TRACKLIFE.info Ресурс о индустрии автоспорта

Вернуться   TRACKLIFE.info Ресурс о индустрии автоспорта > Технический раздел > Автомобили

Автомобили Ветка о спортивных автомобилях, готовых проектах и процессе их создания. Ваши машины в подразделе Бортовой журнал.






Ответ
 
Опции темы Поиск в этой теме Опции просмотра
Старый 20.06.2013   #21
Kosov
На третей
 
Регистрация: 05.11.2011
Сообщений: 1,115
Kosov
По умолчанию



Kosov вне форума   Ответить с цитированием
Старый 20.06.2013   #22
Kosov
На третей
 
Регистрация: 05.11.2011
Сообщений: 1,115
Kosov
По умолчанию


Classic 911s seem to be on a tuning high pitch at the moment, with the likes of Singer Vehicle Design in the States and Rauh-Welt in Japan merging old school looks with more modern ’90s chassis and bringing the appreciation of ’70s and ’80s 911s to a new generation. There’s no doubt that these teams produce exciting takes on the legendary model, but they are hardly the first to reinterpret Stuttgart’s finest. For that, you need to go back to the mother country and a team who have been tricking out Porsches since before most of the young pretenders were born. Welcome to DP Motorsport, celebrating 40 years of reinventing Porsches this year and still producing some of the lightest, fastest 911s on the planet.

Alongside Kremer and Joest, DP Motorsport (‘Design & Plastik’) are synonymous with tuning racing Porsches, and in fact the Kremer and DP closely collaborated during the 1970s to produce some of the most iconic racing Porsches ever: the K series of GT monsters.

Kremer made the weapons system under the fibreglass, but those iconic bodies came from the pen of this man, DP Motorsport founder Ekkehard Zimmerman. It’s almost difficult to believe that this modest and friendly chap was responsible for beautiful brutes like the K3 and K4.

As the ’80s came round, Ekkehard began to make his own race cars, designed and built in-house: the slant-nose DP series, which could be summed up in the three words. Lighter. Wider. Faster.

Rewinding slightly, DP have never been just about race cars. They are true Porsche artisans, hand-crafting their own takes on not just the 911 but also some of the less obvious road car output – and often in a completely stunning fashion.

Ekkehard had joined Ford in Cologne in the late ’60s, which is where he cut his teeth in the business. There he built up his knowledge of both aerodynamics and vehicle design, and by the ’70s he was creating his own fibreglass parts for formula cars in his spare time. The Porsche seeds were planted soon after: he started working on new body parts for Porsche-owning friends, which spurred him to leave Ford and set up on his own, and in 1973, DP Motorsport was born.

His involvement with Kremer came about through an introduction by a mutual friend: his first commission was to modify panels for the Kremer ’73 RSR, and he also began making his own spares for Porsche road cars. Mere replication wasn’t enough: in every curve and line Ekkehard could see room for improvement, so he began to create his own body kits with deeper bumpers, larger wings and wider flared arches.

Ekkehard wasn’t always operating outside Porsche though: he worked with the factory to design the long-tail version of the 908/03 – the sides of which are among the racing ephemera hanging on the walls of the DP workshop.

The K1 to K4 followed later in the decade, with the last full collaboration being the CK5 prototype.

The Kremer connection has recently been rekindled, with the former company’s decision to make a continuation K4 – the DP team currently have the half-completed car in their workshop. I’ll have an update on their progress in a separate story.

But road cars were the origin and always the main focus for DP: they produced street versions of the 935 from 1978 (Mario Andretti owned one, for example)…

… and then even converted race cars for the road, most famously with the Group C 962s they converted in the late ’80s.

Yet again, DP were there first, decades before more recent conversions. Each 650hp bi-turbo build took over 1,000 hours and a hundred times that in Euro equivalent cost. The nose from a crashed DP962 now hangs on the wall of the workshop. I wonder if the crash had anything to do with the 3 second 0-60mph and 340kph top speed?

Ekkehard’s son Patrick now runs the company, which like a number of firms in the tuning business went through a difficult time in the late ’90s. But DP is enjoying a new lease of life in the modern period, able to combine their decades of experience with new composite materials and technologies to create cars which are just as wide as ever (though standard classic narrow is a popular option), but now even faster and lighter.

