Closehere's some drifting on track, from a 1987 RUF CTR1 "yellowbird". Im not sure if this makes you faster round the circuit, but this car had the record round the Nurburgring back in the day for a production car.
www.p101tv.com/videos/40/ruf-yellowbird-drift
______________________________________________
www.p101tv.com
racerx:
saw a 997.1 GT3 in meteor metallic drive by me yesterday on my walk, looked nice. but no sound.
Gotta have sound. More the better, but it has to be a nice tuned sounds rather than a screem IMHO.
______________________________________________
www.p101tv.com
May 24, 2010 4:35:46 PM
May 24, 2010 4:48:54 PM
May 25, 2010 9:44:49 AM
2010 Porsche 911 GT3: "Sights and Sounds..."
First Test: 2010 Porsche 911 GT3
Pushing Stuttgart's Purest Bred Stud...
(19 May 2010, Motor Trend)
This isn't meant for L.A. It's too rough, too noisy, too harsh, and too low. Its clutch engagement is stupendously stiff (after 10 minutes of crawling along I-405 North, your left leg burns with lactic acid buildup) and its gigantic six-piston front brakes hurl you at the windshield with every slight pedal tap. Let's not forget about that 3.8-liter flat-six. The entire car is raw...organic even.
That's exactly why we love it.
The 2010 Porsche 911 GT3 is not a grocery-getter or a Hollywood Boulevard cruiser -- save those runs for the Cayenne on 22s. If confined to L.A.'s rough pieces of pavement, the GT3 fast becomes a royal pain in the glutes and kidneys. It isn't fun when perusing boring urban blocks. It isn't comfortable when entering parking lots with the slightest of curbs, even with the available front axle lift bringing the nose up nearly 1.2-inches. Those things are better accomplished while looking stylish in your 911, Boxster, or even, 911 Turbo.
Below 4000 rpms it's taxing to shift the extra-stiff clutch with its bicep-building lever. Keep at it long enough and you'll have a right arm toned better than Arnold's. PASM (Porsche Active Suspension Management) in its standard mode transmits each road imperfection with teeth chattering effect. Don't even think about switching it into "Sports Mode" when out in the real world -- all the jouncing is a recipe for a headache. The car lives at the limits of civility, barely streetable in between track sessions or secluded back road runs.
This is a German thoroughbred born of countless race wins. It abhors trotting and can't stand being pent up. It wants to run and loves being pushed.
We mentioned it was "organic." In other words, it features no turbo or supercharger additives to motivate it to abnormally high speeds. It can be specified with little to no interior comforts. In Europe, a roll cage and fire extinguisher are optional. Stick some numbers on the doors, let it loose on a track, and you'll likely end up on the podium.
All that "-ness" (rough, low, raw, noisy) makes beautiful sense on a glassy serpentine path, either closed track or in civilization. Unlike other 911s in the stable, the GT3 is a colt bred with fixed aerodynamics, beefier active suspension, and a stouter naturally-aspirated motor replete with forged pistons, lightweight valves and cup tappets, and hollow camshafts. It shines while pushing at ten-tenths.
Feed throttle to the rumbling 435-horsepower boxer and its unique centrally-mounted twin pipes bark in a hungry tenor. At a magical 6000 rpm, it all awakens, revealing an entirely transformed Stuttgart stud awaiting its next velocity-engulfing command. Hit "Sport" on the dash and 14.7 more pound-feet of torque arrive at the forged centerlock wheels. Every nuance at the reins also translates to an even more instantaneous push at the wheels.
In a straight line the GT3 barrels to 60 mph in 3.5 seconds -- a notable feat considering it "only" has 435 ponies and a six-speed manual specially tuned for ideal power delivery (the dual-clutch PDK isn't an option). Jump in a 454-horsepower Ferrari California with a super fast twin-clutch gearbox and you'll hit 60 mph in the same amount of time. Mash the gas in a 542-horsepower Gallardo LP550-2 Valentino Balboni and it beats the Porsche by only a tenth.
Continue the feeding and it terrorizes 1320 feet in 11.8 seconds @ 119.1 mph -- a tick quicker, yet a bit slower, than our Long Term 2010 Nissan GT-R (11.9 seconds @ 120.1 mph). Luckily, those touchy binders (15.0-inch front/13.8-inch rear) are there to call on when the road runs out. They hustle the 3266 pound GT3 to a standstill from 60 mph in only 94 feet -- or as short as the $375,000-plus Lexus LFA. A $1 million Enzo takes 106 feet with its Brembo carbon ceramics.
No matter the configuration, every corner becomes a fast one in this Porsche. It demands heaps of driver focus to smoothly conquer every ebb and flow. Blip the throttle, rev-match into a lower gear (at speed, the clutch/gearbox works as slickly as a Hublot F1 King Power watch), touch the brakes, and it's time to charge. Front end bite is sublime. The semi-slick 235/35-19 Michelin Pilot Sport Cups should be labeled "Black Flag Flypaper;" the hind 305/30-19s, "Gorilla Glue." They hastily urge slight oversteer until the trailing rubber keeps everything in line, slingshotting the sports car towards the next challenging maneuver. For a rear-wheel drive, rear-engine car, the GT3's grip levels are ludicrous.
