Porsche vs Ferrari

Porsche and Ferrari are German and Italian sides of the same

coin, interpretations of the sports car idea. Both founded by a

dominant patriarch, both honed in racing, both more than 50

years old, both with engineering and styling integrity. Whether on

the track of Le Mains or on the streets, the two have always been

put head-to-head and compared. Even the most naive motorist

associates these two names with both performance and style.

We’ve decided to compare the methodical Porsche 911 Carrera

4S and the passionate Ferrari F430 because both of them astonish

with their performance while attempting to maintain a reasonable

amount of practicality but do not pretend to be anything other than

sports cars.

A modern sports car should feature these characteristics: it should be

started easily, maneuvered around town, blasted on a couple of

country roads, it looks and performs the part on a racetrack but at the

same time it is very safe.

The easier way to separate the two cars is by measuring figures since

both of them have mastered the modern sports car requirements and

basically there’s no other way to choose between these two phenomenal

cars.

What initially impresses is Ferrari's lightning fast 4-second 0-100km/h

acceleration and thrilling exhaust tone. As the occupants are pinned to

the seats, the new generation 4.3-litre V8 pushes out 368 snarling

kilowatts. Porsche’s acceleration also offers that kick in the pants a

super car should deliver, although it is 0.8 seconds slower at the 100 km/k

mark.

With such acceleration performance, it comes natural for both cars to

excel in the braking department. The two cars offer optional ceramic

discs for impressive stopping.

Porsche’s engine gets the upper hand as it is more refined and on

the economy rank leaps ahead Ferrari with a 11.8 liters per 100 km

as opposed to 18.3 liters. Both cars deliver the power through impressive

6-speed gearboxes and offer top rate handling performance.

Both F430 and Carrera4S offer great interior comfort and even if the

space is limited, the occupants don't feel claustrophobic and flustered.

Although an impressive mix of suede, carbon fiber and aluminum abound

in the Ferrari, the Italians stand no chance when it comes to the high finish

level attained by the Germans.

Speed and silence are key elements for any super car. The look and

appearance is the biggest draw card. The Carrera 4S is a typical Porsche,

despite the new proportions. It is a great looking car, like any other 911 but

somehow the styling no longer creates the jaw dropping reaction that the

Ferrari does. Indeed, traditionalists may say that Porsche pays homage to

its roots, but the truth is that Ferrari F430 simply draws the attention.

However, even if Ferrari F430 takes your breath away with its appearance,

the super car title goes to the Porsche Carrera 4S with a more complete all

Porsche Cayman

In comparison of the engine, The Porsche Cayman is positioned

between the Boxster and 911. Still, it has its own different personality.

It is snappier, easier, and not burdened by heavy weight hanging

out the back and the need to manage the effect of that weight.

The Cayman is strictly a two-seater because the engine sits

where the rear seats would otherwise be. This means that the

engine is not quite readily accessible, although there's a way

into the oil filler via the boot. Under that long tailgate, is revealed

a generous luggage area to supplement the front 911/Boxster-sized

boot. Like all other Porsche, the Cayman is not very big, which makes

it very practical and usable. And for all its obvious Boxster genes,

the Cayman is very much its own car with its curvaceous rear

wings and neat fastback roof. As with other Porsches, there's a

movable rear spoiler, which deploys above 120km/h.

Going back to were we started, the engine, the Cayman has 3.4

litres, a mix of the cylinder barrels of a 911 with the crankshaft of a

Boxster. A 911 engine is of 3.6 or 3.8 liters and a Boxster S has a

3.2-litre engine. It's a strange thing, but even though today's Porsche

engines are water-cooled, they still overlay their intake and exhaust

notes with a breathy whine like that of the giant air-cooling fans of old.

Basically, the Cayman is a mix and it doesn’t have a huge number

of new and unique parts. In short, the Cayman is a structure two

and a half times stiffer because it’s just a Boxster with a roof. In turn,

that means that the driving experience becomes much more focused

because its suspension can have tauter, sportier setting.

Porsche Cayman reaches a maximum speed of 275 km/h and gets

from zero to 100 km/h in 5.3 seconds, even if the fuel thirst is low

for such pace. The Cayman is especially good with the optional

Porsche Active Suspension Management (PASM), but unlike a 911,

it works well enough without it, thanks to a ride that's firm but seldom

turbulent. PASM makes the Cayman sit 10mm lower, and in its

Sport mode it tautens the damping. And it feels absolutely fantastic

when you have the Chrono option (complete with stopwatch for timing

your hot laps).

Bottom line, Porsche Cayman is a remarkable illustration

of a rigid, solid-roofed bodyshell's advantages. The Cayman S has

all the positive Porsche attributes you could want, and none of the

snags. It's not the fastest Porsche, not the fiercest, not the most

breathtaking. It is a pooling of other Porsche parts, which means

that the Cayman is not expensive to develop but it will generate big

profits. The new car, by the way, takes its name not from a tax-haven

archipelago, but from a type of crocodile.

