Near standard and yet spectacular – the new Porsche 911 GT2 RS Clubsport celebrated its world premiere at the Los Angeles Auto Show today. The 700 PS (515 kW) racing version of the road-going 911 GT2 RS sports car is limited to 200 units and can be run at club motor sport events as well as selected race meetings.

“For the upcoming years, our customers will not only race the GT2 RS Clubsport on track days but also at international motor racing events. We are currently holding very productive talks with the race organiser SRO,” says Dr Frank-Steffen Walliser, Vice President Motorsport and GT Cars.

The technology of the race car from Weissach is based on the high-performance 911 GT2 RS sports car, just like in the 935, which Porsche unveiled nine weeks ago. Both share the same engine as their road-legal relative: a state-of-the-art 3.8-litre flat-six twin-turbo motor. Power from the rear engine is transferred via a rigidly mounted seven-speed Porsche dual clutch gearbox (PDK) to the 310 millimetre-wide rear wheels. Like in all other racing versions of the 911, the driver changes gears via ergonomically-positioned shift paddles on the steering wheel. The positioning of the engine behind the rear axle ensures excellent traction and braking performance. Six-piston aluminium monobloc racing callipers on the front axle in combination with internally ventilated and grooved steel brake discs with a 390 millimetre diameter provide excellent deceleration values at the front axle. The rear axle is fitted with four-piston callipers and 380 millimetre discs.

Like the 911 GT2 RS road car, the 1,390 kg Clubsport version is equipped with PSM (Porsche Stability Management) including traction control as well as an anti-lock braking system (ABS). Thanks to a map switch positioned on the centre console, these assistance systems can be adjusted separately or switched off completely, depending on the driving situation.

The carbon steering wheel and the colour display behind it have been taken from the 2019 Porsche 911 GT3 R race car. A massive safety cage combined with a racing bucket seat and a six-point safety harness ensure maximum safety. Air conditioning provides optimal cooling of the interior.

The new Porsche 911 GT2 RS Clubsport can be ordered now via Porsche Motorsport in Flacht, Weissach, Germany. It is priced from 405,000 Euro plus VAT. Customers will receive their vehicles from May 2019 at exclusive delivery events.

Technical description Porsche 911 GT2 RS Clubsport (Type 991, Gen. 2)

Concept:
• Single-seater near-standard non-road-homologated race car
• Basis: Porsche 911 GT2 RS (991.2)

Weight/dimensions:
• Weight: ca. 1,390 kg
• Length: 4,743 mm
• Width: 1,978 mm
• Total height: 1,359 mm
• Wheelbase: 2,457 mm

Engine:
• Water-cooled 6-cylinder aluminium twin-turbo rear-mounted boxer engine and rigid suspension; 3,800 cc; stroke 77.5 mm; bore 102 mm;
ca. 700 PS (515 kW)
• 4-valve technology with camshaft adjustment and valve-lift switchover
Vario-Cam Plus
• Electronic engine management (Continental SDI 9)
• DMSB-approved 100-cell metal catalytic converter
• Rear silencer with twin tailpipes mounted centrally

Transmission:
• 7-speed PDK gearbox with rigid suspension and short throw
• Dual mass flywheel
• Internal pressurised oil lubrication with active oil cooling
• Limited slip differential optimised for racing

Bodywork:
• Weight-optimised bodyshell in aluminium-steel composite design
• CFRP motorsport rear wing
• Enlarged air inlets with integrated LED headlights in 4-point design
• CFRP roof with removable escape hatch complying with FIA Art. 275a
• Lightweight CFRP front hood with quick release catches
• Removable CFRP rear hood with quick release catches
• 115-litre FT3 safety fuel cell, refuelling through the front hood
• Welded-in safety cage
• Recaro racing bucket seat with longitudinal seat adjustment and padding sys-tem in accordance with FIA Standard 8862/2009
• 6-point safety harness
• Air jack system (three jacks)
• Fire extinguishing system with electronic release unit

Suspension:

