9 Magazine

Delavilla Creates Sensation at Top Marques in Monaco

Admin — Thu, 23 May 2013 11:17:45 +0000

As with last year with the Cayman R1 and 911 VRS “Speedroad” Delavilla marked the spirit of the occasion by presenting two new models and a stunning concept car at the latest Top Marques Show held in Monaco in April.

991 “HardBack”

Transform your 991 cabriolet into a “speedster” in less than a minute…it had to be done, and the French Porsche tuner did it, thanks to a very clever accessory: the “Delavilla HardBack”. PORSCHE does not currently offer this model, so the vehicle shown on the Delavilla stand generated much curiosity. Very easy to install, the “HardBack” allows you to close the electric roof or free the back seats easily. By adding the “Hard Top” to this configuration, one can have the choice of driving a coupe, cabriolet or “speedster”, depending on the weather, your needs or simply your mood

The “VINTECH” Concept car

The Vintech did not escape the eyes of Prince Albert II of Monaco! Connoisseur of exceptional cars, his Highness visited the Delavilla stand, particularly interested in the “Vintech” concept car. Inspired by the PORSCHE 550 of the 1950s, this handmade prototype with a carbon fibre body and engine was exhibited to demonstrate the design and manufacturing skills of the D3 group, the industrial partner of Delavilla. Seduced by the originality of the automobile, the Prince asked whether this car would be mass produced soon. The project is under review. Maybe we will one day see this amazing French automobile driving through the streets of Monaco with a member of the royal family on board. Knowing the Principalities attachment to French craftsmen, we say that it is quite possible…

The DELAVILLA Cayman R1 3.8

At the show the Porsche tuner Delavilla offered test drives with a superb pearly red 3.8L Cayman R1. Delavilla continues to work with the Swiss based engine tuner, SPORTEC, to improve the performance of its models. With an engine capacity that now reaches 3800cc, the 3.8 R1 produces 390bhp, and with its modified chassis is capable of exceptional performance. All the lucky ones who participated in the test drive of this car are unanimous; with the 3.8 R1, Delavilla now offers a version of PORSCHE Cayman with totally unique abilities.

The DELAVILLA “CrossRoad”

This is a first for the French Porsche tuner who have never worked on the PORSCHE Cayenne before, but the result is there: the design is both simple and distinctive; the bite of the huge mouth gives the Cayenne an entirely new face. Add the spoiler, the rear bumper and four exhaust outlets and, the dressing is complete. The “CrossRoad” reaffirms the powerful and dynamic nature of the PORSCHE off-roader. “By changing a little has made a complete change!” The gamble has paid off!

Source: Delavilla

New Photos & Specifications of the 918 Spyder Released

Admin — Sat, 18 May 2013 16:54:48 +0000

Within the past few days, new technical specifications and photos of the Porsche 918 Spyder have been announced. These updates have been eagerly anticipated and will generate quite a bit of enthusiasm from depositors, prospects and Porsche enthusiasts.

The 918 Spyder embodies the essence of the Porsche idea: it combines pedigree motor racing technology with excellent everyday utility, and maximum performance with minimum consumption. The task faced by the development team was to create the super sports car for the next decade with a highly efficient and powerful hybrid drive. Developing the car from scratch, appropriately beginning with a sheet of white paper, allowed the team to come up with a no-compromise concept. The entire car was designed around the hybrid drive. The 918 Spyder therefore demonstrates the potential of the hybrid drive to a degree never seen before: the parallel improvement of both efficiency and performance without one being at the cost of the other. This is the idea that has made the Porsche 911 the most successful sports car in the world for 50 years. In short, the 918 Spyder will act as the gene pool for the Porsche sports cars of the future.

The 918 Spyder reveals its close links to motorsport in a variety of ways. It has been designed, developed and produced by Porsche engineers who build race cars, in cooperation with series production specialists. A great deal of insight gained from the development of Porsche race cars for the 24 hours race in Le Mans in 2014 is thus integrated into the 918 Spyder – and vice versa. The structural concept of the 918 Spyder with a rolling chassis as its basis – a basic vehicle that can be driven even without a body – is race car tradition at Porsche. The concept of the V8 engine originates from the LMP2 RS Spyder race car. The load-bearing structures, the monocoque and subframe, are made of carbon fiber reinforced polymer. Porsche has many years of experience with this high-strength, lightweight construction material and has again achieved top results with the development of the series production 918 Spyder. Many parts of the super sports car come from manufacturers who have a proven record as suppliers for motorsport vehicles.

Hybrid drive brings advantages in terms of driving dynamics

A key message of the 918 Spyder is that the hybrid drive from Porsche is a plus for no-compromise driving dynamics. Drivers can experience this thanks to the unique all-wheel drive concept with a combination of combustion engine and electric motor on the rear axle and the second electric motor on the front axle. It is based on knowledge gained by Porsche during motor races with the successful 911 GT3 R Hybrid. Due to the additional, individually controllable front drive, new driving strategies for extremely high, safe cornering speeds can be implemented, especially for bends. Furthermore, the advanced “boost” strategy manages the energy of the electric drive so intelligently that, for every sprint with maximum acceleration, the full power of the 918 Spyder can be tapped into by simply pressing the accelerator down fully. In short, the 918 Spyder allows even drivers without motorsport training to experience the potential of advanced longitudinal and transverse dynamics.

The Porsche 918 Spyder also has the potential to break many records. The current lap time for the North Loop of the Nürburgring is 7:14 minutes. This time was achieved in the presence of international journalists during test drives in September 2012 – more than a year before start of production. The 918 Spyder prototype was therefore approximately 20 seconds quicker than the Porsche Carrera GT. More test drives on the Nürburgring North Loop will follow. An even more important factor is that the 918 Spyder surpasses previous models and competitors by far in its efficiency as well. As a plug-in hybrid vehicle, it systematically combines the dynamic performance of a racing machine with low fuel consumption. To sum it up: maximum driving fun with minimal fuel consumption.