Around our figure eight sans traction and stability control, it recorded a 24.0 second run at a 0.84 g average. On our 200 foot skidpad the GT3 measured a 1.04 g average. No wonder our drivers' necks were sore the next day.
But tires alone are only one variable in the GT3's complex handling equation. A lowered PASM setup reduces the center of gravity while likewise minimizing the amount of air flowing below the sealed underbody. Along with Porsche's variable dampening magnetorherological engine mounts, it distills drastic weight transitions. Plus, lowering the car takes functional aerodynamic bits (front and rear clips, splitter, sides) to a sinister level. While we don't usually like them on road cars, the GT3's huge adjustable back wing is oh-so-sexy.
For all this pure, organic, Stuttgart fun, Porsche charges a minimum of $113,150, including a $950 destination fee. Our Guards Red edition totaled $131,400 after adding some key options like front axle lift ($3490), navigation ($3110), adaptive sport seats ($2295), dynamic engine mounts ($1300), and self-dimming mirrors ($690).
Is it a lot of coin for a race-bred beast only best experienced only blue-ribbon roads? When compared to other astronomically priced supercars, no, it isn't. Besides, if you happen to find yourself requiring total comfort and convenience and mild speed on anything other than billiard smooth pavement, grab the keys to the Cayenne on 22s. Change your mind and head to the track, snatch this surefooted stud's reigns. He'll be happy to run fast...
2010-Porsche-911-GT3_Motor-Trend-link
May 25, 2010 11:08:22 AM
Tat is a great video. I need to get one like uploaded to www.p101tv.com. If anyone has one please upload. Cheers.
--
______________________________________________
www.p101tv.com
May 26, 2010 8:30:21 AM
Pete917:
racerx:
saw a 997.1 GT3 in meteor metallic drive by me yesterday on my walk, looked nice. but no sound.
Gotta have sound. More the better, but it has to be a nice tuned sounds rather than a screem IMHO.
On last nights walk I saw a Black 997.1 GT3 and a couple minutes later a guards red 996 GT2. I hate the scrambled egg look, but the wing on that GT2 was the best wing on a 911.
Quite the spotting week.
The wing is beautiful and I love the fact the 997 has returned to the round headlights.
______________________________________________
www.p101tv.com
May 27, 2010 8:42:58 PM
May 27, 2010 8:46:55 PM
Porker:
Boxster Coupe GTS:
Porsche 911 GT3 RS vs Lotus 2 Eleven...
Where have you found this video? I wanted to share it with a friend but can't work out how...
Porsche-911-GT3-RS_vs_Lotus-2-Eleven_Video-link
Enmanuel:
Pete917:
The wing is beautiful and I love the fact the 997 has returned to the round headlights.
Well there's not much time left on that. my guess is that the 991 won't have round headlights but go for something a bit more squarish, ala 918 concept.
My thoughts as well.
The secret of life is to admire without desiring.
Rossi:
Enmanuel:
Pete917:
The wing is beautiful and I love the fact the 997 has returned to the round headlights.
Well there's not much time left on that. my guess is that the 991 won't have round headlights but go for something a bit more squarish, ala 918 concept.
My thoughts as well.
I don't think they are going to mess with the lights again like they did with the 996.
993 Targa Black/Black
As you may know, I have always loved the Porsche 911, in much the same way that I have always loved Peter Mandelson, mouth ulcers, Greece, marzipan, caravanning holidays, the smoking laws, British Telecom, pointlessly complicated gadgets, tea before four, Piers Morgan, sweet white wine, ramblers, liberal democrats, beards, the Boeing 777, global warming scientists, average speed cameras and, I don't think I've ever mentioned this before, the feel of a cow.
In other words, I have always rather disliked the 911. Jokingly, and mainly to make them go away, I always tell fans of the breed that my dislike is based principally on the fact that James May and Richard Hammond both have one. But this isn't true. James and Richard both have trousers, but I have no problem with those.
I've also argued that my dislike stems from the fact that it's really a squashed Beetle and as a result, was designed by Hitler. But this isn't really true either, if I'm honest.
So is it the styling then; the look of the thing? No actually. If you look at Porsche's recent efforts with the Coxster, the push-me-pull-you Boxster - which should really be called the Palindrome - the woeful Cayenne and that wheeled gargoyle known as the Panamera, we have to be grateful they don't ever change the basic shape. And anyway, I rather like the sit up and beg windscreen and those eager West Highland terrier headlights.
Most of all though, I've come to like the size. As other cars have swollen and become fat, the 911 has remained fairly small. That's a good thing.
No, the problem is the location of that engine. Putting it behind the rear wheels is as wrong as trying to invade Russia when you haven't closed down the Western Front. It can't work and it looks like belligerence to endlessly try to overcome the inherent problem rather than simply giving up and starting again.
