Dear Unregistered, the permission changes should be complete, if you notice any issues with your access on the site please let us know and we will check into it.
Hey Unregistered it seems that you haven't posted a message in our forums yet. Please join in on the fun and post a message! Click on Forum, then click the name of the appropriate forum such as "Cayman Chat" and then click the New Thread icon (looks like a Cayman door and side grill). Enter your message in the message editor and press submit and you are on your way!
Dear Unregistered,
We've noticed that you are not yet a member of our Cayman Insiders group. This group provides a number of additional value-add services via this website for a very low annual fee. You can find out more about this group here:
Insider Announcement
You can join the Cayman Insiders Group here:
Insider Enrollment Form
We hope to see you "Inside" soon!
Automotive Off TopicThis is the place for topics that are not Cayman specific but are automotive related in some way. This is not an anything goes forum, Keep it clean!
Your Donation Will Be Used To Pay For our ever increasing bandwidth costs, our hosting Service, domain registration, software licensing fees, maintenance costs and product evaluations Only!
Please enter your donation amount above, and then click on the donate button below.
Good. Maybe now Porsche AG will give the Cayman an engine with more than 295 HP. It reportedly was holding back until it had a chance to upgrade the 911 line. Between the 295 HP Cayman S and the higher end 400+ HP GT3 and the reported 500+ HP TT S, there's plenty of room for a more powerful 2007 edition of the Cayman S.
But I'm already paying $70,000 for a car that's less powerful than the upcoming 306 HP BMW 335i, not to mention the new 400 HP M3! I don't want to pay an extra ten or twenty thousand for another engine.
It's only money! Anyone else notice the tequipment cayman-look exhaust on the the GT3? Interesting. The front end is no surprise, but the rear sure has a different look. I concur, an engine swap will happen and interesting to see how much HP they could get out of a naturally aspirated 3.6L, a couple of years ago that is what the turbo was pumping out...
Yup I noticed the twin exhaust tail pipes too.. and thought the same they can't hold back a car that even their own people want to make more powerful. It would be nice to see the two models (911/Cayman)develop together.
In addition to the 911 Turbo, Dr. Ing. h.c. F. Porsche AG of Stuttgart, Germany, is presenting another new automobile at the Geneva Motor Show. The new 911 GT3 will be unveiled to the world public for the very first time on February 28, 2006. This two-seater sports coupe will go on sale across Europe in May 2006.
In the 911 model range, the abbreviation GT3 stands for pure, unadulterated driving pleasure. With its uncompromising dynamics, this model impresses not only in normal day-to-day driving but also on the racetrack. The 305-kW (415-bhp) 3.6-liter flat-twin engine produces a specific output of 84.7 Kilowatts (115.3 bhp) per liter of displacement. This performance places the new-generation GT3 in its displacement class at the pinnacle of road-legal production sports cars with naturally aspirated engines.
The six-cylinder engine reaches its nominal output at 7,600 rpm. At 8,400 rpm, the engine speed limit again lies 200 revolutions higher than for the previous model. This makes it a world leader in its engine-size class. In addition to this high engine speed concept, the optimized airflow rate considerably improves performance. This is made possible by the variable intake system with a throttle valve enlarged from 76 to 82 millimeters, the optimized cylinder heads and an exhaust system with low backpressure.
The driver has a revised six-speed transmission at his disposal. It impresses with its very short gearlever travel and, thanks to the lower ratios of gears 2 to 6, ideally complements the racy engine.
New for the GT3 is a change-up display, which lights up on the rev counter shortly before the relevant engine speed is reached. It provides an additional signal at the best time to change gear. The measured values prove just how well the engine and gearbox are harmonized: the GT3 accelerates from 0 to 100 km/h in 4.3 seconds, and reaches 160 km/h from a standing start in 8.7 seconds. Its top speed is 310 km/h.
The new 911 GT3 boasts an active chassis for the first time. Porsche Active Suspension Management (PASM) offers two sporty chassis in one: the basic configuration is largely similar to that of the previous model and is suitable for driving on alternating road surfaces. In sport mode, the system switches to harder damping, thereby enabling even better dynamism on the racetrack.
For the best-possible transmission of engine power to the road, the GT3 is equipped with a comprehensive traction package, which includes not only the standard-equipment 19-inch sports tires but also a mechanical limited slip differential. In addition, the new electronic Traction Control – adapted from the Carrera GT high-performance sports car – ensures safe traction under any driving conditions. It features traction-slip and drag-torque control functions, and can be switched off completely if required.
The basic Euro price for the 911 GT3 is 93,000 Euros. In Germany, it will be offered including sales tax and country-specific requirements for 108,083 Euros. In the USA, the new GT3 will be available in dealerships from August 2006 for 106,000 Dollars (excluding tax).
PASM - Porsche Active Suspension Management
This active damping system offers continuous adjustment of individual damping forces based on current road conditions and driving style.
The driver can choose from two setup modes, ‘Normal’ and ‘Sport’, using a separate ‘damper’ button on the center console. ‘Normal’ mode is designed for general road driving and circuits with uneven tarmac. ‘Sport’ mode is intended for smoother track surfaces, where the harder settings help eliminate pitch and roll.
In either mode, PASM continuously evaluates the current conditions while automatically selecting the corresponding damper rates from the respective set of mapped values.
