The Panamera diesel goes on sale from August 2011, and how the hybrid is only available in rear-wheel drive with an eight-speed Tiptronic automatic torque converter, not the PDK dual-clutch gearbox, which is offered to all other Panamera.
As the numbers of the new Porsche Panamera, diesel compare with the hybrid? The diesel is a strong struggle: it is 100kg lighter, emits 172g/km CO2 (167g/km or on the optional tires with low rolling resistance) is 159g/km, compared with the hybrid, and returns 43.5mpg, the hybrid is 41.5mpg.

In terms of performance, the 247bhp diesel ft and £ 406 of the hybrid is 375bhp and 428 pounds outclassed ft, while the diesel 6.8sec 0-62mph time and 150 mph top speed through the hybrid is 6.0sec and 167 mph are shaded. Crucially, however, the diesel is far cheaper to play, his £ 62,134 of the hybrid is £ 86,476.

In terms of price, it sits one level above the entry-level V6 petrol engine. The V6 petrol engine numbers: 0-62mph 6.3sec, 162 mph, 31mpg, 296bhp and 295 pounds ft.

Why there is no all-wheel drive? Why not PDK transmission?

The Panamera was not initially designed as a diesel and the 3.0-liter diesel engine and transmission are lifted directly from Audi. Other all-wheel drive transmission, the Panamera through the swamp, but Audi’s hardware was not designed to do so. It works in the Cayenne diesel, because the same engine sits higher, and the landing gear can pass under it. But possible in the Panamera, it is not easy. The new 3.0-liter twin-turbo Audi TDI engine with 309bhp was not be used: the Panamera The engine sits so far back in the engine room as possible to improve the driving dynamics, and the new Audi unit simply does not be packaged in the same way.
How does the Panamera to go diesel?

The diesel is definitely smoother than the last generation and Lusti unit, which debuted in the Cayenne (and it makes sense to 20kg lighter), pulls strongly from just after 1500rpm. And at highway speeds at a low gas pressures, it is actually quite difficult to say, you’re in a diesel at all, even with the low level of wind and road noise that you experience in a high-speed Panamera. But the difficult work and you are in doubt that you have to, driven by a compression-ignition unit, and there is no real fun, wind either, effort, once it’s out of his tight 1750rpm to 2750rpm torque sweet spot. It is the finest, stroking along at low and medium engine speeds, where it offers to slide easily accessible.

The gearbox is a similar story – it is smooth, if a little sleepy in the normal mode, although the close relationships do their best to keep you in the optimum torque zone. Switch to sport and there are additional response capability and an eagerness to maintain relationships, but really, you’re full-on need manual operation to really enjoy a drive and happy working the Tiptronic auto response again postpone obedience commands – if not as snappy as a PDK gearbox – and the recognition of multi-shift operation inputs: Drag the paddle three times in rapid succession, if you’re in the fifth and you’ll get second every time.

As PDK, you also get a standard stop / start system, which worked on most – if not all – occasions.
What about handling?

The steering is really good as well weighted with a sense of linearity and purity. Our car came with 18-inch wheels with the optional three-way damper and the results were mixed: the ride is fairly firm to control even in the softest mode, the body feels very good, but there is a delayed reaction in quick turns between your steering input and then the chassis. Select the mode and the second damper is greatly reduced, but the ride is not much worse – if you’re going fast, you’ll at least this second set must rely on it. Not uncommon, but serious off-road justify use of the third damper settings – this is an over-company, Track-only setting in most cars.

The Panamera, diesel is far from a bad car to punt along a smooth, quick way, but somehow the manual Cayenne V8 gasoline engine is to extract a much more cohesive, more satisfying thing, the most of.
Verdict

The Panamera diesel, is by and large a success. The engine is smooth and willing, attractive figures, the economy, and the interior is a nice place to be. But the general shortcomings of the Panamera is still there: it’s not the easiest thing is to see (to judge either side of the road, or vice versa) from the rear accommodation and boat is easy from a Mercedes S-Class in the shade, and in For diesel, the handling is not as satisfying as, say, the V8 manual.

