E-Zine November 2017

The new 2018 Porsche 911 Carrera T

Porsche is reinvigorating the concept of the puristic 911 T
model from 1968 with the new 2018 911 Carrera T. With less
weight, a manual transmission with a shorter constant
transaxle ratio, and a standard mechanical rear differential
lock, performance and driving pleasure are heightened. The
911 Carrera T (“T” stands for Touring) is also equipped with
several performance-enhancing features that are not available
on the standard 911 Carrera. This includes the PASM Sport
Suspension with a 0.39-inch (10 mm) lower ride height, a
shortened gear lever with an embossed shift pattern in red,
and seat centers made of Sport-Tex material. Rear-axle
steering is not available for the standard 911 Carrera but is an
option for the 911 Carrera T.
Based on the 370 hp 911 Carrera Coupe, the new model
features unique design elements. The 911 Carrera T is
equipped to be light and sporty: The rear windshield and rear
side windows are made of lightweight glass, and door opener
loops on the inside replace the conventional door openers.
Similar to the 911 GTS models, sound insulation has been
reduced. Weighing 3,142 pounds, the 911 Carrera T is the
lightest model in the 911 Carrera range.
The design of the 911 Carrera T underscores performance.
The 911 Carrera T is fitted with an aerodynamically optimized
front spoiler lip that comes with the PASM Sport Suspension.
The SportDesign exterior mirrors are painted in Agate Grey.
The vehicle’s side profile features 20-inch Carrera S wheels
painted in Titanium Grey and a stripe bearing the model
designation. The louvers of the rear decklid grill, the Porsche
logotype, and the model designation “911 Carrera T” are
finished in Agate Grey. The standard Sport Exhaust System
with black exhaust tips characterizes the rear of the car.
Paint options of Lava Orange, Black, Guards Red, Racing
Yellow, White and Miami Blue as well as the metallic colors
Carrara White, Jet Black and GT Silver are available.
The 911 Carrera T is fitted with black 4-way electrically
adjustable Sport Seats Plus with seat centers in Sport-Tex.
The headrests are embroidered with a black “911” logo. When
ordered with the optional Full Bucket Seats (available on a
911 Carrera model for the first time), rear seats are deleted.
The GT Sport Steering wheel with leather rim, also standard,
comes fitted with a switch for driving mode selection. The
shortened gear lever with shift pattern embossed in red is
reserved for the 911 Carrera T.
The interior trim on the dashboard and doors is in black as are
the door opener loops. The Carrera T Interior Package is new:
With available contrasting colors in Racing Yellow, Guards
Red or GT Silver, it provides additional colored accents via the
seat belts, the “911” logo on the headrests, the door opener
loops, and the seat centers made of Sport-Tex.
The twin-turbo 3.0 flat-six engine develops 370 hp and 331 lbft
of torque, the latter of which is available in a broad range
between 1,750 and 5,000 rpm. Thanks to the manual
transmission with a shorter constant transaxle ratio and the
mechanical rear differential lock, the 911 Carrera T
accelerates from zero to 60 mph in 4.3 seconds, 0.1 second
quicker than the standard 911 Carrera. The manual version
reaches a top track speed of 182 mph. When equipped with
the optional PDK transmission, the 911 Carrera T reaches 60
mph in 4.0 seconds using the standard launch control feature
and has a top track speed of 180 mph.

Porsche secures third straight world championship title with the 919 Hybrid

Porsche has crowned the 919 Hybrid’s career with a third
consecutive Manufacturers’ World Championship title. A
second and third place finish at the Shanghai 6-hour race
produced an early title decision at round eight of nine on the
FIA World Endurance Championship WEC calendar.
Michael Steiner, Board Member for Research and
Development at Porsche AG: “Three manufacturers’ world
championship titles and three Le Mans victories for the
Porsche 919 Hybrid are confirmation of our initial bold
decision to attempt something totally new. Especially in regard
to battery technology, downsizing, efficiency improvements
with the turbocharged petrol engine and, in particular, for
energy recovery systems. We didn’t look for role models,
instead we struck out on our own path. Only by doing this
could we create such a strong package, which has enabled us
to make huge progress on the racetrack and in our technical
development centre.”
At the same time, Earl Bamber (NZ), Timo Bernhard (DE) and
Brendon Hartley (NZ) clinched the drivers’ title. The Porsche
919 Hybrid has netted six world championships, three outright
Le Mans wins, a total of 17 race wins including seven double
victories, 19 pole positions and 12 fastest race laps from 33
Finishing second at the six-hour race in Shanghai, Earl
Bamber (NZ), Timo Bernhard (DE) and Brendon Hartley (NZ)
succeeded the previous title winners Romain Dumas (FR),
Neel Jani (CH) and Marc Lieb (DE). This marks the second
driver’s world championship in the WEC for Bernhard and
Hartley after 2015.
With 12 race victories between them, the two are the most
successful long-distance drivers in WEC history: they clinched
their first world championship title in 2015 with Mark Webber
It’s enormously challenging for three drivers to share a race
car at a 6- or 24-hour race. “Endurance racing is a team
sport,” asserts Timo Bernhard. As the boss of the Porsche
“Team 75 Bernhard” he knows what that involves. But he’s
also very clear about the cooperation between drivers: “An
endurance crew must be on the same page on personal and
technical level. This is essential and you have to work at it.”
Each brings their own driving style with them, each as unique
as their signature. They first have to adapt this style and then
make an honest evaluation when setting up the car. The short
practice time has to be divided between the three. Even with
settled weather conditions, not all three draw the same cards
in completing a qualifying simulation on fresh tires. And not all
three will get a chance to test a set of tires at the end of its
lifespan. Still, by race time, each must know how the car
handles with new, used or worn-out rubber.
Feedback about the grip level and turn-in response or
warnings for wet spots or inattentive competitors have to be
formulated reliably, classified correctly by the recipient and
implemented. There is no room for personal preferences in
the setup work. No one benefits from measures that only one
can use. But all pay when one doesn’t cope.