Porsche 911
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The Porsche 911 (pronounced as nine eleven) is a sports car made by Porsche AG of Stuttgart, Germany. The famous, distinctive and durable car has undergone continuous development since its introduction in 1964. Mechanically it is notable for being rear engined and, until the introduction of the all-new Type 996 in 1999, air-cooled.
Since its inception the 911 has been modified, both by private teams and the factory itself, for racing, rallying and other types of automotive competition. It is often cited as the most successful competition car ever, especially when its variations are included, mainly the powerful 935.
In the international poll for the award of the world's most influential car of the twentieth century the 911 came fifth after the Ford Model T, the Mini, the Citroën DS and the Volkswagen Beetle.
[edit] History
A note on designations: the series letter (A, B, C, etc.) is used by Porsche to indicate the revision for production cars. It often changes annually to reflect changes for the new model year. The first 911 models are the "A series", the first 993 cars are the "R series".)
A note on the models listed: not all of the Porsche 911 models ever produced are mentioned here. The listed models are notable for their role in the advancements in technology and their influence on the following vehicles from Porsche.
A note on model names: although the articles below use Porsche's internal classifications (911, 964, 993, 996, 997) the car was always sold as 911. "Carrera", "GT3", "Turbo", et cetera refer to the specific model trim (they are all 911s).
[edit] Air-Cooled Engines (1964–1998)
[edit] 911 Series (1964–1989)
| Porsche 911<tr><td colspan=2>Image:Porsche911sc.jpg</tr>
<tr><th>Also called:<td>Porsche 911 | |
| Manufacturer: | Porsche<tr><th>Production:<td>1964–1989</tr><tr><th>Predecessor:<td>Porsche 356</tr><tr><th>Successor:<td>Porsche 964</tr><tr><th>Class:<td>RR or AW sports car</tr><tr><th>Body style:<td>2-door Coupe 2-door Targa (1966-89) 2-door Convertible (1982-89)</tr><tr><th>Engine:<td>2.0 L flat-6, 110-170 hp (DIN) 2.2 L flat-6, 125-180 hp (DIN) 2.35 L flat-6, 130-190 hp (DIN) 2.7 L flat-6, 150-210 hp (DIN) 3.0 L flat-6, 180-204 hp (DIN) 3.0 L Turbo-flat-6, 260 hp (DIN) 3.2 L flat-6, 217-231 hp (DIN) 3.3 L Turbo-flat-6, 300 hp (DIN)</tr> |
|---|---|
The 911 was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356, the company's first model, and essentially a sporting evolution of the Volkswagen Beetle. The new car made its public debut at the 1963 Internationale Automobil-Ausstellung, better known to English speakers as the Frankfurt motor show.
It was designated as the "Porsche 901" (901 being its internal project number). Peugeot protested on the grounds that they owned the trademark to all car names formed by three numbers with a zero in the middle. So, before production started, the new Porsche had its name changed to 911. It went on sale in 1964.
[edit] 911 2.0-litre / O, A and B series (1964–1969)
The earliest editions of the 911 had a 130 PS1 (96 kW) six-cylinder engine, in the "boxer" configuration like the 356, air-cooled and rear-mounted, displaced 1991 cc compared with the 356's four-cylinder 1600 cc unit. The car had four seats although the rear seats are very small, and the car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). It was mated to a five speed manual "Type 901" transmission. The styling was largely by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Erwin Komenda, the leader of the Porsche car body construction department, was also involved in the design.
The 356 came to the end of its production life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, introduced the same year, served as a direct replacement. It used the 356's 4-cylinder, 1600 cc 90 PS (66 kW) engine but wore the 911 bodywork.
In 1966 Porsche introduced the more powerful 911S, the engine's power raised to 160 PS (118 kW). Alloy wheels from Fuchs, in a distinctive 5-leaf design, were offered for the first time. In motorsport at the same time, installed in the mid-engined Porsche 904 and Porsche 906, the engine was developed to 210 PS (154 kW).
In 1967 the Targa version was introduced. The Targa had a removable roof panel, a removable plastic rear window (although a fixed glass version was offered alongside from 1968) and a stainless steel-clad roll bar. (Porsche had, at one point, thought that the NHTSA would outlaw fully open convertibles in the US, an important market for the 911, and introduced the Targa as a "stop gap" model.) The name "Targa" came from the Targa Florio road race in Sicily, in which Porsche had notable success: victories in 1956, 1959, 1960, 1963, 1964, 1966, 1967, 1968, 1969, 1970 and 1973.
