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Targa 4 Targa 4S Press Release: Porsche Topic Spy: ➡️ Porsche 911 Targa 2020 - Prj. 992 (Spy)

Autovisie Patents per la probabile erede della 918.

911 Turbo Press Release Turbo: Porsche 911 Turbo S 911 Turbo S Cabriolet Dati Tecnici: Press Release Turbo S: Porsche Topic Spy: ➡️ Porsche 911 Turbo 2020 [Coupé, Cabriolet](Spy)

From the successor to the 550 for the 1970s to a draft that actually looks quite different? Quite different! This is already apparent in the second draft, which I find sensational. This one looks almost American-inspired. The fourth model isn’t really modern at all, and then we come to this one (note: the Model 5, Klie). The back in particular is very modern for that time and the point in the sequence. It looks clean, neat. That fits the bill. That’s why I’m surprised that the May 1966 draft (note: the Model 2) was also created by F. A. Porsche, because it doesn’t really fit with his design philosophy. If we look at the first model from 1964 and compare it with the development two years later, it doesn’t have the characteristics or appeal of the basic 550 concept at all. The result is comparable with the development from the 356 to the 911. That was an incredibly courageous step back then – the new model had that modern factor. The 914 Model 3 is just starting to get precisely that modern factor. Even if you look at these front lines, these clear surfaces. Good proportions. The July 1966 draft is quite different, and more suitable for the Model 2. Two competing drafts which were then discussed. At that time, in my opinion, they made absolutely the right decision and went for the much more modern design. The first drafts are clearly different, then one builds on the other, and the others are created by two different designers at the same time. Designers who ultimately end up working on the same project talk to one another. To compare it with what we’re doing today, this phase is similar to the development of the Panamera. At that time, we knew what we wanted, the concept was there, and we basically came up with two variants. One like this, the other like that. And as you can see from the 914 models, people work side by side. They inspire one another, they influence one another in their work. You end up looking across the room, and thinking yeah, I like that. And you incorporate it. Admiration and distance: Mauer makes no secret of the fact that, from a designer’s point of view, the 914 is not one of his favourites. And yet he admires its purist approach. The 914 of 1969 is a real mid-engined Porsche. Even though it looks very different to the 911. Are elements such as the Targa bar a way of formally demonstrating a common family bond? A mid-engined sports car is indeed a typically Porsche thing. At the time of the Auto Union, the competition still began with a front-mounted engine, and Porsche developed the first mid-engined racing cars. The 356 “No.1” Roadster is a mid-engined car, too. This had to be changed in favour of mass production capability. Given this background, Ferry Porsche’s idea is understandable – okay, let’s make another of those robust entry-level models. The mid-engine is the right concept for things like that. The Targa was created as a solution for the safety issues and the new regulations from the US. Actually, a minimal roof is really all you can have with an open, reduced, minimalist concept familiar from the 550, or perhaps the Speedster as well. But if the new legislation no longer allowed this, the way forward was clear for the 914. We ourselves had already come up with a good solution for combining top-down driving and safety – the Targa bar. After all, the concept was to combine the idea of “top-down” and “safety”, and now we had to make it modern! The final design is characteristic of the styling philosophy under the direction of Ferdinand Alexander Porsche. This common ground almost automatically led to the creation of a brand identity. Although that certainly wasn’t the actual intention. Does the concept set the course for the design? That’s how I see Porsche to this very day. First, we ask ourselves – what would be the best concept? Entry-level, reduced, sporty. When it comes down to it, what do I really need if I’m going to have fun driving? A mid-engined car, obviously. And then transferring the formal characteristics is a logical next step. To create a car with particularly attractive proportions on account of the engine position. The 914 has typical mid-engine proportions, that has to be said. I don’t know whether there was anything comparable, especially not in those days. Typ 914 The first model of the Type 914 was designed by Heinrich Klie, 1964. The second model of the Type 914 was designed by F. A. Porsche in 1966. The third model of the Type 914 was desgined by F. A. Porsche in 1967. Brief designations masking a long period of development. The Epple design points the way to the March 1967 model, which already bears many of the features of the final 914. Klie’s draft is already clearly recognisable as a 914. Should it be easier for people to place their elbow on the lowered doors? Just a few months after Klies’ groundbreaking design, the shape of the Porsche 914 was clear. A functional, smooth-surfaced car with space for two and their luggage – and with a Targa roof, just for fun. The little clay model was turned into a life-size design. Slowly the team made their minds up: they were heading in the right direction, the mid-engined car project just went on improving. A question about the schedule: the first model dates back to 1964, but the 914 wasn’t available on the market until 1969. Is that fast? What’s the situation today? With the new 911, which we presented at the end of 2018, it took about four years from the very first sketch to market launch. In this case (note: the Type 992) this is a further development, not a completely new development. But the 914 was. It started in around 1964 and market launch was in 1969, so five years. That’s pretty impressive! Things went incredibly quickly, especially between 1967 and 