Supersportscars

Audi hands over first R8 GT to customer

Markus Burgdorf — Tue, 03 May 2011 10:47:39 +0000

The first of 333 Audi R8 GT vehicles has hit the road: A customer from the UK received the keys for his Phantom Black high-performance sports car today at the Audi Forum in Neckarsulm. The limited-edition, top-of-the-line model of the R8 family is built in a production shop at the Neckarsulm site and was sold out worldwide just a few weeks after market launch. The 560 hp R8 GT will be delivered to customers in 23 countries, primarily in Europe, the United States and Middle Eastern markets.

The 560 hp R8 GT will be delivered to customers in 23 countries, primarily in Europe, the United States and Middle Eastern markets. The limited-edition, top-of-the-line model of the R8 family is built in a production shop at the Neckarsulm site and is sold out.

The R8 GT takes 3.6 seconds to accelerate from 0 to 100 km/h (62.14 mph) and 10.8 seconds to reach 200 km/h (124.27 mph). This breathtaking performance is due in no small part to its systematic lightweight design. Its hand-built aluminum body featuring an Audi Space Frame (ASF) tips the scales at just 210 kilograms (463 lb). With extensive fine-tuning and the use of carbon-fiber composites (CFC), the Audi engineers were able to reduce the weight of the high-performance sports car by 100 kilograms (220 lb) versus the Audi R8 5.2 FSI quattro.

The result is a curb weight of just 1,525 kilograms (3,362 lb) and an extremely sporty power-to-weight ratio of 2.72 kilograms per hp. The 5.2-liter V10 in the R8 GT now has an increased output of 412 kW (560 hp). The mid-engine sports car never loses its composure as it delivers its power to the road via quattro permanent all-wheel drive and the lightning-fast shifts of its R tronic transmission. The Audi R8 GT has a top speed of 320 km/h (198.84 mph).

The limited edition further underscores its exclusive status with visual modifications to the interior and exterior, including newly designed bumpers in CFC and bucket seats with a chassis of glass fiber-reinforced polymer (GFRP). In Germany, the base price of the Audi R8 GT was €193,000. Average fuel consumption is 13.9 liters per 100 kilometers (16.92 US mpg).

Landspeed worldrecord with the Bugatti Veyron 16.4 Super Sport

Markus Burgdorf — Mon, 05 Jul 2010 10:10:55 +0000

On a beautiful sunny day at 25 degrees the Bugatti Veyron 16.4 Super Sport achieved a new landspeed world record for production cars, on the proving grounds of the Volkswagen Group at Ehra-Lessien (nearby its headquarters at Wolfsburg). In the presence of the German Technical Inspection Agency (TÜV) and a representative of Guinness Book of Records the Super Sport achieved an average top speed of 431 km/h.

The new Bugatti Veyron 16.4 Super Sport takes production sports cars with reaching an average speed of 431 km/h to a whole new dimension (Image: Bugatti)

Saturday, 2 pm – Bugatti’s Pilote Officiel Pierre Henri Raphanel puts his helmet and gloves on, pulls the safety belts tight whilst the engineers check the car a very last time: tyre pressure, temperature, all systems go. Then the orange black Super Sport crosses the light barrier, from now on the time will be taken, within one hour the car has to drive from South to North and then in the opposite direction.

No one but the driver is allowed to touch the car during this time. The tension rises. A few minutes later we can hear from the left side the sound of a starting jumbo jet coming closer towards us. First we perceive the headlights of the Veyron, then we can recognize the shape of the car, a loud wooosh…. and Raphanel dashes in top speed past us. The GPS-tachometer stops at 427, 933 km/h.

Now the same procedure from the opposite direction. This time the car reaches 434, 211 km/h. As average top speed the representatives of the “TÜV”and Guinness generate a value of 431, 072 km/h (268 mph). This even hit Bugatti’s engineering team by surprise. “We took it that we would reach an average value of 425 km/h,” explains Bugatti’s chief engineer Dr. Wolfgang Schreiber, “but the conditions today were perfect and allowed even more.”

The climax of the Veyron series: the Bugatti Veyron 16.4 Super Sport

Had a model been especially popular or highly successful in races, Ettore Bugatti’s customers often pushed the master to tease out of the engine a few horsepower more for their future car. Bugatti Automobiles S.A.S. had been in a similar situation when their existing customers asked the company to not only design their second model optically differently but to also create a version with a sportier and more extreme driving experience. The result is a car with a uniquely high performance of 1,200-hp (882 kW) offering experienced drivers a whole new dimension of excitement, with a maximum torque of 1,500 Newton metres and a limited top speed of 415 km/h (to protect the 2 Bugatti tyres) but, the technique of the Super Sport is identical to the record car. The first five Super Sports to come off the production line will constitute a special series of their own, with the same configuration as the landspeed record car.

The Super Sport is a consequent of the further development of the classic exclusive 1,001-hp Bugatti Veyron 16.4, launched in 2005. This model offers a stunning set of specifications, such as the twin clutch gearbox with seven speeds, the extraordinarily precise driving performance in bends and excellent stability when braking and accelerating.

Continuous work in extreme performance ranges lead to constantly new conclusions, which enabled the engineers at Bugatti to develop the Veyron into a direction in which the driver can reach new dimensions. Every modification is designed to produce an even more powerful car for an agile ride. Four enlarged turbochargers and bigger intercoolers have been used to boost the power of the 16-cylinder engine, and the chassis has been extensively redesigned to maintain safety at extreme speed – thanks to slightly raised main-spring travel, stronger stabilisers, and new shock absorbers with a complex architecture originally developed for racing cars. This gives noticeably more precise control of the wheels and the car as a whole. With lateral acceleration of up to 1.4 G and improved interaction between the tyres and the intelligent all-wheel drive system, the Super Sport offers perfect handling and even more powerful acceleration of 1,500 Newton metres on corner exits.

The body has been fine-tuned to improve aerodynamic efficiency and maintain perfect balance in every situation, while the new fibre structure of the all-carbon monocoque ensures maximum torsion rigidity and passive safety – at reduced weight. The skin is made entirely of carbon-fibre composites, and the new Bugatti Veyron 16.4 Super Sport is available in 100 per-cent clearlacquered exposed carbon on request.