Front axle: McPherson suspension strut; adjustable height, camber and track, op-timised stiffness with high-performance spherical bearings, centre-locking wheel nuts; 3-way racing dampers, reinforced tie-rod; electro-mechanical power steering with variable steering ratio; blade anti-roll bar

Rear axle: McPherson multi-link rear axle; adjustable height, camber and track, optimised stiffness with high-performance spherical bearings, centre-locking wheel nuts; 3-way racing dampers, reinforced tie-rod, blade an-ti-roll bar

Brakes:

Brake system:
• Two separate brake circuits for front and rear axles; adjustable via brake bal-ance bar system

Front axle:
• Six-piston aluminium monobloc racing brake callipers with anti-knock-back piston springs; steel brake discs, internally ventilated with 390 mm diameter, racing brake pads, optimised brake cooling ducts

Rear axle:
• Four-piston aluminium monobloc racing brake callipers with anti-knock-back piston springs; steel brake discs, internally ventilated with 380 mm diameter, racing brake pads, optimised brake cooling ducts

Electrical system:
• Instrument cluster consisting of COSWORTH ICD with integrated data logger, sport Chrono watch and boost gauge in a vintage finish
• Removable Porsche steering wheel with shift paddles
• PSM (Porsche Stability Management) with ABS, Traction Control and Elec-tronic Stability Control (able to be completely switched off)
• Centre console with map switch to adjust the ABS, ESC, TC and switch
between preset tyre circumferences
• Porsche Track Precision Race App
• Integrated lap trigger
• Lightweight lithium-ion (Li-Fe-Po-) battery, 60 Ah, leakproof, mounted in pas-senger footwell
• Emergency cut-off switch in cockpit and outside left of the windscreen
• Tyre pressure monitoring system (TPMS)
• Air conditioning

Rims/Tyres:

Front axle: One-piece light-alloy forged wheels
10.5J x 18 offset 28 with centre-locking nut; Michelin transport tyres 27/65-R18

Rear axle: One-piece light-alloy forged wheels
12.5J x 18 offset 46 with centre-locking nut; Michelin transport tyres 31/71-R18

Colour:
White water-based paint

Vehicle price:
405,000 Euro plus country-specific VAT. Delivery from May 2019

Sensation in Los Angeles: the Porsche 911 is now entering its eighth generation. The new 911 celebrated its world premiere on the eve of the Los Angeles Auto Show. It continues to set the standard when it comes to exclusive sporting performance. Unmistakably true to the ethos of Porsche design DNA, the new 911 features a much more muscular stance, and an interior featuring a 10.9-inch touchscreen monitor. Consequently, the new 911 is both timeless and contemporary. Intelligent control and chassis components together with innovative assistance systems have led the engineers and designers to balance the benchmark driving experience that the iconic rear-engined sports car is famed for, with the increasing demands of the digital world.

The next generation of flat-six turbocharged engines has been further developed and is more powerful than ever before, with 450 PS (331 kW) now standard in the S models. Efficiency has been increased via an improved direct fuel injection process and a new arrangement for the twin turbochargers and charge air cooling system. The power is fed to the wheels by a new eight-speed dual-clutch PDK transmission.

Additional highlights include new assistance systems, including Porsche Wet mode that helps modulate the car’s behaviour on wet roads, Night Vision Assist with thermal imaging camera, supported by comprehensive connectivity that now also uses swarm intelligence. In the UK, the features of the 911 are rounded off by two further exclusive digital offerings: the Porsche Road Trip app for extraordinary tours, and the web-based Porsche Impact emissions calculator for neutralising your individual carbon footprint.

Carrera S models start from 450 PS
The turbocharged flat-six engine of the 911 Carrera S and 911 Carrera 4S now produces 450 PS (331 kW). This corresponds to an increase of 30 PS (22 kW) compared with the previous model. Both 911 models can accelerate from zero to 62 mph in under four seconds: the rear-wheel-drive Coupé can achieve this benchmark in 3.7 seconds and the 911 Carrera 4S with all-wheel drive in 3.6 seconds. This makes both cars 0.4 seconds faster than the previous model in each case. This advantage is increased by a further 0.2 seconds with the optional Sport Chrono Package.