Porsche the beginning

It`s hard to say exactly which is the beginning of Porsche

story. It could be in 1950, when the famous Max Hoffman

introduced the Porsche 356 to the United States. Or in 1948

when the first automobile to bear the name Porsche was introduced.

But in order to understand Porsche’s heritage and its philosophy

we need to go back to 1875, when, in September, at the home

of a tinsmith in the Bohemian village of Haffersdorf, a son was

born. His name was Ferdinand Porsche.

Since his adolescence, Ferdinand Porsche showed glimpses of

technical genius: at the age of 18, he wired family's home for

electricity in 1893. Still, he didn’t show many signs of disciplined

engineering skills that will eventually become his trademark. Even

if the “Doctor” is usually appended to his name, it is in essence

honorary, since his only formal technical training was as a part-time

engineering student in Vienna.

By the age of 25, the young Ferdinand Porsche had entered the

field of automotive design. His first car design was already

accepted by Lohner & Co. of Vienna. Over the next 20 years,

Ferdinand Porsche, the temperamental but brilliant engineer

succeeded in associating with every major automobile manufacturer

in Germany. At the same time, he designed a dozen of the most

technically significant cars in history.

Working for Mercedes-Benz, he helped develop the most revered

Mercedes-Benz cars of all time: the SSK series. For NSU, he

designed Auto Union Wanderer and the Type 32, a precursor of the

Volkswagen Beetle.

After being dismissed from Mercedes for disagreeing with the firm's

staid engineering policies, Porsche decided to establish what later

became Porsche A.G.: his own engineering consulting group. In a

small office in Stuttgart, the senior Dr. Porsche gathered a select

group of engineers to work under the dramatic name, "Doctor of

Engineering Ferdinand Porsche, Inc., Construction Facility for Land,

Air, and Sea Transportation." One of his employees was his youthful

son, Ferry. His primary interest was one that any young man might

select: sports and racing cars

The senior Dr. Porsche and his team were kept extremely busy. The

consulting firm developed for Steyr (now the utility-vehicle wing of the

Steyr- Daimler-Puch combine), the Austria luxury sedan, but it did not

progress beyond the prototype stage. They worked a lot for Auto

Union, now Audi: the company developed the Front, the world's first

front-drive economy car. They astonished Auto Union with the mid-engine

Grand Prix cars and their supercharged V-12 and V-16 engines

which, together with Mercedes- Benz racers, dominated European auto

racing for nearly a decade.

After that, the firm created its best-known designs for NSU and Zundapp.

The pair of prototypes was characterized by Dr. Porsche's patented

torsion-bar suspension and a rear-mounted engine. Since neither

company moved rapidly enough to manufacture the designs, Porsche

sold the concept to the German government. Then, he oversaw the

construction of a plant on Wolfsburg to manufacture the design. His

drawings called the car the Type 60. The world came to know it as the

Volkswagen Beetle

After the second World War, the Porsche Company started to create vehicles

that beard its name, and so became knows world wide. Now, nearly a

century later, Porsche became the marque and the family that created

outstanding, often unique and surely lasting contributions to automotive

engineering and design.

Porsche floor mats

Floor mats are probably not the first thing you are thinking

when you buy a new Porsche. Yes, you think more about the

Boxster engine and the acceleration and the bodyshell color,

but unless you're going to hand your keys to the butler every night,

Porsche floor mats are an essential purchase. We are talking

about Porsche floor mats. The floor mats are important for

every car and even more when you are thinking about a Porsche.

After all, they will cover some extremely expensive carpet.

The combination of high quality and good looks that will complement

the interior of your car, no matter what floor mats you choose.

You will be driving a car worth a hundred grand and you won’t

want your Porsche 911 floor mat, Porsche Boxster floor mat, or

other Porsche floor mat on the carpet look like it came from the

dollar store. You can find protective and attractive high-end floor

mats for year-round use in fair climates, and also heavy-duty

rubber floor mats if you use your Porsche to trek through deep

Porsche checking fluids

In order to avoid big, expensive problems, you should check

under the hood of your Porsche on a regular basis. By following

these simple monthly checks you will find and solve these potential

problems.

First of all, you should check the oil, but only when the engine is warm.

That’s because it expands when it's hot and contracts when it's cold;

different temperatures will give you different readings. And since you’re

already checking the fluids you should also check the

brake fluid. It's easy to do and only takes a minute.

Radiator fluid, or coolant, is the most important part of your Porsche's

cooling system, which protects your engine from overheating. Low

coolant can lead to a breakdown and expensive repairs. Before

checking the power steering fluid (which is also easy on most cars)

you should see if you have it. Try to parallel park with one hand and

eat an ice cream cone with the other. If you can do that, then you have it.

If you have an automatic transmission, you'll want to check the

automatic transmission fluid (ATF) every month. Also, if your Porsche

has a hydraulic clutch that connects the clutch pedal to the

transmission, you should check that fluid too.

Porsche 968

Porsche 968 is basically the successor of the Porsche 944.

