TECHART presents another exciting power kit with more then 700 hp. The TA 097/T3 for the Porsche 911 Turbo ensures excellent acceleration figures and a new top speed for the super sports car. Equipped with a plus of 174 kW (200 hp) and 230 Nm torque compared to the series model the 3.8-liter boxer engine fulfils impressive 515 kW (700 hp) and a maximum torque of 880 Nm. Excellent performance data underline the experience and skill of the TECHART engineers in the further development of the engine system. With fascinating 2.8 seconds for the classic sprint from 0 to 100 km/h the super sports car undercuts the fabulous time of the power kit TA 097/T2 by a tenth. The 200 km/h barrier is broken in 9.0 seconds. The forward propulsion stops not until impressive 352 km/h.

The engine conversion involves the installation of the TECHART sport air filter, TECHART manifolds, the TECHART Turbo chargers VTG, the TECHART high performance intercoolers as well as the TECHART engine styling package in carbon-fibre. All modifications are perfectly attuned to each other via the reprogrammed engine management.

The TECHART styling packages for the exterior give the sporty and elegant design of the Porsche 911 a quite personal note. Trims, painted in custom colour or in carbon-fibre, make the sports car an individual piece. A clear statement of sportiness: the TECHART Formula III forged light alloy wheel in 20- and 21-inch size, available colours are Sterling Silver and individual paint with five dynamically shaped twin-spokes. The particularly low weight and the significantly reduced unsprung masses directly result in an enhanced driving performance of the new Porsche 911.

The TECHART interior individualization offers a number of refining options to give the car the unique character of its driver: from the high-quality all-leather interior with decorative stitching to elegant styling optic packages made in carbon-fibre or in an individual colour. A maximum of driving pleasure plus quick shifting and perfect handling of the new Porsche 911 enable the TECHART 3-spoke sport steering wheels with the TECHART paddle shifters.

The traditional tuning factory LUMMA Design from Winterlingen, Germany, presents with its interpretation of the new Cayenne, a SUV with conscious car body kit named CLR 558 GT, consisting in a spoiled front bumper with air inlet frames, which can be found together with diffusers on the rear bumper, front and rear wheel arch enlargements and side sills with door supports. Furthermore, there is an installation kit for fog lamps, optionally available in LED technics. The engine bonnet with its lateral air outlets is made of weight optimizing carbon/Kevlar.

Furthermore, LUMMA offers additional longish shaped daylight lamps, a rear spoiler lip in carbon or matching the paint work colored, an up to 40 mm (1 1/2 in.) lowering module for air suspended vehicles and a complete sports exhaust system with central 3-part stainless steel end pipe and sportive sound and, nevertheless only for export, adapted pre-muffler (only together with the mentioned above car body kit). Before describing the interior lets have a look at the multipart wheels in 10×22 in. rear and in front, with colored outer tire beds and tires in 295/30-22 including wheel spacing kit all around.

The new addition to the Porsche Panamera Turbo S offers a unique combination of performance and efficiency, driving dynamics and comfort. The 4.8-litre, V8 twin-turbocharged engine delivers 550 hp (410 kW), an increase of ten per cent or 50 hp (37 kW) more than the Panamera Turbo. Torque also increases from 700 to 750 Nm and in the “Sport” and “Sport Plus” mode of the standard Sport Chrono Package Turbo – and during kick-down in normal mode – the eight cylinder engine delivers 800 Nm courtesy of the over-boost function.

porsche 2012

This uprated engine delivers record sprint times for the new top of the range Panamera. When using the Launch Control function, 0-62 mph (0-100 km/h) is reached in 3.8 seconds, with a top speed of 191 mph (306 km/h) possible. However, despite the increased performance, fuel consumption of the Porsche Panamera Turbo S remains at the moderate level of the Panamera Turbo at 24.6mpg Combined on the NEDC – an example of Porsche Intelligent Performance.

The Porsche Panamera Turbo S goes on sale in June and is priced from £122,623.

At first glance, the new Porsche 911 GT3 R Hybrid is clearly distinguishable from the 2010 model. Thanks to the optimisation of the hybrid system’s high voltage components, the large louvres in front of the rear fenders were no longer necessary. This reduces drag and also lowers fuel consumption. All in all, the weight of the vehicle decreased from 1,350 to 1,300 kilograms.

The cockpit of the 911 GT3 R Hybrid has also been completely revised. Most of the displays and controls have moved to the steering wheel. Drivers can operate the rest of the functions via backlit buttons now situated on the centre console. Priority was placed on the ergonomics and the clear layout for pilots – particularly in darkness.

As is typical of a Porsche sportscar, at the heart of the Porsche Boxster S Black Edition beats a flat-six ‘boxer’ engine. Mounted in front of the rear axle behind the seats, the 3.4-litre six-cylinder engine is similar to that fitted to the Boxster S, with direct fuel injection for greater power and efficiency. In the Black Edition its output is 320 hp – 10 hp more than in the Boxster S. The revised engine reaches its rated power at 7,200 rpm, the Boxster S power pack at 6,400 rpm. Peak torque of 370 Nm – boosted by 10 Newton metres – is available at 4,750 rpm.

This increase in output and power equals more dynamics, and the Porsche Boxster S Black Edition underpins its leading position with a superior driving performance. With its standard six-speed manual transmission, it accelerates from 0-62 mph in 5.2 seconds, a tenth of a second faster than the Boxster S. This extra performance has not been achieved at the expense of fuel economy, however, for the Porsche Boxster S Black Edition contents itself with as much fuel as the Boxster S: 28.8 mpg Combined (NEDC).

The colour concept of the Porsche Boxster S Black Edition is consistent in every detail. The model lettering painted in black on the rear luggage compartment lid identifies the Black Edition as much as the embossed Black Edition model designation on the side of the fabric hood. The roll-over bars are painted in black, together with the rear side air intake grilles and the twin tailpipe of the exhaust system.

The black theme of the exterior is continued inside. The stainless steel door entry guards feature the “Black Edition” model lettering in black. The standard, three-spoke Sport Design steering wheel has a black leather rim. The trim strips of the dashboard and of the gear shift lever or PDK selector are painted in black. The dials on the instrument cluster are black, as are the partial leather seats with the Porsche emblem embossed in the headrests. A bespoke badge on the glove compartment lid further identifies each Black Edition.

Upon request, the Porsche Boxster S Black Edition can be individualised even further with other options. For example, the Porsche Ceramic Composite Brake (PCCB) is an option as well as the Porsche Active Suspension Management (PASM) and the adaptive sports seats with memory function.

The Porsche Boxster S Black Edition goes on sale in the UK and Ireland from March 2011 and is priced from £47,426.

speedART, Porsche Tuner from Rutesheim Germany has presented at Essen Motor Show 2010 the so called speedHYBRID 450 as TITAN-EVO-completion based on the Cayenne S Hybrid (respectively as TITAN EVO 600 based on Cayenne Turbo).

For the engine performance program of the Porsche Cayenne, speedART has provided following performance upgrades that include diesel upgrade with +50 HP / 70 NM, hybrid upgrades with +70 HP / 50 NM, and turbo upgrade up to +100 HP / 150NM.

Especially for the V6 compressor engine of Cayenne S Hybrid speedART developed a power increase to 450 HP. So the speedHYBRID 450 considerably outperforms the power of series Cayenne S. The sprint from 0-100 km/h reduces from 6,5 Sec. to 5,9 Sec. and the V-Max. increases by 10 km/h to 252 km/h, so it even outclasses the standard V6 by over 20 km/h.

For the bodywork, speedART has presented two new body kits which can be added to all series Cayenne 958. This so called TITAN-EVO aerodynamic kit consists of optimized mounting parts for front- and rear skirt which makes it look much sportier.

As another highlight and worldwide presented for the first time, speedART developed and designed a 23″ wheel which is called CTS-FORGED. This forged and weight-optimised 1-piece screwed wheelset is available in the size 11 x 23″ with 315/25 ZR 23″ tires.

Stuttgart/Munich. Porsche Design stands for functional, timeless and purist design. Since the brand’s foundation in 1972 it has created countless products that have gone on to become classics. One particular milestone is the sports sunglasses from Porsche Design, available again from now as the P’8479. State of the art modern materials have been used for the new edition, with Beta-Titanium, a favourite material for space travel technology, ensuring lightweight flexibility.

The sporty, 80s style shield sunglasses were made famous by Yoko Ono. The artist wore them for the first time at a press conference in 1979. After that, Ono was seen in the Porsche Design glasses so often that the P’8479 is now primarily known as
the Yoko Ono sunglasses. Among other appearances, the singer was pictured wearing them on the cover of “Rolling Stone” magazine as well as on the record sleeves of “Yes, I’m a witch” (2007) and “It’s alright” (1982). In addition, Yoko Ono wore the sunglasses on a photo shoot for the fashion magazine, “New York”.

Porsche Design is a luxury brand with particular focus on technically inspired products. The brand was founded in 1972 by Ferdinand Alexander Porsche, and since then its products have stood for functional, timeless and purist design. The product

another item : p-8479 sunglasses by porsche sale

On this project codenamed stingray, the horse breeder 9FF joined the Russian Top Car Tuner to create a radical self. To each his job, the aesthetic Top Car and mechanical 9FF.

In this program Panamera Turbo, a very nice evolution of the body has made many moves inserts or elements in carbon fiber. Alone may be the side skirts are a little heavy but still this is only my opinion. At the rear, one discovers a fine diffuser combines carbon fiber has a new line of exhaust has 4 outputs which should make it even more sporty sound from the V8 Turbo.

on the other side, I am not at all a fan of the spoiler AR carbon that does not much heavier and even the line of the Panamera when viewed in profile. The car benefits from a lowered chassis, large 22-inch wheels (black or aluminum) and dispenses the famous flag carbon fiber.

9ff focuses on the mechanics part and should motorize this car with the evolution foreseen for the Turbo version of the V8 (between 550 and 650 horses). The braking system is also improved with new 6-piston calipers and anti roll bars larger diameters for greater precision of the car on the road.

Even if the work is quality, hope that the interior of the Panamera is as well made …

When you talk about sports cars, Porsche’s rear engine 911 Turbo with its wide tires and broad shoulders is easily one of the most desired automobiles on the planet. However, even if the turbocharged all wheel drive sports coupe is practically perfect straight from the factory, there are a few aftermarket tuners who beg to differ.

The most recent high performance application comes from the German power specialists at SpeedArt. Their new customization program for the 911 Turbo starts at the heart of the beast with a reprogrammed ECU and a less restrictive sports exhaust system that increases the maximum output of the boosted 3.8 Liter flat six to 580 HP and 568 lb-ft of torque, up from the standard 500 HP and 480 lb-ft of torque. The added horse power allows the modified 911 to sprint from 0 to 60 MPH in just 3.2 seconds and reach an unrestricted top speed of 202 MPH.

With a name like SpeedArt, the German tuner knows that there is no point in being able to accelerate like a rocket ship if you don’t look good doing it, so they upgrade the exterior of the 911 Turbo as well as the power unit. Their aero kit is inspired by the track ready 911 GT3 model. Featuring a host of sports inspired body mods made up of a more aggressive front apron, lower hanging side skirts and a new rear diffuser to complete the ground effects package. Mounted on the back of the SpeedArt Turbo are a pair of airfoils consisting of a rooftop spoiler and a more traditional rear wing. However the pièce de résistance are the color matching side mirrors, front lip, 20 inch rollers and side decals that let you know this is no ordinary 911.

Following the Porsche 911 GT3 Cup, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is entering yet another racing car in the 2010 motorsport season: The 911 GT3 R will be raced in series based on the international FIA GT3 regulations, thus succeeding the 911 GT3 Cup S. The main focus in developing this new model was on even better drivability and even easier handling.
The 911 GT3 R is powered by a four-litre six-cylinder boxer engine delivering maximum output of 480 bhp (353 kW) transmitted to the rear axle by a sequential six-speed dog gearbox.
The starting point in developing the 911 GT3 R weighing just 1,200 kg or 2,646 lb was the Porsche 911 GT3 Cup presented in September for one-make cup racing. Thanks to its increase in engine size by 0.2 litres, the GT3 R offers 30 bhp more than the Cup model. Both cars are based on the extra-wide body of the 911 GT3 RS street-legal sports car.

An anti-lock brake system (ABS), traction control and an e-gas with “throttle-blip” function make it much easier to get used to this new GT3 racing car than its predecessor, meaning that the new model is also more appropriate for the ambitious amateur racing driver.

Flared wheel arches added on to the body both front and rear bear clear testimony to the wider track than on the former model. And like all second-generation versions of the 911, the new 911 GT3 R also comes with striking LED rear light clusters.

The Porsche 911 GT3 R is making its world debut on 14 January 2010 at the Birmingham Motor Show. The car is built by Porsche’s Motorsport Department at the Weissach Development Centre and will be delivered to Customer Teams the world over as of spring 2010. The base price of the Porsche 911 GT3 R is 279,000 euros plus local sales tax/VAT.

Dr. Ing. h.c. F. Porsche AG, Stuttgart, has refined the DNA of the 911 to what must be the most supreme standard of class and style in the 911 Sport Classic available to a strictly limited number of very special 911 enthusiasts. Creating this unique model, Porsche is bringing back the tradition of exclusive small series built in very small numbers. The 911 Sport Classic will be presented at the 2009 Frankfurt Motor Show and is limited in production to just 250 cars.
This very special 911 from Porsche Exclusive has been developed over a project period of about three years, with lots of love for detail, catering especially for the most demanding group of genuine aficionados. Porsche Exclusive is Porsche’s Specialist Department for the most outstanding customised versions of Porsche cars going beyond even the highest standard of the Company’s regular production models.

The unique character of this very special 911 comes out at very first sight in the newly developed double-dome roof. A further highlight of this sports car based on the rear-wheel-drive Carrera S is the wider rear body up by 44 millimetres or 1.73″ and the wider track on the rear axle. The striking SportDesign front apron with its unique spoiler lip and the rear spoiler fixed in position like the legendary ducktail on the 1973 Carrera RS 2.7 round off the unmistakable look of the 911 Sport Classic. Power comes from Porsche’s 3.8-litre with Direct Fuel Injection, increased in this case, also through the introduction of a newly developed resonance intake manifold with six vacuum-controlled switching flaps, by 23 bhp to 408 horsepower for even more outstanding performance.

The 911 Sport Classic comes exclusively with a six-speed manual gearbox. PCCB Porsche Ceramic Composite Brakes ideally reflecting the sporting character of this exclusive 911, PASM sports suspension lowering the entire car by 20 mm or 0.79”, as well as the mechanical rear axle differential and custom-made 19-inch wheels with their rim star painted black all come together to offer a perfect match for the character of this most exclusive car.

The very special, highly sophisticated interior of the 911 Sport Classic bears powerful testimony to one of the core competences of Porsche Exclusive and is characterised by new materials never used before even by Porsche. One example is woven leather made up of smooth leather strips and woven yarn featured on the seat centrepieces of the newly designed adaptive sports seats complete with light-grey piping and on the door panels.

The dashboard including a wide range of inserts and add-on components is finished in Espresso Nature natural leather, providing a distinctive contrast to the exclusive body paint in Sport Classic Grey.

Marking the introduction of this special limited edition model, Porsche Design Driver´s Selection is likewise introducing a range of new and very special products at the Frankfurt Motor Show. The limited edition AluFrame Trolley as well as a polo-shirt, a cap and a personalised lanyard take up the colour concept of the 911 Sport Classic, and in good time for the introduction of the new car a top-quality 1:43 model will also be available.

Sales of the Porsche 911 Sport Classic are starting in January 2010. The Euro base price of the car without value-added tax and national specifications is Euro 169,300.-.

Dr. Ing. h.c. F. Porsche AG, Stuttgart, is presenting the second generation of the mid-engined Boxster and Cayman sports cars for the first time at the Los Angeles Auto Show. The highlight of the new generation is of course the new flat-six boxer engines developed with new technical features from the ground up, providing not only more power, but also significantly greater fuel efficiency than their predecessors. A further improvement of both fuel economy and performance is guaranteed by the Porsche-Doppelkupplungsgetriebe or PDK for short, the new double-clutch gearbox.

Newly developed Boxer engines with even more power on even less fuel

Displacing 2.9 litres, the “basic“ engine develops 255 bhp (188 kW) in the Boxster and 265 bhp (195 kW) in the Cayman, an increase by 10 and, respectively, 20 horsepower over the preceding models. The 3.4-litre power unit in the S-versions, benefiting from Direct Fuel Injection, now delivers 310 bhp (228 kW) in the Boxster S and 320 bhp (235 kW) in the Cayman S, up by 15 and, respectively, 25 bhp. An outstanding power-to-weight ratio ranging from 4.2 kg (9.3 lb)/bhp on the Cayman S to 5.2 kg (11.5 lb)/bhp on the Boxster offers the driver maximum driving dynamics on minimum fuel. As a result, the Cayman S with PDK and Launch Control featured in the optional Sports Chrono Package accelerates to 100 km/h in 4.9 seconds, setting the benchmark in the range, while the Boxster with its six-speed manual gearbox featured as standard completes the same exercise in 5.9 seconds.

Featuring PDK, both the Boxster and the Cayman for the first time outperform the nine-litre consumption mark: Both models with the new 2.9-litre Boxer engine make do with 8.9 litres/100 kilometres (equal to 26.4 mpg US) according to the EU4 standard – 11 per cent less than the former models with Tiptronic S. Reducing fuel consumption by an even more significant 16 per cent to 9.2 litres/100 kilometres (equal to 25.5 mpg US), the 3.4-litre versions with PDK offer an even greater saving over their predecessors with Tiptronic S.

Roadster and Coupé with even more signs of distinction

The new two-seaters are clearly distinguishable from outside through their newly designed front and rear ends. The new halogen headlights with their integrated direction indicators are reminiscent of the lights on the Carrera GT, the new LED rear lights tapering out to the outside and integrated elegantly in the modified rear end of the car.

From the front the Roadster and Coupé differ clearly from one another through the distinctive design of their air intakes, from the rear through the new rear panels with diffuser inserts on the Boxster and a wind deflector plate on the Cayman.

The rod-shaped positioning lights in LED light conductor technology add a particular touch of class in terms of the cars’ looks, also through their horizontal arrangement in the outer air intakes. Yet a further highlight is provided by the foglamps featured as standard – rectangular in shape on the Boxster, round on the Cayman. For the first time both models are available with a Lights Package featuring bi-xenon headlights, dynamic curve lights and LED daytime driving lights. Replacing the foglamps, these light units are made up on the Boxster of four LEDs positioned next to one another, while on the Cayman four LEDs are arranged in round light units like the eyes of a dice.

PDK: shifting gears even more quickly, reducing fuel consumption by up to 16 per cent
All four sports cars are available for the first time with the Porsche-Doppelkupplungsgetriebe or PDK carried over directly from motorsport and replacing the former Tiptronic S. Equipped with the PDK double-clutch gearbox, the Roadster and Coupé accelerate to 100 km/h or 62 mph 0.1 seconds faster than with the manual six-speed gearbox now also featured on the “basic” models.
Acceleration is particularly fast and dynamic with one of the optional Sports Chrono Packages featuring Launch Control for maximum acceleration from a standing start and the Race Track Gearshift Strategy for the fastest conceivable gearshift as an exclusive highlight on the PDK models. Benefiting from Launch Control, the respective models accelerate from a standstill to 100 km/h or 62 mph yet another 2/10ths of a second faster.

The progress offered by PDK is even more impressive when it comes to fuel economy reduced by up to 16 per cent from the former figure on the first generation: According to the EU4 consumption standard, the Boxster and Cayman equipped with PDK consume just 8.9 litres/100 kilometres, equal to 26.3 mpg US, with the S-models offering almost the same level of economy at just 9.2 litres or 25.5 mpg US.

Dynamic suspension and supreme brakes

The suspension with its new set-up gives the new models a combination of even greater driving dynamics and enhanced comfort all in one. Modification of the valve control map on the steering transmission serves furthermore to reduce steering forces, giving the Boxster and Cayman even more agile and spontaneous steering behaviour.
The wheels come in new design and are half an inch wider on the “basic” models than in the past in order to accommodate the larger brake system of the S-models on the front axle. Both the Boxster and Cayman feature the latest generation of PSM Porsche Stability Management now offering two new functions: Brake Pre-Loading and the Brake Assistant. Whenever the driver lets go of the gas pedal very quickly – which is typical of an upcoming emergency braking manoeuvre – the PSM hydraulic control unit builds up an appropriate level of pressure on the wheel brakes before the driver even presses down the brake pedal, moving the brake pads slightly towards the discs for immediate action. This significantly improves brake response and shortens stopping distances accordingly. When recognising that the driver is braking in an emergency due to very fast operation of the brake pedal and a defined brake force, the PSM hydraulic control unit actively delivers the brake pressure required for maximum stopping power.

New audio and communication systems

Both the Boxster and the Cayman come as standard with the new CDR-30 CD radio boasting an easy-to-read five-inch monochromatic display and the ability to play MP3 CDs. New PCM Porsche Communication Management available as an option complete with hard disc navigation serves as the central control unit for all audio, communication and navigation features.

PCM is now even more versatile, efficient and a lot easier to use than before, standing out in particular through its control monitor enabling the driver to select specific functions simply by tipping the appropriate key and increased in size from 5.8 to 6.5 inches.

As an option PCM is available with highly convenient voice control and, in conjunction with the optional, universal audio interface, can now be used also to control external audio sources such as an iPod® or USB stick.
Last but not least, Porsche’s new two-seaters are available as an option with seat ventilation combined with seat heating on both the standard seats and the comfort seats with full or partial leather.

The new models are entering the market in February 2009. The base price of the Boxster in the Euro countries is Euro 38,600, the base price of the Cayman Euro 41,700. The corresponding prices of the Boxster S are Euro 46,700, of the Cayman S Euro 51,500. Including VAT and national specifications, the Boxster retails in Germany at Euro 46,142, the Cayman at Euro 49,831. The Boxster S, in turn, comes at a retail price of Euro 55,781, the Cayman S at Euro 61,493.

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Design and Aerodynamics

The new models in the Cayman range stand out clearly at very first sight through their modified lights at the front and rear as well as their newly designed front and rear body panels. Seen from the front, extra-large outside air intakes with separate surrounds accentuate the dynamic looks of the car, taking up the graphic lines of the luggage compartment lid and extending the lines into the centre air scoop further down.

Above the air intakes at the side horizontal LED positioning lights on the right and left as well as round foglamps add a further distinctive touch. The direction indicators, in turn, are integrated in the new halogen headlights which, through their two-tube look, are reminiscent of the Carrera GT.

A special Lights Package made up of new bi-xenon headlights complete with a dynamic curve light function, separate LED daytime driving lights and a headlight cleaning system is available as an option. The white LEDs come in a very striking crosswise arrangement giving Porsche’s mid-engined sports coupé a truly unmistakable lights profile. The daytime driving lights are housed at the front instead of the conventional foglamps whose function is performed by the xenon headlights optimised in terms of their broad light range and illumination to the side.

The Cayman also offers a very dynamic look from the side further emphasised by the car’s dynamically flowing lines, a clear waistline, and the long wheelbase. And now this perspective is further upgraded by wheels in new styling, the “regular” Cayman coming on 17-inch Cayman II wheels in star-shaped five-spoke design. The S variant, in turn, features 18-inch Cayman S II wheels with turbine-like arrangement of the five spokes.

Through their special design, the wheels also offer a free view of the brakes on both Cayman models, helping to provide a better ventilation effect. And like all of Porsche’s sports cars in the new generation, the Cayman likewise comes with the newly designed double-arm exterior mirrors providing an even better and larger view to the rear and naturally fulfilling legal requirements and standards also in future.

Last but not least, optimised aerodynamics keep the build-up of dirt and water on the mirrors to a minimum even under adverse conditions.

Headlights in new LED technology

The brand-new rear end on Porsche’s sports coupé houses newly designed rear lights with all red light sources in LED technology. Tapering out to a sharp angle at the front, the rear lights are elegantly integrated into the new rear end of the car, LED graphics ensuring dynamic light design both at day and during the night. Indeed, the night design of the rear lights follows the contours of the rear wings.

Like the graphics at the front, the new air flow panel at the bottom of the rear section takes up the shape of the car’s numberplate and comprises the tailpipes in the middle also finished in new design. The result is a very athletic look also from behind, with the Cayman boasting one single rear pipe, the Cayman S a double exhaust pipe extending directly from the interim pipe on the exhaust system to give the car a particularly powerful and muscular look also from behind.

Aerodynamics just as perfect as before

Although the new engines and transmissions require even more efficient cooling under some circumstances, Porsche’s engineers have succeeded in keeping the cars’ aerodynamic standards (Cd coefficient) at the same high level as on the former model: Maintaining a Cd factor of 0.29, both the Cayman and Cayman S in regular trim continue to set the standard against the competition. Such outstanding aerodynamics contributes significantly to the cars’ safe driving behaviour also at very high speeds as well as their superior fuel economy.

A particular aerodynamic highlight is the split wing at the rear of the Cayman moving up some 80 millimetres or 3.15” at speeds above 120 km/h or 75 mph and then moving down again automatically as soon as road speed decreases to 80 km/h or 50 mph. Contrary to a conventional spoiler, a split wing avoids air resistance almost completely, but nevertheless generates appropriate downforce through its profile. The result is an increase in downforce on the rear axle at 270 km/h or 167 mph by 14 kilos, helping to reduce roll and dive forces and enhance driving stability accordingly.

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Engine and Transmission

The two new six-cylinder boxer engines now making their world debut in the Cayman and Cayman S set the benchmark in their class through their balance of superior performance and outstanding reliability, greater economy and decreasing emissions. In their basic design and configuration, both power units have the same identical features and characteristics as the new engine generation introduced only recently in the 911 model series.

In the Cayman the 2.9-litre power unit replaces the former 2.7-litre, maximum output of 265 bhp (195 kW) exceeding that of the former six-cylinder by 20 bhp. Peak torque of 300 Nm or 221 lb-ft, in turn, represents an increase over the former model by 27 Newton-metres or 20 lb-ft.

The power unit featured in the new Cayman S displaces 3.4 litres as before, but now, benefiting from Porsche’s new Direct Fuel Injection (DFI), develops maximum output of 320 bhp (235 kW), 25 bhp more than before. Maximum torque is likewise up by 30 Newton-metres (22 lb-ft), now reaching 370 Nm or 273 lb-ft.