They’ve enjoyed an explosion of projects in the last decade, both recreations of some of their classic designs in modern composites and refinements of modern Porsches like the 997 and Boxster. Even some Italian metal has come through the door, with the odd Ferrari and Lamborghini project also undertaken.

DP are based near Cologne, as they have been for the majority of their existence. The workshop is buzzing with activity, with Ekkehard, Patrick and their mother joined by seven employees. Visiting straight after surviving the Nürburgring 24 Hours, any tiredness on the part of Larry and I was soon shaken off as we walked into the showroom…

… as this quartet of DP Porsches amply demonstrated what makes the firm so special. DP might have gained their fame through their work on hand-crafted exterior styling, but they are just at home on a complete ground-up build, starting from the inside out.

This yellow DP64 RSR 3.8 is a specialist track day car, but also had an interesting story. It had been built independently as a race car in the ’90s, but then in the early 2000s the car was brought to DP in order to create a 993 GT2 replica, which Patrick completed and supplied, unpainted.

Then five years ago another customer turned up at DP with the same car, just as Patrick had delivered it several years earlier! This time it was completely stripped back and rebuilt as a wide-body RSR to make a ferocious, no-frills track day car. Like a number of the recent DP projects, it’s sitting on Fuchs forged 18″ wheels, a larger version of one of their heritage rims.

Then there’s the DP944 S2 Cargo. From the front, so far so normal…

… but from the rear. It’s mind-bendingly awesome. I won’t go into fine detail here, as we’re planning a full feature on this car in the future.

But suffice to say that this is one of eight built in the late ’80s and early ’90s, kept by Ekkehard at DP. The rear is a completely bespoke design, though the tailgate uses the electronic closing mechanism from a Merc 124T station wagon. And there’s a slim chance that a continuation run could happen, if the right clients appear…

This beautiful RSR Superlight knocked us out. From the outside it looks classic but relatively normal, but then Patrick talked us through the build. ‘Light’ doesn’t begin to sum up just how little this 3.0SC conversion weighs.

Every tiny weight-saving detail has been taken into account: drilled hinges, plexiglass windows…

… lightweight fuel cell, stripped interior and all carbon panels.

That means 292hp for 850kg. Basically, it’s an automotive weapon.

Outside is Patrick’s own development car: his Sleeper 3.2. Like the Superlight, this 911 has some serious power to weight numbers. It’s 270kg lighter than standard.

Hanging out back is the 3.2 litre with a lightweight flywheel and titanium exhaust.

Again, all the panels are carbon, and this all means a fine return of 270hp on 905kg.

Interiors are just as important to Patrick: DP now make replica 935 ‘lollipop seats’…

… the moulds for which sat in the main workshop – next to a complete kit of parts to build a replica K3!

That brings us neatly to the manufacturing area, where a number of DP’s team were hard at work on a range of replacement body parts.

Various materials are used depending on the customer’s needs: although carbon would be the default choice, cost obviously comes into it…

… plus vintage racing cars normally have to stick to their original spec, so in that case fibreglass is still used.

Developing new pieces is laborious and time-consuming, with negatives made from original handmade test pieces to create the initial moulds.

Wooden bucks from across the 40 years of the company were stacked up in every available space.

It turned out this was barely a quarter of the number they had…

… as more were stashed on a mezzanine and yet more are in storage. It gives you some idea of the range of modifications DP have made over time.

There’s constant development, with existing parts used as starting points to create new pieces. Which means more new moulds… and so it goes on!

Ekkehard might have pulled back from full-time running DP, but he’s still fundamentally woven into the fabric of the company and his current long-term personal project was still in the workshop. It’s known as ‘The last project of Ekkehard’, though that seems hard to believe for a man with such a passion for Porsches. It has been ongoing for quite some time, but appeared to be nearing the final stages of completion. Its 350hp 3.5-litre flat six was looking like it had come straight off the production line.

As usual with a DP build, you need to get up close to appreciate the subtlety of the exquisite workmanship. For this 911, Ekkehard has used his trademark approach of removing all the separate sills to create a single seamless body shape. Doing that has repercussions all around the car: the door corners have to be rounded off, for instance.

