Video: Porsche 918 Nürburgring Record Lap: 6:57 sec

Video: McLaren F1 and Ferrari F40 vs Analogue Rivals | evoTV

Long live the KING! 

This test brings together some of the greatest analogue super cars - the ones that make you work hard as a driver, but are hugely rewarding - where we discover what they are all about, and why we love them. The McLaren F1 goes up against the Ferrari F40 and F50, Porsche Carrera GT, Noble M600, Pagani Zonda F and Lamborghini Murcielago LP670-4 SV.

New Porsche 911 turbo 991

Porsche had just released a video about the brand new 911 turbo, the 991 model!

Porsche says about the new 911 turbo:
"With the new Porsche 911 Turbo, we have once again questioned everything and started from scratch. We pushed the boundaries of what is possible in order to break new ground. Watch the result in our latest clip. "

Video: Porsche 911 RS 2011 by DP Motorsport

With 2.66 kg/hp this white -wide 964 Porsche 911 is much more than you expect

DP Motorsport has been tuning Porsche Cars for about 30 years, they really know what they are doing. This 964 model Porsche 911 has been heavily modified by the tuner, to a weight just over 1900 lbs (870kg). It sports a wide body upgrade, and carbon fiber everything.

This white 911 with  a 3.6 litre engine from a 993 and the wide  dp11 RS 2011 bodykit made completely  from carbon, including front bumper and hood, fenders, lightweight doors, rear fender flares, rear bumper and rear spoiler.

Alongside the green heated windscreen, a set of green-toned Plexiglas windows, as well as lightweight lamp lenses, were installed for the sake of weight saving. Reduced-weight tail light lamp holders, as well as air conditioner cover and underride protection from carbon, help chop the weight down to the desired figure. The carbon roof panel has been manufactured using the sandwich vacuum technique, and both hoods are equipped with quick release fasteners.

The output is 326hp. The engine breathes through two PMO carburettors with 50mm throats, with spark provided by an electronically governed twin-plug distributor system. Power is dispensed through a G50 five-speed gearbox with a limited-slip differential.

As for the interior, the dp 935 bucket seats, the light carbon dashboard, a special knee bar set and the raised central tunnel catch the eye at first glance. In contrast to the body colour, the interior is dominated by black Alcantra. A welded safety cage, a varnished sports steering wheel with Porsche horn button, a lid instead of the clock and a carbon underbody are impossible to overlook.

Finally, such specials are featured as a dp Clubsporttank with the capacity of 70 litres, a 25-amp gel battery starter, a smaller windshield cleaning liquid tank, light electric interior airing system, a middle oil cooler with front hood ventilation, as well as – how could it have been otherwise? – a brake cooling housing made of carbon.

All these modifications ultimately result in bringing the unladen weight of this 911 down to 870 kg (without fuel), the series standard being 1,080 to 1,335 kg depending on the type and equipment.

Wheels size 9’ x 15’ and 13’ x 15’ by Fuchs coupled with 225/50-15 and 345/35-15 tires represent an adequate link between the vehicle and the road. Apart from the dp coilovers, adjustable stabilizers, as well as head bearing, the spring plates and rear-axle independent arms with Uniball bushings are definitely worth a mention. A braking system originating from a 964 model and adjusted for the 911-G-Modell provides appropriate deceleration.

[youtube http://www.youtube.com/watch?v=XyIYvFj9Gtw]

[gallery ids="1823,1821,1820,1818,1819,1817,1814,1813,1812,1822,1816,1815,1830,1828,1827,1826,1825"]

[Source: DP Motorsports]

Video: Chris Harris on... Porsche 911 GT3 991 !

9.000RPM - Supreme Steering - Only available with PDK (991 series) - The best 911 GT3  until the next !  The Rest at the video Enjoy !

[youtube http://www.youtube.com/watch?v=KVdme4ISq8Y]

Read also a great post  about the 911 GT3 991 by thelateapex.com

The next Porsche Cayman S? | 2014 Studiotorino Moncenisio...

 

Do you remember the RK Coupe unveiled by StudioTorino back in 2006? It was based on the previous-generation Porsche Cayman and developed a total of 440 horsepower.