It has a low nose and wide wheel arches that helps accentuating

the beautiful lines of this classic shape that in a Porsche Guards

Red is a real head turner. It has also the classic GT front engine,

rear wheel drive layout with the added advantage of a rear transaxle

giving almost perfect weight distribution.

Instead of the hidden headlights of the 944, the 968 has visible

pop up headlights, similar to the Porsche 928. This brings the

look of the car inline with the new Porsche 997-911. This change

has also a practical advantage: the headlights can be washed

along with the rest of the car instead of having to pop them up to

wash them.

As for the interior, it remains the same as produced in the 944,

keeping the famous “oval dash”. The designers used the same

robust materials which have given all Porsche owners many years

of trouble free motoring.

The exterior has a few differences: the door mirrors have

been streamlined with the tear drop effect and the wheels

have 5 spoke Cup design alloys. The rear bumper is more

blended and with integral rear light clusters, making it almost

indistinguishable from the bodywork. All these bodywork changes

made the 968 look a lot like the 928, and added the engine heritage,

some people have referred to it as “the daughter of 928”.

The engine is a version of the one first used on the 944 S2: it is a

4 cylinder, 3 liter, 16 valve unit. And they added VarioCam for

optimum power throughout the speed range. It has 240 HP

at 6200 rpm and a torque of 305 Nm at 4100 rpm, given by the

improved combustion chamber and inlet manifold design. At the

time of production, it was a remarkable engine, having the highest

displacement per cylinder of any car engine and also the highest

torque output of any unblown 3 liter engine. Clearly, the result of

Porsches investment in this engine paid off.

The rear-mounted gearbox is a 6-speed manual or 4 speed tiptronic.

It is the first ever mounted on a production car. The chassis has

almost perfect weight distribution and very stiff characteristics.

Usually, most cars start to fail when it comes to breaks and the

reason is that it doesn’t matter how fast the car is in a straight

line if you can’t take a bend (turn) at the right safe speed. But Porsche

brakes have always been the envy of most road sports car

manufacturers. You will notice little or no or no discernable fatigue

even under harsh use of Porsche 968. ABS adds even more

safety to the already excellent braking system. Also, what makes

the brakes so effective is that the wheels themselves are designed

to prevent the tire from coming off the rim in the event of a sudden pressure

Porsche 550 Spyder

In 1953, Porsche needed a race car more powerful than the

356. So they created the 550. This was the first true competition

car from Porsche. It was lightweight, it had two seats, aluminum

body, tubular frame and an open top. They were racing only with

Volkswagen. The initial pair of 550 dominated their class at Le

Mans finishing one-two in the 1500cc division. Then, one of the two

cars won its category in the famed Pan Americana Mexican road race.

Subsequent 550`s carried on what the initial 550`s had started.

They were fitted with the four-cam Carrera flat four cylinders. They

soon became dominant cars world wide. During races, it was fast

and easily maneuvered so no other car stand a chance. But people

loved it purchasing every one of these quick little cars they could find.

In 1956, Porsche started to produce the 550A, a slightly modified

Spyder. It was a hit, shocking the entire world by winning in its first

Appearance in Targa Florio, a brutal road race. It also humbled well-known

and more powerful rivals such as Ferrari, Maseratti and Jaguar.

In the next five years it won almost all the races in which it competed.

It became a car that attracted more attention for its occasional

losses than for the nearly non-stop victories.

Porsche - a brief history

Ferdinand Porsche played an important role in the development

of airplanes and racing cars, and the construction of tanks for

the Wehrmacht. He is an automobile engineer with more than

a thousand patents to his name. He was appointed chief engineer

at Mercedes-Benz in Stuttgart in the 1920s. Later on, he set

up his own engineering workshop and designed among others

the Volkswagen. At the plant where Volkswagen was made,

Wolfsburg, he was chief of operations and at the end of the war

he was interned by the Allies.

He was released a few years later and started building his first car

with his son, Ferry Porsche. The car was named the Porsche 356

and it was a sports car and a reminiscent of the Volkswagen.

It had the same four-cylinder boxer engine that was rear-mounted,

just like the VW. It was far from being a powerful sports car,

developing only 40 bhp and a maximum speed of 87 mph (140 km/h).

First produced as a convertible and later as a hard top it distinguished

by the very elegant and innovative body. It was developed in the

workshop of Erwin Komenda, a master of restrained streamlining

who had been in charge of sheet metal and design techniques at

Porsche since the VW Beetle. The new style of closed coupe was

designed by Komenda and it soon became the embodiment of the

sports car, thanks to its fastback.

This tradition was continued by Komenda and Ferdinand “Butzi”

Porsche, the founder’s grandson, with the 911.

The 911 became easily recognizable: it had attractive sloping

bonnet and what later became characteristic “frog eye” headlights,

curves running from the top edge of the windscreen to the rear bumper

and a straight waistline. From a functional and technical point of

view it was more like BMW 1500, although it retained the stylistic

features of the original Porsche. The new 911 will become the

foundation stone of Porsche’s identity, even though the design

was not always appreciated. During the 1970`s and 1980`s, the

designers attempts to distance Porsche from its legendary design brought

the company to the edge of disaster. The more modern 924 model,

“a people’s Porsche”, developed with Volkswagen, as well as the

928 were far from fulfilling the expectations.

