Porsche releases a very stylish special edition of its standard 3.6-litre 911 Carrera

By Henry Catchpole 25th January 2011

Any colour as long as it’s… This latest special edition 911 is based on the standard 341bhp, 3.6-litre Carrera Coupe or Cabriolet. It is painted in plain black as standard or Basalt Black metallic as an option. The wheels are 19-inch Turbo II items, also painted in glossy black. On the stainless steel door sills are the words ‘Black Edition’, while inside, the interior is bright green. Only kidding. As well as black leather owners get a SportDesign steering wheel and a badge on the glove box reminding them that it is one of a limited production run of just 1911. A BOSE Surround-Sound system is also fitted as standard.

The Black Edition costs £67,270 for the coupe and £74,958 for the cabriolet. While it looks very nice, we can’t help but feel it’s little more than a run-out model to boost sales before the next generation 911 is unveiled later this year.

Ultimate Turbo gets an extra 30bhp and a host of performance-enhancing kit. The result? McClaren F1-matching pace

Porsche could never be accused of not giving its customers what they want. The 911 is a case in point. The march of modernity should have steamrollered the fundamentally compromised old-timer decades ago, but Porsche’s loyal clientele had other ideas. And so the rear-engined icon lives on (and on), a testament to the power of evolution and the enduring spur of an audience hungry for more.

Well, ravenous actually. How else do you explain the new 911 Turbo S? The company line is that it’s merely responding to demand for a faster version of what already ranks as the fastest and most accelerative car in its current range, while at the same time, if not quite pulling the carpet from under the feet of the numerous tuning outfits who’d do it for them, giving it a big old tug.

Not that we’re complaining. In essence, the ‘S’ suffix, which Porsche has used twice before on previous-generation 911 Turbos in the latter part of their lifecycles, denotes a power and torque hike and a bundling of the performance-orientated options you’d have to pay more for on the regular 911 Turbo coupe and cabrio. Some rationalisation, too. No manual this time. This being the ultimate 997.2 version of the Turbo, it boasts the best possible figures, which means a PDK double-clutch seven-speed transmission with launch control and proper steering-wheel paddles.

It’s worth mentioning the headline stats now because, although only incrementally better than those of the already almost ridiculously rapid regular Turbo, they represent something of a landmark. Porsche claims a 0-62mph time of 3.3sec (or 3.1sec to 60). That’s as quick as a McLaren F1. It gets to 100mph in 7.1sec, barely half a second down on the Macca. All right, after that it steadily falls back, eventually topping out at 196mph. But in all real-world situations it delivers the same level of straight-line performance, which, when you think about it, is nuts. The McLaren MP4-12C will have its work cut out to do any better.

Power from the twin-turbocharged 3.8-litre flat-six is up from 493 to 523bhp supported by an extra 37lb ft of torque (permanently this time, not on overboost), taking the peak to 516lb ft. This has been achieved by increasing the boost pressure from 0.8 to 1.0bar and lightly reworking the vanes of the variable geometry turbos. There’s also a carbonfibre air intake manifold. Remarkably, though, fuel economy stays the same at 24.8mpg for the combined cycle. The four-wheel-drive hardware and Porsche Traction Management system, which incorporates a mechanical limited-slip differential, are unchanged.

An option on the regular Turbo but standard on the S is PTV, or Porsche Torque Vectoring, which manipulates the rear brakes to vary the drive to each wheel to achieve a more neutral cornering balance and enhance traction when pressing on. The S gets the Sport Chrono pack as standard, too, which includes launch control and gives keener throttle, damper and stability control settings at the touch of a button. Other permanent fixtures from the regular Turbo’s option list are the dynamic engine mounts for improved rigidity and transitional handling characteristics, ceramic composite brakes, dynamic cornering headlights, two-tone leather carbon-shelled sports seats and 19-inch RS Spyder design alloy wheels.