New 918 spyder highlights include:

887 horsepower (608hp from the V8, 286hp from the electric motors)
940 lb.-ft. of torque
Top Track Speed > 211 mph
0-60 mph < 2.8 sec

Carbon monocoque guarantees lightweight design with a low center of gravity

The 918 Spyder utilizes the best state-of-the-art technologies, taken straight from motor racing, to achieve its top performance. The entire load-bearing structure is made of carbon fiber reinforced polymer (CFRP) for extreme torsional rigidity. Additional crash elements at the front and rear absorb and reduce the energy of a collision. The car’s unladen weight of approximately 3,715 lbs. (3,616 lbs. with “Weissach” package), an excellent low weight for a hybrid vehicle of this performance class, is largely attributable to this concept.

The drivetrain components and all components weighing over 110 lbs. are located as low and as centrally as possible within the vehicle. This results in a slightly rear end biased axle load distribution of 57 percent on the rear axle and 43 percent on the front axle, combined with an extremely low center of gravity at approximately the height of the wheel hubs, which is ideal for driving dynamics. The central and low position of the traction battery directly behind the driver not only supports efforts to concentrate masses and lower the center of gravity; it also provides the best temperature conditions for optimum battery power capacity.

Chassis with race car genes and rear-axle steering

The multi-link chassis of the Porsche 918 Spyder is inspired by motorsport design, complemented by additional systems such as the PASM adaptive shock-absorber system and rear-axle steering. Basically, this incorporates an electro-mechanical adjustment system at each rear wheel. The adjustment is speed-sensitive and executes steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same direction as the front wheels or in opposition to them. At low speeds, the system steers the rear wheels in a direction opposite to that of the front wheels. This makes cornering even more direct, faster and more precise, and it reduces the turning circle. At higher speeds, the system steers the rear wheels in the same direction as the front wheels. This significantly improves the stability of the rear end when changing lanes quickly. The result is very secure and stable handling.

Porsche Active Aerodynamic (PAA) for different driving modes

Porsche Active Aerodynamic (PAA), a system of adjustable aerodynamic elements, ensures unique and variable aerodynamics; its layout is automatically varied over three modes ranging from optimal efficiency to maximum downforce and is tuned to the operating modes of the hybrid drive system. In “Race” mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler positioned between the two wing supports near the trailing edge of the airflow also extends. In addition, two adjustable air flaps are opened in the underfloor in front of the front axle, and they direct a portion of the air into the diffuser channels of the underbody structure. This also produces a “ground effect” at the front axle.

In “Sport” mode, the aerodynamic control system reduces the attack angle of the rear wing somewhat, which enables a higher top speed. The spoiler remains extended. The aerodynamic flaps in the underfloor area close, which also reduces aerodynamic drag and increases attainable vehicle speeds. In “E” mode, the control is configured entirely for low aerodynamic drag; the rear wing and spoiler are retracted and the underfloor flaps are closed.

Adjustable air inlets under the main headlights round off the adaptive aerodynamic system. When the vehicle is stationary and in “Race” and “Sport” mode, they are opened for maximum cooling air intake. In “E-Power” and “Hybrid” modes, they close immediately after the car is driven off in order to keep aerodynamic drag to a minimum. They are not opened until the car reaches speeds of approximately 81 mph or when cooling requirements are higher.

From comfortable to race-ready: five modes for three motors

The core of the 918 Spyder concept is its distribution of propulsive power among the three power units; their cooperation is controlled by an intelligent management system. To best exploit these different approaches, the Porsche developers defined five operating modes that can be activated via a “map switch” on the steering wheel, just like in motorsport cars. On the basis of this pre-selection, the 918 Spyder applies the most suitable operating and boost strategy without driver intervention, thus allowing the driver to concentrate fully on the road.

Quiet and elegant: “E-Power”

When the vehicle is started up, the “E-Power” mode is the default operating mode as long as the battery is sufficiently charged. In ideal conditions, the 918 Spyder can cover approximately 18 miles on purely electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 to 62 mph in seven seconds and can reach speeds of up to 93 mph. In this mode, the combustion engine is only used when needed. If the battery’s charge state drops below a set minimum value, the vehicle automatically switches to hybrid mode.

Efficient and comfortable: “Hybrid”

In “Hybrid” mode, the electric motors and combustion engine work alternately with a focus on maximum efficiency and minimum fuel consumption. The use of individual drive components is modified as a function of the current driving situation and the desired performance. The Hybrid mode is typically used for a fuel economy-oriented driving style.

Sporty and dynamic: “Sport Hybrid”

In more dynamic situations, the 918 Spyder selects the “Sport Hybrid” mode for its power sources. The combustion engine now operates continuously and provides the main propulsive force. In addition, the electric motors provide support in the form of electric boosting or when the operating point of the combustion engine can be optimized for greater efficiency. The focus of this mode is on performance and a sporty driving style at top speed.

For fast laps: “Race Hybrid”

“Race Hybrid” is the mode for maximum performance and an especially sporty driving style. The combustion engine is chiefly used under high load, and charges the battery when the driver is not utilizing its maximum output. Again, the electric motors provide additional support in the form of boosting. Furthermore, the gear-shifting program of the PDK is set up for even sportier driving. The electric motors are used up to the maximum power output limit to deliver the best possible performance for the race track. In this mode, the battery charge state is not kept constant, rather it fluctuates over the entire charge range. In contrast to Sport Hybrid mode, the electric motors run at their maximum power output limit for a short time for better boosting. This increased output is balanced by the combustion engine charging the battery more intensively. Electric power is thus available even with several very fast laps.

For pole position: “Hot Lap”

The “Hot Lap” button in the middle of the map switch releases the final reserves of the 918 Spyder and can only be activated in “Race Hybrid” mode. Similar to a qualification mode, this pushes the traction battery to its maximum power output limits for a few fast laps. This mode uses all of the available energy in the battery.

