This is The First Purpose-Built Porsche 911 Rally Car

With a motorsport history that arguably shames any other car manufacturer on the planet when it comes to the number of overall race wins, Porsche has been present over the years in just about any type of racing there is, including some fields which normally wouldn't be exactly appropriate for a sports car manufacturer.

One such racing scene is rallying, where cars like the funky-looking Porsche 911 SC below had its fair share of success. After a previous involvement with a works team back in 1968, which lasted only until the early 1970s, the Stuttgart sports car manufacturer made a brief return to this motorsport category in 1978, with the so-called 911 SC “Safari”, a car that came close to actually win the 1978 East African Safari Rally.

Had it not hit a rock while crossing a small river, which damaged its rear suspension, the car in the footage below could have won the aforementioned rally after leading it for quite a few hours into the race. Despite having been beaten by a much slower Peugeot 504 – a car by the same manufacturer which didn't leave Porsche name their car the 901 back in the 1960s – it proved that the 911 could also evolve into a off-road rally car that can win races and ride with the big boys outside the tarmac.

Apart from the raised suspension, off-road tires, extra headlights and a roll-cage, the 911 SC “Safari” was mostly stock, with the car that actually participated in the East African Safari Rally now sitting in the Porsche Museum, with the exact same specification as it did in the 1978 event.

Custom Porsche 993 by Rauh-Welt is Pure Widebody Perfection

Founded in 1997 as a small countryside body shop, RWB or Rauh-Welt Begriff is a Japanese Porsche tuner specializing in creating stunning(ly good) widebody kits for various models of 911. They don’t only do cars for Japanese customers, though, as they have offices in many major cities around the world, including one in the US, located in San Mateo, California.

One of their most notable recent creations is this expertly widened 993. It has some of the widest flares you could ever put on a 911 without making it look ridiculous and all the rest of the package is comes to compliment the extra girth, featuring special bumpers, skirts, spoilers and wheels.

This particular car is even more special because it’s the culmination of a father and son’s collective dream of what one of these cars could be, if done by the book, a book that could be written by RWB founder Akiar Nakai, who personally worked on the project

Porsche Customizer Magnus Walker Creates First Unique Wheel Set

If you’re a fan of custom classic Porsche 911, then you’ve probably heard of Magnus Walker. He’s a huge fan of the brand and so far has channeled his passion into creating bespoke looking 911s, like the blue first-gen Turbo he’s seen driving in the video below.

That car is special not only because it hears his unique signature, but also because it’s the first one to ever ride on a custom set of wheel designed by Walker. He set out to create them with the mindset of not wanting to copy any existing classic-looking 911 rims, and he definitely succeeded.

The gold wheels that resulted perfectly compliment the trademark Porsche shape and they don’t look like a modern afterthought. I think they look like rims that could have been made back when the car was new – they look period but are modern and unique at the same time.

Dissected: 2014 Porsche 911 GT3 The Notorious GT3: Porsche radicalizes the new 911.

Porsche’s near-comical expansion of the 911 family—there were more than 20 derivatives of the last-gen car—makes it all but certain to capture every last potential buyer. It also guarantees constant attention over the 911’s life span as the inevitable waves of redesigned variants roll in one after the other. We’ve already seen the convertible and four-wheel-drive models drawn from the 991 gene pool. Now it’s time for a more sporting version: the GT3. Introduced as a 2010 model, the last GT3 was powerful, fast, and among the most satisfying cars extant. Porsche’s challenge is to improve on it while incorporating the new generation’s longer wheelbase and wider tracks. Here’s how Stuttgart brings the ruckus:

steering

As with the new 911, the GT3 gets electrically assisted rack-and-pinion steering specifically calibrated for this application. The last GT3 had perhaps the sweetest steering feel we’ve experienced, so we will be looking closely at the execution of this critical control. Perhaps even more significant is the addition of rear-wheel steering in which two actuators steer the rear wheels up to 1.5 degrees. Below 31 mph, the rear wheels steer opposite the fronts to improve maneuverability and provide quicker directional changes. Above 50, they steer in sync with the fronts for increased high-speed stability, making the GT3 feel as if its wheelbase were 20 inches longer at speed.

aerodynamics

As usual, the GT3 is distinguished by larger front air intakes to provide the cooling necessary for extended track use—Porsche claims that 80 percent of GT3s spend time at the racetrack. There’s also a prominent lip spoiler, an adjustable rear wing, and a composite molding that incorporates the engine air intakes. A diffuser supplements the downforce produced by the new wing.

Porsche unveiled the 991 GT3 cup racer alongside the production car. Racing is no small business for Porsche: It sold more than 1500 race cars based on the 997 GT3.