Cayenne is a cheaper, bigger and still a decent drive, so if you try for a test drive Panamera will make sure that the dealer gets one in a Cayenne. Whatever your needs, you may simply prefer.

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S is for sports and marketing team of Porsche would have you believe that this new S model is the sporty variant, 911 Turbo, with everything from ceramic brakes, a torque vectoring system and active engine mounts as a default, if you not have a manual transmission. All in – and until the new GT2 comes later this year – it is the most expensive 911 you can buy: £ 123,263 for the coupe (tested here) and £ 130 791 for the convertible.

And despite the high price, since 90% of the turbos with the PDK ‘box sold, Porsche expects to cough 70-80% of the customers extra for P. Read on for CAR review of the new Porsche 911 Turbo S.
What does the S in the Porsche 911 Turbo S?

The direct injection, twin-turbo 3.8-liter Flat Six is essentially unchanged, but the gains come courtesy of the revised intake valve timing, a new carbon fiber airbox and an increase in turbo pressure to 1.2bar. Power rises from 493bhp at 6000rpm to 523bhp at 6750rpm 6250, the same headline figure as a Mk1 997 GT2. The torque peak is the same as a regular Turbo with the optional Sport Chrono equipped overboost function, but has the full ft S £ 516, if you like it, rather than need a sports button to access the extra oomph to can. Fuel consumption and CO2 emissions remain unchanged

Porsche PDK transmission is standard, as well as the Sport Chrono package, which includes a Launch Control function. And together with the extra grunt from the engine, all three elements of the Turbo S at 62 miles an hour sent in 3.3 seconds (3.6 for a regular turbo, 3.4 for one with the Sport Chrono package). Even more impressive is the 0-124 miles an hour time, which drops from 11.6 to 10.8 seconds.
And how does it feel when you start a Porsche 911 Turbo S by 124 miles an hour in 10.8 seconds?

It’s addictive, but oh so easy. Come to stop, press the Sport Plus button, set your left foot on the brake, then the other stamps on the accelerator. The electronics, the speed to build up, at which point you side step the brake and hold on you. It is a short pause, while the spinning wheels will be treated (we drove the Turbo S on a very humid day in Stuttgart) and then you notice cracks in the seat as the PDK ‘box through its corridors and hurls it down the road.

Unfortunately there is no GT3-style six-song to accompany your adventures, but you get an angry gurgling noise and noise over the shoulder, with a muted pschttt mixed when you lift.

But even though the Turbo S intimidating on paper, they drive in the city or on the freeway is easy. In the city it is means a little more nimble 911, which is easily in the transport site, and the PDK ‘box that you do not have to use the manual clutch heavy turbo’s and look stiff shift. Leave the urban areas back to find a decent piece derestricted highway and suddenly you’re stupid speeds. Just 15 minutes after climbing into the turbo SI’d set my own public road from 170 hours PB miles, and with absolute ease. It’s probably best you do not have Turbo S United Kingdom – you will lose your license in the first week of ownership.

So it’s a little faster, but really worth an extra 30bhp £ 20k?

Extra power is not everything, what you get. Most of the 911 Turbo buyers end up with a whole lot of issues on the list of options, so for them the extra on the S-Kit (plus the supposed exclusivity), it might seem like a good price – spec a turbo with the same gear and it costs pretty much the same.

By default, the Turbo S, Porsche has the 19-inch RS Spyder wheels (£ 2,338 otherwise) that PDK ‘box (£ 2607), adaptive seats (£ 674, if indeed that is Porsche’s way of saying They have extra attitude – these aren ‘t active elements with cushions that inflate in the corners), cornering lights (£ 468) and ceramic brakes (an outrageous £ 5,801 and not necessary, since we are still missing never really found Porsche-Stopper ). There are also PTV, Porsche Torque Vectoring system that brakes the appropriate bottom wheel (£ 872) and the Sports Chrono Package with active engine mounts (usually £ 2,686, but actually £ 3,027 in connection with PDK how to get launch control) .