In the 1990`s, the company realized that what for over twenty years

was perceived as a straitjacket, it was in fact a market

advantage. During the 1990`s, Porsche became highly

profitable since they now knew that the typical Porsche features

were timeless. Nearly forty people now worked in the design

department on further developments of the long-running 911.

These developments included the 911 GTI, a powerful combination

of sports and racing car, put forward by the in-house designer

Anthony R. Hatter. In 1999, chief designer proudly presented the

new Boxster which enabled Porshe to establish a second

independent range of models.

Porsche

Almost a century after its founder started designing automobiles,

Porsche is still going strong and that’s the result of a premier cure

for a mid-life crisis similar to Harley - Davidson. Porsche's lineup

includes four model lines: the Boxster, the 911 models, the

Cayenne SUV, and the Carrera GT. And if these vehicles are

too expensive, Porsche also offers watches, luggage, and tennis

rackets bearing its name. Descendants of the founding family

still control the company and these days it has enlarged its area

by offering consulting services to other companies involved in

auto and furniture manufacturing, mechanical and electronic

engineering, and construction.

Over the years, Porsche transformed itself from serious

money-loser into one of the most profitable car companies in

the world, all this while other car manufactures toil over cash

incentives, market share and strategies for the Chinese market.

Porsche has constantly rolled out new products and despite

the costs and risks is has quadrupled its annual unit sales in just

under a decade. The most recent debuts are the Boxster and the Cayenne.

And so far, the key of their success seems to be the long

product life cycles and the company intends to maintain this

Porsche 914

Introduced in September 1969, the Porsche 914 was a sporty,

mid-engined two-seater with a targa top and a 4 cylinder boxer

engine. The idea for this new model came up as Volkswagen

and Porsche collaborated to create a new car. VW would take

914 bodies and finish them as 914/4s, and Porsche would take

their portion of the body shells, and build 914/6s. When sold in

North America, however, all 914s would be considered Porsches.

Porsche 914 is not like other Porsches. It has pop-up headlamps,

a vertical rear windshield, and a flat deck lid covering the rear

trunk and engine. It has no backseats so when you sit down,

you are practically on the floor, which is on the road.

The interior of the 914 is quite simple, not luxurious but with all

necessities. There’s not too much space other than the

passenger seat. The transmission is like the 928's with 1st

down and to the left. The 914 has a targa top, and like

911's, it stores in the trunk. But if you take off the top and

roll down the windows, the Porsche 914 is a pretty nice

Porsche 365

The Porsche 356 is the first Porsche production automobile

and it was sold from 1948 through 1965. Although many

consider Porsche 64 as being the first automobile produced

by the German company, the 64 was never mass-produced

and it was only a drivable test-mule. The 364 was created by

Ferdinand Porsche and his son, Ferry Porsche, designed by

Erwin Komenda and its engine features derived from the

Volkswagen Beetle, deigned by Mr. Porsche Senior.

The models available were initially coupe, cabriolet (luxury

convertible) and then roadster (a stripped down convertible).

Before being withdrawn in 1965, it went through several

changes. The most desirable versions were 356 “Carrera”

(often sold for well over $150,000), “Super 90” and “Speedster”.

In the late 50`s, the original selling price for a Porsche was

$4,000.

In 1954, Max Hoffman, the only importer of Porsches into

United States needed a lower cost, racier version for the

American marker. Therefore, the company created 356

“Speedster” that became a instant hit thanks to the low, raked

windshield (easily removable for weekend racing), bucket seats,

and minimal folding top. These days, this car is still very

appreciated as it is sold for over $100,000 and it has been used

in several films, including 48 Hours, its sequel – Another 48

Hours and Top Gun. In 1957, the production of Speedster

peaked at 1,171 cars. In 1959 it was replaced by the Convertible

D model, which featured a taller, more practical windshield,

glass side windows, and more comfortable seats.

Year after year, the basic shape of Porsche 356 remained the

same and was easily recognized and remarked, even though

changes were made, especially in the mechanical area. Coupe

and cabriolet models were produced every year up to 1965,

with the last 356B Roadster built in early 1963. The final model

build was 356 C that featured disc brakes and the most

powerful pushrod engine Porsche so far: the 95HP “SC”.

In the year that Porsche launched 911, 1964, Porsche 356 production

peaked at 14,151 cars. Still, the company continued to sell the

356C in North America through the end of 1965 as a lower-cost

vehicle. When the customers complained the price for 911 was

too high (almost twice the price of the 356), Porsche started

producing the 912, using the 356 engine. The 912model was

sold between 1965 and 1969.

56 years after the beginning of the production, Sports Car

International named 356C number ten on the list of Top Sports

cars of the 60`s. Today, the 356 is a respected car among the

collectors, as it stood the test of time. Worldwide, thousands of

356 owners maintain the tradition, preserving their cars and

driving them regularly.

