Porsche 964 Speedster, 1993

Porsche 964 Speedster, 1993

The Porsche 964 Speedster, a low-roof convertible version of the 964, returned in October 1992. Based on the Carrera 2, the Speedster was available either in standard or in lightweight version, Clubsport trim. Unlike its predecessor, the 911 Speedster, the Porsche 964 Speedster was initially not available with the "Turbo-Look" wider rear arches. As a result, the sales of the 964 edition were disappointing: only 925 units were built in two years, vs 2065 for the previous generation. In late 1993 (Model Year 1994), 20 (14 in right hand drive) very exclusive "Turbo-Look" units were made as special orders and carried special 5 digit option codes in their production records. These "Turbo-Look" Speedsters were some of the last 964's produced by the Porsche factory.

Porsche 911 Turbo, 1993

Porsche 911 Turbo, 1993

Porsche introduced the 964 Turbo model in March 1990 as the successor to the Porsche 930. Unfortunately, they hadn't had the necessary time to develop a turbocharged version of the 3.6 litre M64 engine, and choose to re-use the 3.3 litre engine from the 930, with several minor revisions that made the engine smoother, less prone to turbo lag and more powerful, with a total output of 320 PS (240 kW; 320 hp) @ 5750 rpm. A total of 3,660 of the 964 Turbos were built.

In 1992, the 3.3 litre Turbo S was introduced. With a power of 381 PS (280 kW; 376 hp) and with a lightweight interior and limited "creature comforts" the Turbo S was one of the fastest cars on the road. With lowered suspension, a front strut brace and manual steering, the Turbo S was all about performance. About 80 cars were produced during the only year of production.

Porsche released the 964 Turbo 3.6 in January, 1993, now featuring a turbocharged version of the 3.6 litre M64 engine and producing 360 PS (260 kW; 360 hp) @ 5500 rpm, the 3.6 litre powered Turbo was produced only for model year 1993/1994, with fewer than 1,500 of them produced in total, making it one of the rarest and most sought after Porsches produced since the 959.

At the end of 964 production in 1994 the Porsche factory had some 90 Turbo chassis left. These were all transferred to Porsche Exclusiv and built as the very special Turbo 3.6S. The Turbo 3.6S was available either with the traditional 964 Turbo 3.6 body, or with the exclusive Flatnose (German: Flachbau) aka Slantnose option.

Option X83 (Japan), X84 (ROW) and X85 (USA), the Turbo S Flatnose, was available in the US as a $60,179 USD option on top of the base price $99,000 USD Turbo 3.6. The "Flatnose" option was available when ordering the no charge '36S' option '1994 Turbo "S" Model'. In addition to the Flatnose fenders, it also included the 'X88' option or the 'Turbo S' motor, the 'X92' Exclusive front spoiler, 'X93' Exclusive rear spoiler and 'X99' Exclusive rear fender vents. The flatnose option was designed around the model 968 front end for the ROW and USA versions and the 930 style Turbo S front end for Japan (right down to the sill covers on the fenders). 39 Models were made for US markets, 27 for the Rest of the world, and 10 for Japan all in Polar Silver.

Technical Specifications
    * turbo 3.3
          o Bore and stroke: 97 mm x 74.4 mm (3.82 in x 2.93 in)
          o Displacement 3,299 cc
          o Compression ratio 7.0:1
          o Net Horsepower 320 PS (240 kW; 320 hp) @ 5750 rpm
          o Net Torque 450 N·m (332 lb·ft) @ 4500 rpm
    * turbo S
          o Bore and stroke: 97 mm x 74.4 mm (3.82 in x 2.93 in)
          o Displacement 3,299 cc
          o Compression Ratio 7.0:1
          o Net Horsepower 355 PS (261 kW; 350 hp) @ 5750 rpm / 381 PS (280 kW; 376 hp) @ 6000 rpm
          o Net Torque 471 N·m (347 lb·ft) @5000 rpm / 490 N·m (361 lb·ft) @ 4800 rpm
    * turbo 3.6
          o Bore and stroke: 100 mm x 76.4 mm (3.94 in x 3.01 in)
          o Displacement 3,600 cc
          o Compression Ratio 7.5:1
          o Net Horsepower 360 PS (260 kW; 360 hp) @ 5500 rpm
          o Net Torque 520 N·m (384 lb·ft) @ 4200 rpm
    * turbo 3.6S
          o Bore and stroke: 100 mm x 76.4 mm (3.94 in x 3.01 in)
          o Displacement 3,600 cc
          o Compression Ratio 7.5:1
          o Net Horsepower 385 PS (283 kW; 380 hp) @ 5750 rpm
          o Net Torque 520 N·m (384 lb·ft) @ 5000 rpm