The glass is recessed into a U-shaped channel to be completely flush, rather than just dropped into a straight rectangular space…

The wheels are branded Fuchs forged alloys, fitted with vintage-style Michelin rubber.

Looks, lightness and build quality are a given, but the way a 911 drives is also woven into DP’s modus operandi. The instability that can sometimes affect these retro builds has been eliminated with some clever work at the front of the car.

As with most Porsche tuners, the base car of choice is the 964: produced in large numbers it provides a more modern platform to work from and is generally a car that is easier to drive fast than the previous generations. But chopping them around at the nose to make the old bodywork fit can introduce serious lift at speed, so DP have their own bespoke nose styling that makes the classic look work but also produces a hugely more controlled driving experience.

On the other side of the workshop, under wraps, was also an original 906…

… and its beautiful engine was being tended to on the workbench, showing one of DP’s fibreglass covers.

Patrick is also not just aware of the new kids on the Porsche block, but he’s even worked on a recent build where he’s supplied the interior to complement a Rauh-Welt wide-body exterior. As a designer himself, he’s excited by the work that’s going on around the world.

The future of DP may be weighted towards the past, but that’s just fine with Patrick.

In his opinion, it would be pretty much impossible to come up with something like a K3 for the modern generation: the factories just have too much money and computing power nowadays for a privateer to have a chance of producing something as game-changing as was possible all those years ago.

Sitting outside next to Patrick’s Sleeper was this sorry-looking 911, awaiting some of Patrick’s rare and precious time to become another DP special. Perhaps you’re looking at your next car?
Kosov вне форума   Ответить с цитированием
Старый 14.09.2013   #23
Kosov
На третей
 
Регистрация: 05.11.2011
Сообщений: 1,115
Kosov
По умолчанию



Миниатюры
JM_9FF_GT9CS-2.jpg  
Kosov вне форума   Ответить с цитированием
Старый 14.09.2013   #24
Kosov
На третей
 
Регистрация: 05.11.2011
Сообщений: 1,115
Kosov
По умолчанию

THE AUTHENTIC GATEBIL 993 GT2 EVO 2, FOR REAL


Ah yes, the Porsche 911. For so long as I can remember, I’ve always had a thing for Porsches. Maybe it goes back to my father and grandfather owning them, or perhaps it’s even further embedded into my DNA, but there’s something about the silhouette of a 911 that has, and probably always will, make me weak in the knees.

Therefore it should come as no surprise that I was rather excited when Rod announced that we would be running a Porsche theme this week. We’ve been planning it for a few months now and I wanted to make sure I had something extra special to share. I think this incredible 993 fits the bill rather nicely.

There are a number of things that make this car quite special, but let me first start with the unexpected place I discovered the car – Gatebil. Gatebil has quickly become a name synonymous with Speedhunters, particularly after we dedicated a whole month to the geographic region of Scandinavia, so I’ll presume most of you are familiar with it.

But in the off chance you just got the Internet yesterday, I’ll do a rapid summary. Gatebil is an event where nothing is at it seems. It’s survival-of-the-fittest contested by machines, and that has caused all sorts of mental genetic mutations – like a 2JZ Lancia, a BMW-powered FR Beetle or a Lotus that is scarcely a Lotus at all.

If you somehow find yourself in the vicinity of a Gatebil event you will inevitably eventually succumb to what I call ‘The Gatebil Effect,’ where you start presuming every car is a tube chassis something-or-other with one-trillion-billion horsepower. Therefore, it’s deceptively easy to write off what appears to be a 993 GT2 Evo 2 as anything but.

You start rationalizing what it could be instead of taking it at face value, and it’s shocking how quickly this delusional concept of reality takes over. You start to think, “maybe it’s a 996 Boxster with a ton of bodywork,” or “perhaps it’s just a mental one-off garage tube build.” The craziest thing is that you can actually sense yourself thinking in this manner and you start to wonder if you’re going insane.

It’s a fabulous form of culture shock, and here in your newly Gatebil-skewed brain soup is the perfect place for an authentic racing car to hide in plain sight. Fortunately this year at Mantorp Park, Paddy, Dino and I were on a mission to leave as few cars un-featured as possible, which gave me the motivation necessary to really give this car a good second look. Thank god I did.

