Month: October 2017

The New Porsche 911 Carrera T

The New Porsche 911 Carrera T

With the 911 Carrera T, Porsche is reviving the puristic concept behind the 911 T of 1968: less weight, shorter transmission ratios from the manual gearbox and rear-wheel drive with mechanical rear differential lock for an enhanced performance and intense driving pleasure.

The new model’s unique appearance is based on the 911 Carrera and its engine delivers 272 kW (370 hp; Fuel consumption combined 9.5 – 8.5 l/100 km; CO2 emissions 215 – 193 g/km). The 911 Carrera T – at Porsche, “T” stands for Touring – also boasts several other equipment features that are not available for the 911 Carrera, including the PASM sports chassis as standard, lowered by 20 mm, the weight-optimised Sport Chrono Package, a shortened shift lever with red shift pattern and Sport-Tex seat centres. The rear-axle steering, which is not available for the 911 Carrera, is available as an option for the 911 Carrera T.

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Every aspect of the equipment in the 911 Carrera T is designed to optimise sportiness and deliver lightweight construction: The rear window and rear side windows are made from lightweight glass and the door trims feature opening loops. The sound absorption has been largely reduced. The rear seats have been omitted along with the Porsche Communication Management (PCM), though both are still available on request at no additional cost. The result of the lightweight construction measures: At an unladen weight of 1,425 kilograms, the two-seater is 20 kilograms lighter than a 911 Carrera with comparable equipment.

A sporty design and unique appearance.

The design of the 911 Carrera T highlights the emotionality and sportiness of the coupé with rear-axle transmission. The body parts and wheels function as clear differentiating elements. At the front, the 911 Carrera T features an aerodynamically optimised front spoiler lip, and the Sport Design exterior mirrors are painted in Agate Grey Metallic. From the side, the new model is easily recognisable thanks to its 20-inch Carrera S wheels in Titan Grey. The “911 Carrera T” logos represent another distinctive feature at the side. The rear view is characterised by the slats in the rear lid grille, the Porsche logo, the “911 Carrera T” model designation in Agate Grey and the sports exhaust system provided as standard, with centrally positioned tailpipes painted in black. The exterior colour options are Black, Lava Orange, Guards Red, Racing Yellow, White and Miami Blue, as well as the metallic colours Carrara White, Jet Black and GT Silver.

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A puristic interior concept and new interior package.

The appearance of the passenger compartment also has a sporty and puristic emphasis. The driver enjoys black, four-way, electric sports seats with a seat centre in Sport-Tex fabric, while the headrests feature a “911” logo stitched in black. This new Carrera T model also comes with the option to choose full bucket seats for the first time. Steering actions are completed via the GT sports steering wheel with leather rim, and the mode switch provided on the steering wheel as standard allows the driver to select different driving programmes. The shortened shift lever with shift pattern in red remains exclusive to the 911 Carrera T. The decorative trims on the dashboard and doors are black, as are the door opening loops. A new addition is the T interior package, which creates an even sportier look with the contrasting colours of Racing Yellow, Guards Red or GT Silver. These colours can be used to add visual accents on various interior components, such as the seat belts, the “911” logo on the headrests, the door opening loops or the centres of the Sport-Tex seats.

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Improved weight-to-power ratio plus enhanced performance.

The six-cylinder flat engine with a displacement of three litres and twin turbocharging generates an output of 272 kW (370 hp) and a maximum torque of 450 Nm, delivering between 1,750 rpm and 5,000 rpm. The weight-to-power ratio has been improved to 3.85 kg/hp, ensuring enhanced performance and more agile driving dynamics. Thanks to a shorter rear axle ratio and mechanical differential lock, the 911 Carrera T can sprint from zero to 100 km/h in 4.5 seconds – 0.1 seconds faster than the 911 Carrera Coupé. The model reaches the 200-km/h limit in just 15.1 seconds. Porsche Doppelkupplung (PDK) is also available as an option on the Carrera T, enabling the vehicle to reach 100 km/h in 4.2 seconds, and 200 km/h in 14.5 seconds. Both transmission variants enable a top speed of over 290 km/h.

