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Porsche Spy video – New Porsche Cayman on the Nurburgring race track

August 11, 2011 by porsche Leave a Comment

  • Porsche Spy video
  • New Porsche Cayman

Porsche Spy ShotsIn just a month’s time Porsche is set to take the wraps off its brand new Porsche 911 (Porsche 991), but shortly after the automaker from Stuttgart will also introduce new-generations of the Porsche Boxster and its Porsche Cayman sibling.

Like most models in Porsche’s lineup, the new Porsche Boxster and new Porsche Cayman are only due for some minor styling revisions, but under the skin things will be revamped completely.

Here we have a Porsche Spy video of a prototype for the new Porsche Cayman as it runs up some test miles on the Nurburgring race track in Germany, and on some of the surrounding roads.

One of the biggest changes for the new Porsche Boxster and new Porsche Cayman will be the introduction of turbocharged four-cylinder engines in place of the naturally aspirated six-cylinder units found in the outgoing models. Nevertheless, peak output from the smaller engines should match the horsepower figures of the ones they replace.

For more details on the new Porsche Cayman, including additional spy shots, click here for our more in-depth report. And for information on the new Porsche Boxster, click here.

Look for a reveal of the new Porsche Cayman in the second half of next year. Until then, enjoy this exclusive Porsche spy video.

[source: motorauthority.com]

Filed Under: Porsche Video, Spy shots Tagged With: New Porsche, Porsche Cayman, Porsche Spy Shot

Black edition Porsche – Porsche Cayman S :Porsche Commercial

August 9, 2011 by porsche Leave a Comment

  • Porsche video
  • Porsche commercial
  • Black Edition Porsche Cayman S 

2012 Black edition Porsche Cayman S

The new Black edition Porsche Cayman S underlines why some things just need to be black

Check out this Porsche commercial video for the Black edition Porsche Cayman S. The two seater sports car is powered by a 3.4 liter six-cylinder boxer engine with 330hp at 7,400 rpm and a maximum torque of 273 lb-ft at 4,750 rpm. In addition, the 0 to 60 sprint speed is 4.8 seconds and accelerates from 0-99 in 11 seconds.

The new 2012 Black edition Porsche Cayman S can be yours for $67,500.

 

Filed Under: Porsche Video Tagged With: Black Porsche, Porsche Cayman, Porsche Commercial, Porsche Video

Porsche Spy Shots: New Porsche Cayman on sale by the end of 2012

July 5, 2011 by porsche Leave a Comment

  • Porsche Spy shots
  • New Porsche Cayman
  • On sale by the end of 2012

New Porsche Cayman 2012 Spy Shots Front angle viewThe next generation new Porsche 911 debuts at the Frankfurt motor show this September, the wraps will be pulled off theMk3 Porsche Boxster at the 2012 Detroit motor show, but there’s a third all-new Porsche on the way too. It’s the second-generation Porsche Cayman, caught by our spies while on test at the Nürburgring; it’ll be on sale in the UK by the end of 2012.

 
 
 
 

I know  this car – the new Porsche Cayman is just a revised version of the current Porsche Cayman, right?

New Porsche Cayman 2012 Spy Shots Side viewNot quite, as it’s an all-new model – albeit one that shares a lot of DNA with the new Porsche Boxster 981 and new Porsche 911 (Porsche 991). However, Porsche is determined to spread its offerings over a much wider range of market segments, so differentiation is the new name of the game, not standardisation and simplification. Items like bespoke doors will now help you tell the mid-engined cars apart from the rear-engined icon, and Stuttgart’s designers have made further effort to differentiate all three. Inside expect a heavy Porsche Cayenne/Porsche Panamera influence, with a rising transmission tunnel.

Like its forthcoming Mk3 Porsxhe Boxster sibling, the current Cayman’s 2415mm wheelbase will be stretched by 60mm, increasing legroom by 18mm; overall length is up, but the front overhang will be decreased by around 25mm. But despite the increase in size, bigger wheels and tyres (18s rather than 17s will standard on the boggo model, 19s on the S) and extra crash structures, both the standard Cayman and Cayman S will weigh less than their predecessors – reckon on at least a 15kg weight saving for each.

