ferrari 250 LM and the Lola T70[citation needed] (which was not manufactured in sufficient quantities, unless the open Can-Am T70s were counted as well) as there were still too few entries in the 3 litres Prototype category.

Starting in July 1968, Porsche made a surprising and very expensive effort to take advantage of this rule. As they were rebuilding race cars with new chassis every race or two anyway, they decided to conceive, design and build 25 versions of a whole new car 4.5 litre for the Sport category with one underlying goal: to win its first overall victory in the 24 Hours of Le Mans. In only ten months the Porsche 917 was developed, based on the Porsche 908.

When Porsche was first visited by the CSI inspectors only three cars were completed, while 18 were being assembled and seven additional sets of parts were present. Porsche argued that if they assembled the cars they would then have to take them apart again to prepare the cars for racing. The inspectors refused the homologation and asked to see 25 assembled and working cars.

On April 20 Ferdinand Piëch displayed 25 917s parked in front of the Porsche factory to the CSI inspectors. Piëch even offered the opportunity to drive one of the cars, which was declined.

On March 12, 1969, a 917 was displayed at the Geneva Motor Show, painted white with a green nose and a black #917. Brief literature on the car detailed a cash price of DM 140,000, approximately £16,000 at period exchange rates – or the price of about ten Porsche 911s.

The car was built around a very light spaceframe chassis (42 kg (93 lb)) and powered by an air-cooled 4.5 litre Flat-12 with a 4 ratio transaxle. To keep the car compact despite the large engine the drivers seat was so advanced to the front of the chassis that the feet of the drivers were in front of the front wheel axle.

The car had remarkable technology: Porsche’s first 12-cylinder engine, and many components made of titanium, magnesium and exotic alloys that had been developed for lightweight “Bergspider” hill climb racers. Other methods of weight reduction were rather simple, such as making the gear shift knob out of Balsa wood.

In testing, it soon appeared that the Porsche 917 did not work well on the race track. Brian Redman recalls that “it was incredibly unstable, using all the road at speed.” Many thought that the 4.5 litre engine was too much for the frame. The suspension and the stability of the frame was suspected, but modifications did not improve the problem. It was finally determined that the “long tail” body was generating significant lift on the straights, as the 917 was 30 km/h (19 mph) faster than anything previously built for Le Mans. As with former underpowered Porsches, the 917 aerodynamics had been optimized for low drag in order to do well on the fast straights of Le Mans, Spa, Monza and elsewhere. The significance of downforce for racing was not yet fully realized even though Can-Am and F1 cars were using wings by that time.

Before its competition debut on 11 May 1969 in the 1000km Spa, the weather conditions prevented further improvements in tests. Siffert/Redman managed to clock an unofficial lap time of 3:41.9 which would have beaten the pole of 3:42.5 set by a Lola, but they chose to use the 908LH long tail with which they won the race and set the fastest lap at 3:37.1. Gerhard Mitter/Udo Schütz actually started the race from 8th, but their already ailing engine failed after one lap.

Three weeks later for the 1000km Nürburgring, all works drivers preferred the 908 over the 917 which was, despite some modifications, not suited for the twisty track. As it was necessary to promote the car in order to sell the surplus ones, Porsche asked BMW for the services of their factory drivers Hubert Hahne and Dieter Quester. They practised, but Munich declined permission to have them race, so Englishman David Piper and Australian Frank Gardner were hired on short terms. They drove the 917 to an eighth place finish behind a Ford and an Alfa, while the factory’s armada of six 908/02 spyders scored a 1-2-3-4-5 win after the only serious competition, a sole Ferrari 312P, failed.

At the 1969 24 Hours of Le Mans, the 917s were quickest in practice. Soon after the start the poor handling of the 917 and the inexperience of one of the drivers resulted in drama: British gentleman-driver John Woolfe crashed his Porsche 917 at Maison Blanche on lap 1, dying as a result. Woolfe was the first privateer to race a 917. The works 917s led the race for hours, but did not make it through the night. At the end, Hans Herrmann’s 908 remained as the only Porsche that could challenge for the win, but Jacky Ickx’s more powerful Ford won once again, by a mere 120 metres (390 ft).

During June 1969, Enzo Ferrari had sold half of his stock to FIAT, and used some of that money to build 25 cars powered by a 5 litre V12 in order to compete with the Porsche 917: the Ferrari 512 would be introduced for the 1970 season.

At that time, the 917 already had several races under its belt, yet no success. The first win came in the last race of the championship season, the 500 km Zeltweg. Jo Siffert and Kurt Ahrens succeeded in the privately entered Porsche 917 of German Freiherr von Wendt. At that time, the factory had started to focus on development, leaving the time-consuming trips to races to customer teams.

Disappointed by the poor results of the 917 in 1969, and facing new competition, Porsche concluded an agreement with John Wyer and the Gulf Team, which became the official Porsche team, and also the official development partner. During tests at Zeltweg, where the car had won its only race at that time, Wyer’s engineer John Horsmann had the idea to increase downforce at the expense of drag. A new wedge-shaped tail was molded with aluminium sheets taped together. This new short tail gave the 917 much needed stability. The plastic engine intake cover had already been removed. The new version was called 917K (Kurzheck).

