Porsche 911 Carrera 4 GTS, 2012

 

 

 

 

•  Porsche 911 Carrera 4 GTS, 2012

The Porsche 911 Carrera 4 GTS power unit has its origins in the 3.8-litre, six-cylinder Carrera S engine. A wholesale revamping of the intake duct added 23 hp (17 kW), taking the power output to 408 hp (300 kW) at 7,300 rpm. The special aspiration system not only improves peak power output but flexibility and power development as well thanks to a more generous torque curve in the lower and middle engine speed range. 320 Newton metres kick in from as low as 1,500 rpm; the six-cylinder engine delivers its rated torque of 420 Nm in the broad engine speed range from 4,200 rpm and 5,600 rpm. The sports exhaust system fitted as standard ensures a distinctly sporty sound. It invests the new Porsche 911 Carrera 4 GTS with an unmistakable acoustic signature and the rear view of its tail pipe with its unique black surface design lends it a unique character.

At full power the Porsche 911 Carrera 4 GTS Coupé sprints to 100 km/h (62 mph) in 4.6 seconds, the Cabriolet in 4.8 seconds. The Carrera 4 GTS is fitted as standard with a six-speed manual transmission but the Porsche-Doppelkupplungsgetriebe (PDK) seven-speed is available as an option if desired. The PDK shaves an additional 0.2 seconds respectively off the acceleration times from 0 to 100 km/h (62 mph).

Porsche AG is widening the top end of its Carrera model line and pairing up each of the two 911 Carrera GTS with an all-wheel drive twin. That means that the Porsche 911 Carrera 4 GTS Coupé and Cabriolet will combine the 408 hp (300 kW) top of the range engine of the Carrera GTS family with the intelligent, all-wheel drive Porsche Traction Management (PTM). Driving dynamics are not the only source of attraction. Economics are as well. The new all-wheel 911s consume no more than the equivalent Carrera 4S version, the Coupé remains at 11.0 l/100 km (25.7 mpg imp.) and the Cabriolet at 11.2 l/100 km (25.2 mpg imp.) respectively based on the New European Driving Cycle (NEDC). Moreover both of them boast an even more comprehensive standard equipment package compared with the Carrera 4S models.

In the Porsche 911 Carrera 4 GTS as well, PTM all-wheel drive stands for Porsche's typical driving pleasure with even more driving stability, traction and agile handling. The PTM achieves this by directing the optimal proportion of the engine torque to the front wheels via a multiple-plate clutch. What's more, just how single-mindedly the Porsche 911 Carrera 4 GTS is designed for driving dynamics is evident from the use of a standard limited-slip differential. The mechanical rear differential lock contributes to the driving dynamics of the electronically controlled all-wheel drive system.

The new Porsche 911 Carrera 4 GTS models with all-wheel drive differ in points of detail from earlier variants with rear-wheel drive: In addition to the type name on the doors and rear lid, the distinguishing characteristic of all models with all-wheel drive is the additional reflective stripe between the taillights. What the Carrera GTS models have in common is the 911's wide body, otherwise reserved for the all-wheel version of the 911s, and the rear axle track width that goes with it. In numerous other details as well the GTS models differ both visually and technically from the other Carrera models. For example, they run on 19 inch RS Spyder wheels in black with central locking and gloss-lathed rim flanges fitted with 305/30 ZR 19 tyres on the rear axle.

Additional visual features include the Sport-Design front apron with black painted spoiler lip and special side skirts, also in black. Driver and passenger are accommodated on sports seats. Typical of the GTS, the emphatically sporty black Alcantara covering on centre panels, steering wheel rim, gearshift and handbrake lever, door handles and door storage box lid and extension are offered as standard in addition to a range of leather upholstery options.

The Porsche 911 Carrera 4 GTS Coupé, including country-specific equipment and VAT at 19 per cent, is offered in Germany at a price of 111,956 euro, the Cabriolet costs 122,071 euro. Both models  sale in Germany from July 2011.

