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2008 9ff GT9R

The new vision of Panamera Turbo

2008 9ff GT9R

Following the radical GT9, 9ff have taken their extreme tuning theme one step further with the GT9R. As an upgraded version, it is being released as a possible record breaker.
For now we are left with a photoshopped rendering of what he GT9 should look like. Included is a new wing, an updated front facia, front splitter, wheel well extractors, brake cooling ducts, side exhaust and a distinctive roof-mounted air scoop.
If the GT9R goes as good as it looks, there might be a possible race program on the horizon.
More details to come.

In Detail
submitted by
Porsche-911-club.blogspot.com
type
Professionally Tuned Car
engine
Porsche Flat-6
position
Mid, Longitudinal
power
835.2 kw / 1120 bhp
torque
1050 nm / 774.4 ft lbs
body / frame
Carbon Fibre over 911 Front Backbone & Rear Steel Tubular Frame
f suspension
H&R Suspension
r suspension
H&R Suspension
top speed
380 kph / 235.98 mph

Porsche Concept

2008 Porsche Ruf CTR-

Exactly 20 years after the original CTR, German tuning house RUF has announced the introduction of its third generation CTR3 coinciding with the launch of its new plant in Bahrain. The latest version's bodywork is a RUF creation in aluminum and carbon-fiber and like the original, the CTR3 will be one of the fastest Porsches on offer when it's released. RUF has utilized racing technologies first seen on its 911-based RT12 offering. Powering the CTR3 is a twin-turbo 3.8-liter flat six engine pumping out 700 bhp at 7,000 rpm with torque topping out at 657 lb-ft. To save weight its developers added several unique body panels made from lightweight aluminum and carbon-fiber as well as a new lattice tubing spaceframe. Drive is sent to the wheels via a six-speed sequential manual gearbox that allows the CTR3 to reach a top speed of 235 mph. When the original CTR was released in 1987, it out-performed many of the supercars of its era including cars like the Ferrari F40, Lamborghini Countach and even Porsche's own 959. The CTR3 is set to do the same but won't come cheap as pricing is set at 350 000 euro

Porsche Gemballa Mirage GT Black

GEMBALLA Aerodynamics MIRAGE GT • Front Skirt MIRAGE GT • Front Spoiler Lip Carbon Black • Front Bonnet with Naca outlet • Front Fender Sideparts (A-Frame area) • Side Skirts with air intakes with GEMBALLA MIRAGE GT Logos • Rear Skirt with air outtakes with GEMBALLA MIRAGE GT Logos • Rear Skirt Diffusor middle adapter with integrated reverse light and fog light • Rear Spoiler with integrated Wing • Rear Exhaust Cover with larger air outtake and spoiler edges • Roof air intake with direct connection to the engine in conjunction wth Targa roof concept GEMBALLA Engine MIRAGE GT • 30-40 HP Power increasement • Exhaust System with 4 Tailpipes in special alloy design GEMBALLA Wheelset MIRAGE GT • Wheel Set GEMBALLA GT SPORT 19' / 20' FA: 9,5 x 19' Tires 265 / 35 ZR 19 RA: 12,5 x 20' Tires 335 / 30 ZR 20 GEMBALLA Interior MIRAGE GT • New middle console with integrated stereo system, 6.5' screen and touchscreen info-system • Carbon frame in center middle console with logo GEMBALLA MIRAGE GT • Carbon frame blends in the front dashpanel section L / R • Dashpanel front blends around the front windshield in Alcantara • Shiftknob in carbon • Silver inlets in the doors L / R covered in Alcantara • Door openers painted black • 340 mm Steering Wheel, leather, grip area L / R in Alcantara • Door logos MIRAGE GT • Airbag covers in Alcantara • Roof covers in Alcantara Additional installed Options GEMBALLA Exterior Options MIRAGE GT • Additional driving lights • Rear View Camera System • Mash Grills of Engine Bonnet and Rear Skirt colored black • Tailpipes Plasma coated • Complete color change • Design Exterior Carbon Package GEMBALLA Interior Options MIRAGE GT • Carbon Seatblends upper section L / R • Leather Interior BICOLOR
16" x 12