Now, Studiotorino announced the Moncenisio - a sports coupe based on the new 2014 Porsche Cayman S. First details on the upcoming Moncenisio suggest that it will be heavily revised on both the exterior and interior, but we shouldn’t be too surprised to see some updates under the hood too.



Updates on the exterior will include an extreme aerodynamic kit with all the components made in carbon fiber, a new set of wheels and seven exclusive colors. For the interior, Studiotorino will offer lots of leather-upholstered components and, of course, special Moncenisio logo.

The new Studiotorino Moncenisio will be limited to only 20 units and will be available starting in November. Prices for the conversion will start from €135,000 (about $180,000 at the current exchange rates).

[gallery ids="1627,1628,1626"]

[Source: topspeed.com]

Video: The World's Fastest Convertibles and One Uninvited Guest...

Can a Mazda MX5 bit in a 1/4 mile race Lamborghini Gallardo, Porsche 911, Lotus Elise, Chevrolet Corvette Grand Sport, Ford Mustang ?

The answer at the end of this video

[youtube http://www.youtube.com/watch?v=ACiMZC6q-38]

Video: Chris Harris on...Porsche 918 Spyder!

Chris Harris : It's not a finished car, and there was virtually no time, but when Porsche asks if you want a quick spin in a development 918 you get on the plane.

Enjoy the Video...!

[youtube http://www.youtube.com/watch?v=mu_GezgxQ4o]

Video: 2013/2014 Porsche 911 GT3

There is only one bad thing about  the GT3... The GT3 RS!

The Porsche 911 celebrates its 50th anniversary in 2013. Porsche is marking this anniversary year by starting a new chapter in the area of high performance sports cars for circuit tracks. Following the total production of 14,145 GT3 cars since 1999, the fifth generation of the Porsche 911 GT3, an allround redevelopment, is set to take on the pole position among the thoroughbred Porsche sports cars with naturally aspirated engines.

Both engine and transmission, as well as body and chassis are entirely new, and extend the 911 GT3 concept with an impressive performance leap. This is due to the new active rear-wheel steering, as well as other features.This ensures that all successful characteristics of this racing-capable sports car are preserved, with even more dynamics, more sophisticated day-to-day suitability - and a highly emotional fun factor.

The powertrain of the new 911 GT3 is composed of a 3.8-litre flat engine that yields 475 hp (350 kW) at 8.250 rpm, a Porsche Doppelkupplung (PDK), and the high-traction rear-wheel drive. The six-cylinder engine is based on the 911 Carrera S engine, but shares only few common parts. All other components, particularly the crankshaft and valve train, were specially adapted or developed for the GT3.

For example, Porsche is once again using titanium connecting rods and forged pistons. These basic modifications set the stage for an extreme high-revolution engine capable of reaching up to 9,000 rpm. The dual-clutch gearbox is another feature specially developed for the GT3, with characteristics inspired by the sequential gearboxes used in motor racing, thus granting the driver further benefits when it comes to performance and dynamics.

[youtube http://www.youtube.com/watch?v=BUil3iMaAuk]

Porsche 911 GT3 Specifications

Body: Two-seat Coupé; lightweight body in intelligent aluminium-steel construction with wings, doors, boot and bonnet lids made of aluminium; two-stage driver and front passenger airbags; side and head airbags for driver and front passenger.

Aerodynamics:

Drag coefficient cd:	0.33
Frontal area A:	2.036 m2
cd x A:	0,672

Engine: Water-cooled flat-six engine; aluminium engine block and cylinder heads; four overhead camshafts, four valves per cylinder, variable inlet valve timing (VarioCam); hydraulic valve lifter; direct petrol injection; one three-way catalytic converter per cylinder bank, each with two oxygen sensors; electronic ignition with solid-state ignition distribution (six active ignition modules).

Bore:	102.0 mm
Stroke:	77.5 mm
Displacement:	3,799 cm3
Compression ratio:	12.9:1
Engine power:	350 kW (475 PS) at 8,250 rpm
Max. torque:	440 Nm at 6,250 rpm
Power output per litre:	92.1 kW/litre (125 PS/litre)
Maximum revs:	9,000 rpm
Fuel type:	Super Plus
Electrical system:	12 Volt; alternator 2,100 W; battery 95 Ah, 520 A.

