SO YOU FINALLY GOT THAT PORSCHE

When Spring arrives in the Bay Area, there's no better way to celebrate the fresh air but in a Porsche.
Consider this blog as a depository for awesome Porsche drives/tours in and around the San Francisco Bay Area and Northern California.

Draw an imaginary line across the center of California. Anchor one end off the Monterey Area/Santa Cruz mountains, on the Pacific coast. Run the line east over the Coast Range, through the Central Valley, and over the Sierra Nevada mountains. Tether the other end of the line at the Nevada border, on the fringe of the Great Basin Desert.

"Backroads of Northern California" covers the incomparable natural beauty, the myths and the history of the Golden State on the northern side of that line, while "Backroads of Southern California" does the honors for the lower half, from the San Joaquin Valley to the border with Mexico.


TOURS are what they sound like - someone leads a bunch of Porschephiles hither-and-yon for the express purpose of having them follow onto great Porsche roads, go interesting places and generally have a wonderful time driving their cars.

"Email-a-Ride" - called short notice drive/tour

"Email-a-Ride

Thursday, May 27, 2010

Porsche TranSport Pickup Truck - concept

Designer Nouphone J. Bansasine knows that Porsche already has a Porsche Panamera sedan, the Cayenne SUV, and a sports car line up. Now comes the time for a new Porsche TranSport!

May 23, 2010 — This concept focus upon for high end market buyer. To achieve the concept strategy, below is his proposal to design the Porsche TransSports Premium Truck to be more power, sophisticated, premium and better handling performance than the rest of the competitors. The ultimate goal is to gain the consumers interest and trust in Porsche.He believes this proposal will achieve not only its estimated growth in the prestigious image statement but also the overall branding of the Porsche quality product. Unlike in the past, the automotive industry is highly sophisticated and technology advanced. As a result, consumers demand more and the automotive industry are challenged with competing for consumers loyalty.
Engine Displacement
1.The engine locates behind the occupants underneath the truck bed..
2.Front hood will be used for a trunk and available space for gas tank.
3.Transmission locates underneath the truck bed.
4.Combustion Powered is in consideration.
5.Engine flat six
Designer: Nouphone J. Bansasine
Yankodesign 2010 Porsche for Hauling

 

Posted via web from dedeporsche's posterous

Wednesday, May 26, 2010

What If Porsche Made a Pickup Truck?

Ever wondered what it might be like to pull a trailer at 120 mph on the German autobahn?
Neither have I, but designer Nouphone J. Bansasine apparently has. He's created a new vehicle idea for Porsche's lineup: a pickup truck.It's called the Porsche TranSport Truck, and it's supposed to be the ultimate fusion of luxury and load-carrying capability.

Bansasine figures that since Porsche is selling SUVs and recently added a four-door sport sedan, why not a pickup, too? We'll let you answer that question. Maybe Porsche could base it off the VW Amarok? In the meantime, we're going to imagine hitting the Nürburgring after the next trip to Home Depot.

Porsche Pickup Truck Rendering

Porsche Pickup Truck Rendering

I'm sure it would come with lots of cool tech; air lift suspention, paddle shift 6 speed etc, an all wheel drive system close to what the SUV has.

I wouldn't buy one, but I bet there is people out there who would.

[Source: Bit Rebels]

via news.pickuptrucks.com

 

Posted via web from dedeporsche's posterous

$180,000 Porsche goes through a garage door! - Reporter's son crashes Porsche

 
This Porsche Turbo boasts 500 horsepower, a leather-lined cockpit and a 330 km/h top end* (*Unless jammed under a garage door).
Photo Credits:
Peter Cheney/The Globe and Mail
Peter Cheney's son drove a $180,000 Porsche through the garage door while attempting to check out the stereo. Take an expensive sports car, a curious teen and a garage door – and mix together to get one very embarrassed automotive writer

