Although Porsche internally changes the headings for its models, all 911 models were and are currently sold as a “911″. The headings below use Porsche’s internal classifications:

• Porsche 911 (1964–1989)
• Porsche 964 (1989–1993)
• Porsche 993 (1993–1998)
• Porsche 996 (1998–2005) all new body and water-cooled engines
• Porsche 997 (2005–Present)

“Carrera”, “GT3″, “Turbo”, etc. refer to the specific model trim, as they are all 911s, e.g., “Porsche 911 Turbo.”

The series letter (A, B, C, etc.) is used by Porsche to indicate the revision for production cars. It often changes annually to reflect changes for the new model year. The first 911 models are the “A series”, the first 993 cars are the “R series”.

Not all of the Porsche 911 models ever produced are mentioned here. The listed models are notable for their role in the advancements in technology and their influence on other vehicles from Porsche.

Air-cooled engines (1963–1997)

Porsche 911 classic (1963–1989)

Porsche 911 of 1968

The 911 can trace its roots back to sketches drawn by Ferdinand “Butzi” Porsche in 1959.^[4] The Porsche 911 classic was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356, the company’s first model, and thus essentially a sporting evolution of the Volkswagen Beetle. The new car made its public debut at the 1963^[1] Frankfurt Motor Show (German: Internationale Automobil-Ausstellung).^[5] The car presented at the auto show had a non-operational mockup of the 901 engine, receiving a working one in February 1964.^[4]

It originally was designated as the “Porsche 901” (901 being its internal project number). 82 cars were built as 901s.^[4] However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. Internally, the car’s part numbers carried on the prefix 901 for years.^[4] Production began in September 1964^[5], the first 911s reached the US in February 1965 with a price tag of US$6,500.^[4]

Porsche 911E with Fuchs wheels, 1969

The earliest edition of the 911 had a 130 PS (96 kW; 128 hp)^[1] flat-6 engine, in the “boxer” configuration like the 356, air-cooled and rear-mounted, displaced 1991 cc compared with the 356′s four-cylinder, 1600 cc unit. The car had four seats although the rear seats were very small, thus the car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). It was mated to a four or five-speed manual “Type 901″ transmission. The styling was largely by Ferdinand “Butzi” Porsche, son of Ferdinand “Ferry” Porsche. Erwin Komenda, the leader of the Porsche car body construction department, was also involved in the design.

The 356 came to the end of its production life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, introduced the same year, served as a direct replacement, offering the 356′s 4-cylinder, 1600 cc, 90 hp (67 kW) engine inside the 911 bodywork.

In 1966 Porsche introduced the more powerful 911S, the engine’s power raised to 160 PS (118 kW; 158 hp). Alloy wheels from Fuchs, in a distinctive 5-leaf design, were offered for the first time. In motorsport at the same time, installed in the mid-engined Porsche 904 and Porsche 906, the engine was developed to 210 PS (154 kW).

In 1967 the Targa (meaning “shield” in Italian^[6]) version was introduced as a “stop gap” model. The Targa had a stainless steel-clad roll bar, as Porsche had, at one point, thought that the NHTSA would outlaw fully open convertibles in the US, an important market for the 911. The name “Targa” came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had notable success, with seven victories since 1956, and four more to come until 1973. This last win in the subsequently discontinued event is especially notable as it was scored with a 911 Carrera RS against prototypes entered by Italian factories of Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered alongside from 1968).

The 110 PS (81 kW; 108 hp) 911T was also launched in 1967 and effectively replaced the 912. The staple 130 PS (96 kW; 128 hp) model was renamed the 911L. The 911R had a very limited production (20 in all), as this was a lightweight racing version with thin aluminium doors, a magnesium crankcase, twin-spark cylinder heads, and a power output of 210 PS (154 kW).

In 1969 the B series was introduced: the wheelbase for all 911 and 912 models was increased from 2211 to 2268 mm (87 to 89¼ in), an effective remedy to the car’s nervous handling at the limit. The overall length of the car did not change: rather, the rear wheels were relocated aft. Fuel injection arrived for the 911S and for a new middle model, 911E. A semi-automatic Sportomatic^[7] model, composed of a torque converter, an automatic clutch, and the four speed transmission, was added to the product lineup. It was canceled after the 1980 model year^[8] partly because of the elimination of a forward gear to make it a three-speed.^[8]

The 2.2 L 911E was called “The secret weapon from Zuffenhausen”^{[citation needed]}. Despite the lower power output of the 911E (155 PS (114 kW; 153 hp)) compared to the 911S (180 PS (132 kW; 178 hp)) the 911E was quicker in acceleration up to 160 km/h (100 mph).

The 1972–1973 model years consisted of the same models, but with a new, larger 2341 cc (142 in³) engine. This is universally known as the “2.4 L” engine, despite its displacement being closer to 2.3 litres. The 911E and 911S used mechanical fuel injection (MFI) in all markets. The 911T was carbureted. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch.

With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901/911 transmission’s “dog-leg” style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc.

911S models also gained a discreet spoiler under the front bumper to improve high-speed stability. With the car’s weighing only 1050 kg (2315 lb), these are often regarded as the best classic mainstream 911s. For racing at this time, the 911 ST was produced in limited numbers (the production run for the ST only lasted from 1970 to 1971). The cars were available with engines of either 2466 cc or 2492 cc, producing 270 PS (199 kW; 266 hp) at 8000 rpm. Weight was down to 960 kg (2166 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring and the Targa Florio.

911 Carrera RS (1973 and 1974)

Porsche 911 Carrera RS, 1973

These models, valued by collectors, are considered by many to be the greatest classic 911s all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche’s class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a “ducktail” rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).

In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS (169 kW). It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thin metal plate panels and a spartan interior enabled the shipping weight to be reduced to around 900 kg (1984 lb).

1976 Porsche 911 2.7

The Carrera RSR 3.0 was sold to racing teams, and scored outright wins in several major sports car races of the mid 1970s. Also, a prototype Carrera RSR Turbo (with 2.1 L engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1974 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sportscar racing. Save for the earlier Porsche 917, it can be regarded as Porsche’s start of its commitment to turbocharging also in road cars.

2.7- series (1974-1977)

Model year 1974 saw three significant changes. First, the engine size was increased to 2687 cc giving an increase in torque. Second, was the introduction of impact bumpers to conform with low speed protection requirements of US law, these bumpers being so successfully integrated into the design that they remained unchanged for 15 years. Thirdly, the use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up— the 911 and 911S models, retaining the narrow rear arches of the old 2.4, now had a detuned version of the RS engine producing 150 and 175 PS (110 and 129 kW). The Carrera 2.7 retained the same 210 bhp MFI engine, suspension ,brakes etc as the 1973 Carrera RS. It weighed in at 1075 kg, the same as the RS Touring.The US market Carrera only had the 165 bhp CIS engine owing to emission regs. The 930 Turbo was introduced in 1975 (see below). The Carrera 3.0 was introduced in 1976 with what was essentially the Turbo’s 2994 cc engine minus the turbocharger, and with K-Jetronic CIS although now developing 200 PS (147 kW).

Also produced in the 1976 model year for the U.S. market, was the 912E, a 4-cylinder version of the 911 like the 912 that had last been produced in 1969. It used the I-series chassis and the Volkswagen 2.0 engine from the Porsche 914. In all, 2099 units were produced. In 1976 the front-engine Porsche 924 took this car’s place for the 1977 model year and beyond.

Position vis-à-vis the Porsche 928

Although Porsche was continuing with the development of the 911, executives were troubled by its declining sales numbers and in 1971 approved work on the Porsche 928. With a front-mounted V8 engine that was considerably more powerful than the contemporary 911s, the larger 928 was not only designed to eclipse its performance, it was designed to be a more comfortable car, a sporty grand tourer rather than a real sports car. The 928 sold reasonably well, and managed to survive from its introduction in 1977 until 1995. Throughout its 17 years, despite its capabilities on the road, it never managed to outsell the 911. Not intended for racing, it achieved little success in the hands of privateers.

911 Turbo (Type 930) (1975–1989)

1982 911SC Slantnose edition

In 1974 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 (930 being its internal type number) in North America. The body shape is distinctive thanks to wide wheel-arches to accommodate the wide tires, and a large rear spoiler often known as a “whale tail” on the early cars, and “tea-tray” on the later ones. Starting out with a 3.0 L engine 260 PS (190 kW; 260 hp), these early cars are known for their exhilarating acceleration coupled with challenging handling characteristics and extreme turbo lag. For 1978, capacity rose to 3.3 L 300 PS (220 kW; 300 hp), and an intercooler was added which was placed under the rear spoiler.

Production figures of the basic 930 soon qualified it for FIA Group 4 competition, with the racing version called the Porsche 934 of 1976. Many participated at Le Mans and other races including some epic battles with the BMW 3.0 CSL “Batmobile”. The wilder FIA Group 5 version called Porsche 935 evolved from the 2.1 L RSR Turbo of 1974. Fitted with a slope nose, the 500+ PS car was campaigned in 1976 by the factory, winning the world championship title. Private teams went on to win many races, like Le Mans in 1979, and continued to compete successfully with the car well into the 1980s until the FIA and IMSA rules were changed.

Only in 1989, its last year of production, was the 930 equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 964 version featuring the same 3.3 L engine. There have been turbocharged variants of each subsequent generation of 911.

Porsche Carrera RSR turbo, 1000km Nürburgring 1974

911SC (1978–1983)

In 1978, Porsche introduced the new version of the 911, called the “911SC”. It featured a 3.0 liter engine with Bosch K-Jetronic fuel injection and a 5 speed 915 transmission. Porsche broke away from using magnesium crankcases like in the late 2.0, 2.2, 2.4, and 2.7 liter engines. This was the start of what are considered the most reliable 911′s yet by collectors. In 1981, a Cabriolet concept car was introduced at the Frankfurt Motor Show. Not only was the car a true convertible, but it also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche’s first cabriolet since the 356 of the mid-1960s. It proved very popular with 4,214 sold in its introductory year, despite its premium price relative to the open-top targa.^[9] Cabriolet versions of the 911 have been offered ever since.

It was during this time, that Porsche AG decided the long-term fate of the 911. In 1979 Porsche had made plans to replace the 911 with their new 928. Sales of the 911 remained so strong however, that Porsche revised its strategy and decided to inject new life into the 911 editions.

Peter W. Schutz (CEO Porsche AG 1981-1987) wrote:

“The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott [1], the Porsche operating board member responsible for all engineering and development. I noticed a chart on the wall of Professor Bott’s office. It depicted the ongoing development schedules for the three primary Porsche product lines: 944, 928 and 911. Two of them stretched far into the future, but the 911 program stopped at the end of 1981. I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart. I am sure I heard a silent cheer from Professor Bott, and I knew I had done the right thing. The Porsche 911, the company icon, had been saved, and I believe the company was saved with it.”^[10]

911 SC sales totaled 58,914 cars.^[9]

911 3.2 Carrera series (1984–1989)

1986 Porsche 911 Carrera Cabriolet

With the 911’s future ensured, 1984 saw the launch of a replacement for the successful SC series. It was the model year 1984 911 3.2 Carrera, reviving the Carrera name for the first time since 1975. The 911 3.2 Carrera was the last iteration in the original 911 series, with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.

A new higher displacement motor, a 3.2 liter horizontally opposed flat 6 cylinder, was utilized. At the time Porsche claimed it was 80% new.^[11] The new swept volume of 3164 cc was achieved using the 95 mm (3.7 in) bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft’s 74.4 mm (2.9 in) stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1 (although only 9.5:1 for the US market). New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven Borg-Warner synchronizers. This slightly heavier version also featured a hydraulically-operated clutch.

With the new engine, power was increased to 207 bhp (154 kW; 210 PS) (@ 5900 rpm) for North American-delivered cars and to 231 bhp (172 kW; 234 PS) (@ 5900 rpm) for most other markets. This version of the 911 accelerated 0–60 mph (100 km/h) in 5.4 seconds and had a top speed of 150 mph (242 km/h) as measured by Autocar. Factory times were more modest: 0-60 mph time of 6.3 seconds for the US version and 6.1 seconds for cars outside the American market.

The brake discs were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine. To improve oil cooling, a finned cooler replaced the serpentine lines in the front passenger fender well. This was further improved in 1987, with the addition of a thermostatically controlled fan.