Having driven the 911 GT3 RS barely two weeks before stepping into the Turbo S, residual impressions of that car’s sublime responsiveness, precision and agility initially shone a rather negative light on the Turbo’s way of doing things, which, for the first few miles, seemed a little heavy-handed, aloof and inert. But it takes only a short straight for respect to fill much of the vacuum left by the absence of the RS’s intimacy and tactility. The thing is just monstrously fast. Bury the throttle and the immediate convergence of torque, bellowing exhaust blare and seamless PDK shifts hurls you down the road with such sustained violence its effect is palpably narcotic. You feel your body tense, you grip the wheel a little harder and you go for it, the massive lunges of acceleration punctuated by ever-later braking points as the truly colossal stopping power of the carbon ceramics hits home.

The Turbo S doesn’t understeer much, either, and it isn’t long before the cornering speeds seem as faintly ludicrous as the acceleration and braking – all the more so on roads left greasy by a procession of rain showers. Trail-brake and jump on the throttle early and you can really feel PTV doing its stuff. 911 Turbos have always been good at exit speeds but, in this one, the pace you can carry into a bend – and preserve – is almost comical.

No, it doesn’t have anything like the finesse of a GT3, but it does have the all-purpose, all-weather firepower to destroy any road you want to point it at. Guess that’s what the customers wanted, and, for a premium of £17,336 over the regular Turbo, that’s what they’ve got.

The Singer 911 is one company’s vision of the ultimate air-cooled Porsche 911 – or at least a technical starting point, ready to be personalised by the individual customer.
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Each car is built up from a fully road-legal, pre-1994 Porsche 911 and, says Singer Vehicle Design, can be ‘sportingly focused, luxurious, flamboyant, or as understated as desired’. We first wrote about the Singer Porsche 911 back in October 2009 but, since then, Singer has announced updates to the technical specifications and pricing for 2011.

While it’s impossible to give prices for the cars when such a huge variety of options is available, the starting point is to choose from three levels of engine capacity, character and power (300HP, 380HP and 425HP). From that, your bespoke specification grows, with a tantalising selection of transmissions, exhausts, suspension, brakes and so on.

In its second showing of its hybrid-powered supercar, the 918 Spyder, Porsche has gone from the street directly to the track. Instead of showing the rumored road-going coupe version of this high-end two seater, Porsche has infused this mid-engine V-8 hybrid exotic with a racing pedigree by transplanting the flywheel energy storage system from the 911 GT3 Hybrid racer to supplant the open car’s lithium ion battery pack, taking performance to even higher levels.
The Spyder concept translates well into a coupe—the car’s flowing lines are enhanced by the squat greenhouse that houses butterfly-opening doors. The doors themselves have huge roof cutouts similar to the Ford GT to ease ingress/egress. A large rear wing and the paint scheme are part of the race-ready appearance suggested by the RSR designation. The car, which features carbon fiber monocoque construction, is painted liquid metal chrome blue offset by orange brake calipers and striping similar to the Porsche 911 GT3 Hybrid racer.

At the heart of this concept is a 3.4-liter twin-turbo V-8 developed for the Porsche RS Spyder LMP2 racer, which is tuned to produced 563 b hp at 10,300 rpm. Two 75 kW electric motors, each powering one of the front wheels, boosts peak power of the package to 767 bhp.
Flywheel hybrid power offers greater performance
These auxiliary electric motors are driven by power generated in a 36,000 rpm flywheel assembly from the GT3 Hybrid, which is mounted in place of a passenger seat. It provides a maximum boost of power for eight seconds when fully charged and is designed to help the car get off a corner quicker thanks to the extra front wheel torque, which can be vectored from side-to-side, increasing agility and steering response. Also, the added power reduces overall fuel consumption extending the car’s range between pit stops.
The driver summons the extra power from the flywheel system by actuating a steering-wheel mounted button, either for overtaking maneuvers, acceleration from the pits or as a boost in getting off a corner quickly.

