Porsche: 911 News
#803
Your Friendly Canadian
Join Date: Dec 2007
Location: Toronto, Ontario
Age: 31
Posts: 17,431
Received 1,485 Likes
on
1,049 Posts
That roofline, w/ wider rear... ![Jack](https://acurazine.com/forums/images/smilies/jack.gif)
I don't think we'll see Porsche ditching the MT anytime soon. I read somewhere that they skipped offering PDK on the GT3 simply out of principle, and from what I've heard PDK is one of the best around.
![Jack](https://acurazine.com/forums/images/smilies/jack.gif)
I don't think we'll see Porsche ditching the MT anytime soon. I read somewhere that they skipped offering PDK on the GT3 simply out of principle, and from what I've heard PDK is one of the best around.
#805
Suzuka Master
This beauty made me a believer in PDK but at the end of the day, I was still happy with my 3 pedals.
![](http://img151.imageshack.us/img151/6936/imag0104o.jpg)
#806
Midnight Marauder
IDK Turbo S is only available in PDK. Bottom line is statistically speaking, PDK is superior to MT, no human can adapt and adjust as fast as a computer. I had a blast test driving PDK, the rev-matching is so much fun and Sports Plus setting on the chrono was as exciting for me as driving a Gallardo.
This beauty made me a believer in PDK but at the end of the day, I was still happy with my 3 pedals.
![](http://img151.imageshack.us/img151/6936/imag0104o.jpg)
This beauty made me a believer in PDK but at the end of the day, I was still happy with my 3 pedals.
![](http://img151.imageshack.us/img151/6936/imag0104o.jpg)
#807
E92
IDK Turbo S is only available in PDK. Bottom line is statistically speaking, PDK is superior to MT, no human can adapt and adjust as fast as a computer. I had a blast test driving PDK, the rev-matching is so much fun and Sports Plus setting on the chrono was as exciting for me as driving a Gallardo.
This beauty made me a believer in PDK but at the end of the day, I was still happy with my 3 pedals.
![](http://img151.imageshack.us/img151/6936/imag0104o.jpg)
This beauty made me a believer in PDK but at the end of the day, I was still happy with my 3 pedals.
![](http://img151.imageshack.us/img151/6936/imag0104o.jpg)
#808
Suzuka Master
#810
I feel the need...
Don't mind the mid-engine placement, in fact I love it. About to throw the towel in on my on-again, off-again search for an ultra low mileage, unmodded 2002-05 NSX, they simply don't exist. Curious to see this new puppy finally - and the next NSX, HSV whatchamacallit ghost car.
Finally doing a World Class Driving event with my best man this year, that ought to shed some light on my final choice, or not.
![Fluffy](https://acurazine.com/forums/images/smilies/fluffy.gif)
#811
Senior Moderator
![Post](https://acurazine.com/forums/images/icons/icon1.gif)
![what](https://acurazine.com/forums/images/smilies/what.gif)
Press release...
The 911 GT3 RS, one of Porsche's most popular, coveted and successful track-inspired production cars, has been given a final, thrilling injection of thoroughbred motorsport technology resulting in the 2011 Porsche 911 GT3 RS 4.0. Limited to 600 vehicles worldwide, the 911 GT3 RS 4.0 brings together in a sports car the attributes that have made the Porsche 911 GT3 a consistent winner on the race track.
The motorsport-derived 4.0-liter engine, already the highest displacement 911 engine ever, also features the highest per-liter output -- 125 horsepower (hp) per liter -- from a naturally aspirated Porsche flat-six engine. The engine uses forged pistons, the connecting rods are fashioned from titanium, and the crankshaft has been lifted unchanged from the 911 GT3 RSR race car. It achieves its maximum power of 500 hp at 8,250 rpm. Maximum torque of 339 ft/lbs is reached at 5,750 rpm.
The 911 GT3 RS 4.0 offers truly impressive performance, lapping the famed Nürburgring-Nordschleife in 7 minutes and 27 seconds. Available exclusively with a six-speed manual transmission, the 911 GT3 RS 4.0 sprints from 0 to 60 mph in only 3.8 seconds, and with its gearing designed for the race circuit it reaches the 124 mph mark on the race track in under 12 seconds.
The 911 GT3 RS 4.0's outstanding driving dynamics come from numerous, meticulously coordinated details. In addition to using suspension components typically encountered in motor racing, weight reduction is also of supreme importance. Equipped as standard with lightweight components such as light but strong carbon fiber sport bucket seats, carbon fiber front fenders and luggage compartment lid, and weight-optimized carpets, the two-seater's ready-for-action weight is just 2,998 lbs with a full fuel tank. The 911 GT3 RS 4.0's power-to-weight ratio is 5.99 lbs/hp.