There’s an old idiom for deductive reasoning called ‘the duck test’ which I employed. For those of you unfamiliar with the technique it goes something like this: if it looks like a duck, swims like a duck and quacks like a duck – it’s probably a duck.

It certainly looked like a duck. Of that much I was sure from the start…

Out on track it also swam and quacked exactly like you’d expect from such a bird… I was intrigued.

But I wasn’t about to make such a bold presumption in the land where all the ducks are actually geese. Instead, I went straight to the source. I introduced myself to the car’s owner and driver, Vidar Frogner, and began to ask some questions about the car. Sensing my enthusiasm, he told me briefly about the cars history and that it was in fact an authentic Porsche Motorsports GT2 Evo 2 previously operated by Alzen Motorsport!

Vidar later sent me some really interesting literature to further support his claims, including the original Wagenpass FIA vehicle inspection sheets. As you can see, the original owner (Fahrzeugbesitzer) was Jürgen Alzen, the older brother of DTM driver and Le Mans winner Uwe Alzen. Mental.

There was also some really interesting documentation of the races the car competed in while piloted by Alzen. Names like Hockenheim, A-1, Spa and Nürburgring need no introduction. In all, this particular duck competed in 62 races from 1998-2006 before being sold.

So there I was, standing face-to-face with a genuine GT2 Evo 2. It left me no choice. I had to shoot it.

While I could spend hours just staring and gawking at just about any 911 around, there’s something extraordinary about the factory racers. Porsche always seems to find a way to make the racing versions wider and more aggressive without losing sight of the original body lines. I think you can see where Nakai-san found the inspiration for his 993 flares.

Around back the carbon flares are even more massive, allowing perfect fitment of the thirteen-and-a-half-inch wide BBS wheels. Although in this case form is definitely following function, the lines are often blurred between the two.

But it’s not just the outrageously aggressive bits that have been treated to a diet. In fact, just about every panel on the car save for the rear quarter has been replaced with some form of carbon.

Even the doors are featherweight, but fit perfectly – a testament to the quality fit and finish of a factory-built racer.

Powering this beast is a 3.6-liter lump that’s been upgraded with a pair of modified K24 turbos from Norsk Turboservice. Teamed up with some custom cams, head work and aftermarket pistons and rods, this engine cranks out just over 700hp, which is actually quite tame by Gatebil standards.

In recent years I’ve grown rather fond of the high-pitched scream of modern N/A Porsches, but there’s something undeniably badass about the quack of this turbo monster. Huge manifolds, plus huge turbos, plus huge straight exhaust, equals maximum exhaust tone.

Since this car was originally spec’d for 24-hour races it’s been fitted with a massive endurance fuel cell. Totally overkill for the Gatebil Extreme sessions but too awesome to replace.

Though I’m not entirely certain what all has been changed out under Vidar’s ownership, the cockpit seems to be primarily original with the exception of the lap-counter, steering wheel and bucket seat. It’s a fairly spartan cabin compared to modern 911s with virtually nothing at all below the knee-pad region.

It’s sort of weird seeing a 911 cockpit without the hallmark switch panel that I’ve become familiar with in recent times. The 993 was very much a machine on the cusp of a simpler time, when most of the car’s handling prowess was determined by these three pedals.

Indeed the 993 is a rare breed – it represented a very small blip in the 911 timeline but is a pivotal turning point in the story. This chassis signifies the end of the air-cooled 911 but it brought with it the GT2 moniker that is now synonymous with top-of-the-line-turbo-power, and we have the racing versions like this very car to thank for this.

Due to FIA homologation rules, Porsche was forced to build and sell road-going GT2 variants which are now some of the most highly sought after 911s around, with only a few hundred examples built worldwide. But as scarce as the road cars are, the race cars are even rarer still. So rare, in fact, that I’ve only seen a handful in person including multiple trips through Germany, a visit to the Porsche Museum and a weekend the largest gathering of Porsche race cars in the world – Rennsport Reunion IV.

Given the scarcity and value of such a car, it may seem unthinkable that Vidar is willing to risk everything on track with some of the most bonkers, ticking-time-bomb-shed-built-monsters that Gatebil is known for. But he not only races against cars that weigh half as much and produce double the horsepower, he usually wins.



