PORSCHE | modbase.me

Dr. Ing. h.c. F. Porsche AG, usually shortened to Porsche AG (German pronunciation: [ˈpɔʁʃə] ( listen)[3]), is a German automobile manufacturer specializing in high-performance sports cars, SUVs and sedans. Porsche AG is headquartered in Stuttgart, and is owned by Volkswagen AG, which is itself majority-owned by Porsche Automobil Holding SE. Porsche's current lineup includes the 911, Boxster, Cayman, Panamera, Cayenne, Macan, and the 918.

911gt2rsmr

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Porsche has set another new record on the Nürburgring-Nordschleife in cooperation with Manthey-Racing. On Thursday, 25 October 2018, the Porsche GT2 RS MR completed a lap of the 20.6-kilometre long circuit in 6:40.3 minutes.

October 2018, the Porsche GT2 RS MR completed a lap of the 20.6-kilometre long circuit in 6:40.3 minutes.

No other road-legal vehicle has ever been so fast on ‘The Green Hell’ track. Lars Kern was at the wheel of the sports car, which had been especially set up for the ‘Nordschleife’ by Porsche engineers and Manthey-Racing experts. The Porsche test driver already set a lap record in September 2017 in a series-production Porsche 911 GT2 RS.

“We kept our eye on the weather all day and thought hard about whether such a drive was possible. We would not have taken any risks if it was raining or if the track was slightly damp,” says Dr. Frank-Steffen Walliser, Head of Motorsport and GT Cars. The Porsche 911 GT2 RS was equipped with the new performance kit from Manthey-Racing, supplemented by an overall vehicle setup tailored to the circuit characteristics of the Nürburgring-Norschleife. “In this test drive, we simply wanted to assess the potential of the vehicle once more. The result is quite impressive. It really is a fabulous time. This shows again very clearly the exciting possibilities of this sports car.”

991 Carrr GTS 13

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This is 424bhp 911 (991) GTS. It fits into the 911 range above the S and below the GT3, and is the second time the GTS badging has been seen on the benchmark rear-engined car.

The first time we saw it on the 911 was at the very end of the 997 lifecycle, back in 2011. That car was a of the 997 range all rolled up into one car, and priced a good ?20k less than it would have cost if you'd got busy with the configurator.

With its more powerful motor, delete-option rear seats, wide body and a stack of detail improvements, it was, by quite some margin, the best value, most complete, 997-gen 911 you could buy.

The C2 GTS, much like the GTS version of the Cayman and Boxster, is the 911 at its best. Not too extreme to be a pain to use everyday, but exciting enough to be interesting at all road speeds. Compared with a standard 991, the steering feels more direct and precise; the suspension, which is slightly lowered, is just the right amount more composed.

991 Carera GTS S1 13

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This is 424bhp 911 (991) GTS. It fits into the 911 range above the S and below the GT3, and is the second time the GTS badging has been seen on the benchmark rear-engined car.

With its more powerful motor, delete-option rear seats, wide body and a stack of detail improvements, it was, by quite some margin, the best value, most complete, 997-gen 911 you could buy.

911 Carrera S 16

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The 911 has been the world’s best-selling sports car for decades. Now the new generation has arrived to further extend this lead. With innovative turbo flat engines, an advanced chassis with an even greater spread between performance and comfort and a new infotainment system it is exceedingly well-equipped for this. Thanks to more than four decades of experience with turbo engines – in both motor racing and production sports cars – the new engines in the new 911 Carrera set benchmarks in terms of performance, driving pleasure and efficiency. The rear-axle steering available as an option for the Carrera models for the first time further greatly extends the range of driving dynamics.

Many exterior features of the 911 Carrera have been visually refined: these range from new headlights with four-point daytime running lights to door handles without recess covers, a redesigned rear lid with vertical louvres and new rear lights – including the characteristic four-point brake lights. In the interior the new standard Porsche Communication Management with a multi-touch display offers a considerably expanded range of functions and greatly simplified operation.

991 GT3 14

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You can only reach new peaks if you are willing to push your limits.
The limit is the most exhila rating place to be these days. The final square inches have yet to be explored. And while this may be where others turn back, for us, it is only just the beginning the start of a journey towards new sporty destinations. Indeed, two hundredths of a second are worlds apart. So let is get going in the new 911 GT3.
The first item on our journey checklist is an engine that delivers greater power, rives faster and maintains composure, even in the red zone. The innovative high-revving flat-six engine of the new 911 GT3 peaks at 9,000 rpm and exploits its 3.8-liter capacity to generate a power output of 475 hp.
A glance at the stopwatch reveals 3.3 seconds from 0 to 60 mph. This makes the new 911 GT3 an even faster sprinter than its predecessor by point six of a second to be precise. In motorsport, that is half an eternity. Top track speed isn it reached until 195 mph.The core competencies of Porsche were exactly what we needed, as well as the imaginativeness of our engineers. The result is a chassis that has been adapted specifically for the racetrack and, with rear-axle steering fitted as standard, delivers increased agility even on everyday journeys.

991 Turbo S Cabriolet 14

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This Porsche 911 Turbo S Cabriolet was produced from 2014 to 2015. It is part of the 991 generation 911. It replaced the and was facelifted in 2016 with the . It's an all-wheel drive rear-engined 2-door sports convertible with 4 seats. With 552 BHP, the twin turbocharged 3.8 Litre 24v Flat 6 petrol engine accelerates this 911 Turbo S Cabriolet to 62 mph in 3.2 seconds and on to a maximum speed of 198 mph. Having a kerb weight of 1,750 kg, it achieves 28.5 mpg on average and can travel 426 miles before requiring a refill of its 68 litre capacity fuel tank. It comes with a 7 speed automatic gearbox. Luggage space is 115 litres, with a maximum payload capacity of 295 kg.