Dynamic exterior

Every detail of this car, and not just its use of advanced motorsport technology, harks back to the pioneering spirit of company founder Ettore Bugatti. This brilliant designer came from a family of artists, and his philosophy was always to combine mechanical perfection and exterior beauty. This ethos remains alive and well at the company, and the Bugatti Veyron 16.4 Super Sport is wholly unmistakeable, with every external modification serving to coax greater performance from the car.

The Super Sport’s flat, elongated silhouette is immediately recognisable. The 16-cylinder engine gets its air from two NACA ducts integrated into the roof, rather than from scoops above the engine. The front air intakes have been expanded and reshaped, with the lower one extending elegantly around the sides to the wheel arch. The revised back looks sportier due to the double diffuser and acentrally arranged exhaust system.

Bugatti has a tradition of making super-sport versions of successful models, usually with racing chassis and supercharged engines. These cars were considered as true racing machines for diehard Bugatti devotees. The most successful were the type 55 and type 57S; only around forty of each were built.

Bugatti Automobiles S.A.S. has sold 260 Veyrons and 35 Grand Sports by now, of which 249 Veyrons and 22 Grand Sports had been delivered. The Super Sport will begin production this autumn at Molsheim along with the Veyron and the Grand Sport. The first five cars – known as the 3 Bugatti World Record Edition – are in a special black exposed carbon and orange finish and have already been sold.

The Bugatti Veyron 16.4 Super Sport will appear for the first time in public in California at the Pebble Beach Concours weekend in mid-August and will be featured at The Quail, Monterey

The Audi R8 Spyder 4.2 FSI quattro – fascinating dynamics

Markus Burgdorf — Thu, 01 Jul 2010 11:44:02 +0000

Audi is adding another model to its R8 high-performance sports car lineup: Hot on the heels of the R8 Spyder 5.2 FSI quattro comes another model with a V8 engine. The 4.2-liter FSI produces 316 kW (430 hp) and launches the open-top two-seater to 100 km/h (62.14 mph) in 4.8 seconds on its way to a top speed of 299 km/h (185.79 mph). The engine is mated to the R tronic sequential manual gearbox; quattro permanent all-wheel drive is standard.

Audi R8 Spyder 4.3 FSi comes with a new v-8 engine made in Hungary (Image: Audi)

The R8 Spyder 4.2 FSI quattro has a lightweight cloth top with a fully automatic drive. Its body is an aluminum Audi Space Frame with large-area components of carbon fiber composite material. A fit and finish typical of Audi, excellent everyday practicality and optional high-end technologies – from LED headlights to seatbelt microphone – complete the profile of the model athlete.

Superior power: the engine
The free-breathing 4.2 FSI is a high-performance engine such as can be found in racing. It delivers an experience that enthralls all of the senses – with spontaneous, voracious throttle response, with its easy revving, with hefty torque, prodigious power and sonorous, voluminous music.

The V8 accelerates the R8 Spyder from zero to 100 km/h (62.14 mph) in 4.8 seconds and on up to a top speed of 299 km/h (185.79 mph). Both values apply for the manual transmission and for the R tronic. At Audi, dynamics also always means efficiency. The R8 Spyder 4.2 FSI quattro with the R tronic consumes on average 13.9 liters of fuel per 100 km (16.92 US mpg); fuel consumption with the manual transmission is 14.9 liters per 100 km (15.79 US mpg). A recuperation system that recovers energy during braking is standard. The forced oil pump of the dry sump lubrication system features various suction and discharge stages for load-dependent operation.

The 4.2 FSI, which is also used in this form in the R8 Coupé, produces 316 kW (430 hp) from a displacement of 4,163 cc – 73.5 kW (103.2 hp) per liter. At the nominal engine speed of 7,900 rpm, the long-stroke (bore x stroke 84.5 x 92.8 millimeters [3.33 x 3.65 in]) engine’s eight pistons travel 24.1 meters (79 ft) each second. The electronic rev limiter kicks in at 8,250 rpm. The V8 delivers 430 Nm (317.15 lb-ft) of torque to the crankshaft between 4,500 and 6,000 rpm, with at least 90 percent of peak torque available between 3,500 and 7,500 rpm.

The compact V8, which is hand-assembled at the engine factory in Györ, Hungary, has the classic cylinder angle of 90 degrees and weighs just 216 kilograms (476 lb). Its crankcase is made of an aluminum-silicon alloy using the low-pressure die casting method, which ensures particular homogeneity. The high silicon content makes the cylinder barrels extremely resistant to wear.

A bedplate structure gives the crankcase its high rigidity and optimal vibration behavior. The cast iron bearing bridges reduce its thermal expansion and thus keep the play at the main bearings of the crankshaft within tight limits. The forged crankshaft, the forged steel connecting rods and the forged aluminum pistons are extremely lightweight, yet strong. The dry sump lubrication system with its separate oil tank enables the engine to be installed very low while also ensuring the supply of oil to the engine even under extreme lateral acceleration.

The high-revving V8 FSI draws its fuel from an FSI gasoline direct injection system – typically Audi. The common rail unit injects the fuel at up to 120 bars of pressure. The fuel mixture is swirled intensely in the combustion chambers and thus cools the walls. This allows a high compression of 12.5:1, for increased performance and efficiency. The 32 valves are actuated via roller cam followers by four camshafts, each of which can be moved through 42 degrees of crankshaft rotation. They and the ancillaries are driven by zero-maintenance chains running on the back side of the engine.

The 4.2 FSI breathes through straight aluminum velocity stacks 23 centimeters (9.06 in) in length integrated into the dual intake system. The intake plenum is made of lightweight plastic. Vacuum-actuated flaps controlled by the engine management system are integrated into the intake ports. They cause the air to move with a roller-like rotation (to “tumble”), which increases the efficiency of the combustion process.

The dual-branch exhaust system features dual tailpipes. The exhaust system components and the pipes of the manifold have been designed for low backpressure and are very light. The exhaust flaps in both tailpipes open at higher load and engine speed for an even fuller sound.

Dynamic: the drivetrain
The Audi R8 Spyder 4.2 FSI quattro comes standard with a manual six-speed transmission. It works together with a compact dual-disc clutch and can be shifted extremely precisely and easily with short throws. The shift lever is made of polished aluminum, the open gate of stainless steel.

The R8 Spyder 4.2 FSI quattro is optionally available with the R tronic, a highly efficient sequential six-speed transmission. Shift commands are transmitted electrically; a hydraulic system changes the gears and manages the clutch. The R tronic offers both an automatic and a manual mode, both of which allow the driver to choose between two shift programs.