The greater efficiency of the new engines results largely from the consistent enhancement of fundamental features in engine technology: Lower weight, lower inner friction and lower moving masses on both six-cylinders combine more power with enhanced fuel economy. Hence, the new engines weigh approximately six kilos less than the former power units, a two-piece crankcase with integrated crankcase bearings replacing the former four-piece block with its separate bearing case. The advantage, again, is lower weight and a smaller number of separate components.

Together with these improvements, Porsche’s engineers have given the engine an even higher standard of thermal and mechanical robustness by changing the design of the crankcase from an open- to a closed-deck configuration. The cylinder liners previously forming a separate unit around the cylinder gasket are therefore now integrated in the casing by a cast cover plate comprising the water flow linings. Again, this serves in particular to give the cylinders greater stability in their shape and design.

A further positive effect is the reduction of oil consumption and, due to lower friction, an improvement in fuel economy. New engine bearings with additional crosswise stops and new bearing specifications serve furthermore to provide extra comfort combined with enhanced driving dynamics, the entire engine forming a firmer and stronger structure and therefore reducing any relative movement versus the body of the car.

Showing the dynamic attitude typical of the brand, Dr. Ing. h.c. F. Porsche AG, Stuttgart, are continuing the generation change of the 911 model series. Just a few weeks after the new 911s with classic rear-wheel drive, the all-wheel-drive versions Carrera 4 and Carrera 4S are now entering the market in both Coupé and Cabriolet guise.

A whole range of new technologies surrounding the engine, the transmission and drivetrain ensures an even higher standard of driving pleasure on much lower fuel consumption. Particularly the precision and fast response of the new, electronically controlled all-wheel drive offers an even more intense driving experience, above all in interaction with the likewise new flat-six engines with Direct Fuel Injection and the PDK Porsche Doppelkupplungsgetriebe or double-clutch gearbox available as an option.

The features and characteristics of the new engines speak for themselves: Depending on the model, the new all-wheel-drive Carrera offers up to 8.5 per cent more power, up to 12.9 per cent more fuel economy, and 15.4 per cent lower CO2 emissions. Specifically, output of the 3.6-litre power unit is up by 20 to 345 bhp (254 kW). At the same time a Carrera 4 Coupé with PDK, to take just one example, consumes a mere 10.1 litres of fuel per 100 kilometres, equal to 28.0 mpg imp. The improvements on the 911 Carrera 4S with its 3.8-litre power unit are equally significant, with maximum output up by 30 to 385 bhp (283 kW) on overall fuel consumption down in the case of Carrera 4S Cabriolet with PDK to 10.7 litres/100 km, equal to 26.4 mpg imp.

In the new generation of the Carrera 4 and Carrera 4S electronically controlled PTM Porsche Traction Management replaces the former all-wheel drive with its viscous multiple-plate clutch. This superior system developed for the 911 Turbo and modified for the Carrera models combines the driving pleasure so typical of Porsche with an even higher standard of driving stability, traction and agile handling further enhanced by the mechanical rear axle differential fitted as standard.

The new all-wheel-drive sports cars come with sporting manual transmission featuring six gears. As an alternative the new models are available with Porsche’s new Doppelkupplungsgetriebe replacing the former Tiptronic S automatic converter transmission and offering an even faster gearshift on less fuel. The Doppelkupplungsgetriebe or double-clutch gearbox comes with seven gears shifting electrohydraulically without the slightest interruption of traction and pulling force.

The new generation of the 911 model series stands out clearly through the discreet but striking modification of the front end and new lights technology. The new Carrera models come in all cases with bi-xenon headlights and new LED daytime driving lights.

The newly designed rear light clusters also feature LED technology and for the first time Porsche offers Dynamic Bending Lights as an option. It almost goes without saying that all Carrera 4 models come as before with their muscular rear end 44 millimetres or 1.73” wider than on the two-wheel-drive versions. And a new reflector trim bar between the LED rear lights gives the typical rear end of the car even more dynamic character.

New PCM Porsche Communication Management with its touch-sensitive screen improves operation of the in some cases optional navigation, information and audio systems to an even higher standard. And a further important point is that PCM is now compatible with Bluetooth, USB and iPod requirements.

All all-wheel-drive Carrera models will be at the dealership as of 25 October 2008.

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More Emotions, Less Emissions

The latest generation of Porsche sports cars with all-wheel drive clearly defined by the num¬ber “4” in the model designation is entering the market with a wide range of new technolo¬gies on the engine, transmission, and power distribution – the core components of the car.

Both power units – again displacing 3.6 litres in the Carrera 4 and 3.8 litres in the Carrera 4S – are brand-new from the ground up and are supplied with fuel by DFI direct fuel injection. The result is yet a further significant increase in efficiency, with more power and torque on less fuel and lower emissions.

Porsche’s new PDK Doppelkupplungsgetriebe replacing the former Tiptronic S as an optional, self-shifting transmission, offers the same benefits. And the third quantum leap in techno¬logy offering a significantly higher level of driving pleasure is the transition from hydraulic to electronically controlled all-wheel drive already offering enhanced driving dynamics, extra driving safety, and optimised traction on the 911 Turbo.

Fuel/air mixture formation directly in the combustion chamber serves to generate more energy from less fuel – and the results of this far-reaching innovation speak for themselves: Depending on the model, the new all-wheel-drive Carreras offer up to 8.5 per cent more power and performance, 12.9 per cent greater fuel economy, and 15.4 per cent lower CO2 emissions.

Specifically, maximum output of the 3.6-litre power unit is up by 20 bhp to 345 bhp (254 kW), while at the same time the Carrera 4 Coupé featuring Porsche’s new PDK Doppelkupp¬lungs¬getriebe consumes only 10.1 litres of gasoline/100 kilometres, equal to 28.0 mpg imp.

The various improvements on the 911 Carrera 4S with its 3.8-litre power unit are similarly impressive, an increase in engine output by 30 bhp to 385 bhp (283 kW) coming together with an appropriate decrease in fuel consumption, even the open-air Carrera 4S now consu¬ming only 11.2 litres/100 km in the combined cycle, equal to 25.2 mpg imp.
Despite their more sophisticated technology, the new power units are approximately six kilos lighter than their predecessors. The crankshaft and combustion chambers are brand-new on both the 3.6-litre and the 3.8-litre engines, smaller stroke and the larger bore keeping effective engine displacement almost the same as before while serving to further enhance the engine’s free-revving performance and spontaneity.

In the process of re-designing the engine block and its ancillaries, Porsche’s engineers have also created new, single-piece cylinder heads. And as in the past, the cylinder heads come with VarioCam Plus variable valve management developed by Porsche, with adjustable valve timing on the intake side and valve stroke switchover.

Doppelkupplungsgetriebe for even faster acceleration

Like every Porsche 911, the new all-wheel-drive models come as standard with a sporting manual gearbox. The increments on the six gears are a carefully balanced synthesis of agility, on the one hand, and economy, on the other.

Introducing the new PDK Doppelkupplungsgetriebe incorporating no less than seven gears, Porsche now offers an alternative to the manual gearbox with features and qualities even greater than those of the manual transmission. PDK serves furthermore to replace the for¬mer Tiptronic S.

Both the PDK Doppelkupplungsgetriebe and the manual gearbox come as standard with a Start-¬Off Assistant supporting the driver on uphill gradients and enabling him to set off smoothly and comfortably without having to use the handbrake.

The optical highlight of the 911 Carrera with its PDK gearbox is the new PDK sports steering wheel boasting a new, enhanced control philosophy as well as the newly designed selector lever which, like the paddles on the steering wheel, allows manual control of the transmission.

In terms of acceleration, the 911 Carrera 4 with PDK, offering an even faster gearshift with¬out the slightest interruption of traction and pulling force, sets up new records: The new 911 Carrera 4 Coupé with Doppelkupplungsgetriebe accelerates to 100 km/h in 4.8 seconds, 8/10ths of a second faster than the former model with Tiptronic S. The Carrera 4S Coupé, in turn, completes the same exercise in 4.5 seconds, as opposed to 5.3 seconds on the for¬mer model.

Yet another significant feature of the PDK Doppelkupplungsgetriebe is the reduction of power loss thanks to the high standard of mechanical efficiency and the double clutch optimised to reduce any loss of power to a minimum.

While the 911 Carrera 4 Coupé with Tiptronic S, that is the former generation, consumed 11.6 litres/100 kilometres (24.3 mpg imp) in the EU combined cycle, the new model with PDK technology outperforms this figure by 1.5 litres, reducing average fuel consumption to 10.1 litres/100 km, equal to 28.0 mpg imp. The former S model with its 3.8-litre power unit and Tiptronic S, in turn, consumed 11.9 litres /100 kilometres (23.7 mpg imp), whereas now the new 911 Carrera 4S with PDK makes do with just 10.5 litres/100 km (26.9 mpg imp).

Available as an option, Sports Chrono Package Plus serves to make the PDK Doppelkupp¬lungs¬getriebe even more dynamic for truly supreme performance at all times. First, the Sports Chrono Package Plus offers the additional Launch Control function for optimum accelera¬tion from a standstill; second, it also provides a gearshift strategy for extremely sporting driving with a very fast gearshift. Hence, Launch Control shortens acceleration times of cars with PDK by another 0.2 seconds, the fastest model in the range being the Carrera 4S Coupé now accelerating to 100 km/h in 4.3 seconds.

All-wheel drive now with electronic control

In the new generation of the Carrera 4 and Carrera 4S electronically controlled PTM Porsche Traction Management replaces the former all-wheel drive with its viscous multiple-plate clutch. Carried over from the 911 Turbo and tailored to the Carrera models, this unique system combines the driving pleasure so typical of a Porsche thanks to the engine at the rear and rear-wheel drive with an even higher standard of driving stability, traction and agile handling.

To achieve this superiority, PTM feeds the optimum share of engine power under all driving conditions via a multiple-plate clutch to the front wheels. And doing this within 100 milliseconds at the very most, PTM is faster than even the quickest driver will even feel or notice.

Porsche’s all-wheel drive therefore “looks ahead”, as it were, in offering optimum driving qualities. In practice this means superior agility on tight country roads, outstanding traction and superior driving safety also in extreme driving manoeuvres at very high speeds. Just how consistently the entire Carrera 4 family is designed and built for driving dynamics is also borne out by the limited-slip differential featured as standard, a mechanical transverse lock on the rear axle enhancing the driving dynamics provided by the fully controlled all-wheel-drive system.

Sports suspension based on PASM

The dynamic driving potential of the all-wheel drive Carrera now raised to an even higher standard demands the utmost of the chassis and suspension. Accordingly, both the convec¬tional chassis on the Carrera 4 and the electronically controlled PASM suspension (Porsche Active Suspension Management) featured as standard on the Carrera 4S and available as an option on the 3.6-litre model have been optimised and fine-tuned to the dynamic poten¬tial of the new model.

To reflect the even higher standard of performance, the springs, dampers and anti-roll bars on all models have been newly set up, the Cabriolets offering the same unique driving fea¬tures and performance as the Coupé models, combined and at the same time with a some¬what more comfort-oriented set-up.

In upgrading the chassis and suspension, particular attention was given to the fine-tuning of all components on the respective model variants in the interest of perfectly balanced driving behaviour.

As a special variant of the active suspension, Porsche now offers the PASM sports suspen¬sion for the new Coupé models. This very special suspension is conceived for particularly sporting and ambitious drivers, replacing the sports suspension with conventional dampers on the former models. Like the former conventional sports suspension, the new active PASM sports suspension features even firmer springs and lowers the entire car by 20 millimetres or 0.79”. As a re¬sult, this new, active suspension enhances driving performance to an even higher standard, together with a further improvement of motoring comfort.

Bi-xenon headlights, LED daytime driving lights, Dynamic Bending Lights

The new generation of the Porsche 911 stands out right from the start through its discreet but striking upgrade of the front end and the car’s new lights technology.
All versions of the new 911 come as standard with bi-xenon headlights and new LED day¬time driving lights giving Porsche’s sports cars a unique position in the market also in terms of their looks and appearance.

The newly configured rear light clusters also come in LED technology offering a long service life, reducing the consumption of electric power and increasing the standard of driving safety through their faster response than in the case of conventional incandescent bulbs. And last but certainly not least, Porsche for the first time offers Dynamic Bending Lights as an option on the new 911.

A feature typical of the Carerra 4: the extra-wide rear end

The new generation of the Porsche 911 is also characterised by the car’s typical wheels in new design with five double spokes in V-configuration. The 3.6-litre models come as standard with 235/40 ZR 18 tyres at the front, the S models powered by the 3.8-litre engine feature 235/35 ZR 19 tyres on the front wheels.

Despite these sporting and muscular wheels, the focus is clearly on the rear axle with wheel arches widely flared in the typical style of the Carrera 4, broadening the rear end by 44 milli¬metres or 1.73”. At the rear the Carrera 4 comes on 295/35 ZR 18 tyres, and the Carrera 4S boasts 305/30 ZR 19 tyres. Yet another feature characteristic of the all-wheel-drive models is the red trim strip connecting the two rear light clusters on the right and left.

PCM with touchscreen and optional hard disc navigation

With its upgraded control concept, the interior again shows the driver right from the start that he is sitting in the latest generation of the Porsche 911.

The key feature is new PCM Porsche Communication Management with significantly stream¬lined control buttons and a larger touchscreen monitor (increased in size from 5.8 to 6.5 inches). In conjunction with the universal audio interface available as an option, PCM now enables the user to also mastermind external audio sources such as an iPod® or a USB stick.
New seat ventilation available as an option on both the standard and comfort seats makes a further contribution to improved seat comfort and fatigue-free motoring for both the driver and front passenger. The ventilating system may even be combined with seat heating for passenger a pleasant seating climate at all times.

New 911 Carrera 4 / 911 Carrera 4S

Even more dynamic, even safer, and even more economical – introducing the most advanced mechatronic control and management systems, Porsche has further enhanced the leadership of the all-wheel-drive sports cars in the Carrera range over the competition. Both the 911 Carrera 4 and the 911 Carrera 4S available in the market as of summer 2008 are equipped with this new technology on both the Coupé and the Cabriolet, upgrading the engine, trans¬mission, and power distribution to an even higher, truly unprecedented standard.

Both power units – displacing as before 3.6 litres in the Carrera 4 and 3.8 litres in the Carrera 4S – are brand-new from the ground up and now feature direct fuel injection (DFI) in cutting-edge technology. The result is a further significant increase in all-round efficiency, with more power and torque on less fuel and lower emissions.
Doppelkupplungsgetriebe and electronically controlled all-wheel drive

Porsche’s new PDK Doppelkupplungsgetriebe replacing the former Tiptronic S transmission, as an optional, self-shifting transmission offers the same superior benefits. PDK not only shifts gears faster than ever before without the slightest interruption of traction and pulling force, but also reduces power losses to an even lower level than on a conventional automatic transmission.

As a result, the 911 with its PDK Doppelkupplungsgetriebe accelerates faster than ever before and reduces fuel consumption to even further: The Carrera 4S Coupé with PDK, for example, accelerates to 100 km/h in 4.5 seconds as opposed to 4.7 seconds on the manual gearbox model, the optional Sports Chrono Package Plus then reducing acceleration in the standard sprint to an even more outstanding 4.3 seconds.
The third change in technology, introducing a new generation of high-tech equipment, is the introduction of electronically controlled all-wheel drive replacing the former hydraulic system, a technology already benefiting the 911 Turbo in terms of driving dynamics, safety, and traction.

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Power Unit

Introducing the new Carrera power units, Porsche is also switching over to DFI Direct Fuel In¬jection in the new sports cars. The forerunner establishing this technology at Porsche was the Cayenne sports utility, followed by the rear-wheel drive 911 and now the all-wheel-drive models.

Formation of the fuel/air mixture directly in the combustion chamber serves to generate more energy from less fuel, a dramatic new development offering truly impressive results: Depending on the model and level of equipment, the new all-wheel-drive Carreras offer up to

• 8.5 per cent more power and 5.4 per cent more torque
• 12.9 per cent greater fuel economy and 15.4 per cent lower CO2 emissions.

Direct fuel injection not only improves engine efficiency, but also the characteristics and typical running features of the engine. And this the driver will feel immediately, since the injection of fuel fractions of a second prior to the operating cycle gives the engine an even more direct response to every movement of the gas pedal. Indeed, this is the case not only when accelerating, but also when taking back the accelerator. And it almost goes without saying that all new Carrera 4 and Carrera 4S-models outperform the strict standards of the Euro5 emission norm not coming into force until September 2009.

Homogeneous operation for optimum combustion

Direct fuel injection on the new horizontally-opposed engines is conceived for homogeneous operation: The fuel/air mixture is spread out homogeneously throughout the combustion chamber in the interest of optimum, ultra-smooth combustion at all times. This again guarantees maximum efficiency on the catalytic converters reducing harmful emissions to a minimum.

The injector positioned between the two intake valves is aimed directly at the two streams of incoming air. Since the fuel evaporating in the process reduces the temperature in the combustion chamber, the engine is able to draw in more air, increasing the cylinder charge and, as a result, boosting engine output. At the same time the cooler fuel/air mixture allows a higher compression ratio enhancing efficiency and increasing engine output on less fuel.

All cylinders on both engines are now designed for a maximum compression ratio of 12.5:1 as opposed to 11.8:1 on the former 3.8-litre and 11.3:1 on the previous 3.6-litre power unit.

High-pressure stratified start-up and catalyst heating for even greater fuel economy and lower emissions

Right from the start in its very first operating cycles, direct fuel injection, featuring high-pressure stratified start-up and a special catalyst heating phase, enhances combustion to an even higher level of efficiency and all-round performance. The big advantage of the high-pressure stratified start-up method is that fuel is injected directly into the specifically designed piston crown creating a stratification effect with an ignitable fuel/air mixture forming around the spark plug. This not only reduces the amount of fuel required versus conventional mani¬fold injection, but also the level of emission volume.

Following the high-pressure stratified start-up process, engine management switches over automatically to the catalyst heating phase with multiple fuel injection increasing the tempe¬rature of the exhaust emissions and heating up the catalyst as quickly as possible. To achieve this effect the fuel/air mixture is ignited at a very late point, increasing exhaust tempera¬tures to an even higher level and reducing emissions while the engine is still in the start-up phase.

Multiple fuel injection for a smooth and robust combustion process

Multiple injection is also the strategy applied in the upper load range at engine speeds of up to approximately 3500 rpm. This is the case, for example, when the driver quickly presses down the gas pedal to accelerate at low engine speeds. The fuel volume required for com¬bustion is subdivided under such circumstances into several successive injection processes, fuel now being injected during the intake cycle with the intake valves open, the even better fuel/air mixture obtained in this way helping to save even more fuel.
Under all other operating conditions fuel is injected in one single process.

Yet a further advantage of multiple fuel injection is that the combustion process under such engine load conditions is particularly stable and robust.

Roughly nine months before the actual market launch, Dr. Ing. h.c. F. Porsche AG, Stuttgart, has released the first official photos of the Panamera in its final look. In its design, profile and silhouette, Porsche’s unique four-seater stands out clearly as a new member of the Porsche family. Conceived and designed as a four-door grand touring sports car, the Panamera combines numerous talents in typical Porsche style: sporting driving dynamics, a generous and variable interior, and the supreme driving comfort of a Gran Turismo. Joining the 911, Boxster and Cayman sports cars as well as the sporty SUV Cayenne, the Panamera is Porsche’s fourth model series.

The designers of the Panamera have succeeded in positioning this unique car as a brand-new and truly different model while nevertheless retaining the looks of a typical Porsche. Through its proportions alone, the Panamera stands out clearly in its market segment: measuring 1931 millimetres or 76.0 inches in width, the Panamera is wider, and measuring 1418 millimetres or 55.8 inches in height, lower than comparable four-door models. The unmistakable, sleek GT silhouette is created by the car’s overall length of 4970 millimetres or 195.7 inches and short, sporting overhangs front and rear. In its styling and details, the Panamera follows the design philosophy refined over decades on the 911 and successfully implemented also on the Boxster, Cayman and Cayenne.

Through its design language alone, the Panamera will establish a new segment versus the competition. The symbiosis of sports car DNA derived from the looks of a coupé, the unique interpretation of the classical saloon body and the benefits of a variable space concept give the new Porsche its truly unmistakable appearance. As an example, the Panamera comes with highly individual, strongly contoured air intakes instead of a conventional radiator grille. Striking wheel arches and the long and sleek engine compartment lid create that typical 911 “landscape” at the front end of the car the Porsche customer has appreciated for no less than 45 years, with the distinctly contoured wings as flanks bordering on the flat front lid. The V-shaped seams along the engine compartment lid and the rear window tapering out like an arrow to the rear convey the features characteristic of a sports car to the new, highly individual Panamera class. The striking, muscular shoulders over the rear wheels, the dynamic sweep of the coupé-like roofline, and the visible tailpipes again bear out all the DNA so typical of a thoroughbred Porsche.

The elegant roof arch extends stylishly over the generous interior, simply begging the beholder to get inside. Like all Porsche models, the Panamera is oriented in every respect to the needs and wishes of the driver. But now, thanks to the new concept of space and the sporting architecture of the interior, the car’s occupants are also able to experience this special “pilot feeling” on all four seats. All four occupants enjoy supreme ergonomic comfort on both the front seats and the two firmly contoured single seats at the rear. The luggage compartment easily takes up all the passengers’ luggage. The variable space concept with its folding rear seat backrests enables the driver and passengers to adjust the luggage space individually to their personal requirements. And last but not least, the coupé tailgate in the sporting rear end combines superior suitability for daily use with stylish elegance.

Porsche has developed superior and up-to-date power units for the Panamera again reflecting all the qualities typical of the brand – the V-engines within the engine compartment come with six and eight cylinders and range in power from 300 to 500 bhp. Some of the engines use turbocharger technology, Direct Fuel Injection making them both fuel-efficient and powerful all in one. The flow of power to the wheels goes either through a manual six-speed gearbox or the new seven-speed Double-Clutch Gearbox, the so called Porsche-Doppelkupplung (PDK).

In addition to sporting rear-wheel drive, the top version of the Panamera comes with even more sophisticated all-wheel drive, which is also available for the other versions as an option. As a further highlight, Porsche is preparing a particularly fuel-efficient version of the Panamera with hybrid drive. Further details on the engines, transmissions, performance, prices and equipment will be disclosed next spring.

The Porsche Panamera will be built at Porsche’s Leipzig Plant, where a production hall measuring some 22,000 square metres or almost 237,000 square feet and a logistics centre are currently under construction. While the engines featured in the Panamera are built at Porsche’s Main Plant in Zuffenhausen, the painted bodyshells will be supplied by the Volkswagen Plant in Hanover. The Leipzig Plant will then assemble the Panamera for final delivery, with an annual sales target of some 20,000 units. Porsche is once again cooperating largely with German suppliers in the production of the Panamera, with some 70 per cent of the car’s overall value being created domestically. Hence, the Panamera is most definitely a car “Made in Germany”.

The Panamera will be making its world debut in spring 2009 and the first models will be at dealers worldwide in late summer of next year.

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Design and technologies

Klaus Berning, Executive Vice-President Sales and Marketing of Porsche AG, expressed a clear view at the world debut of the Panamera: ”Introducing the Panamera,
we are entering a market segment completely new for our customers and we are once again consistently expanding our model portfolio.“

Through its design and looks alone, the Panamera clearly stands out from the competition at very first sight. Like no other car in its class, it offers a truly unique combination of sporting performance and luxurious comfort. Despite its low and sleek silhouette so typical of Porsche, the Panamera, measuring 4.97 metres (195.7”) in
length but only 1.42 metres (55.9”) in height, ensures a generous feeling of space on all four seats.

Wolfgang Dürheimer, Porsche’s Executive Vice-President Research and Development, added an equally clear statement: “Our engineers, technicians, and designers have invested all their know-how, years of experience, a wealth of ideas, and their full passion for sports cars in this four-seater Gran Turismo.“

The Panamera is introducing no less than five outstanding innovations in technology as world premieres to be admired for the first time in the luxury performance class – among them the first Start-Stop system in conjunction with automatic transmission, air suspension with additional air volume available on demand in each spring, as well
as active aerodynamics with an adjustable, multi-dimensional, extendable rear spoiler on the Panamera Turbo.

Porsche’s Gran Turismo sets new standards in its market segment in terms of performance, driving dynamics and efficiency, benefiting from Porsche’s traditional core competences and years of experience in motorsport, since efficient and powerful engines, lightweight technologies, and optimised aerodynamics are crucial to success also on the race track. All models in the Panamera range come with Porsche Direct Fuel Injection, low-friction drive systems, and weight-optimised lightweight bodies.

Moving on to the suspension, the customer can choose among steel suspension or adaptive air suspension with a fully-controlled damper system. And thanks to its intelligent chassis concept, the Panamera combines the driving comfort of a luxurious grand touring saloon with the driving dynamics of a thoroughbred Porsche sports car.

Depending on his individual style of motoring or current traffic conditions, the driver can choose either a particularly comfortable or an especially sporting set-up most
conveniently at the touch of a button.

With its centre console extending back from the dashboard all the way to the rear seats, Porsche’s new Gran Turismo offers an unprecedented feeling of space and motoring pleasure on all four seats, highlighting the personal ambience and style of each individual passenger. The driver’s seat and cockpit offers optimum ergonomics all round, a low seating position providing that direct contact to the road again so typical of Porsche. The passengers, in turn, all enjoy highly comfortable single seats.

The luxuriously appointed interior, finally, already offering a supreme standard on the regular series models, may naturally be upgraded on request by a wide range of optional extras and special equipment.

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UK prices

Porsche has confirmed UK prices for its forthcoming four seat Panamera gran turismo, which goes on sale on 12 September 2009. The four door performance car will be priced from £72,266 for the Panamera S, £77,269 for the Panamera 4S and £95,298 for the top of the range Panamera Turbo.

The Porsche Panamera will be available with powerful and efficient V8 power units, the choice of rear or four-wheel drive, and an interior design with a uniquely luxurious and high technology ambience.

The rear-wheel drive Porsche Panamera S is offered with a six-speed manual gearbox. The seven-speed Porsche Doppelkupplungsgetriebe (PDK) double-clutch transmission is available as an option for £2,289. The Panamera 4S and Turbo have four-wheel drive and feature the PDK gearbox as standard. The active all-wheel drive system is controlled by Porsche Traction Management (PTM) via a multi-plate clutch that adjusts the engine power distribution between the front and rear axles for increased grip and agility.