Carrera GT

The development of the Carrera GT can be traced back to its predecessors, the 911 GT1 and LMP1-98 racing cars. Due in part to the FIA and ACO rule changes in 1998, both designs had ended. Porsche at the time had planned on a new Le Mans prototype for 1999. The car was initially intended to use a turbocharged flat-6, but was later redesigned to use a new V10 engine, pushing the project back to planned competition in 2000. The V10 was a unit secretly built by Porsche for the Footwork Formula One team in 1992, but later shelved. The engine was resurrected for the Le Mans prototype and increased in size to 5.5 litres. Unfortunately the project was cancelled after two days of testing for the first car, in mid-1999, mostly due to Porsche's wish to build the Cayenne SUV with involvement from Volkswagen and Audi, thus requiring engineering expertise to be pulled from the motorsports division. It was also speculated that VW-Audi chairman Ferdinand Piëch wanted Audi's new Le Mans Prototype, the Audi R8 not to face competition from Porsche in 2000.
Porsche did keep part of the project alive by using the 5.5L V10 from the prototype in a concept car shown at the 2000 Geneva Motor Show, mainly in an attempt to draw attention to their display. Surprising interest in the vehicle and an influx of revenue provided from the Cayenne helped Porsche decide to produce the car, and development started on a road-legal version that would be produced in small numbers at Porsche's new manufacturing facility in Leipzig. Porsche started a production run of Carrera GTs in 2004, shipping the units with an MSRP of $440,000 USD and a dealer invoice price of approximately $414,800 USD. In addition, the delivery charge could be as much as $5,000 USD. The first Carrera GT went on sale in the US on Jan 31, 2004.
Originally a production run of 1,500 cars was planned. But Porsche announced in August, 2005 that it would not continue production of the Carrera GT through 2006, citing discontinuation was due to changing airbag regulations in the US. As of May 6, 2006, 1,270 GT's had been manufactured, with 604 being sold in the United States.

Design

5.7 litre V10 engine
The Carrera GT is powered by a 5.7 litre V10 engine producing 612 DIN (605 SAE) horsepower (450 kW)[5] whereas the original concept car featured a 5.5 litre version rated at 558 hp (416 kW). Porsche claims it will accelerate from 0 to 100 km/h (62.1 mph) in 3.9 seconds and has a maximum speed of 330 km/h (205 mph)[3], although road tests indicated that in reality the car could accelerate from 0-60 mph in 3.5 seconds[5] and 0-100 mph in 6.8[5] seconds, while 0-125 mph in 9.9[citation needed]. The Carrera GT has a basic five color paint scheme which includes Guards Red, Fayence Yellow, Basalt Black, GT Silver and Seal Grey. Custom colors were also available from the factory. A traditional six-speed manual transmission is the only available transmission, in contrast to its rival the Enzo Ferrari which is only offered with a computer actuated paddle shifted manual gearbox. Attached to this gearbox is a beechwood gearknob which pays homage to the wooden gearknob used in the Porsche 917 Le Mans racers. In its second year of production, a limited edition carbonfibre knob was also made available. With the Enzo Ferrari priced initially around $660,000, the Carrera GT base price of US$444,400 makes the dream of owning a piece of Le Mans inspired technology somewhat more attainable.
The Carrera GT has large side inlets and air dams that help cool the large V10 framed by the carbon fiber rear hood. Fitted with Porsche's latest brake system, the 15 inch ceramic pad brakes make an impressive appearance underneath the 19 inch front and 20 inch rear wheels. Similar to other Porsche models, such as the 911, the GT includes an automated rear wing spoiler which deploys above 70 mph (110 km/h).
The interior is fitted with soft leather. Bose audio system and navigation systems are available as options. In typical Porsche fashion, the ignition is to the left of the steering wheel. This placement dates back to the early days of Le Mans racing when drivers were required to make a running start, hop into their cars, start them and begin the race. The placement of the ignition enabled the driver to start the car with his left hand and put it in gear with his right.