Wyer was surprised to discover that another team was carefully preparing for Le Mans with close support from Porsche. As in 1969, the Porsche-Salzburg team was a de facto second works team under control of members of the Porsche family. The Martini Racing team also gained some support from Porsche AG; obviously Porsche had made major efforts to win the race with competing teams.

Also, a new low drag version of the 917 was developed for Le Mans with support from the external consultant Robert Choulet. The 917LH (Langheck) featured a spectacular new “Long Tail” body including partially covered rear wheel arches which had very low drag, yet better stability than the 1969 version. A few 4.9 litre engines were available for some cars, but these proved to put too much strain on the gearboxes.

Two 917 LH were entered in Le Mans, one by Porsche-Salzburg, the other by Martini Racing. The spectacular livery of this car was an elaborate whirls and swoops of light green on a dark blue background. The car gained the nickname of the Hippie Car or the Psychedelic Porsche from the team and media. The Porsche-Salzburg’s LH was powered by a new 4.9 litre engine that Porsche had introduced at Monza.

Wyer lined up three 917Ks, two with the 4.9 litre engine and one with the 4.5 litre unit. Porsche-Salzburg also entered a 917 K with the standard 4.5 litre engine for Hans Herrmann and Richard Attwood.

Early in the race, most of the Ferrari entrants eliminated each other in a shunt. The two Porsche factory teams, Gulf-Wyer and Porsche Salzburg, continued to battle each other. At the end it was the red and white #23 917K of Porsche Salzburg, with the standard 4.5 litre engine, carefully driven by Stuttgart’s own Hans Herrmann and Englishman Richard Attwood through the pouring rain, that finally scored the first overall win at Le Mans, in a wet race that saw only 7 ranked finishers. Martini’s blue 917LH with a green “psychedelic Hippie” design came in 2nd.
The Martini Racing blue and green “psychedelic” livery on a 1970 917K. This car raced at Watkins Glen in 1970.
The Martini Racing blue and green “psychedelic” livery on a 1970 917K. This car raced at Watkins Glen in 1970.

Towards the end of the 1970 season, Ferrari entered some races with a new version of the 512, the 512M (Modificata). The 512M had a new bodywork built on the same aerodynamic doctrine as the Porsche 917K. At the end of 1970 the 512M was as fast as the the 917s, at least on some tracks.

During the 1970 season the FIA decided to eliminate the loop-hole Sport category at the end of the 1971 season, when the rules expired, so the big 917s and 512s would have to retire at the end of the year. Surprisingly, Ferrari decided to give up any official effort with the 512 in order to prepare for the 1972 season. A new prototype, the 312 PB, was presented and entered by the factory in several races. But many 512s were still raced by private teams, most of them converted to M specification. The Gr.5 category, would temporally disappear until 1975, when it was reamended for production cars.

Being cheaper than the 917K, the 512M appeared a bargain for customers at the end of 1970 – a consolation that had hardly been imaginable only two years previously. Porsche, an underdog for 20 years, had turned itself into the new superpower of sports car racing with the 917. In addition, the lightweight and compact Porsche 908/3 were available for the slow and twisty tracks of Nürburgring and Targa Florio.

The domination of Gulf-Wyer and Martini Porsches in 1971 was overwhelming. The only potential challenger to the 917 appeared early in the season: Roger Penske had bought a used 512S chassis that was totally dismantled and rebuilt beyond M specification. The car was specially tuned for long races, receiving many unique features among which were a large rear wing and an aviation-inspired quick refueling system. The engine was tuned by CanAm V8 specialist Traco and able to deliver more than 600 hp (450 kW). Penske’s initiative was not backed by Ferrari works. This 512M, painted in a blue and yellow livery, was sponsored by Sunoco and the Philadelphia Ferrari dealer Kirk F. White. Driven by Penske’s lead driver Mark Donohue, it made the pole position for the 24 Hours of Daytona and finished second despite an accident that required almost an hour in the pits. For the 12 Hours of Sebring the “Sunoco” made the pole but finished the race at the sixth position after making contact with Pedro Rodríguez’s 917. Despite being fastest on track on a few occasions, the 512M was not a serious contender.

The presence of the 512M “Sunoco”, as well as the Alfa Romeo T33/3 which won Brands Hatch and the Targa Florio, forced Porsche to pursue their efforts in research and development: tails of the 917K and the 908/3 were modified with vertical fins, and the 917 LH aerodynamics received further improvements. New chassis made of magnesium were developed, even though this material could burn vigorously in the instance of a fire.

A heavily modified car, the 917/20, was built as test-bed for future CanAm parts and aerodynamic “low-drag” concepts. The 917/20 which had won the test race at Le Mans was painted in pink for the 24 hours race, with names of cuts of meat written in German across it in a similar fashion to a butcher’s carcass diagram, earning it the nickname “Der Truffeljäger von Zuffenhausen”(The Truffelhunter of Zuffenhausen) or just plain “Pink Pig”.