1969. That’s really shifting some. Details such as the front, especially the headlights, were the subject of long discussions. Twin headlights or single headlights, that was the question. The version with the pop-up twin headlights was formally the more coherent. Especially if we remember what things were like in those days. Such concepts in 1965, 1967 – crazy. From my point of view, the question of philosophy is an interesting one. The 911 had the single round headlights, but the cheaper car was supposed to have twin headlights? That wasn’t logical. But the drafts were already state-of-the-art. After testing a series of design variants, the 914 turned up with lifted wings and striking indicators. That fitted in with Porsche’s guiding edge philosophy. This describes the orientation available to the driver thanks to the wings in the outer area, where the car is straight. At Porsche, this theme comes from the 911. If you’re on a mountain pass in a 911, it’s a real help. In lots of other sports cars, all you can see is the window, not where your car ends. These distinctive wings provide orientation when you’re sitting in the car. This is implemented in the 914, too. I don’t know whether the issue of brand identity, what we now call “movement over the bonnet”, was already playing a role at this point. Probably not. Conversely, a few years ago the Panamera wasn’t about forming a guiding edge, but about transferring the brand identity. In this case, the one that has established itself over the 911, on a vehicle designed for a completely different segment. As difficult as this is when the engine is at the front, it was clearly a stylistic element with the aim of transferring the brand identity. The shapes of the side line and rear were finalised more quickly than the front. There was a great deal of discussion on the arrangement of the headlights. But the concept of individual pop-up headlights with spotlights in the bumper ultimately prevailed. The 914 has an astonishingly good cd value of 0.37. Even with the headlights popped up, and with no complex computer simulations. Does today’s technology limit human design influence? Despite all the simulation and modern technologies, I believe our creativity isn’t limited. Just like things were in the 1960s. The lads in those days did of course have a basic understanding of things like what works well aerodynamically and what doesn’t. Today, we know that having indentations in front of the wheels and strong indentations at the back is the worst thing when it comes to the aerodynamics. If you look at the brutally straight layout of the 914, it’s the answer to the search for an extremely modern shape. In that case, it’s likely that the aerodynamics worked quite wonderfully from the aspiration to make a very modern car. Surely the result was no coincidence – there were enough people at the company who knew right from the outset exactly what works and what doesn’t. And without today’s simulation methods, too. In the old days, engineers were designers as well. How many technicians does a designer have to be today? You have to have a basic understanding. If you want to achieve certain things, you can’t do that without a basic knowledge of what you’re doing. Because without that, we wouldn’t be able to argue against the classic technicians if there was any doubt. What are your own personal thoughts on the shape of the 914? I still find the car whimsical, but the picture changes as you look at it more closely. I haven’t really been intensively involved with the 914 to date. From what we’ve been saying over the past hour and the fact that I was aware when it came into being, I’ve come back to the point where I think the car was modern. It’s impressive to see how the car stands out in its era. It wasn’t even on my radar before. The car has almost no layout, this middle bit is extremely consistent. To have the courage to design something like this, so big but without a swage line, without fashioning everything – that’s really fantastic. I think the tail is really good. The process up to that point is fascinating from today’s point of view, too. I must confess, I’m still a bit reluctant when it comes to this car, but for me the performance of the time outweighs everything. Coming up with something like that. And there’s the detailed solutions, too: the wide headlights are superb. Or the door handles, minimalistically integrated. Completely new for Porsche. I find it fascinating how F. A. and his team managed to bring in this modern, reduced style, in a similar way to the transition from the 356 to the 911. The more I work with the 914 – that’s exactly what I’m fighting for now. This reduced, puristic approach. Integrating things, not one line too many. Typically Porsche: Michael Mauer remembers the 356 “No. 1” Roadster, which founded the Porsche brand with its mid-engine. The 914 took up this philosophy again. Is there a future for the 914? Or does it at least provide inspiration? We have this discussion all the time. It’s all about the entry-level Porsche. I think it’s very interesting, but opinions differ on the characteristics of a vehicle like that. Porsche is probably the only brand that could allow this in an unusual way. An entry-level Porsche not in terms of the price, but the sense of reduction. A car with almost no electrics, everything mechanical, puristic. I find the idea exciting. The other one is a car for a target group of people who drive Audi TT RSs or Golf R32s. A Porsche that stands out offering what would have to express exactly that, in formal terms – a very simple, unpretentious car. A modern 550 in the broadest sense. Limits in terms of dimensions are reached quickly, simply because of driving safety. This automatically requires cars to be a certain size. Sales might see things differently anyway. From this standpoint, a much cheaper entry-level Porsche would be the right thing to do – but that’s not my approach. Puristic, reduced, “back to our roots”. I think the time has come. That would be typically Porsche again. via Porsche Ammetto di avere sempre avuto un debole per questo sgorbietto ?.