The Porsche Panamera offers a unique symbiosis of sporting performance and sheer luxury. Every model offers a full leather interior, Porsche Active Suspension Management (PASM), Bi-Xenon headlights, rear ParkAssist, tyre pressure monitoring, automatic dimming rear view mirrors, Porsche Communication Management with touch-screen satellite navigation and audio controls, and a Bluetooth telephone module – complete with cordless handset for use by rear seat passengers.

The heated front seats fitted as standard in the Panamera S and 4S are of a sporting style, and can be adjusted electrically in eight different directions for optimum comfort. Adaptive sports seats with higher side bolsters are available as an option across the range.

Standard on all Panamera models is the ’Sport’ button, which increases throttle pedal responsiveness, selects the ’Sport’ suspension setting on the PASM, and the shift patterns of the PDK transmission, where fitted. Offered in combination with PDK is the new Porsche Auto Start/Stop function. This automatically switches off and restarts the engine when stationary to further reduce fuel consumption and emissions – for example, at traffic lights or in congestion.

The Panamera S and 4S have 18-inch alloy wheels as standard, with a choice of 19-inch and 20-inch alternatives available. The Panamera Turbo rides on 19-inch alloy wheels. As is typical of a Porsche, the braking system of the Panamera is designed to deliver a high level of stopping power. However, similar to all other Porsche models, the race-proven and highly efficient Porsche Ceramic Composite Brake (PCCB) option is also offered for the Panamera.

Additional features on the Panamera Turbo include PASM with an adaptive air suspension function that actively adjusts the ride height, BOSE® Surround Sound audio system with 14 speakers, metallic paint, multi-function steering wheel, heated rear seats and rear side airbags. Also, the 14-way electric front seat adjustment has a Comfort Memory Package for the various seat positions and the electrically adjustable steering column.

The Panamera offers comprehensive levels of active and passive safety across the range. In addition to Porsche Stability Management (PSM), there are driver and front passenger airbags, curtain airbags as well as – on the front seats – side and knee airbags, each ensuring maximum protection as standard features in the event of an accident. Rear seat side airbags are available as an option on the Panamera S and 4S.

A luxurious journey is guaranteed in any of the four seats in the Panamera but, for passengers in the rear, the option of electrically adjustable backrests, cushion length and lumbar support raises the standard further still. It is also possible to specify rear seat ventilation, and a comprehensive rear interior illumination package with high power reading lights.

For customers seeking the ultimate in-car audio experience, the Panamera is the first Porsche to offer the option of a High-End Surround Sound System from Burmester®, the renowned Berlin audio specialist. A total of 16 loudspeakers masterminded by 16 amplifier channels with an overall output of more than 1,000 watts provide a unique sound, complemented by an active subwoofer together with a 300 W Class D amplifier.

The superior, yet practical, driving qualities of the Panamera are borne out clearly by the luggage compartment. Opening the rear lid reveals a load capacity of 445 litres (15.6 cu ft) in the Panamera S and 4S. Maximum stowage in the Panamera Turbo is 432 litres or (15.1 cu ft). With the rear seat back rests folded, luggage capacity in all models increases to an ample 1,250 litres or 43.8 cu ft.

Every Panamera has the assurance of 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.

The successful Porsche RS Spyder customer project heads into the next phase. Two teams will again field a Porsche RS Spyder each at the Le Mans 24 hour race (13-14 June). The NAVI Team Goh from Japan and the Essex squad from Denmark are eager to repeat the double victory of the RS Spyder in the LMP2 class last year. Porsche works drivers Sascha Maassen (Germany) and Emmanuel Collard (France) support the teams in their campaign.

Maassen (39), who already piloted a RS Sypder last year in Le Mans, will contest the event for the NAVI Team Goh. His team mates are the experienced Seiji Ara (Japan) and youngster Keisuke Kunimoto (Japan). Ara (34) won the overall classification in Le Mans back in 2004 with the Goh team, whilst the 20-year-old Formula 3 pilot, Kunimoto, contests the endurance classic at La Sarthe for the first time this year. The team’s Porsche RS Spyder is the winning car from last year that the Japanese outfit obtained from Van Merksteijn Motorsport. With the regulations requiring a substantial downsizing of the air-restrictors, the 3.4-litre V8 engine now delivers 440 hp instead of 476. Moreover, the rear wing and the underbody have been modified to conform to the regulation changes. Michelin is the team’s tyre partner.

Emmanuel Collard (37) joins up with Casper Elgaard (Denmark, 30) and Kristian Poulsen (Denmark, 33) to drive for the Essex team. The squad, who secured second place in the LMP2 classification of the 24 hour event in 2008, will race Michelin tyres for the first time. Both squads will conduct tests at the second round of the Le Mans Series in Spa on 10 May.

“I’m very pleased that, with Goh and Essex, we have two highly professional customer teams contesting Le Mans with a Porsche RS Spyder,” says Porsche’s Head of Motorsport, Hartmut Kristen. “Setting the quickest lap times of all LMP2 cars last year, the vehicle underlined its reliability and had the best efficiency of all participating sports prototypes. We have modified the cars to comply with the new technical regulations and I’m sure that both RS Spyder will again be very competitive in the LMP2 class.”

The Executive Board at Dr. Ing. h.c. F. Porsche AG, Stuttgart, has given the go-ahead: from February 2009, the sports car manufacturer will offer a Cayenne with a diesel engine and thus extend its range of drives for the sporty all-terrain vehicle further, once again. This decision was taken in response to changed legal regulations especially in European markets, resulting in tax incentives for vehicles with diesel engines. Furthermore, Porsche’s stake in the Volkswagen Group, the world’s largest manufacturer of modern diesel engines for passenger cars, has opened up new opportunities to utilise diesel technology.

Porsche will equip the Cayenne with a three-litre V6 turbo diesel engine with 240 hp (176 kW) supplied by Audi AG, a subsidiary of the VW Group. The average consumption of the Cayenne Diesel is 9.3 litres per 100 kilometres, with CO2 at 244 grams per kilometre. The spontaneous throttle response and the high torque characteristics of this diesel engine deliver the required performance levels for a sporty all-terrain vehicle such as the Cayenne. The substantial torque of a maximum of 550 Newton metres complements the sporty chassis dynamics and provides a high degree of control to offer driving enjoyment that is typical of Porsche.

In response to customer demand, the new Cayenne model will initially be offered in Europe. Preparations for market introduction in other countries are underway.

The Porsche Executive Board is confident that it will maintain the long term market success of the Cayenne series in the long term with the low-consumption V6 turbo diesel. In the last financial year 2007/08, 45,478 units of this series (which currently incorporates five different models) were sold – more than ever before in a financial year.

With the introduction of the Cayenne Diesel, Porsche is consistently continuing its commitment to reduce fuel consumption. As early as Spring 2007, the sports car manufacturer had equipped the new generation of the Cayenne series with engines with petrol direct injection that consume up to 15 percent less fuel in real-world driving conditions. Since the summer of 2008, Porsche has also offered the most recent generation of the 911 series with direct-injection petrol engines. The sports car manufacturer is also working on another Cayenne variant with hybrid drive that will consume less than nine litres of fuel per 100 kilometres and will be launched onto the market at the end of the decade.

The new Cayenne with diesel drive will be available from dealers from February 2009 onwards. Equipped with the proven Tiptronic-S automatic gearbox as standard, the Euro base price will be EUR 47,250. In Germany, the Cayenne with diesel engine including 19 percent VAT and country-specific equipment costs EUR 56,436.

A Unique Sports Car Concept

In its style and appearance, the Porsche 911 Targa 4 remains absolutely unique and truly exceptional. Featuring a glass roof extending from the windscreen frame all the way to the engine lid, this highly elegant 911 sets its own standard. The roof is made up of a sliding module at the front and a folding rear window. The sliding roof opens up a full half-metre, smoothly gliding beneath the tailgate.

An improved roll cover made of fabric likewise moves automatically whenever required beneath the glass roof for extra privacy and protection. The large tailgate, finally, opens up smoothly and easily, providing convenient access to 230 litres or 8.1 cubic feet of luggage space behind the rear seats.

The engines – fuel-efficient but even more powerful

The new 911 Targa is entering the market with new drivetrain technology: The engines featuring Direct Fuel Injection increase maximum output of the 911 Targa 4 to 345 bhp (254 kW) and give the 911 Targa 4S an even more impressive 385 bhp (283 kW). At the same time fuel consumption of the 3.6-litre model is down to 10.6 litres/100 kilometres (equal to 26.6 mpg imp) and the 3.8 litre is almost just as economical at 11.0 litres (25.7 mpg imp). Performance, on the other hand, is once again even better than before, with the Targa 4 reaching a top speed of 284 km/h (176 mph), the Targa 4S an even more spectacular 297 km/h (184 mph).

Shifting faster and saving fuel in the process: double-clutch gearbox

The new 911 Targa models are available as an option for the first time with the PDK Porsche-Doppelkupplungsgetriebe or double-clutch gearbox with no less than seven forward gears.

This outstanding transmission combines the benefits of a manual gearbox with those of an automatic transmission, exceeding both conventional systems in terms of both speed and economy. With PDK, the 911 Targa 4 accelerates to 100 km/h in exactly 5.0 seconds, the Targa 4S in an even faster 4.7 seconds – in each case 0.2 seconds faster than the “regular” model with its manual gearbox. And fuel consumption is down in each case by 0.3 litres/100 km under the EU standard.

New: fully controlled all-wheel drive for even greater driving dynamics

Benefiting from electronically controlled all-wheel drive and the rear axle differential lock now featured as standard, the new Targa 4/4S are able to convert their extra power even better into supreme performance and traction on the road. PTM Porsche Traction Management offers all the qualities required for this purpose, with an electromagnetically controlled multiple-plate clutch ensuring optimum power distribution front-to-rear. And responding whenever necessary within fractions of a second, PTM is able to feed extra drive power to the front axle whenever required.

Extra-wide chassis: sporting but comfortable

The very wide chassis on the all-wheel-drive models makes both versions of the Porsche 911 Targa both comfortable and sporting all in one. Wheel arches flared on each side by 22 millimetres or 1.73” and accommodating rear wheels running on 295/35 ZR 18 tyres on the Targa 4 and 305/30 ZR 19 tyres on the Targa 4S give the car a definite sign of distinction.

Individual suspension qualities – either conventional or active

The Targa is available as before with the alternative choice of two suspensions. Based on the regular suspension of the 911, the new model comes with an active damping system optional on the Targa 4 and standard on the Targa 4S. PASM Porsche Active Suspension Management therefore offers the best of both worlds, combining a more comfort-oriented with an extremely sporting suspension set-up.

Tyre pressure control system improved to an even higher standard

Porsche’s improved tyre pressure control system (TPC) is also available as an option, permanently monitoring air pressure in each tyre. The big advantage of this new generation for the driver is that the information he needs is provided even more quickly and efficiently, current tyre pressure being shown in the instrument cluster within ten seconds after the driver switches on the ignition.

New lights technology for extra safety and individual style

The new models in the 911 Carrera range come as standard with bi-xenon headlights, with the further option of Dynamic Bending Lights available for the first time. Entering the market as new daytime driving lights, the front-end LED light bars stand out particularly through their individual, highly attractive graphics. The rear lights, finally, are now also energy-saving, long-lasting light-emitting diodes, with the exception of the back-up light at the rear.

Seat comfort enhanced to an even higher standard

New, optional seat ventilation offers extra comfort particularly on long distances and in hot weather. Operating in three stages, this new system features one fan in the seat itself and in the backrest.

Convenient and highly versatile audio and communication system

To improve the car’s ergonomics to an even higher standard, the new Targa comes with an even larger touchscreen replacing the former monitor featured by PCM Porsche Communication Management in the centre console. Halving the number of control knobs and buttons, PCM may be supplemented by further modules such as a navigation module with an integrated 40 GB hard disc, a telephone module complete with a Bluetooth® interface or the latest generation of voice control. And last but certainly not least, external audio sources may now also be masterminded straight from the PCM control unit via the optional USB and iPod® interface.

New Technology in the Most Elegant 911

Introducing the new 911 Targa, Porsche is completing the fastest generation change ever seen in the 911 model family. Two brand-new engines with Direct Fuel Injection improve both performance and economy at the same time, the fast-shifting Porsche-Doppelkupplungsgetriebe or double-clutch gearbox is replacing the former optional Tiptronic S automatic transmission, and electronically controlled PTM Porsche Traction Management is taking the place of the former hydraulically controlled all-wheel drive.

The latest model in the new generation of the Porsche 911 comes in two variants as the 911 Targa 4 and the 911 Targa 4S. The “standard” version is powered by a 3.6-litre flat-six developing maximum output of 345 bhp (254 kW) for a top speed of 284 km/h or 176 mph. The power unit featured in the 911 Targa 4S, in turn, displaces 3.8 litres, developing maximum output of 385 bhp (283 kW) and accelerating the car to an even more impressive 297 km/h or 184 mph.

Characteristic highlight of the Targa: the glass roof

As before, the highlight of the 911 Targa is of course its large glass roof covering an area of no less than 1.54 square metres. Made up of two segments, the front sliding roof and the tailgate, the glass roof at the top slides beneath the tailgate within just seven seconds, opening up a large space of 0.45 square metres.

The sliding roof comes as standard with a new, even better insulated roll cover extending over the complete sliding roof area when closed and opening and closing electrically independently of the roof itself.

The glass roof and the roll cover come in sundim glass, protecting the driver and passengers from UV radiation and excessive heat also in bright summer sunshine. As a result, temperatures inside the car remain pleasantly low even in hot weather of more than 30° C or 86° F, with the air conditioning switched on.

The rear segment of the glass roof is made up of the heated tailgate exclusive to the Targa in the 911 model range. Opening up the tailgate, the driver and passengers have convenient access to the storage space behind the front seats offering a capacity of 230 litres or 8.1 cubic feet.

New lights technology also as a design element

All models in the 911 range now come as standard with bi-xenon headlights and LED technology for the daytime driving lights, the positioning lights, and the rear lights in their particularly striking design.

As an option Porsche now also offers Dynamic Bending Lights for the first time on the new 911. A striking sign of distinction on the all-wheel-drive cars – and therefore also on the Targa – is the red rear light band connecting the two rear light clusters left and right and accentuating the extra width of the body up by 44 millimetres or 1.73” at the rear for an even more muscular look from behind.

In their design, the rear light clusters merge harmoniously into this special look and style, each of the two rear light clusters comprising no less than 60 LEDs used in part for several functions.

New flat-six engines with Direct Fuel Injection

Introducing the new Carrera engines, Porsche for the first time offers Direct Fuel Injection also in the company’s sports cars. The advantages are up to 8.5 per cent more power, 11.2 per cent less fuel consumption, and 13.6 lower CO2 emissions, depending on the model and its features.

With this extra power, the new Targa models leave hardly anything to be desired, the 911 Targa 4 accelerating from a standstill to 100 km/h in 5.2 seconds and the even more powerful S-model completing the same exercise in 4.9 seconds – in each case with the manual six-speed gearbox.

The optional Porsche-Doppelkupplungsgetriebe or PDK for short shifts gears even faster to set an even more impressive standard: The self-shifting Targa 4 with its 3.6-litre power unit accelerates to 100 km/h in only 5.0 seconds, the Targa 4S completes the same exercise in 4.7 seconds. And thanks to PDK technology, even the less experienced driver is able to achieve this kind of acceleration at all times under appropriate road conditions.

Refined suspension technology

Like the other variants of the 911, the Targa 4 comes with a conventional, the Targa 4S with an active suspension. Both suspensions are more comfort-oriented than on the other 911s, but remain characteristic of a thoroughbred sports car.
The active PASM suspension available as an option also on the “smaller” model offers a comfort-oriented basic set-up of the dampers in the Normal mode, than taking on a firmer ride once the driver presses the Sports button. In both cases, however, the set-up permanently adjusts to the driver’s particular style of motoring and road conditions, allowing the configuration of all kinds of control maps between the two extremes within fractions of a second as a function of driving dynamics.
The wide wheels provide a safe “footprint” for fast lateral acceleration: The Targa 4 comes on 8J x 18 wheels at the front with 235/40 ZR 18 tyres, the 4S features 8J x 19 wheels up front running on tyres measuring 235/35 ZR 19. The rear wheels, in turn, are even larger and wider apart, with tyres measuring 295/35 ZR 18 on the Targa 4 and 305/30 ZR 19 on the Targa 4S.

Even faster and more fuel-efficient with the double-clutch gearbox

Introducing the new PDK double-clutch gearbox with seven gears, Porsche is offering a completely new technology as an option, with qualities and abilities going beyond those of the manual six-speed gearbox. The PDK Doppelkupplungsgetriebe replaces the former Tiptronic S automatic transmission, enabling the driver to use the double-clutch functions either by way of paddles in the steering wheel or through the selector lever in the centre console.

The fundamental difference from the conventional manual gearbox is that the gearshift perceived by the driver does not come from gears actually shifted in the gearbox, but rather from the alternate engagement of the two clutches for an ongoing flow of power at all times. To provide this direct transmission without the slightest interruption of power or traction, the clutch on one gearbox unit is opened and the clutch on the other unit closed at exactly the same time, that is in a simultaneous process.

The big advantage is an even faster gearshift than on both a manual gearbox and an automatic transmission with a torque converter. And at the same time PDK allows a much more dynamic style of motoring as well as enhanced agility for greater driving pleasure compared with Tiptronic S, shifting gears up to 60 per cent faster than the former Tiptronic S automatic transmission.

Yet a further advantage is that the driver does not have to make any concessions in terms of comfort in the Porsche 911 with PDK transmission, since the new gearbox shifts gears smoothly and gently in a fully automated clutch operation and gearshift process.

A further benefit of PDK is the smaller loss of power due to a high standard of mechanical efficiency and the double clutch optimised for minimum power loss. So while the 911 Targa 4 equipped with Tiptronic S used to consume 11.6 litres/100 kilometres (equal to 24.3 mpg imp) in the EU combined cycle, the new model with PDK is a significant 1.3 litres more fuel-efficient, reducing average consumption to just 10.3 litres/100 km, equal to 27.4 mpg imp. Similarly, the former S-model with its 3.8-litre power unit and Tiptronic S consumed 11.9 litres/100 kilometres, equal to 23.7 mpg, while the new 911 Targa 4S with PDK makes do with just 10.7 litres (equal to 26.4 mpg imp).

The new 911 Targa 4/4S with PDK double-clutch gearshift are available as an option with the Sports Chrono Package Plus incorporating the additional Launch Control function and a special gearshift strategy for extremely sporting and dynamic motoring. Launch Control is an assistance program for optimum acceleration from a standstill, reducing the time required for accelerating to 100 km/h by 0.2 seconds on both models.

New all-wheel drive: Porsche Traction Management

In the new 911 Targa electronically controlled PTM Porsche Traction Management replaces the former all-wheel drive with its viscous multiple-plate clutch, combining the driving pleasure so typical of a Porsche with its rear-mounted engine and primarily rear-wheel drive with even greater driving stability, traction and agile handling.

To provide this special effect, PTM feeds exactly the right share of engine power to the front wheels under all driving conditions via a multiple-plate clutch. And completing this process within 100 milliseconds at the very most, PTM is faster than the engine itself in responding to load change and also faster than driver in his perception of the gearshift.
Given these qualities, Porsche all-wheel drive is virtually able to “look ahead” and act in advance, again ensuring supreme agility on narrow country roads, excellent traction and a high standard of driving safety even in extreme manoeuvres at very high speeds. In the process PTM is supported by the rear axle differential lock now featured as standard on all four-wheel drive models, with 22 per cent locking action under traction and 27 per cent in overrun.

Exclusive and sophisticated equipment

Beneath the glass roof of the 911 Targa, the exclusive and stylish interior of the Porsche 911 shows all its qualities. An important point, therefore, is to combine exactly the right colours with the right material. And to improve control comfort as well as ergonomics to an even higher standard, the engineers and designers responsible for the new generation of the 911 have optimised the centre console in several respects, focusing in particular on the enhanced display and control concept offered by the new PCM Porsche Communication Management.

Serving as the central control unit for all audio and communication functions, PCM now offers an even higher standard of performance and is more versatile and much easier to use thanks to the optimised control keyboard on the touchscreen monitor enlarged in size to 6.5 inches. And in conjunction with the optionally available universal audio interface, PCM may now also be used to control and mastermind external audio sources such as an iPod® or USB stick.

Yet a further important feature offering the driver and front passenger optimum conditions for fatigue-free motoring is the new seat ventilation available as an option on both the standard and comfort seats. This system may also be combined with the seat heating to ensure an ongoing exchange of moisture whenever required, again giving the driver and front passenger the most pleasant climate under all conditions.

A Design Masterpiece with New Technology

This is without doubt the most avantgarde 911, a car absolutely unique the world over in its style and character: the Porsche 911 Targa.

Introducing the two new 911 Targa 4 and 911 Targa 4S models, Porsche is now concluding the fastest generation change ever seen within the 911 model family. And at the same time this is one of the most comprehensive changeovers, two brand-new power units with direct fuel injection improving both performance and economy at the same time, the fast-shifting Porsche-Doppelkupplungsgetriebe replacing the former optional Tiptronic S automatic transmission and electronically controlled PTM Porsche Traction Management taking the place of the former all-wheel drive with its viscous clutch.
Featured in the new Targa, this wide range of impressive new technologies comes together with a very special version of the 911 offering truly unique features in every respect.

Glass roof with roll cover and wind deflector

The highlight of the 911 Targa is the large glass roof measuring no less than 1.54 square metres in size. A highly effective UV filter in the roof protects the car’s occupants from excessive sunshine, enabling the driver and passengers to enjoy the journey even in outside temperatures of more than 30° C or 86° F, in conjunction with the automatic air conditioning featured as standard. This is also made possible by the special glass used on the roof, the glazing letting through about one-third of the sunlight but only about 17 per cent of the thermal energy.

The interior therefore remains pleasantly bright, an electrically controlled roll cover serving to further reduce sunglare whenever necessary.

The new fabric used on the roll cover now ensures even greater privacy and increases the degree of shade protection from 50 to 96 per cent, equal to a reduction in brightness from 1,400 to 600 lux or, in other terms, to normal room illumination.

The roof module is made up of the front glass sliding roof moving to and fro with its integrated roll cover and the folding tailgate. The roof and roll cover are controlled together by a new combination of pull and push buttons integrated in the centre console. The rear button serves to open and close the glass roof, the front button performs the same functions on the roll cover, which may also be automatically opened and closed by an additional tipping function.

When opened, the roof first moves down and then to the rear, beneath the rear window. At the same time an automatically controlled multiple-plate wind deflector will move up to keep the interior of the car free of draughts, enabling the occupants to talk freely to one another even at high speeds or enjoy the sound of their audio system .And last but certainly not least, the avoidance of draughts makes it possible to drive with the roof down even in winter in low temperatures.
The roof opens or closes very conveniently within just seven seconds, the front glass cover gliding beneath the glass tailgate when opened. Moved completely to the rear, the roof leaves an opening measuring about half a metre in length and with a total area of 0.45 square metres.

For safety reasons the tailgate must be closed when opening the roof, while conversely the roof must be closed before opening the tailgate.

Unique: the 911 tailgate model

The Targa is the only model in the 911 range to feature a folding tailgate. Opening the tailgate and with the rear-seat backrests folded down, the driver and passengers have access to no less than 230 litres (8.1 cu ft) of luggage space behind the front seats, with very easy and convenient loading conditions. Just for comparison, the capacity of this storage space alone is 25 litres larger than in the Coupé.

The rear window locking and unlocking electrically is made of tinted single-layer security glass and comes as an option with a windscreen wiper integrated in the window.

With the car at a standstill, the folding rear window opens either via a switch in the doorsill on the driver’s side or from outside via a button on the key to the car by remote control. When opened, the rear window is raised by approximately 20 millimetres and may then be conveniently moved into position by hand. Two gas springs behind the window trim at the side make opening the glass tailgate up to an angle of approximately 60o very easy and convenient, with any rainwater possibly on the rear window flowing down when the window is opened through the water gutter integrated at the rear end of the sliding roof cover.

To close the tailgate, all you do is place it on its lock and press the tailgate down slightly, the electrical closing mechanism then automatically completing the closing process on the last few millimetres.

An additional eye-catcher on the 911 Targa is the high-gloss polished and eloxy-plated aluminium trim bars stretching along the roofline from the A-pillars all the way to the bottom of the C-pillars. Beneath the elegant roofline the side windows flow to the rear in a sharp angle – again a typical design feature characterising the Porsche 911 Targa.

The dynamic and powerful look of the 911 Targa is quite literally rounded off by the widely flared rear wheel arches, the rear track clearly proving that the Targa is based on the chassis of the 911 Carrera 4 with all-wheel drive.

Elegant and powerful design featuring new lights technology

In its design, the new 911 Targa reflects the all the qualities offered by the high-tech powertrain. One example is the look of the new front end, with the focus on both dynamics and outstanding supremacy.

The somewhat larger outer air intakes give the 911 a truly superior look, clearly expressing the outstanding potential of the new generation. All models in the 911 range now come as standard with bi-xenon headlights and LED technology for the daytime driving lights, the positioning lights and the strikingly designed rear-light clusters.

Yet a further feature Porsche is offering for the first time on the new 911 is the Dynamic Bending Lights never seen before on a Porsche sports car. In this case the light beam from the bi-xenon headlights follows the driver’s steering commands with the accuracy of computerised steering control, adjusting consistently to the speed of the car. And remaining active even with the high beams switched on, the Bending Lights improve driver visibility at all times.

Yet a further sign of distinction on the all-wheel-drive models – and therefore also on the Targa – is the rear light band connecting the two rear-light clusters with one another. This gives even greater emphasis to the body 44 millimetres or 1.73” wider than on the rear-wheel-drive model, making the rear end even broader and more muscular in its style and appearance.
In their shape and design, the rear-light clusters merge smoothly and harmoniously into this overall design philosophy, the lights now tapering out at the side to give the car an elegant and sporting touch all in one. And last but not least, each of the two rear-light clusters is made up of no less than 60 LEDs used in part for several functions.

The latest model series in the new generation of the 911 comes in two different variants, as the 911 Targa 4 and the 911 Targa 4S. The “standard” model is powered by a 3.6-litre flat-six with maximum output of 345 bhp (254 kW), good for a top speed of 284 km/h or 176 mph. The power unit of the 911 Targa 4S, in turn, displacing 3.8 litres, develops an even more substantial 385 bhp (283 kW), accelerating Porsche’s unique Targa model to no less than 297 km/h or 184 mph.