The 110 PS (81 kW) 911T was also launched in 1967 and effectively replaced the 912. The staple 130 PS (96 kW) model was renamed the 911L. More excitingly, the 911R was produced in tiny numbers (20 in all). This was a lightweight racing version with thin aluminium doors, a magnesium crankcase, twin-spark cylinder heads, and a power output of 210 PS (154 kW).
In 1968 the B series was introduced: the wheelbase for all 911 and 912 models was increased from 2211 mm to 2268 mm, an effective remedy to the car's nervous handling at the limit. The overall length of the car did not change: rather, the rear wheels were relocated aft. Fuel injection arrived for the 911S and for a new middle model, 911E. A semi-automatic Sportomatic [1] model, composed of a torque converter, an automatic clutch, and the four speed transmission, was added to the product lineup.
[edit] 911 2.2-litre / C and D series (1970–1971)
For the 1970 model year the engines of all 911s was increased to 2195 cc. Power outputs were uprated to 125 PS (92 kW) in the 911T, 155 PS (114 kW) in the 911E, and 180 PS (118 kW) in the 911S. The 912 was discontinued, thanks to the introduction of the Porsche 914 as an entry model.
The 2.2 L 911E was called "The secret weapon from Zuffenhausen". Despite the lower power output of the 911E (155 PS) compared to the 911S (180 PS) the 911E was quicker in acceleration up to 160 km/h (100 mph).
[edit] 911 2.4-litre / E and F series (1972–1973)
The 1972–1973 model years consisted of the same models of 911—the entry level T, the midrange E and the top of the line S. However, all models got a new, larger 2341 cc/142 in³ engine. This is universally known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres—perhaps to emphasize the increase over the 2.2. The new power ratings were 130 PS (96 kW), or 140 hp (104 kW) in the U.S., for the T, 165 PS (121 kW) for the E and 190 PS (140 kW) for the S.
The 911E and 911S used mechanical fuel injection (MFI) in all markets. The 911T was carbureted, except in the US where it also used MFI, which accounts for the 7 kW power difference between the two. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch. These cars are commonly referred to as 1973.5 models.
With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901/911 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. Some say this was because the dog-leg shift to second gear was inconvenient for in town driving, other say it was due to Porsche’s desire to put 5th gear outside the main transmission housing where it could easily be changed for different races. The Sportomatic transmission was still available, but only as a special order.
In 1972 tremendous effort was made to improve the handling of the 911. One thing Porsche did was relocate the oil tank from its position behind the right rear wheel to in front of it. This had the effect of moving the weight of almost 9 quarts of oil from outside the wheelbase to inside, improving the handling. To facilitate filling of the oil tank, Porsche installed an oil filler door (much like the fuel filler door on the left front fender) on the right rear quarter panel. Unfortunately, this unique design was scrapped after only one year, some say because inattentive gas station attendants were putting gas in the oil tank! The oil tank was moved back to its original position for the 1973 model year, and there is stayed until it was moved back within the wheelbase for the 964 models.
911S models also gained a discreet spoiler under the front bumper to help high-speed stability. With the car's weight only 1050 kg (2314 lb), these are often regarded as the best classic mainstream 911s. For racing at this time, the 911 ST was made in tiny numbers. The cars were available with engines of either 2466 cc or 2492 cc, producing 270 PS (199 kW) at 8000 rpm. Weight was down to 960 kg. The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000Km Nurburgring and the Targa Florio.
[edit] 911 Carrera RS 2.7 (1972–1974)
Image:Porsche RSR am 19.05.1974.jpg This model, much prized by collectors, is one of the all-time classic 911s. RS means Rennsport in German, meaning "motorsports". It was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera RS had a larger engine (2687 cc) developing 210 PS (154 kW), revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, larger wheels and wheel-arches, and was about 150 kg lighter—most of the saving coming from the thin-gauge steel used for parts of the bodyshell. In total 1636 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. A more powerful version, the Carrera RS 3.0, was also made. The 3.0 L cars used standard-gauge steel, and thanks to that extra 180 kg the extra 20 PS (15 kW) did not give it a performance advantage.
The Carrera RSR 3.0 and Carrera RSR Turbo (its 2.1 L engine due to a 1.4x equivalency formula) were made in tiny numbers for racing. The turbo car came second at the 24 Hours of Le Mans in 1974, a significant event in that its engine would form the basis of many future Porsche assaults on sportscar racing, and can be regarded as the start of its commitment to turbocharging. The large rear spoiler and the 3.0 turbo engine were to be used again in the production 911 Turbo and the 934 racing car.