Porsche 911 Carrera 2 Cabrio, 1993

Porsche 911 Carrera 2 Cabrio, 1993

The 964 was considered over 85% new as compared over its predecessor, the Carrera 3.2. The first 964s available in 1989 were all wheel drive equipped "Carrera 4" models; Porsche added the rear wheel drive Carrera 2 variant to the range in 1990. Both variants were available as a coupe, Targa or Cabriolet. The 964 Carrera was the last generation sold with the traditional removable Targa roof. Later evolutions of the Targa, starting with the 993 generation, replaced that setup with a complex glass-roof "greenhouse" system. A new naturally-aspirated engine called the M64 was used for 964 models, with a flat-6 displacement of 3.6 litres. Porsche largely revised the suspension replacing the rear torsion bars with coil springs and shock absorbers. Power steering and ABS brakes arrive to the 911 for the first time and they were both made standard. The exterior bumpers and fog lamps became flush into the car, allowing for better aerodynamics. A new electric rear spoiler raised at speeds above 50 mph (80 km/h) and lowered down flush with the rear engine lid at lower speeds or when stopped. A revised interior featured standard dual airbags beginning in 1990 for all North American production cars. A new automatic climate control system provided superior heating and cooling. Revised instrumentation housed a large set of warning lights that were tied into the car's central warning system which alerted the driver to a possible problem or malfunction.

Engine
    * Engine design: Air/oil cooled, horizontally-opposed, dry-sump lubrication, rear-mounted
    * Engine displacement: 3600 cc (220 cu in)
    * Cylinders: Six, light alloy head
    * Bore and stroke: 3.94 x 3.01
    * Compression ratio: 11.3 : 1
    * Fuel/ignition: Electronic fuel injection, DME controller, with twin-spark with knock regulation
    * Crankshaft: Forged, 8 main bearings, enclosed in light alloy case
    * Valve Train: Overhead cam, one per bank, double chain drive
    * Power: 184 kW/247 hp (SAE net)/250 PS (DIN) @ 6100 rpm
    * Torque: 310 N·m/228 ft·lbf @ 4800 rpm
    * Engine speed limitation: 6700 ±20 rpm

Performance
    * Top speed
          o manual: 163 mph (261 km/h)
          o Tiptronic: 159 mph (256 km/h)
    * 0-60 mph
          o manual: 5.5 s
          o Tiptronic: 6.2 s
    * 1/4 mile
          o Carrera 2: 13.6 s
          o Tiptronic: 14.0 s
          o Carrera 4: 14.1 s
    * Coefficient of drag: 0.32

Porsche 930 Turbo, 1980

Porsche 930 Turbo, 1980

The Porsche 930 (usually pronounced nine-thirty) was a sports car built by Porsche, 930 actually being the "type number" for the pre-964 generation Porsche 911 Turbo produced between 1975 and 1989. It was Porsche's top-of-the-range model for its entire production duration and at the time of its introduction the fastest production car available in Germany.