Porsche Direct Fuel Injection: More Power, Less Fuel

Introducing the new Carrera engines, Porsche now offers Direct Fuel Injection or DFI for short also in the company’s sports cars. With the fuel/air mixture formed directly in the combustion chamber, the new engines are able to generate more energy on less fuel, with the new engines offering outstanding features that clearly speak for themselves: Depending on the model and its equipment, the new Targa offers up to 8.5 per cent more power and performance on 11.2 per cent less fuel and with CO2 emissions down by 13.6 per cent.

Direct fuel injection has a positive impact not only on the engines’ efficiency, but also on their characteristics. And this the driver will feel right away – with fuel being injected in fractions of a second before the beginning of the energy cycle, the engines respond even more spontaneously to even the slightest movement of the gas pedal, giving the new Targa quite outstanding performance: The 911 Targa 4 accelerates from a standstill to 100 km/h in just 5.2 seconds, the even more powerful S-model completing the same exercise even more quickly in 4.9 seconds – in each case with the manual six-speed gearbox.

The optional PDK Porsche-Doppelkupplungsgetriebe or double-clutch gearbox shifts gears even faster to set an even higher standard, the Targa 4 with its 3.6-litre power unit accelerating to 100 km/h in exactly 5.0 seconds, the Targa 4S offering even faster acceleration to 100 km/h in 4.7 seconds. And the big advantage for the customer is that even the less skilled and experienced driver is able to achieve this kind of acceleration at all times under appropriate road conditions thanks to PDK technology.

Direct fuel injection on the new flat-six power units is conceived for homogeneous operation, the fuel/air mixture being distributed smoothly and consistently in the combustion chamber for an optimum combustion process. This, in turn, guarantees maximum catalytic efficiency, keeping harmful emissions to an absolute minimum, both the Targa 4 and the Targa 4S outperforming the strict emission limits of the Euro 5 standard not even coming into force until September 2009.
The two six-cylinder horizontally-opposed power units are brand-new from the ground up. On both the 3.6 and the 3.8-litre, the crankshaft and combustion chambers come in completely new geometry, the smaller stroke and larger bore leaving the effective engine capacity almost unchanged, but further enhancing the engine’s free-revving performance and spontaneity.
Creating the new engines, Porsche’s engineers have also introduced new, single-piece cylinder heads not only lighter, but also more stable than the conventional units. And as in the past, the cylinder heads incorporate Porsche VarioCam Plus variable valve management with adjustment of the valve timing on the intake side and valve lift switchover.
The two big advantages of VarioCam Plus are, first, the optimum power and torque provided in this way and, second, the improvement of fuel economy, emissions and the engine’s refinement and motoring culture. In conjunction with the new direct fuel injection, this offers an ideal symbiosis increasing both the output and torque of the engine on a further reduction of fuel consumption.

On-demand oil pump and external coolant pump

Yet a further step taken to enhance the efficiency of Porsche’s new power units was to optimise the oil system and the general balance of oil. The oil circuit in the new engines follows the principle of integrated dry sump lubrication and is made up of an all-round system incorporating four suction or scavenge pumps and, for the first time, a pressure oil pump controlled electronically according to current demand. Masterminded by the engine management system, the oil pump does not consume more energy than is really required and at the same time ensures absolutely the right level of lubrication at all times.

A further new feature is the configuration and position of the coolant pump as a separate module outside of the crankcase. The big advantage of this concept is the flexible adjustment of coolant pump size and easier repair/maintenance whenever required. And to adjust the coolant pump to the extra power of the engine, at the same time ensuring adequate engine cooling, the maximum volume flow in the new coolant pump is up by approximately 20 per cent.

New intake manifold with dual air filter

The new flat-six power units are fed with air through a brand-new intake manifold proudly bearing the words “Direct Fuel Injection” and, depending on the model, the numbers “3.6” or, respectively, “3.8”.

The air filter system now comes with two chambers featuring two intake points and separate intake funnels as well as two round filters incorporated in the rear lid. Thanks to the flow resistance reduced through this concept, inspection intervals for the air filter elements are extended from 60,000 to 90,000 kilometres.

The intake manifolds on the new engines are also brand-new in their design and configuration, being made of a special plastic material with a resonance pipe and additional resonance chambers to provide exactly the right acoustic effect. Thanks to the switching resonance flap, air vibration in the intake system of the 3.8-litre power unit may indeed be adjusted to the respective engine speed, improving the cylinder charge in the interest of higher torque right from the start at low engine speeds.

Exhaust system even more effective than before

All new 911 Targa models have an exhaust system measuring the same in length. As in the past, the 3.6-litre Targa is distinguished by two separate oval tailpipes, while the Targa 4S with its 3.8-litre engine comes with two dual tailpipes made of brushed stainless steel. Interacting with the various other improvements and technologies featured on the engines, the new cars fulfil both the EU5 exhaust emission limits in Europe and the LEV II regulations in the USA.

Transmission

Faster, More Precise, More Economical

In standard trim the new Targa models come with a manual six-speed transmission offering a particularly smooth and precise gearshift. For the purposes of all-wheel drive, the transmission comes with an additional output drive shaft connecting the main shaft to the front axle.

Porsche’s new PDK Doppelkupplungsgetriebe or double-clutch gearbox offering no less than seven gears is now available as a highly interesting optional alternative with qualities going beyond even those of the manual gearbox and replacing the former Tiptronic S.

Regardless of the type of transmission the customer ultimately chooses, both Targa models come as standard with a Start-Off Assistant maintaining the brake pressure exerted by the driver when pressing down the brake pedal for a smooth and comfortable process of setting off on an uphill gradient without requiring the driver to use the handbrake.

New Doppelkupplungsgetriebe for even greater driving dynamics

Introducing the new generation of the 911 Carrera, Porsche is for the first time offering an optional Doppelkupplungsgetriebe or double-clutch gearbox in a road-going sports car.

In principle the Porsche PDK double-clutch gearbox is made up of a conventional manual gearbox divided into two gearbox units and a hydraulic control unit. The gearbox is literally “built around” two wet clutches on one common shaft, operated, cooled and lubricated by the transmission fluid. One clutch is for the first gearbox unit with the uneven gears and reverse gear, the other clutch for the second gearbox unit with the even gears. Via a large number of pressure valves the hydraulic control unit masterminds both the wet clutches and the gearshift cylinders, placing the gear ratio required in mesh.

The fundamental difference versus a conventional manual gearbox is that the gearshift perceived by the driver is not a result of the gears changing in the transmission, but rather of the changeover from one clutch in positive engagement to the other. In this process the clutch on one gearbox unit is opened and the other clutch is closed simultaneously, at exactly the same time and in one process.

The big advantage is an even faster gearshift versus a conventional manual gearbox and automatic transmission, with the gears already in mesh when the driver shifts from one gear to the other, avoiding the slightest interruption of traction during gear change. A further advantage is the lower weight of the PDK gearbox some ten kilos lighter than the former Tiptronic S transmission despite the use of two additional gears.

The new double-clutch gearbox comes with seven forward and one reverse gear. Within this configuration gears 1–6 feature a particularly sporting ratio, the car reaching its top speed in sixth gear. Seventh gear, therefore, has a longer overall transmission ratio in the interest of enhanced fuel economy.

The driver is able to shift the double-clutch gearbox either through paddles on the steering wheel spokes or through the selector lever in the centre console.

Shifting gears quickly, smoothly and comfortably

PDK offers an even more sporting and dynamic style of motoring as well as enhanced agility for greater driving pleasure than Tiptronic S. The new gearbox shifts gears up to 60 per cent faster than the former automatic transmission – and at the same time the driver need not make any concessions in terms of comfort in a 911 equipped with PDK, with the new gearbox shifting gears smoothly and gently through the automated clutch operation and gearshift process.

A further feature of PDK is the reduction of power loss to a minimum thanks to the high level of mechanical efficiency and the double clutch optimised to avoid losses. So while the 911 Targa 4 with Tiptronic S, that is the former model, consumed 11.6 litres/100 kilometres (equal to 24.3 mpg imp) under the EU standard, the new model with PDK outperforms this consumption figure by 1.3 litres, reducing average fuel consumption in the EU cycle to just 10.3 litres, equal to 27.4 mpg imp. The S-model presents the same example, the former 3.8-litre version with Tiptronic S consuming 11.9 litres/100 kilometres (equal to 23.7 mpg imp), while the new 911 Targa 4S with PDK reduces combined fuel consumption in the EU cycle to just 10.7 litres/100 km, equal to 26.4 mpg imp.

Sports Chrono Package Plus with Launch Control and racing gearshift

An important option available on the new 911 Targa 4/4S with PDK is the Sports Chrono Package Plus featuring an additional Launch Control function and a gearshift strategy for extremely sporting driving characteristics. As on the previous model, Sports Chrono Package Plus comprises the following highlights also on the new models:

• An analogue and digital stopwatch on the instrument panel.
• A sports mode for the engine, suspension (PASM) and transmission including two sports buttons (SPORTS and SPORTS PLUS).
• A performance display in the PCM.
• A separate memory function.

Launch Control is an assistance program for optimum acceleration when setting off. The function is activated by pressing the SPORTS PLUS button in the centre console. To set off in racing style with the help of Launch Control, the driver first presses down the brake pedal with one foot and then quickly pushes down the gas pedal with the other, overriding the kickdown stage in the process and revving the engine up to a speed of approximately 6500 rpm. PDK management will then inform PTM Porsche Traction Management of the upcoming start, PTM switching over to 100 per cent all-wheel drive. Then, as soon as the driver takes his foot off the brake pedal, the transmission will switch to optimum wheel slip and the car will set off with maximum acceleration. In this case acceleration from 0 – 100 km/h is reduced by Launch Control on each model by 0.2 seconds.

The second new function of the Sports Chrono Package Plus in conjunction with PDK is a gearshift strategy for extremely sporting and dynamic driving performance, offering optimised gearshift points for the fastest possible shift times and exactly the right driving characteristics for the race track. Again, this function is activated by the SPORTS PLUS button, PDK switching over to the fastest conceivable reaction and gearshift times and shifting gears almost instantaneously, twice as fast as with Tiptronic S.

In the process PDK shifts up under full load at the absolute speed limit with excess torque, a 911 Targa equipped with PDK accelerating from a standstill to 100 km/h leaving a 911 Targa with Tiptronic S several lengths behind.

All-Wheel Drive

PTM: Fast and Always Ready to Go

Benefiting from electronically controlled PTM Porsche Traction Management featured for the first time in the 911 Turbo, the new 911 Targa boasting this outstanding all-wheel drive is able to convert the extra power and torque of the engine even more efficiently into outstanding acceleration and traction.

On cars fitted with PTM, an electromagnetically controlled multiple-plate clutch reacting within fractions of a second ensures the optimum distribution of power front-to-rear. And providing this power distribution within 100 milliseconds at the very most, PTM is faster than the driver will ever notice, meaning that Porsche all-wheel drive can literally “look ahead”.
In practice this means superior agility on narrow country roads, outstanding traction and excellent driving safety also in extreme manoeuvres at very high speeds. With these features, Porsche Traction Management is one of the most efficient and, at the same time, lightest high-performance all-wheel-drive systems in the market.

Five basic functions for all driving requirements

To offer these qualities in driving dynamics, PTM comes with five essential functions:

• Standard distribution of torque and power: Under everyday driving conditions the management unit spreads out engine power between the front and rear axle infinitely as a function of current driving conditions. To do so, the torque and power required on the front axle is determined regularly within milliseconds, offering the driver a significantly higher standard of driving stability above all at very high speeds.
• Proactive management: Checking out typical parameters, PTM is able to detect dynamic changes in driving conditions at an early point in time and avoid drive slip in advance. When setting off, for example, the system determines how hard the driver is pressing down the gas pedal. Then, before the engine is even able to convert this command from the driver into power and torque, PTM closes the multiple-plate clutch to a point where the wheels will not slip.
• Spin control: On account of the car’s high torque, the 911 may well reach its traction limit on the rear axle when accelerating on, say, a wet surface. So here again, the multiple-plate clutch intervenes more vigorously, feeding more power and torque to the front axle.
• Oversteer correction: Whenever the car threatens to swerve around at the outside in a bend on account of adverse conditions such as wet leaves on the road, more power is fed to the front axle in order to stabilise the car in this dynamic driving process. Another advantage of PTM in this case is that the system considers the steering angle in transmitting power to the front axle. So whenever the driver countersteers while the car is oversteering, PTM will adjust the flow of power going to the front axle to stabilise the car even more quickly and efficiently.
• Understeer correction: Should the car, in the opposite situation, threaten to “push out” of a bend over its front wheels, PTM will reduce the amount of power and traction transmitted to the front axle. Again, PTM, thanks to the very precise and fast sensors, will respond in both cases before the driver even notices any lack of stability. The result also in this case is quick and active stabilisation of the car for fast and dynamic behaviour in bends. And communicating in the process with PSM Porsche Stability Management, PTM ensures a very high level of safety reserves.

Mechanical differential lock featured as standard

The new Targa 4 models come as standard with a limited-slip differential on the rear axle providing 22 per cent locking action under power and 27 per cent in overrun.

The mechanical differential lock on the rear axle raises the driving dynamics of fully controlled PTM Porsche Traction Management to an even higher level, improving traction on changing surfaces when driving to the limit in bends and increasing driving stability under load change in bends and on winding roads.

Chassis and Suspension

The More Comfortable 911

The particular style and elegance of the 911 Targa 4 and Targa 4S comes out clearly not only in the looks of the car, but also in its driving behaviour and performance on the road with a perfect combination of motoring comfort, on the one hand, and dynamic performance also in fast bends, on the other.

As before, the 911 Targa 4 comes with conventional suspension, while the Targa 4S features active suspension with PASM Porsche Active Suspension Management. And while the suspension components are largely the same as on the 911 Carrera 4 and Carrera 4S, the springs and anti-roll bars front and rear are specifically tailored to the Targa, all four coil springs showing a lower spring rate in the interest of extra comfort.

The active suspension also comes with an appropriate set-up and adapted configuration. Lowered by 10 millimetres or 0.39” through PASM suspension, the car offers the driver two programs, either PASM Normal or PASM Sport.
The Normal mode keeps the dampers in a sporting but comfortable set-up changing to a sporting and firmer mode as soon as the driver adopts a more dynamic style of motoring. Particularly on long distances, this gives the car’s occupants a significantly higher level of motoring comfort, with PASM filtering out small and medium bumps on the road even better than the “regular” suspension.

The Sport mode, finally, activates a harder damper control line right from the start in support of an even more dynamic and agile style of motoring.

Wide track for stable handling

A common feature shared by all models with all-wheel drive is the wide rear end and the wider track at the rear compared with the rear-wheel-drive models. Up front the 911 Targa 4 comes on 8J x 18 wheels running on 235/40 ZR 18 tyres, while the 4S features 8J x 19 wheels on 235/35 ZR 19 tyres. The rear wheels are somewhat larger still in both cases, the Targa 4 boasting 295/35 ZR 18 tyres, the Targa 4S running on tyres measuring 305/30 ZR 19. And since both tyres come on rims with low hump depth, rear track is increased to 1548 millimetres or 60.94” typical of all-wheel drive.

This wider track not only looks good, but also benefits the car’s driving dynamics, the footprint of the tyres further out to the side giving the body even better support, minimising roll movements and, as a result, enhancing the car’s lateral acceleration.

TPC Tyre Pressure Control now acting even faster

Introducing the new generation of the 911, Porsche’s engineers have enhanced the optional TPC Tyre Pressure Control to an even higher standard, making the system even faster and more efficient.

Being initialised right from the start when the driver opens the door, TPC is able to start checking tyre pressure as soon as the driver switches on the ignition, presenting the tyre pressure ratings in the instrument cluster within a matter of seconds. Even after changing a tyre, in which case the system has to register the new wheel electronics inside the tyre and complete a learning process, the driver will be informed of the new tyre pressure ratings at the latest within three minutes.
A further advantage of the new system is that even when the electronic wheel monitors fail to operate in one or two wheels, tyre pressure is still monitored appropriately in the other wheels.

Apart from extra safety prior to and in the case of possible tyre damage, TPC Tyre Pressure Control, by enabling the driver to check the correct tyre pressure in a very simple and straightforward process, protects the tyres from unequal wear and thus helps to avoid excessive fuel consumption.

Brake system optimised to an even higher standard

A further objective in developing the new models was to raise the level of brake performance to an even higher standard in accordance with the greater power and performance of the cars as such. Precisely this is why the various Targa 4 models come with a brake system perfectly tailored to their specific driving characteristics, the brake callipers as usual informing the beholder of the brake system fitted: On the standard brake system featured on the 3.6-litre Targa 4 the brake callipers come in black, on the S-model with its 3.8-litre power unit the callipers are finished in red, and the brake callipers on the optional PCCB Porsche Ceramic Composite Brakes, finally, come in yellow.

As on the other models in the new generation of the 911, the brake discs at the front have been increased in diameter to 330 millimetres or 12.99” and measure 28 millimetres or 1.10” in thickness. Larger brake air spoilers on the front track arms serve to improve the ventilation of the brakes and to increase the stiffness of the four-piston monobloc swing callipers made of aluminium rods. Additional bars connect the two sides bearing the pistons, enhancing brake performance and the system’s fading-free brake qualities to an even higher standard.

The rear wheels now come with cross-drilled and inner-vented brake discs measuring 330 mm in diameter instead of formerly 299 millimetres (12.99 instead of 11.77”) in, and are again 28 millimetres (1.10”) thick. In this case the four piston aluminium monobloc swing callipers are cooled through additional openings in the underfloor panel.

The brakes on the S-model feature four-piston aluminium monobloc swing callipers front and rear, together with cross-drilled and inner-vented brake discs. Brake dimensions are 330 x 34 millimetres (12.99 x 1.34”) on the front wheels and 330 x 28 millimetres (12.99 x 1.10”) at the rear.

To adjust the brakes to the car’s even higher level of performance, brake ventilation on the front axle is improved by larger brake air spoilers and there is additional, active ventilation of the brakes at the rear.

Optional ceramic brakes

Both models are available as an option with PCCB Porsche Ceramic Composite Brakes. Measuring 350 millimetres or 13.78” in diameter, these cross-drilled, inner-vented ceramic brake discs weight approximately 50 per cent less than comparable grey cast-iron brake discs.

In conjunction with their special brake linings, the ceramic brake discs immediately build up a high and, in particular, consistent frictional coefficient in the deceleration process. Abrasion is much smaller than in the case of grey cast-iron brake discs thanks to the extreme surface hardness of the ceramic discs. The service life of the brake discs, in turn, is correspondingly longer, also because the ceramic material is fully resistant to corrosion.

Interior and Equipment

Exclusive and Sophisticated

Beneath the glass roof of the 911 Targa, the discreet but luxurious interior of the Porsche 911 comes out in particular class and style. Special emphasis is given by the designers to the harmony of colours and trim, with all surfaces coming in an extremely sophisticated finish providing a very pleasant surface touch.

On both models the gearshift lever, steering wheel rim, handbrake handle, the cover on the storage box in the centre console, the cover on the door storage box and the door closing handle all come in leather. The seat centre strips as well as the side supports and the headrests on the front seats are likewise finished in leather, the sports steering wheel, the dials in the instrument cluster finished in aluminium, and the interior components in aluminium look such as the air vents, the ornamental trim on the instrument panel as well as the gearshift and gear selector lever, all boasting that typical Porsche S look.

PCM with touchscreen monitor

To improve operating comfort and ergonomics to an even higher standard, Porsche’s engineers and designers have developed an optimised centre console for the new generation of the 911. The most important features in this context are the enhanced display and control concept of PCM Porsche Communication Management. Serving as the central control unit for all audio and communication functions, PCM now offers an even higher standard of performance, greater versatility, and much easier control.
The main feature of the new PCM unit is the touchscreen monitor with its long-service, easy-to-clean surface layer. The monitor itself has been increased in size from 5.8 to 6.5 inches, an improvement over the former generation made possible by integrating the hard keys so far fitted next to the monitor directly into the touchscreen control, thus halving the number of buttons to a total of just 16.

Menu guidance is particularly clear and logical, the driver or front passenger immediately finding the most important functions on the main menu. A number of functions used less rarely have been moved to the second menu level (OPTION), thus reducing the number of menu fields versus the former system from five to three.

Outstanding sound and reception

The radio in the 911 Targa comes with up to 48 memory slots, an FM double tuner with RDS and the latest diversity function – in the background the radio constantly looks for the best frequency of the station chosen and combines one or several of the four FM radio aerials for optimum reception at all times (scan and phase diversity).

The integrated drive is able to play back music either from a CD or from an audio and video DVD – in conjunction with the BOSE® Surround Sound System available as an option also in the 5.1 Discrete Surround format, otherwise in stereo. The formats supported by the system are MP3, AAC, WMA, Dolby Digital, MLP, and DTS.

A six CD/DVD changer integrated in PCM is available as an option, taking the place of the standard single CD/DVD player and offering the driver direct and convenient control and operation of the system. The changer itself supports the same formats as the single CD/DVD player and offers sufficient capacity for some 25, 000 minutes of music on DVDs. CDs or DVDs are loaded and ejected one after the other in the PCM shaft after previous selection of the loading bay.

A concert hall beneath a glass roof: the outstanding sound system

The optional BOSE® Surround Sound System was developed especially for Porsche and is therefore tailored perfectly to the acoustic conditions prevailing in the 911 Targa. A total of 13 loudspeakers including active subwoofers and centre speakers as well as a seven-channel digital booster ensure a truly impressive experience in sound, output of the new booster being increased from 325 to 385 Watt.

In playing audio or video DVDs, the system now offers the thrilling sound spectrum of digital 5.1 recordings where the sound is recorded from the start in a multi-channel format retaining all sound qualities without the slightest distortion.

The new optional universal audio interface also offers the possibility for the first time to connect an external audio source such as an iPod® or a USB stick then controlled conveniently via PCM. Three appropriate ports are available for this purpose in the storage box on the centre console.

The TV tuner likewise available as an option is able to receive uncoded analogue and digital DVB-T television signals. For reasons of safety and on account of legal requirements, only the sound and not the TV picture is available while driving.

For even faster calculation of routes: navigation module with hard disc

The optional PCM navigation module now comes with an integrated 40 GB hard disc covering the navigation data of most countries in each region. This allows significantly faster calculation of routes, offering the user three alternative route proposals.

The touchscreen monitor also speeds up the process of entering destinations and provides information on traffic congestion and special destinations simply by touching the symbols on the map. And last but not least, stopover points on the way such as the nearest garage may be included easily and conveniently in the current process of destination guidance.
As of scale of ten kilometres, the elevation profile is shown in the map view in colour, distinguishing between new perspective-based and the conventional two-dimensional presentation. When presenting the entire route, the map scale is consistently adjusted in order to present the remaining route as of the current location of the car all the way to the destination flag in maximum size.

Additional graphic bending signs are provided at exits from the Autobahn in the interest of better orientation and the splitscreen mode presents not only the current map section, but also a list showing upcoming driving manoeuvres as pictograms.

The enhanced navigation functions already used in the past are maintained as before, such as guidance along a route recorded in advance – referred to as backtrace navigation – as well as navigation in non-digitalized regions via the compass and GPs functions.

The electronic logbook remains available as an option, as in the past, automatically determining the car’s mileage, the route covered, the date, the time of day, as well as the point of departure and destination. A new advantage is that data may now be read out in two ways: either through the PCM Bluetooth® interface featured as standard or via a USB in conjunction with the optional universal audio interface. Then the data obtained in this way may be evaluated by the user at home on his PC, using the software provided for this purpose. This fulfils the requirements of the German tax office for the documentation of automatic logbook recordings.

Telephone module with Bluetooth® interface

The internal GSM telephone module available as an option offers superior convenience in use and optimised voice quality.

The system may be operated in two modes: First, the user may make telephone calls with the help of the SIM card inserted into the telephone; second, the user may automatically connect a compatible SAP-supporting mobile phone (SIM Access Profile) and the telephone module via Bluetooth®, in which case the mobile phone aerial is switched off only on SAP mobile phones and the exterior aerial on the car is used exclusively for making telephone calls. Depending on the mobile phone, this allows access not only to the SIM card data, but also to telephone numbers saved within the internal memory. In this case again the telephone is controlled and operated via PCM, the multifunction steering wheel or optional voice control, with the mobile phone remaining conveniently in the user’s pocket.

Once the mobile phone and PCM have been connected, PCM will recognise the appropriately configured mobile phone as soon as the user gets back into the car, automatically connecting PCM and the phone with one another. In this way the system is able to record and save up to five different mobile telephones
The telephone module is the best solution in technical terms for the customer with a GSM Bluetooth® mobile phone. Customers with a GSM or CDMA mobile phone supporting only the HFP hands-free profile are however also able to use a convenient Bluetooth® telephone solution, since a mobile telephone preparation kit is also available as an alternative to the telephone module. Then, when establishing a connection via the hands-free profile, PCM serves only as the hands-free telephone unit for the mobile phone.

A highly convenient alternative: voice entry

The latest generation of voice entry allowing the use of full, complete words is now available in conjunction with the new hard disc navigation system in the interest of extra convenience and safety on the road. Voice control is activated by pressing the button on the steering column for the on-board computer, allowing the user to choose virtually all PCM functions through voice control.

The voice control mode enables the user to read out each menu item the way it is presented on the screen, the system recognising commands or rows of numbers regardless of the speaker and not requiring a long and tedious learning process. And last but not least, voice operation gives the user acoustic feedback and guides him through the various functions in an appropriate dialogue.

Wide range of seats for the discerning customer

Opting from a wide range of individual features, the Targa 4 customer is able to put together his or her very individual and personal car according to his personal taste. First and foremost, the new models are available with an unusually wide range of no less than five seat variants.
The options available are as follows:

• Standard seats adjusting in six directions: The seat backrest angle is adjusted electrically, the fore-and-aft position as well as seat height manually.
• Comfort seats with a driver memory function: These seats are masterminded via controls facing towards the doorsill on the seat bottom and may be adjusted in 12 directions. In addition to the adjustment options allowed by the standard seats, the seat bottom angle may be varied in this case independently of the seat backrest angle. A further highlight of these all-electric seats is the pneumatic lumbar support with four inflatable air cushions saving the level of inflation in the seat memory.
• Sports seats based on the standard seats: These seats offer even better side support ensured by even higher support elements on the seat bottom and the backrest and by enhanced support at shoulder level.
• Adaptive sports seats with driver memory: In this case the occupants enjoy all the benefits of the all-electric seats combined with enhanced side support and the special design of the sports seats. A further advantage is four-dimensional adjustment of the side supports allowing the occupant to adjust the seat bottom and the backrest individually to his or her personal measurements.
• Sports bucket seats with the bucket element made of glass- and carbon-fibre-reinforced plastic and the surface in carbon look: Thanks to the swivel point integrated in the upper hip section of the side supports, these seats combine the folding function of the backrest with absolutely excellent side support.