Porsche 911 GT3 R Hybrid, 2011

 

Porsche 911 GT3 R Hybrid, 2011

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

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

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

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

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

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

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

Energy formerly converted into heat, and thus wasted, upon every application of the brakes is now converted highly efficiently into additional drive power.
Depending on racing conditions, hybrid drive is used in this case not only for extra power, but also to save fuel. This again increases the efficiency and, accordingly, the performance of the Porsche 911 GT3 R Hybrid, by reducing the weight of the fuel tank or making pit stops less frequent, for example.

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

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

Porsche 911 GT3 R, 2010

 

 

Porsche 911 GT3 R, 2010

Developed for racing series based on the international FIA GT3 regulations, the stunning Porsche 911 GT3 R succeeds the 911 GT3 Cup S and is delivered to customers ready-to-race. The starting point in developing the Porsche 911 GT3 R was the latest 3.8-litre Porsche 911 GT3 Cup, which will compete in the 2010 Porsche Mobil 1 Supercup supporting selected Formula One races. However, the Porsche 911 GT3 R - which weighs just 1,200 kg (2,646 lb) - has a larger 4.0-litre six-cylinder 'boxer' engine delivering 480 bhp and other technical developments designed to improve the performance of the car further still.

An anti-lock braking system, traction control and an electronic throttle with 'blip' function on gearbox down-changes make it much easier for drivers to get used to the Porsche 911 GT3 R race car than the prior Cup S model, with the consequence that the new car is also more appropriate for the ambitious amateur racing driver rather than purely experienced professionals. The main focus with this new car was to deliver even better driveability and easier handling.

The flared wheel arches front and rear emphasise the purposeful, wide track of the Porsche 911 GT3 R. And like all second generation versions of the 911, the new Porsche 911 GT3 R also comes with striking LED rear light clusters. For optimal aerodynamic performance, the underbody of the car is completely covered and features a rear diffuser and, compared to the prior Cup S model, the range of adjustment on the rear wing has been increased.

The highly-developed suspension can also be adjusted extensively; at the front are height-adjustable MacPherson struts with variable SACHS two-way shock absorbers and double coil springs (main and auxiliary). At the rear, the Porsche 911 GT3 R features a rigidly mounted sub-frame with a height-adjustable multi-arm axle together with adjustable SACHS two-way shock absorbers and double coil springs.

As the newest Porsche race car, the 911 GT3 R has an incredible provenance. In 2009, the ultimate racing Porsche 911 - the GT3 RSR - won the GT2 Drivers' title in the FIA GT Championship, the GT2 title in the American Le Mans Series and also in the Le Mans Series of endurance races, and also triumphed in the gruelling 24 Hours of the Nurburgring race.

The 911 GT3 Cup and 911 GT3 RSR, the Porsche 911 GT3 R is designed and built by the Porsche Motorsport Department at the company's Weissach Development Centre. 

The base price of the Porsche 911 GT3 R is 279,000 Euros plus local sales tax/VAT.

Porsche 911 GT3 Cup, 2010

 

Porsche 911 GT3 Cup, 2010

Stronger, wider, faster - the new Porsche 911 GT3 Cup car is the latest-edition of the world's best-selling and most successful production-based race car of more than 1,400 units. It will be introduced at the Frankfurt Motor Show September 17-27, 2009, along side the previously-announced 2010 Porsche 911 Turbo and 911 GT3 RS.

The race car is based on the street-legal 2010 GT3 RS version. But, in keeping with tradition, it continues to be assembled on the same production line as all road-going Porsche 911 vehicles in Stuttgart-Zuffenhausen.

Like the flat-six "Boxer" engine in the new GT3 RS, displacement is increased by 0.2 liters over the former model to 3.8 liters and produces 30 more horsepower - 450 hp with a maximum RPM of 8,500. Additionally, it comes with a standard, sequential six-speed manual gearbox and weighs 2,646 lbs (1,200 kg).

Like the 911 GT3 RS, the Porsche 911 GT3 Cup car features the 1.73-inch wider body of the current 911 Carrera 4S, providing sufficient space for larger wheels. Wider front wheel arches allow for three-piece light-alloy rims measuring 9.5 J x 18 (previously 9 J x 18) utilizing 24/64-18 Michelin racing tires. The three-piece light-alloy wheels on the rear axle are up by one inch in width, now measuring 12 J x 18 with 27/68-18 tires.