This limited edition 911 is painted Carrara White as standard and emphasizes its proximity to motor racing by its dynamic appearance. Signature characteristics are the wide track, the low vehicle position, the large rear wing with side plates, central twin tailpipe, and the aerodynamically optimized body. Air deflection vanes mounted on either side of the front bumper – called 'flics' or dive planes – make their first appearance on a production Porsche. They create increased downforce on the front axle, and together with the steeply inclined rear wing, provide aerodynamics on par with its performance capabilities. As a result, at the 193 mph top track speed, aerodynamic forces exert an additional 426 lbs of downforce, thus pushing the 911 GT3 RS 4.0 onto the road.
With a manufacturer's suggested retail price starting at $185,000 (excluding destination), the new Porsche 911 GT3 RS 4.0 goes on sale in the United States in late 2011.
The motorsport-derived 4.0-liter engine, already the highest displacement 911 engine ever, also features the highest per-liter output -- 125 horsepower (hp) per liter -- from a naturally aspirated Porsche flat-six engine. The engine uses forged pistons, the connecting rods are fashioned from titanium, and the crankshaft has been lifted unchanged from the 911 GT3 RSR race car. It achieves its maximum power of 500 hp at 8,250 rpm. Maximum torque of 339 ft/lbs is reached at 5,750 rpm.
The 911 GT3 RS 4.0 offers truly impressive performance, lapping the famed Nürburgring-Nordschleife in 7 minutes and 27 seconds. Available exclusively with a six-speed manual transmission, the 911 GT3 RS 4.0 sprints from 0 to 60 mph in only 3.8 seconds, and with its gearing designed for the race circuit it reaches the 124 mph mark on the race track in under 12 seconds.
The 911 GT3 RS 4.0's outstanding driving dynamics come from numerous, meticulously coordinated details. In addition to using suspension components typically encountered in motor racing, weight reduction is also of supreme importance. Equipped as standard with lightweight components such as light but strong carbon fiber sport bucket seats, carbon fiber front fenders and luggage compartment lid, and weight-optimized carpets, the two-seater's ready-for-action weight is just 2,998 lbs with a full fuel tank. The 911 GT3 RS 4.0's power-to-weight ratio is 5.99 lbs/hp.
This limited edition 911 is painted Carrara White as standard and emphasizes its proximity to motor racing by its dynamic appearance. Signature characteristics are the wide track, the low vehicle position, the large rear wing with side plates, central twin tailpipe, and the aerodynamically optimized body. Air deflection vanes mounted on either side of the front bumper – called 'flics' or dive planes – make their first appearance on a production Porsche. They create increased downforce on the front axle, and together with the steeply inclined rear wing, provide aerodynamics on par with its performance capabilities. As a result, at the 193 mph top track speed, aerodynamic forces exert an additional 426 lbs of downforce, thus pushing the 911 GT3 RS 4.0 onto the road.
With a manufacturer's suggested retail price starting at $185,000 (excluding destination), the new Porsche 911 GT3 RS 4.0 goes on sale in the United States in late 2011.
#812
Senior Moderator
http://www.porsche.com/microsite/911gt3rs4/
<object width="640" height="390"><param name="movie" value="http://www.youtube.com/v/RXHNJGf3A5k?fs=1&hl=en_US"></param><param name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src="http://www.youtube.com/v/RXHNJGf3A5k?fs=1&hl=en_US" type="application/x-shockwave-flash" width="640" height="390" allowscriptaccess="always" allowfullscreen="true"></embed></object>
<object width="640" height="390"><param name="movie" value="http://www.youtube.com/v/RXHNJGf3A5k?fs=1&hl=en_US"></param><param name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src="http://www.youtube.com/v/RXHNJGf3A5k?fs=1&hl=en_US" type="application/x-shockwave-flash" width="640" height="390" allowscriptaccess="always" allowfullscreen="true"></embed></object>
#813
Senior Moderator
![](https://www.blogcdn.com/www.autoblog.com/media/2011/04/01-porsche-911-gt3-rs-40.jpg)
![](https://www.blogcdn.com/www.autoblog.com/media/2011/04/03-porsche-911-gt3-rs-40.jpg)
![](https://www.blogcdn.com/www.autoblog.com/media/2011/04/02-porsche-911-gt3-rs-40.jpg)
![](https://www.blogcdn.com/www.autoblog.com/media/2011/04/05-porsche-911-gt3-rs-40.jpg)
![](https://www.blogcdn.com/www.autoblog.com/media/2011/04/06-porsche-911-gt3-rs-40.jpg)
#814
Senior Moderator
500 hp!!!! holy crap. I want.