Power transmission: Engine and transmission bolted into combined drive unit;

seven-speed Doppelkupplung (PDK) with controlled rear axle differential lock and PTV Plus.

Porsche Active Suspension Management (PASM) with electronically-controlled dampers; two manually selectable maps.

Brakes: Dual-circuit brake system with separate circuits for front and rear axles; Porsche Stability Management (PSM); vacuum brake booster; electric duo-servo parking brake; auto-hold function.

Front axle: six-piston aluminium monobloc brake callipers, perforated and internally ventilated brake discs with 380 mm diameter and 34 mm thickness.

Rear axle: four-piston aluminium monobloc brake callipers, perforated and internally ventilated brake discs with 380 mm diameter and 30 mm thickness.

Wheels and tyres: front 9 J x 20 with 245/35 ZR 20; rear 12 J x 20 with 305/30 ZR 20

Weights:	Unladen weight (DIN): 1,430 kg
	Permissible gross weight: 1,720 kg
Dimensions:
Length	4,545 mm
Width	1,852 mm
Height	1,269 mm
Wheelbase	2,457 mm
Track widths:	front 1,551 mm; rear 1,555 mm
Luggage compartment capacity: front 125 litres; rear 260 litres
Fuel tank capacity: 64 litres
Performance:	Top speed 196 mph (315 km/h)
Acceleration:	0-62mph (0 -100 km/h) 3.5 secs
Fuel consumption (NEDC):
Urban	14.9 mpg (18.9 l/100 km)
Extra-urban	31.7 mpg (8.9 l/100 km)
Combined	22.8 mpg (12.4 l/100 km)

PhotoGallery

[gallery ids="1219,1220,1221,1222,1223,1224,1225,1216,1218,1217"]

[Source: testdriven.co.uk]

Video: 1985 Porsche 911 “Project Nasty”...

BBi Autosport's tuned 911 proves that...  less -sometimes- is much much more...!

Today, the majority of tuner press is given to cars with massive power. BRABUS this, G-Power that. 4-digit power numbers get the same reaction as you give someone who tells you they bought a pool table “Oh? Nice.” We’re guilty of it too, with many of our previous videos looking like a runway shootout.

 

But what would you want in your garage? What if you were Joey Seely, of BBi Autosport, and you’ve seen and driven every Porsche under the sun? What if you were a person who is around standing mile cars all the time? Who has his hands wrist-deep in 997 turbo-upgrades every day?  What would you build when the novelty of huge un-usable power has grown stale?

 You build a 1985 Porsche 911 that weighs 2,300lb, has 275WHP, and is as raw as a deer splattering on a truck’s grill. This car is  timeless, offering a compilation of sensations and noises that lift it above the quest for speed, and it is one of our favorite cars of ever. Jump to watch.

[youtube http://www.youtube.com/watch?v=GO59SAjXKJA]

[Source: TheSmokingTire.com]
[Spotted @ RustyAirLand.wordpress.com]

Video: Chris Harris on...Audi R8 V10, Porsche 997 Turbo S and a tuned Nissan GTR R35

http://www.youtube.com/watch?v=jsudmRyxLjc

First big group test of 2013. Audi's R8 has a new dual-clutch transmission, the Turbo S is on its way out and for £20k, Litchfield will give you a 750hp GT-R than can handle normal roads. Game on.

[Source: YouTube via mindovermotor.com]

Porsche 911 GT2 RS vs Ferrari 599 GTO @Nordschleife by Chris Harris!

Evo's  Porsche vs Ferrari celebration heads to the Nurburgring.
Twin-turbocharged 611bhp GT2 RS meets V12-engined 661bhp 599 GTO

The War

Battles within battles, within battles. As the day passed, it became increasingly apparent that this was much more than another clash of posh Beetle and posh Fiat. Yes, the old rivalry was simmering away nicely, providing a robust undercurrent of niggle to a contest riven with power – at 1272bhp, more power than has ever previously been seen in a Porsche and Ferrari twin test. But there was more: front engine versus rear, natural aspiration versus turbocharging and paddles versus stick. Looking back, Ferrari versus Porsche was just one battle within a war.