When does the Cayman get four-pot power?

New Porsche Cayman 2012 Spy Shots Rear viewNot until both the Porsche Cayman and Porsche Boxster are facelifted in 2015/2016, and if marketing agrees, the entire range could eventually switch to the new drivetrain. The pair are expected to receive the bigger-bore 2.5-litre twin-turbo flat four, which comes in various power guises up to 355bhp and 347lb ft.; a smaller 1.6 version is reserved for the 356 and its VW and Audi (and potentially Seat) cousins. The first hybridised Porsxhe Cayman (and Boxster) models should also appear in 2016.

In the meantime, the Porsche Cayman sticks with its famed flat sixes. Just as the new Porsche Boxster will gain an extra 10bhp to put it on par with today’s entry level Cayman (and the S will move up to a Cayman R-equaling 315bhp), so the new hardtop car will be subtly boosted to justify the extra Porsche charges over the Boxster. The lighter weight, more efficient engines, honed aerodynamics and new features such as start-stop, extensive thermo-management, recuperation and a new electrically-assisted power-steering add up to an 18% drop in consumption.

And as an aside, the next, next Porsche Boxster and Porsche Cayman will appear in 2018 and 2019, using a development of the new platform, as the two-generation lifecycle was signed off before VW took charge.

New Porsche Cayman Spy shots:

New Porsche Cayman 2012 Spy Shots Front angle side view
New Porsche Cayman 2012 Spy Shots Front angle side view
New Porsche Cayman 2012 Spy Shots Front view
New Porsche Cayman 2012 Spy Shots Side view
New Porsche Cayman 2012 Spy Shots Side view
New Porsche Cayman 2012 Spy Shots Rear angle side view
New Porsche Cayman 2012 Spy Shots Front angle view
New Porsche Cayman 2012 Spy Shots Front angle side view
New Porsche Cayman 2012 Spy Shots Side view
New Porsche Cayman 2012 Spy Shots Rear angle side view
New Porsche Cayman 2012 Spy Shots Rear angle view
New Porsche Cayman 2012 Spy Shots Rear view

[source: carmagazine.co.uk]

Filed Under: Spy shots Tagged With: New Porsche, Porsche Cayman, Porsche Spy Shot

15 years of the Porsche mid engine model line

June 22, 2011 by porsche Leave a Comment

  • Porsche news
  • Success story: 15 years of the Boxster model line
  • More than 300,000 Porsche Boxsters and Caymans built

2010 Porsche CaymanA nice round number to celebrate the birthday: Almost 15 years to the month after production began, the Porsche Boxster, together with its sister model, the Porsche Cayman, exceeded the 300,000 mark for the number of vehicles built. With its timeless attractiveness, this two-seat, mid-engine Porsche design has what it takes to make yet another sports car icon. To mark the anniversary, a Boxster Spyder with Platinum Silver metallic finish and Carrera red natural leather interior trim will roll off the Stuttgart-Zuffenhausen production line in June, destined for a customer in Germany.

There are solid reasons for this long-standing success: The Porsche Boxster and Cayman are continuously developed based on a meticulous mid-engine concept and are therefore deemed to set the standard for sports cars of their class. In the important export market of the United States, this is the tenth year that they have been ranked among the “10 Best” vehicles by Car and Driver Magazine and occupy second and third place in Germany as the vehicles that hold their value the best, hot on the heels of the 911.

The Boxster’s origins testify to the typical Porsche blend of capability, courage and farsightedness. In the economically challenging times of the early 1990’s, the company decided to go onto the offensive and unveiled the classic mid-engine roadster concept at the 1993 Detroit Motor Show. In its design language, the show car was reminiscent of the Porsche 356 No. 1 and the Porsche 550 Spyder. The overwhelming public response clinched the decision to proceed to series production of the Boxster, which began in the summer of 1996, and introduced as a 1997 model.