Driving refinement and motor reliability were improved with an upgrade of the fuel and ignition control components to a L-Jetronic with Bosch Motronics 2 DME (Digital Motor Electronics system). An improvement in fuel-efficiency was due to the DME providing a petrol cut-off on the overrun. Changes in the fuel map & chip programming from October 1986, further improved the power to 217 bhp (162 kW; 220 PS) (@ 5900 rpm) for North American delivered cars as well as for other markets requesting low emissions, like Germany. Custom-mapped chips remain a popular upgrade. The fuel relay that is mounted externally on the DME is known to be a weak point of the system.

Three basic models were available throughout the Carrera years – coupe, targa and cabriolet. When launched in 1984 in the United States, the prices of the 911 Carrera lineup were $31,950 for the coupe, $33,450 for the targa and $36,450 for the cabriolet.^[12] Almost indistinguishable from the SC, external clues are the front fog lights, which were integrated into the front valance in the Carrera. Very modest cosmetic changes were made throughout the lifespan of the Carrera, with a redesigned dash featuring larger air conditioning vents appearing in 1986.

In 1984, Porsche also introduced the M491 option. Officially called the Supersport, it was commonly known as the “Turbo-look”. It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive “tea tray” tail. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels. Sales of the Supersport were particularly strong for its first two years in the United States because the desirable 930 was not available.

For the European market in Italy a very exclusive version was introduced by the Porsche agent, ten Carrera model ST (Senza Turbo) were produced to commemorate the myth of the 10th anniversary of the Carrera RS model, revised engine developing 255 bhp (190 kW; 259 PS) they were all “Grand Prix white” with red or blue “Carrera ST” decal on each side of the car and blue or red wheels, the logo carrera ST (and 3.2 on the boot gril) on their famous duck tail, and a special engraved plate on the dash board, the serial N° were 490-499.

The 911 Carrera Club Sport (CS) (option M637), 340 of which were produced worldwide from August 1987 to September 1989, is a reduced weight version of the standard Carrera that, with engine and suspension modifications, was purpose built for club racing. The CS had a blueprinted engine with hollow intake valves and a higher rev limit, deletion of: all power options, sunroof (except one example), air conditioning (except two examples), radio, rear seat, undercoating, sound insulation, rear wiper, door pocket lids, fog lamps, front hood locking mechanism, engine and luggage compartment lights, lockable wheel nuts and even the rear lid “Carrera” logo, all in order to save an estimated 70 kg (155 lb) in weight. With the exception of CSs delivered to the UK, all are identifiable by the “CS Club Sport” decal on the left front fender and came in a variety of colors, some special ordered. Some U.S. CS’s did not have the decal installed by the dealer; however, all CS’s have a “SP” stamp on the crankcase and cylinder head. The UK CS’s were all “Grand Prix White” with a red “Carrera CS” decal on each side of the car and red wheels. Although the CS was well received by the club racers, because it cost more than the stock 911 but had fewer “creature comforts”, it was not well received by the public in general. Consequently, according to Porsche Club of America and Porsche Club Great Britain CS Registers, only 21 are documented as delivered to the U.S. in 1988 with 7 in 1989, one to Canada in 1988 and 53 to the United Kingdom from 1987 to 1989.

The 911 Speedster (option M503), a low-roof version of the Cabriolet which was evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers (2,104) starting in January 1989 until July 1989 as both a narrow body car and a Turbo-look. The narrow version was produced only 171 times. The Speedster started as a design under Helmuth Bott in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield.^[13]

Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targa).^[14]

964 Series (1989–1993)

1993 Porsche 911 Carrera

In late 1989, the 911 underwent a major evolution with the introduction of the Type 964.

Based with many innovation technologies from the 959 model, this would be a very important car for Porsche, since the world economy was undergoing recession and the company could not rely on its image alone. It was launched as the Carrera 4, the “4″ indicating four-wheel-drive, a decision that surprised many but demonstrated the company’s commitment to engineering by reminding buyers that race and rally engineering (of the 959) does affect road cars. Drag coefficient was down to 0.32. A rear spoiler deployed at high speed, preserving the purity of line when the vehicle was at rest. The chassis was redesigned overall. Coil springs, ABS brakes and power steering made their debut. The engine was increased in size to 3600 cc and developed 250 PS (184 kW). The car was more refined, but thought by some journalists to have lost some purity of the 911′s concept. The rear-wheel-drive version, the Carrera 2, arrived a year later.

The 964 incarnation of the 911 Turbo returned in 1990 after an absence from the price lists. Using a refined 3.3 L engine of the previous Turbo, but two years later a turbo engine based on the 3.6 L engine of the other models was introduced.

In 1989, Porsche introduced the ahead-of-its-time Tiptronic automatic transmission in the 964 Carrera 2, featuring adaptive electronic management and full manual control. The 964 was one of the first cars in the world offered with dual airbags standard (from 1991), the first being the Porsche 944 Turbo (from 1987).

In 1992, Porsche re-introduced a limited-edition RS model, inspired by the 1973 Carrera RS and emissions-legal in Europe only. Appeals from American customers resulted in Porsche developing the RS America of which 701 were built. However, while European RS was a homologation special, RS America was an option delete variant of the regular model. The RS 3.8 of 1993 had Turbo-style bodywork, a larger fixed whale tail in place of the movable rear spoiler, and a 300 PS (221 kW) 3746 cc engine.

Since the RS/RS America was intended as a no-frills, higher performance version of the 964, there were only four factory options available: a limited-slip differential, AM/FM cassette stereo, air conditioning, and a sunroof. The interior was more basic than a standard 911 as well; for example the interior door panels lacked the armrests and door pockets and had a simple pull strap for the opening mechanism. Although the RS America was about $10,000 cheaper than a fully-equipped C2 at the time of their production, these models now command a premium price on the used market over a standard 964 (RS Europe was about $20,000 more expensive than a C2).

964 Turbo (1990–1993)

In 1990 Porsche introduced a Turbo version of the 964 series. This car is sometimes mistakenly called 965 (this type number actually referred to a stillborn project that would have been a hi-tech turbocharged car in the vein of the 959). For the 1991 and 1992 model years, Porsche produced the 964 Turbo with the 930′s proven 3.3 L engine, improved to produce 320 PS (235 kW). 1993 brought the Carrera 2/4′s 3.6 L engine, now in turbo-charged form and sending a staggering 360 PS (265 kW) to the rear wheels. With the 993 on the way, this car was produced through 1994 and remains rather rare.

993 Series (1993–1998)

The mid-nineties Type 993 had sleeker bodywork. This is the lightweight GT2 variant.

The 911 was again revised in 1993 under the internal name Type 993. This car was significant as it was the final incarnation of the air-cooled 911, introduced in 1964.

The exterior featured an all new front and rear end. The revised bodywork was smoother, having a noticeably more aerodynamic front end somewhat reminiscent of the 959. Styling was by Englishman Tony Hatter under the supervision of design chief Harm Lagaay.

Along with the revised bodywork, mechanically the 993 also featured an all-new multilink rear suspension that improved the car’s ride and handling. This rear suspension was largely derived from the stillborn Porsche 989′s rear multilink design, and served to rectify the problems with earlier models’ tendency to oversteer if the throttle or brakes were applied mid-corner. These modifications also reduced previous 911′s lift-off oversteer problems to a much more moderate degree.

The new suspension, along with chassis refinements, enabled the car to keep up dynamically with the competition. Engine capacity remained at 3.6 L, but power rose to 272 PS (200 kW) thanks to better engine management and exhaust design, and beginning with model year 1996 to 286 PS (210 kW). The 993 was the first Porsche to debut variable-length intake runners with the “Varioram” system on 1996 models. This addressed the inherent compromise between high-RPM power production and low-RPM torque production, and was one of the first of its kind to be employed on production vehicles. A new four-wheel-drive made a return as an option in the form of the Carrera 4, the rear wheel drive versions simply being called Carrera. A lightweight RS version saw capacity rise to 3.8 L, with power reaching 300 PS (221 kW). The RS version had rear-wheel drive only.

Non-turbo models appeared that used the Turbo’s wide bodyshell and some other components (the Carrera 4S and later the Carrera S).

The rare Targa open-topped model also made a return, this time with a large glass roof that slid under the rear window. The expensive air-cooled 993 Targa had a limited release between 1996–1998.

993 Turbo (1995–1997)

A Turbo version of the 993 was launched in 1995 and became the first standard production Porsche with twin exhaust turbochargers and the first 911 Turbo to be equipped with permanent all-wheel-drive (in order to delete the AWD, one had to refer to the more powerful and race homologated GT2 or simply remove the drive shaft leading to the front differential). The similarity in specification and in performance levels inspired several comparison road tests with the Porsche 959 ^[15]. The 3.6 L twin turbo M64/60 engine produced 408 PS (300 kW).

In 1997, Porsche introduced a limited run of 200 copies of the 993 911 Turbo S with even higher performance. The additions include a boost of 24 PS (17.7 kW) over the regular Turbo’s 400 PS (294 kW). There are some modifications to the body as well, which includes a scoop on the side right behind the doors for engine cooling and vents on the whale tail rear spoiler.

993 Turbo models, because of raw power, reliability and their nature as the final air-cooled 911 Turbo cars still command a massive premium.

Water-cooled engines (1998–present)

996 Series (1998–2005)

2002 996 Carrera 4S

After 34 years in production the famous air-cooled 911 was replaced by an all-new water-cooled model. Known as the Type 996, this car was a major leap for Porsche, although many of the traits that defined the 911 during past decades still remained with the new model it was finally a newly designed bodyshell (all previous 911s being based on the original 1963 shell). As with the 993 before it the 996 was also a significant model, but mainly for the way it was conceived and designed, and the effect it had on Porsche during the 1990s.

Pundits criticized the 996′s styling a great deal, largely because it shared its headlamps— indeed much of its front end, mechanically— with the less expensive Boxster. The 996 had been on the drawing board first and was a more advanced car in some respects, but the cost-cutting seemed inappropriate for an expensive car. Otherwise, the Pinky Lai-penned shape followed the original Butzi Porsche design very closely; the Carrera model had a 0.30 Coefficient of drag. The interior was further criticized for its plainness and its lack of relationship to prior 911 interiors, although this came largely from owners of older 911s.

The Type 996 spawned over a dozen variations, including all wheel drive Carrera 4 and Carrera 4S (which had a ‘Turbo look’) models, the club racing-oriented GT3, and the forced-induction 996 Turbo and GT2. The Turbo, four-wheel-drive and twin-turbo, often made appearances in magazines’ lists of the best cars on sale.

996 GT3 RS

The Carrera and Carrera 4 underwent revisions for model year 2002, receiving the front headlight/indicator lights which were first seen on the Turbo version two years earlier. This allowed the 911 to be more distinguishable from the Boxster. A mildly revised front fascia was also introduced, though the basic architecture remained.

A limited number (1963)of 2004 40th Anniversary Editions include a more powerful 345-horsepower engine, a standard Porsche Stability Management system (PSM), enhanced acceleration due to a mechanical rear axle differential lock, more aggressive suspension tuning. Painted GT Silver metallic, the 40th Anniversary edition of the 2004 Porsche 911 Carrera has front air cooling openings like the Porsche 911 Turbo, body-color air intake grilles, unique sill trim and an aluminum 911 logo on the engine cover, polished 18-inch wheels, and high-gloss chromed tailpipes. Other equipment on this limited production model includes a power sunroof and bi-Xenon headlights with dynamic beam angle control and lens cleaners. Inside the 40th Anniversary 911 Carrera, dark gray leather sport seats include two-stage heating, special silver metallic and aluminum interior trim and a numbered plaque on the center console. Ref: ‘Autobytel.com, 2004 Porsche 911 Carrera New Car Buyer’s Guide’.

Engine wise, displacement was 3.4 L and power 300 PS (221 kW), increased in 2002 to 3.6 L and 320 PS (235 kW).

US-spec water-cooled 911 Carrera

Starting from the water-cooled engines models, US-spec 911 Carreras don’t come with rear limited-slip differential, except the 40th Anniversary 911, GT2, GT3 and Carrera GT. US-spec 911 turbo comes with limited-slip center differential, like the rest of the world.

996 GT3 (1999–2004)

Porsche unveiled a road-going GT3 version of the 996 series which was derived from the racing GT3. Simply called GT3, the car featured lightweight materials inside and out, including thinner windows, the GT3 was a lighter and more focused 911 with the emphasis on handling and performance. The suspension was lower and more aggressive than other 996s, leading to excellent handling and razor-sharp steering though the ride was very firm. Of more significance was the engine used in the GT3. Instead of using a version of the water-cooled units found in other 996s, the naturally-aspirated engine was derived from the Porsche 911 GT1 ’98 sports-prototype racing car and featured lightweight materials which enabled the engine to rev highly.