981 Cayma GTS 14

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The Cayman GTS was introduced in 2014, and is based on the current Cayman. It features a marginally more powerful engine, a new body kit, new 20-inch Carrera S alloys, new Bi-Xenon headlights, and new sports exhaust system. The Cayman GTS is longer than the Cayman and the Cayman S by 1.2 inches due to its bumper, and the new passive sport suspension allows the Cayman GTS to have a 20mm lower ride height compared to a car equipped with standard passive suspension or 10mm compared to one equipped with PASM. The engine produces 340 hp, and can achieve a 0-62 mph(or 100kph) in 4.9 seconds with the manual transmission, 4.7 seconds with PDK and 4.5 seconds with PDK and Sport Plus mode, which is activated via the now standard Sports Chrono Package. The Cayman GTS weighs 1345kg with the manual transmission can reach a top speed of 177 mph (285 kph) while the Cayman GTS with PDK can reach 175 mph (283 kph) and weighs 1375kg. The configuration changes made over a standard Cayman S resemble closely to what Porsche did to its predecessors through Cayman S Sport and Cayman R in the 987 generation vehicles.

997 GT2 RS 12

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A 611-horsepower engine crossed with an elegant leather interior. The most powerful production car ever built by Porsche, coupled with looks that would cause a sailor to blush. The 2012 Porsche 911 GT2 RS is the top of the line version of Porsches latest 911 and features stunning looks along with twin turbos, an adjustable suspension, carbon-ceramic brakes, and the kind of power that demands attention. No wonder so many reviewers have referred to Porsches latest masterpiece as - its at once a stunning piece of automotive eye candy, and objectively one of the most terrifyingly powerful cars to be released in years. Yet, despite its grunt, the GT2 RS manages its power well. A few turns is all you need to be convinced: this is a smooth-driving and easy-to-handle car at low speeds and one that will peel your face off at the limit.

The 911 GT2 RS is known for its lap time along the Nordschleife of 7:18:00, being over one second faster than the Radical SR3 Turbo and 10 seconds faster than the Porsche Carrera GT.

Cayman R 12

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As much as the 911 is the brand’s unquestioned icon, Porsche executives freely admit that the mid-engine layout of the Boxster and Cayman is the dynamically superior concept. To protect the 911, Porsche has diligently kept a performance gap between the top-of-the-line Cayman and entry-level 911—a gap in straight-line performance, that is. But now, as the Cayman and the 997 911 are well in the autumn of their product cycles, the smaller car has been let off its leash.

You notice the new Cayman R’s aesthetic distinctions immediately. Porsche plays on the historic racing theme once again through the use of specific lettering and stripes on the R’s flanks, as well as a fixed rear wing that references the 1967 911R, of which only 19 were built. The competition often struggles to integrate history into its sporty offerings, but all Porsche needs to do is add another letter and a few stripes to send its loyalists into hysterics.

That, of course, is not all. The Cayman R has gained 10 hp over its Cayman S sibling—for a total of 330 available at a lofty 7400 rpm—thanks to a freer-flowing exhaust system. Even more important, Porsche claims the R sheds a cool 121 pounds, making it one of the lightest sports cars on the market. How was this accomplished? The aluminum doors shave off 33 pounds, 26 pounds come from the use of lighter seat structures, and 11 pounds from new wheels. The rest is in the details, such as the fabric straps that replace conventional door pulls and the nonactuated rear wing. If you can do without air conditioning and a radio, subtract another 26 and seven pounds. The carbon-ceramic brakes—an $8150 option—will shave off another seven pounds, and the available lithium-ion starter battery ($1700) is worth 26. These weight-saving measures are much the same as those employed on this car’s open-roofed foil, the Boxster Spyder.

Like any Cayman, the R imparts an instant sensation of man-machine harmony as soon as you get behind the wheel. Looking around, we note the interior is purposeful and clean, if a bit dated.

The precision with which any throttle, brake, and steering input is delivered dynamically is virtually unmatched. It’s a sharpness that sets the Cayman R apart from its lesser siblings.

That’s not least thanks to a lower center of gravity and a modified chassis with a reduced roll-angle gradient. The aerodynamics are improved as well: Rear-axle lift is reduced 40 percent, front-axle lift has been lowered by 15 percent. The steering is perfectly weighted, neither light nor artificially heavy. The naturally aspirated flat-six is supremely responsive and attentive to the slightest input, a behavior unmatched by any turbocharged engine. At the limits of adhesion, the Cayman R is remarkably communicative and a pleasure to handle. It allows the driver to probe those limits fully, as the stability-control system can be turned off completely.

In standard configuration, the power is transmitted to the rear wheels through a six-speed manual transmission with nicely spaced ratios. Those who prefer not to shift for themselves might appreciate the fact that the optional seven-speed PDK dual-clutch automatic (which comes with a 55-pound penalty) has a modified and sportier shifting strategy in its normal and sport modes. Sport plus, which Porsche says is strictly for the track but which we appreciate on open roads as well, remains unchanged. It is our favorite setting as it doesn’t try to interpret the pilot’s driving style and therefore is utterly predictable.

Straight-line performance is impeccable. At an ungoverned 175 mph and with a predicted 0-to-60-mph time of just over four seconds, the Cayman R should leave much more powerful cars in the dust. Acceleration runs are accompanied by an angry blare, although we’d prefer it to be even more assertive. But it still sounds great.

The Cayman R is not a compact equivalent of the radical GT3 RS—you could easily use this car on a long trip—but it is a better, slightly faster Cayman that remains faithful to the established formula. True, it and the Boxster Spyder inch uncomfortably close to the entry-level 911 models. But if any brand can handle a little internal competition, it’s Porsche.

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The Porsche 987 is the internal designation for the second generation Porsche Boxster sports car. It made its debut at the 2004 Paris Motor Show alongside the 911 (997) and went on sale in 2005.

In 2005, it was joined in the range by the new Cayman fastback coupé (project 987c) with which it shared the same mid-engine platform and many components, including the front fenders and trunk lid, doors, headlights, taillights, and forward portion of the interior.

It was replaced by the Porsche 981 in 2012.

