Gemballa Porsche Panamera

It was bound to happen – German tuners get their hands on the Porsche Panamera

By Stephen Dobie
18th August 2009

Gemballa Porsche Panamera Porsches are quickly becoming the most tuned cars on the market. Perhaps it’s national pride from the predominantly German tuning industry, but there seems to be no end to the modified 911s and tweaked Cayenne SUVs.

And now the inevitable has happened – a Porsche Panamera’s had the same treatment. Deutschland-based tuner Gemballa is responsible for this, the Mistrale. It’s not finished yet, but these pictures give a clue as to what we can expect.

New bumpers, a big rear diffuser, quad exhausts (made of stainless steel, no less) and typically showy 22in wheels are more typical changes, while what appears to be a BMW M3 coupe-aping carbon roof could be on the cards judging by these pictures.

There aren’t any details on performance or dynamic enhancements just yet, but the air intakes on the bonnet suggest something more potent lies beneath. Good job, really, because now that Gemballa’s kicked things off there’s bound to be an abundance of rival tuners’ Panameras just around the corner. Happy days.

Porsche 911 GT3 RS Storms In

Porsche 911 GT3 RS Storms In

Wednesday 19th August 2009

Porsche unveils an all-new version of the most hardcore 911


Livery and wings are as outlandish as ever

These are the first official images of the all-new Porsche 911 GT3 RS – the most exciting and hardcore 911 of them all.

There are few car models that can ratchet up excitement in stages like a 911. First there’s the base model, which understandably generates a certain amount of excitement. Then the boys and girls from Weissach announce a new GT3 version, which keeps the track day fans dribbling. Next Porsche reveals a new version of the Turbo. But the real weak-at-the-knees moment comes in the form of the new RS.

Ever since the classic ‘ducktail’ Carrera RS 2.7 was released back in 1973, the RS badge has only ever been applied to the most hardcore roadgoing 911s, and has created some of the most iconic Porsches ever.

So with a lineage that runs from the 2.7, via the 964, 993, 996 and first 997 RS, the new GT3 RS has a lot to live up to.

The technical specifications certainly seem promising, though. The classic flat-six engine, like the motor in the latest GT3, has gone up from 3.6 to 3.8 litres. It now produces 444bhp, up 35bhp on the previous GT3 RS, and 15bhp up on the 429bhp GT3.

The most impressive figure associated with the new 911 GT3 RS, however, is a specific output of 118bhp per litre – a stunning figure for a naturally aspirated road car. That power is transmitted to the road via a six-speed manual gearbox – no fussy PDK twin-clutch tech here – with shorter ratios than in the GT3. Porsche hasn’t revealed any performance figures for the new GT3 RS, but it’s a safe bet to say that it’ll be quicker than the GT3, although with a lower top speed.


On any other car, this would look ridiculous

On any other car, this would look ridiculousThe new GT3 RS also gets Porsche Active Suspension Management (PASM), but this has been tweaked specifically for the new car to, in Porsche’s words “further improve the sporting behaviour of the chassis”. Another piece of electronic cleverness fitted to the new GT3 RS is Porsche’s Active Drivetrain Mounts (PADM). Depending on driving conditions, the engine mounts change in their stiffness and damping effect to resist the movement of the drivetrain in the bodyshell.

More significant to the RS’s ‘sporting behaviour’ are wider tracks front and rear, necessitating blistered front arches and wider rear bodywork. Beneath those chunky arches sit beefy 245/35 ZR 19 tyres at the front, and 325/30 ZR 19 tyres at the rear. The front tyres measure 9 inches across, while the rears are a whopping 12 inches wide.


The requisite racing seats and roll cage

The requisite racing seats and roll cageLight weight is also a key element of any good RS Porsche and, although Porsche hasn’t yet released any details about the car’s overall weight saving, the latest 911 GT3 RS duly delivers, with an optional lithium-ion that saves more than 10kg over a conventional lead-acid battery.