Where permitted, the top speeds are now 191 mph (911 Carrera S) and 190 mph for the all-wheel-drive version. The fuel consumption (NEDC-correlated) of the 911 Carrera S is 31.7 mpg (8.9 l/100 km) Combined (equivalent to 205 g/km CO2), while the 911 Carrera 4 S records this figure as 31.4 mpg (9.0 l/100 km) Combined (equivalent to 206 g/km CO2).

Clear design language, unmistakable identity
The exterior design is completely new and emphasises the leap in performance for the 911 Type 992. Significantly wider wheel housings arch over the 20-inch diameter front wheels and 21-inch diameter rear wheels. The rear shoulders of the car are now the same width across all models, further highlighting the slim line centre section. Flush integration of the electric pop-out door handles further emphasise the tapered and smooth side contours. The entire outer skin of the body is now made from aluminium, apart from the front and rear sections.

Across the nose the body is 45 mm wider, and between the new LED headlights lies a subtle yet distinctive styling feature; a bonnet with a pronounced recess that evokes the design of the first 911 generations. The rear of the new 911 is dominated on all models by the significantly wider, variable-position rear spoiler. Beneath the spoiler lip and spanning the width of the car is a seamless light bar, a now familiar element of the Porsche design language.

The completely new interior is characterised by the clear and straight lines of the fascia design with recessed instruments. The 911 models from the 1970s provided the inspiration here. Alongside the central rev counter – typical for Porsche – two thin, frameless freeform displays supply further information to the driver. The centre screen of the Porsche Communication Management (PCM) is now 10.9 inches, and can be operated quickly and without distraction thanks to the new architecture. Located beneath this there is a compact switch unit with five buttons for direct access to primary vehicle functions. In terms of digitalisation, the 911 takes the next step into the future with permanent connectivity as well as new functions and services. Feature highlights of the PCM include online navigation based on swarm data as well as Porsche Connect Plus.

New assistance systems increase safety and comfort
In a world first, Porsche has developed Wet mode, included as standard. This function detects water on the road, preconditions the control systems accordingly and warns the driver, who can then set up the vehicle for a particular emphasis on safety, by simply pushing a button or using the mode switch on the steering wheel (when Sport Chrono Package is specified). The warning and brake assist system, also fitted as standard, detects the risk of collisions with moving objects and initiates emergency braking if necessary. Night Vision Assist with a thermal imaging camera is optionally available for the 911 for the first time. The adaptive cruise control option includes automatic distance control, stop-and-go function, reversible occupant protection and an innovative autonomous Emergency Assist function.

The 911 Carrera S Coupé with PDK costs from £93,110.00 RRP and the 911 Carrera 4S Coupé with PDK from £98,418.00 RRP. Both models are available to order from Porsche Centres in the UK and Ireland from today.

Digital applications: ‘Road Trip’, and ‘Impact’
‘Porsche Road Trip’ supports car enthusiasts in planning, organising and navigating special trips. The curated routes it offers include exclusive hotel and restaurant recommendations as well as points of interest and viewpoints along the route.

‘Porsche Impact’ is an emissions estimator. It estimates the financial contributions that Porsche customers can pay to offset their CO2 footprint. They themselves can choose the internationally certified climate projects in which to invest. The projects available are spread out all over the world and focus on biodiversity, hydro and solar power, as well as forest protection.

The eighth generation of the Porsche 911 will celebrate its world premiere in Los Angeles on 27 November. It’s 55 years since the original 911 model debuted, and so a perfect opportunity to take a look back at the previous seven generations.

The third generation of this sports car, known internally as the type 964, combined the traditional silhouette of the classic model with state-of-the-art technology. It was also a bet on the future of the company, which was experiencing economic challenges – a bet that this third generation would win.