The Porsche 911 GT3 Cup is clearly recognizable at first sight through the special design of the front end. The striking daytime driving lights come straight from the current generation 911. Another carryover from the road-going 911 GT3 RS are the front body panels - as they prove aerodynamically-efficient for racing duty. The front spoiler lip is more than 0.5-inches lower to provide significantly more downforce on the front axle.

Downforce on the rear axle is also increased by the by virtue of a rear wing that is over 9-inches wider than the street version, 66.9 inches vs. 57.5 inches respectively. The rear air dam, with its air vent openings as well as the rear LED lights, also come straight from the road model.

The cockpit of the new Porsche 911 GT3 Cup caters even more to the specific needs of the driver. An additional vent in the upper part of the front lid, for example, provides the driver with a better supply of fresh air. The controls for the Info Display are now positioned directly on the steering wheel housing. And in addition to fore-and-aft adjustment, the steering wheel may now also be adjusted for height as on the regular production car.

Since the current era of sports car racing in the U.S started in 1999, Porsche 911 race cars have over 130 class victories, more than any other manufacturer. In addition, Porsche has won seven of ten GT2 manufacturers' championships and eight of ten drivers' championships in the American Le Mans Series. In addition, 911 race cars have won seven of nine GT championships in the Grand-Am Road Racing series, including an overall victory at the Rolex 24 at Daytona.

Porsche 911 GT3, 2010

 

 Porsche 911 GT3, 2010

The new Porsche 911 GT3 is the latest evolution of an iconic sports car. Embodying the essence of more than 23,000 Porsche racing victories, the 911 GT3 is the ultimate integration of driver and car and arrives in the UK this autumn.

The second generation of the Type 997 911 GT3 into the most sporting and dynamic road-going 911 ever with a naturally-aspirated power unit, Porsche has applied a wide range of know-how gained in motor sport. Indeed, this is precisely why the new Porsche 911 GT3 is truly impressive not only on the road, but also on the race track.

The Porsche 911 GT3 offers an even higher standard above all in two key areas: performance and driving dynamics. The proven six-cylinder naturally aspirated power unit now develops a maximum output of 435 hp (320 kW), up 20 hp over its predecessor. This results first and foremost from an increase in engine capacity by 200 cc to 3.8-litres and from improved cylinder head gas flow: now not only the intake, but for the first time also the exhaust camshafts, are adjusted by VarioCam.

A further important point is that, through its upgraded power and performance, the flat six 'boxer' engine also offers a significant increase in torque at medium engine speeds, a benefit of particular significance in everyday motoring. Clearly, this also means a further improvement in performance; the new Porsche 911 GT3 accelerates from a standstill to 62 mph (100 km/h) in 4.1 seconds and reaches 99 mph (160 km/h) in 8.2 seconds. Top speed is 194 mph.

The second emphasis in developing the Porsche 911 GT3 to an even higher standard was to further improve the car's driving dynamics. For the first time, the Porsche 911 GT3 comes with a particularly sporting variant of Porsche Stability Management (PSM), offering the facility to deactivate both Stability Control (SC) and Traction Control (TC) in separate steps. And to give the driver unrestricted, individual control over the driving dynamics of his car, these functions are not reactivated automatically even under the most extreme driving conditions, but only at the touch of a button.

The new Porsche 911 GT3 offers increased grip and stability at high speeds, courtesy of specific modifications to the car's aerodynamics which have increased downforce front and rear to such an extent that the overall air pressure pushing down on the car is more than twice as great as on the former model. At the same time, the new 'Aerodynamics Package' gives the Porsche 911 GT3 a distinctive appearance which is further accentuated by new Bi-Xenon headlights, LED rear light clusters, and modified air intakes and outlets.

The Porsche Active Suspension Management (PASM) fitted to the 911 GT3 has enabled Porsche engineers to make the springs and anti-roll bars stiffer yet again, thus ensuring even more precise handling in the PASM 'sports' mode. However, the PASM ensures appropriate ride comfort suitable for everyday use when in the 'normal' PASM mode. The Porsche 911 GT3 rides on new, lighter wheels in a racing-inspired design - with a centre locking nut - fitted with ultra-high performance (UHP) tyres. Tyre pressure monitoring is fitted as standard.