Model history
Porsche began experimenting with turbocharging technology on their race cars during the late 1950s, and in 1972 began development on a turbocharged version of the 911. Porsche originally needed to produce the car in order to comply with homologation regulations and had intended on marketing it as a street legal race vehicle like the 1973 Carrera 2.7 RS. When the homologation rules changed, Porsche continued to develop the car anyway, deciding to make it a fully-equipped variant of the 911 that would top the model range and give Porsche a more direct competitor to vehicles from Ferrari and Lamborghini, which were more expensive and more exclusive than the standard 911. Although Porsche no longer needed the car to meet homologation requirements, it proved a viable platform for racing vehicles, and became the basis for the 934 and 935 race cars. Ferdinand "Ferry" Porsche, who was running the company at the time, handed development of the vehicle over to Ernst Fuhrmann, who adapted the turbo-technology originally developed for the 917/30 CAN-AM car to the 3.0 litre flat-six from the Carrera RS 3.0, creating what Porsche internally dubbed as 930. Total output from the engine was 260 PS (191 kW; 256 hp), much more than the standard Carrera. In order to ensure that the platform could make the most of the higher power output, a revised suspension, larger brakes and stronger gearbox became part of the package, although some consumers were unhappy with Porsche's use of a 4-speed whilst a 5-speed manual was available in the "lesser" Carrera. A "Whale-Tail" rear spoiler was installed to help vent more air to the engine and help create more downforce at the rear of the vehicle, and wider rear wheels with upgraded tires combined with flared wheelarches were added to increase the 911's width and grip, making it more stable.

Porsche badged the vehicle simply as "Turbo" (although early U.S. units were badged as "Turbo Carrera") and debuted it at the Paris Auto Show in October 1974 before putting it on sale in the spring of 1975; export to the United States began in 1976.

The Porsche 930 proved very fast but also very demanding. The 911 was prone to oversteer because of its rear engine layout and short wheelbase; combining those traits with the power of the turbocharged motor, which exhibited significant turbo-lag, meant driving the car required more skill to drive at the edge of its (higher) level of performance. Even though the rear engine layout provided superior traction, sudden bursts of power to the rear wheels in mid-corner could break the tires loose, causing the car to literally spin out of control. This effect was amplified if an unexperienced driver would instinctively lift the throttle in reaction. The vehicle needed to be kept at high revs during spirited driving to minimise the turbo lag. Skilled drivers quickly learned how to drive the Porsche 930 properly, and with that knowledge came the ability to drive the car above and beyond the levels of most other sports cars. Nevertheless, some fatal accidents resulted in product liability law suits brought against Porsche in the US, where Ralph Nader had made his name criticizing the rear engine-rear wheel drive layout of the Chevrolet Corvair.

Porsche made its first and most significant upgrades to the Porsche 930 for 1978, enlarging the engine to 3.3 litres and adding an air-to-air intercooler. By cooling the pressurized air charge, the intercooler helped increase power output to 300 hp (DIN); the rear 'whale tail' spoiler was re-profiled and raised slightly to make room for the intercooler. Porsche also upgraded the brakes to units similar to those used on the 917 racecar.

Changing emissions regulations in Japan and the U.S. forced Porsche to withdraw the 930 from those markets in 1980. Believing the 928 would eventually replace the 911, Fuhrmann cut-back spending on the model, and it was not until Fuhrmann's resignation the company finally committed the financing to re-regulate the car.

Porsche offered a "Flachbau" ("slantnose") Porsche 930 under the "Sonderwunschprogramm" (special order) program beginning in 1981, an otherwise normal 930 with a 935-style slantnose instead of the normal 911 front end. Each Flachbau unit was handcrafted by remodeling the front fenders. So few were built that the slantnose units often commanded a high premium over sticker, adding to the fact that they required a premium of up to 60 per cent (highly indivdualized cars even more) over the standard price. Several sources claim the factory built 948 units. The Flachbau units delivered in Europe usually featured the 330 hp (246 kW) performance kit.

Porsche discontinued the 930 after model year 1989 when its underlying "G-Series" platform was being replaced by the 964. '89 models were the only versions of the Porsche 930 to feature a 5-speed transmission. A turbo version of the 964 officially succeeded the Porsche 930 in 1991 with a modified version of the same 3.3 litre flat-6 engine and a 5-speed transmission.