Yet at Le Mans, once again it was not the new machinery that won. The white #22 Martini-entered 917K (chassis number 053) of Helmut Marko and Gijs van Lennep, equipped with a magnesium frame, set an overall distance record that still stands.

As the new rules for the 3 litre prototypes were not favourable to their existing low-weight, low-power Porsche 908, Porsche decided against developing a new high power engine that could keep up with the F1 designs of the competition’s – at least in naturally-aspirated form. In 1976 they would return to sport-prototype racing with the turbocharged Porsche 936 racecars after the engines were tested in Porsche 911 versions.

After their successes with the 917 mainly in Europe, Porsche instead decided to focus on the North American markets and the CanAm Challenge. For that series, larger and more powerful engines were needed. A 16-cylinder with about 750 hp (560 kW) was tested, but a turbocharged 12-cylinder had initially the same power, with more to come. The 917 chassis also had to be lengthened to accept the longer 16 cylinder engine, and drivers complained that this longer chassis did not handle as well.

The turbocharged 850hp 917/10 entered by Penske Racing won the 1972 series with George Follmer, after a testing accident sidelined primary driver Mark Donohue. This broke the five-year stranglehold McLaren had on the series. The further evolution of the 917, the 917/30 with revised aerodynamics, a longer wheelbase and an even stronger 5.4 litre engine with up to 1,580 horsepower (1,180 kW) won the 1973 edition winning all races but one with Mark Donohue driving. Most of the opposition was made of private 917/10 as McLaren, unable to compete against the 917 turbos, had already left the series to concentrate on the Indy 500 and F1.

The 917’s domination, the oil crisis, and fiery tragedies like Roger Williamson’s in Zandvoort pushed the SCCA to introduce a 3 miles per US gallon maximum fuel consumption rule for 1974. Due to this change, the Penske 917/30 competed in only one race in 1974, and some customers retrofitted their 917/10 with naturally aspirated engines.

The Carrera GT engine is a dream. A meaty 5.7-litre V10 boasting 612 horsepower. What more could one want? More power of course! Gemballa operates on the same principle as racing drivers: “You can never have too much power”. By modifying the engine management electronics, Gemballa has been able to squeeze out a further 60 bhp of power and 15 lb-ft more torque for the V10, slicing off 0.1 seconds off the time it takes to go from 0 to 62 mph. The added performance has also been aided by a new, fully stainless steel exhaust system that now resounds through four tail pipes instead of the standard two. Gemballa has positioned the two extra tail pipes where the reverse and fog warning lamps used to be. The tuning specialist has relocated the two lamps to beneath the rear diffuser.

With the Gemballa body, the Mirage GT looks like it is planning to enter the Le Mans 24-hour race. The most conspicuous change to the front are the additional air intakes on the new front spoiler. In addition, Gemballa embellished the component with a spoiler lip. The bonnet has also been replaced. In the area between the wheel housing and door Gemballa has replaced the standard side panels with its own mudguards, with reshaped openings which blend harmoniously with the original design. Down below, new side skirts lend the vehicle a muscular line. They also come with a cooling vent for the breaks at the rear. One thing is certain! The racing look is enhanced by the new rear skirt, with its aerodynamically optimized mid section for more downforce on the rear axle.

The lion’s share of the extra downforce over the production-line vehicle is due to the mighty Gemballa rear wing that adorns the rear of the car. For better slowing, it comes with an brake-flap in the middle – like the kind seen on the Bugatti Veyron – which snaps up when the brakes are applied. The roof line of the Gemballa Mirage GT also starkly differs from the standard Carrera GT. The front section of an airbox has been integrated into the new Gemballa hardtop. This ends in an air duct that runs along the back of the tailgate installed by Gemballa and supplies the power-enhanced V10-engine with more air to breathe.

With the Gemballa body kit, the Mirage GT fits perfectly into the starting line-up of any FIA-GT race. Not least also because of the materials used by Gemballa – all parts of the body of the Mirage GT are made of carbon fibre; a material common in the world of racing.

The Gemballa Mirage GT also sports a high-tech pair of “shoes”. Gemballa fits the three-part rims, with their fully-milled spoke wheel centre front (9.5 x 19˝) and back (12.5 x 20″). Excellent road holding is guaranteed on the front axle by 265/35 R19 tires and on the rear axle by 335/30 R20 tires.

The motor sports look created on the outside thanks to the carbon components is resumed in the interior. Gemballa has restyled the central console, which likewise consists of this high-grade material. This is joined by countless other carbon components, such as, for example, the door cladding. Gemballa has also integrated a multimedia touch-screen information system into the central console. In addition, the passengers’ senses of sight, smell and touch are also spoilt by the finest leather and luxury carpets. The modified steering wheel allows the driver to keep a strong grip on the reins of the Gemballa Mirage GT.