With driving dynamics and performance increasing to an even higher level, following Porsche tradition the braking system has also been enhanced accordingly on the new 911 GT3. The brakes now feature larger friction discs and an aluminium cover to reduce un-sprung weight further still. Brake ventilation has been improved, which guarantees a higher level of consistent stopping power over long periods. As an option, the Porsche 911 GT3 comes as before with an exclusive version of the Porsche Ceramic Composite Brakes (PCCB) made specifically for this model.

Making the car even more suitable for the race track, the new Porsche 911 GT3 will be available with the option of new and highly innovative Porsche Active Drivetrain Mount (PADM) engine mountings. These special engine mounts recognise a particularly sporting, race-like style of driving, making the normally 'elastic' engine mounts harder and particularly resistant. This retains all the motoring comfort of the GT3 in everyday traffic, while on the race track the effect of the mass forces coming from the engine is much reduced, particularly in fast bends and on winding tracks. Yet a further advantage is improved traction when accelerating from a standstill.

Other new feature is the optional lift system for the front axle which is able to increase the ground clearance of the car, at the touch of a button, for driving on bumpy surfaces or steep gradients - for example into an underground garage - by 30 millimetres (approx 1.2 inches).

The new Porsche 911 GT3 goes on sale in the United Kingdom and Ireland from autumn 2009, priced from £81,914. Further specifications and technical details will be confirmed nearer to launch.

Fitted to every 911 GT3 is a Porsche Vehicle Tracking System (VTS), a sophisticated vehicle security package approved to Thatcham Category 5 standard, and customers will also be able to explore the potential of their new car by participating in a complimentary course at the new Porsche Driving Experience Centre, Silverstone.

Porsche

Porsche

Porsche, 2011

= Porsche 911 GT3 R Hybrid

Porsche, 2010

= Porsche 911 GT3
= Porsche 911 GT3 Cup
= Porsche 911 GT3 R

Porsche, 2009

= Porsche Cayenne Turbo S
= Porsche 911 Carrera 4
= Porsche Carrera
= Porsche Boxter S
= Porsche 911 Targa 4
= Porsche Boxter


Porsche, 2008
= Porsche 911 Turbo Stallion
= TechArt Porsche Boxter
= Porsche Cayenne Magnum

Porsche Cayenne Turbo S, 2009

Porsche Cayenne Turbo S, 2009

 

The renowned Porsche crest, the Porsche Cayenne Turbo S is the most powerful Cayenne ever built. Sharing the same essential 4.8-liter V8 engine as the Cayenne S, GTS and Turbo, the Turbo S boasts 550 horsepower and 553 lb.-ft. of torque. That's a ten percent increase in power and a seven percent boost in torque over the Cayenne Turbo. The Porsche Cayenne Turbo S accelerates from zero to 60 mph (96 km/h) in 4.7 seconds on its way to a track-proven top speed of 174 mph (280 km/h). Like the Cayenne S and Cayenne Turbo, the Turbo S comes standard with a six-speed Tiptronic S driver-shiftable automatic transmission.

Given Porsche's sensitivity to environmental concerns, despite the astounding performance capabilities of the Porsche Cayenne Turbo S, the new model carries no fuel economy penalty over the Cayenne Turbo. Both the 2009 Porsche Cayenne Turbo and Porsche Cayenne Turbo S are rated by the EPA to deliver 12 mpg in the city and 19 mpg on the highway. And both are certified as Low- Emissions Vehicles, Tier II (LEV-II).

Instantly recognizable as a Cayenne, and clearly identifiable as a unique model, the Turbo S rides on standard 21 inch alloy wheels carrying humongous 295/35 wide-aspect tires. Other unique visual clues to the flagship's identity are the body-color wheel arch extensions and matte-finish air intake grilles. When seen from the rear, the Porsche Cayenne Turbo S is instantly recognizable by its dual-twin tailpipes made of precision cast aluminum, inspired by those on the Porsche Carrera GT. Finally, for those who want, the Porsche Cayenne Turbo S is offered in a unique exterior color: Lava Grey Metallic.

