Parktown Imports

2010 GT3

2009-12-31T09:22:00.000-06:00

Announcing the new GT3 RS for 2010
Coming soon to a trackday near you is the new 2010 GT3 RS. The latest iteration of the 911 homologation special boasts more power, lighter weight, improved stability, and a dynamic new livery. Improvements to the intake components result in a free revving, 450hp motor that is paired with a shorter geared transmission
through a lightweight single-mass flywheel. In addition to the lighter flywheel, the door panels have been reworked to save weight, and titanium is used extensively in the exhaust to save approximately 13 lbs. Those customers wishing to save even more weight can opt for the lightweight halogen headlamps, a lithium ion battery, and can even delete the air conditioning and CDR. Lateral dynamics and stability are improved through increased downforce, PSM, and a wider front track covering 245/35/19 tires. Finally, the new livery is a dramatic statement of the GT3 RS's racing roots. For customers wishing a more subdued appearance, the wheels can be
painted in silver instead at no additional cost.
Engine:
The 2010 GT3 RS engine, based on the legendary GT1 engine, utilizes the technological enhancements first seen in the 2010 GT3, such as a larger displacement and enhanced VarioCam Plus that continuously adjusts both intake and exhaust camshafts. However, in GT3 RS guise, the 3.8 liter powerplant produces 450 hp @ 7900 rpm, and 317 lb-ft @ 6750 rpm for a specific output of 118 hp/liter. This increase in power is accomplished through modifications to the intake manifold and air cleaner. All told, those improvements result in a reduction of flow resistance of approximately 20%. The GT3 RS motor also boasts a higher compression ratio than that of the GT3 (12.2:1 vs. 12.0:1). To save weight (approximately 13lbs), the rear silencer and tailpipes are made of titanium. As in previous models, the motor features dry-sump lubrication, titanium connecting rods, forged pistons, a variable intake system, and a low-backpressure sport exhaust.
Transmission:
As in previous years, the only available transmission is a 6 speed manual. Compared to the 2010 GT3, the final drive ratio is shorter (3.89 vs. 3.44) as is 6th gear (0.88 vs. 0.92). This lower gearing in conjunction with the more powerful motor results in superior drive dynamics, especially in a track enviornment. For additional high speed engine response, a lighter single-mass flywheel is employed.
Exterior Styling:
The 2010 GT3 RS sports a completely new livery, yet remains unmistakeably a GT3 RS. Standard colors on the GT3 RS are Carrara White and Aqua Blue Metallic, and in addition to those a special color, Grey Black, is also available as an option. Each exterior color is paired with one of two contrast colors, Guards Red or White Gold Metallic. Components finished in the contrasting color are the wheels, exterior mirrors, front air intake surround, rear wing sideplates, GT3 RS badge on deck lid, and the start/finish flag and GT3 RS logos on front right and rear left fenders. At the front, the lighting strategy of the GT3 is carried over, while the front spoiler is larger and more pronounced for increased downforce. At the side one immediately notices the front fender flares that cover wider tires and allow for a wider track. In addition, the black side skirt previously seen on the GT2 manages airflow around the wide rear fenders. At the rear, the new carbon fiber wing with forged aluminum
wing supports.
Interior:
The lightweight, pared down feel of the GT3 RS continues on the inside of the car. The door panels are simplified, with a red pull strap instead of the usual door opener, and the storage box has been removed. In place of the standard dash panel trim strip, carbon fiber with an RS 3.8 logo is used. Also standard are carbon fiber door entry guards with the RS 3.8 logo. For customers looking for an even more single purpose track car, A/C can be deleted, as can the CDR. Conversely, cupholders are a no cost option on the GT3 RS. Note, as in years past, the roll bar is not offered in the US market.
Chassis:
The chassis of the GT3 RS is largely the same as that of the GT3. Notable differences include standard Dynamic Engine Mounts, wider front/rear track, and split wishbones in the rear. As in the 2008 GT3 RS, the rear track is 44 mm wider than that of the GT3. This allows use of wider tires (325), and provides greater overall grip and stability. New for 2010 is a wider front track and wider front wheels and tires. Again, this results in greater stability and grip. Like in the GT3, the Front Lift
System is optional. The new, lighter weight braking system is carried over from the GT3, and PCCBs are an option. Finally, Porsche Stability Management is now fitted as standard. This system parallels that of the GT2 in operation, which means that it increases active safety, but not at the expense of extremely sporty driving. Audio and Communications CDR 30 is fitted as standard, PCM 3.0 is optional, along with Navigation, XM Satellite Radio, Bluetooth, and iPod connectivity.
Pricing and Availability:
The GT3 will be available from early spring 2010, with a base price of $132,800.