Boxster S 987 '10

Carrera GT

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The Porsche Carrera GT (Project Code 980) is a mid-engined supercar that was manufactured by Porsche between 2004 to 2007 in Leipzig, Germany. Sports Car International named the Carrera GT number one on its list of Top Sports Cars of the 2000s, and number eight on Top Sports Cars of All Time list. A dry-sump oil system ensures reliable and consistent oil supply and pressure at high engine speeds and during extreme cornering forces. The ground effect body design literally pulls the car to the road at high speeds for stability and safety, and the rear wing extends at speeds over 75 mph (120 km/h) to generate stabilizing rear downforce. Aluminum and leather dominate the interior, and the few concessions to include air conditioning, a stereo system and power windows (which weigh no more than manual windows). The racing-type seats do without power adjusters to save weight. Unique adjustable knee and leg supports hold the driver and passenger firmly in position. The instrument panel uses a color TFT screen to display three levels of information, depending on the drivers needs.

996 GT3 04

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The Porsche 996 is the internal designation for the 911 model manufactured from 1997 to 2006. It was replaced by the 997 in 2004 but the high performance Turbo S, GT2 and GT3 variants remained in production until 2006. The 996 had little in common with its predecessor, with the first all new chassis platform since the original 911 and a new water-cooled engine. Technically, it was a major change, a complete breakthrough from the original car other than the overall layout.

Development was shared with its entry-level sibling, the roadster-only Boxster which was introduced around the same time, including the front suspension, various interior components, and the engine, all of which were enlarged for the 996. However, the multi-link rear suspension was derived from the preceding 993. This was done mainly to save development costs as Porsche was facing financial troubles at that time. This move resulted in cost savings of approximately 30% in the development of the car.

At its debut, the 996 featured the most significant change from the classic 911 series: a water-cooled engine replacing the previously air-cooled engine. Progressively stringent emissions and noise regulations, environmental concerns, a higher expectation for refinement and the need for a high-performance 4 valve per cylinder engine made the switch necessary. Other major changes include a completely new platform having a sleeker body with a more raked windshield, and a re-designed interior along with new "fried egg" shaped headlamps (so called due the amber coloured turn signals) instead of previous "bug eye" headlamps.

Modifications by DeXteRrBDN:

Physics updates:
- replaced tyres to use Kunos standard street & semislick grip
- tweaked weight
- disabled traction control
- updated power curve to match dyno-runs (power to wheels):
https://www.supersprint.com/public/file/2_70-155465.pdf
https://www.supersprint.com/ww-es/escape-deportivo-supersprint-porsche-911-996-gt3-v1.aspx
- top speed at Mugello at end of straight = to some youtube videos
Model updates:
- tweaked shaders to personal taste + updated skins to use metal texture

996 GT3 01

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Porsche introduced a road-legal GT3 version of the 996 series which was derived from the company's racing car used in the GT3 class racing. Simply called GT3, the car featured lightweight materials including thinner windows and deletion of the rear seats. The GT3 was a lighter and more focused design with an emphasis on handling and performance, a concept that dates back to the 1973 Carrera RS. The suspension ride height was lowered and tuned for responsiveness over compliance and comfort. These revisions improved handling and steering. Of more significance was the engine used in the GT3. Instead of using a version of the water-cooled units found in other 996 models, the naturally aspirated engine was derived from the 911 GT1 '98 sports-prototype racing car and featured lightweight materials which enabled the engine to have higher rpm.

The engine used was a naturally aspirated 3,600 cc (3.6 L) flat-six rather than the engine from the pre-facelift and revised Carrera. It is rated at 365 PS (268 kW; 360 hp) at first and later improved to 386 PS (284 kW; 381 hp) at the end of the 996 series' revision.

The Type 996 introduced in 1998 represented two major changes for the venerable 911 lineage: a water-cooled flat-6 engine replaced the popular air-cooled engine used in the 911 for 34 years and the body shell received its first major re-design. Changing to a water-cooled engine was controversial with Porsche traditionalists, who noted this as the end of the 'true' 911.

The 996 styling shared its front end with Porsche's mid engine entry-level Boxster. Pinky Lai's work on the exterior won international design awards between 1997 and 2003.

The Carrera variant had a 0.30 coefficient of drag. The interior was criticized for its plainness and its lack of relationship to prior 911 interiors, although this came largely from owners of older 911s.

The Type 996 spawned over a dozen variations, including an all-wheel-drive Carrera 4 and Carrera 4S (the latter which had a 'Turbo look' in facelift form) models, the club racing-oriented GT3 and GT3 RS instead of a Carrera RS variant and the forced-induction 996 Turbo and GT2. The Turbo, which was four-wheel-drive and had a twin-turbocharged engine, often made appearances in magazines' lists of the best cars on sale.

The Carrera and Carrera 4 underwent revisions for the 2002 model year, receiving clear lens front and rear indicator lights which were first seen on the Turbo version two years earlier. This allowed the 911 to be more distinguishable from the Boxster. A mildly revised front fascia was also introduced, though the basic architecture remained.

Engine displacement was 3.4 L and power output was 300 PS (221 kW; 296 hp) featuring a change to an "integrated dry sump" design and variable valve timing. The displacement was increased in 2002 to 3.6 L and power received an increase to 320 PS (235 kW; 316 hp).

The folding roof mechanism on the convertible variants required 19 seconds for operation. An electronically adjustable rear spoiler was installed that raised at speeds over 120 km/h (75 mph). It could also be raised manually by means of an electric switch.

Starting from the models with water-cooled engines, all variants of the 911 Carrera do not come with rear limited-slip differential, except the 40th Anniversary 911, GT2, GT3 and Turbo. The exception would be for MY1999 where the limited-slip differential was available as option code 220

993 Turbo 95

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In the 911 Turbo from the 993 model line, twin turbocharging was used for the first time, with one smaller turbocharger installed in each cylinder bank. It was also the first Turbo model to feature all-wheel drive.

The front apron of the Turbo had three separate air openings at the front plus air slots for brake cooling in the lower side area. The rear spoiler was completely painted in the exterior colour.