Main propulsion: the race car’s eight cylinder engine

The main source of propulsion is the 4.6-liter, eight cylinder engine that produces 608 hp of power. The engine is derived directly from the power unit of the successful RS Spyder, which explains why it can deliver engine speeds of up to 9,150 rpm. Like the race engine of the RS Spyder, the 918 Spyder power unit features dry-sump lubrication with a separate oil tank and oil extraction. To save weight, components such as the oil tank, the air filter box integrated into the subframe and the air induction are made of carbon fiber reinforced polymer. Further extensive lightweight design measures have resulted in such features as titanium connecting rods, thin-wall, low-pressure casting on the crank case and the cylinder heads, a high-strength, lightweight steel crankshaft with 180 degrees crankpin offset and the extremely thin-walled alloy steel/nickel exhaust system. Striking features of the V8 are that it no longer supports any auxiliary systems, there are no external belt drives and the engine is therefore particularly compact. Weight and performance optimizations achieve a power output per liter of approx. 133 hp/l – the highest power output per liter of a Porsche naturally aspirated engine – which is significantly higher than that of the Carrera GT (106 hp/l) and outstanding for a naturally aspirated engine.

Unique race car design heritage: top pipes

It isn’t just this engine’s performance but also the sound it makes that stokes the emotionality of the 918 Spyder. This is attributable first and foremost to the so-called top pipes: the tailpipes terminate in the upper part of the rear end immediately above the engine. No other production vehicle uses this solution. The top pipes’ greatest benefit is optimal heat removal, because the hot exhaust gases are released via the shortest possible route, and exhaust gas back pressure remains low. This design requires a new thermodynamic air channeling concept. With the HSI engine, the hot side is located inside the cylinder V, the intake channels are on the outside. There is another benefit as well: the engine compartment remains cooler. This is especially beneficial to the lithium-ion traction battery, as it provides optimum performance at temperatures between 68 and 104 degrees Fahrenheit. Consequently, less energy needs to be used for active cooling of the battery.

In parallel in the drivetrain: hybrid module

The V8 engine is coupled to the hybrid module, since the 918 Spyder is designed as a parallel hybrid like the current hybrid models from Porsche. Essentially, the hybrid module comprises a 115 kW electric motor and a decoupler that serves as the connection with the combustion engine. Because of its parallel hybrid configuration, the 918 Spyder can be powered at the rear axle either individually by the combustion engine or electric motor or via both drives jointly. As is typical for a Porsche super sports car, the power pack in the 918 Spyder has been placed in front of the rear axle, and does not have any direct mechanical connection to the front axle.

Upside-down for a low center of gravity: Doppelkupplung

A seven-speed Doppelkupplung (PDK) transmission handles power transmission to the rear axle. The high-performance transmission is the sportiest version of the successful PDK; it has undergone a complete redesign for the 918 Spyder and has been further optimized for high performance. To ensure a low mounting position for a low center of gravity of the entire vehicle, the gear unit was turned “upside down” by rotating it 180 degrees about its longitudinal axis, in contrast to other Porsche series. If no power is required on the rear axle, the two motors can be decoupled by opening the decoupler and PDK clutches. This is the action behind the Porsche hybrid drive’s typical “coasting” with the combustion engine switched off.

Independent all-wheel drive: front axle with electric motor

On the front axle, there is another independent electric motor with an output of approximately 95 kW. The front electric drive unit drives the wheels at a fixed ratio. A decoupler decouples the electric motor at high speeds to prevent the motor from over-revving. Drive torque is independently controlled for each axle. This makes for very responsive all-wheel drive functionality that offers great potential in terms of traction and driving dynamics.

Lithium-ion battery with plug-in charging system

The electric energy for the electric motors is stored by a liquid-cooled lithium-ion battery comprising 312 individual cells with an energy content of about seven kilowatt hours. The battery of the 918 Spyder has a performance-oriented design in terms of both power charging and output, so that it can fulfill the performance requirements of the electric motor. The power capacity and the operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. That is why the battery of the 918 Spyder is liquid-cooled by a dedicated cooling circuit. The global warranty period for the traction battery is seven years.

To supply it with energy, Porsche developed a new system with a plug-in vehicle charge port and improved recuperation potential. This vehicle charge port in the B-pillar on the front passenger side lets users connect the storage battery to an electrical supply at home to charge it. The charge port is standardized for the country of purchase. The on-board charger is located close to the traction battery. It converts the alternating current of the household electric supply into direct current with a maximum charge output of 3.6 kW. Using the supplied Porsche Universal Charger (AC), the traction battery can be charged with a conventional wall plug in seven hours from a ten ampere rated, fused power socket a US 110 Volt household electrical supply, for example. Furthermore, the Porsche Universal Charger (AC) can be installed at home in the garage using the Charging Dock. It enables rapid and convenient charging within approximately two hours, irrespective of regional conditions. The Porsche Speed Charging Station (DC) is available as an optional extra. It can fully charge the high-voltage battery of the 918 Spyder in just 25 minutes.

Pioneering control concept: clear organization of the cockpit

The driver is the focus of all technology in the future Porsche super sports car. A cockpit was created for the driver that is typical of the brand and pioneering in its clarity. It is partitioned into two basic areas. First, there are the controls that are important for driving, which are grouped around the multifunction steering wheel, combined with driver information displayed on three large round instruments. Second, there is the infotainment block that is housed in the lifted center console, which was introduced in the Carrera GT. Control functions, e.g. for the automatic climate control system, wing adjustment, lighting and Porsche Communication Management (PCM), including a Burmester high-end sound system, can be intuitively operated by multitouch with a new type of black panel technology.