Unlike the more luxurious 918 Spyder, the RSR has a simple, performance-oriented interior clad in brown leather. The center console uses toggle switches instead of a touch screen and the steering wheel is equipped with sequential engine speed lights to signal gear changes. Also mounted on the steering wheel is a display that measures the amount of energy recouped through regenerative vehicle forces, letting the driver know when the flywheel system is at full charge.
The car’s number 22, pays homage to Porsche’s first overall win at the 24 Hours of Le Mans in 1971. The winning car, also numbered 22, was a 917 driven by Dr. Helmut Marko and Gijs van Lennep. The distance and speed (3,315.2 miles and 138.1 mph) record stood for 39 years and was only surpassed last year.
Porsche indicates the RSR is a only concept at this point, but its clear that racing figures prominently in the future of this supercar.

The ultimate Porsche is almost here! Speculation has been rife ever since the German firm let slip that it would be unveiling something ‘spectacular’ at the Detroit Motor Show next week – but only now has information began to trickle about what the newcomer will be.

According to our German sister magazine AutoBild, the Detroit surprise will be the second instalment in the 918 series, more specifically acoupeversion of the hybrid918 Spyder hypercarshown in Geneva last year. And our rendering gives an indication of how the show-stopping new model will shape up.

One thing’s for sure, with a low and wide stance, stubby nose section and muscular haunches the 918 coupe will look every inch the flagship for Porsche’s range. But if our sources are to be believed, this is a story with a twist in its tail.

Rather than simply showing a road-going 918 Coupe, it’s a race-ready 918 that will grace the Detroit stand. Building race-specific models for privateer racing teams, such as the 911 GT3 RSR, is a hugely profitable enterprise for Porsche, so this theory would seem to add-up.

It’s not the first time we’ve seen race-ready versions of high-performance road cars recently, either. McLaren has relesed an official sketch of itsMP4-12C GT3 car, whileFerrari’s 458 Italia Challengehas also broken cover.

There’s no word on how the power will be provided just yet, but expect a similar hybrid set up to the918 Spyder, which combined a 493bhp 3.4-litre unit from the companies existing Spyder race car with three electric motors for a total of 718bhp.

If the coupe version does appear in racing trim, expect it to weigh even less than the 918 Spyder’s 1,490kg kerbweight too – suggesting a 0-62mph sprint in around three seconds and a 200mph top speed.

November 24 2010 at 10:25am

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A designer at Porsche’s Weissach development centre works on at clay mock-up of the Porsche 918 Syder.This is the latest teaser image released by Porsche of its 918 Spyder, currently under development for production. It shows a designer working on a 1:3 scale clay model of the body, which shows a revised front treatment, bonnet and side panel from the 918 Concept seen at the 2010 Geneva auto show.

The “productioneering” is being done at Porsche’s development centre at Weissach near Stuttgart, which is being expanded to the tune of about €150-million (R1.4-billion), including a high-tech wind tunnel, a design centre and an electronics integration centre.

What is it?

The fourth generation Porsche Speedster (following the 356, 930 and 964) and the second standalone model from Porsche Exclusive. To honour the original 356 Speedster, and presumably to justify the monster £144,100 asking price, production of the 997 Speedster is strictly limited to 356 units worldwide.

Technical Highlights

A new colour – “Pure Blue” – has been created for the Speedster, and will never be available on another Porsche model. If you don’t like blue Porsche Exclusive will also paint the Speedster in Carrara White on request. Ironically this will make it the rarer car.

The Speedster’s most striking feature is, of course, its 77mm shallower windscreen. Unlike earlier Speedster models the rake of the windscreen remains the same as other 997s, but the bespoke roof and ‘double-bubble’ tonneau cover are both unique to the Speedster.