2010 Porsche Boxster Spyder Rear Side view In motionDynamic lines, outstanding performance and an attractive price quickly catapulted the mid-engine sports car onto the bestseller list while attracting new customers to Porsche. To put the successful concept on a broader stage, Porsche also developed a Coupe based on the open-topped, two-seater roadster that made its world debut at the 2005 IAA Frankfurt Motor Show as the Cayman. The enormous demand resulted in the Boxster and Cayman being built at Valmet Automotive in Finland in addition to Zuffenhausen.

The model range currently comprises the four open-topped variants, the Boxster, Boxster S, Boxster S Black Edition and Boxster Spyder. These are complemented by the Cayman, Cayman S, Cayman S Black Edition and Cayman R Coupes.

The engine variants for the two model lines range between 255 hp and 330 hp thanks to Porsche Intelligent Performance fuel consumption is rated as high as 29 MPG highway.

 

Filed Under: Porsche News Tagged With: Porche Boxster, Porsche Cayman, Porsche news

Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3

June 22, 2011 by porsche Leave a Comment

  • Porsche Test
  • Porsche video
  • Porsche 911 GT3 vs. Porsche Cayman R
  • Mid engine vs. Rear engine. Which handles better?

Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3This is where we venture beyond customary performance tests to decipher two of car enthusiasm’s enduring mysteries: Does spotting the engine in the optimum location—in the middle of the car—yield demonstrably better handling? And can engineering theory trounce painstaking practice?

Porsche Cayman R, the hottest mid-engined model in Porsche’s current lineup, represents the theory side of the equation. This is the thinking man’s sports car—light, stripped, and hunkered down for utmost agility. Aluminum door skins, a bare-bones interior, carbon-fiber seat structures, and new 19-inch wheels hold the curb weight to 3076 pounds. Air conditioning and audio-entertainment equipment are optional. Porsche’s 3.4-liter, direct-injection flat-six has been goaded to 330 horsepower at 7400 rpm, a 10-hp gain over the standard Porsche Cayman S. While price doesn’t count in this analysis, the Cayman R starts at $67,250, a pocket-warming $12,700 less than a base 911.

We tapped a Porsche 911 GT3—the proud son in an unbroken line of rear-engined Porsches dating back to 1948—to represent the practice-makes-perfect argument. What the GT3 lacks in value (as-tested price: $130,910), it overcomes with pure grit. In terms of power-to-weight ratio, this is the second-hottest naturally aspirated Porsche money can buy (after the GT3 RS). The 435-hp, 3.8-liter flat-six and the six-speed transaxle powering this 911 descend from battle-hardened race hardware. Prepped GT3s compete in the Porsche Supercup, a Formula 1 support series. Decades of exorcising handling gremlins that come with hanging a 570-pound engine behind the rear axle have paid off in razor-edged reflexes. The latest fix is a $1300 set of dynamic engine mounts that cinch up during aggressive maneuvers to calm the GT3’s transient behavior.

Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3These road warriors are the ultimate examples of their respective 987/997 breeds. A seventh-generation 911, which will beget a new, third-generation Porsche Boxster/Cayman, is scheduled to bow at this fall’s Frankfurt auto show. To compile the evidence that would convincingly prove which engine location works better, we dug deeply into our box of tools.

Cayman Dynamics, a team of vehicle-dynamics experts on call to support our more ambitious tests, cracked the door to a local laboratory where a million-dollar test rig measured each Porsche’s center-of-gravity height and polar moment of inertia [see “Engine-Location Glossary”].

Supplementing the normal acceleration, braking, and cornering tests, we lapped the Chrysler Proving Grounds road circuit where the Dodge Viper’s fangs were sharpened. All our tests were run with stability control disabled.

To measure agility and predictability at the ragged edge of adhesion, we reconfigured the classic slalom test and cooked up a new step-steering-input maneuver.

To monitor yaw rate and slip angle throughout our tests, we used a dual-antenna Racelogic VBOX II SXSL3 data logger.

And, in celebration of Michigan’s endearing spring weather, we attacked a favorite local road with each Porsche to determine which was capable of posting the higher average speed on a 1.0-mile wet-pavement run.