Finalmente è tornato il motore giusto! Brava Porsche. 718 Boxster 4.0 GTS 718 Cayman 4.0 GTS Press Release: Porsche Web page dedicata ➡️ CLICCA QUI! Topic Spy: ➡️ Porsche 718 4.0 GTS 2020 (Spy)

Userà una versione depotenziata del 6 cilindri Boxer 4 litri della Cayman GT4 RS. Circa 400 CV abbinati alla trasmissione manuale a 6 rapporti o al doppia frizione PDK a 7 marce.

Porsche presenta il nuovo Macan GTS che è spinto dal 2.9 V6 TwinTurbo da 280 kW / 381 CV abbinato ad una nuova versione del doppia frizione di Porsche. Il pacchetto riesce a scattare da 0-100 km/h in 4.8 secondi che scendono a 4.6 con l'optional Sport Chrono Package. Sospensioni sportive - pneumatiche - consentono di abbassare la vettura di 10 mm alle alte velocità. Il sistema frenante è costituito da dischi in acciaio da 360 x36 mm all'anteriore e 330x22 mm al posteriore; come optional si possono scegliere i dischi con rivestimento misto Tungsteno-Carbonio (Porsche Surface Coated Brake- PSCB) da 390 x 38 mm all'asse anteriore e 356 x 28 mm al posteriore, oppure i dischi in carbo-ceramica (Porsche Ceramic Composite Brake - PCCB) da 396 x 38 mm all'anteriore e 370 x 30 mm al posteriore. Via Porsche

Non sapevo dove scriverlo ,scusate se lo metto qui 718 boxster/ cayman passeranno al 4.0 6 cilindri aspirato da 400 cv presto Ci sarà una boxster 25 anniversario con i colori della prima da 450cv La 718 gt4rs mi pare avrà 485cv

Oliver Blume ha rivelato alcuni dettagli e qualità del modello in un'intervista in attesa di dichiarazioni molto interessanti:

Vedremmo se pure sara in futuro una versione RS. Qualche giorni fa in in intervista con una dei piu grandi quotidiani tedeschi Herbert Diess ha spiegato, che in futuro sara un cambiamento nel posizionamento dei marchi Skoda e Seat. Seat sara il marchio che avra un posizionamento verso alto, near premium con aspetto sportivo, invece Skoda in futura sara un marchio con downgrade significante, secondo Diess Skida diventera la marca "cheap" del complesso. Cosi la prossima RS forse porta la sigla Seat o Cupra, ma non piu Skoda che secondo Diess diventera un avversario di Dacia&Co.

Uccidetemi...a che declinazione di Cayman siamo arrivati? Il motore però dovrebbe esser il boxer aspirato 6 cilindri 4.0 litri della GT3 RS da 450 CV accoppiato al manuale 6 marce.