A range of sensors are used to monitor the movement of the body under acceleration, braking and cornering maneuvers, as well as on poor road surfaces. The PASM control unit then evaluates this data and modifies the damping force on each individual wheel in accordance with the selected mode. The result is a significant reduction in body movement as well as a better grip on the road.
For example: if ‘Sport’ mode is selected, the suspension is automatically set to a harder damper rating. If the quality of the track surface falls below a certain threshold, the system immediately changes to a softer rating within the ‘Sport’ setup range. When the quality of the tarmac improves once more, PASM automatically returns to the original, harder rating.
Need more information about PASM? Click this link: FAQ for PASM
I'm a bit surprised with PASM, I expected there to be a hard tuned suspension for the car, but if there ever was a car in need of abetter street ride it would be the GT3 so maybe PASM will help there. I see an LSD, wonder if that electronic version can be adapted to the Cayman?
PASM - Porsche Active Suspension Management
This active damping system offers continuous adjustment of individual damping forces based on current road conditions and driving style.
The driver can choose from two setup modes, ‘Normal’ and ‘Sport’, using a separate ‘damper’ button on the center console. ‘Normal’ mode is designed for general road driving and circuits with uneven tarmac. ‘Sport’ mode is intended for smoother track surfaces, where the harder settings help eliminate pitch and roll.
In either mode, PASM continuously evaluates the current conditions while automatically selecting the corresponding damper rates from the respective set of mapped values.
A range of sensors are used to monitor the movement of the body under acceleration, braking and cornering maneuvers, as well as on poor road surfaces. The PASM control unit then evaluates this data and modifies the damping force on each individual wheel in accordance with the selected mode. The result is a significant reduction in body movement as well as a better grip on the road.
For example: if ‘Sport’ mode is selected, the suspension is automatically set to a harder damper rating. If the quality of the track surface falls below a certain threshold, the system immediately changes to a softer rating within the ‘Sport’ setup range. When the quality of the tarmac improves once more, PASM automatically returns to the original, harder rating.
Need more information about PASM? Click this link: FAQ for PASM
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
Porsche’s powered-up GT3 lands in North American showrooms in August, providing buyers with a hardcore $106,000 alternative to a raft of 911 models.
Set to make is public debut alongside the fifth-generation 911 Turbo at the Geneva motor show, the new car continues an illustrious tradition of race-bred Porsche models, running a reworked version of its predecessor’s naturally-aspirated 3.6-liter flat six engine that has been tuned to deliver 415-hp.
Like earlier GT3 models, this new one has been created to support Porsche’s sports car racing program—it homologates new mechanical and aerodynamic components to meet the latest FIA GT sports car regulations. It’s no bare bones special, though. Heeding buyer demands, Porsche has poured greater levels of standard equipment and comfort into the new car, while keeping a careful eye on weight. The new car's curb weight is 3075 pounds.
The new GT3 is distinguished from lesser 911 models by a body kit honed in Porsche’s Weissach wind tunnel. It includes a complex front bumper offering increased cooling for the front-mounted radiators, a prominent bi-plane spoiler, centrally mounted tailpipes and a new rear bumper designed to draw hot air away from the rear-mounted engine. A lowered ride height and towering 19-inch alloy wheels—the rears shod with generous 305/30 profile tires, add a menacing touch to the appearance.
Inside, GT3 adopts the latest 911 dashboard and interior trim. There’s a thick grip steering wheel and gear lever, both covered in Alcantara, along with warning lights to indicate the optimum shift point.
A standard model with comfort seats and Porsche’s Communication Management system will likely be joined by an RS successor with more circuit-specific hardware like racing seats and lightweight door trims.
Porsche motorsport engineers have thrown all of their know-how into the GT3 engine. Based on the 1998 Le Mans winning GT1 powerplant, the four-valve-per-cylinder 3.6-liter flat six incorporates a revised variable intake system with a wider throttle valve opening. This, along with a raft of as yet unspecified internal changes that lighten the engine’s reciprocating masses, push Porsche’s latest racer to 415-hp at 7600rpm—55 hp more than the proceeding model, while boosting specific output of from 100.0 hp per liter to 115.3-hp per liter. At the same time, max rpm increases by 200 rpm, to an 8400 rpm redline before electronic intervention retards the ignition to safeguard the engine. Improved breathing and reduced exhaust back pressure also sees torque increased to 300-lb-ft at 5500 rpm.
Thanks in part to lower ratios in second through sixth gears, 0-60 mph acceleration improves by half a second to 4.1 seconds. The 0-100 mph time of just 8.7 seconds and 193 mph top speed better the old model by 0.6-second and 5 mph.
As GT3 tradition dictates, drive is sent to the rear wheels via a close ratio six-speed manual gearbox boasting slightly shorter travel than in the standard 911 and a fully mechanical limited slip differential. Underpinning it all is a heavily upgraded McPherson strut (front) and multi-link (rear) suspension fitted for the first time with Porsche Active Suspension Management (PASM). It offers the choice between two damper settings; the standard one said to closely match that of the previous model, with a sport mode tuned to deliver greater body control and a more a more responsive throttle action. Also included is a switchable traction control device with so-called traction-slip and drag torque control functions from the soon-to-be discontinued Carrera GT.
.jpg)
.jpg)
.jpg)