The Mirage GT is an impressive example of Gemballa’s capability, and represents high-end tuning at its best. The cost of the comprehensive conversion, which can only be carried out by Gemballa, starts from EUR 229,800.

• Front Skirt MIRAGE GT
• Front Spoiler Lip Carbon Black
• Front Bonnet with Naca outlet
• Front Fender Sideparts (A-Frame area)
• Side Skirts with air intakes with GEMBALLA MIRAGE GT Logos
• Rear Skirt with air outtakes with GEMBALLA MIRAGE GT Logos
• Rear Skirt Diffusor middle adapter with integrated reverse light and fog light
• Rear Spoiler with integrated Wing
• Rear Exhaust Cover with larger air outtake and spoiler edges
• Roof air intake with direct connection to the engine in conjunction wth Targa roof concept

GEMBALLA Engine MIRAGE GT

• 30-40 HP Power increasement
• Exhaust System with 4 Tailpipes in special alloy design
GEMBALLA Wheelset MIRAGE GT
• Wheel Set GEMBALLA GT SPORT 19“ / 20“
FA: 9,5 x 19“ Tires 265 / 35 ZR 19
RA: 12,5 x 20“ Tires 335 / 30 ZR 20

GEMBALLA Interior MIRAGE GT

• New middle console with integrated stereo system, 6.5“ screen and touchscreen info-system
• Carbon frame in center middle console with logo GEMBALLA MIRAGE GT No. XXX
• Carbon frame blends in the front dashpanel section L / R
• Dashpanel front blends around the front windshield in Alcantara
• Shiftknob in carbon
• Silver inlets in the doors L / R covered in Alcantara
• Door openers painted black
• 340 mm Steering Wheel, leather, grip area L / R in Alcantara
• Door logos MIRAGE GT
• Airbag covers in Alcantara
• Roof covers in Alcantara

Additional installed Options

GEMBALLA Exterior Options MIRAGE GT

• Additional driving lights
• Rear View Camera System
• Mash Grills of Engine Bonnet and Rear Skirt colored black
• Tailpipes Plasma coated
• Complete color change
• Design Exterior Carbon Package

GEMBALLA Interior Options MIRAGE GT

• Carbon Seatblends upper section L / R
• Leather Interior BICOLOR

It was founded in 1931 by Ferdinand Porsche, an Austro-Hungarian engineer, born in Maffersdorf, Austria-Hungary (today Vratislavice, Czech Republic) who also designed the first Volkswagen. The company is headquartered in Zuffenhausen, a city district of Stuttgart, Baden-Württemberg. They currently produce 911 (997), Boxster, and Cayman sports cars and Cayenne sport utility vehicles.

Reputation

1953 Porsche 356 American Roadster
1953 Porsche 356 American Roadster
1976 Porsche 911 Turbo Type 930
1976 Porsche 911 Turbo Type 930
2005 Porsche 911 (997) Carrera S
2005 Porsche 911 (997) Carrera S

In a May 2006 survey, Porsche was awarded the title of the most prestigious automobile brand by Luxury Institute, New York; it questioned more than 500 households with a gross annual income of at least US $200,000 and a net worth of at least US $720,000.[1] The current Porsche lineup includes sports cars from the Boxster roadster to their most famous product, the 911. The Cayman is a hard top car similar to the Boxster in a slightly higher price range. The Cayenne is Porsche’s mid-size luxury SUV. The Carrera GT supercar was phased out in May 2006. Future plans include a high performance luxury saloon/sedan, the Panamera.

Porsche was awarded the 2006 J.D. Power and Associates award for highest Nameplate Initial Quality Study (IQS) of automobile brands.

As a company, Porsche is known for weathering changing market conditions with great financial stability, while retaining most production in Germany during an age when most other German car manufacturers have moved at least parts of their production to Eastern Europe or overseas.[citation needed] The headquarters and main factory are still in Stuttgart-Zuffenhausen, but the Cayenne (and formerly the Carrera GT) is manufactured in Leipzig, Germany, the SUV also in Bratislava, Slovakia. Most Boxster and Cayman production is outsourced to Valmet Automotive in Finland. The company has been highly successful in recent times, and indeed claims to have the highest profit per unit sold of any car company in the world.

Porsche has for many years offered consultancy services to various other car manufacturers. Audi, Studebaker, SEAT, Daewoo, Subaru and Yugo have consulted Porsche on engineering for their cars or engines. The Lada Samara[4] was partly developed by Porsche in 1984. Porsche also helped Harley-Davidson design their new engine in their newer V-Rod motorcycle.

Competitors

In racing, Porsche’s main rival has traditionally been Ferrari, though their production vehicles appeal to quite different personalities, if similar demographics. The rivalry is therefore primarily because of both companies’ storied racing heritage and the fact that some of their vehicles are of comparable performance. Porsche has a reputation for offering equal or higher performing cars than the more expensive Ferrari models, while overall Ferrari sells far fewer cars at much higher prices (for example, there are no Ferraris under US $100,000, while several Porsches are priced below that figure).