Watch Porsche test video: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3

LET THE GAMES BEGIN

Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3Theory says that for optimal performance, a sports car’s center of gravity (CG) should be as low as possible and closer to the drive wheels than the steering wheels. (Front-drivers read from a different chapter in the physics book.) To visualize polar moment of inertia, think of a figure skater spinning in a pirouette or a high diver tucking in limbs to accelerate rotation off the board. Now transfer those visions to a sports car: Concentrating the engine as close as possible to the vertical axis of rotation reduces the polar moment of inertia, theoretically making it easier to begin and end any cornering maneuver.

Our lab tests revealed that the GT3’s CG height is a worthwhile 0.6 inch lower than the Cayman’s [see chart]. But that four-percent advantage pales in comparison to the Cayman’s 20-percent-smaller moment of inertia. Those figures tell you little on their own. But when we dig into the battery of dynamic tests, knowing the two Porsches’ inner secrets might help illuminate how one is able to trump the other.

Even though the crux of this story is handling, it’s worth noting that the 911’s acceleration and braking superiority goes beyond its better power-to-weight ratio and its track-worthy tires. Accurately knowing the CG location in both cars reveals that the rear (driving) tires carry 74 percent of the 911’s weight during hard initial acceleration versus only 67 percent of the Cayman’s. (More load equals better launch traction.) During braking, when nearly equivalent tire loading yields the shortest stops, the dynamic distribution is 58/42 percent, front to rear in the 911, versus 64/36 in the Cayman. Factor in the downforce provided by the 911’s rear wing, and the braking advantage swings further in its favor.

Porsche Test 1: RIDING THE MARRY-GO-ROUND

Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3Circulating a 300-foot skidpad at the limit of adhesion reveals the most fundamental facet of handling: the maximum-average grip (a.k.a. roadholding) available for cornering maneuvers.

The two Porsches finished close in this test. The 911 GT3’s 1.01-g roadholding topped that of the Cayman R by a slim 0.01-g margin. Both demonstrated minimal understeer. While they differed little in feel at the limit, our recorded measurements showed a slip angle of 1.8 degrees in the Cayman versus 1.0 degree in the 911. (In this instance, slip measured at the CG is proportional to understeer.)

Under consistent throttle pressure, the 911 demonstrates a rock-steady lock on its cornering line. With a touch too much gas pedal, it slides predictably wide.

In spite of its second-place finish on the pad, the Cayman earned a moral victory attributable to its tires. In comparison to the 911’s sticky Michelin Pilot Sport Cup radials, the Cayman’s Bridgestone Potenza RE050A rubber has a narrower section width and a much less aggressive construction (intended more for general driving than track use). The Cayman R demonstrated excellent behavior, with linear responses to minor throttle and/or steering corrections aimed at holding the line.
Win (barely): Porsche 911 GT3.

Porsche Test 2: THROUGH THE SLALOM

Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3To challenge agility, we created a new 610-foot slalom course with 10 cones spaced at increasing then decreasing intervals to mix acceleration and braking into the classic serpentine maneuver [see diagram]. Thanks to its shorter wheelbase and superior tires, the GT3 reigned supreme in this event with an average speed of 49.9 mph, exactly 2 mph quicker than the Cayman R. The 911’s speed varied nearly 15 mph on this course versus about 12 mph of variance for the Cayman.

The 911 loved being tossed through the tighter gates, while the Cayman worked best with smooth, patient hands at the wheel. The Cayman’s fluidity and narrower rear width were key assets. Our instruments revealed that both Porsches achieved peak grip of 1.11 g; the Cayman’s maximum slip angle was again nearly double that recorded by the 911. Win: Porsche 911 GT3.

Porsche Test 3: RACECOURSE SEGMENT

Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3In an attempt to negate the 911 GT3’s 19-percent pounds-per-horsepower advantage, we whittled Chrysler’s Evaluation and Handling Course down to a tight, 0.42-mile squiggle containing three right turns and three left turns [see diagram]. That did not stop the 911 from trumping the Cayman by 2.0 mph.

The 911 won, thanks to its holy trinity of advantages: better acceleration, braking, and cornering. It was easy to rotate the rear-engined car into every bend under trail braking, and it rocketed onto each short chute as if boosted by an afterburner. The GT3 recorded peak cornering of 1.20 g versus the Cayman’s 1.13 g.

