PORSCHE Lovers

[Gast]

Denk ik ook ja. Ze gaan wel hun best mogen doen om die 30kg ergens te recupereren dan

stof ipv leder

[Gast]

stof ipv leder

Das enkel in Tuur de zijne

[GTA freak]

http://suchen.mobile.de/fahrzeuge/details.html?lang=en&id=125301111&pageNumber=1&tabNumber=2

deze nieuwe turbo mist toch een voorbumper vd turbo?

[Gast]

Voorbumper is correct maar de lip hangt er niet meer aan zo te zien.

[GTA freak]

welja, dat bedoel ik. wel een triestig zicht zo...

[Gast]

Die is gewoon nog niet gemonteerd. Zo komen alle Porsches(of toch degene die een lip hebben) toe bij de dealer. De dealer monteert die dan, om het transport te vergemakkelijken.

[Gast]

iemand die italiaans kan? Want ik zie niet echt in waarom deze 993 zo goedkoop aangeboden wordt...

http://www.autoscout24.ch/AS24Web/De...4&page=1&row=2

ook hier bleek het adagium "If it's too good to be true, it probably isn't true" correct. Antwoord van de 'verkoper':




Sehr Geehrt kunde,

Ich habe erhalten Ihre E-Mail in Bezug auf PORSCHE 911 Carrera ich habe
zu verkaufen.Ich bin ein Geschäftsmann aus Nord-Irland und dieses Auto war
im Besitz von meinem Bruder, dass war Ingenieur in Schweiz , aber leider
starb er 2 Monaten Aufgrund eines Motorrad-Unfall und jetzt das Auto ist in
meinem Eigentum.
Die Auto ist wie neu,in ausgezeichneter Bedingung, nie gebrochen, kein
Kratzen darauf und ist momentan in Schweiz registriert. Das Lenkrad ist auf
der linken Seite und das Auto hat gültige Zahl Platten und Pickerl aus
Schweiz .Es kommt mit die ganzen Papiere nötig für Registrierung, es hat
einen klaren Titel und es zu jeder Zeit können registriert werden in Ihren
Namen ohne ein Problem.
Ich kann nicht kommen mit dem Auto in Schweiz , denn wie ich Ihnen
sagte ich bin eine Geschäftsmann und der einzige Weg,auf einen
Geschäftsabschluss ist Trog www.eds-courier.co.cc
Ich zahlen alle Kosten für die Lieferung von Großbritannien nach Ihren
Standort und Sie haben 5 Tage für die Inspektion, bevor Sie sich
entscheiden ob Sie kaufen das Auto oder nicht.
Wenn Sie daran interessiert sind können wir reden über den Preis CHF
22'000 (letzter Preis) , denn es ist verhandelbar, wenn Sie sind offen für
eine schnelle Affäre.
Wenn Sie das Auto reply me back Ihren vollständigen Namen und Anschrift zu
kaufen, der Kaufvertrag auf Ihren Namen zu machen und auch für alle
Versandpapiere machen.Ich bezahle den Versand aller Steuern.
Ich warte Ihre E-Mail, wenn Sie Interesse am Kauf des Auto zu erklären
Sie die Schritte dass wir folgen müssen zur Schließung der Affäre.

Vielen Dank!

[Gast]

excuses als het hier al gepost is: http://www.porsche.com/germany/about...&id=2010-05-07

[Gast]

Ik had gisteren een klant die met een Cayenne V8 (340pk) reed. 't Ding lag best wel laag en reed op 22" rond (chroom), maf zicht...

Ma bon, hij beweerde dat hij een Gemballe tuningkit had. Andere nokkenassen en nog wat gefiddel...zou op 420pk zitten nu, puur atmo. Kan dat?

[Gast]

100 pk / liter = niet onmogelijk hé

Zou me wel verwonderen. Zo'n tuning kost bakken geld, voor een "relatief" kleine winst (vergeleken met hoe makkelijk je honderden paarden extra voor je kar spant bij een geblazen motor).

[Gast]

excuses als het hier al gepost is: http://www.porsche.com/germany/about...&id=2010-05-07

ik vind 940 euro echt wel schappelijk voor zo'n zalige mod.

[quadrifoglio]

[Gast]

2 laatste fotos, simpel in zijn genialiteit.

[Gast]

Bedoel je niet "geniaal in zijn eenvoud"?

[David67]

[QUOTE=BWS;4019415]ik vind 940 euro echt wel schappelijk voor zo'n zalige mod.

Had idd gedacht dat die aanpassing véél meer zou gaan kosten bij Porsche. Wsl zullen ze veel stuurkes mogen vervangen vanaf augustus.

[Gast]

2 laatste fotos, simpel in zijn genialiteit.

Bedoel je niet "geniaal in zijn eenvoud"?

Potatoes potatoes. Ik ben geniaal in simpliciteit.

[BelgianTriple]

Potatoes potatoes. Ik ben geniaal in simpliciteit.