In manual mode, the driver changes gears using the joystick on the center tunnel or with the paddles on the steering wheel. At high load and engine speed, gear changes take less than a tenth of a second. The Launch Control program ensures optimal starts. It controls the engine speed and the engagement of the clutch to accelerate the open-top two-seater with the ideal wheel slip.

The quattro permanent all-wheel drive delivers the engine’s power to all four wheels. Together with the locking differential on the rear axle, it provides significantly greater traction, stability, cornering speed and precision. The four powered wheels seem to claw into the asphalt at the exit of the corner, and the driver can get back on the throttle sooner than in a car with rear-wheel drive.

Due to the mid-engine layout, the quattro all-wheel drive system in the R8 Spyder is a special design with a strong rear bias. The transmission, which is mounted behind the longitudinally installed V8, has an auxiliary drive for a cardan shaft running past the engine to the front.

A viscous coupling distributes the torque at the front axle. During normal driving, it sends roughly 15 percent of the torque to the front wheels and 85 percent to the rear wheels. If the rear wheels begin to slip, an additional 15 percent is quickly sent to the front. A locking differential at the rear axle further improves dynamics. It provides up to 25 percent lockup when accelerating and up to 45 percent when coasting. If a wheel on one of the axles should slip, it is braked by the EDS electronic locking differential.

Highly emotional: the design
The R8 Spyder 4.2 FSI quattro is 4.43 meters (14.53 ft) long, 1.90 meters (6.23 ft) wide and 1.24 meters (4.07 ft) tall – it has a wide, hunkered-down stance on the road as if ready to pounce. Its dynamic proportions, the sculpted design and the passenger cell situated far to the front with the flat windshield visually underscore the mid-engine concept. The large vertical air intakes are athletically sculpted out of the flanks, and the shadow contour of the rear end forms a powerful wave above the wheels.

An elliptical crease encircles the long back and provides visual structure. When viewed from above, it combines the passenger compartment and the engine into a single unit. Two arched cowls in glistening silver give the back a powerful profile. They taper from the bulkhead to the spoiler lip, and each includes six integrated air vents. Another wide discharge vent is located between the cowls.

Numerous other touches – from the single-frame grille painted in high-gloss black to the exposed gas cap of solid aluminum – document the Audi designers’ great attention to detail.

The headlights are technical works of art – this applies to the standard xenon plus units and even more so for the optional LED headlights, which use light-emitting diodes for all lighting functions. Their reflectors resemble open mussel shells, and the daytime running lights appear to be a homogeneous strip extending along the lower edge of the headlight. One of Audi’s greatest innovations, the LED light, has a color temperature very similar to that of daylight, making it easier on the eyes when driving at night. It also impresses with a long service life and extremely low energy consumption.

The rear of the R8 Spyder 4.2 FSI quattro features LED tail lights as standard equipment. The exhaust system terminates in dual tailpipes on both the left and the right. The rear spoiler, which extends automatically at 100 km/h (62.14 mph), and the fully lined underbody generate a downforce that presses the high-performance sports car firmly to the road. With a drag coefficient of 0.37 and the small front surface area of 1.99 m2 (21.42 sq ft), however, the two-seater still glides easily through the wind. Audi applied a lot of the knowledge gleaned in motorsport to the flow of air around and through the body.

Audi offers the R8 Spyder 4.2 FSI quattro with a choice of three colors for the top: black, red and brown. The body is available in the solid finishes Ibis White and Brilliant Red; the metallic finishes Suzuka Gray, Teak Brown, Ice Silver, Jet Blue and Aurum Beige; and the pearl effect finishes Daytona Gray, Sepang Blue, Lava Gray and Phantom Black. The windshield frame is coated with anodized aluminum.

Just 215 kilograms (474 lb): the body
Equipped with a manual transmission, the R8 Spyder 4.2 FSI quattro weighs only 1,735 kilograms (3,825 lb) (including driver), and just five kilograms (11 lb) more with the R tronic. The decisive factor for this low weight is the aluminum body, which features an Audi Space Frame (ASF) design.

The body in white consists of three wrought components: Extruded aluminum sections comprise 75 percent; vacuum-cast nodes 8 percent; and the aluminum panels that are integrated into this skeleton with friction connections make up the remaining 17 percent. The body is largely assembled by hand with the utmost precision.

The open superstructure features special reinforcements in the area of the sills, the center tunnel, the rear bulkhead, the floor and both the A and B pillars, yet still only weighs 216 kilograms (476 lb). The high stiffness of the ASF body, which includes a co-supporting engine frame of ultra-lightweight magnesium, provides the foundation for the dynamic handling, superior crash safety and high vibrational comfort of the Audi R8 Spyder. The body tops its segment in terms of lightweight quality – the relationship between weight, size and torsional stiffness.

The side panels of the open-top two-seater are made of ultra-lightweight carbon fiber composite material (CFRP), as is the large cover over the roof compartment. They are produced using a new method called resin transfer molding (RTM). In addition to being faster and more energy-efficient than conventional production in an autoclave, RTM also yields superior surface quality. The use of carbon fiber composite enables weight savings of up to 60 percent over conventional steel components and also permits greater design freedom.

Lightweight and convenient: the cloth roof
The R8 Spyder 4.2 FSI quattro has a cloth roof – a classic feature typical of Audi and without compromise for a high-performance sports car. The soft top’s approximate weight is a mere 42 kilograms (93 lb); it thus keeps the vehicle’s weight and center of gravity low. The top takes up little space when open, and is a harmonious design element when closed. It tapers off to two long, slim fins that extend to the trailing edge of the car and have an elongated contour similar to the fixed roof of the R8 Coupé.

The outer skin of the top is a leakproof textile fabric. A headliner covers the frame, which is made primarily of die-cast magnesium and aluminum. The soft top is fully suitable for high-speed driving. When driving at moderate speeds with the top up, interior noise levels in the R8 Spyder are barely higher than in the Coupé. The cloth top has an electrohydraulic drive that uses a system of actuators, hinges and hooks to open and close the top within 19 seconds, even while driving at speeds up to 50 km/h (31.07 mph). When opened, the 1.7 square meters (18.30 sq ft) of fabric folds in a Z-shape into its storage compartment over the engine. The CFRP compartment cover moves on two seven-joint hinges. The precise mechanical interaction of the two components is a pleasure to watch.