Technology

The Porsche Carrera GT's carbon-ceramic (silicon carbide) disc brake
Notable technology includes a pure carbon fiber monocoque and subframe, dry sump lubrication and inboard suspension. The carbon fiber monocoque and subframe were produced and assembled by ATR Composites Group of Italy. The Carrera GT radiator is about five times the size of a 911 Turbo's. Unlike some of its rivals, the Carrera GT does not feature dynamic stability control, but it does have traction control. Porsche claims that over 75 technology patents have been filed during the development of the Carrera GT.

Gallery


Porsche Carrera GT Interior - Note placement of the gear selector immediately adjacent to the steering wheel

Porsche Carrera-GT

feature models by 2010

• 911 Turbo Cabriolet: Seen here with very little disguise--just some tape on the front air dam and silver around the headlamps--this is the convertible version of the just-launched Turbo. The current 3.6-liter flat-six turbo coupe is rated 473 horses and 457 pound-feet and is good for a mid-three-second 0-to-60-mph time. The slightly heavier ragtop should take a few tenths longer to get to 60, but should exceed the 996 Turbo Cabrio's 191-mph top speed, a number now rivaled by the bigger Bentley Continental GTC.
• 911 Targa: Porsche long ago gave up on cutting the 911's roof from A- to B-pillar to create the Targa. Like the 996 version, the 997 will have a large glass panel that retains the car's roof rails between the pillars for better structural rigidity .
• 911 GT3 RS: This is the limited-edition homologation of the 2007 GT3 RSR race car, built to meet FIA GT rules. Rumors are the race car and the RS will get the 3.8-liter flat-six, instead of the 3.6-liter engine. The RS is a lightweight car with the Carrera 4's wide rear fenders, a wider rear track, more aggressive wing, and modified front spoiler lip. Weight savings include a carbon-fiber wingtop, lots of composite bodywork, and lightweight glass.
• 911 GT2: The mother of all 911s arrives just in time to put ol' 997 over the top. The 996 version of the GT2 got an 11-percent-horsepower boost over quotidian 911 Turbos via modified turbos and intercooler for more boost. Add 11 percent to the 997 Turbo's 473 horsepower, and you get a Z06-topping 525 horses. Note the rear-fender intercooler inlets. With no sunroof and other weight savings, the new Turbo's 0-to-60-mph time will seem like a walk in the park when this limited-edition car arrives.
• Panamera: It looks like a Cayenne, but it's a mule for the four-seat, four-door Panamera, as both cars share the front-mounted 4.5-liter V-8, rated 340 horsepower naturally aspirated and 520 horses in the Cayenne's new twin-turbo S form. The Panamera also is tipped to share a version of the Cayenne's all-wheel-drive system and its proposed hybrid powertrain. The Panamera will be assembled in Leipzig where the Cayenne is built, and production of the Carrera GT is just ending. The Panamera is expected in 2009 as a 2010 model.

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Porsche 944 History

INTRODUCTION
The Porsche 944 and all its derivatives were the mainstays of Porsche production throughout the 80’s. The 944 launched into the United Kingdom in May of 1982 and immediately answered all of the criticisms aimed at its predecessor the much-maligned 924.
Exquisite looks, excellent fuel economy, advanced engineering, peerless build quality, towering performance and near perfect neutral handling courtesy of 50/50 weight distribution meant that the 944 quickly became top of every sportscar enthusiasts shopping list. By the end of its production run in 1991 the 944 had evolved into a more than capable supercar and is today still capable of embarrassing more modern machinery.
From the entry level 944 through the Turbo, 944S and finally the S2, there is a Porsche 944 to suit everyone, happy reading!
944 (1982-1985)