Article taken from newsroom.porsche.com.

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Back from the Dead – Herbert von Karajan’s Porsche 911 Turbo RS

Back from the Dead – Herbert von Karajan’s Porsche 911 Turbo RS

One of the most renowned Porsches of all—the 911 Turbo RS that belonged to maestro Herbert von Karajan—is back. The sports car had disappeared from view for years. But then it appeared in front of Karajan’s favorite concert hall in Salzburg—as otherworldly as ever.

For the first time in forty years, the car takes the wide curve around Hotel Friesacher in the Austrian municipality of Anif. It comes to a stop right where Herbert von Karajan himself used to park whenever he was heading home from a rehearsal and wanted to treat himself to tête de veau en gelée in a cozy nook in his favorite restaurant. The car, a Porsche 911 Turbo (Type 930) delivered in 1975, is expected—by Wilfried Strehle, who was the principal violist under Karajan for eighteen years and who performed with the Berliner Philharmoniker on the world’s stages from Berlin to Tokyo. And in Salzburg, of course, where Karajan was born and launched the city’s renowned Easter music festival fifty years ago. Strehle now runs his fingers over the metal letters at the rear that spell “von Karajan”—as if there were any need to label this car. It’s one of a kind and unmistakable. “It’s a very emotional moment for me,” says Strehle, himself a major name in music. His elegant appearance—he’s sporting a red velvet Tyrolean jacket with a matching handkerchief and perfectly styled silver-gray hair—is a little reminiscent of his former boss.

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Strehle never thought he would see the Turbo again. And certainly not here in Anif, a location with so much history for both himself and the car. With the last step on the gas, the noise of the engine emits a powerful crescendo that echoes off the hotel walls and then fades away. It attracts the attention of guests who have come to the state of Salzburg for the aforementioned festival. They stand around the Porsche. Some seem to recognize it. Will Karajan himself open the door and step out into a crowd of fans and a flurry of camera flashes? It seems like he just might.

There’s no mistaking who owned this unique Porsche.

There was always something a little otherworldly about Herbert von Karajan. Small in stature, he had an outsized presence. He often closed his piercing blue eyes when conducting, because he knew all the scores of his enormous repertoire by heart. He was a musician, artistic director, producer, conductor, building designer, and marketing visionary. A Renaissance man. A genius who was both admired and feared. He poured his relentless energy into every detail, no matter how small, which could lead to intense moments with his orchestra. Strehle recalls film sessions with the Berliner Philharmoniker in which the music was first recorded and then played back so the musicians could concentrate on moving their bows and instruments precisely in sync. It took many, many repetitions before the boss was satisfied.

Long list of special wishes.

Karajan put the same meticulous attention to detail that made him a master of Nibelungen productions into the design of his cars. When he contacted the Porsche special order department in 1974 about a new Type 930, he made it absolutely clear that he wanted a lighter and more sports-oriented version of the standard production vehicle. Karajan dictated that the car should weigh less than one thousand kilograms and its power-to-weight ratio should be well under four kilos per hp—no easy task, given that the standard version was already at 1,140 kilos and 260 hp. The Porsche CEO at the time, Ernst Fuhrmann, carried out the special wishes of his prominent customer himself. Karajan’s Turbo was given the racing chassis of an RSR and the body of a Carrera RS, along with a racing suspension and rollover bars. The interior was rigorously stripped down. The backseat was replaced by a steel roll cage, while the radio and any symphonies it might have played gave way to the harmonies of the flat-six engine, which could mobilize around 100 more hp thanks to a larger turbocharger and a sharper camshaft. Lightweight construction even extended to replacing the door handles with slim leather straps that opened the catch when pulled. And Porsche specifically requested permission from Rossi, the vermouth producer, to replicate the Martini Racing paint job from the 911 Carrera RSR Turbo 2.1 that finished second in the 24 Hours of Le Mans in 1974.

