The first auction is in the books for 2019. There were plenty of surprises that had me scratching my head. I have been to many auctions and obviously somebody had a few too many to drink when they went to flying their paddles in the air last week!
TOP TEN KISSIMMEE 2019 VIEW ALL LOTS
LOT S1142014 Ferrari LaFerrari418 Miles, Special-Order Rosso Fuoco Sold for $3,300,0002
LOT F1241967 Shelby GT500 Super SnakeThe One-of-One Shelby Supercar Sold for $2,200,0003
LOT F151The 1969 L88 Corvette OfferingTwo Tuxedo Black L88s Sold as a Pair Sold for $990,0004
LOT S1031930 Duesenberg Model J Torpedo PhaetonJ-255/2276 Sold for $935,0005
LOT S1711969 Chevrolet Camaro ZL14-Speed, No. 15 of 69 Produced Sold for $495,0006
LOT S1491954 Chrisman Bonneville CoupeHot Rod Cover Car, Bonneville Record Setter Sold for $484,0007
LOT F1011966 Shelby GT350 FastbackSFM6S061, 1 of 252 Carryover Cars Sold for $440,0008
LOT F981955 Imperial ConvertibleOne-of-a-Kind Custom Build Sold for $418,0009
LOT S1741963 Chevrolet Corvette Z06NCRS Duntov Mark of Excellence Sold for $396,00010
LOT S2242005 Ford GTSupercharged 5.4L, 1,499 Miles Sold for $352,000
Porsche’s Natural Fiber Is Like Carbon Fiber Made From Plants
The 718 Cayman GT4 Clubsport debuted with a wing and doors made from flax. This could be the future of composites.
BY CHRIS PERKINSJAN 7, 2019
One of the most surprising things about Porsche’s new 718 Cayman GT4 Clubsport is the material it uses for its doors and wing. At a quick glance it looks like carbon fiber, but it’s not. Instead, Porsche is making these parts from what it’s calling “natural fiber.”
What is natural fiber? It’s a material made primarily from flax. Yes, that flax—the same plant that produces edible seeds and whose fibers are used to make linen. And now, race car parts.
So what’s the point of developing a new material that serves the same function as carbon fiber? Sustainability. At the Daytona reveal of the new GT4, Eduard Ene, Porsche Motorsport’s composites expert, told us that producing the raw materials to make natural fiber takes 75 percent less energy than carbon fiber. Ene also pointed out that natural fiber can be ground down to be reused for different purposes, whereas carbon fiber needs to be burned at a very high temperature to be disposed of.
There are functional benefits, too. Carbon fiber is a very strong material, but when it breaks, it splinters dramatically. This natural fiber, according to Ene, has five times better vibration dampening properties than carbon fiber, so it doesn’t splinter when hit hard. On the race track, that’s great because it means there’s less cleanup after an accident.
Porsche showed off a few different ways to make this material, including natural fiber reinforced plastic—which is very similar to carbon fiber reinforced plastic—and a natural fiber sandwich, which uses a balsawood core. These woven materials are pressed into shape using the same methods used to make carbon fiber parts. The doors on the new GT4 are made using a resin transfer molding process while the wing is made with a pre-impregnated process.
The doors weigh 11.2 pounds, making them a little heavier than the 9.9-pound carbon-fiber doors used on the previous Cayman GT4 Clubsport. The wing on the new car weighs 8.6 pounds, but since it’s significantly bigger than that of previous GT4, there’s no direct weight comparison.
And while natural fiber has superior vibration dampening properties, it’s not nearly as strong as carbon fiber. It can only be used for the doors in the 718 Cayman GT4 Clubsport because there’s a roll cage in place to ensure driver safety. That’s why you won’t see these doors in the upcoming 718 Cayman GT4 street car.
Ene said that natural fibers could be used to make non-structural components in a production road car, like fenders, hoods, or wings. Porsche wants to do this eventually, but it’s a little ways off. The company started with the 718 Cayman GT4 Clubsport because production is fairly limited and the visual finish of the components doesn’t really matter as they’re just going to get liveried up anyway.