TTS 2009

2009-11-23T11:41:00.001-06:00

Ask and You Shall Receive

For 2009, Audi has granted our wish and is now offering a Quattro four-cylinder TT for $38,125, or $2100 more than the front-drive version. With the exception of the 265-hp TTS, the all-wheel-drive TT 2.0T is the quickest variant we’ve tested thus far. Acceleration to 60 mph took 5.7 seconds, and the quarter-mile was dispatched in 14.4 seconds at 96 mph. We were a bit surprised by this TT’s quickness, as the Quattro is 250 pounds heavier than the front-driver and has the same horsepower and gearing. We’d guess that the weight gain is offset by the S tronic’s launch-control system that elevates engine revs and then dumps the clutch automatically. In the front-driver, the result of a hard launch is a moment of wheelspin before the tires hook up; with all-wheel drive, the TT simply bolts forward without drama. Other than the tidier launches and lack of front wheelspin, the TT 2.0T Quattro is virtually identical to the front-driver. Even with the extra weight and friction of the Quattro system, the TT’s deft sports-car reflexes remain intact, as do its impressively strong brakes and tenacious skidpad grip. We got respectable fuel economy of 23 mpg. With 60 percent of its weight over the front wheels, the TT still has the predictable handling balance of a front-driver, but the all-wheel drive helps it power out of corners without having to constantly hunt for traction.

Panamera

2009-10-09T10:12:00.000-05:00

Post Driving presented by Driving.ca
Panamera devours Road America

Derek McNaughton, National Post Published: Friday, October 09, 2009

Read more: http://www.nationalpost.com/cars/story.html?id=2083865#ixzz0TS5S88Lh
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Everyone knows Porsche makes some of the best sports cars on the planet. But luxurious sedans? That's the domain of Mercedes-Benz and the S-Class or Audi and its deliciously lavish A8, right?

Last week, Mercedes and Audi may have been enjoying life on the pole of opulence. But that was before the 2010 Porsche Panamera made its first foray on to real roads, before the company's first-ever four-door sedan was driven so hard and fast the brakes were left smoking after several hot laps at one of the fastest race courses in the United States --Road America.

It was here, at the hands of such legendary Porsche drivers as Hurley Haywood, Patrick Long, Bob Faieta and Kees Nierop, that the Panamera not only revealed it could run with the stallion bloodlines of a genuine sports car but that it has such an exquisite build it makes both driver and car feel special, as though all of life's sacrifices and hard work could somehow be summed up in a single automobile.

Yes, that sounds like awe-struck hyperbole. But that's pretty much the way the Panamera makes you feel once you're in command of the car. The interior is breathtaking, the ride sublime. If Porsche brass was worried the Panamera wasn't luxuriant enough, they can stop biting their fingernails.

At first glance, the Panamera's proportions reveal a common truth: Photographs lie. In every picture I saw before witnessing this car with my own eyes, there seemed to be an awkwardness to the design. Not all of that is entirely dispelled when the Panamera first appears before you in the flesh, mind you, but the car nevertheless comes across as so graceful, so genuinely Porsche that none of it matters, like the way Julia Roberts is no less beautiful for having big teeth.

In a sense, if a Porsche 911 were a handgun, the Panamera is a rifle. Yet, interestingly, the car has a shorter wheelbase than its major competitors, and it's lower and wider, too. Mercedes, Audi and BMW certainly know how to build big, luxurious sedans, but few of their big saloons will handle like the Panamera, save perhaps an AMG version of the S-Class.

At Road America, each of the Panamera's three models easily devoured the 6.4-kilometre course: the $115,100 Panamera S with 400 horsepower, the $120,300 all-wheel-drive Panamera 4S and the mighty $155,000 Turbo with 500 hp. All Panameras come with Porsche's brilliant PDK double-clutch, seven-speed transmission.

While the Turbo is monstrously fast -- able to hit 100 kilometres an hour in 4.2 seconds -- it is not staggeringly quicker than the Panamera S, which at the race track chewed up corners and long straights with a ferociousness not unlike a base 911 sport coupe, despite weighing 1,800 kilograms. That's only 400 kg more than a base 911. On the highway, the Panamera rides gently enough to make a cross-continent tour feel short.

Braking felt sure and strong in the morning blasts around the track, but as the afternoon approached and the cars had run nonstop laps, some cars with more than two occupants inside had brakes that felt as though they needed a rest. That much was not surprising considering some of us consistently hit speeds of 225 kilometres an hour approaching many of the track's 90-degree lefts and rights, a situation in which about 99% of Panamera owners will never find themselves.