The 3.6-litre biturbo engine developed a power output of 408 hp as standard. As of 1996, a power kit for increasing power output to 430 hp was available, with 450 hp available as of 1998.

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The Porsche 968 Turbo S is the top version of the Porsche 968 sports coupe, which was produced from 1991 to 1995. This car is the latest member of the Porsche family of front-engined sports cars, launched in 1976 with the 924 and continued in 1982-1991 with the 944 and 928.

The emergence of the model was prompted by Porsche's desire to find a way out of the difficult situation in which the company found itself in the late 1980s. The economic crisis of 1987 forced to abandon the mass model 944, and sales of the more prestigious and expensive 928 could not support the enterprise; in fact, only the iconic 911 provided the firm. The management of the concern rightly believed that it would be too risky to associate all its success with one single model. On the other hand, in the autoport, the successes in which have repeatedly saved the company, neither Formula 1 nor Indy Cars projects were famous. Porsche needed to launch a new model on the market as soon as possible, which would be popular with buyers, but in no way would damage the company's reputation. However, there was no money left to develop a completely new model in Stuttgart.

Ultimately, the firm decided to compromise: Paul Hensler, head of the plant's engineering department, called this approach "evolution instead of revolution." It was based on the Porsche 944 model; initially the project was called "944 S3", but in the process of work the engineers replaced or modified about 80% of the parts and assemblies of the original, and the resulting car had little in common with its predecessor. Thus, the Porsche management got every reason to present the S3 modification as a new model, which received the factory index 968.

The new car made its debut in Frankfurt in 1991. The body was worked on by the Dutchman Harm Lagay, one of the designers of the Porsche 924, who by that time became the head of the design center; thanks to him, the new car combined both the features of the 924/944 line and the more prestigious "older" models - the 928 GTS and, in part, the 911 (993). Technically, the 968 represented the final stage in Porsche's four-cylinder monoblock transmissions; from its predecessors, the Transaxle layout was inherited, with a monocoque body and independent suspension, as well as interior and trunk equipment, similar to the later models of the 944 series.

As for the engine, the Porsche 968 was equipped with an in-line 4-cylinder 16-valve liquid-cooled engine with a volume of 2990 cc and a power of 240 hp, with electronic fuel injection. The main innovation was the VarioCam valve timing system, which provided more economical torque in the lower speed range without loss of power. In addition, the car also received two new transmissions offered to choose from: a 6-speed manual and a 4-speed Tiptronic automatic.

Formally, the new car was considered the youngest Porsche model, occupying the niche of entry-level sports cars in the model range. However, unlike its predecessors, the appearance of the 968 was quite modern and sleek, and the interior was more luxurious, with solid equipment and a functional device. The production of the model was transferred from Audi's factories in Neckarsulm (the traditional assembly site of the 924th and 944th models, under a contract with Porsche) to the firm's own plant in Stuttgart, Zuffenhausen district.

The first addition to the basic two-door coupe of the Porsche 968 is the convertible, which has become a highly sought after option on the market. However, the special "charged" modifications received a really enthusiastic response: the 968 Clubsport and 968 Turbo S, which were produced by the Porsche Motorsports division in 1993-1994. The Clubsport, released in a series of 1,538 units, did not technically differ from the base 968, but weighed 100 kg less due to the simplified finish, less sound insulation, Recaro seats with manual adjustment and the absence of "civilian" equipment (rear seats, power windows, air conditioning and a stereo system ). The Porsche 968 Turbo S also had a lighter interior, but in addition to that, it was powered by a 3.0-liter 8-valve SOHC turbocharged 4-cylinder engine producing 305 hp, which was completed exclusively with 6-speed manual transmission. In terms of speed characteristics - acceleration to 100 km / h in 4.7 seconds and a maximum speed of 282 km / h - this model can compete with a much more modern modification of the Porsche flagship - the 911 (996) model, produced in 1998-2005. Turbo S was released in an extremely limited edition (according to the official version, in the amount of 16 copies, according to the unofficial version - 13) and was sold exclusively in continental Europe. In addition to them, the 968 line includes the Sport model, released in 306 copies specifically for the British market - based on the Clubsport, but with a more comfortable interior and simplified electronics, due to which it cost significantly less than the standard 968; and 4 Turbo RS, which were homologated racing cars with the corresponding specifications (337 hp for the German ADAC GT Cup racing league and 350 hp for the Le Mans GT series).

Like the famous 911 Carrera CS and S4 CS models, the charged modifications of the 968 were designed primarily for fans who valued dynamics more than comfort. In this respect, they fully deserved the admiration with which the publications Auto Bild and Auto und Motor Sport wrote about them in 1993, who took the model for a test drive, and the world rally champion Walter Röhrl, who in 1992 experienced on the track The 968 Clubsport, described by Auto Zeitung magazine as the best handling Porsche has ever made.

Overall, however, 968 sales never reached the level initially expected by the firm's management. The build quality of the car clearly did not correspond to the level of the branded sports coupe: for example, it concerned the gaps between body parts. But the main drawback was that the model was inherently much older than it looked outwardly - the design in many details was from the 1970s. Total from 1991 to 1995 12,776 Porsche 968 units were sold (5,731 coupes and 3,959 convertibles, the rest were special editions), after which the company discontinued the model as part of a return to basics program that included the launch of the Porsche Boxster central motor roadster.

The Porsche 968 is the last member of the German firm's front-engined sports car family; in addition, for many years it became the brand's last front-engined car (before the Cayenne crossover) and the last four-cylinder Porsche (before the Macan).

Porsche 968 Turbo S

993 Turbo '93

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The GT2 was the racing version of the 993 Turbo made to compete in the FIA GT2 class racing. By the mid-1990s, most of the sanctioning bodies of road racing had placed severe limitations, if not outright bans on the use all-wheel drive systems, due in part to Audi's earlier success in campaigning their various Quattro cars in touring car races around the globe, to Porsche's 959 and its racing version the 961, and in part to the Nissan Skyline. In this atmosphere, to take their turbo-engined 993 racing, Porsche developed the rearwheel drive GT. The deletion of the all-wheel drive also brought with it the benefit of significant weight savings to the competition car. To qualify the car for racing, a few street-legal variants were created for homologation purposes, which are now highly prized and valued by collectors. The interior treatment of the GT2 is similar to that of the sibling Carrera RS. The fenders of the Turbo have been cut back and replaced with bolt-on plastic pieces to accommodate large racing tyres and to help ease the repairs of damage to the fenders that are an often recurring event in auto racing.