Despite using a lot less energy to produce, natural fiber is still more expensive than carbon fiber, but that could change as the material is developed further. That development already started this past weekend, as a squad of 718 Cayman GT4 Clubsports hit the banks of Daytona in testing for the four-hour BMW Endurance Challenge later this month. These new GT4s will be racing all over the world this year, putting this new material to the ultimate test.
|Brought to you by our friends at LN Engineering written by Charles Navarro. Click the link to find all the great products they have available for your Porsche.|
|Prior to the introduction of the Mezger engine, the 547 “Fuhrmann” engine provided dry sump lubrication to ensure proper lubrication under all operating conditions. Engines including the pushrod horizontally opposed engine found in the 356/912 and inline and V engines found in front engine 924 and subsequent models, feature wet sump engines. Where dry sump engines store oil in an external tank and whose oil systems are generally more complicated, wet sump engines store oil in the bottom of the engine (sump). Wet sump engines are the most common type found in modern production engines worldwide because of simplicity. The Mezger engine features a dry sump lubrication system where oil is stored externally. The oil tank also provides for oil de-foaming, ensuring oil supplied to the engine is thoroughly de-aerated under all operating conditions. Oil is filtered on the return (low pressure side) prior to entering the oil tank with a full-flow filter (no internal bypass). On 993 models, a secondary oil filter is used to protect the hydraulic lifters from fine particulate matter.|
In the Mezger engine, the pressure side of the oil pump feeds all the main and rod bearings, chain tensioners (on models with hydraulic units), camshaft spray bars (and hydraulic valve lash adjusters, aka lifters in the 993), and piston squirters.
Piston squirters help to cool the piston and also lubricate the cylinder bores.The scavenge side of the oil pump, which resides in the bottom of the engine and is driven off the intermediate shaft, which has oil-fed plain bearings on both ends, returns oil from the crankcase to the external oil tank or sump.
On models without engine mounted oil coolers or those with front or fender mounted oil coolers, an external oil thermostat ensures rapid engine oil warmup. A thermostatic switch is used on models with supplemental oil cooler fans to further assist with oil cooling.The factory service interval for primary engine oil and filter was every 15,000 miles along with the 993’s secondary filter every 30,000 miles, however it is current practice to change these filters every six months or 5,000 miles. For cars in storage during winter months, a single service prior to storage is also acceptable to ensure the engine is stored with clean oil. With the introduction of the Boxster in 1997 and subsequently the 996 in 1999, Porsche made many changes to the engine including, but not limited to, switching to an “Integrated Dry-Sump” Lubrication System without an external oil tank, like found on the 993 and earlier models with the Mezger engine. Oil passages are cast into the crankcase, providing supply and return of oil. Pressure is provided by a single stage oil pump driven directly off the intermediate shaft that draws oil out of the sump via the oil pickup. Since there are no oil return tubes like in a Mezger engine, scavenge pumps are fitted to the cylinder heads to return oil to the sump via oil return tubes also referred to as “swirl pots” to de-foam engine oil. Later 987 and 997 models use an “oil slinger” to de-foam oil as it discharges oil onto the sump walls. To combat crankcase windage issues associated with wet sump engines, Boxster, Cayman, and 911 models are fitted with an air-oil separator (AOS) that applies a vacuum to the crankcase and separated oil mist from air, which is returned to the sump via drain tube and cleaned air gets routed to the engine air intake. Where later air-cooled models used external oil coolers with an external thermostat to ensure proper oil temperature and rapid warm-up, Boxster, Cayman, and 911 models feature a heat exchanger located on top of the engine which warms up the oil with cross-flow of engine coolant through the heat exchanger. Although special models like the 3.6 X51 in 2004 came fitted with additional oil scavenging in the heads and a special oil baffle to improve oil supply under increased G-forces, referred to as an “X51 baffle”, additional steps should be taken to improve oil system and AOS performance to ensure proper lubrication if tracking your Boxster, Cayman, or 911.
FREE RESOURCE (article link): “Tracking your car and M96 Engine” Just like with an air-cooled Mezger engine, over-filling your engine can lead to smoking, elevated oil temperatures, oil foaming, and increased oil consumption. On early Boxster and 996 models, a dipstick is provided to positively measure and set oil level, but eventually that was abandoned for an electronic oil level sensor. Where oil level is measured running and at full operating temperature on a level surface, the Boxster, Cayman, and 911 from 1997-2008 (without Mezger engine) need to be measured differently.
