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concept
When Porsche develops a new Turbo, enthusiasts don’t expect us to push the envelope. They expect us to shred it. The new 911 Turbo surpasses those expectations. It’s the first 911 Turbo with Variable Turbine Geometry (VTG). The first with actively controlled all-wheel drive. The first to reach 60 mph in less than four seconds. Altogether, it’s the most rewarding 911 Turbo yet.
design exterior
From the production of the first model in 1974, the 911 Turbo has never hidden its intent. The newest model continues this tradition with a design that is singularly powerful. Like the turbochargers under its skin, the body of the 911 Turbo is a model of aerodynamic control. The body’s aerodynamic profile has been painstakingly tested to create positive downforce at the rear, without speed-robbing drag. The drag coefficient is remarkably low at just 0.31.
The new front is designed to put onrushing air to optimum use. Massive air inlets direct cooling air to the twin radiators located in the car’s nose. High-powered lighting technology plays an important supporting role. The new headlamps echo the traditional 911 design, with the modern advantage of ultra-bright Bi-Xenon lighting and an integrated cleaning system. Compact fog lamps and turn indicators assist in creating undisturbed airflow.
The side air intakes behind the doors provide efficient air delivery to the twin intercoolers. As is typical in Porsche racing cars, air ducts are also directed to both the front and rear brakes; their cooling action plays a key role in eliminating brake fade. Black plastic sills along the sides of the body provide effective protection against stone chips.
The new 911 Turbo is much wider across the rear than the front. The generous wheel track and wider tires provide for massive lateral grip. The new engine lid design features an integrated rear splitwing spoiler; the upper wing element is automatically raised at approximately 75 mph (120 km/h) and lowered at around 37 mph (60 km/h). The purposeful side air outlets and fully enclosed twin tailpipes are a further indication of the power within.
interior design
The interior of the car is equally compelling and entirely designed around the driver. The high-quality surfaces include a full leather finish on the standard electric seats as well as the dashboard, doors and rear side panels. Two sports seat options are also available, one featuring adaptive adjustment. The standard equipment package includes a new gear-knob design - created exclusively for the 911 Turbo - and a three-spoke sports steering wheel featuring 1.57 in. (940 mm) of height and reach adjustment.
Every detail of the new 911 Turbo is a direct expression of power, composure and comfort. The design makes a clear statement: a new era has arrived for this legendary sports car.
history
Over the past century, the turbo concept has undergone multiple uses and refinements. It was first embraced by the aviation industry, which used turbochargers to provide more oxygen to engines during high-altitude flight. In the 1930s, turbochargers were applied to diesel engines, to compensate for their relatively slow acceleration.
Porsche was among the first to realize the potential of the technology for racing engines. Using high-boost turbochargers, Porsche engineers developed small displacement engines that produced astounding power for their size and weight.
Porsche’s first turbo racing car set the bar high, in every sense. The 917/10 was created for the 1972 CanAm Championship, which placed no restrictions on engine size or power. Porsche met the challenge with a five-liter, twin-turbo engine that developed 1,000 horsepower. It won half the series races and captured the championship. In 1973, Porsche fielded the 917/30. The most powerful Porsche ever, its 5.4-liter engine developed 1,100 horsepower. It proved practically unbeatable.
One year later, the first 911 Turbo was born. Arriving in the midst of the first oil crisis, it was a bold statement—and looked the part. Wider wheel arches were essential, to accommodate larger tires capable of handling 253 lb.-ft. of torque, the highest ever achieved by a 3-liter engine at the time.
Aerodynamic changes were also a must. These included a fixed front spoiler and the now-legendary rear wing, which helped keep the tires planted at speed. Developing 260 horsepower, the car could sprint from zero to 62 mph (100 km/h) in just 5.5 seconds. The legend had begun.
The second 911 Turbo arrived in 1977 with several notable advances. Its larger 3.3-liter engine was the first to feature an intercooler, which further improved intake air density and helped the car break the 300-hp barrier. With so much power on tap, brake performance was also enhanced with four-piston, aluminum fixed calipers and cross-drilled discs. In 1993, Porsche launched the last 911 Turbo to feature dedicated rear-wheel drive. Based on the latest 911 platform (Type 964), it used a 3.6-liter engine to achieve a major boost in output to 360 horsepower.