Its engine was a non-turbo 3600 cc F6 rather than either engine from the pre-facelift and revised Carrera. It produced 360 bhp (268 kW; 365 PS) at first, later increased to 381 bhp (284 kW; 386 PS) at the whole 996 series’ revision.

The GT3 did not feature rear seats.

996 Turbo (2000–2004)

996 Turbo X50

In 2000, Porsche launched the Turbo version of the Type 996. Like the GT3, the new Turbo engine derived from the 911 GT1 engine and, like its predecessor, featured twin-turbos and now developed 420 PS^[16] (309 kW). Also like its predecessor the new Turbo was only available with all wheel drive. A US$17,000 factory option, the X50 package, was available that boosted the engine output to a tidy 450 PS (331 kW) with 620 N·m (457 ft·lbf_f) of torque across a wide section of the power band. With the X50 package in place the car could make 0–100 km/h (0–62 mph) in 3.8 seconds. This package is named as Turbo S in Europe. Later on toward the end of the 996 life cycle, a 996 Turbo S coupe also returned to the US along with a new debut of the Turbo S Cabriolet boasting even more power— 450 PS (331 kW) and 620 N·m (457 ft·lbf_f)— than the regular Turbo. The Turbo can reach a top speed of 189 mph (304 km/h).^[16]

Styling-wise(coefficient of drag:0.32), the car was more individual than previous Turbos. Along with the traditional wider rear wings, the 996 Turbo had different front lights and bumpers when compared to the Carrera and Carrera 4. The rear bumper had air vents that were reminiscent of those on the Porsche 959 and there were large vents on the front bumper, which have been copied on the Carrera 4S and Cayenne Turbo.

997 Series (2005–Present)

997 Carrera S

In 2004 the 911 was heavily revised^[17] and the 996′s replacement, the 997, was unveiled in July. The 997 keeps the basic profile of the 996, bringing the drag coefficient down to 0.28, but draws on the 993 for detailing. In addition, the new front fascia is reminiscent of the older generation, with the traditional “bug eye” headlamps. Its interior is also similarly revised, with strong links to the earlier 911 interiors while at the same time looking fresh and modern. The 997 shares less than a third of its parts with the outgoing 996, but is still technically very similar to it. Initially, two versions of the 997 were introduced— the rear wheel drive Carrera and Carrera S. While the base 997 Carrera produced 325 PS (239 kW) from its 3.6 L Flat 6, a more powerful 3.8 L 355 PS (261 kW) Flat 6 powers the Carrera S. Besides a more powerful engine, the Carrera S also comes standard with 19 inch (48 cm) “Lobster Fork” style wheels, more powerful and larger brakes (with red calipers), a more sporty suspension, complete with PASM (Porsche Active Suspension Management) which allows for electronic adjustability of suspension settings, Xenon Headlamps, and Sport Steering wheel. In late 2005, Porsche announced the all wheel drive versions to the 997 lineup. Carrera 4 models (both Carrera 4 and Carrera 4S) were announced as 2006 models. Both Carrera 4 models are wider than their rear wheel drive counterparts by 1.26 inches (32 mm) to cover wider rear tires. 0–60 mph (97 km/h) for a base Carrera 4 with the 325 PS (239 kW; 321 hp) engine was reported at 4.5 seconds according to Edmunds.com. The 0–100 km/h (62 mph) acceleration for the Carrera S with the 355 PS (261 kW; 350 hp) was noted to be as fast as 4.2 seconds in a recent Motor Trend comparison, and Road & Track has timed it at 3.8 seconds. The 997 lineup includes both 2 and 4 wheel drive variants, named Carrera 2 and Carrera 4 respectively. The Targas (4 and 4S), released in November 2006, are 4-wheel drive versions that divide the difference between the coupes and the cabriolets with their dual, sliding glass tops. There were rumours that the 997 911 was to undergo an update for the 2008 model year, however these changes were held off until the 2009 model year. The official changes, originally found in leaked product guides ^[18], indicate the new 997 will receive a larger air intake in the front bumper, new headlights, new rear lights, new direct fuel injection engines built from the ground up, and the introduction of a dual-clutch gearbox called PDK.^[19] Porsche USA revealed that the 2009 models due out in April would be equipped with BlueTooth support in the communications system.

997 Turbo

997 Turbo

The Turbo version of the 997 series featured the same 3.6 L twin-turbocharged engine as the 996 Turbo, but this time it developed 480 PS (353 kW; 473 bhp) and 620 N·m (457 lb·ft) of torque. This was in part due to the 997′s VTG (variable turbine geometry), which essentially combines the low-rev boost and quick responses of a small turbocharger with the high-rev power of a larger turbocharger. As well as producing more power and flexibility, the new turbocharger improved fuel consumption over the 996 Turbo. With these performance upgrades, it accelerates to 100 km/h (62 mph) in 3.7 seconds (with the manual transmission) and reaches a top speed of 310 km/h (193 mph). However, these are official figures and Porsche is notable for being conservative about their power and performance ratings. Motor Trend Magazine has clocked the 997 Turbo’s 0–60 mph time in 3.2 seconds with the Tiptronic transmission. Jeremy Clarkson on his “Thriller” dvd, showed that on a de-restricted stretch of autobahn with just the right downwards gradient, the car maxed out 200 mph (320 km/h). The optional Sports Chrono overboost package increases torque to 680 N·m (500 lb·ft) for short periods (maximum 10 seconds) but over a narrower rev range.

997 GT3

The 997 Turbo features a new all wheel drive system, similar to the one found on the Porsche Cayenne. Featuring PTM (Porsche Traction Management) the new system incorporates a clutch-based system which varies the amount of torque to the wheels to avoid tyre slippage. This, according to Porsche, aids traction and the handling by redirecting the torque to control oversteer or understeer, thus resulting in far more neutral handling, as well as greatly improved performance in all weather conditions (as opposed to older AWD system which gave the Turbo stability under hard acceleration). However, in the facelifted 911 Turbo- launched in August 2009 -[2]the PTM system has now been tweaked to give more a more rearward power bias. The new 911 Turbo also has paddle shifters for the PDK double-clutch gearbox for the first time [3]. The new 911 turbo uses a completely different engine. The previous water cooled turbos (996 and 997) measured 3600cc and were based on the so called Metzger motor that powered numerous race cars. The new engine measures 3800cc and was first developed for the new carrera that was launched in 2008. The variable-vane twin turbochargers have also been extensively reworked to increase responsiveness, and the intercooler and fuel system have been uprated. It develops 493 bhp which is 20 bhp more than the previous model.[4]. The steering wheel also houses a display showing when Sport, Sport Plus and launch control have been selected through the optional Sport Chrono package. [5]

Styling wise, as with the 996 Turbo the car featured more distinctive styling cues over the Carreras, one of the more distinctive elements the front LED driving/parking/indicator lights mounted on a horizontal bar across the air intakes. The traditional rear wing is a variation of the 996 bi-plane unit.

997 GT3

The 911 GT3, announced on February 24, 2006 accelerates 0–100 km/h in 4.1 seconds and reach a top speed of 310 km/h (193 mph), almost as quick as the Turbo. Porsche’s factory reports can be conservative though; Excellence magazine tested the 997 GT3 and recorded 0–100 km/h in 3.9 seconds and a top speed of 312 km/h (194 mph). The 997 GT3 was released in the summer of 2006. It was at that time crowned “the best handling car in America” by Motor Trend.

997 GT3 RS

The 911 GT3 RS was announced in early 2006 as a homologation version of the GT3 RSR racing car for competition events like Sebring and the 24 Hours of Le Mans.

The drivetrain of the RS is based on the 911 GT3, except for the addition of a lightweight flywheel and closer gear ratios for further improved response under acceleration. Unlike the GT3, the RS is built on the body and chasis of the 911 Carrera 4 and Turbo, and accordingly has a wider rear track for better cornering characteristics on the track.

Visually, the RS is distinguished by its unique color scheme – bright orange or green with black accents, which traces its roots to the iconic Carrera RS of 1973. The plastic rear deck lid is topped by a wide carbon-fiber rear wing. The front airdam has also been fitted with an aero splitter to improve front downforce and provide even more cooling air through the radiator.

The European version of the RS is also fitted with lightweight plexiglass rear windows and a factory-installed anti-roll cage.

Production of the first generation 997 GT3 RS ended in 2009. An estimated 413 units were delivered to the US and the worldwide production run is estimated to be under 3,000 vehicles.^[20]
In August 2009, Porsche announced the second generation of the 997 GT3 RS with an enlarged 3.8-liter engine producing 450 bhp (336 kW), a modified suspension, dynamic engine mounts, new titanium sport exhaust, and modified lightweight bodywork.^[21]

997 GT2

The Type 996 911 GT2 was superseded by the Type 997 GT2 in 2007. On July 16, 2007, Porsche sent out the first official press release concerning the 997 GT2. The GT2 was officially launched during the 62nd Frankfurt Motor Show, which is held biannually in Frankfurt, Germany. The new 911 GT2 arrived at dealerships on November 2007.^[22]

The 997 GT2 has a twin turbocharged 3.6 litre 6-cylinder engine, which generates 523 hp (390 kW)^[23] at 6500 rpm. The GT2 accelerates in 3.6 seconds to 60 miles per hour (97 km/h) and in 7.4 seconds to 100 mph (161 km/h) and has a maximum top speed of 204 mph (328 km/h). This makes it the first street-legal 911 to exceed 200 mph (322 km/h), with the exception of the 1998 911 GT1 road car (which is sometimes not considered a true 911 due to its mid-mounted engine). The Porsche 997 GT2 also has a curb weight of 3,175 lb (1,440 kg), 505 lb·ft (685 N·m) of torque from 2200 to 4500 rpm, and a 6-speed manual gearbox.

The American auto publication Motor Trend tested a 2008 Porsche 911 GT2 0-60 mph at 3.4 seconds, and 11.4 seconds at 127.9 mph (205.8 km/h) for the quarter mile. The GT2 also recorded a braking distance from 60 mph (97 km/h) to 0 of 98 feet (30 m) and recorded 1.10g lateral grip.^[24] The GT2 made an appearance on Top Gear, where it had a lap time of 1:19.5, faster than a Carrera GT by .3 of a second.

A few official pictures of the Porsche 997 GT2 have also been released to publics, and more have been released through the GT2′s official minisite.^[25] Its appearance slightly differs from its sister-car, the 911 (997) Turbo, in a few ways. It does not have fog lights in the front bumper, it has a revised front lip, it has a different rear wing (with two small air scoops on either side), and it has a different rear bumper (now featuring titanium exhaust pipes).

The 997 GT2 is also different from the 997 Turbo in that the GT2 is rear-wheel-drive rather than all-wheel-drive.

911 GT1

1996 Porsche 911 GT1 race car (original version)

The Porsche 911 GT1 is a car that was developed in 1996 for the GT1 Le Mans racing class. In order to qualify for GT racing, 25 homologation road-going models were built as a requirement. These models developed around 700 horsepower and 0-60 in 3.3 seconds. Top speed was 235 mph. Both the road and race cars carried the same twin-turbo charged engine the Porsche 962 had, and the race car was a match for the McLaren F1 GTRs during which time it raced. A re-developed version of the 911 GT1 race car was built, and this model won the 1998 24 Hours of Le Mans. Although this car is not really considered to be a real 911 (largely because of its mid-mounted engine and built for homologation purposes) it is the most powerful and probably the fastest road-going Porsche ever made.

OFFICIAL WEB SITE

First generation

Production	October 1992–January 1994
Platform	CD9A
Transmission(s)	5-speed manual
Wheelbase	2,500 mm (98.4 in)
Length	4,310 mm (169.7 in)
Width	1,695 mm (66.7 in)
Height	1,395 mm (54.9 in)
Curb weight	1,170–1,240 kg (2,579–2,734 lb)

The original Lancer Evolution was to compete in the World Rally Championship. It used the 2.0 L turbocharged DOHC engine and 4WD drivetrain from the original Galant VR-4 in a Lancer chassis, and was sold in GSR and RS models. The latter was a stripped-down club racing version that lacked power windows and seats, anti-lock brakes, a rear wiper, and had steel wheels to weigh approximately 70 kg (154 lb) less than the 1,238 kg (2,729 lb) GSR, while the former came with all of the conveniences of a typical street car. It came with Mitsubishi’s 4G63 engine producing 247 PS (182 kW; 244 hp) at 6000 rpm and 309 N·m (228 lb·ft) at 3000 rpm. 5,000 of the first generation Evolutions were sold between 1992 and 1993.