Until 1997, the street-legal version of GT2 racecar, named GT, had almost the same engine as the Turbo, but operated with higher boost pressure and generated a maximum power output of 430 PS (316 kW; 424 hp). In 1998 model year, a dual ignition system was added; power was raised to 450 PS (331 kW; 444 hp) at 6,000 rpm and 586 N⋅m (432 lbf⋅ft) of torque at 3,500 rpm. Only 57 road-legal variants were built.

The racing variants have different engine set-ups depending on the applicable racing series. By 1996, the factory-quoted power rating was 456 PS (335 kW; 450 hp) at 5,700 rpm and torque of 670 N⋅m (494 lb⋅ft) of torque at 5,000 rpm. Power output was as high as 600 PS (441 kW; 592 hp) in an "Evo" version designed for the GT1-series, of which only 11 cars were built before it was ultimately replaced by the midengine 911 GT1.

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911 Carrera RWB 90

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The Porsche 944 is a luxury sports car that was built by Porsche from 1982 to 1991. It used the 924 platform that remained in production until 1988. The 944 was intended to last into the 1990s, but major revisions planned for a 944 "S3" model were eventually combined into the 968 instead, which replaced the 944. The 944 was available in coupé or cabriolet body styles, with either naturally aspirated or turbocharged engines.

For the 1987 model year, the 944S "Super" was introduced. The 944S featured a high performance normally aspirated, dual-overhead-cam 16-valve 190 PS (140 kW; 187 hp) version of the 2.5 L engine (M44/40) featuring a self-adjusting timing belt tensioner. This marked the first use of four-valve-per-cylinder heads and DOHC in the 944 series, derived from the 928 S4 featuring a redesigned camshaft drive, a magnesium intake tract/passages, magnesium valve cover, larger capacity oil sump, and revised exhaust system. The alternator capacity was 115 amps. The wheel bearings were also strengthened and the brake servo action was made more powerful. Floating 944 calipers were standard, but the rear wheel brake circuit pressure regulator from the 944 turbo was used. Small '16 Ventiler' script badges were added on the sides in front of the body protection mouldings. Performance was quoted as 0 – 100 km/h (62 mph) in 6.5 seconds (Best) and a 232 km/h (144 mph) top speed due to a 2857 lb weight. It also featured an improved programmed Bosch Digital Motronic 2 Computer/DME with dual knock sensors for improved fuel performance for the higher 10.9:1 compression ratio cylinder head. Like the 944 Turbo, the 944S received progressive springs for greater handling, Larger front and rear anti-roll bars, revised transmission and gearing to better suit the 2.5 L DOHC higher 6800 rpm rev limit. Dual safety air bags, limited-slip differential, and ABS braking system were optional on the 944S.

A Club Sport touring package (M637) was available as was the lightweight 16 inch CS/Sport Fuch 16x7 and 16x9 forged alloy wheels. This SC version car was raced in Canada, Europe and in the U.S. IMSA Firehawk Cup Series. Production was only during 1987 and 1988. It was superseded in 1989 by the 'S2' 944 edition. The 1987 944S power-to-weight ratio was such that it was able to accelerate from 0 to 62 mph in 6.5 seconds thus matching the acceleration of its newer larger displacement 3.0 L 944 S2 sibling.

944 Turbo S 88

959 '86

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With 0 to 100 km/h (62mph) in 3.70 seconds, a maximum top speed of 200 mph (322 km/h), a curb weight of 3197 lbs (1450 kgs), the 959 has a turbocharged Boxer 6 cylinder engine, Petrol motor, with the engine code 959.50.
This engine produces a maximum power of 450 PS (444 bhp - 331 kW) at 6500 rpm and a maximum torque of 500.0 Nm (368 lb.ft) at 5000 rpm. The power is transmitted to the road by the all wheel drive (AWD) with a 6 speed Manual gearbox.
On the topic of chassis details responsible for road holding, handling behavior and ride comfort, the 959 has Coil springs. Double wishbones. Anti-roll bar. front suspension and Coil springs. Double wishbones. Anti-roll bar. rear suspension. For stopping power, the 959 braking system includes Vented Discs at the front and Vented Discs at the rear.
The 959 model is a Coupé car manufactured by Porsche, sold new from year 1987.

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The early 1980s were a challenging time for performance cars in the U.S. due to ever-increasing EPA regulations. So challenging, in fact, that the 911 Turbo--known as the 930 in America-- was withheld from the U.S. and Japanese markets until 1986. The flared wheelarches and whale-tail were definitive characteristics of the 911 Turbo. Despite its evident turbo-lag, the 296 horsepower, air-cooled, flat-six delivered aggressive performance and strong acceleration. Power was delivered through a four-speed, though a five-speed was available in the lesser, non-turbo Carrera. While 911’s have always been born--perhaps blessed--with oversteer, when coupled with the turbo-lag, the car could be more than a handful when accelerating through a corner. It’s hard to believe at this time some at Porsche considered letting the 928 replace the 911. Thanks to Peter W. Schultz, then CEO of Porsche, the 911’s future was ensured and thus the continued success of the iconic 911 line and the company maintained.

