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    CGT vs SLR

    Two guys I know going at it late at night!

    Re: CGT vs SLR

    Nice Clip!

     Obviously the first start was advantaged by the automatic tranni of the SLR. Kind of an uneaven compare, a sportscar with an Grand Toursimo. Anyway - I think you need both, one for cruising one for driving. 

    Actually I never been a friend of the SLR but since a short time, I love it more and more. Wouldnt mind to put one into the garage. For sure a car which worth to keep until end of live as herritage for the kids ;)

    Re: CGT vs SLR

    lol i love the comments, hilarious to say the least

    Re: CGT vs SLR

    I just came across this write-up and thought others would enjoy it;

    The anecdote behind the Carrera GT’s 10-cylinder engine is a particularly interesting one. Originally developed to be fitted to a future LeMans race car, the project was ended nearly as fast as it was conceived. Thanks to ever-tightening emissions regulations throughout the racing world, Porsche engineers were essentially forced to throw the project away, or until it could serve its purpose elsewhere. And in 1999, the plan to fit the engine into a concept car called the “Carrera GT” – which first debuted at the Paris Motor show in ’00 – came to life.

    Originally, the car had been a mere concept, but excited Porsche fans meant that Porsche soon saw the Potential to produce the Carrera GT as a road vehicle. But before they could do so, they realized that the basic engine would just not do; not only was it not passing emissions, but it was after all, a racing engine. Not smooth, or road worthy by any means and thus leading Porsche engineers back to the drawing board to make a number of modifications to make the engine more suitable for the road.

    The first of many changes which the 10-cylinder motor endured was an increase in capacity displacement. The original engine had boasted just 5.0 litres, but for the road version of the engine, engineers saw fit to increase the displacement, thus ultimately allowing the engine’s maximum torque load to increase.

    Additionally, the original (approximately) 10,000 rpm redline was notably reduced not only because it didn’t pass air-emissions regulations, but also because of its inability to meet noise-level regulations and added unwanted cockpit vibration.

    And thanks to a series of brilliantly-engineered emissions control systems and an on-board diagnostics setup that continually monitored the exhaust system, the Carrera GT passed 2004 regulation standards with flying colours. In addition, each of the two cylinder banks has its own exhaust system in which two sets of catalytic converters are operated. From thereon, a cross-flow system helps to cool each cylinder which in turn always keeps the engine at a moderate temperature.

    Tidbit: The engines cylinders are coated with a combination of nickel and silicon to reduce wear.

    So from a technical standpoint, this engine is most certainly a Porsche product. It’s an engine which showcases some 70 years of motorsport history and advancement. On the other hand, the 10-cylinder also happens to be quite unlike any other Porsche engine we’ve ever seen. Rather than relying on forced induction – like many Porsches before – the Carrera GT’s character is defined through its ability to feed off it’s revs, and like any true race car, it does it damn well. With a maximum redline of 8,400 revolutions per minute and some 600bhp working collectively with 435lb-ft of torque peaking at 5,700 rpm, the Carrera GT’s engine is unique. Sure, there have been numerous (great) attempts from other such manufacturers like Ferrari at creating an engine which will rev to no-end, but this motor is pretty much unparalleled when taken as a whole.

    Weighing a slim 205kg (or 452lbs) and boasting a compression ratio of 12.0:1, the engine acts in a way which is very much reminiscent to a racing car. Feeding on the gobs of torque available at high revs, while still retaining a great deal of road-worthy torque, its speed and ability to rev is seemingly endless. English “Top Gear” journalist, “Jeremy Clarkson” probably said it best when he said: “it’s like it’s in vacuum”.

    And when it comes to toddling around, what’s immediately notable about the 10-cylinder motor in this car is that it lacks inertia when it’s revved. If you rev it a stop light, for instance, you’ll notice how the engine has no carry over and by that I’m referring to how engine responds when you let your foot off the throttle. The way in which the engine responds to throttle modulation is undoubtedly unique as it has no inertia. It’s hard to explain, but more understandable if you have knowledge of motorsport - think Formula One car.

    Frankly, few engines are as interesting or intoxicating as this one. One of the best engines ever made? You bet.


    5733cc (5.7 litres) 10 Cylinders, 90 degree
    Aspirated: Naturally
    Bore & Stroke: 98.0mm x 76.0mm
    Compression Ratio: 12.0:1
    DOHC, 4VPC (40 total valves), VarioCam
    Redline: 8,400 revolutions per minute

    612 PS (604bhp) @ 8,000 rpm; 590Nm (435lb-ft) of torque @ 5,750 rpm
    105.9 bhp/litre



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