Ensuring a pleasant climate at all times: the new vented seats

In combination with seat heating, the new models in the 911 range are available for the first time with seat ventilation on both the standard and comfort seats. Maintaining a healthy and comfortable micro-climate between the occupant and the seat surface is indeed particularly important, since this is the part of the car the occupants come into contact with and feel longer than anything else.

Active seat ventilation therefore ensures a comfortable climate on the seat surface also in warm seasons.
To switch on seat ventilation, all the driver or front passenger has to do is press a button in the centre console: Pressing the button the first time, the occupant will first activate the highest of the three comfort levels, three blue LEDs presenting the level of ventilation switched on. This degree of ventilation is then maintained until the driver or passenger switch to another level. The only exception is that the system switches off at a surface temperature on the seat of less than 15° C in order to avoid undercooling.

The seat surface is vented precisely at those points where the occupant comes into close contact with the seat, the venting points being shown by that characteristic perforation in the seat cover.

The ventilation effect is generated by one vent each on the seat bottom and in the backrest withdrawing perspiration moisture between the occupant and surface of the seat through the perforated seat and backrest centre sections. Air flows through a special air guidance tissue and is transported through hoses beneath or behind the seat.

This quickly cools down seat surfaces heated by the sun, preventing the occupants from sweating while driving. And even in the highest stage, the two vents are so quiet that the driver or passenger will hardly hear them while driving.

Last but not least, seat ventilation may be combined with temperature control on the seat heating, again ensuring ongoing withdrawal of moisture combined with a pleasant temperature on the seat surface.

Dr. Ing. h.c. F. Porsche AG, Stuttgart, has extended its third model line by the addition of the top of the range Cayenne Turbo S. The Turbo S, the most powerful Cayenne of them all, is driven by a 4.8 liter V8 engine with twin turbo forced induction, delivering 550 hp (404 kW).

The Turbo S is Porsche’s response to the wishes of its customers. There is huge demand, especially in the new emerging markets of Eastern Europe and Asia, for exclusive sports-style SUVs with top quality physical handling dynamics. Despite the fact that Porsche has managed to give the new Turbo S even better drive performance than the regular Turbo model (500 hp / 368 kW), the fuel efficiency figures for the Turbo S are exactly the same as those for the Cayenne Turbo (as per the calculation methods stipulated under the New European Operating Cycle – NEFZ).

From the outside, the Turbo S can be recognized by its 21 inch SportPlus alloy wheels housed within its painted wheel arches and by a sports exhaust system with four tail pipes made from aluminum investment casting. The air intake grills and wheel arches are painted the same color as the car body. The new understated yet elegant “lava gray metallic” paint option is exclusive to the Turbo S.

All models of the Turbo S have a chassis which benefits from air suspension, not to mention suspension leveling and ride-height control, along with Porsche Active Suspension Management (PASM), which – once again as standard – is combined with Porsche Dynamic Chassis Control (PDCC) and Servotronic speed-sensitive variable power steering.

With the introduction of the Porsche Ceramic Composite Brake (PCCB) as an option, Porsche underscores its leading position as a provider of ultra durable brake disks made from carbon fiber ceramic composite. When the 2009 range is introduced, this high tech brake disk – originally developed for the motor sport sector – will become available for the first time in a sector other than the sports car sector, namely in the elite, top quality physical handling SUV sector. The front axle ceramic disks are 410 mm in diameter, whereas the rear axle disks are 370 mm in diameter. Deceleration takes place via six-piston calipers at the front and four-piston calipers at the rear. The PCCB is available as an option on other Cayenne models such as the Cayenne S, GTS and Turbo, subject to wheel sizes of at least 20 inches.

The high quality character of the new Cayenne top-of-the range Turbo S is emphasized by the standard equipment of the interior, the front sports seat with Comfort Memory Package, rear seating with individual seat contours, aluminum door panels showing the name plate together with leather upholstery in two exclusive dual-color combinations (black / Havana and black / steel gray) plus a leather steering wheel with padded center.

The latest generation of Porsche Communication Multimedia System Management (PCM) inclusive of navigation module with hard drive provides a full range of new, easily accessed functions actuated via a touch-screen. As with all other Cayenne models, the Cayenne Turbo S also comes with the option of voice actuation with full word recognition for navigation system destinations, universal audio interface (with MP3 connection), cell phone link-up via Bluetooth and a TV module for both analog and digital terrestrial signals. Offered as standard, the BOSE® Surround Sound System with 14 speakers features enhanced 410 Watt output and is now capable of reproducing music from audio and video DVDs in 5.1 Discrete Surround Format.

The Turbo S’s enhanced performance relative to that of the regular Turbo model is due to its modified exhaust system and improvements in engine control. In addition to the performance improvements, there has also been an increase in maximum torque by 50 Nm to 750 Nm within an engine speed range of 2,250 rpm to 4,500 rpm.

The Porsche Cayenne Turbo S can accelerate from zero to 100 km/h in 4.8 seconds and its top speed is 280 km/h. The Turbo S will be introduced into the market as from August 2008. The international basis price is EUR 111,400.

Technical data

• Engine: V8 with two parallel exhaust turbo loaders
• Fuel injection: direct fuel injection (DFI)
• Displacement: 4,806 cm3 (293.3 cu in)
• Bore: 96 mm (3.78 in)
• Stroke: 83 mm (3.27 in)
• Compression ratio: 10.5:1
• Max. power output: 404 kW (550 hp) at 6,000 rpm
• Max. torque: 750 Nm from 2,250 rpm to 4,500 rpm
• Gearbox: Six-speed Tiptronic S converter automatic
• Transmission: Permanent all-wheel drive Porsche Traction Management (PTM) with transfer gearshift
• All-wheel moment distribution: 38 % : 62 %
• (Basic distribution front/rear)
• Chassis: Independent suspension – front: via large basis double wishbones; rear: multi-link suspension; air suspension with suspension leveling and ride-height control, including Porsche Active Suspension Management (PASM) and Porsche Dynamic Chassis Control (PDCC)
• Brakes: Front: six-piston aluminum monoblock fixed caliper brakes together with two-part internally ventilated brake disks with diameter of 380 mm; rear: four-piston aluminum monoblock brake disks together with internally ventilated brake disks with diameter of 358 mm
• Wheels: 10 J x 21
• Tires: 295/35 R 21
• Steering: Servotronic speed-sensitive power steering
• basic weight: 2,355 kg (DIN)
• Permissible total weight: 3,080 kg
• Acceleration: 0-100 km/h in 4.8 sec, 0-60 mph in 4.7 sec
• Max. speed: 280 km/h (174.0 mph)
• Fuel consumption: 14.9 l/100 km (combined, as per NEFZ), 18.1 mpg (combined)
• Emissions: C02 358 g/km (combined)
• Pollutant class: EURO 4

Dr. Ing. h.c. F. Porsche AG, Stuttgart, will again contest the Transsyberia Rally this year. Already at its debut in 2007, the Porsche Cayenne S Transsyberia proved its speed and excellent offroad qualities on the way from Moscow to the Mongolian capital of Ulaanbaatar. Three Cayenne S Transsyberia finished in the top three positions. For this year’s edition of the Transsyberia Rally from 11th to 25th July, Porsche optimised the small series in several areas. The modified components are offered to customer teams around the world as a conversion kit.

In the modifications to the Cayenne S Transsyberia, primary importance was given to further improving the offroad capabilities and optimising the suspension set-up. The 2008-spec of the successful long distance racer features a stronger and newly-formed sump-guard. The front and rear panels were modified to allow a larger angle of driving slope. An all-terrain offroad tyre from BFGoodrich in the 265/65 R18 R dimension increases the ground clearance by 30 millimetres. Compared to last year, the higher and stronger side walls offer better protection against tyre damage. The air suspension was retuned based on the experiences of the 2007 Transsyberia Rally. The standard shock absorbers were replaced with special rally shocks. Particularly on the fast, bumpy sections, the vehicle’s handling is substantially smoother than the 2007 version. Porsche Dynamic Chassis Control (PDCC), which features two active anti-roll bars to almost completely eliminate body sway in bends, was adapted to withstand the special demands of a marathon rally.

The Porsche Cayenne S Transsyberia is equipped with a massive safety cage, with two bucket seats and six-point harnesses for driver and co-driver. The standard 4.8-litre normally-aspirated engine with direct fuel injection delivers 385 hp (283 kW). The weight-reduced sports exhaust system gives the Cayenne S Transsyberia a particularly powerful sound. For optimal acceleration, the six-speed automatic gearbox of the Cayenne S was combined with shorter final drive ratio of the Cayenne GTS. The transmission management was taken from the standard model and optimised for all-terrain purposes.

Like all other models in the Cayenne range, the Cayenne S Transsyberia features the permanent all-wheel-drive Porsche Traction Management (PTM), which feeds 62 percent of the engine’s torque to the rear wheels and 38 percent to the front. The multiple-plate clutch, operated by an electric motor and controlled electronically, varies the distribution of power as a function of driving conditions, if necessary feeding as much as 100 percent of the engine’s power completely to the front or rear. The map-controlled longitudinal lock and the differential lock on the rear axle respond not only to lack of traction on the front or rear wheels, but also benefit from sensors measuring the speed of the vehicle, its lateral acceleration, the steering angle and the position of the accelerator pedal. In this way, PTM is able to consistently calculate the degree of lock required on the two axles and distribute the power required to the axles. The PTM software underwent optimisation compared to its 2007 predecessor. A fitted transverse lock further enhances the offroad capabilities of the Cayenne S Transsyberia and is also available in the standard model as part of the optional Offroad Technology Package.

All Cayenne S Transsyberia are fitted, as standard equipment, with a navigation system that also enables teams to plan their route offroad and is controlled by the co-driver. Additionally, the glove compartment is replaced with a Tripmaster computer enabling the co-pilot to exactly scrutinize the route between navigation points. All of the control units are positioned within the water-tight interior, and all electric lines and wires have been installed in new positions. To prevent water from entering the car, the body and doors have been sealed up to the height of the side windows. The maximum depth when crossing rivers and streams is approximately 78 centimetres or almost 31”.

The air intake for the engine is positioned above the hood. With a snorkel the air intake can be moved to roof height, ensuring that the front wave generated when crossing water is not able to enter the intake manifold. The regular foot-operated parking brake is replaced by a handbrake enabling the driver to intentionally oversteer the vehicle in a tight bend. Four additional headlights are mounted on the roof. For particularly difficult terrain and to assist in salvaging other vehicles, the Cayenne S Transsyberia comes with a winch easy to fit when needed and stored in the luggage compartment.

As standard equipment, the vehicle includes two fire extinguishers, two sandbags, two full-size spare wheels, and two transport boxes for tools. Also included are two two-man tents, two heat-insulated blankets, four lashing belts, a nine-metre long salvage belt complete with tackle, a folding spade, a folding saw, an axe, a manually operated and adjustable headlamp, four towing bar openings and a Hazet toolkit.

Technical Description Porsche Cayenne S Transsyberia 2008

Bodyshell:
Monocoque, lightweight all-steel bodyshell hot galvanised on both sides; safety cage bolted
into position; full¬-size airbag for the driver; two bucket race seats; six-point harness.

Power Unit:
Eight-cylinder power unit in V-arrangement with aluminium crankcase and aluminium cylinder
head; direct gasoline injection (DFI); integrated dry sump lubrication; four overhead
camshafts; four valves per cylinder; valve timing variable on the intake side and valve lift
adjustment (VarioCam Plus); oscillating tube turbocharger; two-chamber sports exhaust
system with a three-way catalytic converter (pre and main catalyst) on each side; engine
management SDI 4.1; electronic ignition with eight active individual spark ignition modules;
E-gas.

Bore:
96 mm (3.78”)
Stroke:
83 mm (3.27”)
Capacity:
4,806 cc
Compression ratio:
12.5:1
Engine Output:
283 kW (385 bhp) at 6200 rpm
Max. Torque:
500 Nm (369 lb-ft) at 3500 rpm
Output per litre:
58.9 kW (80.1 bhp)
Max Engine Speed:
6700 rpm

Fuel Grade:
Premium Plus (RON/MON 98/88) unleaded. Engine able to run on fuel with 91 octane and
more, with a certain amount of loss on output and torque. Addition of up to 25% ethanol
possible.

Electrical System:
12 V, three-phase 2660 W alternator, battery capacity 95 Ah

Power Transmission:
Engine and gearbox bolted together to form one drive unit; power conveyed permanently to
all four wheels by means of a power divider (integrated low-range gear); basic power
distribution (rear axle: 62 per cent; front axle: 38 per cent) variable by means of multiple-plate
clutch; Porsche Stability Management (PSM) with longitudinal and lateral dynamic control
through automatic intervention in engine management and brake system. Electronically
controlled rear axle differential lock.

Gear ratios/ Tiptronic S
1st gear: 4.15
2nd gear: 2.37
3rd gear: 1.56
4th gear: 1.16
5th gear: 0.86
6th gear: 0.69
Reverse: 3.39
Low-range gear: 2.70
Final drive: 4.11

Chassis and Suspension:
Front: double track arm with subframe (spheroidal-cast track arm at the bottom; aluminium track
arm at the top); independent suspension with reinforced tie-bar;
Rear:
Multi-arm axle with subframe (steel plate track arm at the bottom, aluminium track arm at the top);
independent suspension. Full-load air spring struts on both axles with integrated dampers;
special rally shock absorbers. Porsche Dynamic Chassis Control (PDCC): Active anti-roll bars
front and rear.

Brakes:
Two-circuit brake system; six-piston aluminium monobloc callipers at the front and four
piston monobloc brake callipers at the rear; inner-vented brake discs front and rear; ABS;
vacuum brake servo.

Wheels and Tyres:
8 J x 18 with 265/65 R 18 R (BFGoodrich)

Dimensions:
Length 4798 mm
Width 1928 mm
Height 1783 mm
Wheelbase 2855 mm
Tank capacity 100 litres (22 lmp gals)

Performance:
Top speed: 170 kph (limited by tyres)
Acceleration:*
0 – 100 kph in sec.: 6.8
0 – 160 kph in sec.: 15.7
Standing-start km: 26.8

Fuel consumption:*
(EU standard) : 13.7 litres
CO2-emissions (EU standard):
Overall 329 g/km
Emission category Euro 4 / ULEV

The Porsche GT3 RSR launches into the new model year with extensive modifications. The most powerful race car based on the Porsche 911, which last year scored wins at the 24 hour races of Le Mans and Spa as well as overall victory at the Nuerburgring 24 hours, competes in the GT2 class at international long distance races. The most distinguishing feature of the new GT3 RSR is the front end which received major improvements to the aerodynamics. The majority of innovations however are hidden under the weight-optimised body.

Aside from the easily recognisable additional spoilers on the front apron, so-called flicks, an optimised air ducting with newly-designed side air outlets generates more downforce and reduces drag. The rear end including the rear wing was taken over from the predecessor. Extensive changes to the suspension cinematics increase mechanical grip considerably. The range of possible suspension set-ups was broadened.

The 3.8-litre boxer engine of the GT3 RSR remains unchanged apart from slight improvements to details. It delivers 465 hp (342 kW) at 8,000 revs per minute and delivers a maximum torque of 430 Nm at 7,250 revs. The rev limiter of the efficient six-cylinder kicks in at 9,400 rpm.
Much of the know-how in the GT3 RSR’s totally new gearbox has come from the RS Spyder sports prototype. The sequential six-speed unit, developed by Porsche engineers, is considerably lighter than its predecessor. Internal friction was substantially reduced. The flat angle of the drive shafts allows teams a wider range of suspension set-ups.

Aside from the GT3 Cup and the GT3 Cup S, the GT3 RSR is the third race car based on the Porsche 911 offered by Porsche Motorsport. Thirty-five units of the fastest and most powerful long distance racer made in Weissach, apart from the exclusive RS Spyder sports prototype, are now being produced and delivered to customer teams around the globe. The price of the GT3 RSR is 349,800 Euro plus VAT.

Technical Description Porsche GT3 RSR (2008)

Engine

Six-cylinder aluminium boxer engine, water-cooled; 3,795 cc; stroke 76.4 mm; bore 102.7 mm; 465 bhp (342 kW) at 8,000 rpm; max. torque 430 Nm at 7,250 rpm; air restrictors 2 x 29.5 mm; maximum engine speed 9,400 rpm; four valves per cylinder; dry sump lubrication; individual throttle butterflies; central air intake; electronic MS 4.0 engine management;
fuel injection; fuel grade: RON 98 Super Plus unleaded.

Power transmission

Six-speed gearbox with sequential jaw-type shift; oil/water heat exchanger; single-mass flywheel; hydraulic disengagement lever; three-plate carbon-fibre clutch; rear wheel drive; limited-slip differential 45/65 %.

Body

Monocoque body (basis GT3 RS) of hot-galvanised steel; aerodynamically optimised front end with front spoiler; aerodynamically optimised front underfloor; adjustable rear wing; 90-litre safety fuel tank with fast filling function; air jack; welded-in safety cage; bucket-type racing seat (on driver’s side only) with flame-resistant seat cover; six-point seat belt adapted for use of the HANS Head and Neck Support; electric fire-extinguishing system.

Suspension

Front: McPherson spring strut axle; Sachs four-way gas pressure dampers; double coil springs (main and ancillary spring); front axle arms adjustable for camber; adjustable sword-type anti-roll bar on both sides; power steering.
Rear: Multi-arm axle with rigidly mounted axle sub-frame; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary spring); rear axle tie-bar reinforced and infinitely adjustable; adjustable sword-type anti-roll bar on both sides.
Complete suspension infinitely adjustable (height, camber, track).

Brakes

Brake system with balance bar control.
Front: Single-piece six-piston aluminium fixed callipers; inner-vented, 380 mm in diameter; racing brake pads.
Rear: Single-piece four-piston aluminium fixed callipers; inner-vented, 355 mm in diameter; racing brake pads.

Wheels

Front: Three-piece BBS light-alloy wheels (11J x 18-34); central bolt;
Rear: Three-piece BBS light-alloy wheels (13J x 18-12.5); central bolt.

Electrical System

Motec display with integrated data recording; adjustable traction control; battery: 12 volt, 50 Ah, 140 Ah alternator.

Weight

Approx. 1,225 kg complying with A.C.O. regulations, 1,200 kg complying with FIA regulations.

The most significant modification compared with last year’s model is the new rear end following the design of the production model. Air venting slits ensure better dissipation of heat at the rear. The 3.6-litre six-cylinder boxer engine developed in Weissach is also based on the street-legal GT3 and develops maximum output of 420 bhp, 20 horsepower more than on the previous model. The sequential six-speed transmission with interruption of engine power enables the driver to shift up under full throttle without disengaging the clutch. The transmission itself has been optimised and the gear ratios adjusted to the characteristics of the engine. Weighing 1,150 kg in race trim, the new 911 GT3 Cup has a power-to-weight ratio of 2.7 kg per horsepower.

The 26 units of the 911 GT3 Cup built for the Porsche Mobil1 Supercup feature a special exhaust system with an even more striking sound pattern reminiscent of the Formula 1 racing scene as well as PCCB Porsche Ceramic Composite Brakes as exclusive highlights. Compared with conventional brake discs, PCCB reduces unsprung masses by 20 kg and sets new standards in terms of responsiveness, resistance to fading, and a long service life. The racing cars entered worldwide in the Carrera Cup feature a modified exhaust system and steel brake discs.

Porsche’s Racing Department in Weissach is responsible for the fine-tuning and running in the 911 GT3 Cup cars. Deliveries will be directly from Weissach, depending on the country of destination and the schedules to be observed. While the cars for the Carrera Cup New Zealand have already been shipped, delivery of the racing cars for the Porsche Mobil1 Supercup and the Carrera Cup Germany is scheduled for early March 2008.

Specifications

Power Unit
Water-cooled six-cylinder boxer; 3,598 cc; stroke 76.4 mm (3.01″); bore 99.98 mm (3.94″); max output 420 bhp (309 kW); max torque 420 Nm (310 lb-ft); max engine speed 8,400 rpm; four-valve technology; dry sump lubrication; two-stage resonance intake distributor; central air intake; electronic MS 3.1 engine management; fuel injection (multi-point, sequential); fuel grade 98 RON premium plus unleaded; racing exhaust with fully controlled catalytic converter (400 cells); rear silencer with centrally mounted double tailpipe; special exhaust tailpipes for the Porsche Mobil1 Supercup.

Power Transmission

Six-speed gearbox with sequential jaw-type shift; compressed oil lubrication; oil/water heat exchanger; single-mass flywheel; hydraulic disengagement lever; 5.5-inch three-plate sintered metal clutch; limited-slip differential 40/60 %; rear-wheel drive.

Body

Monocoque body made of hot-galvanised steel; aerodynamically optimised front end with front spoiler; doors with side frames made of CFP and reinforced plastic door panels; rear lid with adjustable rear wing made of CFP; rear body panels made of CFP; air jack; welded-in rollcage; bucket-type racing seat (on driver’s side only) with flame-resistant seat cover; six-point seat belt adapted for use of the HANS Head and Neck Support; electric fire-extinguishing system; 90-litre fuel tank; safety bar holding the battery in position.

Chassis and Suspension

Front: McPherson spring strut axle; Sachs gas pressure dampers; double coil springs (main and ancillary spring); front axle arms adjustable for camber; adjustable sword-type anti-roll bar; reinforced front axle crossbar with six-point fastening and double clamping; power steering with electrohydraulic pressure supply.
Rear: Multi-arm axle with rigidly mounted axle subframe; Sachs gas pressure dampers; double coil springs (main and ancillary spring); rear axle track arm adjustable for camber; rear axle tiebar reinforced and infinitely adjustable; adjustable sword-type anti-roll bar.
Complete suspension infinitely adjustable (height, camber, track).

Brakes
Brake system with balance bar control.

• Front: Single-piece six-piston aluminium fixed callipers; Porsche Ceramic Composite Brakes (PCCB), inner-vented, 380 mm (14.96″) in diameter; racing brake pads.
• Rear: Single-piece four-piston aluminium fixed callipers; Porsche Ceramic Composite Brakes (PCCB), inner-vented, 350 mm (13.78″) in diameter; racing brake pads.

Wheels/Tyres

• Front: Three-piece BBS light-alloy wheels (9J x 18); ET 43 with central locking;
• Michelin rain tyres (24/64-18).
• Rear: Three-piece BBS light-alloy wheels (11J x 18); ET 30 with central locking;
• Michelin rain tyres (27/68-18).

Electrical System

Motec display with integrated data recording; battery: 12 volt, 50 Ah, 90 Ah alternator.

Weight

Approx 1,150 kg (1,130 kg with PCCB).

Now the new Boxster RS 60 Spyder is taking up the momentum and purism of that so successful mid-engine two-seater racing car. The front end of this special model taken as a standard feature from Porsche’s SportDesign Package distinguishes the RS 60 Spyder significantly from the Boxster S. A modified exhaust system made up of a sports exhaust combined with a dual tailpipe increases engine output to 303 bhp. Spacer plates move the 19-inch wheels in Porsche SportDesign into an even more prominent position in the wheel arches. Likewise featured as standard, Porsche Active Suspension Management (PASM) ensures both sporting and comfortable driving pleasure at all times.

Paintwork in GT silver metallic is further accentuated by its contrast to the natural leather interior in Carrera red and the roof also finished in red. As an alternative there is also the choice of dark grey natural leather in conjunction with a black roof.

The features and equipment of this special model are likewise very special and sophisticated: Door trim strips made of stainless steel proudly bear the “RS 60 Spyder” model designation, an extra-sporting gearshift lever, special surface grooves in the centre sections of the sports seats and the centre door linings as well as on the steering wheel rim and handbrake lever accentuate the sporting and exclusive ambience of the interior.

The design of the instrument clusters finished at the front in GT silver metallic is equally sporting and dynamic. With the binnacle otherwise positioned above the instrument cluster being dropped on this special model, the large central rev counter and the two circular dials at the outside add a unique and purist touch, presenting the exceptional flair of a racing car also in the cockpit.

This special look is further enhanced by other refined features such as the windscreen frame finished in black and red rear light clusters as well as the centre console, the rear sections of the seat backrests and the rollbars all finished in GT silver metallic and thus harmonising perfectly with the seat belts finished in silver.

Reflecting its model designation, the new Boxster RS 60 Spyder is limited to a Special Edition of 1,960 units proudly bearing a silver-coloured placard on the lid of the glove compartment.

Market launch of the new Porsche Boxster RS 60 Spyder is starting worldwide in March 2008. Including 19 per cent VAT and country-specific requirements, the retail price in Germany is Euro 63,873, the base price Euro 53,500.

he Boxster S Sport Edition delivers the performance and practicality of the Boxster models blended with a sport-based specification to provide an unrivalled combination of power, agility and sheer enjoyment. Featuring a wealth of additional sporting options, both the visual and driving experience is enhanced bringing an even greater sense of occasion to the definitive roadster.
The SportDesign package retains the classic contours of the Boxster whilst refining aerodynamics and enhancing styling for an even more dynamic look. It incorporates lip spoiler elements for the front apron, a revised rear apron with diffuser design and an automatically extending rear spoiler designed according to the same slotted wing principle as the 911 Turbo.
Optional on the rest of the Boxster range, Porsche Active Suspension Management (PASM) is part of the standard specification of the Boxster Sport Edition models. PASM is an electronic damping control system offering continuous adjustment of individual damping forces based on current road conditions and driving style.

The Boxster Sport Edition is powered by water-cooled, six-cylinder boxer engines featuring four-valve cylinder heads. Each is equipped with VarioCam Plus producing greater power and torque. Other characteristics include a free-revving throttle, excellent cylinder charging and exceptionally smooth running characteristics. All engine components are individually selected for optimum balance. The resulting power output is 180 kW (245 bhp).

VarioCam Plus is combined with a twin-flow air intake to produce high levels of torque at low engine speeds as well as increased top-end power. The 2.7-litre Boxster develops 273 Nm of torque between 4,600 and 6,000 rpm.