The passenger cabin of the Porsche Cayenne Turbo S boasts a unique look thanks to its standard two-color leather upholstery. Buyers have a choice of either Black/Havanna or Black/Steel Grey seating surfaces, as well as solid Black or Sand Beige. In addition, the dashboard and upper door panels have coordinating seams finished in the lighter upholstery color. The interior of the Turbo S is also distinct with its standard two-tone, padded leather steering wheel and carbon fiber door and dash trim. As with the Cayenne GTS, the Porsche Cayenne Turbo S boasts bolstered front and rear sport seats. The front seats have an extended memory feature and the three-person rear seat features contours for the outer positions.

Besides its more potent turbocharged engine, the Porsche Cayenne Turbo S differs mechanically from the Turbo by coming with Porsche Dynamic Chassis Control (PDCC) as standard equipment. PDCC features active control of body lean in curves for improved response, agility and increased passenger comfort.

Porsche 911 Carrera 4, 2009

Porsche 911 Carrera 4, 2009

 

 

The all-wheel-drive, brawny Porsche 911 Carrera 4 Coupe and its higher-performance variant, Carrera 4S Coupe offer the skilled enthusiast driver exhilarating dimensions of dynamic driving enjoyment, even in inclement weather.

Both the Porsche 911 Carrera 4 and Carrera 4S boast a unique body over their all-wheel-drive powertrains. The broad-body design is more than an aesthetic statement; it's a function of the flared wheel arches that are needed to accommodate the Coupe's wide track, large wheels, and tires.

What's New for 2009
Since their introduction, the Porsche 911 Carrera 4 and 911 Carrera 4S have received continuous refinement. That constant improvement takes a quantum leap for the 2009 model year. Both cars receive dazzling new technologies for their core components: engines, transmissions and all-wheel drive systems.

The new, more potent and more fuel efficient engines boast direct fuel injection systems among other enhancements for improved performance and better fuel economy.

More Power from Less Fuel
Both the Porsche 911 Carrera 4 Coupe and 911 Carrera 4S Coupe receive new engines for 2009. The engines both boast direct fuel injection, new two-piece crankcases and revised intake and exhaust systems along with Porsche VarioCam Plus intake-valve timing and lift system.

The results are felt and appreciated immediately by the Porsche 911 Carrera 4 Coupe driver. Thanks to a 6.2 percent increase in horsepower, the 3.6-liter engine goes from 325 to 345 hp. Similarly, there's a 5.5 percent gain in torque, from 273 to 288 lb.-ft. Thanks to these improvements, a manual gearbox-equipped 2009 911 Carrera 4 Coupe accelerates from 0 to 60 mph (96 km/h) in 4.8 seconds.

Even more impressive, when the car is equipped with the new PDK Porsche double-clutch in place of MY 2008 Tiptronic S, the Porsche 911 Carrera 4 accelerates from 0 to 60 mph in 4.6 seconds, a full half second more quickly than its predecessor.

The 3.8-liter engine in the still-more potent 911 Carrera 4S Coupe exhibits equally awesome results, delighting its driver by sprinting to 60 mph in only 4.5 seconds when equipped with a manual gearbox and making that run in a mere 4.3 seconds with the PDK. This hedonistic acceleration is compliments of the new 3.8-liter engine's gain of 30 hp, from 355 to 385 hp, or 8.4 percent, and a 5 percent improvement in torque, from 295 lb.-ft. to 310.

Even with the substantial increases in horsepower and torque over the predecessor models, neither the 2009 3.6-liter Porsche 911 Carrera 4 nor the 3.8-liter Carrera 4S carries the stigma of a gas-guzzler penalty. And both engines earn their respective cars federal Low-Emissions Vehicle, category two (LEV-II) certification.

Two Clutches, No Clutch Pedal
To take full advantage of the newly designed engines, Porsche is offering drivers a transmission that delivers quicker acceleration than is possible with the standard manual gearbox while maximizing fuel efficiency. The new PDK (from the German Porsche- Doppelkupplungsgetriebe), or Porsche double-clutch, replaces the Tiptronic S as the optional gearbox in both the Porsche 911 Carrera 4 Coupe and 911 Carrera 4S Coupe.