Porsche 64

Many consider the Porsche 64 (also known as the VW Aerocoupe,

Type 64 and Type 64K10) as being the first automobile by

Porsche. It was built mainly from parts from the Model 64 VW

Beetle and there comes the model number. Its flat-four engine

produced 50 bhp and gave a top speed of 160 km/h.

Porsche Burro designed the body after wind tunnel tests made

for the Type 114, a V10 sports car that was never produced.

Dr. Porsche wanted to enter the car in the 1939 Berlin-Rome

race. The bodywork company Reutter built three cars in

shaped aluminium. Out of the three, one was crashed in the

early World War II by a Kraft durch Freude (Volkswagen)

bureaucrat. The two remaining were used by the Porsche

family. Later on, they put one of them in the storage and used

only one. In May 1945 American troops discovered the one

put in storage, cut the roof off and used it for joyriding for a few

weeks until the engine gave up and it was scrapped. Pinin

Farina restored the remaining Porsche 64 in 1947, as it was

owned and driven by Ferry Porsche. In 1949, the Austrian racer

Otto Matte bought it and won the Alpine Rally in 1950 in it.

Porsche 911 highlights

The 2005 Porsche 911 redesigned rear-wheel-drive models.

The models are available as coupes and convertible Cabriolets.

They all have a rear-mounted, horizontally opposed 6-cyl engine.

The redesigned Porsche 911 has subtly altered styling and dimensions

and changed the interior. There are two types of 911: The Carrera, with a

325-hp 3.6 liter engine and The Carrera S, with 355-hp 3.8 liter.

The 6-speed manual transmission is standard to all 911s. Optional,

we can choose the 5-speed automatic with manual shift gate and

steering-wheel controls. Standard, the 911s have antilock 4-wheel

disc brakes, antiskid/traction control and front side airbags. The

redesigned Careras include side airbags in the windowsills for head

protection. In the convertibles models, we find a power top and heated

glass rear window. A suspension with lowered ride height and shock

absorbers are standard on the Carrera S and optional on the Carrera. This

system helps adjusting firmness within driver selectable Normal and

Sport models. All other Porsche models have 18 inch wheels, but the Carrera

S has 19s. An option for the Carrera is a Sport Chrono Package. It includes

a dashboard-mounted stopwatch and it allows altering various engine and

chassis controls in order to improve driving performance. All 911s offer

Porsche Boxter built in Valmet

In 1998, Porsche realized that if they wanted to sell more Boxsters,

they needed to produce more cars. To do so, they contracted with

a plant in Finland called Valmet because the plant in Zuffenhausen

couldn’t handle the increased production.

The initial plan was for Boxster to be produced in Finland for only two

years. Everybody thought that by that time the demand in Zuffenhausen

would decrease so that plant could handle all production. But the

Boxster demand remains high, and so does the one for 996, so

against all expectations the plant will remain busy for the foreseeable

future. Zuffenhausen can assemble 30,000 cars per year, so the only

way the Boxster would be moved entirely to Finland is if Porsche could

sell the better part of that many 996s. In the short term, that isn’t likely to

happen though. Most of the cars destined for North America are built

in Valmet.

Now it became impossible to specify where a car was built. Even ordering

Tourist Delivery doesn't force a Stuttgart build. Apparently some cars

are shipped from Finland to Stuttgart for Tourist Delivery.

Porsche Chayenne interior

Porsche offers three versions of the four-door Cayenne: the Cayenne,

The Cayenne S and the Cayenne Turbo. The standard models of the Cayenne

and Cayenne S come with features such as: 18-inch alloy wheels,

stability control given by the Porsche Stability Management, leather

seating, power seats, dual-zone automatic climate control and a

350-watt, 15-speaker Bose audio system. Since it’s a true Porsche,

Cayenne’s ignition switch is on the dash’s left side. The gauge

cluster is nearly perfect but the climate and radio controls are

indecipherable cluster of buttons and knobs. The good thing is that

the satellite steering wheel controls are standard which means that

they will be easier to find. The Turbo model comes not only with

additional power but also with more technical and luxury features.

Among those we enumerate: an adaptive suspension with automatic

ride height and damping adjustment (Porsche Active Suspension

Management), bi-HID headlights, a CD-based navigation system,

heated seats front and rear, seat memory, sonar front/rear parking

assist and power adjustment for the steering wheel. But the options

the Cayenne offers are meant to increase functionality and personality.

These options are: four-zone climate control, bolstered sport seats,

various wheel/tire upgrades and trailering preparation. With a maximum

cargo capacity of 63 cubic feet, the Cayenne has slightly more capacity

than the Range Rover but less than the Infiniti FX45.

Porsche Chayenne - the engine

With every new automobile, Porsche tried to redefine the meaning

of performance, by creating a more powerful engine. Cayenne Turbo

makes no exception to this rule. Like all Porsche engine, it is hand

assembled and the twin turbo V8 rises to an exacting level of technical

excellence.

Motronic ME7.1.1.is a system that controls the split-second precision

of the Cayenne V8 and V6 super engine. This new highly intelligent

engine management system balances impressive power with great

smoothness. All this to prove that Cayenne`s "brain" matches its brawn.