Evolution II

Second generation

Production	January 1994–August 1995
Platform	CE9A
Transmission(s)	5-speed manual
Wheelbase	2,510 mm (98.8 in)
Length	4,310 mm (169.7 in)
Width	1,695 mm (66.7 in)
Height	1,420 mm (55.9 in)
Curb weight	1,180–1,250 kg (2,601–2,756 lb)

The Evolution I was upgraded in December 1993, and was produced until 1995. It consisted mainly of handling improvements, including minor wheelbase adjustments, larger swaybars, bodywork tweaks including a larger spoiler, and tyres that were 10 mm (0.4 in) wider. This Evolution also has a 50 l (13.2 US gal; 11.0 imp gal) fuel tank. Power output was increased to 256 PS (188 kW; 252 hp) from the same engine and torque was unchanged for both GSR and RS models.

Evolution III

Third generation

(note: Evolution II shown here. Evolution III is identified by a trident shaped rear spoiler)
Production	August 1995–August 1996
Platform	CE9A
Transmission(s)	5-speed manual
Wheelbase	2,510 mm (98.8 in)
Length	4,310 mm (169.7 in)
Width	1,695 mm (66.7 in)
Height	1,420 mm (55.9 in)
Curb weight	1,190–1,260 kg (2,624–2,778 lb)

August 1995 saw the arrival of the Evolution 3, which had several improvements over the previous models. New, more aggressive styling and a new nose bogie improved the air supply to the radiator, intercooler and brakes. New side skirts and rear bumper moldings and a larger rear spoiler were added to reduce lift. Improved engine had higher compression ratio than before (8.5:1 to 9.0:1) and new turbocharger compressor (60 mm to 68 mm^[3]), which gave power output of 270 bhp (201 kW) at 6250 rpm, 309 N·m (228 lb·ft) at 3000 rpm.

Evolution IV

Fourth generation

Production	August 1996–January 1998
Platform	CN9A
Transmission(s)	5-speed manual
Wheelbase	2,510 mm (98.8 in)
Length	4,330 mm (170.5 in)
Width	1,690 mm (66.5 in)
Height	1,415 mm (55.7 in)
Curb weight	1,260–1,350 kg (2,778–2,976 lb)

The Lancer platform was completely changed in 1996, and along with it the Evolution, which had become extremely popular throughout the world. The engine and transaxle was rotated 180° to better balance the weight and eliminate torque steer. There were two versions available, The RS and GSR. The RS version was produced as a competition car with a limited-slip front differential and a friction type LSD at the rear. It also came with GLX seats and a choice of either 16″ or 17″ OZ light weight racing wheels. The RS also had wind up windows, optional air conditioning in some models, and a few extra brace bars to strengthen the chassis, one behind the front grill and the other across the boot floor. The RS also had thinner body panels and glass. The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 280 PS (206 kW; 276 hp) at 6,500 rpm and 352 N·m (260 lb·ft) of torque at 3,000 rpm. Mitsubishi’s new Active Yaw Control appeared as a factory option on the GSR model, which used steering, throttle input sensors and g sensors to computer-hydraulically control torque split individually to the rear wheels and as a result the 10,000 Evolution IVs produced all sold quickly. The Evolution IV can be distinguished by its two large fog lights in the front bumper (option on RS version), and the newly designed tail lights on the rear, which became a standard design to Evolution VI, which would become yet another trademark of the Evolution series. This new generation was slightly heavier than previous Evos—the GSR in particular due to the added technology systems—but to counter this the car produced even more power—the weight of the RS being 1,260 kg (2,778 lb) and the GSR being 1,345 kg (2,965 lb).

Evolution V

Fifth Generation

Production	January 1998–January 1999
Platform	CP9A
Transmission(s)	5-speed manual
Wheelbase	2,510 mm (98.8 in)
Length	4,350 mm (171.3 in)
Width	1,770 mm (69.7 in)
Height	1,405–1,415 mm (55.3–55.7 in)
Curb weight	1,260–1,360 kg (2,778–2,998 lb)

In 1997, the WRC created a new “World Rally Car” class, and while these cars still had to abide by Group A standards, they did not have to meet homologation rules. Mitsubishi redesigned the Evolution IV with this in mind and introduced the Evolution V in January 1998.

Many aspects of the car were changed such as:

• The interior was upgraded in the GSR version with a better class of Recaro seat.
• The body kit had flared arches at the front and rear and a new aluminium rear spoiler replaced the IV FRP version and gave an adjustable angle of attack to alter rear down force.
• The track was widened by 10 mm (0.4 in), the wheel offset changed from ET45 to ET38 along with the wheel diameter which rose from 16″ to 17″ to accommodate Brembo brakes which were added to enhance braking.
• In addition the brake master cylinder bore increased by 0.3 millimetres (0.01 in).
• The engine was strengthened in a few areas and the cam duration was increased. The pistons were lighter with a smaller skirt area. 510 cc injectors were replaced with 560 cc injectors for better engine reliability due to more electrical “headroom” and the ecu was changed to include a flash ROM, allowing more boost pressure to the same TD05-HR as the Mitsubishi Evolution III and IV.

Furthermore, the turbocharger was again improved. Torque was increased to 373 N·m (275 lb·ft) at 3000 rpm. Power officially stayed the same, at 280 PS (206 kW; 276 hp), though some claim horsepower was actually somewhat higher.

Evolution VI

Sixth generation

Production	January 1999–March 2001
Platform	CP9A
Transmission(s)	5-speed manual
Wheelbase	2,510 mm (98.8 in)
Length	4,350 mm (171.3 in)
Width	1,770 mm (69.7 in)
Height	1,405–1,415 mm (55.3–55.7 in)
Curb weight	1,250–1,360 kg (2,756–2,998 lb)

The Evolution VI’s changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car. Also, the Evolution VI received new bodywork yet again, with the most easily spotted change in the front bumper where the huge fog lights were reduced in size and moved to the corners for better airflow. A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR’s options. Another limited-edition RS was known as the RS Sprint, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp (246 kW).

Yet another special edition Evolution VI was also released in 1999: the Tommi Makinen Edition, named after Finnish rally driver Tommi Makinen that had won Mitsubishi four WRC drivers championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Makinen logo), 17″ Enkei white wheels, a leather Momo steering wheel and shift knob, a titanium turbine that spooled up quicker, front upper strut brace, lowered ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colours, the Evo VI came in either red(tommi mak only), white, blue, black or silver with optional special decals, replicating Tommi Makinen’s rally car’s colour scheme. This car is also sometimes referred to as an Evolution 6½, Evolution 6.5, or TME for short.

The Evolution VI has also appeared in Taxi 2 as the Yakuza‘s gang car, in which it was chasing a Peugeot 406 and crashed onto tank destroyers, while the 406 jumps over them.

Evolution VII

Seventh generation

Production	March 2001–January 2003
Platform	CT9A
Transmission(s)	5-speed manual 5-speed automatic
Wheelbase	2,625 mm (103.3 in)
Length	4,455 mm (175.4 in)
Width	1,770 mm (69.7 in)
Height	1,450 mm (57.1 in)
Curb weight	1,320–1,400 kg (2,910–3,086 lb)

In 2001, Mitsubishi was forced by the FIA to race in the WRC using WRC rules for building a car instead of the Group A class rules, and thus did not need to follow homologation rules. The Evolution VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but Mitsubishi made up for this with multiple important chassis tweaks. The biggest change was the addition of an active center differential and a more effective limited-slip differential, while a front helical limited-slip differential was added. Torque was increased again to 385 N·m (284 lb·ft) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (206 kW; 276 hp).

The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model lineup—the GT-A. Seen as the ‘gentleman’s express’ version of the visually similar VII GSR, the GT-A model was only produced in 2002 and had the following distinguishing interior and exterior specification: GT-A-only diamond cut finish 17-inch (430 mm) alloy wheels, clear rear light lenses and all-in-one style front headlights (later used on the Evolution VIII). The GT-A had the option of either no spoiler, the short spoiler (as later used on the Evolution VIII 260) or the thunderspoiler as used on the standard Evolution VII models. The most distinguishing feature was a smooth bonnet with no air-grills on it at all. Although offering inferior cooling capabilities, the bonnet was designed to give a cleaner line through the air with less air resistance at motorway speeds.

Interior could be specified with factory options of a deluxe velour interior, full leather or the Recaro sports seats. The GT-A interior was different in that it had chromed door handles, a different instrument panel (to show the gear selection) and chrome edged bezels around the speedo and tach. The GT-A also had additional sound deadening installed from the factory and the engine manifold and downpipe had been engineered to be quieter.

The 5-speed automatic gearbox had what Mitsubishi called “fuzzy logic”, which meant that the car would learn what the driver’s driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most Tiptronics via steering wheel + and – buttons (a pair both sides) or via selecting the tiptronic gate with the gear lever. Power was down a little from the standard manual cars with 264 PS (194 kW; 260 hp). The GT-A gearbox did not appear again in the Evolution VIII but has been installed in the estate version of the Evolution IX Wagon. It was replaced by the Twin Clutch SST gearbox since the introduction of Evolution X.

Evolution VIII

Eighth generation

Production	January 2003–March 2005
Platform	CT9A
Transmission(s)	5-speed manual 6-speed manual
Wheelbase	2,625 mm (103.3 in)
Length	4,490–4,535 mm (176.8–178.5 in)
Width	1,770 mm (69.7 in)
Height	1,450 mm (57.1 in)
Curb weight	1,320–1,410 kg (2,910–3,109 lb)

The Evolution was modified again in 2003, this time sporting 17″ grey Enkei wheels, Brembo Brakes and Bilstein shocks to handle traction and a 5-speed manual gearbox with 280 PS (271 hp/206 kW). Originally a one off model, sales were so successful in the U.S. that by 2005 it was available in four trims: the standard GSR model in Japan, the RS, with a steel roof, 5-speed gearbox, and standard wheels (lacking excess components, such as interior map lights, power windows/doors, and radio), the SSL (with a sunroof, trunk mounted subwoofer, and leather seats), and the MR, which came with a revised limited-slip front differential, aluminum MR shift knob, handbrake with carbon fiber handle, 17 inch BBS wheels, aluminum roof, and a 6-speed manual gearbox. The new Evolution also sported chrome housing tail lights.

The Lancer Evolution VIII MR uses slick-response Bilstein shocks for improved handling. The aluminium roof panel and other reductions in body weight have lowered the centre of gravity to produce more natural roll characteristics. Detail improvements have also been made to Mitsubishi’s own electronic all-wheel drive, to the ACD 5 + Super AYC 6 traction control, and to the Sports ABS systems. The Lancer Evolution VIII displayed at the 2003 Tokyo Motor Show took the MR designation traditionally reserved for Mitsubishi Motors high-performance models (first used for the Galant GTO). Other parts on the MR include BBS alloy wheels, the aforementioned Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, including the FQ300, FQ320, FQ340, and FQ400 variants. They came with 305, 325, 345, and 405 hp (227, 239, 254 and 298 kW), respectively. It is rumoured that the ‘FQ’ stands for ‘Fucking Quick’.^[4][5]

The FQ400, sold through Ralliart UK, produces 411 PS (302 kW; 405 hp) from its 2.0 L 4G63 engine, the result of special modifications by United Kingdom tuning firms Rampage Tuning, Owen Developments, and Flow Race Engines. At 202.9 hp (151.3 kW) per litre, it has one of the highest specific outputs per litre of any roadcar engine. With a curb weight of 1,450 kg (3,197 lb), it achieves 0-60 mph in 3.5 seconds, 0-100 mph in 9.1 seconds, 1/4 mile in 12.1 seconds at 118 mph (190 km/h), and a top speed of 175 mph (282 km/h) while costing £47,000. BBC‘s television series Top Gear demonstrated that the stock FQ-400 could surprisingly keep up with a Lamborghini Murciélago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute and 24.8 seconds, 1.1 seconds slower than the Murciélago’s time of 1 minute 23.7 seconds.^[6] In a similar test conducted by Evo magazine, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche 911 Carrera 4S.