Exterior - with its generously flared front and rear wings, deep front air dam, tailored-in waist, large black elastomer rear spoiler and pop-up headlights the 944 had a purposeful and some say aggressive stance. There is no doubt that the 944 became the iconic look for sportscars through the eighties, the Mazda RX7, Toyota Supra and Mitsubishi Starion where just a few who tried but ultimately failed to replicate the 944s winning formula.
It is testament to the talent of Porsches engineers and designers that with such a wide frontal area the drag coefficient was a credible 0.35, although up by 0.02 on its predecessor the 924, this was a small price to pay for the aesthetic improvement the design bought.
From 1984 an electrically operated tilt only sunroof became a popular option for 944 buyers, an added advantage was that the sunroof could be completely removed and stored in the boot, this gave drivers almost Targa type levels of driving enjoyment.Early 944 dash and seats pics
Interior - the early 944 models utilised the dashboard layout of the 1982 924 but with yellow on black detailing and numbering. Although pretty much identical to the 924 dashboard layout, considerable advancements were made to ventilation throughput.
The three-spoke steering wheel was styled on the current offering within the 911 and offered unobscured vision of all the major instrumentation.
The high back seats offered as an option within the Porsche range became standard fare for all 944s, most popular seat trim options were Berber cloth, pinstripe cloth or leather which was available as a special order. In 1984 Porsche introduced the much-vaunted Porsche logo cloth, available in black, brown, grey or beige (linen) it very quickly became a must have option.
Wheels - launch models of the 944 were shown with the expensive but highly desirable traditional Porsche Fuchs 7J x 15 alloy wheels fitted with 185/70VR15 tyres. In addition to this there were two other wheel options, namely, 15inch forged alloy rims fitted with 215/60VR15 tyres or 16” versions with 205/55VR16 tyres. These wheels were commonly known as “Cookie Cutters” and today are often colour coded by owners.
944 (1985-1989)
Front, side and rear view of late 944 and engine bay shot
Exterior - for the mid-1985 upgrade the exterior remained largely unchanged, the one significant change was the move to a flush mounted windscreen with integrated aerial to replace the previous recessed arrangement. This cleaned up the car lines considerably.
There was also the hidden benefit of improved anti-corrosion treatment, so successful was this application that Porsche extended its anti-corrosion warranty period from 7 up to 10 years.
Porsche also introduced a graduated tint for the windscreen and heated windscreen washer nozzles as an option and finally re-engineered the wiper mechanism so that the wipers parked on the left.Late 944 dash and seat pics
Interior - 1985 was a benchmark year for the 944, contrary to the exterior the interior had a complete redesign. The new oval dash, first seen on the 944 Turbo was an instant hit with buyers. The instrumentation virtually mirrored the Turbo’s exactly, with of course the only omission being the boost gauge.
To increase driver comfort the seat was lowered to release much needed legroom under the new 4-spoke “lozenge” style steering wheel.Late 944 with Teledials
Wheels - as part of the 1985 upgrade Porsche introduced the 7J x 15 Telephone Dial wheels with 195/65VR15. In 1987 the same wheels were offered as 16” versions, alternatively customers could specify the forged disc style wheels, these were available in a platinum or standard silver finish. The telephone dial style wheels are generally unloved and often changed for wheels with more aesthetic appeal (see Enhancements section)
944S (1986-1989)

Exterior - the 944S presents something of a conundrum, theoretically the prospect of a 16-valve version of the standard engine was mouth watering. Timing more than anything contributed to the 944S disappointing sales, at the time of its launch Porsche was under serious competition from the Japanese manufacturers couple this with unfavourable exchange rates and the writing was on the wall.
The 944S was to the untrained eye or a Porsche aficionado visually exactly the same as the 8-valve version. However, those in the know would have spotted the discreet but stylish 944S badge on the rear panel and the 16 Ventiler stencilled rubbing strips just ahead of the front doors. From 1988 identification of the 944S became easier as it was given the rear underbody valance from the 944 Turbo.Pic of dash and seats from Club Sport version.
Interior - there were no differences between the 944S interior and the standard 944s’ interior until 1989 when it received the interior trim from the 944 Turbo.
One option that 944S owners did have was a limited club sport version, this variation deleted electrical operations that were deemed unnecessary. Out went the electric windows, out went the air conditioning, out went the electric seats, out went the underbody soundproofing and in came bucket seats, six point safety harnesses and a roll cage.
Wheels - there were no changes to wheel availability over the standard 8-valve model.
944 Turbo (1985-1991)

