Porsche vs Ferrari

Porsche and Ferrari are German and Italian sides of the same
coin, interpretations of the sports car idea. Both founded by a
dominant patriarch, both honed in racing, both more than 50
years old, both with engineering and styling integrity. Whether on
the track of Le Mains or on the streets, the two have always been
put head-to-head and compared. Even the most naive motorist
associates these two names with both performance and style.

We’ve decided to compare the methodical Porsche 911 Carrera
4S and the passionate Ferrari F430 because both of them astonish
with their performance while attempting to maintain a reasonable
amount of practicality but do not pretend to be anything other than
sports cars.

A modern sports car should feature these characteristics: it should be
started easily, maneuvered around town, blasted on a couple of
country roads, it looks and performs the part on a racetrack but at the
same time it is very safe.

The easier way to separate the two cars is by measuring figures since
both of them have mastered the modern sports car requirements and
basically there’s no other way to choose between these two phenomenal
cars.

What initially impresses is Ferrari's lightning fast 4-second 0-100km/h
acceleration and thrilling exhaust tone. As the occupants are pinned to
the seats, the new generation 4.3-litre V8 pushes out 368 snarling
kilowatts. Porsche’s acceleration also offers that kick in the pants a
super car should deliver, although it is 0.8 seconds slower at the 100 km/k
mark.

With such acceleration performance, it comes natural for both cars to
excel in the braking department. The two cars offer optional ceramic
discs for impressive stopping.

Porsche’s engine gets the upper hand as it is more refined and on
the economy rank leaps ahead Ferrari with a 11.8 liters per 100 km
as opposed to 18.3 liters. Both cars deliver the power through impressive
6-speed gearboxes and offer top rate handling performance.

Both F430 and Carrera4S offer great interior comfort and even if the
space is limited, the occupants don't feel claustrophobic and flustered.
Although an impressive mix of suede, carbon fiber and aluminum abound
in the Ferrari, the Italians stand no chance when it comes to the high finish
level attained by the Germans.

Speed and silence are key elements for any super car.  The look and
appearance is the biggest draw card. The Carrera 4S is a typical Porsche,
despite the new proportions. It is a great looking car, like any other 911 but
somehow the styling no longer creates the jaw dropping reaction that the
Ferrari does. Indeed, traditionalists may say that Porsche pays homage to
its roots, but the truth is that Ferrari F430 simply draws the attention.

However, even if Ferrari F430 takes your breath away with its appearance,
the super car title goes to the Porsche Carrera 4S with a more complete all
round package.

Porsche turbo 1975 - now

In 1975 Porsche introduced the first Turbo. The engineers
experienced this new engine and Chairman Ernst Fuhrman
decided that they could use a turbo on a production car. The
first prototype was displayed at several European shows in
1973. In 1974, “911 Turbo” went on sale and at the time it had
a 3.0 liter 260 bhp engine.

The new Porsche was full of luxury. The standard Turbo had
air-conditioning, electric windows, tinted glass, headlamp washers,
a leather interior and Bilstein shocks. Originally, it was supposed
to be a limited edition, with only 500 models to be sold. However,
the demand was so high that more than 1000 cars were sold. It was
now clear that Turbo would have a secure future.

What attracted so many customers was its huge rear wing, widened
wheel and big tires. This great look combined with the powerful engine
made the Turbo look faster than any other 911.

In 1978, the model was improved by the increase of the engine
capacity to 3.3 liter and some other modifications. Now the engine
produced 40 bhp more. The rear wing was also revised: the two
separate grilles were replaced by one larger smooth surface, placed
a little higher in order to make room for an intercooler.

In 1979 though, the Turbo was withdrawn from US and Japan, as a
response to the second energy crunch.

In 1986, Turbo became again available in the US. This was the first
year Porsche used flares that were created in the stamping – process
of the fenders.  In 1992 Porsche showed the Turbo S at Geneva's
Motorshow. It’s engine delivered 381 bhp. The car weighted 120
kg less then the standard Turbo and this helped making Turbo S
really fast. There were built only 80 Turbo S.

In 1993, the engine capacity was increased again, now reaching 3.6
liter.  It was easily recognized by the Turbo 3.6 badge. Also, there was
a 93 Turbo 3.6 based 911 Turbo S built.

In 1996 Porsche launched yet another Turbo, based on the 993 series.
Its engine produced 408 bhp, featuring a six-speed gearbox and
four-wheel drive. It looked more elegant thanks to the less evocative
rear-wing. The wheels are 18 inch in diameter. It saves 20% of the
weight because the five spokes are hollow. The front wing has
air-ducts that lead extra cooling air to the brakes, making them more
powerful than before. They can stop the Turbo from 100 hm/h in 2.6
seconds and from 200km/h in just 5 seconds, increasing car’s safety.