Porsche was the first automaker to successfully use this transmission technology back in the 1980s when the transmission was developed for the mighty Porsche 962 Group C race car. The Porsche 911 Carrera 4 Coupe or Carrera 4S Coupe driver can allow the seven-speed PDK to shift up and down automatically, or he may opt to shift personally via steering-wheel mounted paddles or the console-mounted lever, the same as with the Tiptronic S.

Essentially, the PDK is a conventional, seven-speed manual gearbox with two electrohydraulically controlled, oil-bathed multiplate clutch packs. One clutch pack controls the oddnumbered gears and Reverse, the other the even-numbered gears. As one clutch pack engages the appropriate gear based on engine speed, load, and vehicle speed, the other clutch simultaneously disengages the previous gear. The results are seamless, instantaneous up- and downshifts, performed more quickly than could be done by even a skilled test driver.

Gains Through Loss
The newly revamped engines, both 3.6-liter and 3.8-liter, each weighs about 6 kg, or 13.2 pounds, less than its predecessor. The new engines offer increased structural rigidity for a quieter, more comfortable driving experience as well as improved durability. The innovative PDK, despite offering more gear ratios than the Tiptronic S is about 10 kg, or 22 pounds, lighter than last year's Tiptronic.

Porsche 911 Carrera, 2009

Porsche 911 Carrera, 2009

 

The very first sports car to bear the Porsche name was introduced to the world in June, 1948. Therefore, as the proud, independent Swabian automaker celebrates sixty years of sports car excellence, it is only fitting that it has a new Porsche 911 Carrera - for many the quintessential Porsche-to help mark the milestone.
This latest Porsche 911 Carrera Coupe and its higher-performance variant, the 911 Carrera S Coupe, are the most sophisticated, potent and environmentally friendly Porsche 911 Carrera models that Porsche has ever offered.

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

Less Fuel In, More Power Out
Though the 2009 Porsche 911 Carrera Coupe and 911 Carrera S Coupe are each propelled by Porsche's familiar horizontally opposed, six-cylinder "boxer" engine, and despite the fact that both engines carry the same displacement designation as their immediate predecessors, both are substantially different than in 2008 model year.

Most critically, both the 3.6-liter engine in the Carrera Coupe and the 3.8-liter in the Carrera S Coupe are now equipped with direct fuel injection. In addition, the engines are of a new, more robust construction than before, boasting a two-part crankcase for increased structural rigidity. Further, both engines benefit from higher compression ratios and improved breathing, compared with the previous versions.

The results are astounding and immediately rewarding to the driver. The 2009 911 Carrera Coupe develops 345 horsepower at 6500 rpm and 288 lb.-ft. of torque at 4400 rpm. That's an output of 95.5 hp per liter and represents an increase of 20 hp and 15 lb.-ft. At the same time, fuel consumption is reduced by 6.4 percent over last year, when the cars are equipped with a manual gearbox. The all-new PDK transmission further improves fuel economy over the previous Tiptronic S, by a total of 12.5 percent.

This new engine propels the Carrera Coupe with a manual gearbox from a standing start to 60 mph (96 km/h) in 4.7 seconds and achieves a top speed of 179 mph (289 kmph) on the test track.

The blazingly quick Porsche double-clutch automatic transmission takes two-tenths of a second off that run, making the 0 to 60 mph (96 km/h) sprint in 4.5 seconds. The top speed is a track-proven 178 mph (287 kmph).

In Porsche Parlance, "S" Means More
The 2009 Porsche 911 Carrera S Coupe, like its predecessor model, is powered by a larger, more potent version of the Porsche horizontally opposed six-cylinder than its non-S sibling. As with the 3.6-liter version in the Porsche 911 Carrera, the 3.8-liter engine benefits from less weight, a two-piece crankcase, improved intake and exhaust, and direct fuel injection. The fruits of these refinements are 385 horsepower at 6500 rpm and 310 lb.-ft. of torque at 4400 rpm. This is an increase of 30 hp and 15 lb.-ft. of torque while achieving a power output of 101.3 hp per liter, without the need for any form of supercharging.

With a boost in potency, the Porsche 911 Carrera S Coupe with manual gearbox runs to 60 mph (96 km/h) in only 4.5 seconds, on its way to a track-proven top speed of 188 mph (302 kmph).