In the daily-driver marketplace, Porsche’s traditional rivals are its fellow German automakers Mercedes-Benz, Audi, and BMW (the Boxster competes directly with the BMW Z4 and the Mercedes-Benz SLK, for instance), as well as Lotus, Jaguar, and Maserati. Ferrari, on the other hand, competes more directly with firms such as Lamborghini, Bugatti and Pagani.

History.

Professor Ferdinand Porsche initially started the company called “Dr. ing. h. c. F. Porsche GmbH” in 1931, with main offices at Königstrasse in the center of Stuttgart. The company offered motor vehicle development work and consulting, and did not initially build any cars under its own name. One of the first assignments the new company received was from the German government to design a car for the people, a “Volkswagen” in German.

The first Porsche, the Porsche 64, was developed in 1939 using many components from the Volkswagen Beetle. The Beetle was first called Type 12 in 1931 then Porsche 60. The name was not used until 1967 by Porsche/VW. During World War II Volkswagen production turned to the military version of the Volkswagen Beetle, the Kübelwagen, 52,000 produced and saw action in all German fronts and Schwimmwagen, 14,000 produced. During a contract bid for a new tank Porsche lost to Henschel & Son who subsequently produced the Tiger I. Ferdinand Porsche was hurt by this, knowing Adolf Hitler personally. Porsche would assist in the designing of the Tiger tank series and the Elefant tank.

After the war Ferdinand designs Beetle to the French as war reparations. Volkswagen factory fell inside the British occupied zone. Ferdinand lost ownership of Volkswagen and a British major, Ivan Hirst was put in charge. Ferdinand was not allowed at the reopening of the Volkswagen factory. December 15 the same year (1945) Ferdinand was arrested but was not tried for war crimes. During his 20 month imprisonment, Ferdinand Porsche’s son, Ferry Porsche, decided to build his own car because he could not find an existing one that he would buy. The first models of what was to become the 356 were built in a small sawmill in Gmünd, Austria and had aluminum bodywork, hence the modern Porsche company was born. The prototype car was shown to German auto dealers, and when pre-orders reached a set threshold, production was begun. Many regard the 356 as the first Porsche simply because it was the first model sold by the fledgling company. Porsche commissioned Zuffenhausen-based company Reutter Carosseri, which had previously collaborated with Porsche on Volkswagen Beetle prototypes, to produce the 356’s steel body. Porsche constructed an assembly plant across the street from Reutter Carosseri; that assembly plant is now known as Porschestrasse. The 356 was road certified in 1948.

Not long afterwards, on January 30, 1951, Ferdinand Porsche died from complications following a stroke.

In post-war Germany parts were generally in short supply, so the 356 automobile used components from the Volkswagen Beetle including its engine, gearbox, and suspension. The 356, however, had several evolutionary stages, A, B, and C, while in production and many VW parts were replaced by Porsche-made parts. The last 356s were powered by entirely Porsche-designed engines. The sleek bodywork was designed by Erwin Komenda who also had designed the body of the Beetle. Porsche’s signature designs have, from the beginning, featured air-cooled rear-engine configurations (like the Beetle), rare for other car manufacturers, but producing automobiles that are very well balanced.

In 1964, after some success in motor-racing, namely with the Porsche 550 Spyder, the company launched the Porsche 911 another air-cooled, rear-engined sports car, this time with a 6-cylinder “boxer” engine. The team to lay out the body shell design was led by Ferry Porsche’s eldest son, Ferdinand Alexander Porsche (F. A.). The design phase for the 911 caused internal problems with Erwin Komenda who led the body design department until then. F. A. Porsche complained Komenda made changes to the design not being approved by him. Company leader Ferry Porsche took his son’s drawings to neighbouring body shell manufacturer Reuter bringing the design to the 1963 state. Reuter’s workshop was later acquired by Porsche (so-called Werk II). Afterward Reuter became a seat manufacturer, today known as Keiper-Recaro.

The design group gave sequential numbers to every project (356, 550, etc) but the designated 901 nomenclature contravened Peugeot’s trademarks on all ‘x0x’ names, so it was adjusted to 911. Racing models adhered to the “correct” numbering sequence: 904, 906, 908. The 911 has become Porsche’s most well-known model, successful on the race-track, in rallies, and in terms of sales. Far more than any other model, the Porsche brand is defined by the 911. It remains in production; however, after several generations of revision, current-model 911s share only the basic mechanical concept of a rear-engined, six-cylinder coupe, and basic styling cues with the original car. A cost-reduced model with the same body, but 356-derived running gear (including its four-cylinder engine), was sold as the 912.

In 1972 the company’s legal form was changed from limited partnership to public limited company (AG in German), because Ferry Porsche and his sister, Louise Piëch, felt their generation members did not team up well. This led to the foundation of an executive board whose members came from outside the Porsche family, and a supervisory board consisting mostly of family members. With this change, no family members were in operational charge of the company. F. A. Porsche founded his own design company, Porsche Design, which is renowned for exclusive sunglasses, watches, furniture, and many other luxury articles. Ferdinand Piëch, who was responsible for mechanical development of Porsche’s serial and racing cars, formed his own engineering bureau and developed a 5-cylinder-inline diesel engine for Mercedes-Benz. A short time later he moved to Audi and pursued his career through the entire company, up to and including, the Volkswagen Group boards.