Peter Cheney
Globe and Mail
Some moments are lived backwards. The great ones run through your mind like a favourite movie. Then there are the other kind, where you try to roll back the clock – like the afternoon my teenage son launched a brand new Porsche Turbo through our garage door.
So far, I have not managed to invent a time machine, go back, and snatch the key from his hands (and in case you were wondering, the car goes for $180,000, not including freight, tax or a new garage).
That day began with deceptive perfection. I woke up in a sunlit bedroom next to my beautiful wife. We had celebrated 26 years of marriage just the day before. Our cherry tree was in full blossom, and in the garage, locked away like a crown jewel, was a 2010 Porsche 997 Turbo, the latest (and costliest) in a long series of test cars.
When I decided to transition into automotive journalism after more than two and a half decades of news reporting, no one was happier than my son Will. Instead of telling his friends his dad was in Afghanistan (or at a murder scene) he could bring them over to check out the latest ride.
My new trade did have its perils, which include the creeping cynicism of the professional test driver. An auto journalist’s existence is like a mechanized version of Hugh Hefner’s – when you are presented with an endless cavalcade of automotive beauties, you can easily become jaded.
Now I had the Turbo, the car that every driving aficionado and pension raider dreams of – 500 horsepower, leather-lined cockpit and a 330 km/h top end. Until I drove it, I’d been a little skeptical – I’d seen too many Turbos employed as male enhancement devices by hobbit-looking accountants who couldn’t even drive a stick shift.
But the previous day, I had taken it to Mosport racetrack for a high-speed lapping session where it inhaled other cars like so many insects – when they saw the Turbo in their mirror, most simply pulled over to let us pass, acknowledging the Porsche as the alpha car.

I was experiencing the acme of German engineering. The Turbo had launched me up Mosport’s kinked back straightaway at more than 250 km/h, then purred back to the city through rush hour traffic, as though it had been magically converted from a race car into a Honda Civic. Best of all, my Turbo was a purist’s model, with a six-speed manual transmission – a factor that would play a key role in the events that were about to unfold.
It was early afternoon. Will had just returned from summer job hunting, accompanied by a friend. I was in my home office, writing and looking out at the green park in front of our house. That morning, Will and I had appeared together in a Globe Drive column called A Hockey Dad’s Last Ride that commemorated his 14 years in minor hockey.

Will stuck his head into the office and asked me if he could show his buddy the Turbo. I told him to go ahead. He and his friends always checked out my cars. Their main focus seemed to be the interior and stereo systems – details I barely cared about.
I went back to my computer. My car buddies knew I’d been at the track with the Turbo, and they wanted my verdict. I told one it was like a tiger in an Armani suit – killer chassis, unbeatable power, but suave and comfortable, too.
I shut down my computer and prepared to head to the office, smiling at the thought of a few minutes in the Turbo. As I headed out the back door, I saw my son running toward the house. His eyes were the size of dinner plates. He sputtered: “Dad, the Porsche … the Porsche …”
I thought the Turbo had been stolen. Our garage has a full security system, but this is one of the most desirable cars in the world, so you never know. Will tried to speak again. “The Turbo rolled into the door….” I walked past him into the garage.
For nearly a minute, I was too dumbfounded to speak. The Turbo hadn’t rolled into the door – it had launched itself through the entire structure. In a distance of approximately four feet, the Turbo had developed enough kinetic energy to blow the entire door apart. Parts of the roller mechanism were scattered through the alley. Dazed, I picked up a bent metal piece – it looked like a Crazy Bone, a toy Will had collected as a little boy.
When I parked it, the Turbo had been pristine. Now it looked like the car from Dukes of Hazzard after a chase through the southern backwoods. Stunned, I surveyed the damage. The hood was raked with gouges, the top of the right front fender was flattened, and the driver’s door (which is made from aluminum to save weight) had taken a beating. Worst of all was the rear fender, which had hit the concrete door frame as the Turbo launched itself into the alley – it looked like a giant blacksmith had smacked it with a sledge hammer.
Like a man surfacing from a deep dive, I slowly returned to reality. I yelled at my son for a minute or two. Then it was time to make some phone calls. Will stood in the garage, quaking. I dialled Rick Bye, a professional race driver who manages the Porsche press fleet. The day before, he had been with me in the Turbo at Mosport, teaching me the fastest line around the track and making sure I didn’t destroy his car. After decades of racing and dealing with idiot journalists, Mr. Bye has seen almost everything there is to see in the car business. But as he turned the corner into my alley, he was greeted by a new first: the nose of a $180,000 high-performance car projecting halfway into the lane, with a shattered garage door draped over it like a curtain.
Mr. Bye quietly surveyed the scene for a minute. Then he walked over to my son. “Stuff happens,” he said. “We’re glad you’re okay. This is only a car. You don’t need a lecture. You already know.”