A technological tour de force, the Type 993 Turbo arrived just two years later. This was the first 911 Turbo with twin turbochargers, which helped develop power more quickly and smoothly. Although displacement was unchanged, output leapt to 408 horsepower. It was also the first Turbo with allwheel drive, providing greater active safety and driving dynamics.
In 2000, a new Turbo was introduced based on the Type 996. Although it too was powered by a 3.6-liter engine with twin turbochargers, this was a radically new power plant, featuring the first application of water cooling and the first use of VarioCam Plus in a 911 Turbo. These advances improved fuel economy while boosting performance to 420 horsepower, propelling the car to 62 mph in just over 4.2 seconds. In 2005, a Turbo S version boosted power to 450 horsepower.
For over 30 years, the 911 Turbo has established itself not as an icon, but as an iconoclast: Each generation has crushed old beliefs about the limits of sports car performance. The new 911 Turbo builds on that tradition. With its unprecedented acceleration and handling dynamics, it makes a thrilling leap forward in performance, ride comfort and visual presence.
When Porsche develops a new Turbo, enthusiasts don’t expect us to push the envelope. They expect us to shred it. The new 911 Turbo surpasses those expectations. It’s the first 911 Turbo with Variable Turbine Geometry (VTG). The first with actively controlled all-wheel drive. The first to reach 60 mph in less than four seconds. Altogether, it’s the most rewarding 911 Turbo yet.
design exterior
From the production of the first model in 1974, the 911 Turbo has never hidden its intent. The newest model continues this tradition with a design that is singularly powerful. Like the turbochargers under its skin, the body of the 911 Turbo is a model of aerodynamic control. The body’s aerodynamic profile has been painstakingly tested to create positive downforce at the rear, without speed-robbing drag. The drag coefficient is remarkably low at just 0.31.
The new front is designed to put onrushing air to optimum use. Massive air inlets direct cooling air to the twin radiators located in the car’s nose. High-powered lighting technology plays an important supporting role. The new headlamps echo the traditional 911 design, with the modern advantage of ultra-bright Bi-Xenon lighting and an integrated cleaning system. Compact fog lamps and turn indicators assist in creating undisturbed airflow.
The side air intakes behind the doors provide efficient air delivery to the twin intercoolers. As is typical in Porsche racing cars, air ducts are also directed to both the front and rear brakes; their cooling action plays a key role in eliminating brake fade. Black plastic sills along the sides of the body provide effective protection against stone chips.
The new 911 Turbo is much wider across the rear than the front. The generous wheel track and wider tires provide for massive lateral grip. The new engine lid design features an integrated rear splitwing spoiler; the upper wing element is automatically raised at approximately 75 mph (120 km/h) and lowered at around 37 mph (60 km/h). The purposeful side air outlets and fully enclosed twin tailpipes are a further indication of the power within.
interior design
The interior of the car is equally compelling and entirely designed around the driver. The high-quality surfaces include a full leather finish on the standard electric seats as well as the dashboard, doors and rear side panels. Two sports seat options are also available, one featuring adaptive adjustment. The standard equipment package includes a new gear-knob design - created exclusively for the 911 Turbo - and a three-spoke sports steering wheel featuring 1.57 in. (940 mm) of height and reach adjustment.
Every detail of the new 911 Turbo is a direct expression of power, composure and comfort. The design makes a clear statement: a new era has arrived for this legendary sports car.
history
Over the past century, the turbo concept has undergone multiple uses and refinements. It was first embraced by the aviation industry, which used turbochargers to provide more oxygen to engines during high-altitude flight. In the 1930s, turbochargers were applied to diesel engines, to compensate for their relatively slow acceleration.
Porsche was among the first to realize the potential of the technology for racing engines. Using high-boost turbochargers, Porsche engineers developed small displacement engines that produced astounding power for their size and weight.