The first CEO of Porsche AG was Dr. Ernst Fuhrmann who had been working in Porsche’s engine development. Fuhrmann was responsible for the so-called Fuhrmann-engine used in the 356 Carrera models, as well as the 550 Spyder, having four over-head camshafts instead of a central camshaft as in the Volkswagen-derived serial engines. He planned to cease the 911 during the 70s and replace it with the V8-front engined grand sportswagon 928. As we know today the 911 outlived the 928 by far. Fuhrmann was replaced in the early 80s by Peter W. Schutz, an American manager and self-proclaimed 911 aficionado. He was replaced in 1988 by the former manager of German computer company Nixdorf Computer AG, Arno Bohn, who made some costly miscalculations that led to his dismissal soon after, along with that of the development director, Dr. Ulrich Bez, who was formerly responsible for BMW’s Z1 model and today is CEO of Aston Martin.

In 1990, Porsche drew up a memorandum of understanding with Toyota to learn and benefit from Japanese production methods. Currently Toyota is assisting Porsche with hybrid technology, rumored to be making its way into a Hybrid Cayenne SUV, as well as the upcoming four-door coupe, the Panamera.

Following the dismissal of Bohn, an interim CEO was appointed, longtime Porsche employee, Heinz Branitzki, who served in that position until Dr. Wendelin Wiedeking became CEO in 1993. Wiedeking took over the chairmanship of the board at a time when Porsche appeared vulnerable to a takeover by a larger company. During his long tenure, Wiedeking has transformed Porsche into a very efficient and profitable company.

Ferdinand Porsche’s grandson, Ferdinand Piëch, was chairman and CEO of the Volkswagen Group from 1993 to 2002. Today he is chairman of the supervisory board. With 12.8 per cent of the Porsche voting shares, he also remains the second largest individual shareholder of Porsche AG after his cousin, F. A. Porsche, (13.6 per cent).

Porsche’s 2002 introduction of the Cayenne also marked the unveiling of a new production facility in Leipzig, Saxony, which once accounted for nearly half of Porsche’s annual output. The Cayenne Turbo S has the second most powerful production engine in Porsche’s history, with the most powerful belonging to the Carrera GT.

In 2004, production of the 605 horsepower (451 kW) Carrera GT commenced in Leipzig, and at EUR 450,000 ($440,000 in the United States) it was the most expensive production model Porsche ever built.

As of 2005, the extended Porsche and Piech families controlled all of Porsche AG’s voting shares. In early October 2005 the company announced acquisition of an 18.53% stake in Volkswagen AG and disclosed intentions to acquire additional VW shares in the future. As of June 2006, the Porsche AG stake in Volkswagen had risen to 25.1%, giving Porsche a blocking minority, whereby Porsche can veto large corporate decisions undertaken by VW.

In mid-2006, after years of the Boxster (and later the Cayenne) as the dominant Porsche in North America, the 911 regained its position as Porsche’s backbone in the region. The Cayenne and 911 have cycled as the top-selling model since. In Germany the 911 clearly outsells the Boxster/Cayman and Cayenne.

Relationship with Volkswagen.

The company has always had a close relationship with Volkswagen Group, and as noted above, the first Porsche cars used many Volkswagen components. The two companies collaborated in 1969 to make the VW-Porsche 914 and 914-6, whereby the 914-6 had a Porsche engine, and the 914 had a Volkswagen engine, in 1976 with the Porsche 912E (USA only) and the Porsche 924, which used many Audi components and was built at an Audi Neckarsulm factory. Most Porsche 944s also were built there although they used far fewer VW components. In other words, Volkswagen was a cheap Porsche, but since 1924 they have risen up to be a leading car power. The Cayenne, introduced in 2002, shares its entire chassis with Volkswagen Touareg, which is built at the factory in Bratislava. Both Audi and Škoda are wholly owned subsidiaries of Volkswagen. In late 2005, Porsche took an 18.65% stake in the Volkswagen Group, further cementing their relationship, and preventing a takeover of Volkswagen, which was rumored at the time. Speculated suitors included DaimlerChrysler AG, BMW, and Renault.

On 26 March 2007, Porsche took its holding of Volkswagen shares to 30.9%, triggering a takeover bid under German law. Porsche formally announced in a press statement that it did not intend to take over Volkswagen (it would set its offer price at the lowest possible legal value), but intended the move to avoid a competitor taking a large stake or to stop hedge funds dismantling VW, which is Porsche’s most important partner.[6] Porsche’s move comes after the European Union moved against a German law that protected VW from takeovers. Under the so-called “Volkswagen Law”, any shareholder in VW cannot exercise more than 20% of the firm’s voting rights, regardless of their level of stock holding. The European Court of Justice struck the law down on 23 October 2007, potentially paving the way for a takeover.