Read more: http://www.nationalpost.com/cars/story.html?id=2083865#ixzz0TS4bnfTE
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Cayman Recognized as Top Sports Car

2009-08-31T15:24:00.002-05:00

ATLANTA – August 31, 2009 – Motor Trend Magazine has chosen the Porsche Cayman S as the “Best Driver's Car” for 2009. Additionally, the Cayman was also picked by British car journal Auto Express as “Best Sports Car” in their New Car Awards 2009. In both cases Porsche’s mid-engined coupe won over experts with its driving dynamics, precision, feedback and response.

Featuring PDK (Porsche Doppelkupplung), Porsche’s Double-Clutch Gearbox, the Cayman S impressed Motor Trend on both regular roads and the race track, making its way to the top against nine other thoroughbred sports cars. The test team included select members of the Motor Trend staff as well as two professional race drivers – Randy Pobst and Massimiliano “Max” Angelelli.

With its circulation of 1.1 million copies and 7.6 million readers, Motor Trend, an internationally renowned magazine, is acknowledged as one of the leading car magazines in the USA.

Auto Express, the British car journal, was equally clear in emphasizing that the Cayman leads the sports car scene with unrelenting efficiency. The title of “Best Sports Car” was won with the ultimate blend of traction, balance, and agility. Apart from the characteristic sound of the boxer engines, the testers also lauded the practical qualities of the Cayman with its two luggage compartments and large tailgate.

Auto Express is the best-selling car journal in Great Britain.

Along with the Porsche Boxster, the newest generation of the Cayman has been available since February of this year. Its newly-developed six-cylinder boxer engine provides exceptional fuel economy and performance – 320 horsepower delivered by the 3.4-liter power unit in the Cayman S and 265 hp from the 2.9-liter engine in the Cayman. Both models are EPA rated at 29 mpg highway and both fulfill the strict EU5 emission standard in Europe and the ULEV standard in the USA.

Distinguishing itself from the other competitors in the “Best Driver's Car” competition, the Cayman S also remains below the fuel consumption limit for Gas Guzzler Tax.

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Audi - Best Employer

2009-08-22T13:59:00.000-05:00

INGOLSTADT, Germany, Aug 21, 2009 - Audi remains the most beloved employer among engineering students at German universities. These findings were released today by the Trendence* consulting company. The Ingolstadt-based automotive company repeated its 2008 triumph in the eyes of budding engineers. In addition, the brand with the four rings boosted its popularity among economics students, moving up from third to second place.

Over 23,000 soon-to-be graduates took part in the Trendence survey by voting on employers’ appeal. Audi once again harvested outstanding rankings: Germany’s engineering students have again declared the automotive manufacturer the most attractive employer. AUDI AG is also becoming an increasingly popular employer among economics students. The company improved on last year’s third-place finish by capturing second place. Audi is thus the number one automotive manufacturer among both up-and-coming engineers and budding economists.

“These rankings prove that we are proceeding down the perfect path to becoming the automotive industry’s most attractive employer by 2015,” emphasizes Dr. Werner Widuckel, Member of the Board of Management for Human Resources at AUDI AG. “In particular our portfolio of new models which we'll expand to 42 models in the next six years makes Audi the most appealing employer for up-and-coming engineers.” With its Vorsprung durch Technik (progress through technology), Audi places special emphasis on engineering careers. According to Dr. Widuckel, it is therefore all the better that Audi is increasing its appeal among soon-to-be economists also. “In addition to emotional products and innovative technologies, recent graduates particularly prize Audi’s esteemed and collegial corporate culture, the company’s successful track record over the years, and correspondingly the secure jobs and solid opportunities for career development offered by Audi,” adds Dr. Widuckel.

Contrary to the prevailing industry trend, Audi will hire 300 experts this year with a special emphasis on electric powertrains. Audi is similarly offering 100 additional slots for new apprentices during its 100th anniversary. They will also focus on fields of innovation such as lightweight design and electric powertrains.

Audi demonstrates its commitment to young minds by aiding secondary-school and university students via a broad spectrum of programs. “We deeply value establishing contact early on at job fairs, during internships, or in the context of a thesis or dissertation. Such opportunities allow potential applicants to gain good insights into our company, and we can get to know them very well,” says Michael Groß, Head of Personnel Marketing at AUDI AG. “Audi offers not only attractive jobs, but also exciting opportunities for career advancement.”

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The Most Dynamic 911 to Date: 2010 911 GT3 RS

2009-08-22T13:43:00.006-05:00

ATLANTA - August 19, 2009 - Delivering even more engine power, lower weight and shorter transmission ratios, as well as upgraded body and suspension components than all previous GT3s, the new Porsche 911 GT3 RS sets the foundation for homologating the race version of the 911 GT3 and will be introduced at the Frankfurt Motor Show September 17-27, 2009.