The first model variant immediately showed just how advanced the new 911 was: an all-wheel drive that Porsche had originally designed for the high-performance sports car 959 was introduced to the series for the first time on board the Carrera 4. With electronically controlled and hydraulically regulated power distribution, it was well ahead of its time. The all-wheel-drive system used the sensors of the anti-lock braking system (ABS) which – just like power steering – then became fitted as standard in this model, rather than being an optional extra.

The 911 Carrera 2 with rear-wheel drive followed in 1989. At the same time, the Cabriolet and Targa versions also celebrated their debut alongside the Coupé. What’s more, under that familiar body – in practice only modified by having integrated bumpers – 85% of the 964 also consisted of newly designed parts

At 3.6 litres, the air-cooled flat-six engine reached new heights in terms of displacement, and delivered 250 PS in the Carrera 2/4 models. One of the technical innovations in the boxer engine was its twin-spark ignition, which Porsche had originally developed for greater operational reliability in aircraft engines. At the same time, the aerodynamic lift at the rear axle was almost completely eliminated due to the rear spoiler now being retractable. And there was another new feature: the adaptive Tiptronic gearbox, which allowed smooth gear shifting without any interruption in power.

The 911 Jubilee model was one of the most distinctive variations of the 964 generation, with only 911 of these special, limited-edition cars to mark 30 years of the 911 made available on the market in 1993 – and they sold out quickly. With wide wings at the front and rear, this model combined the drive unit of the Carrera 4 with the Coupé body and 17-inch chassis of the 911 Turbo, but came without its rear wing. Porsche combined the exclusive exterior colour Viola Metallic with a full leather interior in Rubicon Grey.

Adding to the exclusivity, the 911 Speedster was launched in 1993 with a shortened windscreen, modified roof structure, and signature double-bubble cover behind the front seats. 930 cars were built on the basis of the Carrera 2 Cabriolet, plus a further 15 vehicles with a wide turbo-look body.

The turbocharged versions were the top-of-the-range 911 type 964 models. The 911 Turbo initially adopted its predecessor’s 3.3 litre engine, which at that time produced 320 PS, and the 911 Turbo S engine delivered an impressive 381 PS. The model was switched to the new 3.6-litre engine with 360 PS at the start of 1993, and the next in line was already knocking at the door from October of that year, and so the sports car icon took the next step. Porsche produced a total of 63,762 type 964 vehicles between 1988 and 1994.

On 27 November, the eighth generation of the Porsche 911 will celebrate its world premiere in Los Angeles – 55 years after the debut of the original 911 model. This is reason enough to take a look back at the previous seven generations:

With the fifth generation of the 911 introduced in 1997 – the type 996 – Porsche took the bold step to stop using air-cooled engines. After 34 years, the sports car manufacturer completely revamped its icon with the new 911 and in doing so solved a number of urgent challenges. As part of a process that had started with the predecessor, the focus was on reducing production costs through maximum compatibility of parts with other model series, such as the Boxster, as well as on meeting updated safety and emissions regulations. Porsche found its path into the future with the 996.

It did this by preserving classic proportions and combining them with modern technology – in short, re-inventing a sports car legend and preparing it for the future. The 996 had a difficult legacy to follow, but it also represented the first chapter of a new era. That was already clear in the design.

The result was a newly developed body, which impressed with an elegant, no-frills look. The dimensions also grew: The new 911 was now 18.5 centimetres longer, and the wheelbase was also lengthened for the second time in the history of the model series. This increased by 80 mm, while the body width also added another three centimetres. The interior also benefited from these changes: the 996 offered more elbow room and a more generous feeling of spaciousness. The dashboard also had a new look: the five round instruments merge into each other – another break with tradition.

However, the greatest revolution was at the rear. The flat engine design was preserved – but not its air cooling, because this cooling principle did not have enough reserves to comply with the increasingly strict emissions regulations. In contrast, the newly developed water cooling system was ready for the future. This was also true for its performance: the four-valve six-cylinder engine generated 300 PS from a displacement of 3.4 litres, therefore matching the legendary 911 Turbo 3.3. After the engine facelift with a displacement of 3.6 litres, this increased to 320 PS, and in the anniversary edition “40 years of Porsche 911”, the power output even reached 345 PS.