[caption id="attachment_1138" align="alignnone" width="560"] One of the battles in the Ferrari-Porsche War[/caption]

The Place

Having driven both cars in the past six months, it was clear this test would be best conducted away from the open road. They may be completely useable on the street, in fact both come very close to matching their ‘ordinary’ donor machines in this respect, but their performance demands space for higher speeds. Days earlier, a text message had arrived suggesting that a GTO would be present at a Nürburgring trackday. I prepared the sale of an organ to locate a GT2 RS.

[caption id="attachment_1067" align="alignnone" width="560"] Nurburgring Nordschleife[/caption]

The Cars

Trepidation is the emotion you feel in anticipation of an event of unknown and potentially worrying outcome, but its remit doesn’t cover the stomach-crunching nausea induced by a cloud-burst just north of Frankfurt. I’m driving the GT2 RS and the weather is biblical: the wipers are fixed in that crazy 911-on-wet-Autobahn setting, swishing like a hummingbird’s wings, but are helpless in the face such a volume of water. This isn’t good.

Maximum speed in these conditions is no more than 110kph, and you concentrate hard because 4mm of Michelin Pilot Sport Cup tread (the Ferrari’s Michelin Supersports have a full 7mm)and 611bhp do not enjoy flooded asphalt. The traction light flashes so often you wonder if the bulb will blow, and the car will still heave a long way out of shape before the computer gathers it back up. If it’s like this at the Ring, we might as well use a Riva speedboat.

But the curious macroclimate that lurks in the Eifel hills doesn’t conform to prevailing weather conditions. I nose the 911 off the Autobahn with 20km left to the circuit gates and the road is still sodden, but as we climb it clears and the road dries. Fingers crossed it remains that way.

Hero status greets the RS in the car park. People crowd around it, point, shrug and grin. Until the moment that a certain 599cc V12 sparks into life and, with the suddenness of a teenage girl spotting the school stud in a crowd of science scholars, the Porsche is dropped.

We take some photographs and the weather does its best to worry us: the occasional squall of drizzle and strong wind rushes through. Photographer Lipman growls when I call time and tell him I need to get driving, but for once his suspicions – that I’m keen to play at the expense of honest graft – are unfounded. Truth is, I’m terrified by the prospect of the GT2 RS around the Nordschleife.

This particular RS has no cage and no air-con – it is as light as it can be. Thanks to the horrid weather I haven’t yet had a chance to acclimatise to the car on full boost, but as it rockets away on that first lap, I’m not sure you ever fully come to terms with a 2wd 911 that’ll hit 186mph from a standing start in 28sec. The sheer thrust is magnificent, addictive and, as we pile into Tiergarten way, way too fast on this first attempt, also cause for a complete recalibration of braking zones and entry speeds. I’ve been guilty of calling this car a turbocharged GT3 RS, but I now have to apologise and retract that statement – this car is an animal compared with that tiddler. Short-shifting on the run down to Schwedenkreuz, it hits an indicated 165mph.

But it’s already understeering too much – way too much. Chase the throttle in a turn and the front tyres never seem to find anything like the purchase they, or you, need. Rear traction is spectacular, but that just compounds the nose-ploughing. Baffled, I check the tyre pressure monitor, which reveals the problem: set at street pressures, a GT2 RS appears to have about three corners at track speed before the pressures hit danger point. We complete the lap, release air and try again.

The balance is far better, but the experience still isn’t as pure as perhaps I’d expected, nor is it as fluid as a GT3 RS. Still the car has some unwanted understeer, but the speeds are mind-blowing: it rockets from any kind of turn and arrives at braking zones 15-25mph faster that anything I’ve driven here before. Convinced operator-error is playing a part, I try to work around the problem the only way possible – by slowing the car even more in the braking zones and being less greedy with entry speeds. The difference is remarkable: suddenly the car finds a rhythm, the front axle hooks up and the frustration disappears.