M.Y. 2023 Press Release M.Y. 2023: Porsche Taycan RWD Aveva già debuttato in Cina con il suo rose gold, ma adesso Porsche ha deciso di renderla disponibile anche in altri mercati: trattasi della variante di accesso Taycan, a trazione posteriore e con due pacchetti batteria a scelta. Lo standard Performance Battery garantisce una potenza di 408 cv, l'opzionale Performance Battery Plus ne garantisce 476. Disponibilità a partire dal mese di marzo. Press Release: Porsche Taycan 4S Press Release 4S: Porsche Taycan Turbo Taycan Turbo S Press Release Turbo e Turbo S: Porsche Dettagli Tecnici: https://www.greencarcongress.com/2019/09/20190905-taycan.html Topic Spy: ▶️ Porsche Taycan - EV Sedan (Spy)

Sto cercando proprio di capire se fare un compromesso con la GT4 tra pista e strada. La Cayman certamente offre molta piu' comodita' per il trasferimento da casa al circuito (non proprio dietro l'angolo). Ne risente pero' il peso, piu' pesante delle inglesi. L'Alpine mi piace, pero' e' un'altra tipologia di macchina.

Ecco la nuova Porsche 911 RSR che parteciperà al campionato WEC 2020. Come la precedente RSR, il motore Boxer 6 cilindri da 4.2 litri è posizionato centralmente, e non più a sbalzo sul posteriore. La potenza, ufficiosa, è di 384 kW / 522 CV e dipende dai restrittori che saranno utilizzati sui tromboncini di aspirazione. Ovviamente, trazione posteriore e cambio sequenziale a 6 rapporti.

718 Spyder 718 Cayman GT4 Dati Tecnici: Press Release PDK 2020: Porsche Press Release Lancio: Porsche Topic Spy: ▶️ Porsche 718 Spyder e 718 Cayman GT4 2019 (Spy)

Prendete una vecchia ed arrugginita carrozzeria di una Porsche 356 B ed adagiatela sul telaio della 964 Carrera 2. Allargatela, sabbiatela, verniciatela. Prendete il 6 cilindri Boxer da 3.6 litri della succitata 964. Toglietele due cilindri. Avrete ottenuto un Boxer 4 cilindri da 2.4 litri che potete sovralimentare con due turbocompressori Garrett su cuscinetti lasciati in bella mostra sul retro. I cilindri sono dotati di alimentazione singola, quindi con 4 corpi farfallati; i parametri del motore sono gestiti da una centralina Motec appositamente programmata. Aggiungete due grossi intercooler 20x40 cm, uno scarico tre-due-uno, dove del catalizzatore e del silenziatore non c'è assolutamente traccia. Una manopola sul cruscotto può aumentare la spinta fino a 1,2 bar così da erogare una potenza compresa tra 325 e 400 CV su poco meno di 900 kg. Una sospensione coilover KW con supporti uniball può sollevare il muso di circa 4 cm per superare gli ostacoli cittadini. Altri tocchi racing comprendono pedane in vetroresina color ambra e cappucci protettivi ispirati ai modelli 917 e 935, e pavimenti in gomma Hardura di qualità marina, proprio come quelli che si trovano nelle vetture Porsche GT. Widow maker il ritorno. All'interno è un tripudio di omaggio e retroclassico alle Porsche Sport del passato a cominciare dal pomello del cambio in legno ispirato alla 917 , al volante MOMO alleggerito, così come la pedaliera. MOMO è stata talmente entusiasta del progetto che si è offerta di realizzare buona parte della componentistica, ivi compresi i cerchi.

Primo muletto del facelift della Panamera di Porsche che dovrebbe debuttare a fine 2020. Quello che si "nota" è il nuovo design dei gruppi ottici anteriori (celati da una pellicola), mentre il posteriore è pesantemente camuffato nella zona del baule, così da simulare le luci sul portellone che sembrano non esserci. I motori dovrebbero esser aggiornati, più che per la potenza, per migliorare efficienza e consumi.

