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New Porsche 992: first look

It looks much the same, but there are significant changes. Not least, Porsche has future-proofed the 992 model for hybridisation, using a re-engineered eight-speed PDK transmission from the Panamera that’s got a space in it for an electric motor. It won’t be called into action just yet though, says 911 boss August Achleitner, because he’s not convinced the battery tech is good enough for now, but don’t rule it out for the Gen2 model.

That hybrid preparation also means there’s some space in the body for battery packs, though like the gap in the gearbox they’ll remain unused at the 992’s launch. All Carreras will now be widebodied, with the Carrera S we’ve been in the same width as the GTS. The front axle gains 40mm, while there’s new technology like Lane Keeping Assist, Lane Departure Warning and the option of Night Vision. A march to autonomy? Achleitner says no, saying the 911 will be one of the last cars to do so, adding that at its core it’s a driver’s car.

All the new equipment inevitably adds weight, though the use of aluminium in the body helps mitigate that, Porsche’s engineers targeting a weight the same as the outgoing 991 for the new 992 model. There’s a new standard driving mode, the 992 detecting wet roads and priming the stability with tweaks to the gearbox and the rear wing’s angle of attack. Achleitner says that’s the result of the 911 being a relatively light car on wide tyres – with staggered wheel sizes of 20 and 21 inch, wearing 245/30 ZR20 and 305/30 ZR21 tyres respectively.

The engine remains the same turbocharged 3.0-litre flat-six, with a number of significant revisions. There’s piezo injection, an entirely new intake and exhaust system, re-positioned intercoolers (on top of the engine, 993 Turbo style), while EU cars have an exhaust particulate filter, too. The output is up, 450hp in the Carrera S – the Carrera anticipated to have 385hp or so. In the S, Porsche’s engineers are saying it’ll match the performance of the 997 Turbo, so a sub-4.0 sec 0-62mph time, and a 190+mph top speed.

The slightly slower Carrera will follow the S’s intro, it adding the seven-speed manual to the line-up, while the inevitable Turbo, Turbo S, GT3, and GT3 RS models following, too. Word is the Turbo is punching out 650+hp.

We’ve ridden alongside Achleitner and his team of engineers as the 992 is signed off prior to its November reveal in LA. Be sure to read the full inside story of the new, future-proofed 911 in Total 911 issue 172, out October 31st.

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Walter on ice! Drifting the new 991.2 GT3 RS

You wouldn’t believe how much empirical stuff is still involved despite all the computers. You have to try stuff out,” says GT boss Andreas Preuninger about the new 911 GT3 RS. He’s talking specifically about those NACA ducts that are borrowed from the GT2 RS, saying that the gains they brought were far more significant than they imagined.

“The first and most brutal element for track use is they cool the brake better. Secondly, by getting so much good air from the top to the bottom through the body, we can make the air shovels, which are attached to the lower arm, a lot smaller so they’re not slammed in the wind, offering resistance. In normal form they cost us a little bit of downforce, so if you make them shorter so you’re better on the downforce side you don’t lose. They also affect the coefficient drag. This air that we suck into the brakes makes for a cleaner airflow over the car. It’s three positive points,” explains Preuninger, adding: “we astounded ourselves.”

We’re at Porsche’s Experience Centre in Finland, about 110 miles north of the Arctic Circle, and Preuninger and I are walking around the new GT3 RS. It’s cold, minus 28, the GT3 RS looking a little bit incongruous in its winter setting. We’ll see it officially again at the Geneva Motor Show in March, but at this early preview there’s a chance to pour over the details – and have a ride. Walter will be driving, that’s Röhrl, on a track cut from a frozen lake. But that’s later on, for now Preuninger’s keen to talk about his team’s latest creation, despite the biting chill.

“Our main development target under our second-generation GT3 RS was to make it more precise,” says Preuninger, pointing to the developments in aerodynamics and suspension rather than increases in power. The engine is essentially identical to that in the GT3 – it revs to the same stratospheric 9,000rpm – but thanks to the RS’s differing inlet tract via the Turbo-derived body’s intakes fore of the rear wheels, as well as a differing, RS-specific exhaust system – which, unlike the car pictured will have larger 98mm tail pipes – it now develops 520hp.

That’s 20hp up over the GT3, torque too increasing by around 10Nm, the gains mostly felt above 4,500rpm. That’s conservative, too; Porsche could homologate the car at 527 to 530hp, but in typical fashion, and in a bid to ensure it produces all its performance regardless of the environment it’s in, that 520hp figure is the one it’ll quote, as is a 3.2 second 0-62mph time. “There’s still meat in that engine as it is,” admits Preuninger in response to questions about whether they considered a larger capacity, and, tantalisingly, he lets slip they’ve explored it running at greater than 9,000rpm, though changing that “makes no sense”.