Porsche 911 the ultimate everyday supercar

Click here to read Jeremy Cato's recent review of the Porsche 911 Turbo. His remained unscathed, and was returned intact.

Now Mr. Bye and I were both on our cellphones. He was talking to Porsche’s insurance company. I was trying to find someone who could get the garage door off the Turbo and get my garage closed up for the night – it was filled with mechanic’s tools and my homebuilt airplane project. If we left it open, we’d be picked clean by the morning.
I found three companies that advertised 24-7 emergency service. That was a joke – none of them could come within the next two days. Then I remembered my contractor, Marty Edge. Six years ago, he rebuilt my house. Now he works full time for David Thomson (yes, the one you’re thinking of) on his properties around the world.
Luckily, Marty was in Toronto. An hour later, he was at my garage, along with a door expert named Frank Dyer. The cavalry had arrived. I was starting to feel a little better. Frank used the remains of our ruined door to close up the opening. Will had never used power tools before, but Frank put him to work driving screws.
As the dust settled, my wife and I confronted the parenting issues that attended the disaster. What was the appropriate punishment for a boy who trashes a car worth $180,000? Friends were flooding us with stories of costly child screw-ups – like the son who flushed an action figure down a toilet, creating a deluge that caused more than $100,000 damage to their house. A colleague told me how she damaged her parent’s brand-new van – she got distracted and rear-ended a truck filled with huge stones (driven by two women who were starting a rock garden project.)
I recalled a childhood friend who rolled a bowling ball off a garage roof (it seemed like a good idea at the time) only to have it land on his father’s newly restored Porsche 356. Another had totalled the family Mercedes by taking it out of gear and pulling off the handbrake – he jumped out as the car began to roll, and watched helplessly as it headed down their steeply sloped driveway, across the street, and into a ravine.

Peter Cheney test drives a Smart car 

Will’s ride through the door was getting around. I got an e-mail from a partner in a Bay St. communications firm: “Congratulations on your son’s Ferris Bueller moment,” it read. “ It’s all over town. There must be just a touch of parental pride that he has the sense of adventure, the stones, and the good taste to give it a try. That will be a wedding day story. Hope you got photos.”
Ferris Bueller had crossed my mind. There were some obvious parallels to the movie. Like Ferris, my son is a spirited, upbeat boy who loves a good time. And, also like Ferris, his coming-of-age story featured the ruination of an extremely valuable car. He had taken a four-foot, 500 horsepower ride to manhood.
We had a hard call to make. Would it be grounding for life? Let it go? Something in between? Will was a teenage boy. One of the world’s hottest cars had been sitting in our garage, calling to him like the sirens of Homer’s Odyssey. He had a friend to show off for. Will had taken the key, intending to turn on the stereo and navigation system, only to inadvertently fire up an engine that could launch the car to 100 km/h in just over three seconds. He didn’t know how to drive a standard. The outcome had been written in bent metal.
A lawyer friend who has known Will since he was 11 called me at the office. He was laughing so hard that he cried. In his view, Will had made a standard teenage mistake that happened to involve an expensive car. “He’s a great kid,” he said. “Give him a break.”
As I saw it, raising our boy was a lot like training a horse. I didn’t want to break his spirit and turn him into a pit pony. Neither did I want him to become El Diablo. I hoped he would end up as Secretariat – a disciplined champion.
My wife and I decided that Will would have to repay our insurance deductibles and discount losses by getting a summer job. The total would be about $750. Porsche’s deductible on the car was $10,000. I offered to pay it. Mr. Bye said no.
via theglobeandmail.com

Royal Falcon Fire 28 by PORSCHE DESIGN STUDIO

PORSCHE DESIGN - Schmittenhöhebahn Aerial Tramway Cabins Get Porsche Looks - Zell am See, Austria

cable cars for the schmittenhhebahn

Schmittenhöhebahn has a long history of more than four decades to carry millions of visitors in summers and winters from Zell am See, Austria, to Schmittenhöhe. But finally it’s a time to replace its two old red cabins with the latest generation of new cable cars. For that purpose, they partnered with Porsche Design Studio to develop the specifications for the fifth generation of Schmitten aerial tramway cabins thus giving the red cabins new Porsche looks. The cable cars make a captivating impression with their compelling combination of design and function. Two new cabins with the h/b/l: 270/270/430-510 cm dimensions and increased capacity of 45 persons per cabin; 30 persons with bar installed can travel to Schmittenhöhe (2000 meters above sea-level) in just eight minutes.