[edit] 911 2.7-litre / G, H, I and J series (1974–1977)
From 1974 a detuned version of the 2687 cc engine from the Carrera RS was used in the mainstream production cars. The cars looked rather different from the previous year's, thanks to bulky new bumpers front and rear, to conform with low-speed impact protection requirements of US law. The interior was refreshed too. The model line-up was now: 911, 911S and 911 Carrera (the latter now a regular production model). The Turbo was introduced in 1975 (see below). In 1976 the Carrera model was upgraded to what was essentially the Turbo's 2992 cc engine, minus the turbocharger, developing 200 PS (147 kW). The 2.7 engines proved to be less reliable than the "bulletproof" 2.4 units. In effect, the 2.4 L engine had been enlarged with no additional cooling capacity. The engines saw problems, particularly in hot climates, where the different rates of thermal expansion between the magnesium of the crankcase and the aluminium of the cylinder heads contributed to major failure. In addition, some engines saw problems whereby the cylinder head studs would pull themselves out of the crankcase. The 3.0 L engine of the Turbo and Carrera had not used magnesium, but rather aluminium, thereby showing equal expansion rates to the cylinders. The move to that engine across the board was welcome for reliability reasons. However, the aluminium case weighed 15 lb more than the magnesium one. In addition with the 1973.5 engines Porsche moved away from MFI to Bosch K-Jetronic CIS. This system varied fuel pressure to the injectors dependent on the mass airflow. While this system was exceedingly reliable, it did not allow the use of as "hot" cams as MFI or carburators allowed. Therefore the 911S's horsepower decreased from 190 to 175 despite the displacement increase from 2.4 to 2.7 L. However, the engine did have increased drivability.
Also produced for the 1976 "model year", for the U.S. market, was the 912E, a 4-cylinder version of the 911 like the old 912 that had last been produced in 1969. It used the I-serced. In 1976 the Porsche 924 took this car's place for the 1977 "model year" and beyond.
[edit] Position vis-à-vis the Porsche 928
Although Porsche was continuing development of the 911, executives were troubled by its declining sales numbers and in 1971 greenlighted work on the Porsche 928. Larger, with a front-mounted V8 engine that was considerably more powerful than the contemporary 911's, the 928 was not only designed to eclipse its performance, it was designed to be a more comfortable car, a sporty grand tourer rather than a focused sports car. The 928 sold reasonably well, and managed to survive from its introduction in 1977 until 1995. Throughout its 17 years, despite its capabilities on the road, it never outsold the 911. Notably, it achieved little success in racing.
[edit] 911 Turbo (Type 930) (1975–1989)
In 1975 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 (930 being its internal type number) in North America. The body shape is distinctive thanks to wide wheel-arches to accommodate the wide tyres, and a large rear spoiler often known as a "whale tail" on the early cars, and "tea-tray" on the later ones. Starting out with a 3.0-litre engine (260 PS or 191 kW), it rose to 3.3 L (300 PS or 221 kW) for 1978. The early cars are known for extreme turbo lag.
Production figures of the car soon qualified its racing incarnation for FIA Group 4 competition as the Porsche 934, of 1976. Many participated at Le Mans and other races including some epic battles with the BMW 3.0 CSL "Batmobile". The wilder Porsche 935, a more highly tuned car in FIA Group 5 and evolved from the 2.1 L RSR Turbo of 1974, was campaigned in 1976 by the factory and won Le Mans in 1979. Private teams continued to compete successfully with the car until well into the 1980s.
As demand for the Turbo soared in the late 1980s, Porsche introduced novelty variants including a slant-nose version, while not significantly improving the range mechanically. Although these cars could be sold for extraordinary premiums over the standard models, the company's reluctance to invest in research and development of the entire 911 line at that time turned out to be an almost fatal decision not only for the 911, but for the entire company.
Only in its last production year the 930 was equipped with a five-speed gearbox. Before, the five-speed gearboxes of the naturally-aspirated cars were not strong enough to cope with the torque of the turbo engines. With the four-speed gearbox the 930 was capable of exceeding 200 km/h (125 mph) in third gear!
There have been turbocharged variants of each subsequent generation of 911. Four-wheel-drive was standard from the 993 Generation and on, except for the lightweight GT2.