The Motronic system is built to monitor a wide range of sensors and

engine components. It compares streams of data with corresponding

sets of reference values, all this in a speed of milliseconds. Then, if it

finds any differences, the system adjusts key engine functions, such as

the ignition of fuel injection, based on this comparison. Into Motronic

management are included other key systems, such as onboard diagnostics

and cylinder-specific knock control, with automatic adaptation to any

change in fuel quality. All this for optimal performance in all driving conditions.

This process is seamless and automatic so the engine has a great

level of power and torque. Also, another great result is better fuel

economy and lower emissions in the exhaust stream.

Another function of the Motronic system is the managing of air flowing

into the engine to ensure maximum levels of performance. It does that

by regulating boost pressure on the Cayenne Turbo.

The Cayenne model includes another system, the resonance induction

system with a variable-length intake manifold. This is also an inventive

engineering concept that uses pressure waves created by the inlet

valves. It does this to increase the density of the incoming air, which,

in the end, will increase the amount of energy released during combustion.

There are two intake tubes, and depending on the speed, the system

will select one of them. The longer tube is used at lower speeds in order

to maximize low-end torque. At around 4250 rpm, it switches to shorter

Intake tube so that it maximizes power output with a more eager throttle response.

The Porsche Cayenne engineers wanted to improve combustion for

more power, better fuel economy, reduced emissions and less

maintenance. To do so, they created a static high-voltage ignition

system with separate ignition coils on each individual spark plug.

This is an advanced method that allows a longer spark-plug life.

The sequential fuel injection system is equally advanced. A returnless

fuel supply system serves each injector in order to continuously

adjust the precise air/fuel mix. The result is of course a better environment,

because it controls the emissions.

Porsche 977 bodyshell

A new Porsche 911 is always fascinating because it’s interesting

to see how after more than 40 years of development the Porsche

team still manages to bring changes and improvements to this

icon model.

The new 997 bodyshell combines the sleek modern looks of

the 996 series with the popular retro styling cues from older 911s.

The front end is completed with round lights and separate

parking/fog/indicator lights. This change, combined with wider

hips echoes the last of the air-cooled 911s, the 993. Other changes

in the bodyshell are the new door handles, wing mirrors and the

stylish cut of the rear wings into the bumper/lights.

Even if the 997 looks a lot like the previous model, the 996, the new

car is actually 38mm wider which creates a more aggressive

appearance. With each new model introduced, Porsche has aimed

to reduce the drag co-efficient helping the 911 slide through the air

more effectively, and so aiding performance. The same thing has been

done with the new car, and if we compare the 993 Cd of 0.34 to the

997`s 0.28 we can see how far the aerodynamic game has moved on.

The latest body shell and rear wing combine with new underbody

paneling to also offer increased levels of down force for this latest

evolution of Porsche's finest.

The latest Porsche model is the best handling 911 ever. Improving a

car's rigidity helps ensure the suspension can work more effectively

and while not making such a quantum leap as the team did with the

996. Porsche improved torsional rigidity by 8% and added as much

as 40% more flexural strength.

For the new car, Porsche wanted to improve crash safety so they

added two new air bags located in the side of each front seat back-rest,

designed to protect the thorax. They kept the previous two front and two

side airbags, which means that now there are six in total. For the same

reason, crash safety, the reinforced body shell features further protection

such as a more extensive use of super high strength steel.

The latest model is also 50 kg heavier than the 996. The reason is that

modern crash safety regulations kind of force the new cars to come with

increased weight, despite the usage of a large range of weight saving

measures, including an aluminum bonnet.

Aside from the crash safety improvements, much of the additional weight

can be attributed to the higher standard specification of the new cars.

Power to weight is similar with the latest car offering 233 bhp per tone

against it’s predecessors 238 and the new models improved aerodynamics

must help it post Porsches claimed performance figures, which are

identical to the 996.

Porsche Boxter

The Porsche Boxster and Boxster S are fast, powerful cars and most

of all the best-handling production roadsters on the planet.

Introduced in 1996, it remained essentially unchanged, other than

moderate horsepower and interior-options tweaks. That’s what

Porsche usually does with the successful models: it retains car

look and configuration for ages.

A more powerful second-generation Boxster was introduced in 2005

and it keeps Porsche’s conservative evolutionary path. Like its

precedent, it is a mid-engine, six-cylinder two-seater that looks like

Porsche Spyder. Still, over half of Boxster`s structure and electronics

are borrowed from the 911 Carrera.

The 2005 Boxster looks sprightlier than its 2004 equivalent, thanks

to the revision of the torque and the 15 added hp and the extra power

coming on strongly between 2000rpm and 4000 rpm. The 2005

Boxster S virtually equals the acceleration and top-speed performance

of Porsche's expensive 911 Carrera. The Boxster exhaust has been

tuned to play a distinctive tromboning wail like no other car. This is a

amazing thing thinking that both engines are smaller versions of the

six-cylinder in the Carrera.