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Karajan, a mastermind throughout his life, made so many records with the Berliner Philharmoniker that he was already dreaming in the 1970s, rather immodestly, about the immortality of his life’s work. “For him there was only one direction: forward,” recalls Strehle. “He never rested. He kept on learning his entire life, and kept developing both us and himself, including the business aspects.” The maestro’s constant desire to move forward expressed itself not only on the stage but also in his hobbies. And his favorite means of forward locomotion was the brand from Zuffenhausen. Over the years, he drove a Porsche 356 Speedster, a 550 A Spyder, two 959s, and several Porsche 911s. “Year after year we would stand in front of the latest model like little boys, absolutely fascinated. Karajan was a model for us in everything he did, and of course we tried to emulate him.” A native of the Swabian region of Germany, Strehle shares Karajan’s love for Porsche. One year after joining the Berliner Philharmoniker, he purchased his first 911. The Turbo remained just a dream. Until today.

Karajan’s Porsche in front of Salzburg’s Großes Festspielhaus.

Strehle climbs into the slim, leather bucket seat, which was perfect for Karajan’s 173-centimeter frame. He carefully turns the key in the ignition and listens in rapt attention. The Turbo in the rear starts by clearing its throat and then lets loose a powerful baritone vibrato that pierces marrow and bone right through to the heart. Strehle reverently steers the Porsche through the town and heads off toward the majestic mountainous landscape of southern Bavaria. He pulls the sports car to a stop at a meadow covered with flowers. On this country lane, which today is called Herbert-von-Karajan-Straße, the well-known photo was shot in the 1970s that would later grace the cover of the Berühmte Ouvertüren (Famous Overtures). Strehle points to a solitary house with a white chimney: Karajan’s estate. The Turbo is quiet, and a nearly reverent air of stillness reigns. The view of the Porsche in front of what used to be its home, nearly thirty years after the death of its famous owner, calls for reflection.

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As if seeking to console the sports car, Strehle now heads to a place where it used to run free—the winding roads of the Alps. The panoramic road leading up to the Roßfeld was Karajan’s favorite stretch. The ever-so-disciplined conductor used to get up at six in the morning to study scores and do yoga—and sometimes to drive up into the mountains to greet the first rays of light. It’s now time to give the Karajan Porsche free rein on the nearly sixteen kilometers of the panoramic circuit. As Strehle shifts down and lets the rpm levels rise, an inferno erupts from the rear, like Wotan emerging from the clouds. It’s enough to make you want to swing a Valkyrie’s staff out the window and storm the peak on 360 horses accompanied by loud battle cries. Karajan, by contrast, apparently did not push the Turbo to very many heights. When he sold it in 1980, the odometer showed just three thousand kilometers. But the few years in the possession of the conductor were enough to give the legendary Porsche its current estimated value of over three million euros. The car’s sixth owner, who bought it in 2004, has added it to his secret collection in Switzerland and has not driven it a single time—yet.

Unforgettable dynamo.

What remains of Herbert von Karajan, the man who shaped the perception of sound for an entire generation of musicians and music lovers? Sometimes Strehle listens to old recordings, such as that of Puccini’s La Bohème from 1972. “You still hear this incredible passion, this thrust, this force, which might also explain—in metaphorical terms—his fascination for Porsche.” A committed Buddhist, Karajan did not believe death marked the end. Perhaps it really is true that parts of our soul live on in the objects and people that have accompanied us through life. And perhaps it’s no coincidence that the Turbo found its way to Anif again after almost forty years. Still insistent, still wanting to move forward. Still with an otherworldly presence.

Article taken from newsroom.porsche.com.

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October Free Shipping Sale!

October Free Shipping Sale!

We are now offering FREE UPS Ground Domestic Shipping on Orders over $200. Use the code provided below during checkout to receive FREE shipping. Offer valid 10/19/2017 – 10/31/2017 and is available for online purchases only.