#815
Senior Moderator
Available exclusively with a six-speed manual transmission
![Drool](https://acurazine.com/forums/images/smilies/drool.gif)
![Thumbs Up](https://acurazine.com/forums/images/smilies/thumbsup.gif)
![Woot](https://acurazine.com/forums/images/smilies/woot.gif)
#816
Senior Moderator
I also like how they kept the "race" accoutrements subtle. I mean, no huge "RS" emblazoned across the entire side of the car.
#818
Senior Moderator
I swear, I'd blow up a few robots to own this car. No lie.
![what](https://acurazine.com/forums/images/smilies/what.gif)
#821
spooge! it's everywhere!
#822
My first Avatar....
damn you Porsche!
![Why Me](https://acurazine.com/forums/images/smilies/whyme.gif)
#823
Senior Moderator
Must admit, i like.
#826
Senior Moderator
![Bow](https://acurazine.com/forums/images/smilies/bow.gif)
<object width="640" height="390"><param name="movie" value="http://www.youtube.com/v/RXHNJGf3A5k&hl=en_US&feature=player_embedded&versi on=3"></param><param name="allowFullScreen" value="true"></param><param name="allowScriptAccess" value="always"></param><embed src="http://www.youtube.com/v/RXHNJGf3A5k&hl=en_US&feature=player_embedded&versi on=3" type="application/x-shockwave-flash" allowfullscreen="true" allowScriptAccess="always" width="640" height="390"></embed></object>
#828
Senior Moderator
![Doh](https://acurazine.com/forums/images/smilies/doh.gif)
Well, it was so good it was worth reposting.
![:O](https://acurazine.com/forums/images/smilies/embarrassment.gif)
#829
Safety Car
![Post](https://acurazine.com/forums/images/icons/icon1.gif)
More isn’t always better. We’ll agree in terms of power, but respectfully pass when we’re talking about weight. Transmission gears? We’re not sure. Some recent automatics have featured 7 and 8forward ratios (and ZF has even announced a 9-speed auto), but the maximum for traditional clutch-and-lever manual transmissions has been 6 for some time. That’s about to change, however, because we’ve confirmed from various corporate sources that Porsche will offer a 7-speed manual in the next-generation 911, a development we 1st reported last November.
The point is to offer a tall, 7th gear for improved efficiency and reduced engine noise during long cruises. The shifting experience is said to be similar to that of the current 6-speed manual—which we love—there’s just a bit more rowing to do, although, depending on the ratio spread, veteran Porsche drivers might also have to slightly tweak their thinking in terms of gear choice for upcoming corners. Unless something changes and the shift pattern is seriously wacky, though, we doubt anyone will get confused during hard driving, since 7th will hardly be anyone’s go-to gear for corner exit.
As to the next 911 itself, it carries the internal 991 designation and is scheduled to debut at the Frankfurt auto show this September. It will be based on the stretched architecture of the 996/997 and offer more rear seat space and a more comfortable, luxurious interior. Vehicle stability will be improved thanks to a longer wheelbase. Future generations of the 911, however, are expected to share many components with the next-gen Audi R8 and Lamborghini Gallardo as part of the VW Group’s highly flexible Modularer Sportbaukasten, or “modular sports architecture.” When and if this platform convergence happens, the 911 will keep its rear-engine layout, although the powerplant may nevertheless be moved forward significantly.
Porsche’s 7-speed manual only adds to the multiple gearbox options in the sports-car segment, which include dual-clutch, torque-converter, and modified automatics; traditional manuals; and even an entirely new single-clutch automatic in the Lamborghini Aventador. Will the 7-speed manual be offered by other automakers as well? At present, a supplier source tells us additional interest in the technology is limited.
#830
Interesting. Triple overdrive?!? Or five very closely spaced gears with double OD?
Hell, maybe the spacing will be so spot on that they won't need "overdrive" gears. I've always thought about it myself.... my car has enough torque that a 7th gear and changing up the ratios would make 7th gear perfect for ~75 mph cruising.
Hell, maybe the spacing will be so spot on that they won't need "overdrive" gears. I've always thought about it myself.... my car has enough torque that a 7th gear and changing up the ratios would make 7th gear perfect for ~75 mph cruising.