The heated glass window, which is separate from the cloth top, is lowered into the bulkhead between the passenger compartment and the engine compartment. It can be raised and lowered at the press of a switch, with the soft top up or down. An additional wind deflector comes standard. It latches into the bulkhead behind the seats in two steps and keeps the cabin nearly draft-free at speeds of up to roughly 200 km/h (124.27 mph).

The top with its rear-window module, the storage compartment, the cover and the rollover protection system forms a premounted assembly. It is inserted into the ASF body at the manufacturing plant at Audi’s Neckarsulm site, where the R8 Spyder is built, lending the body additional stiffness.

Located in the bulkhead is a rollover protection system comprising two strong, spring-loaded sections that shoot up within 0.2 seconds when needed. In the event of a side impact, head/thorax side airbags in the backrests protect the passengers. Full-size airbags stand at the ready in the event of a head-on collision. In a rear-end collision, the integral Audi head restraint system reduces the risk of whiplash injuries.

Technical expertise: the chassis
Mesmerizing emotions embedded in perfect technical expertise – the R8 Spyder 4.2 FSI quattro is an integrated system of speed. It steers spontaneously, almost reflexively, into corners and takes them with stoic composure. The limit is very high and easily controlled. The hydraulic rack-and-pinion power steering connects the driver intimately with the road. With a steering ratio of 16:1, it is sporty and direct, but never nervous in its response.

The R8 Spyder 4.2 FSI quattro has a wheelbase of 2.65 meters (8.69 ft). Its axle load distribution is 43:57 percent; the track measures 1.64 meters (5.38 ft) up front and 1.60 meters (5.25 ft) at the rear. Forged aluminum double wishbones – a principle borrowed from race car construction – locate the wheels. Their rubber-metal bearings divert the lateral forces precisely into the body while at the same time ensuring high longitudinal elasticity. The setup provides for surprisingly good comfort in everyday driving. A dedicated sports suspension is available as an option.

Another option for the R8 Spyder 4.2 FSI is Audi magnetic ride adaptive damping. The system uses magnetic fields in the hydraulic shock absorbers to adjust their response to road conditions within milliseconds and adapt to the driver’s style. There is a choice of two basic characteristics. During fast cornering and when braking, the control unit reduces body pitch and roll through the targeted increase of damping force at the individual wheels.

The R8 Spyder 4.2 FSI quattro rolls on 18-inch wheels shod with 235/40 tires up front and 285/35 tires in the rear. A tire pressure indicator is standard. Audi offers optional 19-inch wheels in a variety of designs – monochrome or two colors, polished or in titanium look.

Behind the wheels are powerful disc brakes measuring 365 millimeters (14.37 in) in diameter up front and 356 millimeters (14.02 in) in the back. To quickly dissipate the heat, they are internally ventilated, perforated and composed of two pieces – stainless steel pins connect the steel friction rings to the aluminum caps.

Black, eight-piston calipers grab the front discs, with four-piston calipers used in the rear. The 19-inch wheels are optionally available with perforated carbon fiber-ceramic discs that are extremely lightweight, robust, long-lived and corrosion-free.

The open high-performance sports car has a specially configured stability system on board. With the touch of a button, the driver can activate a sport mode that permits exciting but safe oversteer when the gas is applied while exiting a corner. The ESP together with the anti-slip control can also be deactivated completely for dynamic driving.

Luxury and dynamics: The interior and equipment
Three strengths characterize the interior of the Audi R8 Spyder 4.2 FSI quattro: the uncompromising quality with respect to the use and finish of the materials; the generous amount of room; and the high degree of practicality.

Drivers and passengers of any size find an ideal seating position in the sport seats with their pronounced side bolsters. The ring of the leather multifunction sport steering wheel is flattened. Visibility is good, with narrow A-pillars ensuring a large diagonal view to the front. Another advantage in everyday driving is the luggage compartment – there is space under the front hatch for 100 liters (3.53 cu ft). A storage box with three bins is located behind the seats.

A large arch, the “monoposto”, encircles the interior, which is distinctly oriented toward the driver. The controls are clearly and logically structured; the standard automatic air conditioning system is specially matched to the needs of open-top driving. The driver information system integrates a lap timer for recording circuit times. Most of the interior is a sportily cool black; many controls shine in aluminum look.

Among the highlights of the standard equipment are seats covered with Fine Nappa leather, the aluminum door sills, the concert radio system with seven speakers, the xenon plus headlights, the LED tail lights, the automatic air conditioning system, the alarm system, the automatic top, the rollover protection system and the wind deflector. Metallic paint and heated seats are also standard.

Audi also offers an array of fine options – power seats, an interior lighting package, hill hold assist, cruise control, deluxe automatic air conditioning, a storage package and the high-beam assistant. All leather for the seats is colored with pigments that reflect the infrared component of sunlight, greatly reducing the heating of the interior.

Multimedia options include an excellent sound system from Bang & Olufsen with 450 watts of power, the Audi music interface for easily connecting an external player and a Bluetooth cell phone preparation. The navigation system plus is characterized by its MMI operating logic and a high-resolution 6.5-inch display. It can be combined with a reversing camera.

An enticing innovation from Audi is the seatbelt microphone for the hands-free unit and the speech dialogue system, which makes it possible to talk on the phone even with the top down on the highway. Both seatbelts house three small, flat microphones. At least one of them is ideally positioned relative to the speaker when the belt is on. There is a fourth microphone in the windshield frame.

Extreme individualists can choose from a wealth of exclusive options, the lion’s share of which are provided by quattro GmbH. These include leather seat coverings in a wide variety of colors and grades, aluminum-look pedals, the carbon package for the exterior, inlays in carbon and piano finish black, Alcantara for the headliner and the luggage compartment lining and the custom luggage set.

The R8 Spyder 4.2 FSI quattro will be rolling into German showrooms in the third quarter of 2010. Sales will be starting soon at a base price of €121,000.

The Most Sporting Road-Going 911

Markus Burgdorf — Wed, 30 Jun 2010 11:54:36 +0000

Porsche is sending the new 911 GT3 RS to the starting line: Delivering even more engine power, offering lower weight, and featuring shorter transmission ratios as well as body and suspension elements upgraded to an even higher standard, the new 911 GT3 RS sets the foundation for homologating the racing version of the 911 GT3 and therefore offers everything it takes for ongoing success on the race track, continuing the series of absolutely uncompromising, sporting 911s homologated for the road.