[Gast]

[QUOTE=David67;4019769]

ik vind 940 euro echt wel schappelijk voor zo'n zalige mod.

Had idd gedacht dat die aanpassing véél meer zou gaan kosten bij Porsche. Wsl zullen ze veel stuurkes mogen vervangen vanaf augustus.

940 Euro + nog eens 400€ aan werkuren wschl

[Gast]

[QUOTE=ir_fuel;4019847]

940 Euro + nog eens 400€ aan werkuren wschl

Lol, ok je hebt een punt

[Porker]

Nog maar 'ns praise voor de GT3 RS:

BACKGROUND

What we have here is the coming together of three iconic Porsche badges. The first two are obvious. RS, or Renn Sport, needs no introduction, having adorned great 911s since 1973. And although it is much younger, the GT3 tag, which first appeared in 1999 on the 996, has now become a permanent fixture in 911 folklore.

But to appreciate the third component, you need to get into the detail of this latest iteration of the GT3 RS, specifically the engine capacity. Because, as part of the mid-lifecycle upgrades that mark this as the second-generation 997 GT3, Porsche has increased the bore of the motorsport-derived flat six engine.

This means that, once again, we have a 911 RS model powered by a 3.8-litre engine, a combination that in the past has delivered great things – such as the 993 RS of 1995, arguably the greatest combination of road and track performance found in a 911 shell. Can the 997 GT3 RS 3.8 go one better?

DESIGN

Like all past RS models, this new GT3 RS’s main purpose is to homologate parts that Porsche uses in its racing programme. So although it builds on the specification of the base GT3 – with a dry-sumped flat six and a six-speed manual gearbox – in the detail there is much to differentiate the two models.

Some changes are obvious, such as the fact that the RS uses a Carrera 4 body (providing a 44mm wider rear track) and for the first time has a wider front track (26mm) as well, allowed by wheel arch extensions.

Another first is that the RS has fractionally more power than the GT3, a 15bhp gain taking it to 444bhp, achieved through improved induction and a higher compression ratio.

Other changes are more difficult to spot, if no less significant. For example, the RS’s rear suspension has split wishbones to enable more precise camber adjustment, the exhaust system is made of titanium and has 5mm broader tailpipes, and Porsche’s dynamic engine mounts are standard fit on the GT3 RS.

Beyond homologation requirements, the other essential ingredient in an RS Porsche is, of course, lightness. In this case, a plastic rear window, plastic engine cover, aluminium doors and a general lack of soundproofing lop 25kg off the weight of a standard GT3. Why not more? Because the wider body and wider front wheels carry more weight than the regular car’s.

Porsche is being a little cheeky with its claimed weight figure of 1370kg, because this is the weight of a GT3 RS in optimum trim, which involves ditching the air conditioning, stereo and bi-xenon headlights and paying extra for ceramic composite brakes, lightweight seats and a lithium ion battery. Battery aside, that was the spec of our test car, yet full of fuel but otherwise empty it tipped our scales at 1415kg (compared with 1443kg for the regular 997 GT3 we tested in 2007).

ON THE ROAD

When we test cars as powerful, compact and light as the 911 GT3 RS, they’ll pull typically 170mph by the end of MIRA’s mile-long test straight, in one (wind-assisted) direction if not both. The previous-generation GT3 RS did, for example.

The latest GT3 RS would have done so only if we’d been prepared to acquaint ourselves with MIRA’s Armco, but that is not down to any engine deficiency; 160mph and counting at the end of a mile is not the mark of a shabby performer. Instead, the tailing off in top-end pull is an indication that pure high-speed acceleration is not what the GT3 RS is about. The wider rear bodywork and diddy wheel arch extensions both contrive to increase the drag coefficient and frontal area.

Combine that with the unmissable carbonfibre rear spoiler and you’ll see why, despite shorter gearing and a horsepower advantage over the standard GT3, the RS tops out 1mph slower, at 193mph.

Below 100mph, however, there is little that can touch the GT3 RS. A 911’s inherent traction advantage is one reason why the RS can sear from zero to 60mph in 3.9sec, to 100mph in only 8.4sec and cover a standing quarter in 12.2sec at 120mph. The other is that its 3.8-litre engine makes 444bhp and has a fabulously broad spread of power.

To experience the flat six engine is to love it. It idles with the sort of hollow purpose you rarely hear outside a race paddock, and with the unsophisticated idler-shaft grumble that’s acceptable today only in cars with roll cages.

The engine will pull – and pull strongly and cleanly – from low revs, but there’s a step-change in its character at 3000rpm, where it takes on a sense of urgency that only increases thereafter. The tone is raw-edged rather than barrel-chested – pure, rasping and downright glorious. Too glorious for some track days; any car that puts 90dB through your ears from inside the cabin will put out a hell of a lot more from the outside.

With a single-mass rather than dual-mass flywheel, the engine is, however, wickedly responsive, while the clutch – heavier than any this side of a Land Rover Defender’s – is mated to a closely stacked six-speed manual gearbox whose change is short of throw and gives its best shifts when they’re snatched through at pace.