The heart of the new, uncompromising GT3 RS is the power unit. Like the engine featured in the 911 GT3, the naturally-aspirated RS power unit now displaces 3.8 liters and delivers even more power, while revving up even faster to its 8500 rpm redline. It now delivers 450 horsepower, 15 more horsepower than its 911 GT3 counterpart. Even with a specific output of more than 118 hp per liter from the six-cylinder boxer engine, the power unit in the new GT3 RS remains fully suitable for everyday use.

The new 911 GT3 RS comes exclusively with a six-speed manual gearbox optimized for short gearshift travel, low weight and high efficiency. To enhance the level of performance throughout the entire range of engine and road speed, the transmission comes with shorter ratios than found in the 911 GT3, deliberately conceding an even higher potential top track speed.

Dynamic engine mounts are standard and serve to improve the car's handling to an even higher level. Depending on driving conditions, the mounts change in their stiffness and damping effect, improving the connection between the engine and the body when driving under very lively conditions, yet allow for more comfortable conditions during everyday street use.

Porsche is also introducing another new option in 2010 for the GT3 RS, a lithium-ion battery. Delivered with the car and, when replacing the conventional lead-acid battery, it reduces the weight by more than 10 kg or 22 lb and is mainly intended for the track.

To further improve its sporting behavior, the new 911 GT3 RS comes with a purpose-built and specially set up PASM suspension, a wider front and rear track and corresponding bodywork.

The front axle comes with nine-inch-wide wheels running on 245/35 ZR 19 sports tires while the rear axle features twelve-inch-wide wheels incorporating 325/30 ZR 19 sports tires.

The new 911 GT3 RS shows its close connection to motorsport through its dynamic looks, in particular by its low ride height, the new, extra large carbon-fiber rear wing and titanium exhaust system.

The 2010 911 GT3 RS goes on sale in the U.S. in early spring of 2010 and will be priced at $132,800.

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2010 Porsche 911 Turbo

2009-08-12T10:48:00.010-05:00

ATLANTA - August 7, 2009 - Porsche has traditionally put great emphasis on the efficiency of its cars, but the new flagship 911 will give a whole new meaning to its high performance label: while its acceleration, braking and handling capabilities make it a true super sports car, it will go about its business with a thriftiness that is equally remarkable and by no means the norm in its class.

Combining technological innovations with clear-cut refinement for an even greater dynamic driving experience, Porsche AG will present its new flagship, the new 2010 Porsche 911 Turbo at the Frankfurt Motor Show September 17-27, 2009 in both Coupe and Cabriolet form.

The new Turbo features the first entirely new engine in its storied 35-year-history. The new flat-six boxer engine now displaces 3.8 liters and delivers 500 bhp, an increase of .2 liters and 20 bhp from the previous model. Direct Fuel Injection (DFI), a new expansion intake manifold first seen on the GT2 and Porsche's exclusive turbocharger system with variable turbine geometry (VTG) lead the innovations. Maximum torque is up by 15, to 516 lb. ft. when equipped with the optional Sport Chrono Package Turbo.

The Sport Chrono Package Turbo allows the 2010 911 Turbo to accelerate from 0-60 mph in 3.2 seconds when combined with the new, highly acclaimed Porsche-Doppelkupplung, or PDK seven-speed transmission. Also included in the Sport Chrono Package Turbo is Porsche's innovative dynamic engine mounts. Introduced earlier this year on the 2010 GT3, the new mounts utilize magnetic fluid that automatically adjusts for comfort or sport, depending on the driving conditions. Top track speed is 194 mph for both the Coupe and the Cabriolet models.

This combination of technology and evolution ensures an unprecedented standard of efficiency and performance.

The new 911 Turbo reduces CO2 emissions by almost 18 per cent compared to its predecessor while using significantly less fuel. Official EPA fuel economy figures are not yet available.

A new, optional three-spoke steering wheel with gearshift paddles as an alternative to the standard steering wheel with its proven shift buttons is also available for PDK equipped Turbos. Mounted directly on the steering wheel, the right paddle is for shifting up, the left paddle for shifting down.

Porsche Torque Vectoring (PTV) can now enhance the standard Porsche Traction Management (PTM) all-wheel drive and Porsche Stability Management (PSM). This new optional system includes a mechanical limited slip differential and actively distributes power between the rear wheels, making the car even more agile and precise in corners for an even higher level of driving pleasure.

The 2010 Turbo Coupe and Turbo Cabriolet go on sale January 2010. U.S. pricing will start at $132,800 and $143,800 respectively.

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