Porsche 911 GT3 RS (Image: Porsche)

The heart of the new 911 GT3 RS, the power unit, is based on the engine already featured in the 911 GT3. Like the latter, the RS power unit now displaces 3.8 instead of 3.6 litres, delivering even more power and revving up even faster and more dynamically.

The engine featured in the new 911 GT3 RS delivers 15 bhp more than its counterpart in the 911 GT3, that is maximum output of 450 horsepower from the fast-revving naturally-aspirated power unit. This means specific output of more than 118 bhp per litre from the six-cylinder, an extremely high figure for natural-aspiration technology even in the strictest worldwide comparison. And unlike many other high-performance engines, the power unit in the new 911 GT3 RS remains fully suitable for everyday use.

The new 911 GT3 RS comes exclusively with a six-speed manual gearbox optimised for short gearshift travel, low weight and high efficiency. To enhance the level of performance throughout the entire range of engine and road speed, the gears come with a shorter transmission ratio than on the 911 GT3, deliberately making concessions in terms of even higher top speed.

To further improve its sporting behaviour, the new 911 GT3 RS comes for the first time with a purpose-built and specially set up PASM suspension, with wider track not only at the rear, but also on the front axle. Accordingly, the body of the new 911 GT3 RS is wider not only at the rear, but also at the front through the use of additional wheel arch covers.

The front axle comes with nine-inch-wide wheels running on 245/35 ZR 19 sports tyres, the rear axle features twelve-inch-wide wheels incorporating 325/30 ZR 19 sports tyres.

The dynamic engine mounts featured as standard also serve to improve the car’s driving dynamics to an even higher level. Depending on driving conditions, the mounts change in their stiffness and damping effect, improving the connection between the engine and the body when driving under very dynamic conditions.

As yet a further point the car’s aerodynamics develop even more downforce than on the GT3, again benefiting the qualities of the car on the race track. Racing qualities are also why Porsche is introducing another new option in 2010, a lithium-ion battery delivered with the car and, replacing the conventional lead battery, reducing weight by more than 10 kg or 22 lb.

The new 911 GT3 RS shows its close connection to motorsport also through the dynamic looks of the car borne out in particular by its low ride height, the new, extra-large carbon-fibre rear wing with its specifically designed wing supports made of aluminium, the characteristic dual tailpipes on the extra-light titanium sports exhaust, as well as special front and rear parts exclusive to this model.

Sales of the new Porsche 911 GT3 RS are started in Germany in January 2010. The Euro base-price is Euro 122,400.- without value-added tax and national specifications.

Don’t miss our Gallery of the Porsche 911 GT3 RS

Mercedes-Benz SLS AMG GT3: Spectacular racing car for the sporting customer

Markus Burgdorf — Wed, 30 Jun 2010 09:05:38 +0000

Coinciding with the market launch of the SLS AMG on 27 March 2010, Mercedes-AMG is presenting a GT3 variant. This racing version of the gullwing model stands out with its spectacular design and thoroughbred motor sports technology. Developed to comply with the GT3 specifications of the FIA (Fédération Internationale de l’Automobile), the SLS AMG GT3 is designed as a racing sports car for customers competing in sprints and long-distance races. These race series for near-series GT cars are noted for their very varied participants and great excitement. Not least because of their comparatively favourable cost structure, they are enjoying increasing worldwide popularity.

Mercedes-Benz SLS AMG GT3 (Image: Daimler)

AMG, the performance brand within Mercedes-Benz, is entering a new business sector with the new SLS AMG GT3: the development, production and marketing of sports racing cars intended for customer use. Sales of these customer cars are expected to commence in autumn 2010, and homologation of the GT3 variant will be completed in time for the 2011 racing season.

“Thanks to uncompromising lightweight construction and superior handling dynamics, the SLS AMG provides an outstanding basis for a highly competitive racing car. This exciting GT3 version is our response to strong customer demand for a car designed for these attractive motor sports series. Once again, it demonstrates AMG’s huge experience gained in more than 40 years of motor sports, and its great expertise in the development of unique high-performance cars,” says Volker Mornhinweg, Chairman of Mercedes-AMG GmbH.

The new SLS AMG GT3 is an emphatic continuation of AMG’s commitment to motor sports. AMG has been a pioneer in the motor sports world ever since its foundation in 1967. The new racing version of the Mercedes-Benz SLS AMG is developed and produced by AMG in close cooperation with HWA AG. HWA is responsible for the DTM racing team on behalf of Mercedes-Benz Motorsports. The HWA team is one of the most successful in international motor sports, as witness nine driver championships in the DTM and ITC, as well as two championship titles in the FIA GT Championships.

The SLS AMG GT3 is set to write another chapter in this success story, and harks back to the 300 SL racing sports car of 1952 which first established the “gullwing” legend. Its historic victory in the “Carrera Panamericana” long-distance race also made Mercedes-Benz a household name in North and Central America, and demonstrated the know-how and expertise of the Stuttgart-based automobile company.

Spectacular racing car looks and top-class performance

The purist design and breathtaking contours of this gullwing model are effectively emphasised by specific modifications to the bodywork. The new components made mainly from carbon-fibre are an unmistakable testimony to the outstanding racetrack performance and extensive aerodynamic development work.

At the front the GT3 racing car has a new front apron with larger air intakes: the wide aperture below the characteristic radiator grille with a large Mercedes star and a wing-shaped transverse fin supplies the engine oil cooler and brake discs with cooling air. The two air intakes below the vertically arranged bi-xenon headlamps have the same function. Downforce at the front axle is provided by four externally mounted “flics” and the carbon-fibre front splitter: this blends into the smooth underbody cladding which ends with the rear diffuser. The bonnet has a central aperture to dissipate the engine heat. The hot air is vented in the wheel arches from side vents in the front wings. Particularly lightweight polycarbonate is used to glaze the side and rear windows, and this is also available for the windscreen.

The front and rear wings have been widened to make space for the large racing tyres. With a width of 1990 millimetres, the body of the GT3 is a good 50 millimetres wider than that of the standard SLS AMG. The new side skirts have apertures for cooling the rear brakes. The smooth underbody is visible at the lower edges of the side skirts. The standardised filler pipe for the fast-refuel system is accommodated in the B-pillar. The 120-litre fuel tank is centrally located behind the driver.