This drivetrain gives its best when you ask a lot of it; the more effort you put in, the more reward you get back. It’s a theme we’ll return to in a moment.

The RS’s brakes are impressive. That they stop the car well in the wet is the biggest advance over the previous-generation GT3 RS, Porsche adding consistent wet-weather competence to unfaltering dry-weather ability.

Here’s where that theme returns: the more you put into driving a GT3 RS, the more you get back. Drive it regularly in town or on a motorway and the firmness of its controls and loudness of its interior will drive you bonkers.

From that perspective, the similarly noisy but more deftly set up Ferrari 430 Scuderia is more habitable. And in ride comfort on the road the GT3 RS comes a distant second to the Scuderia, even though the RS comes with PASM variable dampers, which have two modes: Normal and Sport. Normal is meant for road driving and is firm there; Sport is firmer, for track use, and really isn’t suited to British roads.

The RS’s natural habitat, of course, is partaking in very fast road work – where it’s astonishingly planted and settled, but so fast that it can rarely be enjoyed for more than mere seconds at a time – or being used on a race track.

Even on a track, it most rewards those who are prepared to put in their fair share of effort. Sure, there’s enjoyment to be had at six or seven-tenths; the deliciousness of the steering and the linear, electric response of the engine give tangible pleasure even in mildly fast driving. Really push on, though, and the RS reveals the full depth of its capabilities.

Its controls are more communicative than those of any other road car weighing more than a tonne, with power steering that is unrivalled in its ability to telegraph the onset of understeer, which starts later in the GT3 RS than the regular GT3 because of the wider front tyres and track.

That wider track also means its cornering attitude is more easily adjusted by playing with the throttle, through to introducing the inevitable onset of oversteer if you let the mass of the engine play its part. And from that point on the GT3 RS is simply divine.

LIVING

After the somewhat extrovert exterior, the cabin seems relatively restrained. In here, it is all about substance. You’ll find nothing that isn’t a strict necessity for the job of driving the GT3 RS as quickly as possible. Gone are the fold-out cupholders and conventional door handles, and the dash top lacks the leather finish of regular Carreras. Specced for maximum lightness, there’s also a conspicuous-looking hole where you’d normally find the stereo/sat-nav.

What the RS adds to the familiar 911 cabin is a wonderfully tactile Alcantara finish to the steering wheel and gearlever, plus a whopping big roll cage. This prohibits access to the rear cabin, making the RS a strict two-seater, and also restricts the use of the space for luggage. Thankfully, you still get a usefully large boot in the nose of the car.

The bucket seats of our test car are optional, fashioned from carbonfibre for lightness and hideously expensive at £3130. That said, they are supremely supportive, and, once you’re in them, relatively comfortable.

For anyone of average height or above, the driving position is excellent. It is set low for a connection with the car yet is high enough to see out, and the relationship between the steering wheel and the pedals is near perfect. It is worth noting, though, that there is no height adjustment.

Clearly, the GT3 RS is not going to be a cheap car to buy or run, especially as Porsche asks an extra £5801 for the ceramic brakes, an option many owners will want. However, in the context of cars that will hit 100mph in 8.4sec and lap our dry circuit in no more than 70sec, it does look rather good value, Nissan GT-R aside.

The GT3 RS is not officially limited in production, but Porsche’s GT arm is quite canny about keeping runs short enough to protect residuals. Fuel economy isn’t too disastrous, either. On a restrained motorway cruise, 27.1mpg is possible, and 19.1mpg is a realistic average. This drops to single figures with hard use but, given the performance, that is to be expected.

VERDICT

One way of assessing a car is to start off assuming it is perfect and then, on better acquaintance, deduct marks for aspects that disappoint. Do that in a 911 GT3 RS and the opportunity to wipe marks off the total is damnably hard.

Its performance is outstanding. It is unimpeachable in its design, engineering and purity of purpose. It grips like little else and its handling has been so thoroughly developed that there are no foibles or nasty surprises, just the finest of 911 experiences honed until they’re exploitable, enjoyable and just about perfected.

The 911 GT3 RS is, in short, fantastic at everything it’s supposed to do, and to heck with the things it isn’t meant to do — such as ride or cosset. It does neither and is none the worse for that. The things we don’t like are so trivial and so irrelevant to what this car is about that it merits nothing less than five stars. It’s the business.

Verdict ***** (5 stars)

PERFORMANCE DATA

0-30mph: 1.6 sec
0-60mph: 3.9 sec
0-100mph: 8.4 sec
0-150mph: 20.1 sec
0-400m: 12.2 / 120 sec/mph
0-1000m: 21.8 / 155.1 sec/mph
30-50mph in 3rd/4th: 2.6 / 3.6
40-60mph in 4th/5th: 3.4 / 4.6 sec
50-70mph in 5th: 4.3 sec
Top speed: 193 mph
Noise at 70mph: 79 dbA

Bron: Autocar.co.uk