2010 Porsche 911 Turbo – Official Photos and Info

Facing increasingly tough competition, the Porsche Turbo gets substantial improvements under its skin.

More than one year after the regular Porsche 911 migrated to Phase II of the 997 architecture, the Turbo follows. The most important change: A new twin-turbocharged, direct-injection flat-six engine with higher compression (9.8:1, from 9.0:1), a displacement of 3.8 liters (up from 3.6) and 20 more horsepower—the new 911 Turbo makes 500 hp at 6000 rpm, versus the previous model’s 480 hp. Maximum torque for the new car is 479 lb-ft at 1950 rpm (516 lb-ft at 2100 rpm with the optional Sport Chrono package), while its predecessor delivered 460 lb-ft (505 lb-ft with Sport Chrono).

Porsche says the revisions improve the Turbo’s already stellar performance, with the company claiming the run to 60 mph now takes 3.2 seconds; a 0–60 sprint of 3.4 seconds is the best we’ve recorded for the previous model. Top speed rises 1 mph to an ungoverned 194. However, a more noticeable improvement is the Turbo’s efficiency. Carbon-dioxide emissions are said to be 18 percent less than before, and while U.S. EPA ratings are not yet available, combined fuel economy in the European cycle has increased from the equivalent of 18 mpg to 20 mpg for 2010.

Part of the improved fuel economy is due to the optional ZF-supplied, seven-speed Porsche-Doppelkupplungsgetriebe (PDK) dual-clutch automated manual transmission. It replaces the former Aisin five-speed automatic, and its seventh gear is extremely tall for more-efficient cruising. As with non-turbo 911s, the gearbox also is configured to upshift more quickly when you push the “Sport” or “Sport Plus” button, which also are part of the Sport Chrono package. More important, though, is that the counterintuitive and awkwardly positioned steering-wheel buttons that operate the manual-shift function—they require you to push away to upshift and pull towards you to downshift, and are easy to hit accidentally—can now be replaced with proper, wheel-mounted paddle shifters; pull the left one to downshift, the right one to upshift. Bravo to Porsche for offering the option and we hope the new steering wheel becomes available across the company’s entire lineup.

Of course, you can also opt for the standard six-speed manual, which we’ve found in the previous model to be smooth, precise, and perfectly suited to the Turbo. All-wheel drive remains standard and a new, available torque-vectoring system is likely to push the Turbo’s agility and handling limits to new heights. Also featured are the dynamic engine mounts introduced on the 2010 911 GT3, revised traction- and stability-control systems, optional carbon-ceramic brakes, and available multi-spoke, 19-inch RS Spyder wheels with center-locking hubs.

There are surprisingly few changes to the exterior. The front fascia is unchanged, except for slightly accentuated horizontal strips on the huge front air intakes. The xenon headlights are carried over from the regular 911. Most noticeable are the current 911’s LED taillights. The rear bumper is slightly altered for bigger exhaust openings, but you really have to see the old and new car next to each other to tell the difference.

At $132,800 for the coupe and $143,800 for the cabriolet, the 2010 Turbo is priced about $2000 more than the 2009 model. And it’s facing strong competition, namely from the Nissan GT-R, and the upcoming Mercedes-Benz SLS AMG and Audi R8 5.2 V-10. Only the rear-wheel-drive GT2 has yet to be fitted with the 997’s latest advancements. However, Porsche already is busily working on the next generation of the 911, internally called 991.

The new Turbo will officially debut in September at the Frankfurt auto show, with European sales starting November 21 and U.S. deliveries commencing in January 2010. We hope to drive the new car shortly after its unveiling, at which time we will of course bring you our initial thoughts of it on the road.

PRESS RELEASE:

Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart, is proudly presenting a new top model at the pinnacle of its broad range of production sports cars: The new Porsche 911 Turbo combines far-reaching innovations in technology with fine tuning and supreme refinement in design. All key features of this high-performance sports car have been significantly improved, the new 911 Turbo combining a substantial improvement in fuel efficiency and lower weight with more power, even higher speed, and enhanced driving dynamics.

