Porsche is preparing a facelift for all the 911 models. The design will be inspired by the one used in the newly-launched Cayenne. The 2009 Carrera will compete with the latest model from Maserati, the GranTurismo, and also with the Aston Martin V8 and BMW M6.
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.
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.
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".
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.
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 V8 Vantage was designed as an anti-911 affordable Aston Martin that has to make the brand profitable by increasing sales. Also it is a high-performance sports car, yet with predictable handling and sharp engine response, it also offers good visibility and easy to use controls that make it comfortable in city, on country roads or even on the race track. All these features make the V8 Vantage be the first Aston Martin that can serve as a weekday working car, not only as a weekend treat.
The V8 Vantage is equipped with a brand new all alloy, quad overhead camshaft, 32 valves, 262 cui V8. The front-mid mounted engine offers variable inlet camshaft timing, dry sump lubrication system and a fully catalysed stainless steel exhaust system with active bypass valves.
Designed and built by Aston Martin the V8 engine offers both flexibility and outright performance. With 380 bhp at 7,000 rpm it delivers an outstanding aural experience, as expected of an Aston Martin and a potential maximum speed of 175 mph. The massive power is not the only reason for the performance of the V8 Vantage. The front mid-engine position and the dry sump lubrication system allow the engine to lower the car’s centre of gravity.
The V8 is matched with a rear mid-mounted 6-speed Graziano manual gearbox with great chosen gear ratios, that optimally exploit the engine. The transmission is continued with an extremely light carbon-fiber propeller-shaft and a limited slip differential
Like all BMW vehicles bearing the “M“ logo, the M6 has been developed by BMW M, the BMW subsidiary for racing and high-performance automobiles. BMW M’s approach to developing its vehicles is famous, well defined and consistent.
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.
Like the 6-cylinder M3 engine, the M6’s V-10 was conceived to exploit high engine speeds in the quest for the highest performance. Its maximum power of 500 hp is achieved at 7750 rpm, its maximum torque of 383 lb-ft. at 6100 rpm. This strategy, which avoids extreme torque and instead lets the driver extract maximum results by “revving,” allows the use of relatively light, low-mass reciprocating components inside the engine; in turn, this helps keep overall vehicle weight in check and optimize front/rear weight distribution.
The new Maserati GranTurismo, styled by Pininfarina, will make its worldwide debut at the Geneva Motorshow.
The Maserati GranTurismo is a muscular and sporty car, that can be enjoyed every day and at the same time is engaging for the driver. Its excellent handling and sportiveness makes it a point of reference in its category. The Maserati GranTurismo is built with particular attention to comfort, choice of materials and details and with enough room for four people, as only Maserati can do.
The new Maserati GranTurismo is a high-performance sports car, exciting to drive with a 4.2 liter V8 engine, delivering 405 HP, and a weight distribution of 49% at the front and 51% at the rear. It is fitted with an automatic gearbox and equipped with an adaptive control system which adjusts the gear-shifting mode to the driving style and the driving conditions.