Porsche Boxster S, 2009

Porsche Boxster S, 2009

 

The Porsche Boxster is continuing to expand its lead as the trendsetter in the two-seater open sports car segment. Already acknowledged as a lightweight athlete with lots of power on very little fuel, Porsche's mid-engined roadster now entering its second generation is be - coming an even greater performer on even less fuel than ever before.

The highlight of the new generation is the six-cylinder boxer engines developed as completely new power units from the ground up, displacing 2.9 liters in the Porsche Boxster and 3.4 liters in the Porsche Boxster S. Indeed, these engines belong to the same family as the particularly efficient power units introduced only recently in the 911 model series.

The new "basic" engine now develops maximum output of 255 bhp (188 kW) at 6,400 rpm, up 10 bhp over the previous model with 2.7 liters capacity. Featuring Direct Fuel Injection, the six-cylinder in the Porsche Boxster S churns out 15 bhp more than before, now offering 310 bhp (228 kW), again at 6,400 rpm.

Clearly, this gives both roadsters a truly outstanding power-to-weight ratio, each horsepower in the Boxster now required to move only 5.2 kilos or 11.5 lb, while on the Porsche Boxster S the power-to-weight ratio is even better at 4.4 kg/bhp or 9.7 lb.

For the driver this means maximum performance on minimum fuel, particularly with the like - wise brand-new Porsche-Doppelkupplungsgetriebe or PDK for short. Featuring this unique double-clutch gearbox, the Porsche Boxster S accelerates to 100 km/h or 62 mph in 5.2 seconds, the "regular" Boxster with PDK completing the same exercise in just 5.8 seconds. At the same time these outstanding two-seaters are more fuel-efficient than ever before, consuming 8.9 liters in the Boxster (equal to 26.3 mpg US) and 9.2 liters (equal to 25.5 mpg US) in the S model, in each case according to the EU4 standard and with PDK transmission.

It almost goes without saying that both power plants fulfill the strict EU5 and ULEV emission standards.

Self-confident looks
The new Boxsters are understandably very self-confident and even proud in their appearance, the extra-large air intakes characterizing the superior look of both models and accentuating their superior performance. On the Boxster two of the crossbars integrated in each side on the outer air intakes are finished in body color, on the Porsche Boxster S they come in black.

The LED positioning lights and foglamps now in horizontal arrangement come above the side air intakes. The direction indicators, in turn, are integrated in the new halogen headlights which, through their two-tube look, are reminiscent of the legendary Carrera GT.

As an option both Boxsters are available with new bi-xenon headlamps with a daytime light function, dynamic curve lights, a headlight washing system and automatic headlight range control. The separate LED daytime driving lights take the place of the foglamps whose func - tion is now performed by the bi-xenon headlamps optimized for perfect light spread and illu - mination to the side.

PDK: shifting gears more quickly, improving fuel economy by up to 16 per cent
Both Boxsters are now available for the first time with the Porsche-Doppelkupplungsgetriebe or double-clutch gearbox derived from motorsport and replacing the former Tiptronic S transmission. PDK comes with seven gears and is made up of two transmission units each connected to the drivetrain through their own clutch. One transmission unit comes with gears 1, 3, 5 and 7 as well as reverse gear, the other comes with gears 2, 4 and 6. Gears are shifted very fast, with supreme smoothness and without the slightest interruption of trac - tion, the clutch on one transmission unit opening up and the clutch on the other transmission closing at exactly the same time for an ongoing flow of power.

This entire process takes place automatically in selector lever position D, while the driver is also able to shift gears manually via paddles on the steering wheel or with the selector lever in the middle. In each case the process of disengaging and engaging the clutch is fully auto - matic, without requiring any intervention on the part of the driver.

PDK improves not only motoring comfort, but also allows even better performance and greater fuel economy than on the manual gearbox models. As a result, the Porsche Boxster S, bene - fiting from the uninterrupted flow of power, accelerates to 100 km/h or 62 mph in 5.2 se - conds, the Boxster completing the same exercise in 5.8 seconds.