#831
Race Director
At present, a supplier source tells us additional interest in the technology is limited.
Will Porsche lovers warm up to sharing a drivetrain with an Audi/Lambo?
![Too Cool](https://acurazine.com/forums/images/smilies/toocool.gif)
#832
Race Director
It will be based on the stretched architecture of the 996/997 and offer more rear seat space and a more comfortable, luxurious interior.
![Too Cool](https://acurazine.com/forums/images/smilies/toocool.gif)
#834
I know people that shift 1-3-5 and my car automatically has the lockout to go from 1st to 4th. Cars with more low end torque are the ones that'll be able to take advantage of extra gears and more likely will need it the most, so why not?
I'm not sure if this will get popular myself since people who drive manuals are a niche themselves. But if more and more cars start adopting it, people will just adapt. People were fine with 4-speed manuals back in the day and some are even now. Doesn't mean more isn't better.
I'm not sure if this will get popular myself since people who drive manuals are a niche themselves. But if more and more cars start adopting it, people will just adapt. People were fine with 4-speed manuals back in the day and some are even now. Doesn't mean more isn't better.
#836
I drive a Subata.
iTrader: (1)
That black R34.............
![Drool](https://acurazine.com/forums/images/smilies/drool.gif)
#837
Whats up with RDX owners?
iTrader: (9)
Im interested to see how they handle the gear layout.
Ive never driven a Porsche, but Im assuming reverse is to the left and up, right? I wonder if theyll do a dog-leg shift pattern with first below reverse.
Ive never driven a Porsche, but Im assuming reverse is to the left and up, right? I wonder if theyll do a dog-leg shift pattern with first below reverse.
![Ponder](https://acurazine.com/forums/images/smilies/ponder.gif)
#838
Senior Moderator
Could be very handy to be the overdrive and shorten up the 4-6 ratios ever so slightly. 7th will be out of the equation for all driving until on the hwy so i dont see adding 1 more gear a issue.
#839
Suzuka Master
Yep, reverse is left and up. Sometimes it's notchy going into 1st when the engine is cold so I go straight to 2nd or else double pump the clutch going into 1st. I wish we had the R8 style gated gearbox, so tits.
#840
Senior Moderator
![Post](https://acurazine.com/forums/images/icons/icon1.gif)
Press release...
Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart, is widening the top end of its Carrera model line and pairing up each of the two 911 Carrera GTS with an all-wheel drive twin. That means that the 911 Carrera 4 GTS Coupé and Cabriolet will combine the 408 hp (300 kW) top of the range engine of the Carrera GTS family with the intelligent, all-wheel drive Porsche Traction Management (PTM). Driving dynamics are not the only source of attraction. Economics are as well. Thanks to Porsche Intelligent Performance the new all-wheel 911s consume no more than the equivalent Carrera 4S version, the Coupé remains at 11.0 l/100 km (25.7 mpg imp.) and the Cabriolet at 11.2 l/100 km (25.2 mpg imp.) respectively based on the New European Driving Cycle (NEDC). Moreover both of them boast an even more comprehensive standard equipment package compared with the Carrera 4S models.
The 911 Carrera 4 GTS power unit has its origins in the 3.8-litre, six-cylinder Carrera S engine. A wholesale revamping of the intake duct added 23 hp (17 kW), taking the power output to 408 hp (300 kW) at 7,300 rpm. The special aspiration system not only improves peak power output but flexibility and power development as well thanks to a more generous torque curve in the lower and middle engine speed range. 320 Newton metres kick in from as low as 1,500 rpm; the six-cylinder engine delivers its rated torque of 420 Nm in the broad engine speed range from 4,200 rpm and 5,600 rpm. The sports exhaust system fitted as standard ensures a distinctly sporty sound. It invests the new Carrera 4 GTS with an unmistakable acoustic signature and the rear view of its tail pipe with its unique black surface design lends it a unique character.
At full power the Carrera 4 GTS Coupé sprints to 100 km/h (62 mph) in 4.6 seconds, the Cabriolet in 4.8 seconds. The Carrera 4 GTS is fitted as standard with a six-speed manual transmission but the Porsche-Doppelkupplungsgetriebe (PDK) seven-speed is available as an option if desired. The PDK shaves an additional 0.2 seconds respectively off the acceleration times from 0 to 100 km/h (62 mph).
