Vous êtes ici : PassionPorsche >

first look

New Porsche 992 Cabriolet revealed

Less than six weeks after the launch of the 992 generation 911, Porsche has unveiled the open-topped version of its eighth generation sports car icon. As with its Coupe brothers, the Cabriolet has been released in Carrera S and Carrera 4S guise with PDK-only for now, the Carrera and Carrera 4 version with manual gearbox arriving later this year.

The Porsche 992 Cabriolet uses a similar kinetic system to the 991 before it, again operable at speeds of up to 30mph, though opening and closing time of the roof is now slightly quicker at 12 seconds. The roof system, which successfully maintains the form of the Coupe variant when covering the interior, again features an integrated (and heated) glass rear screen, now relying on lightweight yet sturdy magnesium bows to stop the roof from ballooning at high speeds.

This is necessary because the Porsche 992 Cabriolet has a top speed of 190mph in Carrera S form (188mph for the 4S), making it a very, very fast open-topped Porsche. It is the all-wheel-drive 992 which has the upper hand in the sprint stakes though, managing a 0-62mph time of just 3.6-seconds with optional Sport Chrono Package (the 2S’s time is 3.7-seconds).

The 2019 992 Cabriolet’s engine is exactly the same as that found in the 992 Coupes, its 3.0-litre ‘9A2 evo’ flat six producing 450hp and 530Nm torque. Both Cabriolets also withhold the widebody treatment rolled out for every 992-generation 911, its full-width light bar and staggered 20-inch front and 21-inch rear wheels also finding their way onto the Cabriolet which, for the first time, features an optional Sports PASM chassis, lowering the car by 10mm.

Prices for the rear-driven Carrera S Cabriolet start from £102,000 in the UK, its all-wheel-drive Carrera 4S stablemate available from £108,000. We prefer Coupe 911s here at Total 911, though with seamless lines, stunning performance and breathtaking aesthetical appeal, the 992 Cabriolet looks set to be the most convincing of its kind to date.

FacebooktwitterpinterestlinkedinmailFacebooktwitterpinterestlinkedinmail

Pour consulter l'article original et complet, cliquez ici.

New 2019 Porsche 911 revealed

We’re in San Francisco, California, in an underground parking garage of a hotel in Fisherman’s Wharf. It’s busy outside, the countless tourists distracted by the Golden Gate Bridge, Alcatraz, and all the other amusements the City By The Bay offers. In the garage is a fleet of Porsche’s new 992, along with the odd Cayman and Boxster; Porsche’s engineers are in town, but they’re seeking a different kind of amusement. I’ll be with them for a day of testing, joining a convoy of four Carrera Ss undergoing some final checks prior to the board coming out for a final sign-off drive.

Porsche will launch the new 992 with the Carrera S and 4S Coupe in PDK form, with the Carrera and Carrera 4 following in 2019, its introduction also adding manual transmission to the entire line-up. The Cabriolet will join in 2019, while Porsche is also apace with its development of the GT and Turbo models. They’re not discussing those today, the team doing its best to distract attention from the prototype Turbo that’s lurking elsewhere here underground. As-yet-unconfirmed rumours suggest the Turbo S will deliver in excess of 650hp. The world’s gone mad.

Back to reality, though, the 992 Carrera S I’ll be jumping in the passenger seat of will be heading out of the city to the mountain roads around San Francisco. This part of the US is used due to the sizeable elevation changes it offers, the predictable climate and, in Alex Ernst’s words: “The aggressive local driving.” That relates specifically to the abrupt stop-start traffic, the on-off-on the throttle nature of freeway driving and the terrible, combed concrete surfaces on those freeways. That Porsche sells a considerable number of its annual production in California is no bad thing, either.