At the time I photographed the car, Frogner had completed 43 races between Gatebil Extreme and Porsche Cup Norway events. Of those 43, he won 31, securing Gatebil Time Attack overall champion in ’11 and ’12, Gatebil Racing overall champion ’11 and ’12 and Norway Porsche Cup overall champion in 2012. It wouldn’t surprise me if he earns those titles again this year.

I guess in closing, what I find so romantic about this car is that in a realm where there are no holds barred and everything is pretending to be something it isn’t, somehow a car that is damn close to how it left Porsche over 15 years ago manages to continue to do what 911s do best – win. Perhaps the reason I find these cars so appealing has something to do with the fact that the 911 has a reputation unlike any other car. One the grew organically in the Porsche way by racing, not posing. It’s great to see people like Vidar that aren’t simply storing these legends in a garage somewhere but are enjoying them where they belong – on the race track.



Vidar Frogner’s 1998 Porsche 993 GT2 Evo Chassis# 1098
Numbers
Max power: 712hp, max torque: 1,056Nm (779lb-ft), weight: 1100kg (2425lbs)
Engine
3.6-liter twin turbo flat-six, modified cylinder heads, Mahle pistons, Carrillo rods, special cam shafts, twin K24/24 turbos modified by Norsk Turboservice, 42mm GT2 manifold, modified Intercooler, Pectel SQ6 engine control unit
Driveline
Reinforced G50/54 gearbox, 80/60 Porsche Motorsport diff
Suspension / Brakes
GT2 Evo 2 motorsport chassis, FIA rollcage, air jacks, standard GT2 suspension links, Bilstein shocks and springs, GT2 Evo brakes w/ 24-hour calipers, 380mm/320mm rotors (front/rear)
Wheels / Tires
18×12-inch (front) & 18×13.5-inch (rear) BBS Magnesium center bolt wheels, 27/65–18 (front) & 31/71–18 (rear) Michelin slick tires
Exterior
GT2 Evo 2 body (carbon bumpers, doors, fenders, hood etc.), Lexan windows
Interior
Carbon dashboard, Momo steering wheel, Recaro racing seat
Kosov вне форума   Ответить с цитированием
Старый 14.09.2013   #25
Kosov
На третей
 
Регистрация: 05.11.2011
Сообщений: 1,115
Kosov
По умолчанию


I’m dimly aware of talking going on behind me. Any minute now something important’s going to be said and I’m going to miss it. I should really be paying more attention to what’s happening, but right now, my brain has stopped performing any kind of higher-level function. All normal thought processes have faded into the background. I can’t draw my gaze away from the sight in front of me.

I’m in the premises of Porsche tuner 9ff in Dortmund, Germany. We’ve been in Germany for a number of days now and the visit here was always planned. Of course I’d heard of 9ff before, so I was prepared for some pretty cool machinery. I wasn’t prepared for this.

It’s at this point that I should probably hold my hands up and admit that I’ve never been the biggest Porsche fan. It’s not that I’ve actively disliked the brand’s cars per se, but just that I’ve tended to always be a fan of the more wild and wonderful creations to have rolled out of the underbelly of the automotive world. I’ve always respected its prowess, and held an admiration for its clean and simple design. But Porsches have just never grabbed me in the same way that some of my favourite cars have.

Well, consider me grabbed. Ensnared, bewitched, possessed, mesmerised, whatever you want to call it. This is the effect any great car has on a beholder. I literally can’t take my eyes off the GT9 CS.

I’m not sure if it’s the stunning Gulf-inspired livery, the sheer amount of engineering that I know has gone into it, or the way the custom bodywork looks like it’s been draped over a normal Porsche in the way a predatory spider immobilises then descends over its prey to feed. I’m pretty sure it’s a combination of all these and more, but as I said before, all higher-level function is currently suspended.

At last, I manage to tear my gaze away from the car and return it to Jan Fatthauer, our host for the day and owner of 9ff. He explains that the owner of the GT9 ClubSport previously owned a 9ff-tuned GT2 in the same colour combination running around 800hp. After two years of driving the GT2, he came back to 9ff saying that he wasn’t such a good driver so needed a faster car. So Jan took a GT9, which had previously been purpose-built for top-end speed, and made it into a track car.