Of course, a rear wiper forgotten extra, but it soon became clear that some, if you are on the way to the Turbo S. There are other cars out there more clearly with a throttle, but not much with any gear, any speed the Turbo S. go And if you think you’re going pretty fast, you will find it still going to the final thousand rpm where the power gains are actually made.

And grateful, if you press the Sport or Sport Plus button, you can still see the shock move back to its normal setting – the sport mode is too stiff, even for relatively smooth German roads.
Verdict

If the new Turbo S really worth over £ 120k? Not really. The interior (although well built and better than ever before) in a £ 50k Cayman, a regular turbo can be had, feels just as fast, it’s a Carrera S really all you actually need, and a GT3 will ultimately prove the more satisfying drive – and it’s almost £ 25k cheaper. As impressive is all the power, it dominates the experience and thus you lose some of the crucial interaction that most of the 911 are famous.

The turbo is essentially a GT car, but one that small, dynamic and fast enough to overtake the most super sports cars so clumsy when comparisons are sitting’s. Either you packed the speed and ease of use love in such a small package, or view it as a dead common and closely (if a DB9 and Conti in comparison), and lack supercar appeal (an R8 it knocks). Good, but weird.

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The Spyder is to be unveiled at the LA Auto Show in December 2009, and it is not a run-out in limited edition as with previous Spyder’s Boxster, but the third (and most expensive) permanent addition to the roadster range.

This is the new Porsche Boxster Spyder does not have a hood?
Well it does. Sort of. To create the Porsche Spyder, the folding roof has binned, and all associated mechanical and in its place comes a piece of cloth that lays on the windshield and hooks on the new rear deck. Even with the side windows and the glass wind deflector take place, there are still some gaps left by the wind in. It’s only for low-speed driving meant – Porsche quotes the 166mph top speed without a roof. Screaming to be heard at, we suppose.

And that the new rear deck?
It is the most striking difference between the Spyder and a standard Boxster – there is now a great pair of power domes behind the rear seats and a larger rear spoiler. Further improvements are revised site host, a new front fascia and the retro label.

The interior gets some fancy moves from the door, the GT3 RS and weight-saving carbon bucket. Sports suspension, a lower center of gravity and – at a relatively trim 1275kg – 80kg weight is an advantage compared to a Boxster S should Spyder Boxster at the sharpest.

And with an extra 10bhp from the engine – where the sum of the 3.4-liter six-cylinder 316bhp – and the Spyder is two tenths faster than a normal 62mph S, knocking the benchmark sprint in 4.8 seconds .

Porsche PDK options like Normal, SAT-NAV, and ceramic brakes are available, the sticker is an option to “Delete”, and customers should also change the situation, the hardcore sites for more convenience-oriented products. UK sales begin in February 2010 with prices at £ 44,643, more than a few large Boxster S to be a want?

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This is the 911, we are talking about – style, always a delicate fine-tuning. But if you look closely you may notice a wider front air intake, LED lights, daytime running lights and tail lights, low-drag rear-view mirror and larger exhaust pipes.
Here, the hope of bigger changes in 2009 under the 911 Turbo of the skin made of!

6 units of the engine now has a crankcase, high-pressure direct fuel injection, variable geometry air blower right, different length intake manifold, larger radiator, and the free flow of exhaust catalysts and the two separate.

Power from 473bhp to 493bhp at 6000rpm, while torque climbs from 457 pounds to 479 pounds feet to deliver all the way from 1950 – 5000rpm the latter. If you have standardized Sport Chrono package, can be instantly facilities for up to 10 seconds when a stonking £ 516 feet
So how does it do?

Quite good. Zero to 62 mph times of transmission depends on the choice of whether you have the optional Sport Chrono package, which makes emission control and pressurized choice.

Therefore, the six-speed manual 62 mph sprint time of 3.7sec, the Kosovo Democratic Party need to 3.6sec and the Sport Chrono Package seal the other two from 0.3 seconds. An objective look at: each one 959 times faster than that. And shared with all four wheels, and can be used, even in bad weather the impact of the performance, though may not be the maximum speed of 193 mph. Porsche also said it is 10 seconds 24 faster than last year’s 911 Turbo of the Nordschleife circuit.