Porsche 911 Targa 4, 2009

Porsche 911 Targa 4, 2009

 

 

The 911 Targas differ from both the Carrera Coupes and Cabriolets by dint of their stunning glass tops. The all-wheel drive Porsche 911 Targa 4 and Targa 4S are unique with roofs comprised entirely of two transparent panels. The glass extends from the windshield header back to the leading edge of the engine cover, from side frame to side frame.

This combination of glass roof panels with windshield, backlight, and side windows creates a glass canopy for the occupants that delivers total protection from the elements while offering clear, unobstructed vision in every direction.

When weather allows, the front glass panel, which completely covers the area over the front seats, may be opened like a conventional sunroof, sliding back beneath the rear glass panel. The rear glass panel is hinged and can open like a hatch, making the Porsche 911 Targa 4 and Targa 4S the only cars in the 911 model range with this feature.

Both glass panels are made from a specially formulated glass that absorbs nearly all ultraviolet radiation yet remains transparent. A standard closable sun shade can completely cover the sliding glass panel for privacy.

New for 2009
Foremost among them are totally new drivetrains boasting new direct fuel injection engines and the availability of Porsche's innovative double-clutch gearbox, PDK. Power from the new engines in the Porsche 911 Targa 4 and Targa 4S is now distributed to all four wheels via the same electronically controlled Porsche Traction Management (PTM) system found on the Porsche 911 Turbo.

The new engines deliver greater performance while using less fuel than their predecessors, thanks in large part to their direct fuel injection systems.
In lieu of the optional Tiptronic S transmission, Porsche 911 Targa 4 and Targa 4S owners may now specify the driver-shiftable PDK. This ground-breaking seven-speed automatic transmission is lighter, more efficient and quicker shifting than the previous Tiptronic S.

The electronically activated PTM is able to vary the torque split between front and rear wheels infinitely and instantaneously for optimum road holding, regardless of conditions.

Interior refinements for 2009 center around the redesign of the Porsche Communication Module (PCM) which boasts a larger screen, simplified operation, optional Bluetooth connectivity and the ability to play music from a variety of external sources.

More Power from Less Fuel
Both the Porsche 911 Targa 4 and 911 Targa 4S receive new engines which boast direct fuel injection, new two-piece crankcases and revised intake and exhaust systems along with Porsche VarioCam Plus intake-valve timing and lift system. By injecting the fuel directly into each cylinder's combustion chamber rather than the intake as is more common, combustion is cleaner and more complete. This technology reduces exhaust emissions and fuel consumption while simultaneously increasing engine potency.

The results are felt and appreciated immediately by the Porsche 911 Targa 4's driver. Thanks to a 6.2 percent increase in horsepower and a 5.3 percent gain torque over last year's model, the 3.6- liter engine goes from 325 to 345 hp and receives a gain in torque from 273 to 288 lb.-ft. A manual gearbox equipped 2009 911 Targa 4 can accelerate from 0 to 60 mph (96 km/h) in 5.0 seconds.

More impressively, when the car is equipped with the new double-clutch gearbox in place of last year's Tiptronic S, the Porsche 911 Targa 4 accelerates from 0 to 60 mph in 4.8 seconds. Yet the car also delivers an astounding 12.9 percent fuel economy gain over the previous model. When equipped with Porsche's optional Sport Chrono Plus package and innovative Launch Control to help maximize acceleration, the 0-to-60 mph time is reduced to 4.6 seconds. The 2009 Porsche 911 Targa 4 has a track-proven top speed of 177 mph (283 km/h).

The 3.8-liter engine in the still-more potent Porsche 911 Targa 4S exhibits equally awesome results, delighting its driver by sprinting to 60 mph in only 4.7 seconds when equipped with a manual gearbox and making that run in a mere 4.5 seconds with the PDK. The optional Launch Control lowers that to only 4.3 seconds. This hedonistic acceleration is compliments of the new 3.8- liter engine's gain of 30 hp, from 355 to 385 hp, or 8.4 percent, and a 5 percent improvement in torque, from 295 lb.-ft. to 310.

Even with the substantial increases in horsepower and torque over the predecessor models, neither the 2009 3.6-liter Porsche 911 Targa 4 nor the 3.8-liter Targa 4S carries the stigma of a gasguzzler penalty. And both engines earn their respective cars federal Low-Emissions Vehicle, category two (LEV-II) certification.