FREE RESOURCE (article link): “Correctly setting engine oil level” Oil change intervals for the Boxster and 996 originally were two years or 24,000 miles, but has been reduced significantly. Like with aircooled models, many industry professionals recommend oil and filter changes every six months or 5,000 miles, but if unsure about lubricant choice and intervals, used oil analysis can help owners make sure they are doing right by their engines. Starting in 2009, Porsche introduced the 9A1 engine with an improved “Integrated Dry Sump.” 987.2 and 997.2 models feature a more robust oil control and a variable demand oil pump that ensures adequate oil supply under most operating conditions, eliminating oil system issues experienced with the prior generation of Boxster, Cayman, and 911 models from 1997-2008 (not including GT3, Turbo, or GT2 models with a dry-sump Mezger engine). These engines have proven themselves as durable as prior Mezger engines for track use with proper maintenance, enough so that Porsche replaced the Mezger engine in the Turbo and GT models with the 9A1 engine.
LN Engineering LLC
|Sent by LN Engineering LLChttp://www.LNengineering.com125 Gladiolus St. | PO Box 401 | Momence, IL 60954, USA | Phone (815) 472-2939 Fax (413) 280-9041|
|All logos and trademarks used for product, service or event identification purposes only. Porsche ® 356 ® , 911 ® , 912 ® , 914 ®, Boxster®, Cayman®, Panamera® and Cayenne® are registered trademarks of Dr. Ing. H.c. F. Porsche|
We enjoyed another great Mecum auction! Take a look at the Top Ten below and click here for all the results.
LOT S120.12006 Ford GTSupercharged 5.4L/550 HP, 870 MilesSold for $308,0002
LOT F2431967 Chevrolet Camaro496 CI, AutomaticSold for $77,0003
LOT F691969 Chevrolet Camaro6.2L, AutomaticSold for $74,2504
LOT S831965 Chevrolet C10 Pickup406/375 HP, AutomaticSold for $69,3005
LOT S921967 Chevrolet Corvette Convertible327/350 HP, 4-SpeedSold for $69,3006
LOT S511966 Chevrolet Corvette Coupe327/350 HP, 4-SpeedSold for $68,7507
LOT S591962 Chevrolet Corvette Convertible327/300 HP, 4-SpeedSold for $67,1008
LOT S97.12017 Chevrolet Corvette Grand Sport Heritage Edition6.2/460 HP, 1,000 MilesSold for $67,1009
LOT S28.12009 Bentley GT CoupeSold for $67,10010
LOT S1321965 Superformance Shelby Cobra ReplicaDual Quad 427 CI, 5-SpeedSold for $66,000
Performance winter tires are the ideal choice for some, but not every, winter tire buyer. True to their name, performance winter tires provide greater handling and steering response on cold, damp and wet roads than studless ice and snow tires. And compared to all-season tires, performance winter tires provide better traction in snow, slush and ice.
But performance winter tires fall short of the snow and ice grip of studless ice and snow tires. “The outright snow and ice traction of a performance winter tire is not quite as good as a studless ice and snow tire,” says Woody Rogers, product information specialist at Tire Rack Inc.
So which option is best for a driver who wants extra comfort and safety in the cold months? The answer depends on the vehicle, the local climate and the customer’s driving style.
Performance versus mainstream
Drivers who put studless ice and snow tires on their cars give up a bit of the steering response and handling and the “connected driving feel” of a performance tire.
“The performance winter tire is geared around a more powerful, higher performing vehicle, or a driver who wants to retain more of the sporty handling of his or her vehicle when the roads are clear,” says Rogers.
Performance winter tires typically have higher speed ratings and tend to come in lower profile sizes, making them better suited for American muscle cars, European performance cars, Japanese sports cars and performance luxury cars such as higher-end Lexus, BMW, Audi, and larger Mercedes.
“Performance winter tires are definitely more for these performance vehicles and not the mainstream,” says Rogers. But manufacturers offer performance winter tires for some mainstream sedans. “I’d say it’s fifty-fifty as to more mainstream fitments,” says Rogers. “You may find there are both options available or you may find there’s only the studless tire.”
He notes that a performance winter tire has better snow and ice traction than an ultra-high performance all-season tire. Performance winter tires bear the three-peak mountain snowflake symbol that indicates the tires meet the U.S. Tire Manufacturers Association standards.