Finalmente Porsche ha smesso di romper i co....ehm, ha presentato la nuova Porsche 911 Speedster: il modello andrà a chiudere la pletora di modelli del modello 991. Cosa cambia rispetto ai concept presentati? Gli specchi (non sono più dalla forma tonda ed affusolata, ma sono i classici della produzione Porsche) I cerchi in lega - non sono più a razze sottili, ma quelli già installati sulla GT3 Elementi in plancia - non più realizzati ad hoc, ma produzione di serie di altri modelli Carrera Ricordiamo che sarà prodotta in un numero limitato di esemplari - 1948 per esser precisi - ed è basata sul telaio della Porsche 911 GT3 con carrozzeria modificata della 911 Cabrio 4S. Il motore è il boxer 6 cilindri aspirato da 4.0 litri che è stato potenziato a 510 CV con una coppia di 469 Nm, che la colloca a metà strada tra la Porsche 911 GT3 e la Porsche 911 GT3 RS. Alcuni elementi della carrozzeria sono in fibra di carbonio ed è di serie l'impianto frenante con dischi carboceramici (PCCB) Topic Spy --> https://www.autopareri.com/forums/topic/64868-porsche-911-speedster-spy

Porsche presenta oggi la versione coupe' della storica SUV Cayenne. Rispetto al SUV della "Cavallina" la vettura è completamente nuova dal montante "A" all'indietro. Il tetto è più basso di circa 2 cm rispetto alla Cayenne che viene adornato di due spoiler utili ad aumentare il carico aerodinamico sulla vettura. Se il tetto è stato abbassato, anche le sedute all'interno hanno subito il medesimo trattamento: più basse di 3 cm. Quindi spazio invariato per i passeggeri all'interno. Unico inconveniente? È omologata per 4 persone, dato l'ingombro del tunnel centrale. Anche il vano bagagli non risente di eccessivi ridimensionamenti, fermando la propria capacità a 623 litri che salgono a ben 1523 litri con i sedili posteriori abbattuti. Di serie abbiamo un tetto panoramico in vetro che può esser sostituito - optional - con un tetto in fibra di carbonio. Il tetto in CFRP è abbinabili in uno di tre pacchetti "di alleggerimento" tra cui nuovi cerchi in lega da 22" ed interni in fibra di carbonio ed alcantara. Il sistema PASM ed il Sport Chrono Package sono di serie. La gamma motori al lancio sarà articolata - inizialmente - con due benzina: il V6 3.0 litri Turbo da 340 CV ed il V8 4.0 litri BiTurbo da 550 CV della Cayenne Turbo Coupe'. La V6 spinge la Cayenne Coupe' da 0 a 100 km/h in 5.8 secondi (5.7 con SCP) e raggiunge una velocità massima di 243 km/h. La V8 brucia la medesima accelerazione in 3.8 secondi e raggiunge una velocità massima di 286 km/h. Cayenne Coupé Cayenne Turbo Coupé Press Release Cayenne e Cayenne Turbo Coupé: Porsche Porsche Cayenne S Coupé Press Release: Porsche Cayenne E-Hybrid Coupé Press Release E-Hybrid: Porsche Cayenne Turbo S E-Hybrid Coupé Press Release Turbo S E-Hybrid: Porsche Topic Spy: ▶️ Porsche Cayenne Coupé 2019 (Spy)

La nuova generazione di Porsche Macan, prevista non prima del 2021, avrà una motorizzazione elettrica, che secondo Quattroruote sarà anche l'unica. Il comunicato stampa ufficiale Porsche dice "fully electric", ma onestamente non saprei dire se ciò implica che sarà l'unica e che non ci saranno versioni con motore termico o ibrido plug-in. In ogni caso la piattaforma della versione elettrica sarà la PPE della Taycan, sviluppata con Audi, e lo stabilimento di produzione sarà quello di Lipsia, che sarà rinnovato appositamente. P.S. mods se la sezione non è adatta mi scuso

Per gentile concessione di instagram 992gts Siamo sui 600 CV e PDK ad 8 rapporti.

Come da titolo, ecco la GT4 Touring Package

Le Porsche 911 prodotte dal 2016 al 2017 potrebbero non esser conformi agli standard di emissione per le quali sono state omologate. Per il momento Porsche dichiara che la problematica non è connessa alla ECU del motore e non inficia la sicurezza della vettura. Il tutto sarebbe riconducibile ad un errato calcolo aerodinamico. Via AutoNews