Yes, putting the engine at the rear means you have more weight over the back wheels so off the line, when the tail of a car squats, that means more grip, less wheelspin and quicker acceleration. Lovely. You will arrive at the corner in front of your adversary... but then what? You will turn the wheel, there will be no weight over the front wheels, you will understeer, and if you lift off to correct that, the nose will pitch down, the rear tyres will lose grip and any attempt to correct the resultant slide will be pointless because the engine's in the back acting like a giant pendulum.
"There was a drawback to driving a 911 in the Eighties. You would arrive at your destination covered in a thick film of other people’s goz"
If you see a corner coming up in an early 911, the best thing you can do is follow these two steps:
1) Undo your seat belt
2) Get in the back
I don't remember what sort of 911 I drove first, but I'd heard so many horror stories about the wayward handling that I didn't dare go more than 4 mph. Which meant I had more time to examine the ridiculously basic dashboard, and the heater controls which appeared to be connected to nothing at all.
The first time I drove a 911 on a race track was extraordinary. Because I was a new boy back then and had no idea how to hold a slide in a Cortina, I was petrified. I felt it would be safer to try to set a lap time on a bear.
As the years wore by, I drove many different 911s and never had a single moment to worry about in any of them. But that's because I knew what would happen if I went near the limit and consequently stayed very far away from it. In much the same way that your mother always stays very far away from the edge of a cliff.
There was, however, another drawback to driving a 911 at this time. You would arrive at your destination covered in a thick film of other people's goz. It was the Eighties. Mrs Thatcher was busy, factories were shutting, the city boys had spent all the BT profits on a 911 and everyone assumed that if you had one, you personally had shut down their Dad's mine. So they hawked up a docker's oyster and spat it at you. And usually they hit me because I was going so slowly.
Eventually and thanks to Tiff Needell's kindly encouragement, I did learn how to make a car slide and hold it there. But even when I'd been doing it week in and week out for years, I still never dared try it in a 911. I'd hit a cameraman. Or a tree. Better to say I didn't like them and drive something else.
But then the day came... and it was easy.
It was brilliant. Because I no longer felt intimidated by 911s, I could start to drive them quickly, which meant I was less likely to be hit by the blizzard of spittle. But despite this advantage, I still didn't like the interior, the heater still didn't work, and the cars that worked well on the track really didn't work at all on the road.
Plus, by this stage, Porsche had started making an almost unbelievable number of variations. You had the Carrera, and the Carrera S, and the Carrera with four-wheel drive, or no roof, or fat wheel arch extensions or a combination of all three. It was all designed, I thought, to make Porsche owners even more dull.
As the beginning of this year dawned then, I admired the way the cars looked, and the size they'd become. I admired too the way many of them drove but like them? No. My prejudice was too entrenched for that.
But then along came the new GT3 and I won't dwell on the whys and the wherefores, but I loved it. Not liked it. Loved it. It had a stupid front splitter that was so low it could give a spider a haircut, scaffolding instead of rear seats and an idiotic rear spoiler which could very obviously be adjusted. No. No. No. Having a rear spoiler that can very obviously be adjusted means that someone, one day is going to ask why. And then you'll have to tell them. And they'll think you are mad.
However, despite the aesthetic shortfalls, and the fact it's a 911, this is a great car. It goes round roundabouts like nothing I've ever driven. In a test of pure handling and grip, it would be a match for anything. And it only costs £86,000. That's just shy of half what you'd pay for a Ferrari 458. Half.
I was so enamoured of the GT3, I thought I'd try some more 911s, so I started with the GT3RS. With different inlet and exhaust manifolds, this develops 15 more horsepower, the wheels are wider, so's the track, and it weighs 55lb less too. You can cut another 22lb if you specify a £1,268 lithium-ion battery instead of the standard lead-acid item but I wouldn't do that because a) you won't notice the difference and b) again, someone, one day will ask why.
I didn't like the RS at all. The GT3 rides properly. This doesn't. The GT3 has a radio and a brilliant satnav. This doesn't. The GT3 has doorhandles. This doesn't. And, worst of all, the GT3 can be used in Britain, and this cannot.
No really. It is fitted with tyres that don't work below 10 degrees centigrade. Which means, now that we know global warming is nonsense, they don't work here at all, ever. I took for a spin, in the rain in early May, and on several occasions, it was very nearly just that. A horrid car. Made for track-day enthusiasts. Or as we know them: bores.
I then tried a 911 Turbo convertible. And this was fairly nasty as well for reasons Richard Hammond explained. The 911 is supposed to be a sports car. Fitting a turbo tries to turn it into something it is not - a supercar. It felt loose and wobbly.
So it seems then that the GT3 is not an indication that after all these years, Porsche has got it right. It's just proof that if you keep on churning out endless variations of the same thing, one day, you'll get one of them right. In short. The million monkeys have finally come up with The Merchant of Venice.Link
The million monkeys have come up with the merchant of venice......
I understand where he is comming from, but he does talk a load of crap sometimes. Porsche have always got it right. They have managed to take on the bigger muscle of much larger engined cars like ferrari and win. They have lead the way for many years, not recently.
______________________________________________
www.p101tv.com
Jul 20, 2010 5:01:36 PM
About Rennteam | Help | Terms of use | Privacy Policy | Support | Contact | Imprint | Archive
Powered by
Community
and