911 Turbo 3.3 86

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Revealed at the 1972 Paris Auto Show, the Carrera 2.7 RS was a special model used to homologate the 911 in Group 4 racing. Developed from the 911S, the 2.7 was more potent in almost every area. Compared to the standard Carrera, the 2.7 RS featured a larger engine, wider flares to accommodate the Fuchs alloy wheels, stiffened suspension, larger brakes and a ducktail rear spoiler. With the use of a Nikasil coating on the cylinder walls, the 2.4 unit could be bored out to a capacity of 2687 cc, but the standard valve train was retained. At the time, this became the largest engine available on a Porsche and was good for 210bhp at 6300rpm. And with a taller 4th and 5th gear, the top speed was increased to 152mph. Initial production for the 2.7 was only 500 cars and it sold out almost immediately. Three versions were available, including a lightweight Sports trim, Race Trim or more opulent Touring trim for the road. The lightweight version was substantially lighter with thin-gauge body panels, lighter windows and a stripped out interior. Production began in April of 1972 and finished in July of the same year with 1580 total cars. Around 1300 of these were the standard Touring model.

911 Carrera RS 27 Touring 72

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In the late 1960s, Porsche was actively seeking a replacement for its popular entry-level car, the 912. Based on a convoluted agreement between Porsche and Volkswagen, dating back to the founding of both brands, Porsche had been contracted to create a new model that could serve both companies. The cars would share a body, but would have different, brand-specific engines and performance characteristics.

Sadly, this plan didn’t make good business sense for either company. Porsche felt that releasing the car would water down the exclusivity of their brand, and VW didn’t want to lend its economies of scale to production of a superior and competitive vehicle.

Eventually, a worst-case scenario compromise was reached. In Europe, both cars—a mild VW-engined four-cylinder and high-output Porsche-engined six-cylinder (the 914)—were marketed under the combined VW/Porsche rubric. “This caused quite some image problems,” says Dieter Landenberger, the manager of Porsche’s historical archives in Stuttgart, Germany. “For many people it was ‘the people’s Porsche,’ the volksPorsche, like the Volkswagen. They didn’t accept the 914 as a ‘true’ Porsche.” Sales suffered.

914/6 70

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The 1955 Porsche 550/1500 RS, better known as the 550 Spyder, was the first purpose-built race car by Porsche. The little car from Stuttgart dominated the 1.5L class and even threatened the larger engines for outright victory, especially on twisty roads such as the Nurburgring and Targa Florio, quickly earning the nickname Giant Killer.

This model represents serial number 0016 thru 0044 as they left the factory as the first commercial units for privateers in 1955. The 550 features responsive steering, lightweight materials, short braking distance and virtually no body roll thanks its low center of gravity and suspension design. However, it is also renown for its pronounced oversteer tendency, which can be a handful to tame on natural rubber bias-ply tires.

The 550 successes rapidly established Porsche as prestigious racing marque. The roots of Porsche's racing division victories thru the 60's, 70's and even 80's can be traced back to this car design. The 550 innovative mid-engine layout, the gutsy 547 Carrera engine, its agility and reliability would evolve into a formidable lineage with offsprings such as the 718, 906, 910, 917 and 956.

550/1500 RS Spyder

718 Cayman GT4 19

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The new 718 Cayman GT4 Clubsport represents pure motorsport. The recipe is well known and proven: lightweight, well-balanced performance. Whether driving it at a track day or in wheel-to-wheel competition, it is in its element. But be careful: the more you drive it, the less you want to stop. The new 718 GT4 Clubsport is more than a commitment to the racetrack, it is a declaration of addiction to motorsport.

The Engine:
What drives us can also make us dependent. Such as? The new six-cylinder horizontally opposed engine with an output of 425hp (313kW) and 7,500rpm. Sounds cool? It certainly is. Because the race-optimized water cooling with thermal management ensures the optimum water temperature – for even more efficient engine and transmission performance.

The Chassis:
Close to the grid. And even closer to the feeling of never wanting to get out again: the new 718 Cayman GT4 Clubsport. Its chassis? Stiffness-optimized. Uneven surfaces on the track? Perfectly levelled, thanks to the racing three-way shock absorbers in the "competition" version and fixed shock absorbers in the "track day" version. The result? The race car becomes one with the track, with the driver and with speed.

The Body:
The new 718 Cayman GT4 Clubsport has a lightweight body. Made from sustainable materials – for even more sustainable motorsport, the driver and passenger doors are made of natural fiber composites. As is the fixed rear wing with gooseneck connection, integrated sideblades and aluminium supports. The center of gravity of this extreme Cayman is in the middle of the car – facilitating rapid load changes and even faster lap times. The sporty finale: the modified Cayman GT4 cockpit with center console designed specifically for motorsport, coupled with enhanced functionality and adapted usability. The rest is silence, at least among the rivals of the new 718 Cayman GT4 Clubsport.

The Safety:
The most important thing when gripped by driving fever: self-control. And for us, we’ve considered control well in advance. The new Cayman GT4 Clubsport meets all the applicable FIA safety requirements. The "competition" version therefore has an extinguishing system in accordance with FIA regulations, while the "track day" version is equipped with a hand-held fire extinguisher. The fore/aft adjustable Recaro racing seat with customizable padding system can be optimally positioned to suit the driver. The welded roll cage, removable roof section and six-point racing safety harness, as well as the crash- and weight-optimized positioning of the battery and system control unit, ensure maximum safety.

The Brakes:
Who would have thought it? Even braking can be addictive. Especially when deceleration can be executed as accurately as with the new 718 Cayman GT4 Clubsport, with six-piston aluminium racing brake calipers and “anti-knock-back” piston springs. For even greater inherent stability and excellent pressure response, even at high loads.

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The new 935 is powered by a state-of-the-art 3.8-litre six-cylinder twin-turbo engine, which is largely identical to the high-performance standard unit mounted in the road-legal 911 GT2 RS. Power is transferred to the rear engine via a seven-speed Porsche Doppelkupplung (PDK) with rigid gearbox suspension at the 310-millimetre-wide rear axle. Like in the GT road models of the 911, the driver changes gears via conveniently positioned shift paddles on the steering wheel. Typical of the 911, the weight distribution ensures excellent traction and braking performances. Six-piston aluminium monobloc racing callipers on the front axle in combination with internally ventilated and grooved steel brake discs with a 380-millimeter diameter provide excellent deceleration values at the front axle. The rear axle is fitted with four-piston callipers and 355-millimeter discs.