The Lancer Evolution VIII was also the first Evolution to be sold in the United States,^[7] spurred by the success of the Subaru Impreza WRX which had been released there just three years prior.^[2] The Evolution VIII found its true competition in the Subaru Impreza WRX STI model the same year as the Evolution VIII’s US introduction. However, the internal components for the American versions were largely stripped-down versions of the specifications for the Japanese Lancer Evolution VIII. No US-spec Evolution model prior to the Evo X has active yaw control, including the 2006 Evolution IX. The American 2003 and 2004 GSRs are without the helical limited-slip front differential and 6-speed manual transmission. The 2004 US spec RS models, however, do have a front helical limited-slip differential. All 2003, 2004 and 2005 RS and GSR models have the Japanese Evolution VII’s 5-speed transmission. The MR edition was introduced to the US in 2005, with ACD and the only model with a 6-speed transmission. The 2005 US spec RS and GSR have the ACD standard, and the front helical limited-slip differential is now standard on all models. The boost, timing, and tuning are also significantly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States. Starting in 2005, the US model Evos were also fitted with a 5000rpm limit on launching in 1st gear to protect the drivetrain.

Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. Furthermore, the US versions of the Lancer Evolution VIII 2003-2005 were given bulkier rear bumpers than their Japanese counterparts to accommodate US safety laws in the form of the metal rear crash bar. All Evos have lightweight aluminum front fenders and hoods. MR and RS editions have an aluminum roof. Additionally, MR Editions come equipped with a 6-speed transmission, Bilstein shocks, and factory optional BBS wheels.

The basic RS Edition does not come with power windows, locks, or mirrors, an audio system, rear wing, sound deading material, map lamps or an anti-lock braking system. All Evo VIII RS models sold in the US have an air conditioning system. Power windows, locks, and audio systems could be had in the RS model through the addition of the “Urban Jungle” comfort package.^[8]

Evolution IX

Ninth generation

Production	March 2005–October 2007
Platform	CT9A
Transmission(s)	5-speed manual 6-speed manual
Wheelbase	2,625 mm (103.3 in)
Length	4,490 mm (176.8 in)
Width	1,770 mm (69.7 in)
Height	1,450 mm (57.1 in)
Curb weight	1,310–1,490 kg (2,888–3,285 lb)

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005,^[9] and exhibited the car at the Geneva Motor Show for the European market the same day.^[10] The North American markets saw the model exhibited at the New York International Auto Show the following month.^[11] The 2.0 L 4G63 engine has MIVEC technology (variable valve timing), and a revised turbocharger design boosting official power output at the crankshaft to 291 PS (214 kW; 287 hp) and torque to 392 N·m (289 lb·ft).

The USDM Lancer Evolution IX models: standard (Grand Sport Rally or “GSR” in some markets), RS (Rally Sport), SE (Special Edition) and MR (Mitsubishi Racing) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features standard on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The result is a weight savings of over 60 lb (27 kg)

Although the RS is the lightest of the group, the RS did not manage to outperform the standard IX and the MR around a road course (even if only by fractions of a second). This was purported to be due to the lack of a rear wing on the RS. In a drag race, the three models are all about even. The RS model was produced for rally and racing teams who wanted a platform to build a race car from. It is stripped of all the creature comforts, and other upgrades that drive the price up for features that the race teams would not require.

The IX MR retained the features of the Evolution VIII MR, like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, “zero lift” kit, special badging and an aluminum roof. All models continued to sport Recaro bucket seats, Brembo brakes and Momo steering wheels. Additional revisions from 2005 included a closer gear ratio for the 5-speed manual transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. In an effort to reduce the price increase on the Evolution IX model,^{[citation needed]} HID headlights were no longer standard equipment on the base IX (nor were they standard on the 2005 VIII), and were available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.

Three trims were available for Japan, Asia and Europe. Although all models used the same 291 PS (214 kW; 287 hp) engine, the torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280 PS (206 kW; 276 hp). The GSR produced 400 N·m (295 lb·ft) of torque, while the RS and GT produced 407 N·m (300 lb·ft).

• RS – “rally sport”, revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available.
• GT – revised 5-speed, this is basically the RS mechanically, but with some of the GSR’s features (mainly interior pieces).
• GSR – 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR).

In the United Kingdom, the Evolution IX used a different model scheme based on the car’s horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp (254 kW) respectively. An FQ-360 model was subsequently released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produced less horsepower than its predecessor, it had more torque at 363 lb·ft (492 N·m) at 3200 rpm. All four models were designed to run on super unleaded petrol only. The MR FQ-360 was also released in limited numbers (only 200) in the last year of production.

• FQ-300, 320, 340 – 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
• FQ-360 – 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), Ralliart Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only
• MR FQ-360 – New turbo with titanium aluminium alloy turbo fins, Speedline Turini alloy wheels, Privacy Glass, Lowered Eibach Coil springs (10mm at the front/ 5mm at the rear), IX MR interior, super unleaded petrol only

Four models were available in the US. All models used the same 286 hp (213 kW) engine.

• Standard – revised 5-speed, standard model
• RS – ralli sport, revised 5-speed, aluminum roof, gauge pack, minimal interior, also no radio
• SE – Special Edition, aluminum roof/hood, and front fenders, split seven-spoke forged aluminum BBS wheels in “diamond black” finish, HID headlights with integrated fog lights, red-stitched Recaro seats
• MR – 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, hood, and front fenders, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.

All of the American models are the same in power and performance. The only thing that sets them apart is the Evo RS, which is 80 lb (36 kg) lighter than the MR and SE models.

To the standard model, the Sun, Sound and Leather package added a power sunroof, HID xenon headlamps with integrated fog lights, a slightly different stereo headunit (with no integral amplifier), slightly upgraded speakers in the front doors and parcel shelf, a 4.1-channel amplifier under the driver’s seat, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, leather-trimmed door panels, slightly revised center armrests in the front and rear, and separate rear side headrests. This model deleted the GSR’s headliner-mounted sunglass holder to make room for the sunroof.

The Philippines had the Evolution IX until in August 2008, which was offered in two trims, the entry-level RS offering a 5-speed manual transmission, Brembo 17-in. ventilated discs (4-Pot), Brembo 16-in ventilated drum-in-disc (2-Pot) and almost the same features as to that of the GSR trim in the international version. The MR was the top-of-the-line segment, which offers almost the same feature as to that of the MR trim in the international verision. All of them are powered by a l4 2.0 4G63 turbocharged MIVEC engine.

Evolution IX Wagon

A 2,500-piece, limited edition Evolution IX station wagon was released in Japan soon after the sedan’s debut. It used the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models were introduced: the GT with a six-speed manual transmission and the GT-A with a 5-speed automatic. Other than the station wagon rear end, redesigned seats and some chromed trims, the car’s interior was the same as the sedan..

Evolution MIEV (2005)

It is a version with a electric motor connected to each wheel, which was served as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV). The in-wheel motors used a hollow doughnut construction to locate the rotor outside the stator, unlike other electric motors where the rotor turns inside the stator. The result of this was a lighter motor which translated into lower unsprung weight than a system with the motors mounted in the wheels. Each in-wheel motor produced a power output of 68 PS (50 kW; 67 hp), thus giving a combined output of 272 PS (200 kW; 268 hp) and 517 N·m (381 lb·ft), comparable to that of regular, petrol powered Lancer Evolutions. The car competed in the Shikoku EV (Electric Vehicle) Rally 2005.

Evolution X

Tenth Generation

Production	October 2007–present
Platform	CZ4A
Transmission(s)	6-speed twin-clutch transmission 5-speed manual
Wheelbase	2,650 mm (104 in)
Length	4,495 mm (177.0 in)
Width	1,810 mm (71 in)
Height	1,480 mm (58 in)
Curb weight	1,420–1,600 kg (3,131–3,527 lb)

In 2005, Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Concept-X,^[12] designed by Omer Halilhodžić at the company’s European design centre.^[13]

Mitsubishi unveiled a second concept car, the Prototype-X, at the 2007 North American International Auto Show (NAIAS).^[14]

The Lancer Evolution X sedan features a newly designed 4B11T 2.0l (1997cc) turbocharged, all-aluminum inline-4 engine. Power and torque depend on the market but all versions will have at least 280 PS (205.9 kW; 276.2 hp) (JDM version), the American market version will have slightly more. The UK models will be reworked by Mitsubishi UK, in accordance with previous MR Evolutions bearing the FQ badge. Options for the UK Evolutions are expected to be between 300 hp (220 kW) and 360 hp (270 kW).

Two versions of the car will be offered in the U.S. The Lancer Evolution MR, with 6-speed Twin Clutch Sportronic Shift Transmission (TC-SST). The other version is the GSR which will have a 5-speed manual transmission system. The car has also a new full-time four-wheel drive system named S-AWC (Super All Wheel Control), an advanced version of Mitsubishi’s AWC system used in previous generations.^[15] The S-AWC uses torque vectoring technology to send different amount of torque to any wheel at any given time.

It also features Mitsubishi’s new sequential semi-automatic six speed SST twin-clutch transmission with steering-mounted magnesium alloy shift paddles. It had been replaced the Tiptronic automatic transmission, hence the SST version replaced the GT-A version (which used in Evolution VII and Evolution IX Wagon). A five speed manual gearbox will also be available. Mitsubishi claims that the five speed manual transmission has always been preferred in rallying and should be very refined, resulting in a more satisfying drive.^[16] New Lancer Evolution will incorporate Mitsubishi’s next generation RISE safety body.

The Evolution X went on sale October 1, 2007 in Japan,^[17] January 2008 in the USA,^[18] February in Canada (as the first version of Evolution in Canada)^[19] and in March 2008 in the UK.^[20] The Twin Clutch SST version was available in Japan from November 2007.^[21] Europe will follow with sales in May, GSR and MR version included premium Package).

^[22] It is a much more refined car to drive. The extra refinement opened the car to wider audience. This vehicle is tested by Christian Legaspi and Marvin Bad-an of Team Mauri of an unknown country. The introduction of the 2010 MR-Touring moved the car even further upscale. With the introduction of the MR-Touring, Leather and a Moonroof became standard while revising the rear spoiler to just a lip spoiler. This made the car more subtle to appeal to customers that are cross shopping cars in its price range.

OFFICIAL WEB SITE

The Corvette generations are referred to as C1 through the current C6.

C1 generation

1954 Corvette Convertible

The first generation Corvette was introduced late in the 1953 model year and ended in 1962. These cars are often referred to as the “solid-axle” models since the independent rear suspension did not debut until the 1963 Sting Ray. 300 hand-built polo white Corvettes were produced for the 1953 model year, making it the rarest and one of the most sought after of all Corvettes. The 1955 model saw the introduction of the 265 cu in (4.34 L) V8 engine offered as an option, however the first seven off the production line featured the standard “Blue Flame” Inline-6.

A new body was introduced for the 1956 model featuring a new “face” and side coves; the tailight fins were gone. An optional fuel injection system was made available in the middle of the 1957 model year. It was one of the first mass-produced engines in history to reach 1 bhp (0.75 kW) per cubic inch and Chevrolet’s advertising agency used a “one hp per cubic inch” slogan for advertising the 283 bhp (211 kW) 283 cu in (4.64 L) Small-Block engine. Other options included power windows (1956), hydraulically operated power convertible top (1956), four speed manual transmission (late 1957), and heavy duty brakes and suspension (1957).

1960 Corvette Convertible

The 1958 Corvette received a body and interior freshening including quad headlights, bumper exiting exhaust tips, and a new steering wheel and dashboard, with all gauges mounted directly in front of the driver. Exclusive to the 1958 model were hood louvers and twin trunk spars. The 1959-60 model years had few changes except a decreased amount of body chrome and increased horsepower engine offerings.

For 1961, a complete redesign was made to the rear of the car; a “boat tail” with four round lights. The light treatment would continue for all following model year Corvettes. In 1962, the Chevrolet 283 cu in (4.64 L) small block was enlarged to 327 cu in (5.36 L) and produced a maximum of 340 bhp (250 kW) making it the fastest of the C1 generation. 1962 was the last year for the wrap around windshield, solid rear axle, and convertible-only body style. The trunk lid and exposed headlights did not reappear for many decades.