Porsche has recently introduced the 996 Turbo. The styling is different
from the previous Turbo models. Its aerodynamics are improved, making
it much faster than the 993 Turbo. It gets to 100 km/h in only 4.2
seconds and has a top speed of 305 km/h. The new Turbo has a few
details that make it easy to recognize: bi-xenon headlights, air intakes
behind the doors and a movable rear-spoiler.

Porsche the beginning

It`s hard to say exactly which is the beginning of Porsche
story. It could be in 1950, when the famous Max Hoffman
introduced the Porsche 356 to the United States. Or in 1948
when the first automobile to bear the name Porsche was introduced.
But in order to understand Porsche’s heritage and its philosophy
we need to go back to 1875, when, in September, at the home
of a tinsmith in the Bohemian village of Haffersdorf, a son was
born. His name was Ferdinand Porsche.

Since his adolescence, Ferdinand Porsche showed glimpses of
technical genius: at the age of 18, he wired family's home for
electricity in 1893. Still, he didn’t show many signs of disciplined
engineering skills that will eventually become his trademark. Even
if the “Doctor” is usually appended to his name, it is in essence
honorary, since his only formal technical training was as a part-time
engineering student in Vienna.

By the age of 25, the young Ferdinand Porsche had entered the
field of automotive design. His first car design was already
accepted by Lohner & Co. of Vienna. Over the next 20 years,
Ferdinand Porsche, the temperamental but brilliant engineer
succeeded in associating with every major automobile manufacturer
in Germany. At the same time, he designed a dozen of the most
technically significant cars in history.

Working for Mercedes-Benz, he helped develop the most revered
Mercedes-Benz cars of all time: the SSK series. For NSU, he
designed Auto Union Wanderer and the Type 32, a precursor of the
Volkswagen Beetle.

After being dismissed from Mercedes for disagreeing with the firm's
staid engineering policies, Porsche decided to establish what later
became Porsche A.G.: his own engineering consulting group. In a
small office in Stuttgart, the senior Dr. Porsche gathered a select
group of engineers to work under the dramatic name, "Doctor of
Engineering Ferdinand Porsche, Inc., Construction Facility for Land,
Air, and Sea Transportation." One of his employees was his youthful
son, Ferry. His primary interest was one that any young man might
select: sports and racing cars

The senior Dr. Porsche and his team were kept extremely busy. The
consulting firm developed for Steyr (now the utility-vehicle wing of the
Steyr- Daimler-Puch combine), the Austria luxury sedan, but it did not
progress beyond the prototype stage.  They worked a lot for Auto
Union, now Audi: the company developed the Front, the world's first
front-drive economy car. They astonished Auto Union with the mid-engine
Grand Prix cars and their supercharged V-12 and V-16 engines
which, together with Mercedes- Benz racers, dominated European auto
racing for nearly a decade.

After that, the firm created its best-known designs for NSU and Zundapp.
The pair of prototypes was characterized by Dr. Porsche's patented
torsion-bar suspension and a rear-mounted engine. Since neither
company moved rapidly enough to manufacture the designs, Porsche
sold the concept to the German government. Then, he oversaw the
construction of a plant on Wolfsburg to manufacture the design. His
drawings called the car the Type 60. The world came to know it as the
Volkswagen Beetle

After the second World War, the Porsche Company started to create vehicles
that beard its name, and so became knows world wide. Now, nearly a
century later, Porsche became the marque and the family that created
outstanding, often unique and surely lasting contributions to automotive
engineering and design.

Porsche Panamera

In 2009 is set to be launched a four-door, four-seat coupe,
called Porsche Panamera. The car, powered by a modified
version of the 4.5 L V8 found in the Cayenne, equipped with
the FSI system will be front engined and rear wheel drive.
Although it is extremely unlikely, rumors is that an option
for the Panamera will be the V10 engine from Porsche's
limited-run Carrera GT supercar.

Porsche Panamera will be produced in the new plant at Leipzig
alongside the Cayenne. It is the first V8-engined sports car built
by Porsche since 1995, when the 928 was discontinued and
some consider it a suitable successor to the two-doored 928.
The company built the new model as a direct competitor to the
Mercedes-Benz CLS 55 AMG and Maserati Quattroporte and
(to a lesser degree) a less expensive alternative to expensive
vehicles such the, Ferrari 612 Scaglietti, Bentley Continental GT
and Aston Martin Rapide.

Like Porsche Carrera`s name, the Panamera`s derives from the
Carrera Panamerican race. Before it, there were other four-door
sedans prototypes, such as the 1991 Porsche 989 prototype
or the even earlier 4 door prototype based on the 911, but they
never went into production.

Porsche floor mats

Floor mats are probably not the first thing you are thinking
when you buy a new Porsche. Yes, you think more about the
Boxster engine and the acceleration and the bodyshell color,
but unless you're going to hand your keys to the butler every night,
Porsche floor mats are an essential purchase. We are talking
about Porsche floor mats. The floor mats are important for
every car and even more when you are thinking about a Porsche.