The GT2 RS’s problem is quite simply one of excess pace. It clears corner exits so effectively and steams up to such bizarre speeds that you forget to slow the car enough for the front tyres to have any chance of working in the following turn. Perhaps it’s the nature of the acceleration that adds to the confusion? Being force-fed, the Porsche makes very little noise; wear a crash helmet and you have to keep an eye on the tiny shift-light to have any idea what’s going on. It just surges and surges. I love the gearchange though: physical and fast. You keep bunging more gears at that motor but its 516lb ft gobbles them the way the Cookie Monster does Oreos.

Even so, during those rare moments when the track is clear, I still feel like I’m riding some rocket-sled. Connected, yes, but never quite equipped to extract the absolute maximum from the car. Grow a pair, man!

It takes a very special kind of human being to invite you to drive their £350,000 Ferrari around the world’s most shunt-some circuit, but the words have yet to be invented to describe the man who does this, then encourages you to go flat-out and wants to sit next to you while you do it.

Three corners in, approaching the left-hander after T13, as the rear axle arcs wide the very instant the throttle closes, it all feels like a disaster waiting to happen. I catch a bit of the slide and the software mops up the rest of it. When Raffaele de Simone told me at the launch event that the GTO had been set up like a racer to be deliberately unstable in the name of agility, I smiled. When I experienced that razor-sharp response and the natural downside – severe punishment of a trailing throttle in any turn – I smiled again. Partly because the systems are so clever but also, as I now realise, because Fiorano’s open spaces and generous run-off areas don’t engender the same terror as the Ring…

So at first you abandon any notion of trail-braking in the 599 GTO until you have acclimatised completely to the car’s controls. These are both lighter and less feel-some than the Porsche’s – where you wrestle with the 911, you actually guide the GTO, learning how to coax the best from it.

Its front end is quite extraordinary, the 275-section Michelin SuperSports allowing the car to tip in while carrying vast speed. Here it holds a clear advantage over the Porsche, whose smaller 245- section fronts just can’t generate the same grip.

The Battle

So many of these mini-battles can actually be illustrated in a single turn. The cars are so different, their behaviour so foreign to each other, that the driving styles required to extract the best from them mark opposite ends of the motoring spectrum.

The Ferrari excels on the way in: those new CCM brakes and ceramic pads leave you hanging in your belts, the nose is almost magnetically attracted to the apex and, once it takes a set, the mechanical grip is superb. But with your brain/throttle interface still set to the GT2 RS, you want to gas it early, and the GTO doesn’t want to play ball. The traction control won’t sanction full power and the accompanying wriggle from the hips confirms why. At this point the Porsche just squats and runs. It loses slightly on entry speed, nothing in the braking zone, and takes the Ferrari to the cleaners post-clipping-point, and you only truly appreciate how spectacularly efficient it is in this respect when you attempt to cajole the GTO into the same exit speeds. It just can’t match the Porsche.

Experientially, then, they couldn’t be more different. The Porsche is physical to operate but mute; the Ferrari is delicate to the point of numbness, but its noise is perhaps unsurpassed in the world of performance cars. It does feel less potent than the Porsche though, and this is borne out on a run onto the 2.1km main straight: the RS is the quicker of the two in a straight line, but then so it should be because its power-to-weight and torque-to-weight figures beat the GTO’s. For the record, we don’t get beyond 190mph in either of them.

In terms of plain efficiency, there’s little the Porsche can do to touch the latest Ferrari F1 transmission. Up-shift times barely register, and working back through the ’box is made even easier by the ‘hold’ function that allows you to just hold the left paddle and watch the computer shift as many times as it feels necessary.

It frees up valuable brain capacity for positioning purposes too: you see, the GTO really is a big car, much bigger than the 911. And it weighs 1605kg with fluids, making it well over 200kg heavier than the RS despite its aluminium construction. Accordingly, despite its trick real-time reactive Skyhook dampers and fast rack, there’s always a sense of inertia in the Ferrari. It’s not laziness – the car’s too sharp for that to be the case – more an underlying sense that multiple direction changes require the driver to really be thinking ahead.

The engine is plain sensational: a musical instrument providing linear propulsion all the way from 2000 to 8500rpm. The Porsche’s motor is certainly more effective, but it lacks the throttle response and it feels like a nameless propulsion device after the V12. Vast, explosive – but just a device.