C2 generation

1963 Corvette Sting Ray Coupe

The second generation of the Corvette, referred to as mid-year’s, was designed by Larry Shinoda with major inspiration from a previous concept design called the “Q Corvette” by Peter Brock and Chuck Pohlmann under the styling direction of Bill Mitchell. The design had several inspirations. The first was the contemporary Jaguar E-Type, one of which Bill Mitchell owned and enjoyed driving frequently. Mitchell also sponsored a car known as the “Mitchell Sting Ray” in 1959 because Chevrolet no longer participated in factory racing. This vehicle had the largest impact on the styling of this generation, although it had no top and did not give away what the coupe would look like. The third inspiration was a Mako Shark Mitchell had caught while deep-sea fishing.

Production started for the 1963 model year and ended in 1967. Introducing a new name, “Sting Ray”, the 1963 model was the first year for a Corvette coupe and it featured a distinctive split rear window treatment. The Sting Ray featured hidden headlamps, non-functional hood vents, and an independent rear suspension.^[3] Duntov never liked the split rear window because it blocked rear vision, but Mitchell thought it to be a key part of the entire design. Maximum power for 1963 was 360 bhp (270 kW) and was raised to 375 bhp (280 kW) in 1964. Options included electronic ignition, the breakerless magnetic pulse-triggered Delcotronic first offered on some 1963 Pontiac models.^[4] On 1964 models the decorative hood vents were eliminated and Duntov got his way with the split rear window changed to a full width window.

1965 Corvette Sting Ray Coupe

Four-wheel disc brakes were introduced in 1965, as was a “big block” engine option, the 396 cu in (6.49 L) V8. Side exhaust pipes were also optional in 1965 and continued through 1967. The introduction of the 425 bhp (317 kW) 396 cu in (6.49 L) big block in 1965 spelled the beginning of the end for the Rochester fuel injection system. The 396 cu in (6.49 L) option cost US$292.70 while the fuel injected 327 cu in (5.36 L) engine cost US$538.00. Few people could justify spending US$245.00 more for 50 bhp (37 kW) less, even if the FI cars offered optional bigger brakes not available on carburated models.^[3] With only 771 fuel-injected cars built in 1965, Chevrolet discontinued the option the following year. Chevrolet would up the ante in 1966 with the introduction of an even larger 427 cu in (7.00 L) Big Block version, creating what would be one of the most collectible Corvettes ever. Other options available on the C2 included the Wonderbar auto-tuning AM radio, AM-FM radio (mid 1963), air conditioning (late 1963), a telescopic steering wheel (1965) and headrests (1966).

1967 Corvette Sting Ray 427 Convertible

1967 was the final year for the C2 generation. It featured restyled fender vents, less ornamentation and the first use of all four tailights in red; back-up lamps were now rectangular, centrally located. (The all-four red tailight treatment continued on the first C3 in 1968 only and returned on the first C4 in 1984, continuing on all Corvettes since). 1967 had the first L-88 engine option which was rated at 430 bhp (320 kW), but unofficial estimates place the actual output at 560 bhp (420 kW) or more.^[5] Only twenty such engines were installed at the factory. From 1967 (to 1969), the Holley triple two-barrel carburetor, or Tri-Power, was available on the 427.

Corvette chief engineer Zora Arkus-Duntov came up with a lightweight version of the C2 in 1962. Concerned about Ford and what they were doing with the Shelby Cobra, GM planned 100 Grand Sport Corvettes but only five were built. They were driven by historic drivers such as Roger Penske, A. J. Foyt, Jim Hall, and Dick Guldstrand among others. Today the cars 001-005 are all held by private owners, and are among the most coveted and valuable Corvettes ever built. The C3 was originally intended to be introduced for the 1967 model year; however, quality issues delayed its introduction until the following year.

C3 generation

1969 Corvette Stingray 427 Convertible

The third generation was patterned after the Mako Shark II concept car. The C3 was introduced for the 1968 model year and lasted through 1982, and at 15 years was the longest running Corvette generation. It came out on top of the performance era of the 1960s, sold in record numbers through the EPA rules and gas crunch of the 1970s, and stood its ground against its competition into the early 1980s. It introduced monikers now revived such as LT-1, ZR-1, and Collector Edition. It would be the first Corvette Indy 500 pace car, and celebrated the Corvette’s 25th anniversary with a limited edition Indy Pace Car replica and a two-tone Silver Anniversary Edition.

Engines and chassis components were mostly carried over from the C2 generation, but the 1968 Corvette had a new body and interior. The 350 cu in (5.7 L) engine replaced the 327 cu in (5.36 L) engine in 1969, but horsepower remained at 300 bhp (224 kW) for the base offering. 1969 reverted back to round back-up lights that continued, and ended with the final C3 in 1982. 1969 was the only year for a C3 side exhaust option, and the only year the all-aluminum ZL-1 427 cu in (7.00 L) was offered; The special big-block engine was reported to produce 550 horsepower and only two cars so-equipped were produced.

In 1970 small-block power peaked with the optional high compression, high-revving LT-1 which produced 370 bhp (276 kW). The ZR1 special engine package was an option available 1970–1972 exclusively with the LT-1 engine option which included special racing equipment. Only 53 1970–1972 ZR1s were built.^[6] The 427 cu in (7.00 L) big-block was enlarged to 454 cu in (7.44 L) in 1970, and 1971 was the LS6 454 big-block’s peak in power with the 425 bhp (317 kW) rating.

1973 Corvette Stingray coupe

In 1971, engine compression ratios were lowered for the use of low-lead and unleaded fuels, and reduced horsepower ratings resulted. GM moved to the SAE Net measurement in 1972 with further reduced, but more realistic horsepower ratings than the previous SAE Gross standard. The 1972 model’s base 350 cu in (5.7 L) was down to 200 bhp (150 kW).

1974 models had the last true dual exhaust system which was dropped on the 1975 models with the introduction of the federally mandated catalytic converter. As a result, engine power plummeted with the base ZQ3 engine producing just 165 bhp (123 kW), the optional L82′s output was reduced to 205 bhp (153 kW), and the 454 big-block engine was discontinued. Gradual horsepower increases after 1975 peaked with the 1980 model’s optional L82 producing 230 bhp (172 kW).

Styling changed subtly over the generation and minor trim changes occurred through 1972. The Sting Ray nameplate was not used on the 1968 model but Chevrolet still referred to the Corvette as a Sting Ray, and 1969 through 1976 models used the “Stingray” name as one word, without the space. The optional wire-spoked wheel covers (left) were offered for the last time in 1973. Due to the government regulation, the 1973 Corvette’s chrome front bumper was changed to a 5-mile-per-hour (8 km/h) system with a urethane bumper cover.

1974 Corvette Stingray Coupe

In 1974 a 5-mile-per-hour (8 km/h) rear bumper system with a two-piece, tapering urethane bumper cover replaced the Kamm-tail and chrome bumper blades, and matched the new front design from the previous year. 1975 was the last year for the convertible, (which did not return for 11 years) and Dave McLellan succeeded Zora Arkus-Duntov as the Corvette’s Chief Engineer.^[7] For 1976 models the fiberglass floor was replaced with steel panels to provide protection from the catalytic converter‘s high operating temperature. 1977 was last year the tunneled roof treatment with vertical back window was used. The black exterior color returned after a six-year absence, and the Stingray nameplate was dropped ending 13 model years where the names Corvette, Sting Ray, and Stingray were synonymous.^[8] The 1978 model introduced the fastback glass rear window and featured a new interior and dashboard. Corvette’s 25th anniversary was celebrated with the Indy 500 Pace Car limited edition and a Silver Anniversary model featuring silver over gray lower body paint. All 1979 models featured the previous year’s pace car interior and offered the front and rear spoilers as optional equipment. In 1980, the Corvette received an integrated aerodynamic redesign that resulted in a significant reduction in drag . In mid-1981 production shifted from St. Louis, Missouri to Bowling Green, Kentucky, and several two-tone paint options were offered. In 1982 a fuel-injected engine returned, and a final C3 tribute Collectors Edition featured an exclusive, opening rear window hatch.

C4 generation

1988 Corvette Coupe

The fourth generation Corvette began production in March 1983 as a 1984 model and ended with the 1996 model. 44 prototype 1983 models were completed. The 23rd produced is displayed at the National Corvette Museum in Bowling Green, Kentucky.

In 1981, GM’s Chevrolet initiated plans to change the Corvette for 1983. Due to engineering problems and technology issues, the redesigned Corvette did not hit showroom floors until 1984, but toymaker Mattel and its Hot Wheels division obtained a picture of the new Corvette design and produced a 1/64 model of the future production 1984 Corvette. A GM executive saw the Hot Wheels version at a Detroit Area toy store and was infuriated, nearly causing GM to end its licensing agreement with Mattel’s Hot Wheel division.

The 1984 C4 was a complete and total redesigned Corvette except for its engine, and the emphasis was on handling with the introduction of the front transverse composite leaf spring (still used today). This handling focus came with the penalty of a harsh, uncompromising ride in the 1984 model. This first year C4 carried over the 350 cu in (5.7 L) L83 V8 engine from the 3rd generation Corvette. The L83 had a unique fuel delivery method dubbed “Crossfire”: a dual throttle-body injection system. With the first major body, chassis and suspension change since 1963, the new C4 coupe incorporated a rear glass hatch for much improved cargo access, all new brakes with aluminum calipers, an all aluminum suspension for weight savings and rigidity, and the first one piece targa top with no center reinforcement. It came standard with an electronic dashboard with digital liquid crystal displays for the speedometer and tachometer.

1988 Corvette Convertible

1984 through 1988 Corvettes utilized a “4+3″ transmission—a 4-speed manual coupled to an automatic overdrive on the top three gears. It was designed to help the Corvette meet U.S. fuel economy standards. The transmission was problematic and was replaced by a modern ZF 6-speed manual gearbox in 1989. Beginning in 1985, the 230 bhp (170 kW) L98 engine with tuned port fuel injection was the standard engine.

In 1986 the 2nd Corvette Indy Pace Car was released. It was the first convertible Corvette since 1975. It was also the first pace car fast enough in stock form to pace the Indianapolis 500.^{[citation needed]} A Center High Mounted Signal Light (CHMSL, a third center brake light) was added in 1986 to comply with federal law. All 1986 convertibles had an Indy 500 emblem mounted on the console making any color a pace car edition. The color of the actual pace car (used in the race) was yellow.

In 1987, the B2K twin-turbo option became available from the factory. The Callaway Corvette was a Regular Production Option (RPO B2K). The B2K option coexisted from 1990 to 1991 with the ZR-1 option, which then replaced it.

Early B2Ks produced 345 bhp (257 kW) and 450 lb·ft (610 N·m);^[9] later versions boasted 450 bhp (336 kW) and 613 lb·ft (831 N·m).^[10]

1988 saw the 35th Anniversary Edition. Each of these featured a special badge with an identification number mounted next to the gear selector. These Corvettes were easily identified with their white exterior, wheels and interior.

In 1991, all Corvettes received updates to the body, interior, and wheels. The convex rear fascia that set the 1990 ZR-1 apart from the base model was now included on L98 Corvettes, making the styling of the expensive ZR-1 even closer to that of the base cars. The most obvious difference remaining between the base and ZR-1 models besides the wider rear wheels was the location of the CHMSL (center high mounted stop lamp), which was integrated into the new rear fascia used on the base model, but remained at the top of the rear-hatch on the ZR-1′s.

For the 1992 model year, the 300 bhp (220 kW) LT1 engine was introduced, an increase of 50 bhp (37 kW) over 1991′s L98 engine. Also new for 1992 was Acceleration Slip Regulation (ASR), a form of traction control which utilized the Corvette’s brakes, spark retard and throttle close-down to prevent excessive rear wheel spin and possible loss of control. The traction control device could be switched off if desired.

1993 Corvette Coupe

1993 saw a special 40th Anniversary Edition featuring a commemorative Ruby Red color, 40th anniversary badges and embroidered seat backs. The 1993 Corvette also marked the introduction of the Passive Keyless Entry System, the first GM car to feature it. Production of the ZR-1 ended in 1995, after 6,939 cars had been built.

1996 was the final year of C4 production, and featured special models and options, including the Grand Sport and Collector Edition, OBD II (On-Board Diagnostics), run flat tires, and the LT4 engine. The 330 bhp (246 kW) LT4 V8 was available only with a manual transmission, while all 300 bhp (224 kW) LT1 Corvettes used automatic transmissions.