[edit] 911 SC (1978–1983)
The "SC" in "911 SC" is popularly referred to as "Super Carrera", although Porsche has never clarified what the acronym has stood for, if anything. All 911 models were standardized with the 2994 cc engine for late 1977. This engine was a unit fresh from the factory delivering 180 PS (132 kW) that was still capable of substantial extra tuning, compared with the 2.7 which was almost at its limit. Yet, the weight of the extra equipment on these cars was blunting performance compared with what would have been expected from earlier, lighter cars with the same power output.
SCs sold in the UK could be specified with the Sport Group Package (UK) which added the rear spoiler, front air dam and black Fuchs wheels.
In 1981 a Cabriolet concept car was shown at the Frankfurt motorshow. Not only was the car a drop top, but it also featured four-wheel drive. In late 1982 (débuting as the 1983 model) the first 911 cabriolet went on sale (the first Porsche cabriolet since the 356). To many, this was a much more attractive car than the Targa, the other open-top 911. But while the Targa was priced to match the regular car, the Cabriolet cost significantly more. Cabriolet versions of the 911 have been offered ever since.
In 1979 Porsche made plans to replace the 911 with the 928, but the 911 still sold so much better than the 928, that Porsche revised its strategy and inject new life into the Type 911 European editions. Those cars (1981–1983 911 SCs) were massaged to yield 204 bhp @ 5900 rpm from their 2994 cc powerplants. North Americans would have to wait for the replacement 3.2 L 911 Carrera in 1984 before seeing any extra horsepower.
[edit] 911 3.2 Carrera (1984–1989)
In 1984 a new 3.2 L car replaced the 3.0 L SC model. It was badged "911 Carrera" but known as "3.2 Carrera", the first time the sporty label had been applied to the basic 911. Power was increased to 232 bhp (brake horse power) for most of the world and 207 bhp (later 217 bhp) for models in the United States, brakes were better and the discs improved to allow them to cool quicker, the fuel injection was upgraded to enhance everyday reliability, and the car was more refined. The non-Turbo models became available as "Turbo-look" or "Super Sport", a style that aped the Turbo with wide wheel-arches and the "whale-tail", but did not reflect any mechanical changes.
In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50. This included a hydraulic clutch.
The 911 Speedster, a low-roof version of the Cabriolet, evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers. The Carrera Club Sport from 1987 (340 produced) is highly collectible. It was stripped of electric windows, electric seats, and radio to save a claimed 50 kg in weight. Its engine was allowed to rev higher, and the engine developed a little more power.
[edit] 964 Series (1989–1993)
In late 1989, the 911 underwent a major evolution with the introduction of the Type 964.
Based with many innovation technologies from the 959 model, this would be a very important car for Porsche, since the world economy was undergoing recession and the company could not rely on its image alone. It was launched as the Carrera 4, the "4" indicating four-wheel-drive, a decision that surprised many but demonstrated the company's commitment to engineering by reminding buyers that race and rally engineering (of the 959) does affect road cars. Drag coefficient was down to 0.32. A rear spoiler deployed at high speed, preserving the purity of line when the vehicle was at rest. The chassis was redesigned overall. Coil springs, ABS brakes and power steering made their debut. The engine was increased in size to 3600 cc and developed 250 PS (184 kW). The car was more refined, but thought by some journalists to have lost some purity of the 911's concept. The rear-wheel-drive version, the Carrera 2, arrived a year later.
The 964 incarnation of the 911 Turbo returned in 1990 after an absence from the price lists. It is the Porsche which features the dual airbags (as standard). Using a refined 3.3 L engine of the previous Turbo, but two years later a turbo engine based on the 3.6 L engine of the other models was introduced.
In 1989, Porsche introduced the ahead-of-its-time Tiptronic automatic transmission in the 964 Carrera 2, featuring adaptive electronic management and full manual control. The 964 was one of the first cars in the world offered with dual airbags standard (from 1991).
In 1992, Porsche re-introduced a limited-edition RS model, inspired by the 1973 Carrera RS and emissions-legal in Europe only. Appeals from American customers resulted in Porsche developing the RS America of which 701 were built. However, while European RS was a homologation special, RS America was an option delete variant of the regular model. The RS 3.8 of 1993 had Turbo-style bodywork, a larger fixed whale tail in place of the moveable rear spoiler, and a 300 PS (221 kW) 3746 cc engine.