For even higher performance: the Weissach package

For very performance-oriented customers of the 918 Spyder, Porsche offers the “Weissach” package. These modified super sports cars can be recognized at first glance by special colors and designs that are based on legendary Porsche race cars. The roof, rear wings, rear-view mirrors and frames of the windscreen are made of visible carbon. Parts of the interior are upholstered with Alcantara instead of leather, and visible carbon replaces much of the aluminum. Sound insulation has been reduced. The emphasis on performance is not just visual: very lightweight magnesium wheels reduce unsprung masses; gross weight was reduced by about 77 lbs. The benefits are experienced in further improved dynamic performance. Other references from motorsport are six-point seatbelts for driver and front passenger, optional film-coating instead of body paint, as well as additional aerodynamic body parts in visible carbon.

Porsche redefined: a new super sports car for a new decade

The 918 Spyder continues a long tradition of super sports cars at Porsche; as technology platforms, as the driving force behind both car emotion and car evolution and as the ultimate sports cars of their decades: the Carrera GTS, the first Porsche Turbo, the 959, the 911 GT1, the Carrera GT. More than any of its predecessors, the 918 Spyder is providing key impetus for developing technologies for future vehicle concepts. It offers a complete package of components that reflect Porsche DNA – more concentrated than ever before.

Technical Specifications – Porsche 918 Spyder

Body:	Two-seat Spyder; carbon fiber reinforced plastics (CFRP) monocoque interlocked with CFRP unit carrier; two-piece Targa roof; fixed roll-over protection system.
Drivetrain:	Parallel full hybrid; 4.6-liter V8 mid-engine with dry-sump lubrication; hybrid module with electric motor and decoupler; electric motor with decoupler and gear unit on front axle; auto start/stop function; electrical system recuperation; four cooling circuits for motors, transmission and battery; thermal management.
Engine power:	608 hp at 8,600/min (V8 engine) 154 hp (hybrid module on rear axle) 127 hp (electric motor on front axle) 887 hp (combined)
Max. torque:	390 lb.-ft. at 6,600/min (V8 engine) 940 lb.-ft. (equivalent torque calculated on the crankshaft, complete system in 7th gear) 787 lb.-ft. (complete system, 3rd gear) > 590 lb.-ft. (800/min – 5,000/min)
Maximum Revs:	9,150 rpm
Power output per l:	133 hp/l (V8 engine)
Power transmission:	Combustion engine with hybrid module and transmission bolted together to form a single drive unit; seven-speed Doppelkupplungsgetriebe (PDK); rear-wheel drive; front electric motor with gearbox for driving the front wheels (decoupled from 146 mph); five pre-selectable operating modes for optimum coordination of all drive units.Gear ratios PDK 1st gear 3.91 2nd gear 2.29 3rd gear 1.58 4th gear 1.19 5th gear 0.97 6th gear 0.83 7th gear 0.67 R gear 3.55 Final drive ratio 3.09 Clutch diameter 8.7 in. / 6.5 in
Chassis and Suspension:	Double-wishbone front axle; optional electro-pneumatic lift system on front axle; electro-mechanical power steering; multilink rear axle with adaptive electro-mechanical system for individual rear wheel steering; electronically controlled twin-tube gas-pressure dampers in the front and rear with Porsche Active Suspension Management (PASM).
Brake system:	High-performance hybrid brake system with adaptive recuperation; internally ventilated and perforated front ceramic brake discs (PCCB), 16 in. in diameter and 1.4 in. thick; rear discs 15.4 in diameter and 1.3 in. thick.
Wheels and tires:	918 Spyder wheels (Weissach package: 918 Spyder magnesium wheels) front 9.5 J x 20 with 265/35 ZR 20 rear 12.5 J x 21 with 325/30 ZR 21
Weights:	Curb weight 3,715 lbs. 3,616 lbs. (Weissach package)
Dimensions:	Length 182.8 in. Width 76.4 in. Height 45.9 in. Wheelbase 107.5 in.Track widthfront 65.5 in. rear 63.5 in.Luggage compartment capacity, VDA ~ 110 l Fuel tank capacity 18.5 gal
Energy supply:	Lithium-ion battery with 6.8 kWh capacity (BOL nominal), 220 kW maximum power and mains-compatible plug-in charger.
Performance:	Top speed > 211 mph purely electric 93 mphAcceleration: 0-62 mph 2.8 s 0-60 mph less than 2.8 s 0-62 mph (in electric mode) 7.0 s0-124 mph (0-200 km/h) 7.9 s0-186 mph (0-300 km/h) 23.0 s
Range:	Purely electric approx. 18 mi.
Warranty:	Vehicle (Battery) 4 years (7 years)
Charging times:	AC charging on a household socket (110 V, 10 A): less than 7 hours AC charging on an industrial socket (240 V, 30 A): less than 2 hours DC charging on an industrial socket (400 V, 32 A): less than 0.5 hours.

Source: Porsche

100,000th Panamera Leaves the Factory

Admin — Thu, 16 May 2013 11:15:31 +0000

Celebrating a milestone at Porsche: 100,000th Panamera leaves the factory

The Porsche plant in Leipzig, Germany, produced the 100,000th Panamera. Back in 2009, the decision to produce this new Porsche model series and manufacture the first customer vehicle started a success story. “In over 120 countries, Panamera customers drive a Porsche that is ‘Made in Leipzig’ and sport this quality seal around the globe. The team and I are very proud of this,” says Siegfried Bülow, Chairman of the Board of Porsche Leipzig GmbH. Developed in the Swabian city of Weissach and manufactured in the Saxon metropolis of Leipzig, the Panamera also illustrates successful cooperation between business sites within the Porsche company. The value that is placed in this team accomplishment is being expressed today as the 100,000th Panamera festively drives off the assembly line and through a paper wall that was signed by employees beforehand.

The milestone vehicle is a new Panamera S E-Hybrid in “rhodium-silver metallic”. This vehicle the world’s first plug-in hybrid of the luxury class made its debut before a world audience at the Shanghai Auto Show at the end of April 2013. The Panamera S E-Hybrid combines efficiency, sportiness and comfort with a very personal note: the number of possible combinations of factory installed exterior and interior color combinations and decors is over 1,500. With 416 hp (306 kW) of system power, the car’s NEDC fuel consumption is just 3.1 liters of fuel per 100 km, which equates to 71 g/km CO2 emissions. The car is also a Porsche Gran Turismo through and through: it accelerates from 0 to 100 km/h in just 5.5 seconds, and its top speed is 270 km/h.