The transmission for base Boxters is five-speed manual but the optional

variant offers a six-speed. Both models can also be fitted with a

five-speed Tiptronic, the superb Porsche-designed automatic transmission

that began the trend toward manually shifted automatics.

The bodywork and the interior of the Boxster are of high quality, but considering

that there’s noting tricky or purely decorative, we can definitely say that

these are not opulent cars. Still, the interior has been improved since the

old car was often criticized for being to cheap-looking. The center console

has been upgraded with revised switch-gear and titanium look paneling.

The seats are more supportive and body-shaped in the new version,

making them look absolutely superb. Unlike other roadsters, the Boxster

has no problem swallowing luggage for a long trip: it has two trunks, a

small one in the rear and an amply deep one under the front hood.

One of The Boxster`s best qualities is the powered convertible top, very quick

to retract or re-erect. In the new Boxster, the top can be operated at speeds

up to 30 mph. The triple-layer padded cloth tops (with a heated-glass rear

window) is as weather-tight and quiet as most metal roofs.

The Boxster is called a mid engine-car. The reason is that the sweet six-cylinder

engine is mounted behind the seats, just fore of the rear axle. So if you wand

to see what’s under the hood once in while, well…you can’t do that with The Boxster.

The only way to see the engine is from underneath or by meticulously removing

body panels, which mechanics must do to service the engine. But, the good

news is that having the engine mounted closer to the center of the car makes

for better weight distribution. And that’s what makes the car handle so well.

Porsche Approved

When a pre-owned Porsche meets the high quality standards set

by the brand, it will receive the name Porsche Approved. So if you

want a Porsche but you can’t afford a brand new one, a Approved

vehicle is your best choice since you can be sure that it will meet

your expectations.

But what is the difference between a Porsche Approved certified

vehicle from a conventional pre-owned vehicle?

First of all, the Porsche Approved cars are inspected by factory

trained technicians and if they find any faults, repairs are carried

out in line with the strict Porsche quality criteria.

Secondly, every Porsche Approved vehicle comes with a

comprehensive Warranty:

- If sold while under the new car warranty, Coverage is up to

6 years or 100,000m/160,000km total, whichever comes first

- If sold once the new vehicle warranty has expired, Coverage is

2 years from the date of sale or up to 100,000m/160,000km,

whichever comes first.

And last but not least, you will get membership in Porsche Road

Assistance that offers exclusive support server & security.

The result of owing a Porsche Approved is that you will enjoy

driving a safe, quality value which really cannot be described as

2005 Porsche Carrera GT

Unofficially, the Porsche Carrera GT is a racecar, a racecar

built for the street. What makes it a racecar is not

necessarily the huge power produced by its V10 engine

or the carbon fiber construction that keeps everything very

lightweight – although these features surely make it a fast

car. It’s more the sum of its parts that make this car worth

every bit of its $440,000 price tag.

The Porsche Carrera GT was introduced as a 2004 model

and until 2005 there were already a few changes in order

to make the Carrera GT the new Porsche super car. These were

minor updates in order to make it a little more street friendly.

Between the supplemental bar hoops is now mounted a glass

screen. The seats height is adjusted along with the additional

bolstering in the thigh area. The Carrera GT is easy recognizable,

as it’s a low, sleek, lightweight roadster, very beautiful on the

outside as it is on the inside. Two removable panels that can

be stored in the front trunk make the foul weather protection

available.

The car has unique features, among which are: 5.7 liter, 605

horsepower V10 engine, monocoque chassis with

Porsche-patented engine and transmission mounts made of

carbon-reinforced plastic and the first use of a ceramic

composite clutch in a production car. A very important aspect

is that The Carrera is safe and stable at speeds up to 205 mph,

thanks to its aerodynamic and race-bred suspension package.

The design of the suspension is so sophisticated that the

shape of its components improves the Carrera GT`s aerodynamics.

The designers used lightweight materials such as magnesium

for the car’s substantial wheels and the frames of its special sport

seats, the result being a faster and safer car. To prove so, The

Carrera GT accelerates from a standing start to 62 mph (100km/h)

in only 3.9 seconds reaches 100 mph (160 km/h) in less than seven

seconds, 125 mph (200 km/h) in less than 10 seconds, and can

achieve a top test-track speed of 205 mph (330 km/h).

What makes this car have these impressive results is it’s 5.5

liter, normally aspirated V10 engine for racing created in the

development center in Weissach, Germany. That engine’s bores

have been enlarged to displace 5.7 liters in the Carrera GT. It has

a very low center of gravity, a 68-degree V angle and four

valves-per-cylinder heads. Since the block, crankshaft and

camshafts are all made of light alloys, the engine weights

only 472 pounds (214 kg).

To stop this “monster” Porsche`s team used a high-tech

braking system. Developed for demanding motorsports

applications, ceramic brakes are the first to work for on-road use.

The massive 15 inch ventilated discs and six-piston calipers have

the amazing capacity of bringing the car to a sure and safe stop,

matched only by the stunning acceleration of Carrera GT.