Since the RS/RS America was intended as a no-frills, higher performance version of the 964, there were only 4 factory options available: a limited-slip differential, AM/FM cassette stereo, air conditioning, and a sunroof. The interior was more basic than a standard 911 as well; for example the interior door panels lacked the armrests and door pockets and had a simple pull strap for the opening mechanism. Although RS America was about $10,000 cheaper than a fully-equipped C2 at the time of their production, these models now command a premium price on the used market over a standard 964 (RS Europe was about $20,000 more expensive than a C2).
[edit] 964 Turbo (1990–1993)
In 1990 Porsche introduced a Turbo version of the 964 series. This car is sometimes mistakenly called 965 (this type number actually referred to a stillborn project that would have been a hi-tech turbocharged car in the vein of the 959). For the 1991 and 1992 model years, Porsche produced the 964 Turbo with the 930's proven 3.3 L engine, improved to produce 320 PS (235 kW). 1993 brought the Carrera 2/4's 3.6 L engine, now in turbo-charged form and sending a staggering 360 PS (265 kW) to the rear wheels. With the 993 on the way, this car was produced through 1994 and remains rather rare.
[edit] 993 Series (1993–1998)
The 911 was again revised in 1993 and was now known as the Type 993. This car was significant as it was the final incarnation of the air-cooled 911, introduced in 1964.
The exterior featured an all new front and rear end, with only the windscreen, side windows and doors maintained from the previous 964. The revised bodywork was smoother, having a noticeably more aerodynamic front end somewhat reminiscent of the 959. Styling was by Englishman Tony Hatter under the supervision of design chief Harm Lagaay.
Along with the revised bodywork, mechanically the 993 also featured all-new multilink rear suspension that improved the car's ride and handling.
The new suspension, along with chassis refinements, enabled the car to keep up dynamically with the competition. Engine capacity remained at 3.6 L, but power rose to 272 PS (200 kW) thanks to better engine management and exhaust design, and beginning with model year 1996 to 286 PS (210 kW). A new four-wheel-drive made a return as an option in the form of the Carrera 4, the rear wheel drive versions simply being called Carrera. A lightweight RS version saw capacity rise to 3.8 L, with power reaching 300 PS (221 kW). The RS version had rear-wheel drive only.
Non-turbo models appeared that used the Turbo's wide bodyshell and some other components (the Carrera 4S and later the Carrera S).
The Targa open-topped model also made a return, this time with a large glass roof that slid under the rear window.
The Targa and wide-body versions remained in production in model year 1998, when the entirely new Porsche 996 was launched, the 993´s successor.
[edit] 993 Turbo (1995–1998)
A Turbo version of the 993 was launched in 1995 and became the first standard production Porsche with twin exhaust turbochargers and the first 911 Turbo to be equipped with permanent all-wheel-drive (in order to delete the 4WD, one had to refer to the more powerful and race homologated GT2). The similarity in specification and in performance levels inspired several comparison road tests with the Porsche 959 (f.e. Car and Driver, July 1997, p. 63).
[edit] Water-Cooled Engines (1998–Present)
[edit] 996 Series (1998–2004)
After 34 years in production the famous air-cooled 911 was replaced by an all-new water-cooled model. Known as the Type 996 this car was a major leap for Porsche, although many of the traits that made the 911 what it was during the past 34 years still remained with the new model. As with the 993 before it the 996 was also a significant model, but mainly for the way it was conceived and designed, and the effect it had on Porsche during the 1990s.
Pundits criticised the 996's styling a great deal, largely because it shared its headlamps—indeed much of its front end, mechanically—with the less expensive Boxster. The 996 had been on the drawing board first and was a more advanced car in some respects, but the cost-cutting seemed inappropriate for an expensive car. Otherwise, the Pinky Lai-penned shape followed the original Butzi Porsche design very closely. The interior was further criticised for its plainness and its lack of relationship to prior 911 interiors, although this came largely from owners of older 911s.
The Type 996 spawned over a dozen variations, including all wheel drive Carrera 4 and Carrera 4S models, the club racing-oriented GT3, and the forced-induction 996 Turbo and GT2. The Turbo, four-wheel-drive and twin-turbo, often made appearances in magazines' lists of the best cars on sale.
The Carrera and Carrera 4 underwent revisions for model year 2002, receiving the front headlight/indicator lights which were first seen on the Turbo version two years earlier. This allowed the 911 to be more distinguishable from the Boxster. A mildy revised front fascia was also introduced, though the basic architecture remained.