We run two fast laps in the GTO, and with familiarity and sensitivity comes increased speed. Traction is definitely the limiting factor for the car around here: I’m committed to leaving the systems on, albeit in Race mode to allow some slip, but, in just about every exit zone, the throttle is gently controlled to allow the Michelins to take purchase. It is a remarkable experience though, especially running fast through Schwedenkreuz, feeling the downforce working the chassis into the surface, clipping down two gears, carrying seemingly impossible speed into the right- hander at Ahremberg and then listening to that V12 jangling the conifers on the run down into the Foxhole. Spellbinding stuff.

Later, when they’re stationary in the car park, there’s the chance to consider them as objects. Earlier that morning the RS had felt like the most special object on four wheels, but Ferrari has recently re-written the rules on desirability and the GTO – twice the price of the Porsche remember – makes the 911 feel a little ‘white goods’ by comparison. The GTO is festooned with gorgeous little details, littered with expensive carbon and trimmed with sexy materials. After this, the Porsche feels what it is: a very fast version of a 911, with the proviso that for 911-geeks (a growing population, it would seem) there’s still plenty to drool over, especially that carbon bonnet and rear diffuser.

Before leaving for Stuttgart, I run two more fast laps in the Porsche, and I reach the point that exists in every fast 911 – where your mind tells you that every millimetre of suspension travel (we’re running with the dampers soft and the traction control off) is being used and that to push harder would be to tempt fate, but you try even harder and the car somehow delivers even more. Porsche’s recorded 7min 18sec lap is entirely believable, but at that pace the GT2 RS is an animal: one that needs respect and, most importantly, real diligence in the braking zones to keep those entry speeds in check. After this the rain falls, and the fast laps are over. Given the weather in the rest of Germany, we’ve been incredibly lucky.

The Winner

And these individual battles? So many different answers, and so many of them subjective. I can’t help but feel that the 911 must be smirking at the preposterous increases in both power and torque outputs, because they highlight the benefits of the rear-engined layout. Yes, the GTO has perfect weight distribution, but it just can’t use its firepower on the exit of a corner the way the Porsche can.

Naturally, the 911 feels raw, almost antiquated, after a Ferrari whose gearchange requires you to move, at most, four fingers. I can see arguments in favour of both approaches, just as I would understand anyone who felt giddy every time the Porsche’s crazy mid-range unleashed another dose of thrust, or people who simply couldn’t believe that a better, more life-affirming internal combustion engine exists than the one fitted to the 599 GTO. The noise alone is worth £100K; possibly more.

And so I drove back south with all of this swilling through my head: whether there could actually be a winner amongst two all-time greats. Whether there should actually be a winner when they, bizarrely, actually complement each other while simultaneously exposing each others’ deficiencies. And of course the reality is that someone with the bunce to buy a GTO can almost certainly have a GT2 RS as well.

And then I realised the folly of attempting to make an objective call. I’m writing this, I’ve driven them both on the same day – so which one would I have? The Porsche: because it represents everything I would want in this type of car. And I would understand anyone who called it differently. Honestly: we’ve never had it better than we have it now.

Photo Gallery

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[Source: ]

Video: Nine Eleven... Trip to Spa

The story of  the trip  of Six Porsche 964s  heading to the famous Belgian Spa-Francorchamps Circuit

[caption id="attachment_1093" align="alignleft" width="141"] Spa "Eau Rouge"[/caption]

This trip was made by the London 964 Owners and as this lucky 911 owners... "Once upon a time six 964s went to Spa, this is their tale and the rest as they say is history..."

Enjoy the remarkable short film...!

[vimeo http://www.vimeo.com/39424048 w=900&h=300]

Photo Gallery

[gallery ids="1088,1091,1086,1094,1089,1095,1090,1093,1087,1092"]

Porsche 964... The Black Beauty

Car building at its best...

Recenty I've posted a picture of a 964 Porsche saying that "I can imagine a 911 more beautiful than this black 964…!". Here is the full story of the car and some great pictures!