A performance climate
Most climates in the U.S. are what Rogers calls “performance climates,” where the roads are clear and wet during the winter months.
“You get icy patches, but it’s not like you are driving through slush and snow six days a week. As a general rule, more clear, dry and wet days, versus snowy days, shift you toward a performance winter tire.”
Ask what customers really want
As in all tire sales, the type of winter tire a dealer recommends to customers comes down to what they need for their style of driving, the kind of vehicle they have and the available fitments. But the difference between performance winter tires and studless ice and snow tires adds another layer to the buying decision.
“Do customers want maximum snow and ice traction or a balance of snow and ice traction plus clear road handling? That will help them decide between a studless ice and snow tire or a winter performance tire,” says Rogers.
If a customer wants something better than an all-season tire and is willing to give up some snow and ice traction in exchange for better handling on clear roads, the choice is the performance winter tire. ■
Performance winter tires: a subset of UHP
Tire Rack considers performance winter tires to be a subset of the UHP tire category. “We drop the ultra-high part of it because it is not ultra-high performance from a traditional perspective, which is the dry and wet traction side of the equation,” says Woody Rogers, product information specialist.
“Because of the step down in dry and wet performance for this performance winter segment versus ultra-high performance summer or all-season, I don’t know anyone who is bold enough to say a tire is ultra-high performance and winter at the same time.”
Although the snow performance of all-season tires as a whole is improving, they lack the ice traction of a dedicated winter tire. Performance winter tires have been improving in the snow, too, but to a smaller degree.
“The winter performance is very high even for performance winter tires, so tire manufacturers are making them quieter, improving the wet traction, and working on other aspects, like dry road steering response. And that’s true for both studless ice and snow tires as well as performance winter tires.”
If a customer wants something better than an all-season tire and is willing to give up some snow and ice traction in exchange for better handling on clear roads, the choice is the performance winter tire.
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Ann NealSenior Editor
The number one skill that our race car coaches see across all levels of racing that separates the great drivers from the good drivers, and then the good drivers from the bad is the ability to trail brake. Before we get into how to trail brake let’s first discuss what is actually is and why it is so important.
What Is Trail Braking
Trail braking means having a small amount of brake pressure still being applied as the driver carves the car all the way down to the apex. It is important to understand that during the trail brake zone (after initial turn in all the way down to the apex) we are not applying a lot of pressure. Instead, it should feel like you are simply resting your big toe on the brake pedal.
The goal here isn’t really to be slowing the car down. Yes we are doing that, but in my mind I’m conciously doing this simply to try and keep weight on the front nose as I turn. That is the big reason why I am doing it.
Do We Ever Not Trail Brake?
Yes, there are a few exceptions. But these are exceptions to the rule. Example corners of where we don’t trail brake are almost all limited to high-speed corners where there we do not need to brake on corner entry. Some examples of corners on different race tracks would be:
The Kink at Road America
Turn 8 at Thunderhill
Turn 12 at Road Atlanta
You will notice there is a constant theme in these corners. All high-speed corners where we don’t brake at all. So, for nearly every other type of corner where we will be braking, we will have some form on trail brake.
This may mean we will see less initial brake pressure to be able to extend our brake zone to be longer but with lighter pressure for corners with typically short brake zones. This is a great technique for the higher speed corners where we still need a little bit of braking to be done. The lighter pressure allows less weight to be transferred to the front end, which will keep the rear more settled. This will allow us to still have the front grip we want without getting that over ration after turn in.
How To Trail Brake
The way I like to trach trail braking is as a 3 step process. The first step of this process is identifying where our initial throttle application spot comes in.
Initial Throttle Application – This is a golden rule that our race car coaches focus on. We tell our drivers the following, “You are not allowed to get to throttle until the apex. Until the point, you can start to unwind the steering wheel.”
We really want to develop this discipline. To understand why let’s talk about the two reasons why we see drivers apply the throttle before the apex:
- They feel the car has too much oversteer and the throttle settles the rear.
- The driver has over slowed, and when we overslow the only thing we can do is get to throttle.
So, let’s talk about point 1 first. It is totally true that a little bit of maintenance throttle will settle the rear and create understeer. There are some cases we want to do this, but in almost every scenario this will hurt us more than it will ever help. For most drivers the oversteer they are trying to fix is actually a good oversteer, we want that oversteer to rotate the car so we have the car pointed in the right direction mid-corner.