In the Carrera 4 GTS as well, PTM all-wheel drive stands for Porsche’s typical driving pleasure with even more driving stability, traction and agile handling. The PTM achieves this by directing the optimal proportion of the engine torque to the front wheels via a multiple-plate clutch. What’s more, just how single-mindedly the Carrera 4 GTS is designed for driving dynamics is evident from the use of a standard limited-slip differential. This mechanical rear differential lock contributes to the driving dynamics of the electronically controlled all-wheel drive system.
Visually, the new Carrera 4 GTS models with all-wheel drive differ in points of detail from earlier variants with rear-wheel drive: In addition to the type name on the doors and rear lid, the distinguishing characteristic of all models with all-wheel drive is the additional reflective stripe between the taillights. What the Carrera GTS models have in common is the 911’s wide body, otherwise reserved for the all-wheel version of the 911s, and the rear axle track width that goes with it. In numerous other details as well the GTS models differ both visually and technically from the other Carrera models. For example, they run on 19 inch RS Spyder wheels in black with central locking and gloss-lathed rim flanges fitted with 305/30 ZR 19 tyres on the rear axle.
Additional visual features include the Sport-Design front apron with black painted spoiler lip and special side skirts, also in black. Driver and passenger are accommodated on sports seats. Typical of the GTS, the emphatically sporty black Alcantara covering on centre panels, steering wheel rim, gearshift and handbrake lever, door handles and door storage box lid and extension are offered as standard in addition to a range of leather upholstery options.
The 911 Carrera 4 GTS Coupé, including country-specific equipment and VAT at 19 per cent, is offered in Germany at a price of 111,956 euro, the Cabriolet costs 122,071 euro. Both models will be on sale in Germany from July 2011.
The 911 Carrera 4 GTS power unit has its origins in the 3.8-litre, six-cylinder Carrera S engine. A wholesale revamping of the intake duct added 23 hp (17 kW), taking the power output to 408 hp (300 kW) at 7,300 rpm. The special aspiration system not only improves peak power output but flexibility and power development as well thanks to a more generous torque curve in the lower and middle engine speed range. 320 Newton metres kick in from as low as 1,500 rpm; the six-cylinder engine delivers its rated torque of 420 Nm in the broad engine speed range from 4,200 rpm and 5,600 rpm. The sports exhaust system fitted as standard ensures a distinctly sporty sound. It invests the new Carrera 4 GTS with an unmistakable acoustic signature and the rear view of its tail pipe with its unique black surface design lends it a unique character.
At full power the Carrera 4 GTS Coupé sprints to 100 km/h (62 mph) in 4.6 seconds, the Cabriolet in 4.8 seconds. The Carrera 4 GTS is fitted as standard with a six-speed manual transmission but the Porsche-Doppelkupplungsgetriebe (PDK) seven-speed is available as an option if desired. The PDK shaves an additional 0.2 seconds respectively off the acceleration times from 0 to 100 km/h (62 mph).
In the Carrera 4 GTS as well, PTM all-wheel drive stands for Porsche’s typical driving pleasure with even more driving stability, traction and agile handling. The PTM achieves this by directing the optimal proportion of the engine torque to the front wheels via a multiple-plate clutch. What’s more, just how single-mindedly the Carrera 4 GTS is designed for driving dynamics is evident from the use of a standard limited-slip differential. This mechanical rear differential lock contributes to the driving dynamics of the electronically controlled all-wheel drive system.
Visually, the new Carrera 4 GTS models with all-wheel drive differ in points of detail from earlier variants with rear-wheel drive: In addition to the type name on the doors and rear lid, the distinguishing characteristic of all models with all-wheel drive is the additional reflective stripe between the taillights. What the Carrera GTS models have in common is the 911’s wide body, otherwise reserved for the all-wheel version of the 911s, and the rear axle track width that goes with it. In numerous other details as well the GTS models differ both visually and technically from the other Carrera models. For example, they run on 19 inch RS Spyder wheels in black with central locking and gloss-lathed rim flanges fitted with 305/30 ZR 19 tyres on the rear axle.
Additional visual features include the Sport-Design front apron with black painted spoiler lip and special side skirts, also in black. Driver and passenger are accommodated on sports seats. Typical of the GTS, the emphatically sporty black Alcantara covering on centre panels, steering wheel rim, gearshift and handbrake lever, door handles and door storage box lid and extension are offered as standard in addition to a range of leather upholstery options.
The 911 Carrera 4 GTS Coupé, including country-specific equipment and VAT at 19 per cent, is offered in Germany at a price of 111,956 euro, the Cabriolet costs 122,071 euro. Both models will be on sale in Germany from July 2011.