The 911 Turbo also received a new water-cooled flat engine. This came with an impressive track record: as a 3.2-litre six-cylinder engine, it had already powered the 911 GT1 to victory in the Le Mans race in 1998. Thanks to twin turbocharging, it delivered 420 PS in the series-production vehicle. This 911 Turbo was therefore the first series model from Porsche to break the 300-km/h barrier. In the 911 GT2, the unit even produced up to 483 PS. The PCCB with ceramic brake discs also made its debut in the extreme sports car and was standard equipment in the GT2. This was 50 percent lighter than the brake with standard brake discs and had a service life of up to 300,000 kilometres.

With the same engine but without turbocharging, the 911 GT3 marked the start of a new era: it offered pure driving pleasure both on the road and on the race track as part of Track Days. It also formed the basis for the Porsche brand cups, and was the starting point for many race victories of Porsche customer motorsport all over the world. In the 996, the 3.6-litre naturally-aspirated engine initially had an output of 360 PS, and then 381 PS. The 911 GT3 RS followed in 2003 as an even sharper edition. Between 1997 and 2005, Porsche produced a total of 175,262 Type 996 vehicles.

On 27 November, the eighth generation of the Porsche 911 will celebrate its world premiere in Los Angeles – 55 years after the debut of the original 911 model. This is reason enough to take a look back at the previous seven generations.

One thing is certain, and not just for fans of sports cars from Zuffenhausen: the fourth generation of the 911 – the 993 – is one of the most desirable editions in the history of this classic vehicle. Although practically only the roofline remained unchanged, the new model impressed with an exciting interpretation of the 911 design DNA beginning in 1993. The natural interplay of concave and convex forms, integrated bumpers, flush-mounted windows and the wide rear end with its angled tail-light panel set the hearts of almost all sports car enthusiasts aflutter. Even the new front wings – a flatter design made possible by new polyellipsoid headlights – quickly found widespread approval.

The 993 also underlined its leading position in the sports car segment with its technical features – such as the completely redesigned LSA aluminium chassis, which combined lightweight construction, stability and agility. Up to the present day, the multi-link suspension is considered to be the ultimate development stage of the “Weissach” rear axle, which made history with its self-steering properties. The result: even better driving dynamics and enhanced suspension comfort.

The new generation also set standards with its drive unit: the 911 Turbo with standard all-wheel drive came with two turbochargers in 1995. The effect: outstanding 408 PS. At the same time, the 3.6-litre biturbo engine impressed with the lowest exhaust emissions of all series-production units at the time. At the rear of the two-wheel-driven 911 GT2 – and limited to an edition of 100 – it even produced up to 450 PS.

Initially, Porsche offered the 993 only as a Coupé and Cabriolet. The Targa did not make its debut until 1995, at which time it arrived with a new concept: Instead of a removable hardtop, it had a broad electric glass roof which slid under the rear window. There was also another body variant as a series-production model: the all-wheel-drive Carrera 4S – followed slightly later by the Carrera S – combined the wide body and chassis of the 911 Turbo. Only the rear wing was omitted.

The flat-six engine provided another reason why the 993 is so popular among collectors and fans: it was the last 911 unit to feature classic air cooling. Initially with a power output of 272 PS, the two-valve model – again equipped with twin-spark ignition – already delivered 285 PS from 1995 onwards. Porsche also optionally offered a 300 PS variant. The manual transmission was also new: with a top speed of now up to 270 km/h, it received a sixth forward gear to cover this speed range without curtailing the engine’s power development due to a long ratio. The gear changes were also once again more precise.

In the end, staking everything on the 911, Type 993 paid off for Porsche. The chapter of air-cooled engines in this unique model history ended with the fourth generation of this iconic sports car in 1998. The second era then started after 35 years. It was the beginning of a time that would see unparalleled success. For the 911. And for Porsche. Porsche produced a total of 68,881 vehicles of the Type 993 between 1993 and 1998.