Engine wise, displacement was 3.4 L and power 300 PS (221 kW), increased in 2002 to 3.6 L and 320 PS (235 kW).
[edit] 996 GT3 (1999–2004)
Porsche unveiled a road-going GT3 version of the 996 series which was derived from the racing GT3. Simply called GT3, the car featured lightweight materials inside and out, including thinner windows, the GT3 was a lighter and more focused 911 with the emphasis on handling and performance. The suspension was lower and more aggressive than other 996s, leading to excellent handling and razor-sharp steering though the ride was very very firm. Of more significance was the engine used in the GT3. Instead of using a version of the water-cooled units found in other 996s, the naturally-aspirated engine was derived from the Porsche 911 GT1-98 sports-prototype racing car and featured lightweight materials which enabled the engine to rev highly.
[edit] 996 Turbo (2000–2004)
In 2000, Porsche launched the Turbo version of the Type 996. Like the GT3, the new Turbo engine derived from the 911 GT1 engine and, like its predecessor, featured twin-turbos and now developed 420 PS (309 kW). Also like its predecessor the new Turbo was only available with 4 wheel drive. A 17,000 USD factory option, the X50 package, was available that boosted the engine output to a tidy 450 PS with 620 N·m (457 lbf·ft) of torque across a wide section of the power band. With the X50 package in place the car could make 0–100 km/h (0-62 mph) in 3.8 seconds.
Styling wise, the car was more individual than previous Turbos. Along with the traditional wider rear wings, the 996 Turbo had different front lights and bumpers when compared to the Carrera and Carrera 4. The rear bumper had air vents that were reminiscent of those on the Porsche 959 and there were large vents on the front bumper, which have been copied on the Carrera 4S and Cayenne Turbo.
[edit] 997 Series (2004–Present)
In 2004 the 911 was heavily revised and the 996's replacement, the 997, was unveiled in July. The 997 keeps the basic profile of the 996, bringing the drag coefficient down to 0.28, but draws on the 993 for detailing. In addition, the new front fascia is reminiscent of the older generation "bug eye" headlights. Its interior is also similarly revised, with strong links to the earlier 911 interiors while at the same time looking fresh and modern. The 997 shares about 30% of its parts with the outgoing 996, but is still technically very similar to it. The 0–100 km/h acceleration for the Carrera S was noted to be as fast as 4.2 seconds in a recent Motor Trend comparison, but other sources contradict that. Type 997 versions of the GT2 and Turbo S have yet to have a released introduction date. The Targas (4 and 4S) will be released in November 2006.
[edit] 997 Turbo
The Turbo version of the 997 series featured the same 3.6 L twin-turbocharged engine as the 996 Turbo, but this time it developed 480 PS (353 kW) and 620 N·m (457 lbf·ft) of torque. This was in part due to the 997's new variable-geometry turbocharger (a first on a petrol-engined road car) which essentially combines the low-rev boost and quick responses of a small turbocharger with the high-rev power of a larger turbocharger. As well as producing more power and flexibility, the new turbocharger improved fuel consumption over the 996 Turbo. With these performance upgrades, it accelerates to 100 km/h in 3.9 seconds (3.7 with the Tiptronic transmission) and reaches a top speed of 310 km/h (193 mph). The optional Sports Chrono overboost package increases torque to 680 Nm (505 lbf.ft) for short periods (maximum 10 seconds) but over a narrower rev range.
The 997 Turbo features a new 4-wheel-drive system, similar to the one found on the Porsche Cayenne. Featuring PTM (Porsche Traction Management) the new system incorporates a clutch-based system which varies the amount of torque to the front wheels, regardless of wheel slip front and rear. This, according to Porsche, aids traction and the handling by redirecting the torque to control oversteer or understeer, thus resulting in far more neutral handling, as well as greatly improved performance in all weather conditions (as opposed to older 4WD system which gave the Turbo stability under hard acceleration).
Styling wise, as with the 996 Turbo the car featured more unique styling cues over the Carreras, one of the more distinctive elements the front LED driving/parking/indicator lights mounted on a horizontal bar across the air intakes. The traditional rear wing is a variation of the 996 bi-plane unit.
[edit] 997 GT3
The 911 GT3, announced on February 24, 2006 is reported to accelerate 0–100 km/h in 4.3 seconds and have a top speed of 310 km/h (193 mph), identical to the Turbo. Porsche's factory reports can be conservative, though; Excellence magazine tested the 997 GT3 and recorded 0-100 km/h in 3.9 seconds and a top speed of 194 mph. The 997 GT3 was released in the summer of 2006.