Source: Porsche

Second 2013 ALMS Podium for Falken at Mazda Raceway

Admin — Mon, 13 May 2013 11:10:10 +0000

For the second time in the first three races in the 2013 season, Team Falken Tire put on another impressive performance to land on the American Le Mans Series GT podium. Saturday’s second place finish not only marks the team’s best finish at Mazda Raceway Laguna Seca, but the best finish in the 2013 ALMS season.

Bryan Sellers started Round 3 at Mazda Raceway Laguna Seca from second position in the GT class. With a perfect race start, Bryan Sellers in the No. 17 2012 Porsche 911 GT3 RSR expertly passed the pole sitting Ferrari to lead the GT field in the first lap. Bryan Sellers maintained his lead for the next 47 minutes until the factory Corvette of Jan Magnussen took the position. Bryan Sellers pitted for tires and fuel in second place, passing the driving duties onto Porsche Factory driver Wolf Henzler.

With another flawlessly executed pit stop by the Falken Tire team, Wolf Henzler rejoined the field in second position, ready to continue the chase after Magnussen’s Corvette for the lead. For the entirety of his stint, Wolf Henzler held the position and created a gap from third position. As the sun started to set and the temperatures started to drop, the Falken Tires continued to hold strong with the Porsche RSR, keeping up with the competing factory teams. Jan Magnussen had a slight speed advantage, but Wolf Henzler kept up close with the GT leader while fighting off the fellow Porsche of Marco Holzer, who stayed close behind. With some of the most intense ALMS GT racing so far this season, the drivers raced hard and clean.

Bryan Sellers took over for the final stint, which was hampered with full course cautions. In the final twenty minutes, Sellers and John Edwards in the factory BMW battled hard over second position. Bryan Sellers sat in second and in the final green lap, pulled away from Edwards to get up to the tail of Antonio Garcia’s Corvette in first. In the end, Sellers crossed the finish line in second place, earning the second podium of the year for Team Falken Tire with Wolf Henzler.

“It was a great day,” said Bryan Sellers. “To come away with second is fantastic. It was another one of those days where everything has to and did go right. The guys made no mistakes in the pits and we were fast. It’s a huge improvement here for us. Hopefully this means we have some really good prospects for the future. I think it means we’re moving in the right direction.”

“It was a very good performance today and I think everybody can clearly see the team as a whole package is getting better and more competitive,” said Wolf Henzler “We finished third at Sebring and second here today, and this shows our testing really paid off in the off season. Mazda Raceway is not an easy track, and we’ve always struggled in the past here. But this year we were so close. Bryan qualified second, so close to pole. In the race, we finished right behind the leader.”

With three total ALMS race wins in previous, Team Falken Tire is off to a strong start to earn more podiums for 2013. In Round 1 at Sebring, the team earned a third place finish after an intense 12 hour long battle with intense factory competition and varying conditions. Known for superior performances on street courses, the team qualified second in Round 2 and raced up front on the streets of Long Beach. Round 3′s second place finish reflect the progress Falken Tire has continues to make in tire development, car set up and team performance.

The American Le Mans Series has a two month break before Round 4 at Lime Rock Park July 6th. Team Falken Tire has scheduled additional tests during the break to continue the momentum in tire and setup development.

Source: Falken Motorsports

Near Victory Still Results In Second-Place Podium Finish For Dempsey Del Piero Racing

Admin — Mon, 13 May 2013 11:03:56 +0000

New Dempsey Del Piero Collaboration Sees Season-Best Results and Race-Leading Runs for Both Entries Despite Last Lap Heartbreak; Michael Avenatti and Andrew Davis Finish Sixth in Tully’s Coffee Porsche 911 GT3

Dempsey Del Piero Racing had its best weekend yet in just the team’s third race with its pair of Tully’s Coffee Porsche 911 GT3s Saturday in the American Le Mans Monterey where team owner and lead driver Patrick Dempsey joined Andy Lally for the team’s first podium result and teammates Michael Avenatti and Andrew Davis finished a season-best sixth.

Both team Porsches led during the four-hour American Le Mans Series race at Mazda Raceway Laguna Seca and the 27 Tully’s Coffee Porsche 911 GT3 team nearly pulled of the GTC-class victory. Shaking off some early race issues and penalties, Lally moved into the lead in the race’s final hour and appeared set for the win before the race’s final full-course caution period just 10 minutes from the finish. Lally found himself just in front of the second-place No. 30 Porsche of Nick Tandy, with only a Corvette GT car between the Porsche GT3s for what ended up being a one-lap dash to the finish when the green flag flew.

“It is nice, only my second race with Dempsey Del Piero and we have a pole and now we have a podium,” Lally said. “We have one more step to climb up to achieve our big goal here of winning a race in GTC and we came so close today.”

Lally won the pole in Dempsey Del Piero Racing’s ALMS GTC debut in March at Sebring and nearly gave the team its first victory today. It was only his second race with Dempsey Del Piero after missing last month’s race in Long Beach while competing in the GRAND-AM Road Racing event at Road Atlanta. He was in the lead when the dual white and green flags flew for the race’s final lap.

“It was a heartbreaker,” Lally said. “I am bummed about it but Tandy got a run and somehow by got under the GT Corvette before we even got on to the front straight. That put him on my rear bumper and he did a good job there. He made a move going into Turn 2, but I was able to come out with the lead there, but as we were going into Turn 4 I saw him pop to the inside. This was the confusing part for me because I did not realize a prototype in my blind spot coming off of his right rear made it three wide. As I turned in prepared to be two-wide with the 30, he backed out and the PC car came just barreling up the inside and it just punted me into the marbles. That moved me back to second and that was it, but I have to hand it to Tandy, he did a good job.”

