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.
98.2012 Porsche 928 GT Coupe
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.
2012 Porsche 928 GT Coupe
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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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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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.
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.
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.
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.<
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