Wide rear apron of carbon-fibre

Viewed from the rear, the SLS AMG GT3 impresses with its sheer width. The boot lid is surmounted by a wide carbon-fibre rear aerofoil, which has multiple adjustments and allows a perfect setup for the type of racetrack concerned. The new rear apron features two apertures designed to vent the rear wheel arches. The carbon-fibre rear diffuser is another eye-catching feature: as an extension to the smooth underbody, it gradually rises in the rear axle area and generates a downforce thanks to its shape. The overall aerodynamic concept of the SLS AMG GT3 was refined and finalised in extensive wind tunnel and racetrack tests.

The black exhaust tailpipes emit a thrilling and very characteristic AMG eight-cylinder sound. The rain light prescribed by the rulebook is integrated into the boot lid – it must remain permanently switched on if the weather conditions are poor.

Near-series AMG 6.3-litre V8 engine

As prescribed by the FIA GT3 rules, the AMG 6.3-litre V8 engine is practically identical to that in the standard model. Thanks to its lower weight, the GT3 will easily better the already outstanding acceleration of the standard model – 3.8 seconds from zero to 100 km/h; depending on the final drive ratio, the top speed will exceed 300 km/h.

The AMG 6.3-litre V8 engine also has a dry sump lubrication system in the racing model. Using vacuum and pressure pumps, as well as an external oil tank, makes it possible to dispense with a conventional sump. This technology ensures reliable engine lubrication even under the high lateral acceleration forces encountered on the racetrack.

Dry sump lubrication also allows a low installed position for the V8 engine – one of the key technological highlights of the SLS AMG. Installing the eight-cylinder engine in the lowest possible position behind the front axle as a front-mid engine, and combining it with the transmission in a transaxle arrangement, produces a very favourable weight distribution.

Six-speed racing transmission with sequential gear-changes

Unlike in the standard model, power in the SLS AMG GT3 is transferred by a six-speed racing transmission with sequential gear-changes. Thanks to its compact construction, this race-tested transmission has advantages in terms of packaging – after all, the GT3 version has a smaller ground clearance than the standard model. The driver shifts the gears using two shift paddles on the steering wheel. The transmission is mounted directly on the rear axle, and connected to the V8 engine via a flexurally and torsionally rigid torque tube. This has decisive advantages with respect to handling dynamics, as this sophisticated solution enables the entire powertrain to be configured with far less free play. In conjunction with the traction control system, a multi-disc locking differential integrated into the transmission ensures outstanding acceleration. A drive shaft rotates at the engine speed within this torque tube. As in the standard model, and also the Mercedes-Benz C-Class DTM racing cars, the shaft is made from carbon-fibre.

The vehicle concept of the SLS AMG is predestined for top-class racetrack performance, with a long wheelbase, a low centre of gravity and a wide track. Its strengths include precise over/understeer characteristics, first-class agility, low inertia during fast changes of direction and high physical limits when cornering.

Very few modifications were required for perfect racetrack performance: the lowered, lightweight aluminium suspension with double wishbones all-round has the ideal kinematics. Multiple adjustments allow the best possible adaptation to the relevant racetrack characteristics and prevailing weather conditions. Not only the spring and damper setups, but also the track width and camber, the suspension height and the stabilisers at the front and rear axles can be adjusted.

The rack-and-pinion steering system with speed-sensitive servo assistance is basically the same as in the standard SLS AMG. The more direct steering ratio makes for even more agile handling on the racetrack.

AMG motor sports braking system with composite technology

The AMG motor sports braking system ensures extremely short braking distances, outstanding fade-resistance and great sensitivity: race-tested composite technology is used for all the brake discs. In this system, the grey cast-iron discs are mounted on an aluminium bowl via stainless steel connections in a radially and axially floating arrangement. This sophisticated technology allows perfect heat conduction, and therefore reliable fade-resistance. The SLS AMG GT3 also features precisely configured cooling ducts: apertures in the front apron and in front of the rear wheels supply the brake discs with cool air when on the move. All four brake discs are ventilated, grooved and perforated. Six-piston fixed calipers at the front and four-piston fixed calipers at the rear in anthracite with a white AMG logo allow generous brake lining surfaces. An anti-lock braking system with a special racing configuration is standard. For space reasons, the AMG high-performance ceramic composite braking system optionally available for the standard model is not compatible with the 18-inch wheels prescribed by the FIA rulebook.

The size 12 x 18-inch (front) and 13 x 18-inch (rear) AMG light-alloy wheels with central locking are shod with racing tyres in size 287 x 682 mm (front) and 315 x 708 mm (rear). Depending on the conditions, untreaded slicks, intermediates or rain tyres are used. The classic multi-spoke design assists ventilation of the braking system. Rapid pitstops and wheel-changes are assured by the pneumatic jacking system integrated into the underbody: four pneumatic jacks lift the GT3 racing car by around 190 millimetres to allow very rapid wheel-changes by the pit crew.

Interior with racing bucket seat and racing steering wheel

Opening the gullwing doors of the SLS AMG GT3 reveals a functional interior with a racing car atmosphere. The driver is seated in a racing bucket seat, his safety assured by a six-point seat belt and the HANS system (Head and Neck Support), which fixes his helmet in a defined position during an accident to minimise the risk of injury. Additional safety is provided by the steel rollover cage, which also serves to reinforce the aluminium spaceframe.

A racing steering wheel with a diameter of 330 millimetres allows perfect vehicle control. Thanks to the open upper section of the rim, the driver always has a clear view of the central display. This keeps him informed about all the relevant parameters such as speed, engine rpm, operating temperatures, lap times and the selected gear. The steering wheel also has a quick-locking feature which allows much easier access and egress. Switches on the steering wheel boss enable the driver to activate additional functions such as the radio link to the pits, headlamp flasher or the drink function. Further controls are mounted on the centre console, for example the start/stop function for the AMG V8 engine, the traction control system, reverse gear and – if the worst should happen – the integrated fire extinguisher system. The brake balance adjustment control is mounted on the tunnel of the torque tube.
The near-series specification of the GT3 version is reflected in the dashboard, whose powerfully arching wing section gives an impression of width. Strikingly integrated into the dashboard, the air vents galvanised in “Silver Shadow” have adjustable, cruciform nozzles reminiscent of an aircraft’s jet engines.