 

  power

The previous GT3 was the only 911 that didn’t get direct fuel injection, yet it still managed to extract 435 horsepower and 317 pound-feet of torque from its 3.8 liters. The 2014 version finally gets direct injection, plus a whole lot more to bump output to 475 ponies and 325 pound-feet from the same displacement. Based on the latest Carrera S engine and sharing its bore and stroke, the new GT3 engine has forged pistons and titanium rods, hollow valve stems, new cylinder heads with finger-follower valve actuation, and a more elaborate dry-sump lubrication system with seven oil pickups. The engine is some 55 pounds lighter than the old one, but more robust. Its power peak jumps from 7600 rpm to 8250 and its redline from 8400 to 9000. Credit a freer-flowing intake system, camshafts with long duration and lots of lift, and a 12.9:1 compression ratio. The 3.8’s 125 horsepower per liter ties the Ferrari 458’s 4.5-liter V-8 for the highest specific output for a naturally aspirated engine in production. Porsche claims a top speed of 196 mph. Based on the 3.6-second zero-to-60 time of the last GT3 we tested and the addition of a dual-clutch auto with launch control, we’d expect this one to manage the job in 3.2 seconds and to cover the quarter-mile in about 11.6 seconds.

Porsche’s near-comical expansion of the 911 family—there were more than 20 derivatives of the last-gen car—makes it all but certain to capture every last potential buyer. It also guarantees constant attention over the 911’s life span as the inevitable waves of redesigned variants roll in one after the other. We’ve already seen the convertible and four-wheel-drive models drawn from the 991 gene pool. Now it’s time for a more sporting version: the GT3. Introduced as a 2010 model, the last GT3 was powerful, fast, and among the most satisfying cars extant. Porsche’s challenge is to improve on it while incorporating the new generation’s longer wheelbase and wider tracks. Here’s how Stuttgart brings the ruckus:

steering

As with the new 911, the GT3 gets electrically assisted rack-and-pinion steering specifically calibrated for this application. The last GT3 had perhaps the sweetest steering feel we’ve experienced, so we will be looking closely at the execution of this critical control. Perhaps even more significant is the addition of rear-wheel steering in which two actuators steer the rear wheels up to 1.5 degrees. Below 31 mph, the rear wheels steer opposite the fronts to improve maneuverability and provide quicker directional changes. Above 50, they steer in sync with the fronts for increased high-speed stability, making the GT3 feel as if its wheelbase were 20 inches longer at speed.

aerodynamics

As usual, the GT3 is distinguished by larger front air intakes to provide the cooling necessary for extended track use—Porsche claims that 80 percent of GT3s spend time at the racetrack. There’s also a prominent lip spoiler, an adjustable rear wing, and a composite molding that incorporates the engine air intakes. A diffuser supplements the downforce produced by the new wing.

Porsche unveiled the 991 GT3 cup racer alongside the production car. Racing is no small business for Porsche: It sold more than 1500 race cars based on the 997 GT3.

power

The previous GT3 was the only 911 that didn’t get direct fuel injection, yet it still managed to extract 435 horsepower and 317 pound-feet of torque from its 3.8 liters. The 2014 version finally gets direct injection, plus a whole lot more to bump output to 475 ponies and 325 pound-feet from the same displacement.

Based on the latest Carrera S engine and sharing its bore and stroke, the new GT3 engine has forged pistons and titanium rods, hollow valve stems, new cylinder heads with finger-follower valve actuation, and a more elaborate dry-sump lubrication system with seven oil pickups. The engine is some 55 pounds lighter than the old one, but more robust. Its power peak jumps from 7600 rpm to 8250 and its redline from 8400 to 9000. Credit a freer-flowing intake system, camshafts with long duration and lots of lift, and a 12.9:1 compression ratio. The 3.8’s 125 horsepower per liter ties the Ferrari 458’s 4.5-liter V-8 for the highest specific output for a naturally aspirated engine in production. Porsche claims a top speed of 196 mph. Based on the 3.6-second zero-to-60 time of the last GT3 we tested and the addition of a dual-clutch auto with launch control, we’d expect this one to manage the job in 3.2 seconds and to cover the quarter-mile in about 11.6 seconds.

Internet Runs out of Ideas; Porsche 911 Turbo S Takes on Formula 4 Racecar

In the spirit of answering questions that nobody asked, Autocar put together a head-to-head comparison between the latest Porsche 911 Turbo S and a much simpler but more focused Forumla 4 racing car. The Porsche has the advantage of power and grip, whereas the single-seater is a featherweight, running on slicks, propelled by 185 hp from its Ford four-pot.

While this isn’t a foregone conclusion like some other unusual tests put together by the UK-based publication (like that Dacia Duster vs Ginetta video), the result it produces in the end does seem justified and, in hindsight, quite predictable. Both cars’ laps are timed over the short circuit chosen for the test, and the final result highly eloquent. Good thing they’re making single-seaters like this for legal road use now…

2014 Porsche 911 Turbo / Turbo S Stuttgart re-chambers the Turbo.

Porsche Really Likes the Term “Dynamic”

Porsche really ladled the technology on thick this time around, but the good news for enthusiasts is that most of the whiz-bangery aids performance. As before, the Turbo wears the widest bodywork in the 911 lineup—a full 1.1 inches wider than the booty-licious Carrera 4 and 4S, which themselves are 0.4 inch wider than other Carreras—but now its clothes also are the most dynamic. Every Turbo is fitted with Porsche’s new Active Aerodynamics system, which offers up three positions for the front and rear spoilers. The first setting, labeled Start, sees the front and rear wings completely retracted; above 74 mph, the Speed setting takes over, partially extending the front and rear spoilers; and at the push of either the console-mounted spoiler or Sport Plus buttons, the two fully extend. A cute detail: When the front spoiler is fully extended, Turbo lettering is visible. Porsche says that at full tilt, the active aerodynamics return 309 pounds of downforce. We’d add that the Turbo also looks most wing-tastically awesome in this setting.