Porsche’s first turbo racing car set the bar high, in every sense. The 917/10 was created for the 1972 CanAm Championship, which placed no restrictions on engine size or power. Porsche met the challenge with a five-liter, twin-turbo engine that developed 1,000 horsepower. It won half the series races and captured the championship. In 1973, Porsche fielded the 917/30. The most powerful Porsche ever, its 5.4-liter engine developed 1,100 horsepower. It proved practically unbeatable.
One year later, the first 911 Turbo was born. Arriving in the midst of the first oil crisis, it was a bold statement—and looked the part. Wider wheel arches were essential, to accommodate larger tires capable of handling 253 lb.-ft. of torque, the highest ever achieved by a 3-liter engine at the time.
Aerodynamic changes were also a must. These included a fixed front spoiler and the now-legendary rear wing, which helped keep the tires planted at speed. Developing 260 horsepower, the car could sprint from zero to 62 mph (100 km/h) in just 5.5 seconds. The legend had begun.
The second 911 Turbo arrived in 1977 with several notable advances. Its larger 3.3-liter engine was the first to feature an intercooler, which further improved intake air density and helped the car break the 300-hp barrier. With so much power on tap, brake performance was also enhanced with four-piston, aluminum fixed calipers and cross-drilled discs. In 1993, Porsche launched the last 911 Turbo to feature dedicated rear-wheel drive. Based on the latest 911 platform (Type 964), it used a 3.6-liter engine to achieve a major boost in output to 360 horsepower.
A technological tour de force, the Type 993 Turbo arrived just two years later. This was the first 911 Turbo with twin turbochargers, which helped develop power more quickly and smoothly. Although displacement was unchanged, output leapt to 408 horsepower. It was also the first Turbo with allwheel drive, providing greater active safety and driving dynamics.
In 2000, a new Turbo was introduced based on the Type 996. Although it too was powered by a 3.6-liter engine with twin turbochargers, this was a radically new power plant, featuring the first application of water cooling and the first use of VarioCam Plus in a 911 Turbo. These advances improved fuel economy while boosting performance to 420 horsepower, propelling the car to 62 mph in just over 4.2 seconds. In 2005, a Turbo S version boosted power to 450 horsepower.
For over 30 years, the 911 Turbo has established itself not as an icon, but as an iconoclast: Each generation has crushed old beliefs about the limits of sports car performance. The new 911 Turbo builds on that tradition. With its unprecedented acceleration and handling dynamics, it makes a thrilling leap forward in performance, ride comfort and visual presence.
参考资料: http://www.porsche.com/usa/models/911/911-turbo/indetail/konzept/
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When Porsche develops a new Turbo, enthusiasts don’t expect us to push the envelope. They expect us to shred it. The new 911 Turbo surpasses those expectations. It’s the first 911 Turbo with Variable Turbine Geometry (VTG). The first with actively controlled all-wheel drive. The first to reach 60 mph in less than four seconds. Altogether, it’s the most rewarding 911 Turbo yet.
Yes, the acceleration, braking and g-force numbers are impressive. But the sensation of driving the new Turbo can only be described as poetry. By combining strength with grace, intelligence with sensation, precision with soul, it raises performance to an art.
This sculpted form represents the ultimate evolution of Porsche suspension design. Its sporting prowess begins with sound geometry and lightweight materials. Reducing weight, particularly of the unsprung masses, brings significant benefits in driving dynamics.
The 911 Turbo performs best when it matters most - when your safety is at stake. With its hardened steel passenger cell and its direct and composed handling, it is the ideal platform for some of the most advanced active and passive safety technologies available in a road car.
In the 911 Turbo, the familiar elements of good cockpit design are taken to a new level of refinement. With a host of personalization options, you can make an extraordinary car truly one of a kind.
For the Porsche owner, a passion for exhilarating performance can comfortably coexist with a passion for the environment.
Yes, the acceleration, braking and g-force numbers are impressive. But the sensation of driving the new Turbo can only be described as poetry. By combining strength with grace, intelligence with sensation, precision with soul, it raises performance to an art.