Porsche Carrera GT is definitely a exotic appearance, a

car that can do it all: fascinate you with its good looks, astound

you with its performance and abilities on the race track.

Porsche and Formula One

When Porsche entered into races, Porsche astonished the world

with its performances. But participation in Formula One races

brought mixed results. In the 1961-1962 season, Porsche participated

as a constructor but produced just one win in a championship

race, claimed by Dan Gurney at the 1962 French Grand Prix.

In a non-championship race, one week later Stuttgart's Solitude

it repeated the success. At the end of the season, Porsche retired

from F1 due to the high costs.

In 1983, Porsche returned to Formula One, supplying engines

badged as TAG units for the McLaren Team. It was a success

as the Porsche-powered cars won two constructor championships

in 1984 and 1985 and three driver crowns in 1984, 1985 and 1986.

Less than ten years later, in 1991, Porsche returned as a engine

supplier, but this time the results were disastrous: Footwork, the

Porsche-powered cars, didn’t score a single point and at over half

of the races it even failed to qualify. Since that year, Porsche has

not participated to Formula One.

Still, lightly-modified Porsches participate in many competitions

around the world, mostly in amateur classes for enthusiasts. The

only professional category is the Porsche Michelin Supercup raced

as a support category for European Formula One rounds.

Porsche Panamera

In 2009 is set to be launched a four-door, four-seat coupe,

called Porsche Panamera. The car, powered by a modified

version of the 4.5 L V8 found in the Cayenne, equipped with

the FSI system will be front engined and rear wheel drive.

Although it is extremely unlikely, rumors is that an option

for the Panamera will be the V10 engine from Porsche's

limited-run Carrera GT supercar.

Porsche Panamera will be produced in the new plant at Leipzig

alongside the Cayenne. It is the first V8-engined sports car built

by Porsche since 1995, when the 928 was discontinued and

some consider it a suitable successor to the two-doored 928.

The company built the new model as a direct competitor to the

Mercedes-Benz CLS 55 AMG and Maserati Quattroporte and

(to a lesser degree) a less expensive alternative to expensive

vehicles such the, Ferrari 612 Scaglietti, Bentley Continental GT

and Aston Martin Rapide.

Like Porsche Carrera`s name, the Panamera`s derives from the

Carrera Panamerican race. Before it, there were other four-door

sedans prototypes, such as the 1991 Porsche 989 prototype

or the even earlier 4 door prototype based on the 911, but they

never went into production.

Porsche Chayenne

Ten years ago, the idea of a Porsche sport utility vehicle would

have seemed absurd. And the reason is not that it lacks experience

with off-road cars since their engineering have developed all-wheel-drive

military vehicles. It’s more that, compared to General Motors, Toyota

or Daimler-Chrysler, the automotive giants, Porsche represents a

tiny fraction of the production volume. For 50 years, the company

has produced quick, nimble, small sports car, or in other words, the

opposite of the SUV’s. When Porsche decided to invest in an SUV

and a new factory to build it, it became clear the times, as well as our

taste, have changed.

And now, after creating the most anticipated new Porsche in decades,

the company is proud that its SUV is what many expected it would be:

technically slick and remarkably fast, with on-road handling that belies

its bulk. Also, the Cayenne delivers what most SUV buyers demand, including

decent cargo space, more than enough capability for casual off-road use,

and impressive towing capacity.

When it comes to pricing, Cayenne is a true Porsche. A very expensive

Porsche. With tax and license, a loaded Cayenne Turbo can crack the

$100,000 barrier, and that alone will knock it off most shopping lists.

But for the connoisseurs, the Porsche Cayenne will be truly appreciated for

its performance and driving satisfaction.

Porsche 911 Turbo

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


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


The coupe reaches 200 km/h in 12.8 seconds. Despite these performance
statistics, Porsche developers succeeded to keep the average
consumption to 12.8 liters per100 km.



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



The Porsche 911 Turbo features a redesigned all-wheel drive with
an electronically controlled multi-disc clutch. The result will be the
transfer of the available power to the road. That’s because, depending
on the driving conditions, this system will determine the optimal torque
distribution to ensure the best-possible drive. Also, Porsche Traction
Management (PTM) ensures variable power distribution to the two
driven axles.


This means that on the road the 911Turbo will prove
outstanding traction in the rain or snow, high agility on narrow country
roads and optimal active safety even at high speeds.



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


The major bodywork change of the 911 Turbo is the modified front end with
its distinctive, tautly drawn cooling air inlets. Combined with the standard
oval bi-xenon headlights, it will define the new unmistakable image.


From the rear perspective too, the Turbo will seem more powerful. This is due
first and foremost to its tail end, 22 millimeters wider than that of the previous
model, to which the redesigned wing spoiler element has been aligned.


Secondly, the lateral air inlets behind the doors have been redrawn and now
they offer a more efficient supply of cooling air to the charge-air intercoolers.
The basic price for the 911 Turbo is 115,000 Euros. In the USA, from July
8, 2006, the vehicle will be available at $122,000 (not including taxes).