The other design specifications include a strong focus on safety and a comfortable ride, full-length glazing, extra-wide doors and the latest safety features. And for those fun loving people, one of the cabins has a mobile bar and high-end multimedia system installed so that it can be used for private parties and company events.

cable cars for the schmittenhhebahn
cable cars for the schmittenhhebahn

Via: Porsche-design / Isr544004

Posted via web from dedeporsche's posterous

Wednesday, May 5, 2010

Porsche Cayenne and Porsche 911 Turbo driving on Icelandic glacier

Porsche Cayenne and Porsche 911 Turbo driving on Icelandic glacier. This is probably a world record and one of the most interesting footage of what Porsche is capable of doing. The conditions were excellent to perform such a stunt but with combination's of world class driver with decades of experience this was completed successfully. The driver a stunt man is Benedikt Eyjolfsson the owner of Porsche importer in Iceland along with other driving experts.

Posted via web from dedeporsche's posterous

Sunday, May 2, 2010

Interview with Jorg Bergmeister for Renntrack.com

April 28, 2010 — Renntrack.com interview with Jorg Bergmeister inside the Flying Lizard rig at the 2010 Long Beach Grand prix.

Posted via web from dedeporsche's posterous

The Last Eleven; the first Porsche Gmünd 356SL Factory Race Cars

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The Last Eleven
 Philip Carney & Jacques Mertens
NEW! Covers the 11 special-bodied Gmünd Coupes assembled by Porsche as its first factory race, rally, and record-setting cars, which provided the first Porsche factory entries at Le Mans in 1951. Describes competition development via enhanced aerodynamics, weight savings, powerplant improvements. Detailed histories of each chassis–356/2-05 to 356/2-063–use information and very rare photographs gleaned over many years. Foreword by Karl Ludvigsen. Hardbound, 10x8-inches, 98 pages.  (European and Japanese residents, order via jacques-mertens@skynet.be)


Timeline for the 356

Here's a very rough timeline of the development of the 356, compiled from a variety of sources. "Driving in it's Purest Form", "Excellence was Expected", "Speedster" and "Porsche : 356 & Rs Spyders" are all recommended for the Porsche 356 enthusiast and those interested in the Porsche history 1948-1966. See also the Porsche North America corporate website from which much of the below material came. The student of Porsche and 356 history is strongly encouraged to seek out the above books for a detailed history of the car, the company and the amazing individuals who brought us the 356.













1948: Gmünd, Austria. The Porsche Firm, having located to Austria just after the war to be closer to parts suppliers, turns out a variety of automotive, farm and industrial motors and tools for the war-ravaged western europe. Ferry Porsche (son of the famous Dr. Ing Ferdinand Porsche, founder of Porsche motors) designed and fabricates the first Project #356 car, model 356-001. The car utilized a tubular chassis, an 1100cc engine and was very light and so quick for the time. Karl Frolich was the gearbox and suspension specialist contributing to the handling of the prototype. Ferry Porsche often took the prototype--sometimes just the rolling chassis without body--up the steep mountain roads surrounding Gmünd and found the car a spright handler and good climber.
The body of the car was designed by Irwin Komenda. Kommenda, an Austrian born in 1904, contributed substantially to the Volkswagen, Cistalia, Auto Union racers and other cars of the day. Though the car changed from mid-engine to rear, the tubular chassis gave way to a unitized pan and body construction, and a myriad of details evolved over the 22 year run of the model, the overall design and instantly recognizeable shape of the car remained the same, a timeless classic. Komenda joined Porsche's design bureau in 1931 after positions at Steyr and Daimler-Benz and other coach shops in Austria and Germany. Komenda contributed to many other designs in Porsche's history and was the chief engineer and head of Porsche's coach werk from 1955 until his death in 1966.
Karl Peter-Rabe was the "confidential clerk" for Porsche, and became the chief business manager, after Prizing, until 1965. Dr. Ing Albert Prizing was a business manager who brought 37 orders back to the factory after one importer's conference in Wolfsberg in 1950.
The original 356-001 car is raced at the Innsbruck city race, achieiving a victory in the 1100cc class in its first outing. Porsche was homologated by the state government of Kärnten in Austria on 8 June 1948. Above and below photos courtesy of the Porsche archives. The original Porsche "001" car is in the Factory Meuseum and frequently tours the world for special car shows and historic events.
Over 50 Gmünd cars are built and sold primarily in Austria and Germany. Many still survive in US and other collections around the world.
1949: The first 356 Cabriolet is built. The Gmünd cars are alloy aluminum.
1950: The factory relocates to Zuffenhausen, next to the Reutter coachwerks and begins production on the 356. This run will continue to 1965, and produce nearly 80,000 cars. Cars are produced by other coachbuilders as well, namely Gläser.