The engine has a forged crankshaft running in seven main bearings. The special aluminium bearing bridge has integral support elements made from grey cast iron. While the aluminium makes for a lighter engine, the cast-iron elements minimise play across a wide range of operating temperatures. The result is a reduction in mechanical noise and even greater engine refinement. The valves are driven by dual overhead camshafts on each cylinder bank and hydraulic tappets with automatic clearance adjustment.

Fuel injection and ignition are accurately controlled by the Motronic ME7.8 engine management system. The Boxster Sport Edition also features an electronic throttle.

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Specifications

The 4.8-liter engine with direct gasoline fuel injection (DFI) in the Cayenne GTS yields 405bhp (298 kW) at 6,500 revolutions per minute – 20bhp more than in the Cayenne S. Maximum torque remains unchanged at 500Nm at 3,500 revolutions per minute.

This, the sportiest of Porsche SUVs, comes as standard with a six-speed manual gearbox and a shorter axle drive ratio than the Cayenne S (4.1:1 as opposed to 3.55:1). The Cayenne GTS can thus accelerate from zero to 100km/h in just 6.1 seconds, precisely 0.5 seconds quicker than the Cayenne S.

The Cayenne GTS is fitted with Porsche Traction Management (PTM) permanent all-wheel drive and the adaptive PASM chassis as standard. As well as optional air suspension, the Porsche Dynamic Chassis Control (PDCC) active anti-roll system is available to enhance handling and ride comfort. Newly developed 12-way sports seats and a leather-Alcantara mix emphasize the sporty interior.

The new Cayenne GTS is instantly recognizable: the front and rear look the same as the Cayenne Turbo, and the striking 14mm wheel-arch enlargements offer plenty of space for the standard 21-inch alloy rims with 295/35 R21 tires. Two new colors have also been reserved exclusively for the GTS: GTS Red and Nordic Gold Metallic.

The new Cayenne model with Tiptronic S transmission has an average consumption of 13.9 liters/100 km in accordance with EU standards. Global dispatch will start in February 2008. In Germany it will cost 76,725 Euros including 19 percent VAT and country-specific requirements; the base price is 64,300 Euros. The base price for the USA (MSRP USA) is US $69,300.

The interior of the original production vehicle from the first Cayenne generation was completely modified. The rear seat and passenger seat had to give way to an aluminum frame construction, onto which the stretcher can be slid through the tailgate of the vehicle. A seat for the emergency doctor was set up adjacent to the stretcher. The modified Cayenne S provides the doctor with highly modern medical equipment for administering first aid to the patient. Among other equipment, an EKG with a defibrillator – an electroshock device for treating patients with ventricular fibrillation –, an electrical suction pump, an emergency backpack and various rescue tools are included.

The maneuverable vehicle considerably improves the chances for rescue in difficult terrain. Thanks to a permanent all-wheel drive with reduction gears and a locking central differential, a versatile off-road chassis and high ground clearance, the vehicle also reaches remote locations off the beaten track and can handle slopes of up to 45 degrees. A further advantage is its air suspension including the Porsche Active Suspension Management (PASM) adaptive dampening system – this permits especially careful transport of patients.

The idea for the concept of the Cayenne emergency vehicle came from Porsche Health Management. The industrial physicians have given the trainees the task of building four emergency vehicles, which are destined for the Porsche plants in Stuttgart-Zuffenhausen and Weissach in Baden-Württemberg as well as the Leipzig plant. The Cayenne will also be stationed at the Porsche test track in Weissach.

Porsche trainees have since gained extensive experience in equipping special vehicles. Six Cayennes have already been prepared with different equipment for use in fire fighting, plant security and Health and Safety Services. “Every vehicle is unique with very special solutions. These special projects permit cross-divisional teamwork with the experience of mechanical designers, electronic specialists, vehicle mechatronic specialists, vehicle equipment assemblers and painters. The challenging task which requires the greatest handworking skills and precise work, motivates the young men and women,” Porsche Head of Training Dieter Esser said. The special attraction is the production of a product which is extremely useful instead of practical experience in purely didactical way.

As mules currently in testing suggest, Porsche has in development a third front-engined car. Coming after the successful Cayenne SUV, and the future Panamera saloon (expected in 2009), the third model will be a large four-seat coupe.

Logically, this successor of the 928 will be technically based on the Panamera. Featuring the same drive-train layout, the two cars will share more than 60% of their components, including engines, transmission and suspension. It is even said that the decision of building a new FR coupe was taken in order to render more profitable the new Panamera technical platform. The cost-reduction fight doesn’t forget anyone, and few are the cars these days, that don’t share technical components with others.

Comparing to the Panamera, the 928 GT Coupe will have a shorter wheelbase and will loose some weights. This will make it sportier than the sedan.

The 928 GT Coupe will be powered by the same engines used in the Panamera. The normally aspirated and turbocharged V8 (used in the Cayenne) will be the first options. The V8 will rank between 4 and 6 liters of displacement and producing power values amid 300 and 650 bhp. Also the GT Coupe will use the 5.7 litre V10 engine producing 605 hp used in the Carrera GT.

The Direct Fuel Injection (DFI) technology first used in the Cayenne will be also used in the GT Coupe. This technology lowers the fuel consumption of individual models by over eight percent (NEDC). In real driving conditions, savings of up to 15 percent are possible.

Also from the Panamera, the new Coupe will borrow the transmission choices: a six-speed manual will come as standard, and a seven-speed automatic, dual-clutch DSG will also be available. All the technologies being borrowed from the Panamera, Porsche would have to use something from the old 928, to justify the name. This will be the rear-wheel drive system, with a transaxle helping to balance weight distribution.

As the Panamera is aimed against the top-class sports-luxury saloons, the new Porsche GT Coupe will have to deal with the Granturismo high-class, and elegantly mix performance and refinement. The performance part will be sustained by the same engine range expected for the Panamera, including V8 and V10 units, naturally aspirated or turbocharged, displaced between 4.0 and 6.0 liters and offering up to 650 bhp. There are no information regarding whether all-wheel-drive will be available or not, but as AWD is now a tradition with Porsche, and currently featured on all the upscale-models, we can’t see why it wouldn’t.

The 2012 928 GT Coupe will have a top speed of 198 mph -est- (the V10 version) and will make the 0 to 60 mph sprint in about 3.8 seconds.

The 928 GT Coupe will be unveiled sometime in 2011 and will go on sale in 2012. Being a front-engined coupe and also a GT model, it is expected the new 928 GT Coupe to compete with luxury models from the market like the 599 Fiorano and Aston Martin. This will make the 2012 928 an expensive model, with prices starting from $200.000.

The images provided with this article are artist renderings and intend to offer an approximate preview on the Porsche GT Coupe, based on available information and speculations.

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History

1978-1995 Porsche 928

The Porsche 928 is an automobile made by Porsche AG of Germany from 1978 to 1995, during which time it was their most expensive offering. There is some amount of debate pertaining to the 928’s position as Porsche’s flagship model, as some consider the 911 to have always been the companies flagship, even during production of the 928.

It is often considered a grand touring car, although it’s combination of a powerful V8 engine and 50/50 weight distribution made it a competent sports car as well; ambiguous advertising on Porsche’s part and the fact that the model was intended to supplant the 911 as the companies premier model adds to the difficulty in easily classifing the vehicle.

Powerplants considered for the 928 included a V6 but luckily for 928 enthusiasts an all-aluminum 4.5 liter 16-valve SOHC V8 designed by Porsche became the chosen powerplant. This engine also featured the world’s longest (Gilmer-type and toothed) timing belt in a production vehicle – it measures nearly 7 feet if laid out.

The engineers were justifiably proud of their achievements, however, mid-way through the Porsche 928 development the first global gas crisis hit. In light of this, the Board of Directors now had to decide whether or not to continue on ’Projekt 928’. As we now know, development would forge ahead – Porsche was willing to bet on the V8 platform to carry the marque into the future.

The 928 featured a large, front-mounted and water-cooled V8 engine driving the rear wheels. Originally displacing 4.5 L and featuring a single overhead camshaft design, it produced 219 hp (163 kW/222 PS) for the North American market and 240 PS (176 kW/237 hp) in other markets. Porsche upgraded the engine from mechanical to electronic fuel injection in 1980 for US models, although power remained the same. This design marked a major change in direction for Porsche (started with the introduction of the 924 in 1976), whose cars had until then used only rear- or mid-mounted air-cooled flat engines with four or six cylinders.

Design of the coachwork took place secretly behind curtains alonside 911 production. Numerous full scale mockups of that glorius body and cockpit were created and tested for airflow. Nearing completion, a rolling example was presented to the Board of Directors, who would ultimately make the final design approval. The selected body style is the original 928 introduced to the world at the Geneva car show of March 1977 (note 1) and Projekt 928 had finally become the Porsche 928.

The body, styled by Wolfgang Möbius under guidance of Anatole Lapine, was mainly galvanised steel, but the doors, front fenders and hood were aluminium. It had a substantial luggage area accessed via a large hatchback. The new polyurethane elastic bumpers were integrated into the nose and tail and covered in body-coloured plastic; an unusual feature for the time that aided the car visually and reduced its drag. Porsche opted not to offer a convertible variant but some aftermarket modifiers offer convertible conversions.

The 928 qualified as a 2+2, having two small seats in the rear. Both rear seats could be folded down to enlarge the luggage area, and both the front and rear seats had sun visors for occupants. The 928 was also the first vehicle in which the instrument binnacle moved with the adjustable steering wheel, a feature seen more recently on Nissan’s 350Z sports car.

The 928 included several other innovations such as the “Weissach Axle”, an early all-wheel steering system that provides passive rear-wheel steering in certain off-throttle cornering situations, and an unsleeved, silicon alloy engine block made of aluminium, which reduced weight and provided a highly durable cylinder bore. The concept of all-wheel steering was also adopted later on to several Japanese automobiles, including a Japanese-market version of the Toyota Celica, the Mitsubishi 3000GT VR-4 and the second generation Nissan 300ZX.

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Competitors

Aston Martin DB9

The DB9, is a Grand tourer launched by Aston Martin in 2004 and is the first new car to be built at Aston’s Gaydon facility. This model, which was designed by Ian Callum and finished by his successor, Henrik Fisker, superseded the now-discontinued Aston Martin DB7, which started production in 1994.

This car was designed to ensure Aston Martin’s continued survival into 21st century in light of its past financial troubles. A brawny V12 engine,stunning styling and sumptuous appointments make this one of the most desirable cars in the world.

The DB9 is available as a two-seat Volante convertible or a 2+2 coupe with. This Aston Martin replaced the preceding DB7 in 2004. Production is limited to 2,000 units per year worldwide. Both versions receive updated power front seats for 2007,with dual-stage heating, electric seat-back releases and lumbar adjustments included.

Using a radical new aluminium-bonded body frame, the Aston Martin DB9 is one of the most sophisticated and technically advanced sports cars in the world. It is powered by the latest version of Aston Martin’s 6.0-litre V12, producing 450bhp and a top speed of 186mph.

BMW M6

As for the obvious differences in the two models‘ styling – the M5 a 4-door, 5-passenger Sedan, the M6 a more intimately packaged 2+2-passenger Coupe – the magazine found that out on the world’s highways and streets, the M6 draws more attention: No surprise given the M6’s more dramatic sportiness, and its higher price ($96,795 including destination charge) implies a greater degree of exclusivity. In the end, “M5 or M6?“ is a matter of priorities; R&T concluded, “truth is that you’ll be hard-pressed to find two more competent, confidence-inspiring cars for high-speed traveling.“ Fortunately, BMW M offers both of them.

Once again, BMW M has blazed new trails in powertrain technology and performance. Model year 2000 saw a new V-8 engine for the then-current M5, a 5.0-liter unit developing 400 hp and thrusting that luxury sports sedan to 60 mph in 4.8 seconds. Then, in ‘01, M launched an inline 6-cylinder unit employing advanced low-mass valvetrain technology to achieve stunning high-rpm performance: With its “redline“ of 8000 rpm, this engine gave the new-generation M3 a nearly 100-hp increase from the former M3‘s 240 hp to 333 hp. This time, it’s M’s first V-10 engine for a roadgoing vehicle – introduced in the new M5 last fall and now powering the new M6 as well. In both models, it achieves essentially the same dramatic results.

Let’s begin a description of this amazing powerplant with some key data:

• 0-60 mph in 4.5 seconds
• 500 hp @ 7750 rpm, 383 lb-ft. of torque at 6100 rpm
• Redline 8250 rpm.

This new V-10, called S85 in BMW engine parlance, is yet another masterpiece of power from BMW M, setting a new milestone for the performance that can be achieved in a practical and luxurious automobile, with generous trunk space and the range of safety features one expects from BMW. So let’s look at the vital attributes of this monumental new engine, and see how they contribute to the impressive outcomes just listed.

Jaguar XKR

Building on the excellence of the all-new XK introduced in late 2005, the XKR takes the Jaguar experience to new heights. The new XK is designed, engineered and developed at the company’s Whitley Product Development Centre in Coventry. There, some of the most advanced facilities in the car industry – including computer-aided design, advanced engineering, vehicle component development, safety test centres and engine testing – are used to create world-class cars such as the X-TYPE, S-TYPE, XJ and of course XK.

The supercharged 4.2-liter V8 under the XKR’s hood features twin air intakes and continuously variable valve timing-mated to what Jag claims is a “class-leading” six-speed automatic paddle-shift transmission-and cranks out 120 more horses than the normally aspirated version driving the standard XK, with an added 113 lb-ft of torque on tap. Jaguar claims it’s enough power to help propel the XKR coupe from 0 to 60 mph in only 4.9 seconds, just slightly longer (5.0 seconds) for the convertible.

Like the normally aspirated XK model, the new XKR makes intelligent use of practical, modern technology such as its industry-leading aluminium monocoque body structure. In addition, an uprated 420bhp (SAE) supercharged V8 engine and class-leading calibration of its state-of-the-art, six-speed automatic transmission bring it a level of accessible, real-world performance that makes the XKR the most impressive, everyday, sporting GT in its class.

Mercedes CL-Class

The CL-Class is another Mercedes-Benz masterpiece. Just as the luxury coupé points the way to the future with its innovative technology, the design has also set the mould for a new Mercedes style. Its hallmark is the interaction between distinctive tightly drawn lines with large, unruffled surfaces. This design idiom lends the Coupé its own particular expressive power, emphasising the calm and power of its powerful, self-confident nature.

The new luxury Coupé is ready for any challenge on motorways and rural roads thanks to Mercedes’ most powerful engines to date. The eight-cylinder powerplant in the CL 500 delivers 285 kW/388 hp and generates a maximum torque of 530 Newton metres from 2800 rpm. As such the newly developed engine outperforms the existing V8 unit by 26 percent in terms of output and 15 percent when it comes to torque. Equipped with four-valve technology, variably adjustable shifting camshafts, a two-stage intake module and tumble flaps in the intake ducts, the new V8 is among the most advanced, powerful engines in its displacement class. The CL 500 accelerates from zero to 100 km/h in just 5.4 seconds (previous model: 6.3 seconds).

An ultra-modern biturbo twelve-cylinder engine under the bonnet of the new CL 600 generates its impressive power. Mercedes engineers have enhanced numerous de-tails of the power unit and, compared to the predecessor model, have increased out-put by 12 kW/17 hp to 380 kW/517 hp. The maximum torque, already on tap from 1900 rpm, has been improved further by 30 Newton metres to 830 Newton metres and remains constant up to 3500 rpm. The new CL 600 accelerates from 0 to 100 km/h in just 4.6 seconds (previous model: 4.8 seconds). And despite the significant per-formance boost the V12 engine consumes 0.4 litres less fuel than the previous CL 600 per 100 kilometres

Compared with the “regular” version of the Cayenne S, the Porsche Cayenne S Transsyberia as a special rally version has been modified on a number of points serving first and foremost to enhance safety and the car’s racing performance.

With a striking new face that features a dramatic new headlight design and with a wide and muscular body accented by broad wheel arches, the 2008 Porsche Cayenne’s newly sculpted shape provides vivid visual testimony to the vehicle’s enhanced technical features. bThe 2008 model year marks the launch of the second generation of the Porsche SUV, and the new Cayennes back up their aggressive new design with larger and more powerful – but also more fuelefficient – engines.

As you would expect from Porsche, the new Cayenne not only looks more powerful, it is, with engines offering as much as 500 horsepower and new dynamic technologies that allow the Porsche of SUVs to perform more like a more nimble vehicle, yet still be capable of towing a trailer or challenging unpaved terrain and inclement weather.

Indeed, all three 2008 Porsche Cayenne models feature engines that for the first time boast direct fuel injection, a technology that enhances fuel efficiency as well as power production. For the 2008 Porsche Cayenne Turbo, that means a twin-turbocharged 4.8-liter V8 that pumps out an astounding 500 horsepower and 516 pound-feet of torque. Flowing through a six-speed Tiptronic S transmission, that power feeds all four wheels and propels the five-passenger sports machine from a standing start to 60 miles per hour (96 km/h) in just 4.9 seconds. Top speed on the test track has been recorded at 171 mph (275 km/h). And yet, the Cayenne Turbo qualifies as an LEVII (low-emission vehicle) and in preliminary fuel economy testing the Cayenne Turbo showed the benefits of the direct fuel injection technology with an improvement up to 11 percent in highway driving. The estimated EPA fuel economy values are 13 mpg for city driving and 20 mpg on the highway.

For the 2008 Porsche Cayenne S, the engine is a normally aspirated version of the 4.8-liter V8 that generates 385 horsepower and 369 lb-ft of torque. Equipped with the standard six-speed Tiptronic® S transmission, the Cayenne S can accelerate to 60 mph in 6.4 seconds and has reached 155 mph (250 km/h) in testing. The Cayenne S V8 even meets ULEV (ultra low-emission vehicle) status and according to preliminary testing data the estimated EPA fuel economy values for the new Cayenne S are 14 mpg in the city and 21 on the highway. That is an improvement of 3 mpg or around 15 percent for highway fuel economy.

The 2008 Porsche Cayenne is powered by a 3.6-liter V6 that pumps out 290 horsepower and 283 lb-ft of torque. With the manual gearbox, the Cayenne reaches 60 mph in 7.5 seconds and has reached 141 mph (227 km/h) in testing. The new Cayenne gains LEV2 emission status and preliminary fuel economy testing showed estimated EPA fuel economy figures of 18 mpg in the city and 22 on the highway. That is a fuel economy improvement of 3 mpg for city driving.

Direct fuel injection is only one of the new technologies featured on the 2008 Porsche Cayenne, Cayenne S and Cayenne Turbo. For example, for the first time the Cayenne V8 engines also are equipped with Porsche VarioCam® Plus variable valve control.

The second generation SUVs can be equipped with Porsche Dynamic Chassis Control (PDCC) that includes active anti-roll bars that almost completely offset body roll in turns, improving handling, comfort and safety on road while also providing enhanced traction off pavement.

New as well are Dynamic Curve Lights (standard on the Cayenne Turbo and optional on the other models) to enhance the driver’s view at night on a curving roads.

Standard equipment on all versions of the 2008 Cayenne includes Porsche Stability Management (PSM®), now with new functions such as pre-loading of the braking system when needed, new Trailer Stability Control and off-road ABS.

For the first time, the Cayennes come with a rollover sensor able in an emergency to trigger both the belt latch tensioners and curtain airbags, thus helping to reduce the risk of injury for all occupants in a rollover. In conjunction with the Cayenne’s six standard airbags, this system gives Porsche’s sport utility a benchmark occupant safety and protection system.<

Other new features include a standard and push-button Sports mode for all Cayenne engines, a standard power rear lift gate, the availability of 21-inch wheels, a rail-mounted cargo management system and XM satellite radio.

Porsche Cars North America, Inc. (PCNA), based in Atlanta, Ga, and its subsidiary, Porsche Cars Canada, Ltd., are the exclusive importers of Porsche sports cars and Cayenne sport utility vehicles for the United States and Canada. A wholly owned, indirect subsidiary of Dr. Ing. h.c. F. Porsche AG, PCNA employs approximately 250 people who provide Porsche vehicles, parts, service, marketing and training for its 214 U.S. and Canadian dealers. They, in turn, provide Porsche owners with best-in-class service.

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Interior

Comfort
Experience freedom. Go where you want. In a car where everything is precisely where it ought to be. Where exceptional ergonomics and the finest materials create a special driving environment. Where attention to detail and generous space provide excellent comfort.

This powerful entertainment and communications system is standard in the Cayenne Turbo and optional in the Cayenne and Cayenne S. Key features include a high-resolution color display with 16:9 aspect ratio, a highperformance MP3-compatible
CD radio with two-tuner frequency diversity, DVD-based satellite navigation and additional onboard computer functionality.

A dual-channel RDS tuner allows you to search for stations by format and store up to 40 presets. Radio station names and CD tracks are displayed on the PCM screen and inside the instrument panel’s center dial. The integrated CD drive is MP3-compatible.

Onboard computer.
The PCM computer supplies a wide range of information, including date, time, average fuel consumption, average speed, and time and distance traveled. It can also monitor the remaining range from the fuel on board, as well as the distance to destination and the estimated time of arrival.

Navigation system.
At the heart of PCM is a GPS navigation system. Selecting a destination is extremely simple, with a range of input options to
choose from. The system lets you enter a street address or intersection, select your destination from a list of menus, and display by a category. You may also simply point and click using the onscreen map.

Extended navigation module.
This optional addition to the PCM navigation system enables automatic navigation along a previously recorded route (reverse route navigation). It also facilitates compass and GPS-based navigation in regions not covered by your navigation DVD. When off-road, the current vehicle location is permanently displayed on the PCM terminal screen.

Electronic logbook.
This optional addition to PCM enables you to automatically record the mileage, route distance, date and time, as well as starting location and destination for every journey. Data can be downloaded from PCM and processed on a PC using software included with the package.

Telephone module.
Available as an option, this GSM telephone module has an 8-watt transmitter and convenient handsfree facility. An optional handset with keypad and display is also available. To assist in optimal reception, the telephone antenna is incorporated within the roof spoiler.

Porsche Rear Seat Entertainment
Available as a factory-fitted option from Porsche Exclusive or retrofit accessory from Porsche Tequipment, the new and substantially improved Porsche Rear Seat Entertainment System is comprised of two video displays, one media player, two wireless infrared headphones and one remote control. The media player is now incorporated into the front- passenger-seat video display. This leaves the middle seat free for passengers.

The system is compatible with all standard media formats (e.g., CD, DVD and MP3). A digital anti-shock memory ensures continuous, uninterrupted play. It is also possible to connect two separate and individually selectable AV sources, such as a game console or digital camera.

The system complies with the usual Porsche standards of safety and ergonomics, and blends harmoniously within the passenger compartment. The seven-inch swivel-mounted TFT (thin film transistor) displays are trimmed in matching interior leather and mounted on the frontseat backrests.

Comparing to the current Carrera, the new model will feature an updated front fascia and LED headlamps (also used in the 2008 Porsche Boxster). The air intakes are also enlarged and they integrate the turn signals (thankfully in a horizontal arrangement, as opposed to the fang-like design on the 2008 Cayenne).

From the chin spoiler a subtle lower lip extends and continues all the way down to the body sides and into the rear bumper. Said bumper has been revised to accommodate wider-set tailpipes and, unfortunately, droopy Cayenne-style LED tail lamps. Also it is expected that the interior to be updated to go with the new exterior.

Porsche unveiled in the 2007 Cayenne Porsche a new technology called Direct Fuel Injection (DFI) which is supposed to lower the fuel consumption of individual models by over eight percent (NEDC). In real driving conditions, savings of up to 15 percent are possible. The same DFI technology will be used in all the 911 models, and also on the Carrera S.

Although the design is changed, under the hood you will see the same engines as in the current model. The 2009 Carrera will be powered by a six-cylinder unit displacing 3.6 liters and developing 325 hp at 6,800 rpm. Maximum torque of 273 lbs-ft is available from as low as 4,250 rpm. The engine will help the 911 Carrera to sprint from 0 to 60 mph in 4.9 seconds.

Also the 3.8 liter Flat-6 engine will be available. It will deliver 355 horsepower at 6,600 rpm and a maximum torque is 295 pound-feet at 4,600 rpm. This will help the Carrera to sprint from 0 to 60 mph in 4.6 seconds and have a top speed of 179 mph.

The 2009 Carrera will come standard with six-speed manual gearbox. The highly advanced Tiptronic S transmission it is already a tradition in all 911 models as an option. This versatile gearbox combines fully automatic five-speed operation with the capability of manual control. But the 2009 Carrera will replace the Tiptronic S with dual-clutch gearbox (also as an option).

The 2009 Carrera will feature new and larger wheels combined with 18-inch tires, weight reduction on the various components as well as enhanced torsional and flexural stiffness give the Carrera even more sporting driving behavior and larger safety reserves, with driving comfort remaining unchanged.

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History

In 1963, Porsche introduced the 901. A completely new design, based on the legendary 356. Porsche had to change the name 901, because Peugeot had a copyright on all three digit car model numbers with a zero in the middle; the 911 is born. There is no other car that is so well built around and connected to its engine as the 911.

911 Series (1964–1989)

The body of the car, which makes it so easy to recognize a 911, was designed by Ferdinand “Butzi” Porsche. The design is so well done that every line seems never ending and the car looks good from every angle. Reason for the Porsche team not to change the car’s body very much in 30 years. When Lagaay, Porsche design director, was asked why they hadn’t redesigned the new 911’s door he simply answered; “it’s a good door”.

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.

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).

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 Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche’s victories in the Carrera Panamericana races in Mexico in the 1950’s.

In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS.It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thin metal plate panels and a spartan interior enabled the shipping weight to be reduced to around 900 kilograms.

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 1974 model year saw 3 significant changes. First, the engine size was increased to 2687cc giving a welcome increase in torque. Second, was the introduction of impact bumpers to conform with low speed protection requirements of US law, these bumpers being so successfully integrated into the design that they remained unchanged for 15 years.Thirdly, the use of K-Jetronic CIS Bosch fuel injection in 2 of the 3 model line up – the 911 and 911S models, retaining the narrow rear wings of the old 2.4 , now had a detuned version of the RS engine producing 150 and 175 PS respectively.

In 1984, the 3.0 L SC model was replaced by a new 3.2 L car badged “911 Carrera” but also known as the “3.2 Carrera”. This version of the 911, the first to receive the Carrera label, had a 0-100 kph (62 mph) time of 5.3 seconds and a top speed of 152 mph. Power was increased to 207 bhp (later 217 bhp) for models in the United States and to 231 bhp for the rest of the world.