Chevrolet released the Grand Sport (GS) version in 1996 to mark the end of production of the C4 Corvette. The Grand Sport moniker is a nod to the original Grand Sport model produced in 1963. A total of 1,000 GS Corvettes were produced, 810 as coupes and 190 as convertibles. The 1996 GS came with the high-performance LT4 V8 engine, producing 330 bhp (246 kW) and 340 lb·ft (460 N·m). The Grand Sport came only in Admiral Blue with a white stripe down the middle, and black wheels and two red stripes on the front left wheel arch added to its distinctive look.

C5 generation

2003 Corvette Coupé

Production of the C5 Corvette began in 1997 and ended with the 2004 model year. The C5 was a major improvement over the long-running C4, which like early Corvettes, tended to develop squeaks and rattles. The new C5 has a top speed of 171 mph (275 km/h) and was judged by the automotive press as improved in nearly every area over the previous Corvette design thanks to its much improved structural rigidity and much more curvaceous design.

Corvette Z06 Hardtop

Also introduced with the C5 was GM’s new LS1 small block. This third-generation small block was a completely new design, including a distributor-less ignition and a new cylinder firing order. It was initially rated at 345 bhp (257 kW) and 350 lb·ft (470 N·m), but was increased to 350 bhp (260 kW) in 2001. The new engine, combined with the new body and its low drag coefficient, resulted in a performance car that was able to achieve up to 28 mpg on the highway.

For its first year, the C5 was available only as a coupe, even though the new platform was designed from the ground up to be a convertible. The convertible returned to the lineup in 1998, followed by the fixed-roof coupe (FRC) in 1999. One concept for the FRC was for it to be a stripped-down model with a possible V6 engine (nicknamed in-house as the “Billy Bob”). It was eventually decided to not strip down the model, and the FRC later laid the groundwork for the return in 2001 of the Z06, an RPO option not seen since Zora’s 1963 race-ready Corvette.^[11]

The Z06 model replaced the FRC model as the highest performance C5 Corvette. Instead of a heavier double-overhead cam engine like the ZR-1 of the C4 generation, the Z06 used an LS6, a 385 bhp (287 kW) derivative of the standard LS1 engine. Using the much more rigid fixed roof design allowed the Z06 unprecedented handling thanks to upgraded brakes and a much less body flex. Those characteristics, along with the use of exotic materials such as a titanium exhaust system and a carbon fiber hood in the 2004 model year, led to further weight savings and therefore performance gains for the C5 Z06. The LS6 was later upgraded to 405 bhp (302 kW) horsepower for 2002-2004. Although the Z06′s rated power output equal to that of the C4 ZR-1, the improved suspension, rigidity, brakes, and reduced weight of the C5 produced a car much quicker than the previous generation’s ZR-1.

C6 generation

Corvette Convertible

Compared to the C5, the C6 Corvette received a larger passenger compartment, all new bodywork with exposed headlamps (for the first time since 1962), reworked suspension geometry, and a larger 6.2 L (380 cu in) engine. Overall, it is shorter and narrower than the C5 to gain wider appeal to the European market. The 6.0 L (370 cu in) LS2 V8 produces 400 bhp (300 kW) at 6000 rpm and 424 lb·ft (575 N·m) at 4400 rpm, giving the vehicle a 0-60 time of less than 4.2 seconds

The C6 comes close to retaining the relatively good fuel economy of the C5, due in part to its relatively low .28 drag coefficient and low curb weight, achieving 16/26 mpg (city/highway) when equipped with an automatic transmission. The manual version is the same at 16/26; like all manual transmission Corvettes since 1989, it is fitted with Computer Aided Gear Selection (CAGS) to improve fuel economy by requiring drivers to shift from 1st gear directly to 4th in low-speed/low-throttle conditions. This feature is what helps the C6 avoid the gas guzzler tax while achieving better fuel economy.^[12]

Corvette Z06

The new Z06 arrived as a 2006 model in the third quarter of 2005. It has a 7.0 L (430 cu in) version of the small block engine codenamed LS7. At 427.6 cubic inches, the Z06 was the largest small block ever offered from General Motors. Because of the Corvette’s former use of 427 cubic-inch big blocks in the late 60′s and early 70′s, the LS7′s size was rounded down to 427 cubic inches. Officially certified output is 505 bhp (377 kW) and has a 0-60 mph (97 km/h) time of 3.8 seconds and a top speed of 198 mph (319 km/h).^{[citation needed]}

For 2008, the Corvette received a mild freshening: a new LS3 engine with displacement increased to 6.2 L (380 cu in), resulting in 430 bhp (321 kW) and 424 lb·ft (575 N·m) (436 bhp (325 kW) and 428 lb·ft (580 N·m) if ordered with the optional performance exhaust). The 6-speed manual transmission also has improved shift linkage and a 0-60 time of 4.0 seconds, while the automatic is set up for quicker shifts giving the C6 automatic a 0-60 time of 4.3 seconds, faster than any other production automatic Corvette. The interior was slightly updated and a new 4LT leather-wrap interior package was added. The wheels were also updated to a new five-spoke design.^[13]

Corvette ZR1

The ZR1 was formally announced in a December 2007 press statement by General Motors, where it was revealed that their target of 100 bhp (75 kW) per 1 L (61 cu in) has been reached by a new “LS9″ engine with an Eaton-supercharged 6.2-liter engine producing a confirmed 638 bhp (476 kW) and 604 lb·ft (819 N·m). It would have a sticker price of about US US$105,000 with the standard interior or US$115,000 with the leather-wrapped interior. The engine is the most powerful engine to be put into a GM production sports car.^[14] Top speed is 205 mph (330 km/h)^[15][16]

In 2010, the historical Grand Sport name returns to the Corvette lineup as an entirely new model series. It combines the wide body from the Z06 with the standard C6 powertrain in both targa coupe and convertible models. With suspension and brake upgrades included, the Grand Sport replaces the Z51 option. A new launch control system was introduced that will allow for more optimal launch in all Corvette models. With launch control, the Grand Sport with a manual transmission is capable of a 0-60 time of four seconds flat, easily besting either the C5 Z06 or C4 ZR-1.

Future development

In May 2007, Bob Lutz stated he is not at all opposed to the idea of a Corvette sedan. This would follow in the footsteps of the Porsche Panamera, Aston Martin Rapide, and Lamborghini Estoque.^[17] According to Motor Trend magazine, the C6 will not be superseded by a new C7 generation at least until the 2012 calendar year.^[18]

Racing

A GT1 C6-R on the back straight of Long Beach

C5-R

The C5-R racer was built by Pratt & Miller for GM Racing. It was based on the C5 road car but had a longer wheelbase, a wider track, an enlarged engine and more aerodynamic bodywork with a rear wing and exposed headlamps. It took part in the American Le Mans Series in the GTS Class and competed in five 24 Hours of Le Mans races as a Corvette Racing entry.

C6-R

In 2005, the factory Corvette Team began racing the C6.R to coincide with the new sixth generation (C6) Corvette being released to the public. Private teams, primarily in Europe, continued to race the C5-R. Corvette C6.R went on to win its class at every race it entered in the 2005 ALMS season.

Indianapolis 500 pace cars

The two Chevrolet Corvette pace cars for the 2008 race; a metallic green pace car that ran on E85 driven by Emerson Fittipaldi at the start, and a pace car painted to resemble the 1978 pace car that ran on gasoline (used during caution periods)

A Corvette has been selected as the pace car at the Indianapolis 500 ten times.^[19] The 2008 edition of the Indy 500 represents a record fifth-consecutive year to lead the field. The Corvette’s pace car years and details include:

• 1978 – Driven by 1960 race winner Jim Rathmann; Chevrolet produced 6,502 production replicas
• 1986 – Driven by famed pilot Chuck Yeager; all 7,315 production convertibles were considered pace car convertibles and included official graphics (to be installed at the owner’s discretion)
• 1995 – Driven by then Chevrolet General Manager Jim Perkins; 527 production replicas produced
• 1998 – Driven by 1963 race winner Parnelli Jones when an injury prevented golfer Greg Norman from performing the duty; 1,158 production replicas produced
• 2002 – Driven by actor Jim Caviezel; no production replicas produced but graphics were available through SPO – approximately 300 sets sold
• 2004 – Driven by actor Morgan Freeman; no production replicas produced
• 2005 – Driven by General Colin Powell; no production replicas produced
• 2006 – Driven by cycling champion Lance Armstrong; first Corvette Z06 pace car; no production replicas produced
• 2007 – Driven by actor Patrick Dempsey; 500 production replicas – all convertibles
• 2008 – Driven by Emerson Fittipaldi; 500 production replicas – coupes and convertibles

Concept cars

Corvette concept cars have inspired the designs of several generations of Corvettes.^[20] The first Corvette, Harley Earl‘s 1953 EX-122 Corvette prototype was itself, a concept show car, first shown to the public at the 1953 GM Motorama at the Waldorf Astoria in New York City on January 17, 1953. It was brought to production in six months with only minor changes.

Harley Earl’s successor, Bill Mitchell was the man behind most of the Corvette concepts of the 1960s and 1970s. The second-generation (C2) car of 1963 was his, and its design first appeared on the Sting Ray racer of 1959. It made its public debut at Maryland’s Marlborough Raceway on April 18, 1959, powered by a 283 cu in (4.64 L) V8 with experimental 11:1 compression aluminum cylinder heads and took fourth place. It raced through 1960 wearing only “Sting Ray” badges before retiring to tour the auto-show circuit in 1961.

In 1961 the XP-755 Mako Shark show car was designed as a concept for future Corvettes. In keeping with the name, the streamlining, pointed snout, and other detailing was partly inspired by the look of that very fast fish. The 1961 Corvette tail was given two additional tail lights (six total) for the concept car. The body inspired the 1963 production Sting Ray. In 1965 Mitchell removed the original concept body and redesigned it as the Mako Shark II. Chevrolet actually created two of them, only one of which was fully functional. The original Mako Shark was then retroactively called the Mako Shark I. The Mako Shark II debuted in 1965 as a show car. This concept influenced Mitchell’s redesigned Corvette of 1968.

The Aerovette has a mid-engine configuration using a transverse mounting of its V-8 engine. Zora Arkus-Duntov‘s engineers originally built two XP-882s during 1969. John DeLorean, Chevy general manager, ordered one for display at the 1970 New York Auto Show. In 1972, DeLorean authorized further work on the XP-882. A near-identical body in aluminum alloy was constructed and became the XP-895 “Reynolds Aluminum Car.” Duntov and Mitchell responded with two Chevrolet Vega (stillborn) Wankel 2-rotor engines joined together as a 4-rotor 420 hp (310 kW) engine which was used to power the XP-895. It was first shown in late 1973. The 4-rotor show car was outfitted with a 400 cu in (6.6 L) small-block V8 in 1977 and rechristened Aerovette. GM chairman Thomas Murphy approved the Aerovette for 1980 production, but Mitchell’s retirement that year, combined with then Corvette chief engineer Dave McLellan‘s lack of enthusiasm for the mid-engine design and slow-selling data on mid-engined cars killed the last hope for a mid-engine Vette.

In 2009 the Corvette Stingray concept was introduced at the Detroit Auto Show fifty years after the Sting Ray racer-concept of 1959.^[21]

1959 Sting Ray racer-concept 1963 Mako Shark concept 1965 Mako Shark II concept 1977 Aerovette concept 2009 Corvette Stingray concept OFFICIAL WEB SITE

The Reventón is named for a fighting bull, in line with Lamborghini tradition. The bull, raised by the Don Heriberto Rodríguez family, was best known for killing famed bullfighter Félix Guzmán in 1943.^[9][10] Reventón means “explosion” or “burst” in Spanish, when used as a noun.^[11][12] In the vernacular, it is also used to define a very large party or a night in town. In automotive terms, it means “blowout, flat tire” when used as a noun.^[13] When it was used as the name of a bull, however, it was intended to be interpreted as an adjective, a quality or property of that bull in particular. In this last sense, Reventón means “he who seems to be about to burst”.^[14]

Overview

Rear view of the Lamborghini Reventón.