Porsche 918 RSR Detroit 2011: Single-driver for racers

The Porsche is ready to start racing with the latest version. Porsche 918 RSR ready in Detroit 2011th The 918 RSR on a single driver to leave for the race.? Packaging of the same drive as the title of best 911 GT3 R hybrid race car, says Porsche, the 918 RSR is a whopping 767 hp combined to bring the party if it shows in the paddock. A total of 563 of these ponies are from a 6.2-liter V8, which made for an atmospheric 10 300 rpm speed range. Porsche has partnered his brutal eight pot with two electric motors of 75 kW juice positioned on each front wheel. So let's examine this picture

The 918 RSR stores braking energy in a flywheel deployed, where would the passenger seat traditionally quiet, and the tech allows the driver exert extra bump in power for passing and acceleration. The pilot can lift in grunt for up to eight seconds command. As the 918 design, the bones of the 918 RSR are made of carbon-reinforced plastic, and the body was written to pay respect for the likes of the 917 short tail.

TechArt Porsche 911 Turbo GTstreet R, 2008

TechArt Porsche 911 Turbo GTstreet R, 2008

TechArt Porsche 911 Turbo GTstreet R, 2008

TechArt presented the direct successor to the TechArt GTstreet RS - the new TechArt Porsche 911 Turbo GTstreet R.

'Quod erat demonstrandum' (this completes the proof) - it was with this sentence that Sir Isaac Newton always completed the presentation of his mathematics and physics-based evidence. At TechArt, the phrase stands for the challenge of kitting out 'Non plus ultra' ex works vehicles with impressive performance capabilities. The result: the TechArt GTstreet RS based on the Porsche 911 GT2.

The vehicle concept is now being applied to the Porsche 911 Turbo in the form of the TechArt GTstreet R. The latest addition to the TechArt GTstreet family, which has stood for uncompromising sportiness since 2001, is therefore one of the world's top performing sports cars.

Impressive performance data

The TechArt Porsche 911 Turbo GTstreet R is fitted with the TechArt performance kit TA097/T3 with an engine performance of 485 kW (660 hp) and a maximum torque of 860 Nm at 4,600 rpm. The GTstreet R with Tiptronic S can accelerate from 0 to 100 km/h in just 3.4 seconds and with manual transmission it only takes a tenth of a second longer. The remarkable propulsion levels out at a top speed of 345 km/h.

An ample increase in performance is guaranteed thanks to the new turbochargers, large carbon fibre inlet pipes, special intercoolers, a sports exhaust system combined with high-performance manifolds and an improved sports air filter. A balanced downforce on the front and back axels and specially adapted TechArt VarioPlus coil over suspension guarantee excellent driving performance at high speeds and ensure extra driving stability and safety.

Technology meets emotion

The design of the car body brings sporting agility and a perfect exterior design. The aero-bonnet, headlight trims and mirror trims, striking sill panels and carbon fibre roof spoiler characterise the dynamic design of this sports car. Precise air ducts on the front spoiler and rear wing optimise the engine ventilation. The striking rear apron with its carbon fibre diffuser and air ducts to the intercooler are additional special features of the comprehensive TechArt Porsche 911 Turbo GTstreet R aerodynamic programme.

TechArt interiors stand for exceptional quality and care worldwide and are produced by hand at the TechArt saddlers department. This also applies to the diverse range of interiors available for the TechArt Porsche 911 Turbo GTstreet R. A high degree of design freedom is on offer including individually tailored leather fittings, striking decorative stitching and sporty highlights in individual colour combinations. Additional accessories such as the non-slip TechArt 3-spoke sports wheel, aluminium pedals and much more round off this comprehensive range of interiors.

TechArt Porsche Cayenne, 2008

TechArt Porsche Cayenne, 2008

TECHART Automobildesign is presenting an extensive technology programme at the IAA 2007 with a brand new individualisation programme for the TECHART SUV on the basis of the Cayenne (model 2008).

Through the Aerodynamic Kit I, the TECHART SUV is given its perfectly formed line with an unmistakeable recognition value. The front spoiler, sill panels and rear diffuser have been revised and lend the TECHART SUV its sporting and elegant look. All chassis parts are manufactured as first fit made of PUR-RIM plastic. The sporty off and on-road vehicle thus receives the dynamic line of the Cayenne Facelift.

The TECHART Sport Module provides the option of lowering the SUV chassis by an impressive 30 millimetres - which simplifies road use and makes it more attractive. The entire adjustment range from the load level to the special terrain level is roughly 110 millimetres.