Ernst is very familiar with all of it; being the team leader of testing he’s been involved in every 911 since the 996. Joining his usual team of engineers today will be Matthias Hofstetter, director, powertrain product lines 911/718; Andreas Pröbstle, project manager, complete vehicle model lines 718/911, and ‘Mr 911’ himself, August Achleitner, vice president, product lines 911/718. And Total 911, of course.

It’s no surprise that the 992 is instantly familiar, the disguise fooling nobody. Porsche isn’t about to mess with the winning formula. The detailing is different, the camouflage doing little to mask the cool recessed structure of the rear lights, a red strip spanning the entire rear of the Carrera. That’ll be a feature on all, and it’ll be the same width, Achleitner saying that all Carreras will feature a wide body. Dimensionally the new Carrera and Carrera S will
be the same width as the outgoing 991 GTS. They’ll be some 5mm higher, and 20mm longer at the front – the latter for styling purposes. The rear track will match the GTS, though Porsche has upped the front track by 40mm.

That change, says Achleitner, “allows us to transmit more loading forces without a stiffer stabiliser. It enables us to lower the stiffness of the roll bar on the rear axle to transmit higher forces for accelerating out of a curve.” Filling the rear wheel arches in the Carrera S will be a 21-inch wheel with 305/30/ZR21 tyres, the front axle getting 20-inch alloys wearing 245/30 section rubber, the 992 being the first series Carrera to wear staggered wheel sizes. The body is lighter, too, Porsche using aluminium for the panel that begins at the A-pillar and runs over to the rear, it previously being steel, the doors and front wing being made of aluminium, too.

FacebooktwitterpinterestlinkedinmailFacebooktwitterpinterestlinkedinmail

Pour consulter l'article original et complet, cliquez ici.

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.

FacebooktwitterpinterestlinkedinmailFacebooktwitterpinterestlinkedinmail

Pour consulter l'article original et complet, cliquez ici.

Porsche to ditch 911’s iconic five dials for 992 generation

The cabin of Porsche’s next-generation 911, the 992, has been uncovered for the first time after Total 911’s spies were able to get up close to a test mule. As you can see, the inside of the 992, set for launch at the Paris motor show in October, has been completely reworked with what could be argued as an even greater shift towards comfortable GT driving over focused sports car driving.

The screen in the centre of the dashboard is now much bigger, in line with the 911’s Panamera cousin, while the centre console beneath it appears to be wider than the current 991, too. PASM and PSM buttons have been relocated up from the centre console onto a small panel beneath the dashboard screen, though the biggest and most radical changes have taken place in front of the driver’s seat. Here, the 911’s iconic five dials, in existence since the first 911 of 1963, have been disbanded in favour of a digital screen either side of a centrally-placed analogue tachometer. In front of the new ‘dials’ layout sits a three-spoke, multi-function wheel that’s been redesigned despite retaining the ‘Mode’ wheel introduced for the 991.2 generation. Despite a scrapping of the 911’s five dials, traditionalists will be enthused by the presence of a manual shifter as the centerpiece of the 992’s interior.

Subscribe to Total 911 magazine for more details on the incoming 992-generation 911.

FacebooktwitterpinterestlinkedinmailFacebooktwitterpinterestlinkedinmail

Pour consulter l'article original et complet, cliquez ici.

Porsche 991.2 GT3 RS: first look

It isn’t the most obvious place to unveil Porsche’s latest track-focussed, rear-wheel drive machine, but the Porsche Experience Centre, Finland is where Porsche has decided to give us an early look at the next 911 GT3 RS.

Indeed, we’re so early to see it, it has not yet been fully homologated, so all the figures aren’t available. What we can confirm is that all the rumours of a larger capacity, or even a turbocharged GT3 RS are exactly that – rumours. Indeed, the engine, intake, exhaust and electronic controls are lifted almost entirely from the GT3, so that’s a naturally-aspirated, 4.0-litre flat-six revving to 9,000rpm.