Particularly in terms of fuel economy and dynamic performance, the new top-of-the-range 911 from Zuffenhausen now stands out even more than before from its competitors in the market. Porsche’s new top model will be presented to the public for the first time at the Frankfurt Motor Show from 17 – 27 September.

The heart and highlight of the seventh generation of the Turbo is the new power unit displacing 3.8 litres and delivering maximum output of 500 bhp (368 kW). The first entirely new engine in the 35-year-history of the Turbo comes with features such as Direct Fuel Injection and Porsche’s exclusive turbocharger with variable turbine geometry on a gasoline power unit. And as an option, the new six-cylinder may be combined for the first time with Porsche’s seven-speed PDK Doppelkupplungsgetriebe (Double-Clutch Gearbox).

Models equipped with PDK are also available with a new, optional three-spoke steering wheel with gearshift paddles as an alternative to the standard steering wheel with its proven shift buttons. Fitted firmly on the steering wheel, the right paddle is for shifting up, the left paddle for shifting down. In conjunction with the optional Sport Chrono Package Turbo both the gearshift paddle and the PDK steering wheel with its shift buttons come with integrated displays for Launch Control and the Sport/Sport Plus mode, which are however designed differently on the two steering wheels.

The combination of PDK, Direct Fuel Injection and turbocharging ensures an unprecedented standard of efficiency, agility, responsiveness and performance, the Porsche 911 Turbo reducing CO2 emissions versus its predecessor by almost 18 per cent and therefore ranking unique in its segment also in this respect. Depending on the configuration of the car, the new top model requires just 11.4 – 11.7 ltr/100 km (equal to 24.8 – 24.1 mpg imp) under the EU5 standard. And unlike most other cars in its segment, the new Turbo remains even further below the crucial level of fuel consumption for gas guzzler tax in the USA, the special tax imposed on cars with substantial fuel consumption. All this despite acceleration to 100 km/h in 3.4 seconds. Top speed, in turn, is 312 km/h or 194 mph.

The Turbo driver of the future will also enjoy a further improvement in driving dynamics, detailed enhancement of PTM fully controlled all-wheel drive and PSM Porsche Stability Management being further supported by new PTV Porsche Torque Vectoring available as an option. This makes the car even more agile and precise in its steering for an even higher level of driving pleasure.

Sales of the new Porsche 911 Turbo in both Coupé and Cabriolet guise are starting in Germany on 21 November 2009. The Euro base price without value-added tax and national specifications is Euro 122,400.- for the Coupé and Euro 131,800.- for the Cabriolet. The gross retail price in Germany, therefore, is Euro 145,871.- for the Coupé and Euro 157,057.- for the Cabriolet, in each case including 19% value-added tax and national specifications.

Porsche 911 hybrid

Petrol-electric version of classic sports car is caught testing

Auto Express Car Reviews By Luke Madden 30th July 2009

Here’s a shocking revelation – it’s an electric hybrid version of the Porsche 911!

With the announcement of hybrid versions of the Cayenne and the Panamera, it was only a matter of time before the brand’s performance models received the same treatment.

These photos show a 911 prototype with an interesting bulge on the bonnet carrying a lightning bolt sticker. Our photographers noted that the prototype seemed unusually quiet as it pulled away.

The position of the bulge suggests the electric motor will be located at the front of the car, powering the front wheels whilst a boxer engine at the rear will drive the back wheels.

This technology could offer the option of a front-wheel drive, all electric vehicle or, when performance is needed, a four wheel drive petrol-electric hybrid.

Porsche purists may be sceptical as weighty batteries in the front will balance out the trademark rear-heavy 911, however, a high-mpg, high performance supercar may prove to be a winning formula.

As regulations on CO2 emissions become ever stricter, the hybrid 911 could open the floodgates for other high-performance hybrids