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  • Free UPS Ground Domestic Shipping on Orders over $200
  • Use Code HW17 on the shopping basket page
  • Valid 10/19/2017 – 10/31/2017
  • Sale cannot be retroactively applied
  • Available online only
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Introducing 4 NEW Suspension Suppliers

Introducing 4 NEW Suspension Suppliers

Rennline Inc. is excited to announce the release of suspension parts from 4 new suppliers that we have teamed up with. The list of suppliers includes Bilstein, H&R, KW, and Ohlins all of which offer premium level products. With these new products now available on our website, we are able to offer you coilover kits, sway bars, and electronic damping cancellation kits for your Porsche project.

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Bilstein

Bilstein B16 (PSS9) suspension kits feature ride height adjustability with 9-stage manually adjustable dampers in an OE quality, direct fit package. The 9-stage damping system adjusts both rebound and compression with each click to provide the best handling performance in any condition. These kits offer monotube performance dampers with matched springs that are tuned for each specific application. The zinc coated and threaded body design will give you the flexibility to find the perfect ride height setting for your intended use while providing unsurpassed protection against the harshest road elements. B16 (PSS9) suspension kits are made in Germany and feature technology tested on the famed Nurburgring.

Bilstein B16 (PSS10) suspension kits feature ride height adjustability with 10-stage manually adjustable dampers in an OE quality, direct fit package. The 10-stage damping system adjusts both rebound and compression with each click to provide the best handling performance in any condition. These kits offer monotube performance dampers with matched springs that are tuned for each specific application. The zinc coated and threaded body design will give you the flexibility to find the perfect ride height setting for your intended use while providing unsurpassed protection against the harshest road elements. B16 (PSS10) suspension kits are made in Germany and feature technology tested on the famed Nurburgring.

Bilstein B16 (DampTronic) suspension kits feature ride height adjustability with dampers compatible with OE electronic damping systems. All of the active features of the factory electronic suspension, along with the factory controls, will be retained with the installation of this kit. These kits offer monotube performance dampers with matched springs that are tuned for each specific application. The zinc coated and threaded body design will give you the flexibility to find the perfect ride height setting for your intended use while providing unsurpassed protection against the harshest road elements. B16 (DampTronic) suspension kits are made in Germany and feature technology tested on the famed Nurburgring.

Bilstein Clubsport suspension kits feature ride height adjustability with 2-way manually adjustable dampers in an OE quality, direct fit package. The 2-way independent rebound and compression adjustment features 10-stages each, providing up to 100 different settings for the ultimate in handling performance under any condition. The adjustable monoball upper mounts allow the user to change camber settings to suit any road, condition or driver preference. These kits offer monotube performance dampers with matched springs that are tuned for each specific application. The zinc coated and threaded body design will give you the flexibility to find the perfect ride height setting for your intended use while providing unsurpassed protection against the harshest road elements. Bilstein Clubsport suspension kits are made in Germany and tested under motorsports conditions on the famed Nurburgring.

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H&R

H&R Sport Sway Bars are crafted from a special (hf) 50CrV4 steel alloy—the highest tensile strength available. The quality of the material and design guarantees smooth transitional sway bar function—decreasing the feedback response time—and increases stiffness over stock. H&R Sport Sway Bars improve a vehicle’s lateral stability and cornerning grip, while reducing body roll.

H&R Sport Sway Bars are precision engineered—designed and manufactured to be strong, resilient, and durable. Adhering to the same manufacturing philosophy as H&R’s world-renowned springs, H&R Sport Sway Bar design and production receives significant attention to detail and commitment. Each sway bar is cold-formed and heat-treated, with forged seamless bar ends. H&R shot-peens the sway bars to increase durability and check for dimensional correctness. At H&R’s ISO9001 certified manufacturing facility in Germany, production is completed in-house and each sway bar must pass a series of rigorous quality control tests to earn H&R’s approval and yours.

KW V3

KW

KW Variant 3: Race technology for the road, with adjustable compression and rebound dampening. State of the art motorsport technology enables better performance on the streets. The independently adjustable compression and rebound dampening allows for cutom driving setups. The exclusive KW patented system has dual level valves that allow for adjustment of the rebound dampening for your road comfort and the compression dampening that controls the driving dynamics.