Sounds simple right? But what you have to appreciate here is just how different the standard GT9 is to a normal car anyway. Along the route to trying to achieve 400km/h (the original aim of the GT9), the entire car has shed its skin and replaced it with another – one designed to cut through the air with more ease.

The CS then starts to reel back that flat-out shape and moulds it to something more suited for the track with RSR-inspired wider arches, arch louvres, a sleek rear wing, and cut-out running-board style skirts. The rear three quarter windows are replaced with intakes to feed the turbos.

The one-piece carbon fibre bodywork is draped over a custom 9ff tubeframe chassis. The engine is now mid-mounted, while also lying as far down as possible to lower the centre of gravity. It’s actually hard work to see any engine inside at all when you peer through the rear window – if you can even reach it past the huge arches that is!

The 3.6-litre boxer motor is, as you’d expect, extensively modified. There’s forged pistons, titanium conrods, and a lightened and balanced knife-edge crankshaft sitting in a modified crank case. Up top, custom 9ff camshafts, cylinder heads, fuelling system, intake/exhaust manifolds, twin VGT-750R turbos and a whole heap of other top-notch parts finish the job off to wonderful effect. The result is a colossal 750hp on tap to the rear wheels. If you’ve read my 9ff shop tour post, you’ll know that the company regularly outputs cars with much more power, but remember that this is designed as a track car.

What is much easier to spot in the rear is the push-rod suspension set-up, courtesy of JRZ Suspension. At the front there’s a more standard McPherson set-up, and the shocks are three-way adjustable all round with 60mm double coilover racing springs. There’s also solid aluminium top mounts, special RSR arms and a four-way adjustable front and rear anti-roll bar, all helping to keep the CS glued to the tarmac.

Inside, things look almost sane. The integrated roll cage with door bars is set off by sleek carbon fibre door panels. Both driver and passenger are held in place by custom 9ff/Recaro lightweight racing seats and harnesses, and the weight reducing continues through to the Makrolon acrylic glass windows.

A modified Cayman/Boxster dash sits in place – flocked of course to eliminate glare. There’s even still a radio and satnav in place, although how much of either you’d be able to hear when this is fired up I’m not sure.

The custom GT9 CS clocks are a small giveaway as to the true nature of the car.

Still running a standard H-pattern, the gearbox lives behind the rear axle and 9ff has replaced the gears itself with a stronger set to prevent any possible issues. This is coupled with an extra-strong limited slip diff, stronger driveshafts, lightened flywheel and custom clutch capable of putting the huge amounts of power down to the rear wheels. To help reduce the shock on the drivetrain when changing gears, a 9ff ‘Power Shift’ system is installed that allows for flat shifting.

Of course, with all that power, you need to be guaranteed to stop. A full set of ceramic brakes does the job of hauling the car up, with six-pot calipers at the front and four-pot calipers at the rear clamping down on two-piece brake discs with Pagid Sport brake pads. There’s also the option to deactivate the PSM (Porsche Stability Management system) should you feel brave.

Of course, you can’t miss the sculpted carbon fibre rear wing that provides added downforce on the slippery shape of the CS. Nor the stunning 9ff special edition BBS CH wheels: 18×10.5-inch up front and a monstrous 19×13.5-inch at the rear.

These are shod in sticky Michelin Cup tyres, with the rears sporting a massive 345 width. This car has a serious contact patch! Here you can notice the complete flat bottom with integrated rear diffuser as well: the CS means business.

If the rear view reminds you of a GT1, that’s purely intentional. As Porsche made a 993 and 996 version of the GT1, but never a 997, this is 9ff’s modern-day take on what that version of the Stuttgart supercar might have looked like.

Intakes on the side draw air in to feed the huge radiators. The exhausts currently sticking out of the side are a temporary measure – the car is in the middle of being TÜV tested so that it will be road legal. Yes, that’s right – the CS will not only be the ultimate track toy, but able to drive to and from the circuit as well. I think I’ve just fallen off my seat with excitement.

There’s even room for your luggage. Sort of.

Having spent what was probably by now an inappropriately long time drooling over the CS, it was time to let the 9ff guys wheel it back into the workshop. I’ve just about regained higher-level brain function by now and my mind has turned to trying to think of a single option I would prefer to have as a road-legal track car.