A 1951 "split windshield" 356 Cabriolet. Porsche 356es made prior to 1955 are sometimes called "Pre-A", as the model took on the letter predicate at that time.
1951: Porsche 356 technical innovations continue. The 1.3 liter motor has chrome plated aluminum cylinders and the world's first synchromesh transmission. Porsche 356-002 wins at LeMans in the 1100cc class. The "Old Professor", Dr. Ing Ferdinand Porsche, Sr. dies at 75. Porsche KG employs 1400 people as Ferry Porsche leads the company.

1952: The 1500 "Super" engine is introduced (1488 cc, 70hp DIN)
1953: In a deal with Max Hoffman, of New York, Porsche introduces the 356 to the United States. Soon Hoffman makes arrangements with select foriegn auto dealers around the country to carry the Porsche cars. Hoffman acts as sole US importer. Split windshields give way to bent windshields.
1954: Hoffman urges Porsche to make a less-expensive "stripped-down" model of it's open car for the West Coast. Fair weather, a cruising scene and lots of amateur racing make the "Speedster" a success, a staple production for the next 5 years. Over 4100 Speedsters will be sold by 1959.
1955: The 1600 motor is in production. The 1500 GS Type 547 Carrera motor is in development for racing and finds its way into the 356 production line. The "A" version of the 356 model is introduced. Numerous subtle differences in the shape of the body and features of the care are introduced. Almost half the cars sold are open cars: cabriolets and Speedsters. The "A" models are named internally at "Type 1", and thereafter known by enthusiasts as "T-1" cars.
1956: The 10,000th 356 Rolls off the assembly line. Pictured below with Ferry Porsche.

1957: More improvements to the 356A results in a new project, the Type 2, or "T-2". A new transmission, the 644 replaces the earlier 519 with improved shifter, a split case design, dual nose mounts and better synchros.
1958: Continued improvements in the Carrera engines yield higher horsepower. Production begins on the "Convertible D", a replacement for the Speedster. The "D" is made by Drauz factory, and the car is between a Speedster and a Cabriolet in luxury and lightweight appointments. Most noticeable are the roll-up windows and a taller, but still "removeable" windscreen.
1959: The last Speedster is made. The 1300 engine is dropped from the line. In the fall a new model, the Type-5 (T-5), 356B is introduced. The Convertible D becomes the Roadster with the new T-5 body style.
1960: The 356B gets the "Super 90" (S90) motor as an option, with a counterweighted crank, sodium-filled valves and Solex P40-II carburetors.
1961: The Karmann Coachwerks is employed to make the "Hardtop", which is a Cabriolet body with a fixed hard roof. This profile gives the car the knickname "Notchback". Nearly 1750 of these cars will be made over two years' production
1962: Karmann makes 2170 coupes along with the 4100 made by Reutter. Along with almost 1600 Cabriolets, production tops 7900 for the year. Porsche begins discussion with Reutter to purchase the coachmaker and finally completely consolidate the successes of 12 years of co-operation. The factory launches "Christophorus", a customer magazine of news and background on the Porsche lifestyle.
1963: The 356C, known as the Type 6 (T-6) is introduced, along with the SC engine with 95hp. The "C" has 4-wheel disc brakes, and an optional 12-volt electric system. The optional "Carrera 2" motor develops 130 DIN hosepower.
1964: 356 Production reaches a high of over 10,000 in a single year, more than the entire line production of the first 10 years of the Porsche 356. The factory introduces the 911 model, presaging the end of the 356 line.
1966: The last 10 356 Cabriolets run off the production line in this calendar year, finishing the 1965 model year run. The 4-cylinder Carrera engines contiune racing in the successful 904 model. Total production run: more than 78,000. About 1/2 of the entire production are believed to exist today.



 


  




  










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