Deliveries of customer vehicles will commence in spring 2011

The new SLS AMG GT3 was developed to comply with the international FIA GT3 race rules, and is entitled to take part in all GT3 race series – which of course includes the popular 24-hour race in Spa-Francorchamps (Belgium) or the Nürburg-ring. Interested customers are able to order the GT3 from autumn 2010, and delivery will take place in time for the start of the 2011 racing season. Homologation will be completed in March 2011.

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620 Highly Efficient Turbo-Horsepower: Most Powerful Street-Legal Porsche of all Times

Markus Burgdorf — Wed, 12 May 2010 22:26:42 +0000

The time: seven minutes, 18 seconds on the Nürburgring-Nordschleife. The power: 620 hp. The weight: 1,370 kilograms or 3,021 lb in road trim with all fluids on board. The car: the new Porsche 911 GT2 RS. The GT2 RS is making its world debut at the Moscow Auto Show on August 25th.

Porsche 911 GT2 RS (Image: Porsche)

The future top GT model marking the absolute climax in the 911 range is the fastest and most powerful road-going sports car ever built in the history of Dr. Ing. h.c. F. Porsche AG, Stuttgart. With power up by 90 hp and weight down by 70 kilograms or 154 lb in comparison with the 911 GT2, the new 911 GT2 RS has a power-to-weight ratio of just 2.21 kilos or 4.9 lb per horsepower, by far the best power/weight ratio in its class. Obviously, these are the ideal ingredients for an ultra-high-performance sports car with supreme agility, truly blistering performance on the road, and of course exemplary Porsche Intelligent Performance. For despite this extra power and performance, fuel consumption and CO2 emissions versus the 911 GT2 are down by approximately 5 per cent to 11.9 ltr/100 km (equal to 23.7 mpg imp) and 284 g/km.

The 3.6 litre six-cylinder boxer engine boosted by two turbochargers with variable turbine geometry exclusive to Porsche in its combination with a gasoline engine drives the rear wheels via a six-speed manual gearbox. Developed especially for the 911 GT2 RS, sports tyres measuring 325/30 ZR 19 convert this massive power into equally massive performance and acceleration on the road: 0 to 100 km/h in 3.5 seconds, 0 to 200 km/h in just 9.8 seconds, and 0 to 300 km/h in 28.9 seconds. Top speed is 330 km/h.

Equally supreme stopping power on this ultra-high-performance sports car comes from PCCB composite ceramic brakes. Appropriate longitudinal and crosswise dynamics are ensured by the sporting RS set-up of the springs, PASM Porsche Adaptive Suspension Management, anti-roll bars, as well as the engine mounts and PSM Porsche Stability Management.

In its looks the new 911 GT2 RS stands out clearly from the 911 GT2 above all through the lavish use of carbon-fibre-reinforced (CFR) components in matt-black surface finish, even wider wheels and flared wheel arches at the front, new 911 GT2 light-alloy wheels with central locking, as well as ”GT2 RS“ model designations on the doors and rear lid. The upgraded front spoiler lip and the rear spoiler lip made of CFR and now 10 millimetres or almost 0.4 inches higher, again in surface carbon finish, ensure the right aerodynamic precision as well as extra downforce.

The interior also exudes the flair of sporting performance in virtually every detail, featuring lightweight bucket seats made of carbon-fibre-reinforced plastic in carbon surface finish and lightweight door panels with door opening straps. The basic interior colour is black, contrasting attractively with features such as the seat centre sections and the roof lining as well as segments on the steering wheel rim. The gearshift and handbrake lever are both finished in red alcantara.

Limited to just 500 units, the 911 GT2 RS will be available in Europe from September 2010, in the USA from October 2010. The Euro base price is 199,500.- Euro. Including VAT and national specifications/equipment the new 911 GT2 RS will retail in Germany at a price of 237,578 Euro.

Porsche Presents 918 Spyder High-Performance Concept Sports Car in Geneva

Markus Burgdorf — Tue, 02 Mar 2010 21:01:10 +0000

Presenting a high-performance mid-engined concept sports car with ultra-efficient, low-emission drive technology, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is further increasing the Company’s competence in hybrid technology.

Porsche 918 Spyder Concept Car (Image: Porsche)

The 918 Spyder prototype combines high-tech racing features and electro-mobility to offer a fascinating range of qualities: An emission level of just 70 grams CO2 per kilometre on fuel consumption of three litres/100 kilometres (equal to 94 mpg imp) truly outstanding even for an ultra-compact city car, on the one hand, combined with the performance of a super sports car and acceleration from a standstill to 100 km/h in just under 3.2 seconds, top speed of 320 km/h (198 mph) plus, and a lap time on the Nordschleife of Nürburgring in less than 7:30 minutes, faster than even the Porsche Carrera GT, on the other.

The 918 Spyder is one of three Porsche models with hybrid drive making their world debut at the 2010 Geneva Motor Show. This trio – made up of Porsche’s new Cayenne S Hybrid SUV with parallel full-hybrid drive, the 911 GT3 R Hybrid racing car with electric drive on the front axle and a flywheel mass battery, and the two-seater high-performance 918 Spyder mid-engined sports car with plug-in hybrid – clearly demonstrates not only the great bandwidth of this new drive technology, but also the innovative power of Porsche as a genuine pioneer in hybrid drive.

The highly innovative 918 Spyder concept car combines Porsche’s Intelligent Performance technology, high-tech in motorsport, and classic but modern design to make a truly convincing statement.

The Porsche 918 Spyder with plug-in hybrid provides the performance of a thoroughbred super sports car on fuel consumption of just three litres/100 kilometres in the New European Driving Cycle, equal to a CO2 emission rating of 70 g/km.

This open two-seater is powered by a high-speed V8 developing more than 500 bhp and running at maximum speed engine of 9,200 rpm as well as electric motors on the front and rear axle with overall mechanical output of 218 bhp (160 kW).

The V8 combustion engine is a further development of the highly successful 3.4-litre power unit already featured in the RS Spyder racing car and positioned midship in front of the rear axle, giving the car the right set-up for supreme performance on the race track through its good balance.

Power is transmitted to the wheels by a seven-speed Porsche-Doppelkupplungsgetriebe also feeding the power of the electric drive system to the rear axle. The front-wheel electric drive powers the wheels through a firm transmission ratio.