After all, they will cover some extremely expensive carpet.
The combination of high quality and good looks that will complement
 the interior of your car, no matter what floor mats you choose.
You will be driving a car worth a hundred grand and you won’t
want your Porsche 911 floor mat, Porsche Boxster floor mat, or
other Porsche floor mat on the carpet look like it came from the
dollar store. You can find protective and attractive high-end floor
mats for year-round use in fair climates, and also heavy-duty
rubber floor mats if you use your Porsche to trek through deep
winter locales.

Porsche checking fluids

In order to avoid big, expensive problems, you should check
under the hood of your Porsche on a regular basis. By following
these simple monthly checks you will find and solve these potential
problems.

First of all, you should check the oil, but only when the engine is warm.
That’s because it expands when it's hot and contracts when it's cold;
different temperatures will give you different readings. And since you’re
already checking the fluids you should also check the
brake fluid. It's easy to do and only takes a minute.

Radiator fluid, or coolant, is the most important part of your Porsche's
cooling system, which protects your engine from overheating. Low
coolant can lead to a breakdown and expensive repairs.  Before
checking the power steering fluid (which is also easy on most cars)
you should see if you have it. Try to parallel park with one hand and
eat an ice cream cone with the other. If you can do that, then you have it.

If you have an automatic transmission, you'll want to check the
automatic transmission fluid (ATF) every month. Also, if your Porsche
has a hydraulic clutch that connects the clutch pedal to the
transmission, you should check that fluid too.

Porsche Chayenne - the engine

With every new automobile, Porsche tried to redefine the meaning
of performance, by creating a more powerful engine. Cayenne Turbo
makes no exception to this rule. Like all Porsche engine, it is hand
assembled and the twin turbo V8 rises to an exacting level of technical
excellence.

Motronic ME7.1.1.is a system that controls the split-second precision
of the Cayenne V8 and V6 super engine. This new highly intelligent
engine management system balances impressive power with great
smoothness. All this to prove that Cayenne`s "brain" matches its brawn.
The Motronic system is built to monitor a wide range of sensors and
engine components. It compares streams of data with corresponding
sets of reference values, all this in a speed of milliseconds. Then, if it
finds any differences, the system adjusts key engine functions, such as
the ignition of fuel injection, based on this comparison. Into Motronic
management are included other key systems, such as onboard diagnostics
and cylinder-specific knock control, with automatic adaptation to any
change in fuel quality. All this for optimal performance in all driving conditions.

This process is seamless and automatic so the engine has a great
level of power and torque. Also, another great result is better fuel
economy and lower emissions in the exhaust stream.

Another function of the Motronic system is the managing of air flowing
into the engine to ensure maximum levels of performance. It does that
by regulating boost pressure on the Cayenne Turbo.

The Cayenne model includes another system, the resonance induction
system with a variable-length intake manifold.  This is also an inventive
engineering concept that uses pressure waves created by the inlet
valves. It does this to increase the density of the incoming air, which,
in the end, will increase the amount of energy released during combustion.
There are two intake tubes, and depending on the speed, the system
will select one of them. The longer tube is used at lower speeds in order
to maximize low-end torque. At around 4250 rpm, it switches to shorter
Intake tube so that it maximizes power output with a more eager throttle response.

The Porsche Cayenne engineers wanted to improve combustion for
more power, better fuel economy, reduced emissions and less
maintenance. To do so, they created a static high-voltage ignition
system with separate ignition coils on each individual spark plug.
This is an advanced method that allows a longer spark-plug life.
The sequential fuel injection system is equally advanced. A returnless
fuel supply system serves each injector in order to continuously
adjust the precise air/fuel mix. The result is of course a better environment,
because it controls the emissions.

Porsche Chayenne - the engine

With every new automobile, Porsche tried to redefine the meaning 
of performance, by creating a more powerful engine. Cayenne Turbo 
makes no exception to this rule. Like all Porsche engine, it is hand 
assembled and the twin turbo V8 rises to an exacting level of technical 
excellence.


Motronic ME7.1.1.is a system that controls the split-second precision 
of the Cayenne V8 and V6 super engine. This new highly intelligent 
engine management system balances impressive power with great 
smoothness. All this to prove that Cayenne`s "brain" matches its brawn. 
The Motronic system is built to monitor a wide range of sensors and 
engine components. It compares streams of data with corresponding 
sets of reference values, all this in a speed of milliseconds. Then, if it 
finds any differences, the system adjusts key engine functions, such as 
the ignition of fuel injection, based on this comparison. Into Motronic 
management are included other key systems, such as onboard diagnostics 
and cylinder-specific knock control, with automatic adaptation to any 
change in fuel quality. All this for optimal performance in all driving conditions.