Unlike the Boxster Spyder, which has more rudimentary weather protection, the Speedster’s roof is a proper job. It’s manually operated, so you’ll be clambering in and out of the car a few times to stow or erect it, but the procedure isn’t too fiddly or time-consuming. Having experienced torrential rain during our test, I can also confirm it is completely watertight.

Like the Sport Classic (and the forthcoming GTS) the Speedster features the 408bhp ‘Power Kit’ version of the 3.8-litre flat-six. It’s mated to a seven-speed PDK transmission (manual is not an option) and controlled by the Sports steering wheel’s paddle-shifters. Standard equipment also includes PCCB brakes and PASM suspension.

What’s it like to drive?

Unfortunately Nice was hit by atrocious weather on the day of our test. When the car you’re driving is defined by the roof-down experience that’s massively frustrating. We’ll get the chance to drive the car again in a few weeks, but for now what we can say is the Speedster feels every bit as rigid, composed and planted on challenging roads as you’d hope and expect from a topless 911.

The combination of standard PASM suspension and PDK delivers suppleness and easy-going progress when you need it, yet Sport and Sport Plus modes give you increased responsiveness and dynamism when you’re driving quickly. PDK still lacks a sense of connection and engagement, more so in naturally-aspirated 911s than the Turbos, but at least the Sports steering wheel and its conventional paddle shifters make it a more intuitive ‘box to take control of.

It’s a shame that in shedding the power roof’s motors the Speedster didn’t lose any weight compared to a Carrera 2S Cabrio, but the power-kitted engine pulls smooth and strong from low revs to the redline and sounds fabulous through its sports exhaust, even with the roof up. Being rear-wheel drive means you’re much more likely to have some fun than in the similarly wide-bodied Carrera 4S Cabriolet. Throw some sunshine into the mix and there’s no doubt the Speedster will be a special experience.

How does sit compare?

The Speedster is undoubtedly a collector’s dream. With just 356 cars to satisfy a global market (including the USA), demand is sure to outstrip supply. Unsurprisingly many are already spoken for, including the full UK allocation, which rather proves Porsche Exclusive knows its customers inside out.

That’s perfect justification for Porsche to build it, but if Porsche Exclusive’s level of, er, exclusivity, isn’t your overriding consideration then objectively the Speedster is a total extravagance.

A 997 Turbo S Cabrio is MUCH faster and still usefully cheaper, while the forthcoming GTS Cabrio features the same wide-body, rear-drive and 408bhp motor combination, but with the added appeal of a manual transmission option. Perhaps the most compelling argument against the Speedster is the thought of a 997 GT3 and a Boxster Spyder in your garage for the same money.

SMALL is beautiful as Porsche announces a baby Boxster and a new four-cylinder engine.

Porsche‘s president and CEO Matthias Muller this week confirmed that it will make a small, mid-engined roadster.  The car will be heavily based on the Volkswagen Bluesport roadster and is expected to be publicly unveiled in 2012 and go on sale in 2013.

It is the latest announcement of product cross-sharing between Porsche and its new owner, Volkswagen.  The Porsche baby Boxster – as yet unnamed – is in “an advanced stage of development” at Porsche’s research and development centre in Weissach, says a report by Auto Express.

“We have a model based on the Bluesport, but we are not yet ready to show it,” says Muller.  “When we are convinced about the project, we will be ready to show it. The first time you see it, it will be as a production ready car.”

Muller says the baby Boxster will get a 2.4-litre four-cylinder engine – likely to be turbocharged.  The engine, in a higher level of tuning, will also be available in the next generation Boxster and Cayman.

Both naturally aspirated and turbocharged versions of the 2.4-litre engine are being considered.  But it won’t stop there.

The engine could become the internal-combustion power source for a new range of Porsche hybrids, including the 911, and has potential in the next small Cayenne SUV that is based on the Audi Q5.

At the same time, Porsche is rumoured to look at stretching its Panamera range with a coupe and convertible.