Also new to the Turbo, and standard, is a pair of rear-wheel-steering actuators in place of suspension toe links. Intended to enhance maneuverability at low speeds and stability at higher ones, the system can vary the angle of the rear wheels from 3 degrees opposite the direction of the fronts or 1.5 degrees in the same direction of the fronts. Below 31 mph, the rear wheels turn in opposition to the fronts, while, above 49 mph, all four wheels angle in the same direction. Between 31 and 49 mph, the system fiddles with mixtures of the two for optimum stability. According to Porsche, the low-speed rear-steering agility increase is comparable to a virtual 9.8-inch wheelbase shortening, while high-speed stability increases are equal to a 19.6-inch wheelbase lengthening.

Other chassis upgrades include the first appearance of Porsche’s Dynamic Chassis Control (PDCC) active anti-roll system on the Turbo. It is standard on the Turbo S, as are carbon ceramic brakes, Porsche’s Active Suspension Management (PASM) adaptive dampers, power 18-way sport seats, rear park assist, and a red and black leather interior. The Turbo S also includes new full-LED headlights, which can angle around corners and boast active, camera-based high-beam control. All this gear is optional on the Turbo except the red/black cabin color combo, which is exclusive to the S. Both cars offer a Burmester audio system, radar-based adaptive cruise control, and speed-limit recognition. The speed-limit minder seems especially prescient, given the ease with which either Turbo can blur its surroundings. Both the Turbo and Turbo S go on sale here in the U.S. late this year, while the inevitable droptop versions have yet to be announced. Pricing starts at a cool $149,250 for the Turbo and $182,050 for the Turbo S, but that’s assuming buyers can resist probing the depths of Porsche’s comprehensive options list. If the Turbo S proves to be too costly—although neither Turbo model is “affordable”—buyers on a budget can take solace in knowing there are almost no visual differences between the S and non-S cars save for the badges. The latter gets center-lock hubs for its 20-inch, two-tone forged-aluminum wheels, and that’s about it. Both are going to be stupid fast, and we’d recommend stowing your hats in the frunk.

2014 Porsche 911 Turbo / Turbo S Stuttgart re-chambers the Turbo

We’d suggest that Porsche change the 911 Turbo and Turbo S’s names to “Hold onto your Effing Hats,” but that would look stupid spelled out on the decklid. You see, the Turbo twins are all about speed, and now Porsche finally has introduced the latest models based on the 991-generation 911. As you’d expect, the newest Turbo and Turbo S are rolling stats machines, ready to churn out mind-bending performance figures at the flex of a right foot. Both 911s return with all-wheel drive, twin turbos, and a host of electronic gizmos, with additions including a new four-wheel-steering setup, active aerodynamics, and more comfort and convenience features.

Drumroll, Please . . . More Power!

The Turbo and Turbo S continue to be propelled by a twin-turbocharged, 3.8-liter flat-six with different outputs, both of which increase for 2014. In the Turbo, horsepower notches up from 500 to 520, while torque increases by 7 lb-ft to 487. (The optional Sport Chrono package brings a temporary overboost function that bumps torque by 37 lb-ft for short bursts.) The Turbo S sees an even greater horsepower increase, from 530 to 560, but makes the same 516 lb-ft of torque as last year; the Sport Chrono gear and overboost function is standard on the S.

Manual-transmission purists take note: The base Turbo’s standard six-speed manual transmission has been ditched. Every Turbo and Turbo S comes exclusively with Porsche’s (admittedly excellent) seven-speed PDK dual-clutch automatic transmission. While we lament the loss of another stick, we can’t exactly say we didn’t see it coming—Porsche’s latest GT3 also chucked its manual in favor of a PDK. The Turbo’s transmission sends power to an upgraded all-wheel-drive system. Like the outgoing model, it utilizes an electronically controlled multi-plate center coupling to distribute power to the front and rear axles. New this year, however, is a water-cooling setup for the coupling, which enabled engineers to program the car’s brain to send more torque to the front wheels than before. Thanks to the increase in power and front-axle participation, Porsche’s claimed acceleration figures for the 2014 Turbo and Turbo S undercut those of the already quick 2013 models. Standard Turbos will hit 60 mph in a claimed 3.4 seconds, with the optional Sport Chrono package shaving another two tenths of a second from that time. Porsche says the Turbo S, with its standard Sport Chrono kit, does the deed in just 2.9 ticks. If those numbers don’t have you giddy yet, keep in mind that Porsche’s factory performance estimates are typically conservative; for example, we cracked off an eye-widening 2.7-second 0­–60 time with a previous-gen Turbo S in a comparison test. So the new one could be even quicker. Top speed is a claimed 196 mph for the Turbo and 198 mph for the Turbo S.