This process is seamless and automatic so the engine has a great 
level of power and torque. Also, another great result is better fuel 
economy and lower emissions in the exhaust stream.


Another function of the Motronic system is the managing of air flowing 
into the engine to ensure maximum levels of performance. It does that 
by regulating boost pressure on the Cayenne Turbo.


The Cayenne model includes another system, the resonance induction 
system with a variable-length intake manifold.  This is also an inventive 
engineering concept that uses pressure waves created by the inlet 
valves. It does this to increase the density of the incoming air, which, 
in the end, will increase the amount of energy released during combustion. 
There are two intake tubes, and depending on the speed, the system 
will select one of them. The longer tube is used at lower speeds in order 
to maximize low-end torque. At around 4250 rpm, it switches to shorter 
Intake tube so that it maximizes power output with a more eager throttle response.


The Porsche Cayenne engineers wanted to improve combustion for 
more power, better fuel economy, reduced emissions and less 
maintenance. To do so, they created a static high-voltage ignition 
system with separate ignition coils on each individual spark plug. 
This is an advanced method that allows a longer spark-plug life. 
The sequential fuel injection system is equally advanced. A returnless 
fuel supply system serves each injector in order to continuously 
adjust the precise air/fuel mix. The result is of course a better environment, 
because it controls the emissions.

Porsche Chayenne interior

Porsche offers three versions of the four-door Cayenne: the Cayenne,
The Cayenne S and the Cayenne Turbo. The standard models of the Cayenne
and Cayenne S come with features such as: 18-inch alloy wheels,
stability control given by the Porsche Stability Management, leather
seating, power seats, dual-zone automatic climate control and a
350-watt, 15-speaker Bose audio system. Since it’s a true Porsche,
Cayenne’s ignition switch is on the dash’s left side. The gauge
cluster is nearly perfect but the climate and radio controls are
indecipherable cluster of buttons and knobs. The good thing is that
the satellite steering wheel controls are standard which means that
they will be easier to find. The Turbo model comes not only with
additional power but also with more technical and luxury features.

Among those we enumerate: an adaptive suspension with automatic
ride height and damping adjustment (Porsche Active Suspension
Management), bi-HID headlights, a CD-based navigation system,
heated seats front and rear, seat memory, sonar front/rear parking
assist and power adjustment for the steering wheel. But the options
the Cayenne offers are meant to increase functionality and personality.
These options are: four-zone climate control, bolstered sport seats,
various wheel/tire upgrades and trailering preparation. With a maximum
cargo capacity of 63 cubic feet, the Cayenne has slightly more capacity
than the Range Rover but less than the Infiniti FX45.

Porsche Chayenne

Ten years ago, the idea of a Porsche sport utility vehicle would
have seemed absurd. And the reason is not that it lacks experience
with off-road cars since their engineering have developed all-wheel-drive
military vehicles. It’s more that, compared to General Motors, Toyota
or Daimler-Chrysler, the automotive giants, Porsche represents a
tiny fraction of the production volume. For 50 years, the company
has produced quick, nimble, small sports car, or in other words, the
opposite of the SUV’s. When Porsche decided to invest in an SUV
and a new factory to build it, it became clear the times, as well as our
taste, have changed.

And now, after creating the most anticipated new Porsche in decades,
the company is proud that its SUV is what many expected it would be:
technically slick and remarkably fast, with on-road handling that belies
its bulk. Also, the Cayenne delivers what most SUV buyers demand, including
decent cargo space, more than enough capability for casual off-road use,
and impressive towing capacity.

When it comes to pricing, Cayenne is a true Porsche. A very expensive
Porsche.  With tax and license, a loaded Cayenne Turbo can crack the
$100,000 barrier, and that alone will knock it off most shopping lists.
But for the connoisseurs, the Porsche Cayenne will be truly appreciated for
its performance and driving satisfaction.

Porsche Cayman

In comparison of the engine, The Porsche Cayman is positioned
between the Boxster and 911. Still, it has its own different personality.
It is snappier, easier, and not burdened by heavy weight hanging
out the back and the need to manage the effect of that weight.

The Cayman is strictly a two-seater because the engine sits
where the rear seats would otherwise be. This means that the
engine is not quite readily accessible, although there's a way
into the oil filler via the boot. Under that long tailgate, is revealed
a generous luggage area to supplement the front 911/Boxster-sized
boot. Like all other Porsche, the Cayman is not very big, which makes
it very practical and usable. And for all its obvious Boxster genes,
the Cayman is very much its own car with its curvaceous rear
wings and neat fastback roof. As with other Porsches, there's a
movable rear spoiler, which deploys above 120km/h.