The 911 GT3 RS is distinguished by its performance capability and an unadulterated driving experience similar to that of a racing car. But while particularly suited for use on the track, the car also meets all requirements for road-legal sports cars.
The reference "RS" (short for Rennsport in German or Motorsport) will quicken the pulse of Porsche connoisseurs. Models such as the legendary Carrera RS 2.7 of 1972 and the 1991 Type 964 911 RS were also sports cars that stood out on account of their extreme degree of maneuverability and handling. That tradition is continued with the new 911 GT3 RS. In common with its predecessors, it provides an homologation model for use in a range of racing series.
The exceptionally powerful, normally aspirated engine boasts a displacement of 3.6-liters to generate 305kW (415bhp) at 7,600rpm. Maximum revs are reached at 8,400rpm. The power output per liter of engine capacity is 115.3bhp. These figures are shared with the recently-announced 911 GT3, but bespoke drive train components in the RS ensures it puts in an even better performance. Thanks to a close-ratio six-speed transmission with a single-mass flywheel and 20kg lower vehicle weight, the engine revs up even more freely, thus enabling the 911 GT3 to sprint from zero to 100kph (62mph) in 4.2 seconds. That's one tenth of a second faster than the GT3. And it takes just 13.3 seconds to hit 200kph (124mph). Maximum speed is 310kph (187mph).
One characteristic of the new RS is the body, which is 44mm wider at the rear (a legacy from the Carrera 4 models with which it shares its shell) by comparison with the 911 GT3. The muscular-looking rear end conceals a wider track that not only improves directional stability but also increases the potential cornering grip of the two-seater coupe.
Despite its specialised body, the RS is 20kg lighter than the GT3, weighing in at just 1375kg. This weight-saving was achieved by the use, amongst other solutions, of an adjustable carbon fibre wing, the use of a plastic engine cover and a lightweight plastic rear window. As a consequence, the corresponding engine power to kerb weight ratio is over 300bhp per tonne.
[edit] 997 GT2
| This article or section contains information about a scheduled or anticipated future automobile. It may contain information of a tentative nature which may change significantly as the vehicle nears production and more information becomes available. |
The GT2 variant of the 997 has been spotted in testing around the Nurburgring. The car shares alot of its bodywork with the Turbo but has a different rear spoiler and extra venting for the radiator. While no official specifications have been released, Car and Driver speculates that the car will have around 525 hp, 51hp more than the Turbo (based on the fact that the 996 GT2 also had 51 hp more than the equivalent Turbo).[2]
[edit] 998 Series (2009–Unknown)
Porsche is expected to debut its next entirely new 911, the Type 998, in 2009. The 998 is rumoured to have an entirely new 3.8 litre or 4.0 litre flat eight engine, still hanging over the rear axle. It is said that the current flat six can not be bored over 4.0 litres, so Porsche will concentrate on shaving off weight developing a new sequential transmission. The 998 is rumored to have a unit aluminum body (like the Audi A8) and a 7-speed dual clutch sequential transmission. There is also the possibility it might have dual rear-mounted radiators (like Lamborghinis and Ferrari Testarossa) for better weight distribution and to make more efficient use of the rear-mounted longitudinally-mounted flat-6 configuration. Also, the next GT2 and GT3 models are expected to have optional carbon fiber wheels (like the Koenigsegg CCX) to reduce unsprung weight. It is worth noting that the 996 GT2 was the first production car to feature ceramic disc brake rotors, which are now on nearly every supercar made today, so if carbon fiber wheels catch on in the next few years it is highly likely they will be featured. Previous Porsche press releases said that for the 911 they would never deviate from the flat-6 rear engine rear drive platform although apparently there are some Porsche engineers who would like a mid-engined platform for future 911s.
[edit] Porsche 911 in rallying
The Porsche 911 showed great promise in rallying from the start. The rear engine means that the car has inherently good traction. Here are a few of its more significant rallying achievements.