As an option, the TECHART SUV on the basis of the Cayenne Turbo can be ordered with a performance of up to 620 hp / 456 KW. A carbon cover and individually modified painting of various engine parts round off the engine optic package for this automobile highlight. In terms of tyres and rims, the designers from the House of TECHART leave none of their customers' wishes unfulfilled - the options range from Formula I rims in 10x20 ET 55 with 295/40 ZR 20 or 10x22 ET 55 with 295/30 ZR 22 on front and rear axles through to TECHART Formula II light metal rims in the dimensions 10.5Jx22. As an optimum tyre for the Formula II rims, the enhancers recommend ContiCrossContact UHP tyres in the size 295/30 ZR 22.

The format for the TECHART SUV is not simply characterised by state of the art technological standards, but also by the endless repertoire of countless options for the interior. Exclusive accessories include ergonomically formed sports steering wheels, state of the art multimedia systems or carbon applications for the cockpit in various colour options. More individual wishes can be fulfilled with exclusive TECHART full leather fittings in all conceivable colours and upholstery designs. A particularly precious version is the TECHART interior line de Sede of Switzerland, which is created in cooperation with the Swiss furniture manufactory. The high quality de Sede leather hides, which are processed to produce perfectly crafted covers for seats, door and side panels, instrument panels, roof side members and roof in the in-house TECHART upholstery shop, complete the automobile work of art of the TECHART SUV.

TechArt Porsche 911 Turbo GTstreet Cabrio, 2008

TechArt Porsche 911 Turbo GTstreet Cabrio, 2008

Uncompromisingly sporty, unreservedly suitable for everyday use. TECHART is continuing this traditional philosophy with its GTstreet Cabrio. Since 2001, when the Porsche 911 Turbo model from the 996 series was used, vehicles bearing the TECHART GTstreet logo have been among the fastest and highest performing road-worthy sports vehicles in the world.

The new TECHART GTstreet is continuing this impressive trend, based on the current Porsche 911 Turbo generation. At the world premiere on 4th March 2008, this convertible model will stand alongside the GTstreet Coupé, which was officially launched in Geneva in spring 2007 and caused a real sensation.

Unmistakable characteristic appearance and breath-taking performance. The TECHART GTstreet Cabrio now develops 463 kW (630 hp) and can reach a maximum speed of 345 km/h.

Porsche 911 GT2 GTstreet RS, 2008

TechArt Porsche 911 GT2 GTstreet RS, 2008

Since 2001, TechArt GTstreet vehicles have been among the fastest and highest performance sports cars in the world. This high performance is reflected in the TechArt Porsche 911 GT2 GTstreet RS's statistics - 700 PS and 515 KW - with a maximum torque of 860 Nm. This power is achieved through the use of modified turbochargers, enlarged carbon inlet pipes, specially developed intercoolers, a sports flap exhaust combined with high-performance headers, modified pressure sensor and a sports air filter. The GTstreet model demonstrates a high level of performance in the wind tunnel: with a downforce of 10 kilos on the front and rear axles at a speed of 140 km/h.

TechArt Porsche 911 GT2 GTstreet RS front apron is fitted with a carbon splitter. A special air duct has been constructed to enable the cool air to pass directly behind the radiator and over the newly created air outlet thereby reducing the buoyant force on the front axle considerably. Side carbon flics support this effect in that they increase the downforce considerably by acting as a counterpart. All of the sporty basics are featured, creating a sporty appearance and fast model with its aero-bonnet, headlight shades, mirror shades, GT sill panels and carbon roof spoiler. The GT rear spoiler is particularly striking with its carbon winglets and gurney flaps. The TechArt Porsche 911 GT2 GTstreet RS rear apron with carbon diffuser, air outlet and carbon air wings complete the programme for this club sports car.