Going back to were we started, the engine, the Cayman has 3.4
litres, a mix of the cylinder barrels of a 911 with the crankshaft of a
Boxster. A 911 engine is of 3.6 or 3.8 liters and a Boxster S has a
3.2-litre engine. It's a strange thing, but even though today's Porsche
engines are water-cooled, they still overlay their intake and exhaust
notes with a breathy whine like that of the giant air-cooling fans of old.

Basically, the Cayman is a mix and it doesn’t have a huge number
of new and unique parts. In short, the Cayman is a structure two
and a half times stiffer because it’s just a Boxster with a roof. In turn,
that means that the driving experience becomes much more focused
because its suspension can have tauter, sportier setting.

Porsche Cayman reaches a maximum speed of 275 km/h and gets
from zero to 100 km/h in 5.3 seconds, even if the fuel thirst is low
for such pace. The Cayman is especially good with the optional
Porsche Active Suspension Management (PASM), but unlike a 911,
it works well enough without it, thanks to a ride that's firm but seldom
turbulent. PASM makes the Cayman sit 10mm lower, and in its
Sport mode it tautens the damping. And it feels absolutely fantastic
when you have the Chrono option (complete with stopwatch for timing
your hot laps).

Bottom line, Porsche Cayman is a remarkable illustration
of a rigid, solid-roofed bodyshell's advantages. The Cayman S has
all the positive Porsche attributes you could want, and none of the
snags. It's not the fastest Porsche, not the fiercest, not the most
breathtaking. It is a pooling of other Porsche parts, which means
that the Cayman is not expensive to develop but it will generate big
profits. The new car, by the way, takes its name not from a tax-haven
archipelago, but from a type of crocodile.

Porsche Boxter

The Porsche Boxster and Boxster S are fast, powerful cars and most
of all the best-handling production roadsters on the planet.
Introduced in 1996, it remained essentially unchanged, other than
moderate horsepower and interior-options tweaks. That’s what
Porsche usually does with the successful models: it retains car
look and configuration for ages.

A more powerful second-generation Boxster was introduced in 2005
and it keeps Porsche’s conservative evolutionary path. Like its
precedent, it is a mid-engine, six-cylinder two-seater that looks like
Porsche Spyder.  Still, over half of Boxster`s structure and electronics
are borrowed from the 911 Carrera.

The 2005 Boxster looks sprightlier than its 2004 equivalent, thanks
to the revision of the torque and the 15 added hp and the extra power
coming on strongly between 2000rpm and 4000 rpm. The 2005
Boxster S virtually equals the acceleration and top-speed performance
of Porsche's expensive 911 Carrera. The Boxster exhaust has been
tuned to play a distinctive tromboning wail like no other car. This is a
amazing thing thinking that both engines are smaller versions of the
six-cylinder in the Carrera.

The transmission for base Boxters is five-speed manual but the optional
variant offers a six-speed.  Both models can also be fitted with a
five-speed Tiptronic, the superb Porsche-designed automatic transmission
that began the trend toward manually shifted automatics.

The bodywork and the interior of the Boxster are of high quality, but considering
that there’s noting tricky or purely decorative, we can definitely say that
these are not opulent cars. Still, the interior has been improved since the
old car was often criticized for being to cheap-looking. The center console
has been upgraded with revised switch-gear and titanium look paneling.
The seats are more supportive and body-shaped in the new version,
making them look absolutely superb. Unlike other roadsters, the Boxster
has no problem swallowing luggage for a long trip: it has two trunks, a
small one in the rear and an amply deep one under the front hood.

One of The Boxster`s best qualities is the powered convertible top, very quick
to retract or re-erect. In the new Boxster, the top can be operated at speeds
up to 30 mph. The triple-layer padded cloth tops (with a heated-glass rear
window) is as weather-tight and quiet as most metal roofs.

The Boxster is called a mid engine-car. The reason is that the sweet six-cylinder
engine is mounted behind the seats, just fore of the rear axle. So if you wand
to see what’s under the hood once in while, well…you can’t do that with The Boxster.
The only way to see the engine is from underneath or by meticulously removing
body panels, which mechanics must do to service the engine. But, the good
news is that having the engine mounted closer to the center of the car makes
for better weight distribution. And that’s what makes the car handle so well.

Porsche Boxter built in Valmet

In 1998, Porsche realized that if they wanted to sell more Boxsters,
they needed to produce more cars. To do so, they contracted with
a plant in Finland called Valmet because the plant in Zuffenhausen
couldn’t handle the increased production.

The initial plan was for Boxster to be produced in Finland for only two
years. Everybody thought that by that time the demand in Zuffenhausen
would decrease so that plant could handle all production. But the
Boxster demand remains high, and so does the one for 996, so
against all expectations the plant will remain busy for the foreseeable
future. Zuffenhausen can assemble 30,000 cars per year, so the only

way the Boxster would be moved entirely to Finland is if Porsche could
sell the better part of that many 996s. In the short term, that isn’t likely to
happen though.  Most of the cars destined for North America are built
in Valmet.