Corporate Restructure.

With the Volkswagen stake acquisition, Porsche intends on reforming the company’s format, with Dr Ing. h. c. F. Porsche AG becoming a subsidiary of a newly formed holding company called Porsche Automobil Holding SE, so as to separate the operating activities from holding activities of the company. There was an Extraordinary General Meeting for Porsche AG shareholders which took place on June 26, 2007 at the Porsche Arena in Stuttgart, Germany to discuss the change to the company structure.

On 3 March 2008 Porsche set the stage for obtaining a majority stake in the fellow Volkswagen. Porsche sought on 4 March 2008 to allay fears it would attempt to force a merger with Volkswagen.

Auto racing.

The Martini Racing blue and green “psychedelic” livery on a 1970 917K. This car raced at Watkins Glen in 1970.

Porsche has been successful in many branches of auto racing, scoring a total of more than 28,000 victories. Porsche is currently the world’s largest race car manufacturer. In 2006, Porsche built 195 race cars for various international motor sports events. In 2007, Porsche is expected to construct no fewer than 275 dedicated race cars (7 RS Spyder LMP2 prototypes, 37 GT2 spec 911 GT3-RSRs, and 231 911 GT3 Cup vehicles).

Porsche, a German proper name, is correctly pronounced PORSH-eh.

The correct pronunciation of “Porsche”

Models

See: Category:Porsche vehicles

Tractors.

* Porsche Type 110
* Porsche AP Series
* Porsche Junior (14 hp)
* Porsche Standard (25 hp)
* Porsche Super (38 hp)
* Porsche Master (50 hp)
* Porsche 312
* Porsche 108F
* Porsche R22
* Porsche AP16

Racing models.

* 64
* 360 Cisitalia
* 550 Spyder
* 718
* 787
* 804
* 904
* 906
* 907
* 908
* 909 Bergspyder
* 910
* 911
* 914
* 917
* 934
* 935
* 936
* 924
* 944
* 956
* 959
* 961
* 962
* Porsche-March 89P
* WSC-95/LMP1-98
* LMP2000 (never raced)
* RS Spyder (9R6)

Note: models in bold are current models

Prototypes and concept cars.

* Porsche 114
* Porsche 356/1
* Porsche 695 (911 prototype)
* Porsche 901 (911 prototype)
* Porsche 916 (flat-6 914)
* Porsche 959 Prototype
* Porsche 942
* Porsche 969
* Porsche Panamericana
* Porsche 989
* Porsche Varrera
* Porsche Boxster Concept
* Porsche Carrera GT Concept
* Porsche E2
* Porsche Martel design

The 3.4-liter 295-hp flat-six-powered coupe is scheduled to make its first public appearance at September?s Frankfurt motor show before reaching North American showrooms early next year.

The two-seat Cayman S slots into the Porsche line slightly above the new 2005 Boxster, and in doing so it bucks Porsche tradition of pitching coupes at a lower price point than their more complex convertible siblings. It?s a strategy that has required Porsche to provide the Cayman S with greater firepower than the 3.2-liter 280-hp Boxster S simply to justify its positioning. At the same time, Porsche has been careful not to let its latest model?named after the caiman breed of crocodile found in Central and South America (rather than the Caribbean tax haven)?encroach on the territory ruled by the 3.6-liter 325-hp 911 Carrera.

In both power and straight-line performance, the Cayman S remains a respectable distance from its more expensive Carrera stablemate, although if word from the Stuttgart grapevine proves correct, Porsche is already considering a racing-focused stripped-down Clubsport version of the Cayman, possibly to receive the historical GTS designation. A less expensive base Cayman is also planned, running either the 3.2-liter from the Boxster S, or a 3.0-liter 260-hp flat six.

Engine :: 6 cylinder boxer, water-cooled
Displacement :: 3.4 liters
Horsepower :: 295 hp
at engine speed :: 6,250 rpm
Max. torque :: 250 lb.-ft.
at engine speed :: 4,400-6,000 rpm
0 – 60 mph :: 5.1 sec (Manual gearbox)
0 – 60 mph :: 5.8 sec (Tiptronic S)
Top Track speed :: 171 mph (Manual gearbox)
Top Track speed :: 166 mph (Tiptronic S)

As with Porsche’s 911 RS models, the GT3 was devoid of any unnecessary items that would add weight to the car. Sound deadening was almost completely removed, as were the rear seats, stereo system, sunroof, and air conditioning, although automatic air conditioning and CD/radio became no-cost optional add-ons. In addition, Porsche offered a no-cost option called the Clubsport package. This option replaced the standard electrically adjustable leather front seats with manually adjustable racing buckets finished in fire-retardant fabric, bolt-in half-roll cage, 6-point drivers racing harness, fire extinguisher (mounted in the front passenger footwell) & preparation for a battery master switch. The Clubsport option was never offered to US customers ostensibly due to the additional DOT Crash testing that would have been required to allow US sales.