This sculpted form represents the ultimate evolution of Porsche suspension design. Its sporting prowess begins with sound geometry and lightweight materials. Reducing weight, particularly of the unsprung masses, brings significant benefits in driving dynamics.
The 911 Turbo performs best when it matters most - when your safety is at stake. With its hardened steel passenger cell and its direct and composed handling, it is the ideal platform for some of the most advanced active and passive safety technologies available in a road car.
In the 911 Turbo, the familiar elements of good cockpit design are taken to a new level of refinement. With a host of personalization options, you can make an extraordinary car truly one of a kind.
For the Porsche owner, a passion for exhilarating performance can comfortably coexist with a passion for the environment.
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Porsche 911 Turbo
In 1975 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 (930 being its internal type number) in North America. The body shape is distinctive thanks to wide wheel-arches to accommodate the wide tyres, and a large rear spoiler often known as a "whale tail" on the early cars, and "tea-tray" on the later ones. Starting out with a 3.0-litre engine (260 PS or 191 kW), it rose to 3.3 L (300 PS or 221 kW) for 1978. The early cars are known for extreme turbo lag.
Production figures of the car soon qualified its racing incarnation for FIA Group 4 competition as the Porsche 934, of 1976. Many participated at Le Mans and other races including some epic battles with the BMW 3.0 CSL "Batmobile". The wilder Porsche 935, a more highly tuned car in FIA Group 5 and evolved from the 2.1 L RSR Turbo of 1974, was campaigned in 1976 by the factory and won Le Mans in 1979. Private teams continued to compete successfully with the car until well into the 1980s.
As demand for the Turbo soared in the late 1980s, Porsche introduced novelty variants including a slant-nose version, while not significantly improving the range mechanically. Although these cars could be sold for extraordinary premiums over the standard models, the company's reluctance to invest in research and development of the entire 911 line at that time turned out to be an almost fatal decision not only for the 911, but for the entire company.
Only in its last production year the 930 was equipped with a five-speed gearbox. Before, the five-speed gearboxes of the naturally-aspirated cars were not strong enough to cope with the torque of the turbo engines. With the four-speed gearbox the 930 was capable of exceeding 200 km/h (125 mph) in third gear!
There have been turbocharged variants of each subsequent generation of 911. Four-wheel-drive was standard from the 993 Generation and on, except for the lightweight GT2.
In 1975 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 (930 being its internal type number) in North America. The body shape is distinctive thanks to wide wheel-arches to accommodate the wide tyres, and a large rear spoiler often known as a "whale tail" on the early cars, and "tea-tray" on the later ones. Starting out with a 3.0-litre engine (260 PS or 191 kW), it rose to 3.3 L (300 PS or 221 kW) for 1978. The early cars are known for extreme turbo lag.
Production figures of the car soon qualified its racing incarnation for FIA Group 4 competition as the Porsche 934, of 1976. Many participated at Le Mans and other races including some epic battles with the BMW 3.0 CSL "Batmobile". The wilder Porsche 935, a more highly tuned car in FIA Group 5 and evolved from the 2.1 L RSR Turbo of 1974, was campaigned in 1976 by the factory and won Le Mans in 1979. Private teams continued to compete successfully with the car until well into the 1980s.
As demand for the Turbo soared in the late 1980s, Porsche introduced novelty variants including a slant-nose version, while not significantly improving the range mechanically. Although these cars could be sold for extraordinary premiums over the standard models, the company's reluctance to invest in research and development of the entire 911 line at that time turned out to be an almost fatal decision not only for the 911, but for the entire company.
Only in its last production year the 930 was equipped with a five-speed gearbox. Before, the five-speed gearboxes of the naturally-aspirated cars were not strong enough to cope with the torque of the turbo engines. With the four-speed gearbox the 930 was capable of exceeding 200 km/h (125 mph) in third gear!
There have been turbocharged variants of each subsequent generation of 911. Four-wheel-drive was standard from the 993 Generation and on, except for the lightweight GT2.
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carrera
是普通版。turbo是911精髓,赛道利器。
targa是复古的外形,有4驱。
是普通版。turbo是911精髓,赛道利器。
targa是复古的外形,有4驱。
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