This car is over 20 years old, but "our" 964 which has been added a little work and a lot of affection is the best car there is!
A beautiful paint job is immaculate



Inside, a recaro, with harness and roll bar, all decorated with the color scheme of black-orange



The steering wheel is a momo who also has been applied to the touch "orange", look at the seams of the seats, giving that touch of classic and sporty, really excellent taste in choosing and car detailing


We can see that this engine has also been modified in its admission, as he now has independent butterflies



On the roof we can see that it has applied carbon fiber and we can see how the paint is "reduced" to "blend" with the carbon so we can see that is under the clear coat, This  is really good!



Even on the wheels there is the same orange-black patern. By the way the rims are perfect for this car!



My most sincere congratulations to the owner for is great   car taste, his  patience and his dedication to  build this piece of car art!



Photo Gallery

[gallery ids="1080,1079,1078,1076,1075,1074,1073,1072,933"]

[Source: Speedhunters.com]

Photos: 2013 Porsche Cayman By TechArt

 

Video: One car to do it All !

Jack Olsen's 1972 Porsche 911...

Jack took the best parts from the  50 year history  of the emblematic Porsche model and made the car that can do everything. This black 911 has the lightweight chasis of 1972 model, the engine of the 1995 model, the brakes from a 1986 911 turbo and so on... Enjoy!

[youtube http://www.youtube.com/watch?v=gC5-MoDUuRg]

More often than not, classic car owners deliberate whether to use their cars as daily drivers or keep them as garage queens.  Why can't one car be everything?  Black Beauty, Jack Olsen's Porsche 911 RSR, gets the royal treatment in The 12-Gauge Garage, but it also proudly wears rubber on the street and the track.

Jack built an enviable shop out of a suburban, two-car garage and worked on it until its engineering, design, and function matched that of the Black Beauty, a Porsche through and through.

[gallery ids="951,952,953,954,955,956,957"]

For more great videos of classic cars visit Petrolicious 

Video: Jaguar F-type vs Porsche 911 Cabriolet - Tiff Track Battle by EVO

On Track review of the New F-type Jag versus the 911 Porsche Cabrio (991)

The new Jaguar F-type has been launched, but how does it compare with its biggest rival, the Porsche 911? We got both cars together at the Bedford Aerodrome, along with Tiff Needell, to find out.
[youtube http://www.youtube.com/watch?v=oIlEx7h9u4U]

I can imagine a 911 more beautiful than this black 964...!

VIDEO: Κόντρα...BMW 1-series M Coupe vs Porsche Cayman R on video...

Κόντρα...BMW 1-series M Coupe vs Porsche Cayman R on video...

 
[youtube http://www.youtube.com/watch?v=YJPJxOndCXQ&w=1280&h=720]

Video: Nissan Juke vs Porsche 911 GT2...is this some kind of JOKE?

No it is not!  And it's not when we talk about the Nissan Juke-R, which is special edition of Nissan's - kind of weird- crossover, based on the great GTR R35.

Basically Juke-R is customized GTR chasis. So Juke-R  has the 3.8lt V6 of GTR,  the GTR's 4wheel drive system and  it produce 485bhp. The steering is unbelievable  and it stands up against the crazy GT2.
Watch the full test on the Car and Driver video!
[youtube http://www.youtube.com/watch?v=cu_usjjvg-o]

[gallery ids="379,381,378,380,382"]

Nissan Juke-R   |   Specs

Engine
Configuration	VR38DETT V6
Location	Front, longitudinally mounted
Construction	aluminium block and head
Displacement	3.799 liter
Bore / Stroke	95.5 mm (3.8 in) / 88.4 mm (3.5 in)
Compression	9.0:1
Valvetrain	4 valves / cylinder, DOHC
Fuel feed	Fuel Injection
Aspiration	Twin Turbo
Power	523 bhp / 390 KW @ 6400 rpm
Torque	612 Nm / 451 ft lbs @ 3200 rpm
BHP/Liter	138 bhp / liter

Porsche 911 GT2    |    Specs

Power	456 kw (612 bhp / 620 ps)
Torque	700 Nm (518 lb-ft)
Displacement	3.6 liters (220 ci)
Engine type	Flat 6, twin turbo
Engine location	rear

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