The performance of the TechArt Porsche 911 GT2 GTstreet RS is also reflected in the chassis. With its TechArt Formula III forged rims and Michelin Pilot Sport Cup Plus tyres, the GTstreet RS offers drivers the maximum performance for a street-worthy sports car. The impressive 1.06,811 min. lap time on the short Hockenheim course emphasises yet again the GTstreet RS's ambitions on becoming one of the fastest sports cars in the world. The special TechArt threaded chassis is also available for the TechArt Porsche 911 GT2 GTstreet RS.

From coloured decorative stitching to complete leather furnishings in the colour of your choice or decorative components in various materials such as carbon or piano lacquer, TechArt offers a virtually endless range of possibilities to meet all tastes in furnishings. Additional accessories such as aluminium pedals, a 3-spoke sports steering wheel and illuminated door sill protectors with an individual logo complete this diverse range of furnishing options.

Porsche Cayenne Magnum, 2008

TechArt Porsche Cayenne Magnum, 2008

With more than 500 produced units the Magnum is the most successful model in the 20-year history of TECHART Automobildesign. At the Frankfurt International Auto Show IAA 2007 the new TECHART Magnum based on the latest Porsche Cayenne celebrates its world debut.

Like its predecessor the new TECHART Magnum sets itself apart with a spectacular aerodynamic-enhancement package that fits all versions of the Porsche SUV. All body components are manufactured from PUR-RIM plastic in OEM quality.

The curved TECHART fender flares add eight centimeters to the width of the Cayenne. The Magnum rocker panels provide a fluent transition between the wider wheel arches.

The new aprons for front and rear that replace their production counterparts were designed to correspond visually to the more pronounced contours of the wheel arches. The TECHART Magnum front apron lends the latest Cayenne generation an even more striking appearance. Its large air inlets feature elegantly styled slats and provide ample cooling air for radiators and front brakes. A total of four auxiliary headlights and daytime running lights improve active safety.

The TECHART Magnum rear apron with integrated diffuser reduces lift on the rear axle and provides the perfect backdrop for the TECHART stainless-steel sport exhaust system with two chrome tailpipes on either side.

The body conversion can be rounded out with moldings for front and rear lights, as well as with a new hood that features two air outlets that optimize heat balance in the engine bay.

The Magnum features custom-tailored wheels and tires. The largest possible version features TECHART Formula II light-alloy wheels in size 10.5Jx22 in front and in size 11,5Jx22 in the rear. For optimal tires TECHART chose ContiCrossContact UHP tires in sizes 295/30 ZR 22 and 335/25 ZR 22, which are approved on the Cayenne for a top speed of 300 km/h.

These tires make the Magnum a prime candidate for the engine tuning of the Cayenne Turbo that is currently under development and in its most powerful incarnation will produce up to 620 hp / 456 kW.

The air suspension of the Cayenne Turbo is modified with the TECHART sport module that lowers the ride height for enthusiastic on-road driving by 30 millimeters. The entire range of adjustment from the lowest ride height (loading level) to the highest (special off-road level) measures some 110 millimeters.

The TECHART Magnum repertoire also includes countless interior options. The range of products starts with exclusive accessories such as an ergonomically shaped sport steering wheel and carbon-fiber applications for the cockpit, available in a number of different colors.

Requests for an even higher degree of customization can be fulfilled with exclusive TECHART fully leather interiors in any color and design imaginable.

The TECHART interior line de Sede of Switzerland, created in cooperation with the Swiss furniture manufacturer, represents an especially exclusive option. The high-quality de Sede leather skins are transformed by the company-own TECHART upholstery shop into meticulously finished upholstery for seats, door and side trim, dashboard, roof pillars and headliner.

Hamann Porsche 911 Turbo Stallion, 2008

Hamann Porsche 911 Turbo Stallion, 2008

Less roof - more wings

The most striking eye-catcher of the individualised Porsche is the lowered roofline. For this elaborate reconstruction, Hamann reduces the windows and pillars up to 8 centimetres. Thereby, the reduced front surface diminishes the air resistance and therefore the fuel consumption. Moreover, this relieves the motor drastically while pushing for maximum speed. But that´s not all: Hamann equips the Stallion with gull-wing doors allowing the door to swing diagonally outward from the body of the car. This proprietary development does not only have an extravagant design, but also an exceptional stability. The combination between the Hamann front- and rear skirt with the altered heck spoiler profile and the roof spoiler produce additional road grip. Side spoilers between the axles put a finishing tough to the overall appearance.