964 Series (1989–1993)

The Porsche 964 Carrera 4 was introduced late in 1988 for the 1989 model year whilst the last 911 Carrera 3.2 were being sold off. The 911 964 Carrera 2 was introduced in 1989 finally replacing the 911 Carrera 3.2. It had of course just 2 wheel drive, but besides from that the C2 was almost identical in specification to the C4.

However the lack of the 4-wheel drive system meant the C2 was 100 kg lighter than the C4 making it very slightly quicker on paper. Although technically quicker, its not generally noticeable and there is often more difference between the performance of individual 964 in general than specifically between C2 and C4.

The Carrera 2 did handle differently. Having a sharper and more nimble feel, which suited the 911 purists who were complaining that the with the Carrera 4 “All the fun had been taken out of the 911 driving experience”.

The C2 became available in 1990 with the option of a ’Tiptronic’ gearbox. This was a very advance ’auto gearbox, but with the ability to manually override the system. Controlled by an on board computer, it was a truly ’intelligent’ auto, with different mapping for different driving styles.

Introduced during 1990, the convertible featured a very well designed and high quality roof, well proven on the previous 3.2 series.

993 Series (1993–1998)

The Carrera 4 S (1996) and later Carrera S (1997) shared the Turbo model’s bodyshell, but housed the naturally aspirated Carrera engine in the rear. The 4S came with four wheel drive, and retained the Turbo model’s larger brake discs with the characteristic red callipers. It could be described as a “Turbo without the turbochargers and rear wing”, whereas the S was in all aspects a standard Carrera underneath (the wider rear fenders were compensated with 31 mm wheel spacers).

Both S models had slightly lowered suspension compared to standard Carrera models. The wide body is widely acclaimed for its rear looks, but creates more aerodynamic drag, leading to slightly lower top speeds compared to the narrower siblings.

In particular, the Carrera 4S is a popular car. It has much in common with the 30th anniversary-model of the Porsche 964, a naturally aspirated, 4WD Carrera 4 in a Turbo bodyshell. The success of that car caused Porsche to build more than the 911 cars originally planned. After the 993, Porsche continued this model with the 996 Carrera 4 S, again a “Turbo without turbochargers and rear wing”.

996 Series (1998–2004)

The Porsche Type 996 is a sports car, and the version of the Porsche’s “911″ Carrera model sold from 1998 (as a 1999 model) through 2005. It is being replaced by the Type 997, although certain versions are being kept in production while replacements are finalized. At its debut, it featured the most significant changes to the Carrera model since its introduction in 1963.

This new Porsche 911 is the first in 34 years that is so new compared with the previous models. First all of the bodywork is complete new. As is the interior and the suspension. The headlights, like a lot of other components are shared with the boxster, but Porsche implies they were designed for the 911, and then used for the boxster. The typical curved flanks have made way for a smooth new look. Door handles are now flush fitted. Even the so much loved air-cooled engine, was after 34 years replaced by a water-cooled one (picture below) for environmental reasons. The overall length of the car has increased by 185mm and width has increased by 30mm. Despite of all these changes I really like the looks of the new car.

The engine volume was decreased 200 cc to 3387 cc, but the power is up 14 bhp. to 296 bhp. With all of this power Porsche claims it should do 0-100 km/h in 5,2 seconds, which makes it just as fast as the Ferrari 456 GT<, faster than the Honda NSX, the jaguar XK8, the Aston Martin DB7 and V8, the BMW M3 and most other cars in this market. The new Turbo will even be much faster. It think it will have over 400 bhp, wich should be sufficient to make it one of the fastest production cars on the market.

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 less than a third of its parts with the outgoing 996, but is still technically very similar to it.

A feature shared by both models is their four-wheel drive conveying power to the road with absolute superiority and in perfect style: 239 kW (325 bhp) in the case of the 3.6-litre 911 Carrera 4 and an even more impressive 261 kW (355 bhp) on the 911 Carrera 4S. On the road, this means acceleration from 0 – 100 km/h in the Carrera 4 in a mere 5.1 seconds, with top speed of 280 km/h or 174 mph. The S-model is another 8 km/h or 5 mph faster, accelerating to 100 km/h in 4.8 seconds.

Four-wheel drive with a viscous multiple-plate coupling conveys a minimum of 5 per cent of the engine’s power to the front wheels, increasing the transmission of power to the front to a maximum of 40 per cent where required. Clearly, this benefits in particular the car’s driving stability in bends as well as directional stability at very high speeds, not to mention traction on difficult, rough terrain.

The new front end will have the same look as the Turbo Coupe, but like any other future Porsche model, the 997 Turbo Convertible will feature distinctive large front Cayenne-style LED headlamps, deep airdam and intake and side air-scoops.

Dynamic suspension, active dampers as an option

The Boxster S comes as standard on 18-inch wheels, with 19-inch wheels available as an option. A particular highlight in the roadster segment is PASM Porsche Active Suspension Management also available as an option: Simply pressing a button, the driver is able to choose a damper setting all the way from sporting but comfortable to extremely sporting and dynamic, enhancing the car’s comfort on long distances, on the one hand, as well as its lateral driving dynamics, on the other.

Precise and safe thanks to variable rack-and-pinion steering

Particularly on active routes allowing a dynamic style of motoring, rack-and-pinion steering with a variable transmission ratio ensures very good handling with strong movements of the steering wheel whenever required. Somewhat more indirect around its central position, the steering transmission is ideal for very good driving stability at high speeds. The steering wheel, in turn, adjustable not only for reach but also for height by a margin of 40 millime­tres or 1.6″, is just right for an ideal seating position.

Apart from the sports steering wheel, a multifunction steering wheel with integrated buttons controlling the CD radio also featured as standard as well as optionally available Porsche Communication Management and the telephone module, comes as yet a further option.

Even closer to the limit with Porsche’s Sports Chrono Package

Porsche has developed the Sports Chrono Package particularly for the driver seeking to use the agile potential of the Boxster S to the extreme. Featuring even more dynamic engine con­trol maps and management strategies, the Sports Chrono Package capitalises even more on the car’s extreme limits. The optical highlight symbolising the Package is the analogue/digital stop watch on the instrument panel allowing comparisons of lap times and dynamic driving exercises down to a hundredth of a second.

In combination with the revised and upgraded Tiptronic S automatic transmission featuring new hydraulic and electronic control as well as variable gearshift programs, this provides an even more intense experience of the Boxster S with all its sporting characteristics.

Brake system also with ceramic brake discs

To ensure excellent stopping power and deceleration at all times, the Boxster S comes as standard with cross-drilled, inner-vented brake discs measuring 318 millimetres or 12.51″ in diameter at the front and 299 millimetres or 11.77″ at the rear.

Compared with the first generation of the Boxster, the current model comes with an 17 per cent higher transmission ratio on the brake servo helping to reduce the forces required on the brake pedal.

As an option the Boxster S is also available with PCCB Porsche Ceramic Composite Brakes featuring even larger (diameter: 350 millimetres/13.78″) but nevertheless lighter ceramic brake discs. This cerami c material is absolutely free of corrosion and a lot more resistant to wear in public traffic, while at the same time offering consistently high friction forces at all times.

Interior

Inside, the Boxster S excels in particular through its clear lines, the snugly configured binnacle above the instrument cluster, and the centre console enhanced to an even higher level of ergonomic perfection. The three instrument dials come with a light-grey face exclu­sively on the Boxster S.

The interior also boasts an even higher standard of materials, with a wider range of leather upholstery and trim than on the 2.7-litre and additional interior features in aluminium look. Yet a further improvement for the new model year is the position of the service dish within the luggage compartment, where the openings for filling up coolant and engine oil are now housed beneath an easily accessible lid allowing even better use and greater convenience in the rear luggage compartment.

A typical feature characteristic of the Boxster is the instrument cluster with three instrument dials in aluminium colour. The faces of the dials themselves are finished in light grey speci­fically on the Boxster S.

Other features typical of the Boxster S are the enhanced range of leather and aluminium trim as well as the alarm system included in the car’s standard equipment.

A low seating position, the steering adjustable for height, pedals moved further to the front, and the wide range of fore-and-aft seat adjustment benefit above all tall drivers and passen­gers. The seats themselves offer very ample space and side support, with no less than four “families” of seats being available: Apart from the standard seats with alcantara on the centrepiece, the customer has the choice of seats with all-electric adjustment and a lumbar support, leather sports seats with enhanced side support, as well as new adaptive sports seats featuring individually adjustable side supports at the bottom and on the backrest.

Yet another feature further enhanced for the new model year is the position of the service dish in the luggage compartment: The openings for coolant and engine oil are now housed together beneath an easily accessible lid, allowing even better and more convenient use of the rear luggage compartment.

Engine

Powered by a new 217 kW (295 bhp) 3.4-litre flat-six and offering a power-to-weight ratio of 4.7 kilos per horsepower, the Porsche Boxster S sets the standard not only in driving dy­namics. Performance is of course exceptional thanks to the very good ratio between weight and power, the Boxster S with its six-speed manual gearbox featured as standard accelera­ting to 100 km/h in just 5.4 seconds.

And in its second-highest gear, Porsche’s open mid-engined athlete takes just 6.6 seconds to accelerate from 80-120 km/h or 50-75 mph. Top speed, finally, is 272 km/h or 169 mph, 4 km/h faster than on the former model.

Larger engine and VarioCam Plus

Enlarged in size from 3.2 to 3.4 litres, the power unit of the Boxster S develops its maximum output of 295 bhp at 6250 rpm, thus offering 15 bhp more than its predecessor. Maximum torque of the 3.4-litre, in turn, is now 340 Nm or 251 lb-ft maintained consistently in a speed range between 4400 und 6000 rpm (so far: 320 Nm or 236 lb-ft from 4700 rpm). At the same time the new Boxster S outperforms the EU 4 and ULEV II (USA) emission limits and offers average fuel consumption of 10.6 litres/100 kilometres, equal to 26.6 mpg Imp.

The 3.4-litre flat-six is based on the former 3.2-litre with VarioCam valve control. While stroke remains unchanged at 78 millimetres or 3.07″, bore is now 96 millimetres or 3.78″, as in the Carrera engine. The cylinder heads also come in full from the 911 Carrera, just like VarioCam Plus valve management combining precise adjustment of valve timing on the in­take camshaft (VarioCam) with switching cup tappets (Plus).

Thanks to this technology, the new power unit in the Boxster S offers superior characteris­tics combining powerful acceleration with high peak power and low fuel consumption.

Realigned Tiptronic S

Entering the new model year, the Boxster S is available as an option with Porsche’s upgra­ded and refined Tiptronic S automatic transmission featuring new hydraulic and electronic management.

This new automatic comes with variable gearshift programs and, particularly in combination with the optional Sports Chrono Package, offers exceptionally sporting dri­ving characteristics: With the sports button activated, for example, the transmission only shifts up and down above 3000 rpm and shifts down under braking at far lower deceleration and at higher engine speeds. The gearshift is very sporting in character, gearshift times are shorter, and in the manual mode the Sports Chrono Package prevents the transmission from shifting up when reaching the engine cut-off speed.

Sports Chrono Package

Combined with the optional Sports Chrono Package, PSM comes with a special sports mode offering more slip and an even higher standard of lateral dynamics. A further feature of the Sports Chrono Package is the particularly sporting set-up of other systems within the car, including a steeper gas pedal control map and harder engine speed cut-off.

The Sports Chrono program also enables the driver to check his lap times and dynamic dri­ving performance down to the last hundredth of a second. The Package itself is visibly dis­played by the activation button in the centre console and an analogue/digital stop watch on the instrument panel masterminded via a lever on the steering column and serving to take lap times and check other factors, as required by the driver.

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Driving and technology

Chassis and suspension for even greater driving dynamics

The Boxster S comes on 18-inch rims running on 235/40 ZR 18 tyres at the front and 265/40 ZR 18 tyres at the rear. The outstanding pleasure of driving the Boxster S also re­sults from the wide track and the very precise set-up of the suspension with aluminium com­ponents serving to keep unsprung masses to a minimum.

In its superior handling, the Boxster S is further enhanced by rack-and-pinion steering with a variable transmission ratio to the benefit of the driver: When driving straight ahead, the car continues to respond smoothly to slight movements of the steering wheel, also at very high speeds. When moving the steering wheel harder, on the other hand, as is required when driving more dynamically on a country road, the steering is direct and agile.

A unique option: active suspension management

PASM Porsche Active Suspension Management available as an option lowers the entire car by 10 millimetres or almost 0.4 inches and therefore offers two suspensions in one. The sytem incorporates dampers adjustable electrically for their response and varied continuously and automatically as a function of driving and road conditions.

A button on the centre console allows the driver to choose among two different suspension programs: The Normal mode offers a sporting but comfortable damper set-up automati­cally changing to a more sporting mode as soon as the driver changes over to a more dynamic style of motoring. The result is superior motoring comfort particularly on long journeys on the Autobahn or motorway. In the Sports mode, on the other hand, harder damper control lines allow a particularly dynamic and agile style of motoring, switching over to a more com­­fortable setting on extremely bumpy roads – which means not only greater comfort, but also better tyre grip on the road and, as a result, active safety enhanced to an even higher standard.
Even more servo power on the brakes

The Boxster S features a brake system with truly exemplary performance free of fading. The boost effect of the power brakes was indeed increased by 17 per cent when changing over to the new model generation in late 2004, helping to reduce forces on the brake pedal and ensure a faster brake response. The monobloc fixed-calliper brakes finished in red on the Boxster S and each featuring four pistons come with 318-millimetre (12.52-inch) brake discs at the front and 299-millimetre (11.77-inch) discs at the rear.

A truly exclusive option: ceramic brakes

PCCB Porsche Ceramic Composite Brakes available as an option on the Boxster S offer a brand-new dimension in brake performance in the roadster segment. Comprising ceramic brake discs measuring 350 millimetres or 13.78″ in diameter on all four wheels as well as composite brake callipers, this special package interacting with six-piston aluminium fixed callipers on the front wheels and four-piston alu m inium fixed callipers at the rear, all finished in yellow, ensures a very high level of consistent brake power at all times.

Six-speed gearbox tailored to the car
To cope with the extra power and performance of the Carrera S, both 911 Coupés come with a six-speed manual gearbox able to convey even higher torque while reducing weight and shortening gearshift travel. Tiptronic S with an optimised gearshift program and even better shift quality is available as an alternative to the six-speed manual gearbox.

Rack-and-pinion steering with variable transmission ratio
The 911 Carrera comes for the first time with rack-and-pinion steering featuring a variable transmission ratio responding even more smoothly and precisely to the driver’s commands and thus enhancing the car’s agility particularly on winding roads and in sharp bends. Handling in town is improved above all in parking manoeuvres and when turning, thanks to the far more spontaneous response of the steering particularly in such a situation.

Another first-time achievement: active PASM suspension
Resting on the updated chassis and suspension, the Porsche 911 comes for the first time with an active damper system: PASM (Porsche Active Suspension Management) featured as standard on the 911 Carrera S combines two suspension systems in one: a sporting and comfortable suspension for long distances and a very sporting set-up for performance driving and comparable requirements.

Outstanding brakes – available as an option with ceramic components
Reinforced four-piston fixed callipers operating in conjunction with cross-drilled, inner-vented brake discs measuring 318 millimetres (12.51″) in diameter at the front and 299 millimetres (11.77″) at the rear on the Carrera, and 330 millimetres (13.00″) on all four wheels on the Carrera S, guarantee supreme brake performance even when driving to the extreme. PCCB Porsche Ceramic Composite Brakes now enhanced to an even higher standard are available as an option, the re-designed composite ceramic discs raising the benchmark once again in terms of response, fading-free stability, low weight, and long service life.

For the sporting driver: Sports Chrono Package Plus

Both the 911 Carrera and the 911 Carrera S come as a very special option with Porsche’s Sports Chrono Package Plus allowing the driver, at the touch of a button, to choose various control maps and strategies for a particularly sporting style of motoring. Combining a stop-watch, lap meter, and an appropriate evaluation and control system, this gives the driver a unique, all-round sports program for performance driving and similar requirements.

Head airbag beneath the side window
The 911 Carrera naturally meets all demands in terms of passive safety and offers exemplary safety particularly in a collision from the side: Hidden in the side window sill, the head airbag interacting with the thorax airbag in the front-seat backrest ensures superior safety in an impact from the side. In conjunction with the driver and front passenger airbags, this increases the total range of airbags in the Porsche 911 to no less than six.

Sporting and comfortable all in one
Porsche’s designers have given the cockpit of the 911 Carrera a unique touch of sporting style: The circular dials in the instrument cluster stand ou t even more clearly than before an d the three steering wheels including a special sports and a multifunction steering wheel are adjustable for both reach and height. The seats, in turn, offer superior stability at the sides, a quality enhanced to an even higher standard by the sports seats available as an option. Indeed, the new 911 Carrera comes for the first time with adaptive sports seats featuring individual adjustment of the side supports and backrest to meet the needs and requirements of the respective driver.

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Exterior

Powerful body with an even more distinctive waistline

In its design, the Porsche 911 consistently continues the existing model line with all its features. With evolutionary restyling from front to rear, the 911 Carrera is however even more dynamic than before, although the 911 Carrera and the 911 Carrera S differ from one another on some fine but significant points.

The wider track and the slimmer, more accentuated waistline, for example, make the car even more powerful and athletic in its look – and, of course, a lot more powerful and athletic to drive. Further striking features of the car’s evolutionary design are the innovative headlights with separate additional headlights in the front section, the fenders and wheel arches accentuated even more strongly than before, the double-arm rear-view mirrors, the aerodynamically optimised rear spoiler, and the striking flow of the car’s seams and joints, particularly at the rear.

The distinctive figure of the Porsche 911 also offers aerodynamic benefits, improving the drag coefficient from a very good Cd rating of 0.30 on the already outstanding previous model to an even better Cd rating of 0.28.

Interiror

New interior architecture

The lower seating position, the steering wheel also adjustable for height, and the pedals moved further to the front offer extra comfort particularly for the tall driver. Highly sophisticated materials, in turn, add unique flair and style. And the Porsche Carrera now comes as standard with PCM Porsche Communication Management conveniently supplemented as an option by a number of additional modules.

The main advantage and forte of the excellent seats is the extra support they provide at the side, the seat frame contours holding the side cushions even more firmly than before. On the sports seats available as an option, side support is another 50 per cent greater than on the standard seats, and the adaptive sports seat concept even allows the driver to adjust the side support elements on the seat bottom and the backrest individually to his or her requirements.

Sporting character at the touch of a button

The Sports Chrono Package Plus offers the driver a particularly sporting set-up of various functions on the car, enhancing the sports driving experience to a standard never achieved before: Just pressing a button, you change the gas pedal control map, engine behaviour at the speed limit and under load change, the intervention thresholds of PSM, as well as the PASM and Tiptronic S map control curves.

Indeed, the Sports Chrono program even gives the driver the option to mastermind these benefits through efficient time management: Pressing the on-board computer control stalk on the steering column, the driver is able to start an analogue/digital stopwatch on the instrument panel. Then, entering simple commands at the touch of a button, he can clock, add up and save lap times. The date recorded in this way can then be called up by Porsche Communication Management and evaluated graphically on the monitor.

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Engine

The Elegant Athlete

Porsche proudly presents the 911 in two outstanding versions: the 239 kW (325 bhp) 911 Carrera featuring a 3.6-litre flat-six power unit and the 911 Carrera S powered by a 261 kW (355 bhp) 3.8-litre. Both models come with a six-speed gearbox and up-dated suspension featuring active damper control as standard on the 911 Carrera S. This intelligent suspension control system appropriately named PASM (Porsche Active Suspension Management) is also available as an option on the “regular” 911 Carrera, giving the two coupés in their classic 911 line an unprecedented standard and quality of driving dynamics: Benefitting from this sophisticated technology, a routined driver at the wheel of the 911 Carrera S is now able to lap the “Nordschleife”, the Northern Circuit of Nürburgring, some 20 seconds faster than in the former 911 (996).

3.8-litre power unit in the 911 Carrera S

The flat-six power unit featured in the 911 Carrera largely corresponds to the proven 3.6-litre already well known from the former model. Indeed, Porsche has decided in response to many customer requests to keep this high-tech engine in production, while optimising the cylinder charge cycle and increasing engine output as a result to 239 kW or 355 bhp.

Proceeding from this starting point, Porsche’s engineers have developed an even more impressive high-performance power unit displacing 3.8 litres in the 911 Carrera S. To achieve maximum output of 261 kW or 355 bhp, plus maximum torque of 400 Newton-metres or 295 lb-ft, Porsche’s engineers have not just enlarged cylinder bore from 96 to 99 millimetres (3.78 – 3.89″), but have also tuned the cylinder charge cycle to the new geometry of the combustion chamber. Benefiting from this extra power and muscle, the 911 Carrera S accelerates from a stand-still to 100 km/h in 4.8 seconds and takes just 6.1 seconds in fifth gear to complete the sprint from 80 km/h (50 mph) to 120 km/h (75 mph). Both the 911 Carrera and the 911 Carrera S outperform the EU 4 emission standard and naturally come with that unique, inimitable sound so typical of the Porsche 911.

Innovative six-speed gearbox for both 911s

Offering 400 New ton-metres or 295 lb-ft m a ximum torque, the Porsche 911 Carrera S boosts the power and perfo rmance of Porsche’s six-cylinder to a new dimension requiring the development of a new gearbox. Hence, both models come with the same, all-new six-speed manual gearbox with a particular feature: Despite the larger diameter of the shafts and wider gears able to convey more power and torque (which also means they are heavier), overall weight of the manual gearbox benefits from intelligent lightweight construction and remains almost unchanged. And Tiptronic S optimised in its gearshift program and quality is of course available as an alternative to the six-speed manual transmission.

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Chassis and Driving

Updated chassis and suspension for active damping

The basic suspension of the 911 Carrera is 30 millimetres or 1.18″ wider than on the former model and has been re-set in its ride features. The driver’s steering commands are conveyed to the front wheels for the first time by rack-and-pinion steering and the Carrera is now also available with two additional options on the chassis and suspension: The active PASM (Porsche Active Suspension Management) suspension system and sports suspension lowering the entire car by 20 millimetres or 0.79″ which, operating in conjunction with a mechanical differential lock on the rear axle, offers the ultimate in fast, dynamic and uncompromising performance.

Porsche Active Suspension Management comes as an option on the 911 Carrera and is standard on the 911 Carrera S. Operating a button in the centre console, the driver using PASM has the choice of two suspension programs: The “Normal” set-up offers a more comfortable damper setting automatically changing to the sporting mode as soon as the driver switches over to a more dynamic style of motoring. The advantage, particularly on long trips on the Autobahn, is a significant increase in comfort and motoring pleasure. The “Sports” setting, in turn, maintains harder damper control for an extremely agile and dynamic style of motoring otherwise only provided by an all-out sports suspension. The reduction of body movement in this case ensures even faster lap times on the race track, various measurements on Nürburgring revealing an average improvement by 5 seconds compared with the standard suspension.
Larger wheels on the 911

The current generation of the Porsche Carrera marks the first-ever change in wheel circum-ference in the history of the 911, up by 2.5 per cent on the front and 5 per cent on the rear wheels. The result is significantly better transmission of power through the reduction of specific tyre loads, a reduction in tyre pressure at least under certain conditions, and an even higher standard of performance. In practice, this means that the 911 in Carrera S trim comes for the first time on 19-inch wheels running on 235/35 ZR 19 tyres at the front and 295/30 ZR 19 tyres at the rear. The current Carrera, in turn, comes in standard trim on 18-inch wheels.

Braking

Excellent stopping power guaranteed

The 911 Carrera comes to a large extent with the same high-performance brake system already featured on the former model. Only the boost factor on the brake servo has been increased by 17 per cent to 4.5:1, giving the brakes even more spontaneous response and reducing brake forces to an even lower level than before.

Reflecting its enhanced performance, the 911 Carrera S features an updated brake system for even better deceleration and stopping power. Larger in diameter than before, the main brake cylinder ensures an even better feeling for the brake pedal with an even more precise pressure point. Compared with the 911 Carrera, the S-model comes with larger, reinforced four-piston monobloc fixed callipers both front and rear (finished in red to provide a clear sign of distinction). The inner-vented, cross-drilled brake discs are also larger than before, now measuring 330 millimetres or 13.00″ on both the front and rear w heels. This is combined with the use of larger brake p ad s to increase the overall, effective swept area of the brakes and extend the service life of the brake pads accordingly.

Over and above the reinforced brake system, the 911 Carrera and 911 Carrera S are both available as an option with PCCB Ceramic Composite Brakes. In conjunction with the brake linings tailored especially to these brakes, the ceramic brake discs immediately build up high and, in particular, consistent brake friction during the application process.
For the first time the new Carrera comes with further enhanced ceramic brake discs featuring interior cooling ducts of new design pumping even more cool air through the spinning discs. A further positive side-effect of the larger number of cooling ducts is the greater stiffness and rigidity of the discs.

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Safety

Passive safety of a new dimension

Efficient reinforcement of the body structure gives the 911 Coupé a very high level of crash safety, particularly in an offset crash. The restraint system as such is supple-mented by no less than six airbags, including two double-stage full-size frontal airbags and the enhanced POSIP Porsche Side Impact Protection system comprising a thorax airbag on the outer side of the front seat armrests and the first-ever head airbag of its kind in the door. When not in use, the head airbag remains concealed in the window sill on the lower edge of the side window. In a side impact, in turn, the 8-litre headbag inflates to form a kind of flat cushion.

The result is excellent protection for the occupant’s head both in an impact against the side window or when possibly hitting other objects such as debris.

Reduced cost of ownership

Purchasers of the Porsche 911 will be happy to note that the extra power, dynamism and equipment offered by their car comes with a significant reduction in the cost of ownership: Service intervals of the 911 Carrera are up from 20,000 km or 12,000 miles to 30,000 km or 18,000 miles. Given average annual mileage of 15,000 km or 9,000 miles, this means less time at the workshop and a reduction of regular maintenance by 25 per cent within four years .

Numerous individual improvements serve furthermore to significantly reduce the cost of repair after minor bumps and accidents. Particularly around the front end of the car a wide range of optimisations such a s new impact elements in the bumper efficiently protect the body of the car from significant damage in minor collisions.