We have a great article on oversteer and how to control it here:
I like the drivers I work with at Racers360 to think about maintenance throttle in the following way: Sure, it may make the car feel better. But, you are essentially taking the ceiling of the ultimate amount of grip your car has, or the ultimate amount of entry speed you can bring in while still getting the perfect exit, and significantly lowering it.
We need that weight on the front nose and that rotation to drive at a high level. So, I would rather them focus on learning car control and experiment with the line for where a good level of rotation turns into too much rotation, rather than preventing any rotation from happening at all.
Now for point 2. I want to break the bond between over slowing and getting to throttle. The two should NOT be related in our minds.
If we can be completely disciplined on not allowing throttle before the apex we may feel too slow on entry but we don’t turn one negative into two negatives and create a bad habit along the way. Instead, once we feel like we are over slowing while turning into the corner and we take away the option of going to throttle to fix this issue our brain will naturally look for another solution to its problem.
There are only two ways to fix over slowing. Those options are:
- Picking Up Throttle Too Early – Bad Solution
- Rolling More Entry Speed Next Lap – Good Solution!
Rolling More Entry Speed
So, now that we have built our discipline of not picking up initial throttle before the apex, we can focus on rolling more entry speed. The first step of this next process is NOT braking deeper.
We first focus on the back end of our brake zone. Initially, I want the drivers I work with to do everything in the brake zone the same.
Once they have mastered the discipline of the throttle application they will want to naturally start to roll in more entry speed. Once they get to this stage I want them to focus on braking at the exact same initial spot, with the nice threshold pressure early in the brake zone. But, here is the key thing that we tell them.
Focus on getting off of threshold brake pressure earlier and extending our brake zone to be longer but with much less time spent at heavy pressure and much more time spent on very light brake pressure. Releasing the brakes should be a very slow process as we enter the corner.
The following graphic explains what we want to see using a data graph example. The red line would be how their brake zone initially looks and the green line looks like what we see our drivers doing after a session with a Racers360 coach.
The Final Part
The very last thing that we want to see our drivers start to work on is braking later. Only once they have mastered step one and two. Once they have mastered step 2 and still feel like they are over slowing, that is when we can focus on braking deeper.
It is so important to do this last not only because it is the highest risk part, but also because for lap time braking deep does nothing for us if we can’t combine it with good entry speed, a good turn in, a good apex, and a great exit. Figuring all the rest out first lets us know what it all is supposed to feel like and we will know if we brake too deep because we won’t execute the rest of the corner how we want to.
So, when race car drivers get to this stage we teach our drivers to slowly bring their brake zones later and later lap by lap. Our objective here is to get it to the point that we start to make small mistakes such as:
- Missing our turn in point
- Too much brake pressure still on after turn in
- Locking up the tires during straight line braking
- Too much entry speed so we miss the apex or can’t get to throttle where we want to
Once we start making these mistakes we back up that brake zone slightly and then we know we are right at the limit!
By Dion von Moltke | December 7, 2018
After five seasons at Stewart-Haas Racing, Kurt Busch is moving to the No. 1 car of Chip Ganassi Racing for the 2019 season in the Monster Energy NASCAR Cup Series, and Monster Energy is coming along for the ride.
The driver, team and brand Monster Energy announced the news Tuesday on social media.
The 2004 Monster Energy Series champion is leaving SHR after compiling six victories there, including the 2017 Daytona 500 with crew chief Tony Gibson. He will replace Jamie McMurray, who had driven for Ganassi since 2010 when it was Earnhardt Ganassi Racing. Monster Energy will be the primary sponsor.
“I am tremendously proud to be joining Chip Ganassi Racing and the prestigious group of alumni,” Busch said in a team release. “Along with Monster Energy, winning races and competing at the highest level, it’s what we are all about. Ganassi’s forward thinking approach is why I have decided to commit all my years of Monster Energy Cup experience to CGR.”
Busch is a 19-year veteran of the sport who has 30 wins on NASCAR’s highest level. He qualified for the playoffs in all five seasons while at SHR. His latest victory came in the Bristol Night Race in August 2018.
In the No. 41 Ford, Busch advanced to the Round of 8 in 2018 for the third time over the past four seasons. He was eliminated from this year’s postseason at ISM Raceway in Phoenix following an on-track incident late in the race.