Like the road-legal 911 GT2 RS, the 1,380-kilogram 935 is equipped with PSM (Porsche Stability Management) including traction control as well as an anti-lock braking system (ABS). Thanks to a so-called map switch, these assistance systems can be adjusted separately or switched off completely, depending on the driving situation.

935 GT2 19

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gt3 rsr 15

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The Porsche 911 RSR and its predecessor GT3 RSR, GT3 RS and GT3 R are a line of GT racing cars produced by Porsche that are used in motorsport for endurance races. They are based on the currently highest class in GT racing worldwide, the GTE class from ACO. These regulations lead back to the concept of a GT3 class below the then Group GT1 and GT2 from 1998. After the discontinuation of the GT1 class, the planned GT3 class was from 1999 at the ACO as a GT class below the GTS, as well advertised by the FIA from 2000 as N-GT. After the alignment of the GT rules between FIA and ACO in 2005, this class was renamed GT2 class. When the FIA's GT2 European Championship failed and the participants in the GT1 class at the 24 Hours of Le Mans dwindled, the ACO renamed the GT2 class GTE in 2011 and divided it into GTE-Pro for professionals and GTE-AM for amateurs. Over the years, Porsche was continuously represented in this class with different series of the 911.

In addition, the Porsche 911 also served as the basis for the higher classes with the Porsche 911 GT1 and Porsche 911 GT2. Since 2006, Porsche has been represented in the newly formed GT3 class with the Porsche 911 GT3 R, which, in contrast to the factory sport of the GTE class, is geared towards customer racing and is based on the one-make cup vehicle of the Carrera and Supercup.

The motorsport cars are built together with all other motorsport cars from Porsche in the manufactory of the Motorsport Center in Weissach.

gt3 rsr 14

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The motorsport cars are built together with all other motorsport cars from Porsche in the manufactory of the Motorsport Center in Weissach.

gt3 rsr 13

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For 2013, the new 911 RSR race car, running in the WEC LM-GTE class, is characterized by significant lightweight design and sophisticated aerodynamics. The exceptional vehicle styling honors a very special anniversary: From a bird's eye perspective, the numbers 50 and 911 are visible. These stand for 50 years of the Porsche 911. The Porsche AG Team Manthey works squad will exclusively field two Porsche 911 RSR race cars in the World Endurance Championship's 2013 season including the 24 Hours of Le Mans. The car will not run in a North America series for 2013.

The new 911 RSR, which is based on the seventh generation of the iconic 911 sports car, follows in the footsteps of its successful predecessor, the 911 GT3 RSR (type 997). As with the production vehicle, the wheelbase grew by about ten centimeters, or four inches. A new wishbone front suspension replaces the previously used McPherson struts. Another new development from Porsche Motorsport is the particularly lightweight racing gearbox. The six gears are selected via paddles on the steering wheel. The 460 hp, 4.0-litre six-cylinder boxer engine was taken from the predecessor and optimized in detail.

911 gt3 cup 12

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The 2012-spec Porsche 911 GT3 Cup is based on the lightweight 911 GT3 RS (997) street sports car. The power unit is largely identical to the production engine of the 911 GT3 RS with the same output of 450 bhp and the same maximum engine speed of 8,500 rpm. A race exhaust system with a controlled catalytic converter keeps emissions to a minimum.

The flared wheel arches at the front axle accommodate light alloy rims measuring 9.5Jx18 with 25/64-18 Michelin race tyres. The light alloy rims at the rear measure 12Jx18 with 30/68-18 tyres. Depending on the type of racing, the Porsche 911 GT3 Cup features different rim specifications. The blade-type anti-roll bars at the front and rear are adjustable in seven positions allowing an extremely precise set-up for each race track. Exclusive to the Porsche Mobil1 Supercup which runs as support to Formula 1 is the PCCB Porsche Ceramic Composite Brake. This is also available for Porsche's road models. Compared to the composite cast brakes in the Carrera Cups and the GT3 Cup Challenges, PCCB reduces the weight of the car by around 20 kilograms.

The cockpit of the Porsche 911 GT3 Cup caters for the needs of the driver. The controls for the info display are positioned on the steering wheel which houses six switches. As in the production car, the reach and height of the steering wheel can be adjusted. The Porsche 911 GT3 Cup will be delivered to teams around the world from September and will be run in this specification for the 2012 and 2013 race seasons in selected one-make cup series. The price is 161,750 Euro plus value-added tax of the respective countries.

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997 gt3 cup 11

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With the Porsche 911 GT3 R, Porsche customer teams all over the world race from one success to the next. Again last year the racer based on the 997 model generation racked up another victory at the Dubai 24 hour race. The track of the front axle was widened by 60 mm, with the rear axle track growing by 55 mm. The width of the front rims is now twelve instead of 10.9 inches. The wheelbase of the latest 911 GT3 R grew by 10 millimetres. The highly efficient four-litre six-cylinder flat engine has an output of approx. 368 kW (500 hp). The Porsche six-speed sequential dog-type gearbox with pneumatic shift system is operated via shift paddles on the steering wheel. This technical solution allows very fast and smooth gear changing � an advantage for higher operational reliability and greater durability.

911 gt3 r 11

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The new Porsche 911 GT3 R based on the 997 model generation heads into the 2013 motorsport season with extensive modifications. With its widened fender flares front and rear, the successful customer sport racer, fielded in the GT3 classes, looks considerably brawnier than its predecessor. The new aerodynamics generates substantially more downforce, allowing for higher cornering speeds and later braking points. The wider track and the adapted wheels provide additional improvement in traction.

Following the Porsche 911 GT3 Cup, 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.

911 gt3 r 10

997 gt3 rsr 07

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The Porsche 911 997 GT3 RSR race car. The RSR is the fastest customer 911s available and is eligible for numerous championships and events up to and including the Le Mans 24 hours. Based on the 997-shaped 911.

The race car takes numerous styling cues from its road going cousins. It has flared front and rear wheel arches and openings in the wheel arches that echo the 911 Turbo road car. The air scoop on the engine cover is also reminiscent of the 911 GT2 RS road car.