Now it became impossible to specify where a car was built. Even ordering
Tourist Delivery doesn't force a Stuttgart build. Apparently some cars
are shipped from Finland to Stuttgart for Tourist Delivery.

Porsche Approved

When a pre-owned Porsche meets the high quality standards set
by the brand, it will receive the name Porsche Approved. So if you
want a Porsche but you can’t afford a brand new one, a Approved
vehicle is your best choice since you can be sure that it will meet
your expectations.

But what is the difference between a Porsche Approved certified
vehicle from a conventional pre-owned vehicle?

First of all, the Porsche Approved cars are inspected by factory
trained technicians and if they find any faults, repairs are carried
out in line with the strict Porsche quality criteria.
Secondly, every Porsche Approved vehicle comes with a
comprehensive Warranty:
    - If sold while under the new car warranty, Coverage is up to
      6 years or 100,000m/160,000km total, whichever comes first
    - If sold once the new vehicle warranty has expired, Coverage is
     2 years from the date of sale or up to 100,000m/160,000km,
     whichever comes first.
And last but not least, you will get membership in Porsche Road
Assistance that offers exclusive support server & security.
The result of owing a Porsche Approved is that you will enjoy
driving a safe, quality value which really cannot be described as
a pre-owned vehicle.

Porsche and Formula One

When Porsche entered into races, Porsche astonished the world
with its performances. But participation in Formula One races
brought mixed results. In the 1961-1962 season, Porsche participated
as a constructor but produced just one win in a championship
race, claimed by Dan Gurney at the 1962 French Grand Prix.
In a non-championship race, one week later Stuttgart's Solitude
it repeated the success. At the end of the season, Porsche retired
from F1 due to the high costs.

In 1983, Porsche returned to Formula One, supplying engines
badged as TAG units for the McLaren Team. It was a success
as the Porsche-powered  cars won two constructor championships
in 1984 and 1985 and three driver crowns in 1984, 1985 and 1986.

Less than ten years later, in 1991, Porsche returned as a engine
supplier, but this time the results were disastrous: Footwork, the
Porsche-powered cars, didn’t score a single point and at over half
 of the races it even failed to qualify. Since that year, Porsche has
 not participated to Formula One.

Still, lightly-modified Porsches participate in many competitions
around the world, mostly in amateur classes for enthusiasts. The
only professional category is the Porsche Michelin Supercup raced
as a support category for European Formula One rounds.

Porsche - a brief history

Ferdinand Porsche played an important role in the development
of airplanes and racing cars, and the construction of tanks for
the Wehrmacht. He is an automobile engineer with more than
a thousand patents to his name. He was appointed chief engineer
at Mercedes-Benz in Stuttgart in the 1920s. Later on, he set
up his own engineering workshop and designed among others
the Volkswagen. At the plant where Volkswagen was made,
Wolfsburg, he was chief of operations and at the end of the war
he was interned by the Allies.

He was released a few years later and started building his first car
with his son, Ferry Porsche. The car was named the Porsche 356
and it was a sports car and a reminiscent of the Volkswagen.
It had the same four-cylinder boxer engine that was rear-mounted,
just like the VW. It was far from being a powerful sports car,
developing only 40 bhp and a maximum speed of 87 mph (140 km/h).
First produced as a convertible and later as a hard top it distinguished
by the very elegant and innovative body. It was developed in the
workshop of Erwin Komenda, a master of restrained streamlining
who had been in charge of sheet metal and design techniques at
Porsche since the VW Beetle.  The new style of closed coupe was
designed by Komenda and it soon became the embodiment of the
sports car, thanks to its fastback.

This tradition was continued by Komenda and Ferdinand “Butzi”
Porsche, the founder’s grandson, with the 911.

The 911 became easily recognizable: it had attractive sloping
bonnet and what later became characteristic “frog eye” headlights,
curves running from the top edge of the windscreen to the rear bumper
and a straight waistline. From a functional and technical point of
view it was more like BMW 1500, although it retained the stylistic
features of the original Porsche. The new 911 will become the
foundation stone of Porsche’s identity, even though the design
was not always appreciated. During the 1970`s and 1980`s, the
designers attempts to distance Porsche from its legendary design brought
the company to the edge of disaster. The more modern 924 model,
“a people’s Porsche”, developed with Volkswagen, as well as the
928 were far from fulfilling the expectations.

In the 1990`s, the company realized that what for over twenty years
was perceived  as a straitjacket, it was in fact a market
advantage. During the 1990`s, Porsche became highly
profitable since they now knew that the typical Porsche features
were timeless. Nearly forty people now worked in the design
department on further developments of the long-running 911.
These developments included the 911 GTI, a powerful combination
of sports and racing car, put forward by the in-house designer
Anthony R. Hatter. In 1999, chief designer proudly presented the
new Boxster which enabled Porshe to establish a second
independent range of models.