The electronic control of the engine has been finessed in that goal for more precision and quicker responses. Even so, Preuninger admits that engine will only account for around one second of the gains the RS will inevitably make around the Nürburgring. And a time? We’ve discussed the spurious nature of quoted lap times numerous times before, but Preuninger concedes: “It’s definitely something you can measure your progress in, but I wouldn’t sacrifice feel of the car and sensation when you operate it for a lap time. It has to come together. When you have both then it’s a winner.” As yet it’s not been set, but the GT boss anticipates it to come in at around seven minutes and five seconds, which is an appreciable improvement over the Gen1 car.

Key to a faster time will be the chassis improvements. It’s not surprising to hear that the GT3 RS borrows from the GT2 RS in this respect. Underneath it’s essentially the same, with ball-jointed mounts throughout the suspension, the only chassis fixture to feature a bush being a single link for the rear-wheel steering system. “It wasn’t necessary to change that one,” admits Preuninger.

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Porsche 992 Turbo breaks cover

Total 911’s spies have captured a 992 Turbo prototype in testing, showing for the first time its key visual cues over the rest of the incoming 992 range. Regular readers will note previous mules seen in public have been based on the current 991 car with tacked-on fenders, however this latest signing heralds a major development in pre-production of the car.

As you can see, the prototype in our pictures features a slightly different front end, with the rear end featuring a full-width light as seen on the rest of the 992 prototype range. The car sports even wider fenders, taking the car to nearly two meters in width for the first time, squared-off quad exhausts and, for the first time, a fixed rear wing. Side air-intakes feeding air to the intercoolers remain, though their shape has been disguised under a camouflage wrap deployed by Porsche. Power will once again come form a twin turbocharged flat six with an expected maximum power output of around 600hp.

The new-generation Porsche 992 Carrera is set to be formally revealed at the Paris motorshow in October, with its bigger Turbo brother due for launch in the first quarter of 2019.

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The new 2017 Porsche 911 RSR in numbers

Dr Frank-Steffen Walliser, Head of Porsche Motorsport, has described the new 2017 Porsche 911 RSR as “the biggest evolution in the history of our top GT model”.

This statement regards, in part, Porsche’s decision to move the engine in the new LM-GTE contender ahead of the rear axle (for the first time since the 911 GT1 two decades ago).

However, Weissach hasn’t stopped there with the new Porsche 911 RSR. The motorsport department has optimised almost every area of the GT racer – from the engine itself to the aerodynamics – as a quick look at some of the car’s vital statistics shows: 

  2017 Porsche 911 RSR 2013-2016 Porsche 911 RSR
Engine capacity 4,000cc 3,996cc
Bore 102mm 102.7mm
Stroke 81.5mm 80.4mm
Valves per cylinder Four Four
Max. power 510hp 470hp
Front brakes 390mm discs; six-piston calipers 380mm discs; six-piston calipers
Rear brakes 355mm discs; four-piston calipers 355mm disc; four-piston calipers
Front wheels 12.5×18-inch 12.5×18-inch
Rear wheels 13×18-inch 14×18-inch
Gearbox Six-speed sequential Six-speed sequential
Weight 1,243kg 1,245kg
Power-to-weight 410hp/tonne 378hp/tonne

Of course, the numbers don’t tell the whole story. Porsche has been typically cagey with certain details (as you would expect any manufacturer to be with a brand new racing car).

In lieu of any official rpm figures, the longer stroke of the new DFI flat six would suggest that it may run at slightly slower engine speeds. Despite developing nearly ten per cent more power, this would help to put less stress on the internal components of the 2017 RSR’s powerplant.

It’s also interesting to note that, with the significant shift in the new car’s weight distribution, Porsche has had to increase the front disc size by 10mm in order to deal with the increased load on the front axle under braking.

2017-porsche-911-rsr-side

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Porsche Panamera 4S : Elle se dévoile en détails

Porsche Panamera 4S : Elle se dévoile en détails

Porsche dévoile une nouvelle vidéo de présentation de la seconde génération de la Panamera, plus en détails, dans une version qui sera l’une des plus répandues sur nos routes : la Panamera 4S. Porsche a récemment publié sur le Net de nouvelles vidéos de la seconde génération de sa dernière berline sportive, la Panamera.

Cet article Porsche Panamera 4S : Elle se dévoile en détails est apparu en premier sur The Automobilist.

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