Lally also had some high praise for his Dempsey Del Piero teammates.

“I also have to give two big thanks,” Lally said. “One to the team for keeping us in the race after going two laps down early and the other to Patrick who did what I think was the drive of his life. He had great lap times, didn’t make a mistake, and did a great job to get it on the lead lap and then hand it to me. We put it in the lead and if we didn’t have that late yellow this thing was ours.”

Dempsey started the No. 27 from the third grid position only to encounter a bad vibration and a related stripped wheel nut issue for the second race in a row. The Dempsey Del Piero avoided disaster and managed to fit a new wheel but by then the No. 27 was two laps down less than 15 minutes into the race. It set the stage for one of Dempsey’s best races to date.

“I think it is probably the best race I have ever driven to come back from two laps down,” Dempsey said. “We had the same problem we had at Long Beach. We have to get that figured out, but we overcame that and battled back. I really worked hard, then Andy took over, he had his issues he had to deal with too, so it was all about really overcoming a boat-load of obstacles that were really out of our control. Everybody stayed calm, the crew did a great job with the pit stops and that helped us get back on the lead lap. Andy led for a long time, it was unfortunate that yellow came out with 10 minutes left, but it was a great battle.”

The No. 10 Tully’s Coffee Porsche had its best performance so far after a pair of frustrating races to open the season. Davis even led several laps early in the race’s final hour before joining Avenatti for the duo’s sixth-place showing. Avenatti also ran as high as fourth in his opening shift in the No. 10 despite being hit by another class competitor even before the green flag flew.

“It felt really good, especially in light of the fact that the car was a real handful at that point,” Avenatti said. “I was just happy to be able to keep on the lead lap and run up front there for a while. The crew did a phenomenal job today, our hats are off to them, Andy drove a great race and second-place in this class is nothing to sneeze at. I am very impressed, and I am very impressed with the drive my teammate Andrew put in today. We had some issues early on, and even got hit by a Flying Lizard car on the parade lap, but all in all it was a great race for Dempsey Del Piero Racing and I am very excited about the future.”

Dempsey, who has been in top-level sports cars for nearly a decade now, is also encouraged about the future.

“I am really excited about the team and I really feel we can win now,” Dempsey said. “It is the first time ever for me racing that I know that I can win a race. To be out there running around with everybody today and coming back from the deficit we were in, there is no question that we can win races and a championship. That is the first time that I have felt that.”

Source: Dempsey Del Piero Racing

Who Will Be King Of the Curve?

Admin — Thu, 09 May 2013 10:33:29 +0000

Tune in to SPEED TV this Sunday at 11am to watch “King of the Curve”

It’s time to put Porsche fans to the ultimate test. It’s time to throw them for a curve in real high-speed, high-precision challenges that stretch the vehicle and the driver to the outer limits of skill and power. This isn’t just some dealership test drive around the neighborhood. These drivers are using every gear, kissing every redline, cranking every turn in an all-out battle to determine which one stands as KING OF THE CURVE. King of the Curve teams up Porsche enthusiasts with the best professional and celebrity drivers in a battery of grueling road tests in the 2014 Porsche Cayman.

They’ll have to take on celebrity drivers Brian Austin Green, Will Fichtner, Dara Torres and pro drivers Brian Vickers, Patrick Long and Graham Rahal as they push themselves to the limit. They’ll each have to hold their own behind the wheel of the brand new 2014 Cayman and fight for the right to be named, King of the Curve.

The “King of the Curve” airs on May 12th at 11:00an ET only on SPEED. Follow up shows are on May 14th at 2:30pm ET and May 26th at 6:30pm ET.

For air dates, please check the King of the Curve website at http://www.speedtv.com/programs/king-of-the-curve/

Photos: Courtesy SPEED TV

Dr. Wolfgang Porsche To Celebrate 70th Birthday

Admin — Mon, 06 May 2013 11:45:35 +0000

Chairman of the Porsche Supervisory Board keeps company tradition alive

Dr. Wolfgang Porsche, Shareholder and Chairman of the Supervisory Board of Porsche Automobil Holding SE as well as of the Dr. Ing. h.c. F. Porsche AG, is celebrating his 70th birthday on May 10, 2013. Matthias Müller, President and CEO of Dr. Ing. h.c. F. Porsche AG, paid tribute to the “invaluable contribution” Mr. Porsche has made for the sports car maker: “The fact that a member of the founder family is actively representing our company internationally is essential for many Porsche fans in their extraordinary identification with the brand and its products. As the son of Professor Ferry Porsche, Dr. Wolfgang Porsche supports our company with the greatest personal commitment. He has shaped the development of the Porsche AG over the past 35 years as a Member of the Supervisory Board and since 2007 as Chairman of the Supervisory Board.”

Wolfgang Porsche was born in Stuttgart on May 10, 1943, the youngest son of Dorothea and Ferry Porsche, the founder of the Porsche sports car brand. His grandfather was the brilliant automotive design engineer who shaped the history of the car history with his Stuttgart automotive design engineering office. Wolfgang Porsche spent the first six and a half years of his life at the so-called “Schüttgut” in Zell am See, Austria, the estate of his grandfather Ferdinand Porsche. The family, and the company, returned to Stuttgart in 1950. Wolfgang obtained his Abitur (higher school-leaving certificate) in 1965. He also passed his journeyman’s examination as a metalworker. Afterwards, Porsche obtained his degree in Business Administration from the Vienna University of Economics and Business Administration. He received his doctorate in International Business in 1973.

At first, Dr. Wolfgang Porsche went into business as an independent entrepreneur: As Managing Director of JAMOTO, he became general importer of Yamaha motorbikes in Austria. He returned to Germany in 1976 and worked at the Daimler-Benz AG in Stuttgart as manager in various areas of domestic and foreign sales. In 1978, he was appointed a member of the Supervisory Board of Porsche AG, taking over the position of Chairman in 2007. He was also appointed Chairman of the Supervisory Board of Porsche Automobil Holding SE at its incorporation in June 2007. In addition, Dr. Wolfgang Porsche has been a member of the Supervisory Board of Volkswagen AG, Wolfsburg, since April 24, 2008.