Porsche Cayman R Debuts in Los Angeles

Released from the pressure of protecting its range-topping 911 now that an all-new model will be launched next year, Porsche has finally produced a really hot Cayman. The black-striped Porsche decals on the side and the ‘R’ suffix give the game away: the company is harking back to the 911 R of the 1960s, a stripped-out homologation special equipped with a 906-spec flat-six. The newest Cayman won’t bequite so uncompromising, though. A/c will be a delete option and the car runs on the lightest 19in wheels in the entire Porscherange. A complete rim set weighs less than 40kg. These, together with sundry other lightweight components shave a significant 55kg off the weight of the car. Engine power is up by 10HP to 330HP, thanks to a retuned Cayman S engine. The capacity remains at 3.4 litres. Two gearboxes are offered, a six-speed manual or the company’s highly regarded seven-speed Porsche Doppelkupplungsgetriebe(PDK). The latter gives the fastest 0-62km/h time of 4.9 seconds (4.7 seconds if equipped with the optional Sport Chrono package). Top speed is 175mph for the manual, 174mph for the PDK. Externally, the R model has a fixed rear spoiler, is lower by 20mm than standard, and has black-painted headlamp surrounds – another retro racy touch. The vibrant green you see here (Peridot) is unique to the car, which will be launched at the Los Angeles Auto Show today, 17 November. Customers will be able to order the car from February 2011 onwards. In Germany, it carries a list price of 69,830 euros, in the UK £51,731.00 – both figures including VAT.

Meet the baby Porsche with added spice! Our exclusive images preview a new SUV coupé that’s set to join the firm’s ranks.

Due to be called the Cajun, it slots into the range below the Cayenne and will go head-to-head with the Range Rover Evoque and BMW X4, which we revealed in Issue 1,137.

The Cajun is the first car to be developed under Porsche’s new owner, VW. And as the Cayenne was created alongside the VW Touareg and Audi Q7, so this model will have much in common with Audi’s Q5.

It will be slightly lower and shorter than the Q5, but around 90mm wider, giving an imposing, sporty stance. And it will tip the scales at around 1,700kg.

In a bid to distance the Cajun further from other models in the family, Porsche will offer it only as a three-door initially. Engines will be sourced from Audi, with buyers getting a choice of two petrol units, two diesels and a petrol-electric hybrid.

Kicking off the range will be a pair of four-cylinder variants: a 237bhp 2.0-litre petrol turbo and a 188bhp 2.0-litre TDI. Top-spec cars will get either a 3.0-litre TFSI petrol V6, producing 328bhp, or 3.0 TDI with 237bhp and 550Nm of torque. Flagship Cajuns are expected to cover 0-62mph in less than six seconds.

A six-speed manual gearbox or seven-speed PDK twin-clutch auto will be offered, while the four-wheel-drive system is to be biased towards tarmac use, so off-road features will be limited to hill descent control and all-weather tyres. The hybrid model is based on Audi’s forthcoming green Q5, which features a 210bhp 2.0-litre petrol engine mated to a 47bhp electric motor, and gives a zero-emissions range of 1.8 miles.

Although the Cajun is heavily based on the Q5, Porsche will fit unique suspension, damper and braking set-ups. The firm will also recalibrate the stability control for a sportier drive, and offer Porsche Active Stability Management as an extra, to control the new dampers.

The Sports Chrono package will be an option, too. This brings a sports exhaust to increase engine power, as well as launch control on cars with the PDK gearbox. VW Group design chief Walter de’Silva has already expressed interest in working on Porsche’s new models, and aims to move away from the controversial design seen on the Panamera. But the Cajun will still be striking, with a low, swooping roofline and short overhangs.

Inside, the four-seater cabin promises more luxury than the Q5. The centre console will be set higher, to cocoon the driver and give the car a small and nimble feel. Plus, the Panamera-inspired dash design and switchgear, set to appear in the new Boxster and Cayman next year, will ensure the model looks like a true Porsche.