General - available originally as a 220bhp or from 1989 a 250bhp version the 944 Turbo was very much the flagship of the 944 range. Supercar performance on a par with 911s of 150+mph coupled with mind numbing acceleration throughout the entire gear range combined to make the Turbo the model to have for the racing enthusiasts.
Exterior - the Turbos’ bodystyle differed quite dramatically from the original 944 and 944S, a new sleek one piece front bumper with integral lights, indicators and headlamp washers took the place of the original 2 piece unit. The pleasing shape and profile hid advanced bumper technology that was first utilised on the 928.
Colour coded sill extensions were added to further visually lower the car and enhance its already aggressive look. The Turbo is instantly recognisable as it has an absence of unnecessary trim, the whole Turbo concept is built around flush fitting components wherever possible, even the headlamp and windscreen washer jets are low-profile.
The Turbo kept the 944 parcel shelf style rear elastomer spoiler until its final year of production when a “bridge “ spoiler became standard equipment. A 2-piece underbody rear spoiler completed the aerodynamic look, whilst a simple italicised Turbo script badge proclaimed its intent to all.
Interior -With its elegant swooping curves the new layout seemed to “cocoon the driver” thus further enhances the feeling of mankind and machine as one. The instrumentation now had white or red markings contrasting effectively with black backgrounds. Additional instrumentation included the obligatory boost gauge inset to the revcounter.
Larger air vents further improved ventilation by a staggering 35% over the previous early design model. New dashboard features were a digital clock, internal air recirculation control and optional air conditioning. Porsche also took the opportunity to tidy up the electric window and mirror controls by sighting them within new slimline door cards.
Seats were Recaro sports items with an extended range of material coverings available, with electric adjustment and optional heating.
Central locking was available for all models with air conditioning an early option that soon became standard equipment. In 1988 a ten speaker stereo upgrade became available, this can be identified by external grills on the rear inner quarter panels as opposed to drilled holes of the standard system.
Wheels - launch models of the 220bhp version were fitted with 7J and 8J Telephone Dial style wheels with 205/55VR16 and 225/50VR16 tyres. For the 1989 model buyers were given 928 style CS design wheels and for the following year Design 90 seven spoke cast wheels.
944S2 (1989-1991)

Exterior - the S2 adopted the flush finished, clean look of the Turbo with no major changes. 1991 bought the addition of the rear bridge spoiler as previously seen on the Turbo.
Interior - there were no huge differences between the interior of the S2 and the Turbo. The most noticeable absence was of course the lack of a boost gauge.
Wheels - the S2 carried on along the Turbo route with CS Design wheels for the launch year and Design 90 for 1990/91.
Engine - no article on the S2 can be written without mentioning the fabulous engine, 211bhp with torque of 280Nm. These figures result in a top speed of very nearly 150 mph with seemingly endless torque throughout the rev range. Many Porsche owners believe that the S2 struck the perfect compromise between the slightly lazy power delivery of the 944 Lux and the manic all or nothing thrust of the Turbo. What is beyond reproach is that the S2 is “sneaky” fast and incredibly easy to drive.
944S2 Cabriolet

General - the cabriolet shared its engine, running gear and platform with the S2, it is worthy of a special mention purely on behalf of its stunning looks. The contract to convert standard coupe bodyshells was given to The American Sunroof Company.
Strengthening the bodyshell was the first priority for ASC, stiffer and wider sills, additional cross member sections, stronger door pillars and a steeply raked windscreen were the result of over 2 years development. A conventional boot replaced the coupes hatchback.
The finished article was a vision in design, never before has an after factory conversion looked so good, compare the 944 Cabriolet to an 80’s BMW Bauer conversion, the 944 took cabriolet styling to a different level.
It is slightly cramped inside compared to the coupe, however, standard air conditioning and electric operation of the soft-top kept the technophobes happy. Fire up the glorious S2 engine, fold down the soft-top and head for your favourite stretch of black stuff.
Acknowledgements
Thanks must go out to the following people for providing photographs:
Neil MacMillan - Early 944
Howard Gaines - Fuchs Wheel
Nik Mendel - S
Steve Bright - Turbo
Paul Smith - S2 Coupe
Richard Todd - S2 Cabriolet

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