Porsche 977 bodyshell

A new Porsche 911 is always fascinating because it’s interesting
to see how after more than 40 years of development the Porsche
team still manages to bring changes and improvements to this
icon model.

The new 997 bodyshell combines the sleek modern looks of
the 996 series with the popular retro styling cues from older 911s.
The front end is completed with round lights and separate
parking/fog/indicator lights. This change, combined with wider
hips echoes the last of the air-cooled 911s, the 993. Other changes
in the bodyshell are the new door handles, wing mirrors and the
stylish cut of the rear wings into the bumper/lights.

Even if the 997 looks a lot like the previous model, the 996, the new
car is actually 38mm wider which creates a more aggressive
appearance. With each new model introduced, Porsche has aimed
to reduce the drag co-efficient helping the 911 slide through the air
more effectively, and so aiding performance. The same thing has been
done with the new car, and if we compare the 993 Cd of 0.34 to the
997`s 0.28 we can see how far the aerodynamic game has moved on.
The latest body shell and rear wing combine with new underbody
paneling to also offer increased levels of down force for this latest
evolution of Porsche's finest.

The latest Porsche model is the best handling 911 ever. Improving a
car's rigidity helps ensure the suspension can work more effectively
and while not making such a quantum leap as the team did with the
996. Porsche improved torsional rigidity by 8% and added as much
as 40% more flexural strength.

For the new car, Porsche wanted to improve crash safety so they
added two new air bags located in the side of each front seat back-rest,
designed to protect the thorax. They kept the previous two front and two
side airbags, which means that now there are six in total. For the same
reason, crash safety, the reinforced body shell features further protection
such as a more extensive use of super high strength steel.

The latest model is also 50 kg heavier than the 996. The reason is that
modern crash safety regulations kind of force the new cars to come with
increased weight, despite the usage of a large range of weight saving
measures, including an aluminum bonnet.

Aside from the crash safety improvements, much of the additional weight
can be attributed to the higher standard specification of the new cars.
Power to weight is similar with the latest car offering 233 bhp per tone
against it’s predecessors 238  and the new models improved aerodynamics
must help it post Porsches claimed performance figures, which are
identical to the 996.

Porsche 968

Porsche 968 is basically the successor of the Porsche 944.
It has a low nose and wide wheel arches that helps accentuating
the beautiful lines of this classic shape that in a Porsche Guards
Red is a real head turner.  It has also the classic GT front engine,
rear wheel drive layout with the added advantage of a rear transaxle
giving almost perfect weight distribution.

Instead of the hidden headlights of the 944, the 968 has visible
pop up headlights, similar to the Porsche 928. This brings the
look of the car inline with the new Porsche 997-911. This change
has also a practical advantage: the headlights can be washed
along with the rest of the car instead of having to pop them up to
wash them.

As for the interior, it remains the same as produced in the 944,
keeping the famous “oval dash”. The designers used the same
robust materials which have given all Porsche owners many years
of trouble free motoring.

The exterior has a few differences: the door mirrors have
been streamlined with the tear drop effect and the wheels
have 5 spoke Cup design alloys. The rear bumper is more
blended and with integral rear light clusters, making it almost
indistinguishable from the bodywork. All these bodywork changes
made the 968 look a lot like the 928, and added the engine heritage,
some people have referred to it as “the daughter of 928”.

The engine is a version of the one first used on the 944 S2: it is a
4 cylinder, 3 liter, 16 valve unit. And they added VarioCam for
optimum power throughout the speed range. It has 240 HP
at 6200 rpm and a torque of 305 Nm at 4100 rpm, given by the
improved combustion chamber and inlet manifold design.  At the
time of production, it was a remarkable engine, having the highest
displacement per cylinder of any car engine and also the highest
torque output of any unblown 3 liter engine. Clearly, the result of
Porsches investment in this engine paid off.

The rear-mounted gearbox is a 6-speed manual or 4 speed tiptronic.
It is the first ever mounted on a production car. The chassis has
almost perfect weight distribution and very stiff characteristics.

Usually, most cars start to fail when it comes to breaks and the
reason is that it doesn’t matter how fast the car is in a straight
line if you can’t take a bend (turn) at the right safe speed. But Porsche
brakes have always been the envy of most road sports car
manufacturers. You will notice little or no or no discernable fatigue
even under harsh use of Porsche 968. ABS adds even more
safety to the already excellent braking system. Also, what makes
the brakes so effective is that the wheels themselves are designed
to prevent the tire from coming off the rim in the event of a sudden pressure
loss.

Porsche 914

Introduced in September 1969, the Porsche 914 was a sporty,
mid-engined two-seater with a targa top and a 4 cylinder boxer
engine. The idea for this new model came up as Volkswagen
and Porsche collaborated to create a new car. VW would take
914 bodies and finish them as 914/4s, and Porsche would take
their portion of the body shells, and build 914/6s. When sold in
North America, however, all 914s would be considered Porsches.