In the mid-range kicks, but it really shows the turbo is. 6 units in the 7000rpm of the security line, but you never need to use more than 5K to pass anything, it does not need as many as 7 gears. Democratic Party of Kosovo box is great, but, on a number of new and better select the appropriate gear, rather than behind the steering wheel of those terrible rocker switches installed on the first installation of the Democratic Party of Kosovo Carreras.

In fact, it had an larger place consume, shedding Wu ? Qian Croatia has made kerbweight to 1.57 thousand kilograms – which is 1595 kilograms if you standardize the Democratic Party, but that means it is still 25 kg more than the old five-speed automatic reduced. In the most important thing is, the software planned four-wheel-drive system has been honed, re-calibrated shock absorbers and now have the ability to rotate the rear wheels when slowing down inside, in a more neutral handling behavior.

It is amazing how intelligent fine-tuning can improve the car’s overall performance. The outgoing 911 Turbo is a very capable package, but subsequent models show it is in a restricted number of rough edges, such as the excessive and beyond from the late enough, now all but disappeared relative change abruptly.

By changing the spring and damper rates from the taut, hard to soft and stable, the whole attitude of bumps, like stimulation, ridges, ditches, dips and ripples become more tolerant.
Ruling

It is not that long ago, in the 911 Turbo is the ultimate road car 911. However, when such a GT2 and GT3 cars have become so civilized (By contrast, during the now-dead GT2 circumstances), you may want to know if there is still leading turbine-point.

And the £ 101,823 price, whether it is a large-scale economic car tires or Carrera. However, this is a very different car, in the 911 large-scale gas turbines, with the nearby GT2 performance sports car, but you can use every day.

Second-generation 997 Turbo is so well to ensure that a variety of weather conditions due to four-wheel drive, you can see, put insisted on the back of children and Porsche has even cut 18%, emissions 272g/km. It may not be the most sexy of the 911 these days, but now, it really is the greatest.

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First of all can we really talk about a new Porsche GT3? Apparently we can. For this season the car has been subtelly upgraded. Even though we can’t see the modifications the drivers will most likely notice them. From a mechanical point of view it’s an almost new car. The susspension has been modified for better traction and also more settings. This will come in handy durring the racing season.

The engine has been slightly tinkered with or so say the guys from Porsche. The 6 cylinder 3.8 litre alluminium forged boxer power plant developes 465 HP at 8000 rpm. But the red line is placed at over 9400 rpm. The torque is also impressive: 430 Nm at 7.250 rpm. The car has a brand new transmission,a 6 speed sequential gear box.
Even though the Porsche GT3 RSR will probabily never see normal roads, being a pure racing monster, the 349.800 euros price would most likely discourage pottential buyers.

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Anyway, don’t be too excited about the Panamera Hybrid, cos you can buy it as late as 2013, but it will make its debut in 2009 with a non-hybrid drive. As we’ve heard from unofficial sources, it seems that Porsche is investing more than €1 billion in the development of the Panamera, which is a premium-class Sports Coupé with four seats and four doors. Porsche also promises that buying this hybrid car, you will see some minuses at the fuel bills. Compared to the conventionally powered Panamera, Porsche claims 30 percent better fuel economy. We’ll have to wait and see because we won’t belive it until we see it.

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The car’s 3 different operation modes will allow the exclusive use of the electric motor not only when acceleration at a moderat speed from the traffic lights and in parking maoeuvres but also when driving in residential areas with a speed limit of 30kmh. Another interesting advantage of the electric motor is that it provides an additional brake effect .

This Porsche hybrid concept combines a reduction of fuel consumption and emission-free motoring in the electric mode with the performance and driving dynamics typical of Porsche. The reduction of fuel consumption is the predominant factor in the decision for the Hybrid-Cayenne.

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911 GT3 Cup also has the ceramic brakes that not only shed 20 kilos off but also completely eliminate the fading effect.

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