Before SHR, Busch drove for Furniture Row Racing full time in 2013 and for part of the 2012 season. Busch began his premier series career driving for Jack Roush, and he was driving for Roush during his championship season in 2004.
“We have had the good fortune of having a lot of great drivers here at Chip Ganassi Racing across all forms of racing and Kurt Busch adds to that list of great drivers,” team owner Ganassi said in a news release. “He is a former NASCAR Cup Series champion and Daytona 500 winner and I believe still has a burning desire to win races and compete for a championship. In addition, getting to work with and represent a brand like Monster Energy makes it even that much more exciting.”
Kurt and brother Kyle each have at least 30 victories on the premier series level, the only sibling duo to accomplish the feat in NASCAR history.
McMurray’s plans for 2019 were not announced by the organization, and Ganassi said that news about his future would unfold in the coming weeks. The 42-year-old driver has seven premier-series wins — including the 2010 Daytona 500 — and has amassed 582 starts in 16-plus seasons. All but four of his campaigns in NASCAR’s top series came with Ganassi, which fielded his entries from 2002-05 and 2010-18.
Porsche pulls cover off 2020 911 Carrera S and 4S
Article by Damon Lowney
Photos courtesy Porsche
Porsche introduced the new 2020 911 Carrera S and Carrera 4S, the eighth generation of the automaker’s iconic rear-engined sports car, tonight at the Porsche Experience Center in Carson, California.
The 992-generation 911 represents an evolutionary change from the 991. A twin-turbocharged flat-six mounted at the rear produces 443 horsepower. Power is sent to the rear wheels in the Carrera S, or to all four in the Carrera 4S, via a new eight-speed automatic double-clutch PDK transmission. Porsche says a manual will be available at a later date. The flat-six uses an improved injection process and a revised turbocharger and intercooler layout to increase efficiency and power.
The Carrera S will do o-60 miles per hour in 3.5 seconds, or 3.3 with Sport Chrono package, and go on to a top speed of 191 mph. The Carrera 4S will accelerate a bit quicker: 0-60 mph comes in 3.4 seconds, or a blazing 3.2 seconds with Sport Chrono package. The 4S will reach 190 mph, Porsche says.
The new 911 is a bigger car than the one before it — and now rides on 20-inch front and 21-inch rear wheels — though it looks unmistakably like a 911. Porsche says the front is 45 millimeters wider, while the rears of both the Carrera S and 4S are the same width as the previous Carrera 4 and GTS. Previously the Carrera and Carrera S used a narrower body than the all-wheel-drive and GTS models. That body is aluminum intensive, according to Porsche, as all but the front and rear fascias are made of the metal.
The details are where we start to see how the 992 differs from the outgoing 991. Shutlines are different, the active rear spoiler spans nearly the entire width of the rear end, the taillight bar has now been cemented into the full Porsche lineup, and the exhaust tips poke through the rear fascia, instead of residing under it, à la 991 GT2 RS.
Inside, the cockpit looks familiar to anyone who’s sat in a 911. There are classic 911 cues such as a five-gauge dash (even if four of those gauges are digital — the tachometer is analog), but also a modern 10.9-inch center touchscreen and a glass center console with haptic “buttons.” There are also real buttons, switches, and dials.
Porsche didn’t give specs on weight, or even mention the base Carrera and Carrera 4, but we do know what these introduction models will cost. Carrera S: MSRP $113,200. Carrera 4S: MSRP $120,600.
Stay tuned to PCA.org for more information as it becomes available.
Full Porsche Press Release
The new 2020 Porsche 911 Carrera S and 4S – more powerful, more dynamic, unmistakably a 911
The eighth generation of an icon: Spectacular world premiere in Los Angeles
ATLANTA, Nov. 27, 2018 /PRNewswire/ — Faster, more emotional, and more connected – the eighth generation of the Porsche 911 is here. On the eve of the Los Angeles Auto Show, the new 911 celebrated its world premiere at the Porsche Experience Center Los Angeles. With an exterior that unmistakably reflects the Porsche design DNA, a more muscular look, and a completely new interior layout, the new 911 is both timeless and modern. The next generation of flat-six turbocharged engines has been further developed to be more powerful than ever before, delivering 443 horsepower in the S models. Using an improved injection process, as well as a new layout for the turbochargers and intercoolers, the efficiency of the engine has been further optimized. Power is delivered by a new eight-speed, dual-clutch transmission. New assistance systems such as the standard Porsche Wet Mode for increased driver awareness on wet roads, and the optional Night Vision Assist with a thermal imaging camera, are part of the broadened array of available active driver assistance features. The new Porsche Communication Management (PCM) with a larger 10.9-inch touchscreen display (up from 7.0 inches in the previous car) and comprehensive connectivity, optional Adaptive 18-way Sport Seats Plus with improved lateral support, re-tuned PASM dampers, and extended digital features all ensure greater comfort and everyday usability.