The energy reservoir is a fluid-cooled lithium-ion battery positioned behind the passenger cell. The big advantage of a plug-in hybrid is that the battery can be charged on the regular electrical network. A further point is that the car’s kinetic energy is converted into electrical energy fed into the battery when applying the brakes, thus providing additional energy for fast and dynamic acceleration.

A button on the steering wheel allows the driver to choose among four different running modes: The E-Drive mode is for running the car under electric power alone, with a range of up to 25 km or 16 miles. In the Hybrid mode the 918 Spyder uses both the electric motors and the combustion engine as a function of driving conditions and requirements, offering a range from particularly fuel-efficient all the way to extra-powerful.

The Sport Hybrid mode uses both drive systems, but with the focus on performance. Most of the drive power goes to the rear wheels, with Torque Vectoring serving to additionally improve the car’s driving dynamics.

In the Race Hybrid mode the drive systems are focused on pure performance with the highest standard of driving dynamics on the track, running at the limit to their power and dynamic output. With the battery sufficiently charged, a push-to-pass button feeds in additional electrical power (E-Boost), for example when overtaking or for even better performance.

With the hybrid drive system offering this wide range of individual modes and applications, the 918 Spyder is able either to achieve lap times comparable to those of a thoroughbred racing car – such as less than 7:30 minutes on the Nordschleife of Nürburgring – or, focusing on a more economical style of motoring, with a reduction in emissions to just 70 grams of CO2 per kilometre.

Like the drivetrain, the lightweight body structure of the 918 Spyder also bears out the car’s DNA carried over directly from motorsport: The modular structure with its monocoque bodyshell made of carbon-fibre-reinforced plastic (CFP) and the appropriate use of magnesium and aluminium not only reduce weight to less than 1,490 kg or 3,285 lb, but also ensure supreme driving precision thanks to the very high level of torsional stiffness.

Reminiscent of highly successful, legendary racing cars such as the Porsche 917 Le Mans and the current Porsche RS Spyder, the 918 Spyder with its design concept so typical of Porsche arouses powerful emotions. The combination of racing car dimensions, clearly structured design with perfectly balanced surfaces, and innovative details all round creates an overall pattern of aesthetic, perfectly balanced harmony in design full of power and dynamics. This indeed is the ideal synthesis of form and function following Porsche’s design DNA.

The smooth balance of tradition and progress gives the car a powerful stance on the road in its combination of dimensions. Variable aerodynamics typical of Porsche ensure both visionary and traditional highlights especially around the rear spoiler. The striking rear hoods extending out of the headrests, in turn, not only fulfil an aerodynamic function on the 918 Spyder, but also accommodate retractable air intakes with a ram air function.

The driver and passenger are not only perfectly embedded in contoured sports bucket seats, but also form part of the cockpit with its synthesis of efficient function and ergonomic high-tech operation offering an outlook at the interior architecture we may possibly see in super sports cars of the future. The three free-standing circular dials for road speed (left), engine speed (middle) and energy management (right) would appear to come directly from a racing car in the ‘60s, bearing out that unique philosophy of driver orientation so characteristic of Porsche.

The centre console rising up towards the front in the 918 Spyder houses a touch-sensitive surface for intuitive control of the car’s functions, serving consistently to reduce the number of visible controls and maintain the principle of direct operation.

The control units relevant to the driver are concentrated in particular on the three-spoke multifunction sports steering wheel, while the variable driving modes, again so typical of Porsche, are supplemented by a map switch enabling the driver to call up various drive programs and serving as the push-to-pass button for E-boosting, for example when overtaking. Instrument illumination, finally, varies from green for the consumption-oriented running modes to red for the performance-oriented driving programs.

The 918 Spyder also comes with further innovative functions such as the Range Manager. After being activated in the Center Display, the Range Manager uses the map in the navigation system to present the remaining range the car is able to cover, naturally allowing the driver to influence that range through the appropriate choice of power and performance. In cities with environmental alert areas the Range Manager also states whether the driver is able to reach a certain destination on electric power alone.

Applying this information and using further info on the availability and location of special energy filling stations, the driver is then able to choose his personal style of driving as well as the right battery charge and filling strategy.

Offering a unique combination of extremely low fuel consumption, supreme performance and long electric range, the Porsche 918 Spyder represents an essential milestone in Porsche’s strategy on the way to genuine electro-mobility.

Lightweight Components for Individual Retrofitting on the 911 GT3 and GT3 RS

Markus Burgdorf — Thu, 10 Sep 2009 23:43:08 +0000

Starting in September, Porsche is offering a new product line for retrofitting motorsport accessories on all Type 997 models of the GT3 and GT3 RS. Using these special components, the enthusiast is able to further customise the exterior of his car with weight-optimised materials such as titanium and carbon also used in motorsport.

These optional accessories have been developed by engineers in Porsche’s Motorsport Division in Weissach and naturally tested on the race track. Apart from an unusually sporting look, the new motorsport accessories from Porsche Tequipment offer an even higher standard of driving dynamics.

The new double tailpipe made of titanium, for example, reduces the weight of the car at the rear, the white-metallic patina of the tailpipe turning blue when exposed to high exhaust temperatures, like on many racing cars.

The spoiler lip at the rear (Gurney flap) and the ram air scoop on the rear lid provide a further reduction of weight and add a striking look to the car. Both are made of super-light but extra-stable carbon.

Motorsport Accessories from Porsche Tequipment for 911 GT3 and 911 GT3 RS: Spoiler lip carbon and ram air scoop carbon (Image: Porsche)

The front air outlet above the bumper and the rear-view mirrors are also available in carbon which, being a very stiff material, enabled Porsche’s engineers to choose an even more open structure on the air outlet, this special motorsport component now coming with just one middle bar instead of the usual three reinforcement bars. Yet a further point is that the carbon elements add additional optical highlights particularly on cars finished in a light exterior colour.

Motorsport Accessories from Porsche Tequipment for 911 GT3 and 911 GT3 RS: Rear-view mirrors carbon (Image: Porsche)

The titanium-coloured second-generation 19-inch GT3 wheels complete with central locking are likewise a new feature in the range. The wheel bolts are made of forged aluminium and finished in red eloxy-plating. To customise the first generation of the 911 GT3 and GT3 RS (Type 997), there is also special a model designation in various colours extending round the wheel. The special trim film used for this purpose is made of the same highly resistant material as the starter numbers on racing cars for lasting quality.

All motorsport accessories are available starting immediately in all Porsche Centers worldwide except China.