Porsche 911: Dubl-Click
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We were the first in Runet who tested the new Porsche 911!
Messages about the restyling of the 911th appeared unexpectedly. The last generation of 997 has been produced since 2004 and, given its unlucking design of 40 years ago, we did not expect restyling. Why is Duncan Maclaudu a tightening face? But all of his 40 years of the 911th, like the highlander, travels around the world, performs in races and confronts strong rivals who become more skillful and perfect from year to year. So Porsche had to think not about appearance, but about his own technique. No, it is already very good, but it can be done even better. It is this principle that Porsche helps stably hold the palm in the segment of sportsmen for every day. Many are trying to wedge into it, from Audi TT to Nissan GT-R, but the 911st is still the best-selling and absolutely inaccessible for competitors.
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To figure out what is the secret of the success of Porsche, and get acquainted with the new 911th, we went to German Stuttgart, where they collect the 911st and engines for all the rest Porsche, and at the same time visited the testing training ground in Vaisakh, where, besides Porsche, we visited the testing ground. Engineers are developing a lot of other machines. Among them are Opel Zafira, domestic eight and a whole scattering of classified projects. Not every car manufacturer is able to admit that not his own engineers, but the guys from Porsche, were engaged in the removal of the car. By the way, according to rumors, the income from the engineering activities of Porsche is quite comparable to the profit that the production of cars brings.
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But money, let the Bornings and accountants consider them money, and we will study the materiel so far.
Creating a new car, we, of course, made it even more quickly and more perfect, but paid even more attention to ecology and reducing fuel consumption, the press release reads, and it is difficult not to believe it. Words of fuel consumption and ecology during a press conference sounded almost every sentence of the European Union is pretty scared by the automakers with its plans to introduce restrictions on the number of exhausts on average on the model range, and it is Porsche that is the first to blow. Small companies that produce less than 10 thousand cars a year promise concessions, while the Germans produce ten times more cars, and the benefits do not shine for them.
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Work to reduce fuel consumption was carried out on all fronts, provided that minimum costs. Updated motors received a direct injection of fuel, and the traditional machine gave way to the PDK (Porsche Doppelkupplung) gearbox or, in Russian, double clutch Porsche. In fact, this is the same gearbox that is used on many models of the Volkswagen concern, but now it has been adapted to a greater torque. This has been achieved primarily by the use of wet multi -disc cliff, it increases the transmission resource, and the oil protects the discs from overheating. To the honor of Porsche engineers, we can say that it was they who invented the transmission with two clutches debuted by PDK back in 1983 on the Porsche Sports Prototype 956 S.
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Total passport fuel consumption in the new Porsche 911 Carrera with PDK is only 9.8 liters per 100 km, this is less than many middle -class machines with conventional automatic machines, not to mention sports cars.
But this is only a dry theory that requires evidence, and the first acquaintance with the new Porsche 911 begins for me with ... passenger chair, but on the racing highway in Vaisakh, on the territory of the Porsche Engineering Center. On the track, the most insidious turns of different racing tracks are combined, and test drivers seem to know them all by heart. Otherwise, how can you look at the road constantly through the side glass, when the car goes in a skid, on a track that is fenced from all sides with a tall fence and is deprived of safety zones. Drinking on Porsche thus a particularly perverted form of driver's pleasure. Everyone
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it is known that the correct riding of the track is gentle trajectories with a minimum of sliding, and on Porsche with its specific weight weight (more than 65% falls on the rear axle), this rule is doubly rightly loaded by the weight of the motor. But to tear the rear wheels in the ski, it seems, the favorite occupation of the instructors, for this it is not necessary to press on the gas. You can just swing the steering wheel on braking, and the weighty feed will immediately make itself felt. And if the skid is also supported by gas ... The negative collapse of the wheels in the bend also affects the car as if it rises on the loaded rear wheel and continues to accelerate on it one. A strange sensation from that is very exciting and causing respect.
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Ferdinand Porsche Sr. built his first Porsche on the basis of a rear-a-a-a.m. beetle, but for the best weightlifting he turned the motor into the salon. However, there was little space in the cabin, and on the second model the engine returned for the rear axle. Over the years, such a layout has completely obsolete itself now, no one makes posterior machines (except for smart) and even more so no one puts them in races. Meanwhile, Porsche was able to not only maintain production, polishing the structure to shine, but also force the whole world to respect their own extravagance. Otherwise, it is difficult to call it.
But it is one thing to feel the car, sitting on a passenger chair, and completely different at the wheel. And in the morning of the next day I received the coveted key to the latest Porsche. I got the most expensive and most powerful of the presented versions: Carrera S Cabrio. Can I call her beautiful? Not sure. Separate details, perhaps: crystally correct headlights and rounded hips are unforgettable. Otherwise, probably already bored 40 years old ...
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According to the racing tradition, the key is inserted to the left of the steering wheel, it was important when the start was given with drowned motors, and the pilots could have a motor with his left hand, and the right to turn on the gear. Such a scheme is more likely to remind me of grandfather's Lada, but let's call it a chip. The PDK selector moves with the accuracy of the arms shutter, which, coupled with the bass-wrapping sound of the motor behind the back, sets up in a battle-man. The landing seemed to me non -optimal I wanted to take over the steering wheel even more. But the chairs are beyond praise.
Having created a new box, Porsche has changed the transmission algorithm on the steering wheel now these are two identical keys on the knitting needles. Forward the next gear, the transition down. Having sorted out management, I slowly taxi from parking and looking for a free straight line I want to experience the Launch Control automatic start system. I understand that this is a mockery of the car,
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but how sweetly intoxicated this acceleration 4.3 seconds to hundreds. Here the rear engine is minimal for the benefit of the wheel slip, and even despite the relatively modest power ratio and mass, the start is impressive. Further acceleration is conquered by the speed of transfers and numbers on the electronic speedometer of emotions in it are not so many. The even nature of the motor and a linearly growing rumble allow accelerating to 250 km/h, while the vestibular apparatus estimates the speed as 180 km/h. Glory to the German autobahns!
And how Porsche is controlled! For 40 years, the chassis has been honed to shine and amazingly supple. The 911th happily performs any team of the driver, and the informative steering wheel will always report what is happening with the car. You lay a steep arc, be ready for easy demolition of the front axle or work hard to climb a couple of gear down and load the controlled wheels with a life -giving mass. But after the nose turned into a turn, the gas can be crushed, boldly ripped off the heavy stern is not so simple.
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It is a pity that the test drive was only 100 km. Probably long in life, it could have been boring, but for a week I would take Porsche without the slightest thought.
Sometimes only the savings of fuel innate in the last 911. A stretched 7-speed transmission strives to switch to the last gear at 60 km/h, when the engine speed falls below 1,500 rpm and unpleasant vibration runs through the cabin. It is impossible to accelerate in 7th gear, but a sharp press on gas leads to a direct switch to the second, and the frantic race begins again.
In theory, a transmission with two clutches is currently the best that is invented in this area, and Porsche once again proves its ability to bring any idea to perfection. Fantastically quick work, with high reliability and low fuel consumption, here are three whales on which Porsche 911 has been held from the present moment.
Leonid Pavlov
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Source: Carclub.ru