Nope, I’m just about out of candidates. Whilst I have a passion for most cars, I’m also incredibly picky. There’s always one little niggle I don’t like or would change on just about every car I’ve laid eyes on. But I’m struggling here. Not only does it just looks so damn good from every angle, but every detail, every curvature, every vent, louvre and line seems perfect.

My earlier brain lull is well and truly over. Now it’s gone into overdrive. Because there’s only one thing I can think of as we drive away. What would I have to do to get this car in my life?

9ff GT9 CS
Numbers
Max power: 750hp @ 6800 rpm, max torque: 910Nm from 2,950rpm to 5,800rpm, max revs: 7,400rpm, max boost: 1.6 bar, weight: 1240kg
Engine
3.6-litre, six-cylinder boxer motor with twin-turbo chargers, 9ff modified crank case, double oil spray per piston, forged pistons, aluminium cylinder with Nikasil plating, 9ff/Pankl titanium con rods, 9ff RS crankshaft, 9ff cylinder heads with big valves and ports, 9ff camshafts for ‘VarioCamPlus’, big intake manifold, 9ff fuel system, 9ff s/s exhaust headers, VGT-750R turbo chargers water and oil cooled, VTG = variable turbine geometry ECU-controlled, two boost stages switch controlled, big aluminium intercoolers, intercoolers with additional van per side, 9ff s/s exhaust system with integrated sound-valve system, HJS 200cell motor sport metal catalytic converters OBDII/EURO 5, two 9ff air boxes with BMC air filters
Driveline
6-speed H-pattern gearbox behind the rear axle, special strong gear sets, ratios: 3,17 1,89 1,41 1,09 0,89 0,75 ( main: 3,44:1), extra strong LSD 40/60%, extra strong drive shafts, extra light aluminium flywheel, 9ff one-disc clutch with organic friction material, hydraulic clutch release bearing, 9ff ‘Power-Shift’ (Engine-Cut) System
Suspension/Brakes
Fully adjustable 9ff/JRZ suspension kit, aluminium shock absorbers with oil reservoir, three-way adjustable shocks, 60mm double coilover racing springs, solid aluminium top mounts, special RSR arms, McPherson front axle system, 5-arm Push-Rod rear axle, metal ball bearings, four-way adjustable front and rear anti roll bar, electro-hydraulic steering system, ceramic brake system, two-piece brake discs with aluminium bells, front 380x34mm with six-pot brake caliper, rear 350x28mm with four-pot brake caliper, 9ff/Pagid Sport brake pads, PSM/ABS four-channel hydraulic system, PSM to deactivate
Wheels/Tyres
9ff LM wheels type ’9ff-BBS-CS’, 18×10.5-inch with 285/35ZR18 Michelin Cup tyres (front), rear 19×13.5-inch with 345/30ZR19 Michelin Cup tyres (rear).
Exterior
Mid-engine construction, 9ff tube-frame structure, front frame with integrated crash structure, one-piece ultra lightweight carbon fibre body, RSR-design fenders front and rear, carbon fibre front hood, carbon fibre doors with integrated crash structure, front window made from double safety glass, side and rear window made from extra light Makrolon Plexiglas, 9ff air intakes/outlets made from carbon fibre, carbon fibre rear wing, four-piece total flat underbody with integrated splitter and rear diffuser
Interior
Integrated roll cage with safety cross bars on doors, 9ff/Recaro lightweight racing seats
Kosov вне форума   Ответить с цитированием
Ответ

Метки
911, gt1, gt2, gt3, gt3 cup, gt3 rs, motorsport, porsche, porsche gt3, racing, turbo

Опции темы Поиск в этой теме
Поиск в этой теме:

Расширенный поиск
Опции просмотра

Ваши права в разделе
Вы не можете создавать новые темы
Вы не можете отвечать в темах
Вы не можете прикреплять вложения
Вы не можете редактировать свои сообщения

BB коды Вкл.
Смайлы Вкл.
[IMG] код Вкл.
HTML код Выкл.

Быстрый переход



Текущее время: 12:30. Часовой пояс GMT+4 +4.


 
2011-2019