The Cayman’s more relaxed demeanor makes it easier to drive. While the steering is slightly lighter in the Cayman than in the 911 GT3, road feel at the wheel is comparable in both Porsches. During dozens of two-direction passes, neither of our pair of test drivers dropped a wheel or came close to a spin. Both Porsches are primed and ready for track-day use by drivers ranging from rank amateurs to seasoned pros. Win: Porsche 911 GT3.

Porsche Test 4: SEEKING THE SPIN THRESHOLD

Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3To determine just how aggressively these Porsches could be tossed into bends, we conducted a step-steering test at Chrysler’s vehicle dynamics (skidpad) facility. Our procedure had us achieving a target speed before abruptly snapping in and holding exactly 90 degrees of steering. Starting at 35 mph, we climbed the velocity ladder until each Porsche showed nervous behavior. No steering corrections were allowed. Our test equipment revealed that both Porsches responded with about the same 30 degrees of car rotation per second of  yaw velocity.

Under steady throttle, the Cayman finally spun at 75 mph. Backtracking a bit, we found that it became nervous at 65 mph with a tendency to drift sideways when full throttle was applied at that speed. When the throttle was abruptly lifted following 90 degrees of steering at 65 mph, the response was a gentle spin.

The 911 confidently stepped up the speed ladder to 80 mph before things got dicey. Adding throttle at that speed was no problem. But dropping the throttle at 80 mph made this car extremely loose. At an entry speed of 85 mph, the 911 spun every time. Why? Because the combination of lateral (cornering) and longitudinal (propulsion) loading and the 911’s large polar moment of inertia finally overwhelmed the rear tires.

An interesting countermeasure we discovered is that the 911’s electronic throttle is programmed to close with utmost deliberation. This, in combination with a heavy clutch, makes heel-and-toe downshifting a bit of a chore. But the lazy throttle also diminishes the likelihood the 911 will gosideways when a driver lifts in the middle of a tight bend on slippery pavement. Win: Porsche 911 GT3.

Porsche Test 5: PUCKER-FACTOR TEST

Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3One of the more revealing tests we conducted was a back-road blitz on a rainy afternoon. Even though the 911 GT3’s Michelin Pilot Sport Cup tires were poorly suited to this task, this Porsche demonstrated impressive wet grip. Front-to-rear balance was commendable, and the 911 never slipped into a scary slide during braking, cornering, or when the two were mixed. However, we had to exercise care adding power when exiting bends because of the steep rush up the torque curve at the engine’s sweet spot. We noted some evidence of sphincter pucker.

In contrast, the Cayman R, riding on Bridgestone Potenzas with normal tread depth, triggered no reflexive twitches. While it suffered from a touch more understeer, this Porsche was able to use all of its power and a greater share of its handling prowess thanks to more benign responses, greater linearity, and more predictable general behavior. Better yet, the Cayman easily topped the GT3’s 66-mph best run by more than 2 mph. Win: Porsche Cayman R.

THE RESULTS ARE CLEAR: The grizzled veteran Porsche 911 GT3 won with a score of four victories in five handling tests. This leads us to a number of conclusions. Hoary as it is, the tail-engine layout is still perfectly suitable. Thanks to the six decades of development Porsche has invested in this configuration, the 911’s combination of ample power, exemplary brakes, and tenacious grip lifts the perform­ance bar beyond the reach of the new Porsche Cayman R. In this battle, scrupulous practice conquered sound theory.

But had we pitted the Porsche Cayman R against a more pedestrian Porsche 911, the handling tests likely would have been tighter. Or alternately, imagine for a minute a Cayman RS armed with more than 400 horsepower, a nice fat set of Pilot Sport Cup tires, and another dollop of carbon fiber. That would be one awesome Porsche. And one likely capable of finally eclipsing the iconic Porsche 911.

Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3 Picture Gallery

Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3
Porsche test: Mid Engine Porsche Cayman R vs. rear engine Porsche 911 GT3

[source: caranddriver.com]

Filed Under: Porsche Test, Porsche Video Tagged With: Porsche 911, Porsche Cayman, Porsche test

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