Porsche 914 is not like other Porsches. It has pop-up headlamps,
a vertical rear windshield, and a flat deck lid covering the rear
trunk and engine. It has no backseats so when you sit down,
 you are practically on the floor, which is on the road.

The interior of the 914 is quite simple, not luxurious but with all
necessities. There’s not too much space other than the
passenger seat. The transmission is like the 928's with 1st
down and to the left. The 914 has a targa top, and like
911's, it stores in the trunk. But if you take off the top and
roll down the windows, the Porsche 914 is a pretty nice
little roadster.

Porsche 911 Turbo

In 2006, Dr. Ing. H.c. Porsche will extend it’s current product
line with the addition of a new 911 Turbo, the sixth generation
of the 911 series. This top-of-the-range model will have its world
premiere at the Geneva Motor Show on February 28, 2006 and
as from June 24, 2006 it will be available in German dealerships.

The 911 Turbo (type 997) has a few improvements. It has an
output of 480 bhp at 6,000 rpm, a 3.6 litre engine, a rated torque
of 620 Nm and a maximum torque available between 1,950 and
5,000 rpm. All these numbers are translated into driving
performance, as the 911 Turbo with six-speed manual transmission
only needs 3.9 seconds to get from zero to 100 km/h. The coupe
reaches 200 km/h in 12.8 seconds. Despite these performance
statistics, Porsche developers succeeded to keep the average
consumption to 12.8 liters per100 km.

For those who need even more speed, the 911 Turbo offers the
optionally Tiptronic S automatic transmission. This way, it can reach
100 km/h from a standing start in just 3.7 seconds and 200 km/h in
a mere 12.2 seconds. Both manual and automatic transmissions
have a top speed of 310 km/k. Available for the first time, the optional
 “Sport Chrono Package Turbo” enhances the vehicle’s flexibility even
further.

The Porsche 911 Turbo features a redesigned all-wheel drive with
an electronically controlled multi-disc clutch. The result will be the
transfer of the available power to the road. That’s because, depending
on the driving conditions, this system will determine the optimal torque
distribution to ensure the best-possible drive.  Also, Porsche Traction
Management (PTM) ensures variable power distribution to the two
driven axles. This means that on the road the 911Turbo will prove
outstanding traction in the rain or snow, high agility on narrow country
roads and optimal active safety even at high speeds.

The new 911 Turbo’s driving performance is duly tempered by its brake
system, which comprises monobloc fixed-caliper disc brakes with six
pistons at the front axle and four at the rear. The diameter of the internally
ventilated and perforated brake discs at the front and rear wheels is 350
millimeters. An optimized ceramic brake system that Porsche offers is
Porsche Ceramic Composite Brake (PCCB). This high-tech system
reduces with 17 kilograms the standard brake system and provides an
excellent fading stability.

The major bodywork change of the 911 Turbo is the modified front end with
its distinctive, tautly drawn cooling air inlets. Combined with the standard
oval bi-xenon headlights, it will define the new unmistakable image. From
the rear perspective too, the Turbo will seem more powerful. This is due
first and foremost to its tail end, 22 millimeters wider than that of the previous
model, to which the redesigned wing spoiler element has been aligned.

Secondly, the lateral air inlets behind the doors have been redrawn and now
they offer a more efficient supply of cooling air to the charge-air intercoolers.

The basic price for the 911 Turbo is 115,000 Euros. In the USA, from July
8, 2006, the vehicle will be available at $122,000.

Porsche 911 highlights

The 2005 Porsche 911 redesigned rear-wheel-drive models.
The models are available as coupes and convertible Cabriolets.
They all have a rear-mounted, horizontally opposed 6-cyl engine.
The redesigned Porsche 911 has subtly altered styling and dimensions
and changed the interior. There are two types of 911: The Carrera, with a
325-hp 3.6 liter engine and The Carrera S, with 355-hp 3.8 liter.

The 6-speed manual transmission is standard to all 911s. Optional,
we can choose the 5-speed automatic with manual shift gate and
steering-wheel controls. Standard, the 911s have antilock 4-wheel
disc brakes, antiskid/traction control and front side airbags. The
redesigned Careras include side airbags in the windowsills for head
protection. In the convertibles models, we find a power top and heated
glass rear window. A suspension with lowered ride height and shock
absorbers are standard on the Carrera S and optional on the Carrera. This
system helps adjusting firmness within driver selectable Normal and
Sport models. All other Porsche models have 18 inch wheels, but the Carrera
S has 19s. An option for the Carrera is a Sport Chrono Package. It includes
a dashboard-mounted stopwatch and it allows altering various engine and
chassis controls in order to improve driving performance. All 911s offer
a navigation system.