Upon the death of his father Ferry in 1998, he was selected spokesman by the Porsche family. The father of four lives alternatively in Salzburg and the “Schüttgut” in Zell am See, which he acquired from the family estate. There, in Salzburger Land, he operates an Alpine organic farm with around 200 dairy cows. An ardent hunter, he has always felt close to nature. His enthusiasm for sports cars has been the focus of his life from his very early youth on. Over the course of decades, a private collection of vintage cars has evolved that contains numerous very rare Porsche vehicles, which he drives regularly.

Dr. Wolfgang Porsche has received numerous honours for his services to business. In 2005, he was awarded the “Great Golden Medal for Services to the Republic of Austria” by the Chancellor of Austria, the highest award granted by his homeland. For his services to the federal state of Baden-Württemberg, he received the Gold “Staufermedaille” Award. At the onset of 2012, Dr. Wolfgang Porsche was appointed Honorary Senator of Salzburg University and was admitted to the University’s Council in 2013.

Source: Porsche

New 991 Series Porsche 911 Turbo & Turbo S Announced

Admin — Fri, 03 May 2013 10:43:37 +0000

911 Turbo sets new reference values for dynamics and fuel consumption

The Porsche model offensive in the anniversary year of the 911 is reaching new heights. 50 years ago, the 911 made its debut at the Frankfurt International Auto Show. And just ten years later, the first 911 Turbo prototype was at the IAA. On this 40th anniversary Porsche is now presenting the new generation 911 Turbo and Turbo S – the technological and dynamic performance peak of the 911 series. New all-wheel drive, active rear axle steering, adaptive aerodynamics, full-LED headlights and the up to 560 hp flat six-cylinder engine with bi-turbo charging underscore the role of the new generation 911 Turbo as a circuit racing car, everyday car and technology platform. Playing an equally crucial role are the entirely new chassis in lightweight design with a 100 mm longer wheelbase and larger 20-inch wheels. The PDCC active anti-roll system, which is being offered for the first time in 911 Turbo models, increases dynamic performance even more. This system is standard equipment in the 911 Turbo S, as is the Sport Chrono Package with dynamic engine mounts and PCCB ceramic brakes; all of these features are also available as options in the 911 Turbo. The results: The new 911 Turbo S shortens the lap time for the North Loop of the Nürburgring to well under 7:30 minutes – naturally with standard production tyres. The standard sound symposer intensifies the driving experience; it transmits induction sounds of the turbo engine to the passenger compartment via a speaker diaphragm.

More power, fuel economy improved by 16 per cent
The performance partners in the powertrain area are the further advanced engines and the new PTM all-wheel drive system. The turbocharged 3.8-litre six-cylinder engine with direct petrol injection produces 520 hp (383 kW) in the 911 Turbo and 560 hp (412 kW) in the S model. Porsche continues to be the only carmaker to offer two turbochargers with variable turbine geometry for a petrol engine. Power is transferred to the drivetrain via the seven-speed dual clutch transmission (PDK), which now enables an auto start/stop function with engine shutoff that now activates earlier during coasting to a stop as well as a coasting function. Together with the new thermal management system for the turbo engine and the PDK transmission, fuel efficiency technologies have reduced NEDC fuel consumption by up to 16 per cent to 9.7 l/100 km; these figures apply to both models.

New all-wheel drive with electro-hydraulic control
For an even faster and more precise power distribution to the two axles, Porsche developed a new all-wheel drive system (PTM) with electronically controlled and activated multi-plate coupling. The system is equipped with a new water cooling function, so that it can direct even more drive torque to the front wheels if necessary. Simultaneously, the optimised interplay of the engine, transmission and all-wheel drive systems takes the new top 911 to even better sprint capabilities. The 911 Turbo with the optional Sport Chrono Package accelerates from zero to 100 km/h in 3.2 seconds, which is even one-tenth better than the value of the previous 911 Turbo S. The new 911 Turbo S handles the standard sprint to 100 km/h in just 3.1 seconds. The car’s top speed is 318 km/h.

Widest body of all 911 cars
The two new top models display their performance visually more than ever. The characteristic, expansively wide rear body panels of the new generation 911 Turbo are 28 mm wider than on the 911 Carrera 4 models – they feature a nearly level surface, about the width of a hand, between the C-pillar and the outer edge of the car body. Other differentiating characteristics include two-tone forged 20-inch wheels – on the 911 Turbo S they have hub wheel locks. The Turbo S is also making its appearance with new full-LED headlights that feature four-point daytime running lights and dynamic, camera-based main beam control, which can be ordered as an option for the 911 Turbo.

Rear axle steering sustainably improves handling
The introduction of rear axle steering in all turbo models immensely improves both circuit racing and everyday performance of the two new top sports cars. The system consists of two electro-mechanical actuators instead of the conventional control arms on the left and right of the rear axle. The steering angle of the rear wheels can be varied by up to 2.8 degrees, depending on vehicle speed. At speeds up to 50 km/h, when the front wheels are turned the system steers the rear wheels in the opposite direction. This actually corresponds to a virtual shortening of the wheelbase by 250 mm, which gives the 911 Turbo unrivalled performance in bends. The system lets the car turn faster into the bend and offers more dynamic steering response. This noticeably simplifies manouvring and parking.

At speeds above 80 km/h, the system steers the rear wheels parallel to the turned front wheels. This is equivalent to a virtual lengthening of the wheelbase by a significant 500 mm and gives the sports car tremendous stability, especially at high speeds. At the same time, the steering input by the driver leads to significantly faster build-up of lateral force at the rear axle, which initiates the change in direction more spontaneous and harmoniously.