Sensational performance based on well-engineered technology

The core of the Hamann Stallion is its modified engine. The Hamann motor technicians enhance the 3.6 litres Boxer Biturbo motor from standard 480 hp / 353 kW to 630 hp / 463 kW at 6,300 rpm. The upgrade also includes two larger VNT (variable nozzle turbochargers), a sport air strainer, a stainless steel exhaust system with metal catalytic converters and a new motor management.

These are measures which certainly hit their target. The Hamann Stallion accelerates to 100 km/h in only 3.3 seconds and is therefore six tenth of a second faster than its serial counterpart. The new maximum speed tag is sensational. With its efficiency boost and the reduced air resistance by Hamann-Aerodynamics, the Stallion achieves a maximum speed of 359 km/h.

Wheels and chassis - the combination for best roadholding and exclusive appearance

Hamann developed a sport chassis and a matching wheel-/tyre-combination for the optimal handling of the increased requirements of the Hamann Stallion. The three-part Hamann aluminium wheel named EDITION RACE with its black lacquered star and the titan bolting of the high gloss polished rim flange clearly emphasise the affinity of the Laupheim-based refiner to motor sports.

Due to its forge technology production, it is very light and therefore significantly improves the handling- and driving qualities. The wheel-tyre combination is available in 8,5Jx20 inches with tyres measuring 245/30ZR20 in front and 12,0Jx20 rims with 325/25ZR20 tyres at the back.

Hamann recommends top-level tyres type S1 EVO by its technology partner Hankook.

Lowering the vehicle centre by 20 mm with Hamann sport coils also significantly improves the handling.

Perfect combination between motor sports and lifestyle

Only the most precious materials can be found in the Hamann Stallion interior. The Hamann upholsterers only use selected leather for covering the fittings and sport seats. Aluminium gear shift and aluminium pedals make the cockpit gleam in a noble look and perfectly match with the carbon parts of the interior set. Precisely applied embroideries of the Hamann logo in the floor mats and headrests set further creative accents. All of these features complement one another in a stylish symbioses of motor sports flair and lifestyle

Porsche 901, 1963

Porsche 901, 1963

Porsche 901 was the name originally intended for the Porsche 911. By the early 1960s, Porsche project design numbers had reached into the 800s. For instance, Porsche's 1962 F1 model was called Porsche 804.

At the Internationale Automobil-Ausstellung (Frankfurt Motor Show) in Frankfurt in September 1963, Porsche presented its successor to the Porsche 356 as the Porsche 901. It took several more months until the cars was sold to customers. In late 1964, after having sold about 82 cars, the Porsche 901 was presented at the Paris Auto Salon. There, French car maker Peugeot objected to Porsche using any three digit number where the middle number was 0, owning the naming rights and having already sold many models with that scheme.

Porsche simply replaced the middle 0 with a 1, and called the car Porsche 911.

Other Porsche models were affected, which were primarily intended for racing but also sold as road legal cars. Here, Porsche kept the internal part number of 90x, but sold the car with a name, like: Porsche 904 as Carrera GTS, Porsche 906 as Carrera 6.

Porsche enthusiasts continue to refer to these cars by their three digit design numbers.

Later, Porsche introduced pure racing cars which were not sold for road use, so not competing with any road-going Peugeot. These carried the design numbers: Porsche 907, Porsche 908, Porsche 909.

Nearly three decades later, a 905 was entered in the 1991 24 Hours of Le Mans, but not by Porsche (which then had won over a dozen times already), but by Peugeot: The Peugeot 905 won twice, in 1992 and in 1993. A Peugeot 908 Diesel was entered in the 2008 event, and won in 2009. Peugeot never used the number 901, though.

The 901 number is used among Porsche enthusiasts as shorthand to identify the aluminum 5-Speed transmission used in early 911s, the part number for these transmissions used an 11 digit code that began with 901 as did many other parts on the early cars. Later 911s from 1969 used a different magnesium case and a part number beginning with 911.