To bring the vehicle’s track-prowess to the maximum level, Porsche endowed the GT3 with enlarged brakes, a lowered, re-tuned suspension system, lighter-weight wheels and a new front bumper with matched rear spoiler to help increase downforce, thereby increasing grip.

Most important of all is the engine of the GT3. The GT3 engine, although it shares the same basic 3.6 liter displacement of the standard 996 type 911’s so-called “integrated dry-sump” flat-six engine, is actually based on the original air-cooled 911’s versatile, true dry-sump crankcase (with oil tank external to engine).

In GT3 configuration, this so called “split” crankcase (meaning the parting line of crankcase is on the crankshaft centerline) uses, instead of a fan and finned cylinders, separate water jackets added onto each side of the crankcase to cool banks of 3 cylinders with water pumped though a radiator. Thus, the GT3 engine is very similar to the completely water cooled 962 racing car’s engine, which is also based on this same crankcase. The 962 differs, however, by using 6 individual cylinder heads while the GT1/GT3, like the air and water cooled Porsche 959, uses 2 cylinder heads, each covering a bank of 3 cylinders. The GT3 engine could thus also be thought of as similar to a 959 engine, but with water-cooled cylinders.

Up to early model year 2004 GT3 production, the basic casting used for the crankcase of the GT3 was exactly the same as the air-cooled engine and one could see the “964″ casting number on the bottom of the crankcase and areas normally machined in the air-cooled application that are not machined for use in the water-cooled application. The crankcase casting was changed in mid-2004 to a “996″ casting number crankcase to eliminate these external air-cooled remnants, but internally it is the same.

This engine gives the GT3 a distinct racing heritage that dates back to the Porsche 904/6 of the mid-60’s and also includes the 906, 910, 911R, 911ST, 911RSR (2.8,3.0 & 3.8 liter), 911SCRS, 934, 935, 936, 956, 962, GT1, GT2 as well as the Carrera Cup and 997 Super Cup and RSR racing cars of today.

Because the 911 air-cooled crankcase uses the Porsche 356 engine to transmission mounting flange configuration, the GT3 uses a gearbox also of air-cooled 911 heritage. This gearbox has interchangeable gear ratios and is more durable making it more suitable for racing than the standard 996 type 911 gearbox.

Porsche made significant updates to the GT3 for 2004, the first year the car was offered to US customers. Horsepower was raised to 381 horsepower and torque to 284lb.ft, 80% of which was available from a mere 2,000 RPM. The braking setup was upgraded, now featuring 6-piston calipers on the front (rears remained 4-piston), and the Porsche Ceramic Composite Brake system was offered as an option. The new car also was updated to the 2002 911 facelift including headlights that were differentiated from the Boxster.

In track testing by American automotive journals, the GT3 managed a 0-60 time of 4.0 seconds and a quarter mile time of 12.3 seconds at 118 miles per hour. During skidpad testing the vehicle posted 1.03g. Porsche introduced a revised 911 GT3 RS to the European market in 2003, marking the last revision of the 996 platform car before its discontinuation in 2005.

Porsche’s official test-driver Walter Röhrl completed the Nürburgring Nordschleife in 7 minutes 50 seconds with the 996 GT3 and 7 minutes 43 seconds with the 996 GT3 RS. Cited in an interview with Mr. Röhrl by Swedish sports car magazine Automobil 5.06.

In February of 2006, Porsche revealed the latest street-legal version of the GT3, now built on the new 997 platform; the car had already been in active race use for several months. In addition to a new, 415 horsepower 3.6 litre flat-six engine the vehicle features “zero lift” aerodynamics, meaning the car creates only aerodynamic downforce but no “lift”, which pulls upwards and away from the road surface and affects overall grip. The vehicle now makes use of a modified, track oriented version of Porsche’s active PASM suspension and stability control system, making this the first of Porsche’s RS/GT3 911’s to feature an electronically adjustable suspension system. Also available are a navigation system and Porsche’s “sports chrono” gauge package, making this the most “friendly” lightweight track car the company has ever produced. The car will go on sale in the summer of 2006 and have a starting price of 106,000 USD. The RS will be released in Europe in October 2006 and in North America in spring 2007.

Although independent track testing has yet to be performed, it is thought that the vehicle should be able to go from 0-60 mph in under four seconds (Road and Track produced a 3.9 second time with the heavier, less powerful 997 Carrera S) and hit a top speed approaching 320 km/h (200 mph); Porsche’s factory performance claims indicate a 193 mile per hour top speed and a 0-60 time of 4.1 seconds (these figures, like most of Porsche’s, are probably modest).

Straight from Europe’s Extreme TV Gumball series delve right into the madness, fury and comedy of the Gumball Rally. This is a must see for all Gumball fans.

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Porsche 911 Turbo

With a high-speed connection, you can enjoy the premiere of the new 911 Turbo in all its glory: With historical videos, technical animations and the acoustics of a large theatre. Switch on your loudspeakers and take up your seat in the VIP box.