[edit] 1965
- 5th, Monte Carlo Rally (911, Herbert Linge)
[edit] 1967
- 3rd, Monte Carlo Rally (912, Vic Elford)
[edit] 1968
- 1st, Swedish Rally (911T Björn Waldegård)
[edit] 1969
- 1st, Monte Carlo Rally (911T, Björn Waldegård)
[edit] 1970
- 1st, Monte Carlo Rally (911T, Björn Waldegård)
[edit] 1974
- 3rd, 1000 Lakes Rally (911 Carrera RS 3.0, Björn Waldegård)
- 2nd, Safari Rally (911 Carrera RS 3.0, Björn Waldegård)
[edit] 1978
- 1st, Monte Carlo Rally (911 Carrera RS 3.0, Jean-Pierre Nicolas)
[edit] 1980
- 1st, Tour de Corse (911SC/RS, Jean-Luc Therier)
[edit] 1984
- 1st, Paris-Dakar Rally (953, Rene Metge/Dominic Lemoyne)
(The Porsche 953, sometimes called the 911 Carrera 4x4, used the 4x4 drivetrain of the 959, which was still being developed.)
[edit] 1986
- 1st, Paris-Dakar Rally (959, Rene Metge/Dominic Lemoyne)
- 2nd, Paris-Dakar Rally (959, Jacky Ickx/Claude Brasseur)
- 1st, Rallye des Pharaons (959, Saeed Al Hajiri)
(In the 1980s Porsche developed the Porsche 959, a four-wheel-drive twin-turbo development of the 911 to compete in the FIA's Group B category. This won the prestigious Paris-Dakar Rally of 1986.)
...
[edit] Awards
In 2004, Sports Car International named the 911 number three on the list of Top Sports Cars of the 1960s, the Carrera RS number seven on the list of Top Sports Cars of the 1970s, and the 911 Carrera number seven on the list of Top Sports Cars of the 1980s. In addition, the 911 was voted Number 2 on Automobile Magazine's list of the "100 Coolest Cars". The 997 was nominated for the World Car of the Year award for 2005.
[edit] Trivia
- The Porsche 993 was designed by an Englishman Tony Hatter under supervision of Porsche chief designer Harm Lagaay.
- The distinctive Porsche flat-six has grown from 2.0 liters to 3.8 liters, ranging from 130 to 480 bhp.
- Yellow brake calipers on a new Porsche 911 signify that the brakes are made of ceramic discs and pads (Porsche Ceramic Composite Brakes, or PCCB).
[edit] Media Appearances
- In Level 2 of the 1988 arcade game Bad Dudes vs Dragonninja where the level is set with the player fighting and moving on from one roof of a truck trailer to another, a random ninja can be seen launching from a roof of a 930.
- At least two Porsche 911's appeared in Herbie Goes to Monte Carlo. One was green with a black number 91 against a yellow square background. The other was a yellow 911 with a number 99 on the side. The latter car (and its number) was seen mostly as a distant background prop.
- The way in which a 911 was destroyed in the BBC television show Top Gear was suspending it nose-downward over a vacation trailer filled with flammable gas and dropping it from a great height. It had withstood a piano being dropped on its bonnet, a front-end collision and a shotgun blast.
- Comedian Jerry Seinfeld owns almost 50 Porsches. Close to half of his collection are 911s. And if you look, you can see Porsche posters in his apartment in the series,"Seinfeld".
[edit] References
- Frère, P (1999). Porsche 911 Story (sixth edition). Patrick Stevens Limited. ISBN 1-85260-590-1
- Meredith, L (2000). Porsche 911. Sutton Publishing. ISBN 0-7509-2281-8.
- Wood, J (1997). Porsche: The Legend. Parragon. ISBN 0-7525-2072-5.
- Morgan, P (1995). Original Porsche 911. MBI Publishing. ISBN 1-901432-16-5
- Porsche Official Website.
- Raby, P (2005) "Porsche 911 Identification Guide". Herridge & Son. ISBN 0-9541063-8-5
[edit] External links
| Wikimedia Commons has media related to: |
- Official Porsche Websites
- Official Porsche website
- 911 (997) models at official Porsche website
- Porsche 911 (997) Turbo official minisite
- Porsche 911 (997) GT3 official minisite
- Porsche 911 (997) GT3 RS official minisite
- Porsche 911 (997) Targa official minisite
- Previous Porsche road models (including some 911 models)
- Previous Porsche racing models (including some 911 racing models)
- Other
- 911UK UK Porsche Site
- Total 911 magazine
- Porsche Club of America
- Early 911S Registry (good links page)
- Porsche 911 Videos on RacingVideoZ
[edit] Notes
- "PS" is the metric horsepower, a common way to specify the power output of German cars. There is a very small difference between PS and the English horsepower (1 PS = 0.986320073 hp), but it should still be left written as PS because of this slight difference.
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