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Specifications

911 Carrera / 911 Carrera S*

Body:

• Coupé; monocoque structure;
• lightweight all-steel bodyshell hotgalvanised on both sides; full-size, side and head airbags for the driver and passenger; 2+2-seater.

Aerodynamics:
Drag coefficient Cd = 0.28 (Carrera), 0.29 (Carrera S)
Frontal area: A = 2.00 m2
Cd x A 0.56 (Carrera), 0.58 (Carrera S)

Power unit:

• Six-cylinder aluminium boxer engine;
• water-cooled; engine block and cylinder heads made of aluminium;
• four overhead camshafts;
• four valves per cylinder; adjustment of valve timing on the intake camshaft and modification of valve lift (VarioCam Plus);
• hydraulic valve play compensation;
• switchable intake manifold;
• integrated dry sump lubrication;
• two-stage cascade-type catalytic converter;
• two oxygen sensors with dual control;
• engine oil change 10.3 litres;
• coolant 31 litres;
• DME (Digital Motor Electronics) engine management for ignition, fuel injection and camshaft adjustment; electronic ignition with solid-state distributor system (six ignition coils); sequential multipoint fuel injection.

Bore:
96 mm (3.78″) (Carrera), 99 mm (3.90″) (Carrera S)
Stroke:
82.8 mm (3.26″)
Capacity:
3596 cc (Carrera), 3824 cc (Carrera S)
Compression ratio:
11.3:1 (Carrera), 11.8:1 (Carrera S)
Max output:
239 kW (325 bhp) at 6800 rpm (Carrera)
261 kW (355 bhp) at 6600 rpm (Carrera S)
Max torque:
370 Nm (273lb-ft) at 4250 rpm (Carrera)
400 Nm (295 lb-ft) at 4600 rpm (Carrera S)
Output per litre:
66.5 kW (90.4 bhp) (Carrera)
68.3 kW (92.9 bhp) (Carrera S)
Max engine speed:
7300 rpm
Fuel grade:
Premium Plus (98/88 RON/MON), unleaded
Electrical system:
12 V, 2100 W alternator, battery capacity 70 Ah

*Specifications may vary from one country to another

Power transmission:
Engine and gearbox bolted to form one drive unit; engine powertransmitted via double driveshafts to the rear wheels.

Transmission ratios: Manual Tiptronic S
1st gear 3.91 3.60
2nd gear 2.32 2.19
3rd gear 1.61 1.41
4th gear 1.28 1.00
5th gear 1.08 0.83
6th gear 0.88 –
Reverse 3.59 3.56

Final drive ratio: 3.44
Clutch diameter: 240 mm (9.45″)
(self-adjusting on the Carrera S)

Chassis and suspension:

• Front axle: Spring strut configuration (optimised by Porsche) with wheel-guiding and independent suspension on track control and longitudinal arms; cylindrical springs with inner damping;twin-sleeve gas pressure shock absorbers (with active control on the Carrera S)

• Rear axle: Multi-arm configuration; independent wheel suspension on five arms; cylindrical coil spring on each wheel with coaxial inner damper; single-sleeve gas pressure damper (with act ive

control on the Carrera S)

Brakes:

• Twin-circuit brake system with circuits split by axles;
• four-piston aluminium monobloc brake callipers;
• cross-drilled, inner-vented brake discs on the front wheels measuring 318 x 28 mm(12.52 x 1.10″) diameter x thickness (Carrera) and 330 x 34mm (13.00 x 1.34″) diameter x thickness (Carrera S), and 299 x 24 mm (11.77 x 0.94″) diameter x thickness (Carrera) and, respectively, 330 x 28 mm (13.00 x 1.10″) diameter x thickness(Carrera S) at the rear;
• PSM 8.0;
• vacuum brake servo.

Wheels and tyres:
Front:

• 8 J x 18 on 235/40 ZR 18 (Carrera);
• 8 J x 19 on 235/35 ZR 19(Carrera S)

Rear:

• 10 J x 18 on 265/40 ZR 18 (Carrera);
• 11 J x 19 on 295/30 ZR 19 (Carrera S)

Weight:
Unladen DIN

• 1395 kg (Carrera)
• 1420 kg (Carrera S)

Max permissible

• 1810 kg (Carrera)
• 1820 kg (Carrera S)

Roof load 75 kg

Dimensions:

• Length 4427 mm
• Width 1808 mm
• Height 1310 mm (Carrera)
• 1300 mm (Carrera S)
• Wheelbase 2350 mm

Track

• front 1486 mm
• rear 1529 mm (Carrera)
• 1511 mm (Carrera S)

Luggage compartment
capacity to VDA standard: 135 litres (4.72 cu ft), overall
Fuel tank capacity: 64 litres (14.1 Imp gals)

Performance:
Top speed

• 285 km/h (177 mph) (Carrera)
• 293 km/h (182 mph) (Carrera S)

Acceleration (sec)
0 – 62mph

• 5.0 (Carrera)
• 4.8 (Carrera S)

0 – 100mph

• 11.0 (Carrera)
• 10.7 (Carrera S)

0 – 124 mph

• 17.5 (Carrera)
• 16.5 (Carrera S)

Standing-start km

• 23.8 (Carrera)
• 23.4 (Carrera S)

Fuel consumption, Carrera*(EU standard):

• Urban 16.1 (16.5) litres
• Extra-urban 8.1 (8.1) litres
• Composite 11.0 (11.2) litres

Fuel consumption, Carrera S*(EU standard):

• Urban 17.1 (17.9) litres
• Extra-urban 8.4 (8.4) litres
• Composite 11.5 (11.7) litres

CO2 emissions, Carrera*(EU standard):266 (270) g/km

CO2 emissions, Carrera S*(EU standard):277 (283) g/km

* Figures in brackets refer to models with Tiptronic S

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Options

Prices
The prices start from :

• $ 72,400 for 911 Carrera
• $82,600 for 911 Carrera S
• $82,600 for 911 Cabriolet
• $92,800 for 911 Carrera S Cabriolet
• $78,200 for 911 Carrera 4
• $88,400 for 911 Carrera 4S
• $88,400 for 911Carrera 4 Cabriolet
• $98,600 for 911 Carrera 4S Cabriolet

Exterior

• Park Assist Syste - Parking aid with four distance sensors integrated discreetly at rear of car.     $530
• Aerokit - Includes new front apron with integrated front spoiler and new engine cover with rear spoiler and fixed wing profile. Caution: substantially reduces entry angle to gradients. $6,990
• Rear Window Wiper$360
• Self Dimming Mirrors Automatically dimming interior and exterior mirrors $385
• Roof Transport System 165 lb. (75 kg) payload, can be used with all Porsche load carrier accessories. $400

Interior

• Black Mats – Porsche Lettering $115
• Sea Blue Floor Mats$115
• Cocoa Floor Mats$115
• Stone Grey Floor Mats$115
• Natural Brown Floor Mats$115
• Sand Beige Floor Mats$115
• Terracotta Floor Mats$115
• Instrument dials in Black$0
• Instrument Dials in Sand Beige$860
• Instrument Dials in Terracotta$860
• Instrument Dials in Natural Brown$860
• Instrument Dials in Guards Red$860
• Instrument Dials in Speed Yellow$860
• Instrument Dials in Carrara White$860
• Sport Seat Backs Painted$1,495
• Heated Seats$480
• Seat Belts in Silver$540
• Seat Belts in Guards Red$540
• Seat Belts in Speed Yellow$540
• Rear Center Console in Exterior Color$730
• Fire Extinguisher$140
• Footrest in Aluminum$250

• Supple Leather Front and Rear$395
• Leather Interior Natural Leather$0
• Leather Package Switch Panel$2,050
• Instrument Surround in Leather$260
• Steering Column in Leather$420
• Steering Wheel in Smooth Leather$240
• Sport Steering Wheel in Smooth Leather$490
• Thicker Steering Wheel in Leather$800
• Three-Spoke Multi-function Steering Wheel$740
• Door Finishers in Leather$360
• Sport Seat Backs in Leather$1,610
• Porsche Crest in Headrests$270
• PCM Handset Leather$415
• Rear Center Console in Leather$1,260
• Rooflining in Leather$1,180
• Sun Visors in Leather$560
• Dome Lamp Cover in Leather$335
• Inner Sill Finishers in Leather$585

Interior aluminium

• Aluminum Look Package Switch Panel$1,550
• Instrument Surround Aluminium Look$360
• Aluminium Look Multi-function Steering Wheel$1,060
• Door Finishers Aluminum Look$1,550
• Gear Shifter Aluminum$880
• Gear/Handbrake Lever in Aluminum$995
• Rear Center Console in Aluminum Look$730
• Seat Backs In Aluminum Look$1,495
• Door Entry Guards in Stainless Steel$415

Interior carbon

• Carbon Package$890
• Carbon Package Switch Panel$2,700
• Multi-function Steering Wheel in Carbon$1,110
• Door Finisher in Carbon$2,700
• Rear Center Console Carbon$1,625
• Door Entry Guards in Carbon$780

Interior wood

• Makassar Package$890
• Makassar Package Switch Panel$2,700
• Makassar Multi-function Steering Wheel$1,110
• Door Finishers Makassar$2,700
• Rear Center Console Makassar$1,625
• Sycamore Package$890
• Sycamore Package Switch Panel$2,700
• Sycamore Multi-function Steering Wheel$1,110
• Door Finishers Sycamore$2,700
• Rear Center Console Sycamore$1,625

Audio

• Navigation Module for PCM$2,070
• Extended Navigation Module$2,275
• Electronic Logbook$650
• Module for Telephone PCM$960
• Handset for Telephone Module$260
• BOSE High End Sound Package$1,390
• Remote CD Changer (6 Disc)$650
• Rod Antenna$0

Performance

• Carrera Power Kit$16,900
• Tiptronic S$3,420
• Porsche Ceramic Composite Brake (PCCB)$8,150


• Sport Chrono Package Plus$920
• Stainless Steel Exhaust Pipes$360


• Sport Exhaust System$2,400

As with their predecessor (the Type 996), the most striking feature of both of these elegant sports cars is the large glass roof and folding rear window. The Targa 4 is powered by the familiar flat-six engine, delivering 239 kW (325 bhp) of power from 3.6 liters. It accelerates the car from 0 to 60 mph in 5.3 seconds and reaches a top speed of 173 mph. The more powerful S variant features a 3.8-liter engine producing 261 kW (355 bhp). This model sprints to 60 mph in 4.9 seconds, and has a top speed of 178 mph.

Thanks to Porsche’s VarioCam Plus valve control system, the Targa 4 develops maximum torque of 272 lbs-ft at 4,250 revolutions per minute. The equivalent for the S version is 295 lbs-ft at 4,600 rpm. Power transmission is via a six-speed manual gearbox with short, precise shift strokes. Optionally, customers can choose Porsche’s well-known five-speed Tiptronic S automatic transmission, allowing very sporty gear changes using the finger pads mounted on the steering-wheel spokes.

As with the coupe and cabrio versions of the Carrera 4(S), power transmission is by all-wheel drive with a Visco multi-plate clutch, which depending on driving conditions applies between five and 40 percent of the driving power to the front axles at all times. The system thereby ensures well-balanced propulsive power in bends when driving to the limit, and improves traction even on wet or slippery road surfaces.

The outward distinguishing feature of the Targa 4(S) is a large glass roof blending harmoniously with the sports car’s lines and lending it a distinctive personality. A side-mounted polished, anodized aluminum trim strip running the length of the roof frame emphasizes the elegant side outline.

The glass roof is not just a visually appealing highlight, however, but also ensures a light, airy interior. It can be opened in only seven seconds to as much as half a meter, no matter what the speed, by means of two electric motors. The maximum roof opening area is then 0.45 square meters. The roof unit is of two-ply specially tinted glass, which is 1.9 kilograms lighter than its predecessor. Wind noises are kept to a low level even at high speed by a newly developed sealing system. A wind deflector minimizes turbulence inside the vehicle, allowing the roof to be opened even at lower temperatures. The semi translucent black cloth roller sunblind provides protection from excessive solar radiation. The glass roof and roller blind are operated by a rocker switch on the central console next to the handbrake lever.

The gas strut-operated, upward-tilting rear windshield makes it easy to load the 230-liter capacity trunk with rear seats in the folded position. The tailgate can either be unlocked by a switch on the driver side doorsill or by the remote control button on the key fob. Closing is facilitated by an electric closing aid.

The basic euro-price for the 911 Targa 4 is 79,000 euros, or 87,900 euros for the 911 Targa 4S. In Germany, the prices are 91,843 euros for the 911 Targa 4 and 102,167 euros for the more powerful S version (including sales tax and country specific requirements).

The new Targa is a very special 911 – a Porsche 911 with a glass roof extending all the way from the windscreen frame to the centreline at the rear, plus high-gloss-polished, eloxy-plated aluminium trim strips extending all the way along the roofline from the A-pillars to the bottom of the C-pillars, both of these features making this special version of the 911 quite unique
and very different.

The roof itself is made up of the sliding module at the front and a separately opening rear window. The sliding section opens up half a metre at the touch of a toggle button in the centre console, gliding elegantly beneath the rear lid.

Lighter glass roof with integrated roll cover

Further enhanced and developed to an even higher standard, the glass sliding roof is made of special glass and is 1.9 kilos or 4.2 lb lighter than on the former model. It efficiently absorbs almost all ultraviolet radiation, but is nevertheless highly transparent and permeable to light. The integrated roll cover is opened and closed by the two-stage toggle switch controlling the glass roof and offers additional protection from bright sunshine or cold temperatures.

911 with a hinged rear window

Like its predecessor, the new 911 Targa 4(S) is the only version of the 911 to once again feature a separately opening tailgate made of glass. The tailgate is unlocked by remote control from the car key or by pressing a button on the driver’s doorsill, swinging up smoothly to an angle of 60o when subsequently pushed slightly by hand. Once open, the tailgate provides
convenient access to the large, 230-litre (8.1 cubic feet) luggage compartment behind the front seats.—-

First Targa available in two different variants

The new Targa is entering the market with both current versions of the 911 power unit: The customer has the choice of either the 911 Targa 4 developing maximum output 325 bhp (239 kW) or the 911 Targa 4S with peak power of 355 bhp (261 kW).Top speed is the same as on the 911 Coupé versions of the Carrera 4 and Carrera 4S, with the 911 Targa 4 reaching a top speed of 280 km/h or 174 mph, the 911 Targa 4S an even more impressive 288 km/h or 179 mph.

All-wheel drive for even greater driving dynamics

The new Targa is based for the first time on the Carrera 4 with all-wheel-drive technology. As a result of this sophisticated all-wheel-drive system and the viscous multiple-plate clutch, the front wheels convey a minimum of five per cent of the engine’s power at all times and, if required, up to 40 per cent of the drive power to the road. This benefits in particular the car’s driving stability in bends, directional stability at very high speeds, and of course driving dynamics on difficult surfaces.

Suspension with or without PASM

Yet another new option on the Targa is the choice of two suspension variants: Proceeding from the steel-spring chassis, Porsche offers the enthusiast PASM Porsche Active Suspension Management optional on the 911 Targa 4 and standard on the 911 Targa 4S. Through this variable damper setting, PASM allows the driver to choose either a sporting but comfortable or a dynamic and truly firm suspension set-up.Wide chassis dimensions for enhanced comfort and sporting performance all in one Based on the broad stance of the all-wheel-drive suspension, both versions of the Targa offer a comfortable set-up with driving characteristics even more sporting and dynamic than on the former model. Wider track at the rear ensures an even higher potential in terms of lateral
acceleration and, through greater sway support, serves to enhance both driving dynamics and motoring safety.

Body width 44 millimetres or 1.73″ wider at the rear than on the rear-wheel-drive versions of the 911 Carrera allows the use of large and muscular wheels: The Targa 4 comes with 295/35 ZR 18 tyres at the rear, the Targa 4S features even larger 305/30 ZR 19 tyres.

Six airbags for all-round protection

Occupants enjoying the new Targa models with all-wheel drive are able to enjoy all the passive safety features likewise fitted as standard in the other current versions of the 911 Carrera. Apart from driver and front passenger frontal airbags, these include, inter alia, the Porsche Side Impact Protection System (POSIP) with thorax airbags at the outside of the seat backrests and head airbags in the doors.

Sports Car in Elegant Design

The Porsche 911 Targa 4(S) is now entering its next generation full of elegance, power and performance. The large roof made of tinted glass as well as the new high-gloss-polished aluminium trim strips on the side edges of the roof are the first eye-catcher. Another design feature typical of the Targa is the side windows tapering out to a sharp angle at the rear
and giving the Targa its characteristic, sleek and stretched silhouette. And then of course there are the widely flared wheel arches, with the new Targa for the first time boasting the wider body of the Carrera 4 models broadened at the rear by 44 millimetres or 1.73″ and giving this elegant sports car truly impressive and highly dynamic looks.

Two model variants

The Porsche 911 Targa is available with two engine variants: The Targa 4 is powered by a 3.6-litre six-cylinder boxer developing maximum output of 325 bhp (239 kW) and accelerating this thoroughbred sports car from 0-100 km/h in 5.3 seconds, all the way to a top speed of 280 km/h or 174 mph. The 3.8-litre boxer engine in the 911 Targa 4S, in turn, churns out maximum power of 355 bhp (261 kW), accelerating the car from standstill to 100 km/h in just 4.9 seconds and sufficient for a top speed of 288 km/h or 179 mph.

Large sliding roof and hinged rear window

The Porsche Targa is characterised in particular by its large glass roof. The complete glass area measures 1.54 square metres in size and is split up into two segments, the sliding roof and the hinged rear window.The large glass sliding roof is opened and closed by a toggle switch in the centre console, opening up by sliding beneath the rear window to an open area of 0.45 square metres within just seven seconds – approximately twice the roof opening area in the 911 Carrera Coupé with its steel sliding roof.

The roof module of the 911 Targa 4 is made up of two layers of special tinted glass 1.9 kilos or 4.2 lb lighter than on the former model. The sliding roof comes as standard with a roll cover extending when closed over the entire sliding roof area, opening and closing as required either together with the glass roof or by itself at the touch of the two-stage toggle switch
in the centre console.

Both the glass roof and the rear window come in tinted glass protecting the occupants from UV radiation and heat even in bright summer sun. As on the former model, the tailgate opens separately via a button on the driver’s door cutout or by remote control from the car key, and is supported when closing by an electrical closing aid.

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All-wheel drive now also for the Targa

Based on its new body configuration carried over from the 911 Carrera 4, the Targa for the first time comes exclusively with all-wheel drive. Central power division is ensured by a viscous multiple-plate clutch permanently feeding variable power between five and 40 per cent of the engine’s full output to the front wheels, depending on driving conditions and the road
surface.This gives both versions of the Targa well-balanced drive power and traction in bends all the way to the extreme limit, very good directional stability up to top speed, and enhanced driving dynamics at all times.

Refined and sporting suspension

Both the 911 Targa 4 and 911 Targa 4S come with a suspension set-up combining superior comfort with equally superior sportiness. PASM Porsche Active Suspension Management optionally available on the 911 Targa 4 and standard on the 911 Targa 4S offers a sporting but comfortable damper set-up in the Normal mode and switches over to a dynamic and firm set-up once the driver presses the Sports button. In both positions the suspension adjusts consistently to the driver’s style of motoring and road conditions, thus varying its control and operation maps within fractions of a second.The 911 Targa 4 comes with 8J x 18 wheels running on 235/40 ZR 18 tyres at the front, the 911 Targa 4S features 8J x 19 wheels and 235/35 ZR 19 tyres. The rear wheels offer an even larger contact area, running on 295/35 ZR 18 tyres in the case of the Targa 4 and 305/30 ZR 19 tyres on the Targa 4S.

Ceramic brake discs and Sports Chrono Package Plus as an option

Both the 911 Targa 4 and the 911 Targa 4S come with aluminium monobloc fixed calliper brakes with four pistons each as well as cross-drilled, inner-vented brake discs on all four wheels. As an option, both cars are available with PCCB Porsche Ceramic Composite Brakes featuring composite ceramic discs approximately 50 per cent lighter than comparable brake
discs made of grey-cast iron. The advantage is quick, substantial and consistent deceleration as well as abrasion reduced to a minimum.Like the other models in the range, the Porsche 911 Targa 4 and 4S are also available as an option with Porsche’s Sports Chrono Package Plus for the particularly sporting driver, offering an extra-dynamic set-up of various functions. To activate the program, all the driver has to do is press the sports button in the centre console, giving engine management, PSM
Porsche Stability Management, PASM Porsche Active Suspension Management, and the Tiptronic S automatic transmission an even more sporting and dynamic set-up.

Extra-safe passenger cell

The inner roof structure in the 911 Targa 4(S) ensures superior safety and stability at all times. As on the 911 Carrera Cabriolet, 30-millimetre (1.18″) thick tubes made of ultra-strong steel reinforce the A-pillars. Welded directly on to further tubes extending along the edge of the roof and resting on the body of the car via the B-pillars and at the bottom of the C-pillars, these special tubes ensure very good protection of the occupants even in a rollover. Like all Porsche sports cars, the Targa comes as standard inside with Porsche’s comprehensive airbag system featuring a total of no less than six airbags for maximum safety.

Sophisticated equipment and individual options

In terms of both equipment and ergonomics, both versions of the new Targa are largely identical to their sister models in the 911 model series. Reflecting the elegant shape of the roof in the 911 Targa, however, Porsche’s designers have created new roof linings. The windscreen frame, for example, comes with modified sun visors adapted to the shape of the roof.
Both the 911 Targa 4 and the 911 Targa 4S are available with a wide range of leather upholstery and trim comprising both the seat centrepieces, the side supports, and the headrests on the front seats.Further standard features are automatic air conditioning as well as PCM Porsche Communication Management complete with an integrated radio, CD-player, and nine loudspeakers. And last but not least, Porsche offers a wide range of options for customising the car, such as the BOSE Surround Sound System, the Porsche ParkAssistant, or the electronic logbook.

The GT1 was originally developed from a 911 to help achieve two main goals: (1) It has to look like a 911 (2) It has to be capable of wining at Le-Mans.
Porsche debuted the 911 GT1 in 1995, announcing that it would compete at the 1996 24 Hours of Le Mans.
In 1996 the new vehicle was a succes at Le Mans,winning the GT1 class at its debut race.
The Porsche did not prove to be as fast in the 1997 FIA series, and failed to win a single race, first against the McLaren F1, and then against the new CLK-GTR.
At Le Mans the GT1 was beaten again.
Porsche committed themselves to a full blown re-thinking of the vehicle for the 1998 race, and eventually brought it back as the 911 GT1 Evolution featuring radical changes to the bodywork and a new sequential gearbox.
The revised “Evolution” model, despite being slow, fulfilled Porsche’s slim hopes, taking both first and second place overall thanks to reliability, giving Porsche its record-breaking 16th overall win at Le Mans, more than any other manufacturer in history.
In 1999 Porsche could have entered at Le Mans, but chose not to try to defend the lucky win of ’98 against new machines from factories.
The 911 GT1 moved to America to race in the American Le Mans Series, but was only allowed to do so as a LMP (Le Mans Prototypes) class entry, where it proved uncompetitive against actual prototypes such as the Audi R8.

Only one street version had to be built, so very few were made and offered at a huge price to regular Porsche customers.
The car resembles a 996 series 911, but that’s about as far as the similarities go!For starters it is mid engined, as opposed to rear engined, and apart from the front and rear lights, every other body part appears to be unique to this car.
The GT1 was purpose-built race car, so only around 30have been made. It had a cabron fibre body, full width wing,and a tiny cockpit.

The engine had to be slightly de-tuned to meet European emissions laws, although its 544 PS (400 kW) and dry weight of 1,100 kg proved to be more than adequate; the vehicle could accelerate to 100 km/h (62 mph) from a standstill in 3.5 seconds on its way to a top speed of 310 km/h (193 mph).
Compared to the GT1s which raced Le Mans, the road-going version had only slight modifications. These changes include a higher ride height, softer suspension, road-going gear ratios and steel brakes which replace the race car’s carbon discs.
The GT1 is one of the fastest car ever to be produced, and mark the succes of Porsche in racing, but also in building street-performance cars.

Today, the RS is regarded by many as one of the top five sports cars to emerge from the 1970s. Its versatility is hardly surprising; the 911 was designed from the start to be equally suitable for competition and series production. It is highly usable, both trickling through traffic and competing on the race course or rally route.

The 911 Carrera RS 2.7 received a number of changes, making it exceptionally competitive,not least an increase in displacement from 2.4 to 2.7 liters by virtue of a 90 mm bore in the standard 911 cylinders. To accomplish this, the Porsche engineers strengthened the aluminium-cylinder bores by coating them with Nikasil, a nickel-silicon-carbide compound first used in the cylinders of the 917 endurance racers and the 917 Can-Am. Nikasil had much better durability than the bare aluminium bores and less friction as well, barreled benefit that contributed to the Carrera RS 2.7’s exceptional performance.

Thanks to the Nikasil coating on the light alloy cylinder walls, the existing 2.4 S cylinders were bored out to a capacity of 2,687 cc. The fuel-injected six-cylinder air- and oil-cooled engine was the largest used on a road-going Porsche of the time, capable of 158 mph and accelerating from standstill to 62 mph in just over five seconds. Combined with an excellent 5-speed gearbox, powerful, responsive brakes and precise handling, the Carrera RS was more than a match for Ferraris of the day.

Initially the RS derivative was to be known as the 2.7 S. Nine pre-production road car prototypes were built, this one being the second, completed in April 1972, some six months before the first production cars. Various letters on file from Porsche AG, corresponding with previous owners, also confirm this early production date. Early factory promotional material depicts this car, which is easily identifiable, not only by the color, but by the fact that it did not originally sport a ducktail rear wing, a signature feature of the production cars.

Porsche retained the car until the RS production run of 1,580 cars had been completed, and judging from early Austrian registration documents on file, the car passed to the talented young works driver Helmut Koinigg, who took ownership in September 1973. It is reputed the car was a gift, and that he changed the color from Signal Yellow to the iconic Grand Prix White, the color of many RS cars. Through several owners in different continents, the car most recently has been owned and restored by David Mohlman, under the guidance of Porsche specialist Edmond Harris in the U.K.

Condition today is a sheer delight, and even to the casual onlooker it is easy to note the unique features of this car, such as the deleted rear spoiler, simple “S” badging, and the period-correct houndstooth front seat inserts. It is both a testament to Porsche for building such a truly usable prototype rather than a hacked mule and to the attention paid during the restoration that we are able to appreciate this extremely important early RS as it is today.