911 Carrera S models with 443 horsepower
The turbocharged flat-six engine of the 911 Carrera S and 911 Carrera 4S now produces 443 horsepower. This corresponds to an increase of 23 horsepower compared with the previous model. Equipped with the 8-speed PDK dual clutch transmission as standard, the rear-wheel-drive 911 Carrera S Coupe needs just 3.5 seconds to reach 60 miles per hour from standstill, and the 911 Carrera 4S Coupe with all-wheel drive takes only 3.4 seconds. This makes both cars 0.4 seconds faster than the previous model in each case. This advantage is increased by a further 0.2 seconds with the optional Sport Chrono Package, to 3.3 seconds for the Carrera S and 3.2 seconds for the Carrera 4S. The top track speeds are now 191 miles per hour (911 Carrera S) and 190 miles per hour for the all-wheel-drive version. A manual transmission will be offered at a later date.
Clear design language, unmistakable identity
The exterior design has been revamped and underlines the leap in performance of the new Porsche 911. Significantly wider wheel housings arch over large 20-inch front wheels and 21-inch rear wheels. At the front, the body width has increased by 45 millimeters (1.77 inches), making room for a wider front track. Correspondingly, the rear body width on both 911 Carrera S and 911 Carrera 4S has increased to 1,852 mm (72.91 in), the width of the previous 911 Carrera 4 and 911 GTS models. Flush integration of the electric door handles that extend outward when needed emphasizes the tapered and smooth side contour. Between the new LED headlights, the front luggage compartment lid with pronounced contours evokes the design of the first 911 generations. The rear is dominated by the significantly wider, variable-position rear spoiler and the seamless, elegant light bar which is now a feature on both two- and four-wheel drive variants. With the exception of the front and rear fasciae, the entire outer skin is now made of aluminum.
The completely new interior is characterized by the clear and straight lines of the dashboard with recessed instruments. Porsche 911 models from the 1970s provided the inspiration here. Left and right of the centrally positioned tachometer, which is characteristic for Porsche, two thin, frameless, free-form displays provide the driver with information. The PCM can be operated quickly and intuitively thanks to the new architecture. Located underneath the screen, a compact switch panel with five buttons provides direct access to key vehicle functions. In terms of digitalization, the 911 is more connected than ever before thanks to new functions and services. The standard PCM system features Porsche Connect Plus including online traffic information based on swarm data. (A subscription is required after an initial 12-month trial period.)
*The availability of Porsche Connect services is dependent on the availability of wireless network coverage which may not be available in all areas, and may be subject to eventual technology sun-set or deactivation, thus nullifying services. The vehicle equipment necessary to use Porsche Connect is only available factory-installed, and cannot be retrofitted. Likewise, the vehicle equipment may not work with future mobile networks yet to be deployed. Some functions may require separate subscriptions, or data charges may apply.
New assistance systems increase safety and comfort
As a world first, Porsche has developed the Wet Mode, which is included as standard equipment on the new Porsche 911. This function detects water on the road, preconditions the stability control and anti-lock brake systems accordingly, and warns the driver. A camera-based warning and brake assist system, also fitted as standard, detects the risk of collision with moving objects and initiates emergency braking if necessary. Night Vision Assist with a thermal imaging camera is optionally available for the 911 for the first time. The Adaptive Cruise Control option includes automatic distance control, stop-and-go functionality, and an innovative Emergency Assist function.
The 2020 911 Carrera S has a base MSRP of $113,200, while the 2020 911 Carrera 4S will be offered starting at $120,600, each not including the $1,050 delivery, processing and handling fee. The models can be ordered now and are expected to reach U.S. dealers in summer 2019.