The GT3 RSR can be raced at the Le Mans 24 Hours, the FIA World Endurance Championship, the Le Mans Series, the American Le Mans Series as well as the International GT Open and in other series and races.

19 MAR 2023 modbase update:
-Fully Compaitable v10 tyres.

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911 gt3 cup 05

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The Porsche 911 GT3 Cup (996) made its debut exclusively in the 2005 Porsche Supercup - and immediately took off on a success streak, setting new records on all circuits the fastest international makes cup of the world visited. From 2006 Porsche delivered the GT3 Cup successively to all one-make racing series around the globe. For 2007 the factory at Zuffenhausen and the motorsport centre Weissach produced the record number of 233 units of the near-standard racer.

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996 gt2 rsr 00

911 gt1 97

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The 911 GT1, which was officially launched and completed its first test drives at the start of March, is already enjoying great popularity among BMW Motorsport customers. The first cars have been delivered to private BMW teams, who will prepare them for use in various national and international championships.

The largest difference between production and racing car can be found under the bonnet: while the production version of the BMW Z4 is driven by a six-cylinder engine, the GT3 car is powered by a 4.0-litre eight-cylinder engine similar to the unit used in the BMW M3 GT2. This powerful heart produces over 500 bhp. Its excellent performance characteristics and good torque curve make the base engine from the production version of the BMW M3 predestined for use in motorsport.

The fitting of the V8 engine had a considerable influence on the development of the BMW Z4 GT3. Initially, design-space examinations were performed using CATIA V5 design software, in order to place the engine in the ideal position and meet racing specifications. The engineers then added all the other components.

When it comes to electronics, the private teams can look forward to innovative BMW solutions, which have already been tried and tested on the BMW M3 GT2: the modern ECU408 takes over the engine management, while the Power400 electronic control unit is responsible for controlling all the actuators. The power is transmitted through a six-speed, sequential gearbox with �Quick Shift� function.

The front axle of the BMW Z4 GT3 is a completely new design, based on a series concept. It is equipped with a tubular stabiliser bar with adjustable blades. The rear axle is designed as a longitudinal link axle, as with the series version of the BMW Z4. During the development, BMW Motorsport engineers worked hand in hand in other areas with their colleagues from series production. This allowed them to access calculations from the field of computational fluid dynamics (CFD) when designing the car�s aerodynamics. Furthermore, tests were also carried out in the wind tunnel and on the BMW Group�s test benches.

Front and rear wings, bonnet, roof, fender and many other components are made of carbon fibre reinforced plastics (CFRP). Using this lightweight, torsion-resistant material contributed significantly to reducing the weight of the BMW Z4 GT3 to 1,200 kilograms.
As with all cars in the BMW customer racing range, the emphasis was also put on cost-efficiency when developing the BMW Z4 GT3. As a result, the car offers a very good cost/performance ratio and gives private teams the opportunity to participate in affordable motorsport at the highest level.

RS Spyder Evo

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Over the years Porsche have built a rock solid reputation in sportscar racing with a collection of victories that is unmatched. This is something to cherish, but it also sets the bar very high for every new Porsche racing car; anything but winning can be considered a failure. Complementing all the know-how gathered over the years, the one thing that is required to make a car really successful is proper funding. At the end of the 1990s Porsche decided that funding was better spent on a brand new model than on a replacement for the 1998 Le Mans winning 911 GT1 EVO. The purists were horrified to learn that Porsche had abandoned a V10 engined sports racer in favour of a Sports Utility Vehicle. From a business perspective this new strategy proved to be the right one and the Cayenne really turned Porsche's fortunes around.

The motorsport department was not shut down completely and concentrated on the production of racing variants of the 911 model. Campaigned by privateers (often with factory support), these 911 GT3s were highly successful and took a class win at Le Mans seven years running. With the financial problems resolved, it was time for Porsche to increase the motorsport program once again. At that time sportscar racing was made up of two classes; LMP1 and LMP2. The differences between the classes were limited with the P1 intended for manufacturers and the P2 class for privateer teams. After having a close look at the regulations, the German manufacturer concluded that the P1 regulations favoured diesel engines too much, so they decided to develop a P2 racer for privateers to run. Porsche did not sell diesel engined cars and clearly had no intention to do so in the future.

Internally known as the 9R6, the new Porsche racer was christened RS Spyder. The design followed a familiar pattern of a carbon fibre monocoque with double wishbones at every corner. It did distinguish itself from the competition by using the specifically developed 3.4 litre V8 engine as a full load bearing member of chassis. Breathing through the mandatory restrictors this 'MR6' engine developed a quoted 480 bhp. It was mated to a six speed gearbox operated by paddles behind the steering wheel. The package was rounded off by a carbon fibre body of a very conventional design. The total package weighed in at the minimum weight of 750 kg. After extensive testing throughout 2005, the RS Spyder was ready in time to debut in the American Le Mans Series (ALMS) for the season's final round at Laguna Seca.

919 Hybrid 2014

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The Porsche 919 Hybrid is a Le Mans Prototype 1 (LMP1) racing car built and used by Porsche in the 2014, 2015, 2016 and 2017 seasons of the FIA World Endurance Championship. It has a two-litre (120 cu in) 90-degree V4 mid-mounted mono-turbocharged petrol engine that produces 500 hp (370 kW) and acts as a chassis load-bearing member - and two separate energy-recovery hybrid systems to recover thermal energy from exhaust gases and convert kinetic energy into electrical energy under braking for storage into lithium-ion battery packs. In accordance with the 2014 regulations, the vehicle was placed in the 6 MJ (1.7 kWh) class.

On 4 March 2014, the 919 Hybrid was shown to the press for the first time during the Geneva Motor Show. Porsche supplied two cars, driven by six drivers, for the season. Romain Dumas, Neel Jani, and Marc Lieb won three pole positions and the season-ending 6 Hours of São Paulo as Timo Bernhard, Brendon Hartley and Mark Webber helped the team to finish third in the World Manufacturers' Championship.