Those differences make for a slight increase in power, up from 500hp to 520hp, torque rising by around 10Nm, GT department boss Andreas Preuninger admitting that with the GT3 RS it’s not just about power, but tactility, feel and immediacy. That’s always the promise with an RS, and Preuninger’s team has gone to town to provide it. To achieve that they’ve concentrated on efficiencies, be it the way the GT3 RS shapes and utilises the air it forces through, the control of the suspension, electronic differential, response of the engine and the immediacy of the steering. Every element of the GT3’s make up has been analysed and enhanced in its transformation into the GT3 RS.

Borrowing heavily from its GT2 RS relation, its suspension is all but identical, so bushes are binned in preference of rose joints on every mount – barring the a single one for the rear-wheel steering. The spring and damper rates are essentially that of a 911 Cup car in Nürburgring trim, so there’s significantly enhanced spring rates over the GT3 – as much as double – yet a compliant ride due to the damper settings.

The most obvious carry-over from the GT2 RS is the GT3 RS’s NACA ducts on the bonnet. These, as per its turbocharged relation, not only force cooling air to the brakes, but tidy the airflow up and over the GT3 RS to its rear wing. That in turn is positioned a touch higher, allowing, in conjunction with revisions to the underbody management of the air, the GT3 RS to offer levels of downforce at least as much as if not slightly more than its predecessor, but without generating so much drag.

The top speed remains the same 193mph quoted for the Gen1 car, but that’s likely to be conservative, as is the 3.2 second 0-62mph time. As with the earlier GT3 RS, this Gen2 car will be PDK only, the gearbox, like every other element worked on with some specific RS additions. There are bigger bearings inside, as well as a revised shift strategy, which in conjunction with revisions to software controlling the differential, traction, stability and rear-wheel steering systems allow more speed to be created from the GT3 RS around a track.

How much it’ll manage around that track remains conjecture, as it’s yet to run against the clocks, but Preuninger is confident of a time of around 7 minutes 5 seconds or so. He’s quick to admit that from that sizeable gain only around one second is attributable to the increased performance from the engine, the rest down to the chassis, tyres and aerodynamic changes.

Of course, this wouldn’t be an RS without some mass reduction. It’ll cause some consternation among the detail statos out there, as it’s likely Porsche will quote a kerbweight that matches the outgoing car. That’s 1,420kg in case you need reminding. That, like Porsche’s typically conservative performance figures, isn’t entirely representative, as there’s been a change in the way it can legally homologate the weight, it no longer possible to do so with all the weight saving options on it – think options like PCCB carbon ceramic brakes, plus no air conditioning or radio.

The weight figure, then, is more representative of reality, though Porsche has shifted significant mass, not least 5kg from the interior alone. The biggest potential saving comes courtesy of the possibility of GT3 RS customers optioning the Weissach Pack, which apes that of the GT2 RS, including elements like carbon fibre roof and bonnet body panels as well as magnesium wheels and a titanium roll cage. Choose it and the mass drops by 29kg, though thanks to production delays with the magnesium wheels – which account for around 12.5kg of those weight savings – Porsche will offer the Weissach as a two-stage package, with early customer orders not able to have it with the magnesium wheels.

If you’re in the lucky enough position to have an order in for one you’ll be dropping £141,346 before you add any options – the Weissach Package adding around £21,000 to the GT2 RS, so it’s not likely to be any cheaper here. Like the previous RS, limitations in build capacity, rather than any cap on build numbers will likely mean that individual options like Paint to Sample aren’t offered to UK buyers, in a bid to secure a greater portion of the production availability, though we’re rather taken by the Lizard Green launch colour Preuninger picked for the latest car to wear the RS badge. It’s also good to see the over GT3 RS script making a return, just in case you needed reminding this is something rather special indeed.

 

FacebooktwitterpinterestlinkedinmailFacebooktwitterpinterestlinkedinmail

Pour consulter l'article original et complet, cliquez ici.

Suivez-nous…

Catégories

Archives

Nos partenaires