KW Cancellation Kits: Cancellation kits eliminate persistent trouble codes that exist when upgrading a suspension on a vehicle with electronically regulated dampers. KW is the only manufacturer that offers the solutions whereby the serial damper regulation is shut down and at the same time trouble code avoided. The functioning of the of the control unit remains completely intact.

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Ohlins

The Öhlins Road & Track suspension gives our customers a true racing experience, with their own cars, without losing comfort when commuting to work. Our unique Dual Flow Valve (DFV) technology allows you to quickly change the stiffness of the shock absorber. When arriving to the racetrack, just turn the golden knob clockwise on the damper to set it in race mode this action changes all four areas in the damper; low and high speed compression and rebound damping.

With Öhlins Road & Track Coilovers you will experience a car with blistering response times, improved bump absorption and a massive amount of grip to increase the safety when driving your car on the limit. The car will be easier to balance on the edge of what the tires can handle before losing grip. You will be much quicker on track. The DFV suspension prevents you from losing the racing line when hitting bumps or curbs. The DFV components within react quickly and keeps you in control of the car and in contact with the track. When driving to and from the track, just set the dampers in road mode for a more relaxed and comfortable drive, still with more grip and quicker response time than ever before.

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How the Porsche 911 GT2 RS Set the Lap Record at the Nurburgring

How the Porsche 911 GT2 RS Set the Lap Record at the Nurburgring

On September 27, 2017 the previous lap record at the Nurburgring of a 6:52.01 set by the Lamborghini Huracan Performante was crushed by the Porsche 911 GT2 RS.

The new lap record: 6:47.30

A lot of Porsche enthusiasts were hesitant to believe the time at first, especially considering that they destroyed the record holding Porsche 918 Spyder lap time by five seconds. Even crazier, Lars Kern and Nick Tandy, Porsche factory drivers, set another five laps below 6:50.00. Just incase you still don’t believe it, Porsche has released the full on-board video of the record smashing lap.

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“When we saw the Porsche 911 GT2 RS’s incredible 6:47.25 Nürburgring lap time yesterday, we couldn’t help but wonder what made the car so fast. Sure, the GT2 RS has 700 horsepower, but on paper, it seems quite low-tech compared to the two previous Nürburgring lap record holders, the Lamborghini Huracan Performante and Porsche’s own 918 Spyder.

After all, the GT2 RS doesn’t have any fancy active aerodynamics like the Lamborghini, nor does it have any sort of hybrid drivetrain assistance like the 918. For answers, we spoke with Andreas Preuninger, the head of Porsche’s GT car division, over email.

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One big factor in the GT2 RS’s performance is its tires. Like the 918 Spyder, it uses Michelin’s excellent Pilot Sport Cup 2, but that tire has evolved quite a bit in the four years since the 918 set its Nürburgring record.

The tire used on the 918 was the “N0” spec Pilot Sport Cup 2, and Porsche worked with Michelin to develop two further variants—the N1 for the 991.1 GT3 RS, and the N2 for the GT2 RS. Each tire gets its own compound and construction to “to extract the maximum performance out of the car,” according to Preuninger.

Essentially, the GT2 RS generates more mechanical grip than the 918 Spyder and 991.1 GT3 RS, despite the fact that all have Pilot Spot Cup 2s of the exact same size. That makes a huge difference on track.

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While the GT2 RS doesn’t use any active aero, it still generates a lot of downforce, helping it maintain high cornering speeds at the ‘Ring. At the front, there’s a big lip spoiler and an air extraction vent on the trunk lid, and at the rear, there’s a big, manually adjustable wing. With the wing in its normal setting, the GT2 RS generates 750 lbs (340 kg) of downforce at its 211-mph top speed, and when it’s set to its maximum angle of attack, that figure increases to 992 lbs (450 kg).

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The GT2 RS’s rear wing was set to maximum attack for the record run, which surely helped the car in the Nurburgring’s many high-speed corners. But despite running a high-downforce setup—and therefore increasing drag—the GT2 RS still managed to hit around 193 mph on the Nurburgring’s final straight. In contrast, the Huracan Performante hit 188 mph in the same spot.”

– Chris Perkins of Road & Track

 

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