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Not a lot of time here, but I took some photos of the Road America ALMS race that I attended today. Beautiful track there, by the way - the Porsche drivers said that it was the best track in the country, tho God knows what they say in other states. Anyhow, PCA had a "Porsche only" parking area, and during the brief time I was there I saw:
A cool red classic:
with rear lines that hint at great things to come:
and an interior that was a bit ahead of it's time:
There were some others, too:
But it was time to get to the Porsche guest pavillion - easily recognizable as it had a classsic car in front of it:
With a profile that hints at my current favorite car:
and an interior that shows how far they've come:
So I knew I was in the right place:
where I could watch the race in air conditioned comfort on a TV screen:
The Porsche Club of America - http://www.pca.org
CaymanClub.Net members who are also PCA members should request access to the PCA Member only forum by filling in their PCA Member ID# into their profile and then requesting a group membership addition, both of which can be done in the User Control Panel (User CP)
By the way, Rpryan55, what's with the performance of the Penske Spyders? With DFI now they should be producing more horsepower at less fuel consumption, but Brabham was able to finish just ahead of Timo. I saw the Spyders run in St. Pete this year and they were able to easily cath up with the Acuras if they were behind them (for example, if they had to pit). Have the Acuras improved that much during this season, or is Penske being cautious. Any ideas?
DFI
Direct Fuel Injection (DFI), is a new technology that Porsche states can cut fuel consumption by up to 15 percent, while increasing power by up to 13 percent. DFI cuts emissions by warming up the catalytic converter more quickly, and ensures a sharper throttle response. Better for your right foot - and the planet, then.
DFI allows much more precise measurement of fuel supply and injection at pressures up to 120 bar; it has numerous combustion modes, with different cycles for cold-starting, low-speed driving and performance driving.
As the name suggests, DFI injects fuel directly into the individual combustion chambers, instead of the intake manifold. The injector valves have an electromagnetic mechanism that controls each injection with astonishing precision, while a high-pressure pump provides the necessary pressure—up to 1,740 psi—to accompany the rapid fire of the fuel injection.
Precise geometry of the injector’s position and its spray pattern is a key factor in helping to improve power, torque and emissions of the engines. The specific placement of the fuel as it enters each chamber creates a swirl that improves the air/fuel mixture, and therefore the overall combustion process.
At engine speeds up to 3500 rpm, a double-injection process is used. In this mode, the required fuel volume is delivered in two successive injections per working stroke. The resulting benefits include faster catalyst warm-up and increased torque in the upper load range.
By forming the air/fuel mix directly in the combustion chamber, DFI contributes to engine cooling. As a result, it is possible to increase the compression ratio and with it the power and efficiency of the engine.
The direct injection process is continuously adjusted. The engine management system reads changes to throttle inputs and performance requirements and, as you drive, the air/fuel mix is monitored and adapted as required. Oxygen sensor circuits within the exhaust system provide accurate emissions control.
By the way, Rpryan55, what's with the performance of the Penske Spyders? With DFI now they should be producing more horsepower at less fuel consumption, but Brabham was able to finish just ahead of Timo. I saw the Spyders run in St. Pete this year and they were able to easily cath up with the Acuras if they were behind them (for example, if they had to pit). Have the Acuras improved that much during this season, or is Penske being cautious. Any ideas?
In the ALMS the Porsche RS Spyder sports prototypes in the LMP-2 class must have a minimum weight of 800 kg. Last year the racing cars developed and built at Porsche's R&D Center in Weissach weighed 775 kilos. Tank capacity remains at 90 iters, as before.
Porsche's Racing Director, Harmut Kristen: "In the ALMS our chances for an overall win in the 2008 season are smaller with these changes due to the 25 kilos extra weight, but LMP2 cars will still be able on some tracks to make life difficult for the more powerful LMP1 cars."
That could have something to do with it, along with Acura's incredibly enthusiastic renewel of its support for their ALMS team.
In the ALMS the Porsche RS Spyder sports prototypes in the LMP-2 class must have a minimum weight of 800 kg. Last year the racing cars developed and built at Porsche's R&D Center in Weissach weighed 775 kilos. Tank capacity remains at 90 iters, as before.
Porsche's Racing Director, Harmut Kristen: "In the ALMS our chances for an overall win in the 2008 season are smaller with these changes due to the 25 kilos extra weight, but LMP2 cars will still be able on some tracks to make life difficult for the more powerful LMP1 cars."
That could have something to do with it, along with Acura's incredibly enthusiastic renewel of its support for their ALMS team.
Thanks for the response, Rpryan. I'm just hoping the increased power and decreased fuel consumption due to DFI will win Porsche another championship in the P2 class this year. I knew that the ALMS governing board had reduced the Spyders chances of beating the Audi LMP1 cars by increasing the weight of the Spyders. I'm just a long time Porsche fan and I love to see them win, hate to see them loose, especially to Honda. I'm used to the days when Porsche would dominate, with the 917 Group 5 cars, 917 Can Am cars, 935's, 956's, 962's, TAG-Porsche F1 cars, etc., etc. Back when the 917/30 was dominating Can Am, I remember reading (I'm 53) an article, I believe in Road & Track which praised Porsche's technological advantage and indicated that it would take other marques 20 years to catch up. Well, the journalist who wrote the article was wrong because it has taken more like 30 years for others to catch up. The racing seems much closer now days. Although I guess the R S Spyders certainly did dominate last year by winning 8 out of the twelve events over the theoretically faster P1 Audis. Go Porsche!
DFI
Direct Fuel Injection (DFI), is a new technology that Porsche states can cut fuel consumption by up to 15 percent, while increasing power by up to 13 percent. DFI cuts emissions by warming up the catalytic converter more quickly, and ensures a sharper throttle response. Better for your right foot - and the planet, then.
DFI allows much more precise measurement of fuel supply and injection at pressures up to 120 bar; it has numerous combustion modes, with different cycles for cold-starting, low-speed driving and performance driving.
As the name suggests, DFI injects fuel directly into the individual combustion chambers, instead of the intake manifold. The injector valves have an electromagnetic mechanism that controls each injection with astonishing precision, while a high-pressure pump provides the necessary pressure—up to 1,740 psi—to accompany the rapid fire of the fuel injection.
Precise geometry of the injector’s position and its spray pattern is a key factor in helping to improve power, torque and emissions of the engines. The specific placement of the fuel as it enters each chamber creates a swirl that improves the air/fuel mixture, and therefore the overall combustion process.
At engine speeds up to 3500 rpm, a double-injection process is used. In this mode, the required fuel volume is delivered in two successive injections per working stroke. The resulting benefits include faster catalyst warm-up and increased torque in the upper load range.
By forming the air/fuel mix directly in the combustion chamber, DFI contributes to engine cooling. As a result, it is possible to increase the compression ratio and with it the power and efficiency of the engine.
The direct injection process is continuously adjusted. The engine management system reads changes to throttle inputs and performance requirements and, as you drive, the air/fuel mix is monitored and adapted as required. Oxygen sensor circuits within the exhaust system provide accurate emissions control.
Linear Mode