Active aerodynamics improve efficiency and performance
Porsche developed an active aerodynamic system on the new 911 Turbo models for the first time — Porsche active aerodynamics (PAA). It consists of a sturdy, retractable three-stage front spoiler, whose segments can be pneumatically extended, and a deployable rear wing with three adjustable wing positions. This makes it possible to tune the aerodynamics of the 911 Turbo to fulfil driver wishes for either optimal efficiency (speed position) or top dynamic performance. In the performance position, all segments of the front spoiler are fully extended, and they generate considerable downforce at the front axle. Similarly, the rear wing is extended to its maximum height with the greatest angle of attack. This also generates more downforce at the rear axle. Dynamic performance is improved to such an extent that lap times at the North Loop of the Nürburgring are improved by up to two seconds due to this system alone.

New interior with high-end features
The interior was completely redesigned in both 911 Turbo models, and it builds on the 911 Carrera family. The S model is particularly well equipped, offering such features as an exclusive interior in a black/carrera red colour combination and adaptive sport seats plus with 18-way adjustment and memory. In addition, the seat backrest shells are leather upholstered with double cap seams and various elements in carbon look. Like on the previous models, the Bose sound system is installed as standard; for the first time, a Burmester system is also available as an optional feature. A radar-controlled cruise control system, camera-based road sign recognition and speed limit recognition are other new options being offered.

The new top models of the 911 model series arrive on the market at the end of 2013 in the United States. The 911 Turbo is priced from $148,300 while the 911 Turbo S begins at $181,100, not including a destination charge of $950.

Source: Porsche

Children’s Tumor Foundation to Host Inaugural Racing4Research 100 Go-Kart Fundraising Event in Detroit

Admin — Wed, 01 May 2013 13:53:40 +0000

The Children’s Tumor Foundation (CTF) will host an evening of karting fun and fundraising at the Inaugural Racing4Research 100 go-kart race, Thursday, May 30, at Kart 2 Kart in the Detroit community of Sterling Heights.

The full night of team-based karting competition is the first event of its type in the history of the CTF Racing4Research (R4R) program that raises funds for the fight against Neurofibromatosis, a common yet under-recognized genetic disorder that causes tumors to grow on nerves throughout the body. The event is limited to just the first 100 participants that step up to sit down in a kart and race for the R4R cause. Registration is available now at grow.ctf.org/Detroit2013.

A talented lineup of race and championship winning sports car drivers has quickly filled several of the available spots. The stellar field already includes GRAND-AM Road Racing, ALMS and Pirelli World Challenge drivers Patrick Long, James Sofronas, Eric Curran, Andy Lally, Spencer Pumpelly, Patrick Lindsey, Duncan Ende, Dion von Moltke, John Edwards and more. Former driver and SPEED television reporter Brian Till, and AutoWeek motorsports editor Mac Morrison, have also confirmed their participation.

The CTF and its unique R4R program is dedicated to improving the health and well-being of individuals and families affected by Neurofibromatosis. Known as NF, the disorder can lead to blindness, bone abnormalities, cancer and excruciating and disabling pain. Found in one of every 3,000 children born, NF is a more common disorder than many more widely known illnesses, including cystic fibrosis and Duchenne muscular dystrophy.

The CTF/R4R program raises funds and awareness for the fight against NF through a busy and diverse racing program that in 2013 is anchored by fulltime teams and more in GRAND-AM and Pirelli World Challenge GT. Donations to CTF/R4R can be made directly at www.Racing4Research.org.

Open to the public for a nominal donation, the Racing4Research 100 will give fans more than just the chance to meet and mingle with some of their sports car racing favorites. Lucky bidders that evening will also have the rare opportunity to race with some of the professional drivers in attendance through a special fundraising auction for a relay-style competition. Details are currently being finalized, but other unique ways for attendees to support CTF/R4R while getting in on the racing action will also be available.

Several “NF Heroes” are expected to be among the most enthusiastic VIP supporters in the crowd at the Racing4Research 100. So named for their unwavering courage in fighting the disorder, “NF Heroes” are the brave young people tackling NF head on who are nothing short of an amazing inspiration for the teams and drivers that are fortunate enough to compete in their honor.

The Racing4Research 100 is a lead-in charity event for that weekend’s Chevrolet Detroit Belle Isle Grand Prix, May 31 – June 2. The Belle Isle schedule includes the Rolex Sports Car Series Chevrolet GRAND-AM 200 and a Pirelli World Challenge doubleheader, but drivers in town for Sunday’s featured IndyCar race are also welcome to race in and support the Thursday karting event.

Source: Children’s Tumor Foundation

Dr. Wolfgang Porsche Reelected Chairman of the Supervisory Board

Admin — Wed, 01 May 2013 10:50:30 +0000

Representatives of the shareholders elected for a further term / annual general meeting passes resolution on significant dividend increase

At the annual general meeting of Porsche Automobil Holding SE, Stuttgart (Porsche SE) in Leipzig, the shareholders reelected all the members of the supervisory board representing the shareholders for a further five-year term. The individuals involved are: Dr. Wolfgang Porsche, Prof. Dr. Ulrich Lehner, Prof. Dr. Ferdinand K. Piëch, Dr. Hans Michel Piëch, Dr. Ferdinand Oliver Porsche, and His Excellency Sheikh Jassim Bin Abdulaziz Bin Jassim Al-Thani. In the constituent supervisory board meeting following the annual general meeting, the oversight body elected Dr. Wolfgang Porsche as chairman and Uwe Hück as deputy.

At their annual general meeting, the Porsche SE shareholders had earlier approved the distribution of a dividend of 2.010 euro per share to the holders of preference shares and 2.004 euro per share to the holders of ordinary shares for the fiscal year 2012. The dividend for the fiscal year 2011 had been 0.760 euro per preference share and 0.754 euro per ordinary share.

The shareholders exonerated the members of the executive board and supervisory board holding office in the fiscal year 2012.

Source: Porsche