Performance

The Reventón’s engine was a slightly tuned version of the Murciélago LP640‘s 6.5 L V-12, rated at 640 hp (480 kW).^[1][6] According to the official release, the Reventón accelerates to 100 km/h (62 mph) in the same time as the Murciélago LP640 (3.4 seconds), and is capable of reaching a maximum speed of over 340 km/h (210 mph).^[2] Using the internal speedometer, the recorded top speed was displayed as 356 km/h (221 mph).^[15][16]

Interior

The instrument panel in the Reventón comprises three TFT liquid crystal displays (LCDs) with two different display modes. The instruments are housed in a structure milled from a solid aluminium block, protected by a carbon fiber casing. The G-Force-Meter is completely new and it is one of the talking points of the Reventón. It displays the dynamic longitudinal drive forces of longitudinal acceleration, during acceleration and braking, and transverse acceleration around bends. These forces are represented by the movement of an indicator on a graduated three-dimensional grid, depending on the direction and intensity of the acceleration. Formula One teams also use a similar device to analyze dynamic forces. The seats of the Reventón are black leather and brown Alcantara.

By simply pressing a button, the driver can switch to the second, quasi-analog display, where there are the usual circular instruments; speedometer and tachometer. The G-Force-Meter is still the central element of this display mode.^[17]

Exterior

The Reventón features an all-new carbon fiber exterior. All Reventóns have the same exterior color, described as “mid opaque grey without the usual shine.”

Lamborghini has also picked up some of parent company Audi‘s design language. It is the first Lamborghini to incorporate daylight running lights into the headlamps. Seven Light Emitting Diodes (LEDs) at each headlamp flank the bi-Xenon main beam and stay lit whenever the car is in movement. Due to the high temperatures in the rear lower part of the car, special heatproof LEDs are used for the indicator and hazard lights, stoplights and rear lights with a triple arrow optical effect.^[17]

Production

The first car went to Lamborghini of Las Vegas in Nevada.^[18]

Car #3 was sold in an eBay auction and was delivered to a buyer in California.^[19]

On November 20, 2008, Lamborghini announced the delivery of the last Lamborghini Reventón to a British customer of the official Midlands dealer, Lamborghini Birmingham.^[20] However, CarsUK’s later report disputed the official claim, and revealed that the car #20 was delivered to Lamborghini Houston, as were two other cars.^[21]

Reventón Roadster

The Reventón Roadster

A roadster version of the vehicle was unveiled at the 2009 Frankfurt Motor Show. Cars UK reported the production of 9 Lamborghini Reventón Roadsters, with a MSRP of €1,200,000. The car would use the engine from the Murciélago LP 670-4 SuperVeloce.^[22] Autocar has since published a report, in July 2009, saying that potential buyers have been shown the car – although a Lamborghini spokesman told the publication that reports of the car were “just speculation”.^[23] Production was set for a run of 20 units, with a MSRP of €1,100,000.^[24]

OFFICIAL WEB SITE

Positive response on the auto show circuit in 2002^{[citation needed]} helped persuade the company to produce the car in limited quantities, and the first production versions appeared in 2005. It is a very high-performance, two-seater vehicle with a strong styling resemblance to its racing ancestor and performance to match. The powerplant is a mid-mounted supercharged 5.4 litre V8, producing 550 horsepower (410 kW) and 500 foot-pounds force (680 N·m).

//

Development

At the 1995 Detroit Auto Show, the Ford GT90 concept was shown and at the 2002 show, a new GT40 Concept was unveiled by Ford.

The GT is similar in outward appearance to the original Ford GT40 cars, but bigger, wider, and three inches (76 mm) taller than the original 40 inches (1.02 m)—as a result of which, a potential name for the car was the GT43. Although the cars are visually related, structurally, there is no similarity between the modern GT and the 1960′s GT40 that inspired it. Three production prototype cars were shown in 2003 as part of Ford’s centenary, and delivery of the production Ford GT began in the fall of 2004.

A British company, Safir Engineering, who made continuation GT40s in the 1980s owned the GT40 trademark at that time, and when they completed production, they sold the excess parts, tooling, design, and trademark to a small Ohio company called Safir GT40 Spares. Safir GT40 Spares licensed the use of the GT40 trademark to Ford for the initial 2002 show car, but when Ford decided to make the production vehicle, negotiations between the two failed, and as a result the new Ford GT does not wear the badge GT40. It is rumored that Safir GT40 Spares asked $40 million for the rights, but this has never been verified. The partners at Safir GT40 Spares state they have correspondence from Ford declining Safir’s $8 million offer. Early cars from the 1960s were simply named “Ford GT”.

Production and sales

Ford GT in European trim in the (UK)

Ford GT in US trim

The GT was produced in model years 2005 and 2006, with the first customers taking delivery in August 2004. The GT began assembly at Mayflower Vehicle Systems in Norwalk, Ohio and was painted by Saleen in their Saleen Special Vehicles facility in Troy, Michigan. The GT is powered by an engine built at Ford’s Romeo Engine Plant in Romeo, Michigan. Installation of the engine and manual transmission along with interior finishing was handled in the SVT building at Ford’s Wixom, Michigan plant.

Of the 4,500 GTs originally planned, approximately 100 were to be exported to Europe, starting in late 2005. An additional 200 were destined for sale in Canada. When production ended in 2006, the full planned lot of 4500 were not produced. Approximately 550 were built in 2004, nearly 1900 in 2005, and just over 1600 in 2006, for a grand total of 4038; however, the final 11 car bodies manufactured by Mayflower Vehicle Systems were disassembled and the frames and body panels sold as service parts.

As with many highly desirable new vehicles, when the Ford GT was first released, the demand severely outpaced supply, and the cars initially sold for premium prices. The first private sale of Ford’s new mid-engine sports car was completed on August 4, 2004, when former Microsoft executive Jon Shirley took delivery of his Midnight Blue 2005 Ford GT.^[2] Shirley earned the right to purchase the first production Ford GT (chassis #10) at a charity auction at the Pebble Beach Concours d’Elegance Auction after bidding over $557,000.^[3]

A few other early cars sold for as much as a $100,000 premium over the suggested retail price of $139,995 (Ford increased the MSRP to $149,995 on July 1, 2005).^[4] Optional equipment available included a McIntosh sound system, racing stripes and forged alloy wheels adding an additional $13,500 to the MSRP.^[5] An enthusiast website, FordGTprices.com, tracked sales and production numbers, and published up-to-date best-pricing advice, based on tracking the prices of successfully completed eBay auctions of the cars. By June 2005, retail sale prices had dropped to around $10,000 to $20,000 over MSRP, and in August 2005 several new GTs were sold on eBay for no more than the suggested retail price.

The production run of 4038 GT’s ended the 2006 model year on 21 September 2006, short of the originally planned 4500.^[6] The Wixom Assembly Plant has stopped production of all models as of May 31, 2007.^[7] Sales of the GT continued into 2007, from cars held in storage and in dealer inventories.

Performance and engineering

The Ford GT features many new and unique technologies, including superplastic-formed aluminum body panels, roll-bonded floor panels, a friction-stir welded center tunnel, a “ship-in-a-bottle” gas tank, a capless fuel filler system, one-piece door panels and an aluminum engine cover with a one-piece carbon-fiber inner panel.

Brakes are four-piston aluminum Brembo calipers with cross-drilled and vented rotors at all four corners. When the rear canopy is opened, the rear suspension components and engine are visible.

The 5.4L Modular V8 powerplant is all-aluminum and fed by a Lysholm twin screw-type supercharger. It features a forged rotating assembly housed in an aluminum block designed specifically for the GT program. A dry sump oiling system is employed, allowing the engine to sit very low in the frame. The DOHC 4-valve heads are a revision of the 2000 Ford Mustang SVT Cobra R cylinder heads (with slightly increased wall casting thickness in the exhaust port). The camshafts have unique specifications, with more lift and duration than those found in the Shelby GT500 or 2003–2004 Ford Mustang SVT Cobra. Power output is 550 horsepower (410 kW) and 500 foot-pounds force (680 N·m) of torque. A Ricardo six-speed manual transmission is fitted featuring a helical limited-slip differential.

Performance:

• 0–60 mph (0–96 km/h): 3.3 seconds,^[8] 3.6 seconds,^[9] 3.7 seconds ^[10]
• 0–100 mph (0–160 km/h): 7.4 seconds ^[10]
• 0-150 mph (0-241 km/h): 16.9 seconds ^[11]
• Standing 1/4 mile (402 m): 11.2 seconds @ 131.2 mph (211.1 km/h),^[10] 11.6 seconds @ 126.2 mph (203.1 km/h),^[12] 11.78 seconds @ 124.31 mph (200.06 km/h)^[13]
• Top speed: 205 mph (330 km/h) (electronically limited) ^[14]

Fuel consumption

The United States Environmental Protection Agency mileage estimate for the GT is 12 mpg_-US (20 L/100 km; 14 mpg_-imp) in city driving, and 19 mpg_-US (12 L/100 km; 23 mpg_-imp) in highway cruising, for a combined 14 mpg_-US (17 L/100 km; 17 mpg_-imp).^[15]

On May 14, 2007 a GT participated in an economy driving contest around Reykjavík in Iceland held by FÍB (the association of car owners in Iceland) and the oil company Atlantsolía. The driver Gísli Jón Bjarnason, finished the 143 km (89 mi) circle on the GT through hilly terrain with average fuel consumption of 11.31 L/100 km (24.98 mpg_-imp; 20.80 mpg_-US). This performance was then improved in the same competition the consecutive year. At that time the driver Egill Jóhannsson drove the lap on the GT with fuel consumption of only 8.37 L/100 km (33.75 mpg_-imp; 28.10 mpg_-US).

Racing

A Ford GT Mk.VII, built by Doran Racing, and run by Robertson Racing in the American Le Mans Series.

• A highly-modified GT was raced in 2006 and 2007 in Super GT’s GT300 class in Japan, driven by Hidetoshi Mitsusada and Daisuke Ikeda. Designed by DHG Racing, the car was powered by a 3.5 L Ford Zetec-R unit produced by Cosworth in the mid-1990s for Formula One.^[16]
• Swiss team Matech Racing had three Ford GT GT3s in the FIA GT3 European Championship.^[17] The Ford GT Matech team won the title in 2008. They plan a modified version of the GT3 car for the VLN championship, before offering the car in a GT1 class form.
• PSI Experience of Belgium is also planning to enter Ford GTs in the FIA GT3 European Championship^[18]
• Michigan based Robertson Racing runs a Doran built Ford GT-R in the American Le Mans Series GT2 class.^[19]
• Black Swan Racing ran a Falken Tires sponsored Ford GT-R in the GT2 class in the American Le Mans Series during the 2008 season.
• British team RPM Motorsport plans to compete in the the British GT circuit.^[20]
• Two teams will run Ford GT’s in the GT1 class at the 2010 24 Hours of Lemans.

OFFICIAL WEB SITE

In a continuation of Lamborghini’s tradition of giving its cars names from the world of bullfighting, the Murciélago was named for a fighting bull that survived 28 sword strokes in an 1879 fight against Rafael “El Lagartijo” Molina Sanchez, at the Coso de los califas bullring in Córdoba, Spain. Murciélago fought with such passion and spirit that the matador chose to spare its life, a rare honor. The bull, which came from Joaquin del Val di Navarra’s farm, was later presented as a gift to Don Antonio Miura, a noted local breeder; thus began the famed Miura line of fighting bulls, which provided the name for one of Lamborghini’s first great cars.

Murciélago is the Spanish name for the bat. The word is pronounced [murθiˈelaɣo], with a voiceless dental fricative [θ] (as in English thing), in the Castilian Spanish spoken in most of Spain. However, the Italian automaker often uses the Southern Spain and Latin American Spanish pronunciation, [mursiˈelaɣo], with an [s] sound.

First generation

The 6.2-liter V12 from a first-generation Murciélago

The Murciélago is a four-wheel drive, mid-engined sports car. Its coupé body is especially low-slung, with its roof rising to just under four feet above the ground. The supercar features scissor doors, which contribute to its exotic image. First-generation Murciélagos, produced between 2001 and 2006, were powered by a 6.2-litre V12 which traces its roots back to the company’s beginnings in the 1960s. The rear differential is integrated into the engine unit, and the four-wheel drive features a central viscous coupler. Power was sent to the wheels through a six-speed manual. The Murciélago possesses an independent double-wishbone suspension design, and features a combination of carbon-fiber and steel bodywork. The rear spoiler and the air scoops integrated into the car’s shoulders are electromechanically activated, and fold out from the body at high speeds to aid aerodynamic performance and provide additional engine cooling, respectively.

Lamborghini Murciélago 40th Anniversary Edition

The V12 engine in these cars produced just under 580 PS, or pferdestärke (German: horse strength), a unit of power commonly used in Europe. The engine was capable of powering the car to a speed of 60 mph (97 km/h) in 3.8 seconds.^[4] The first-generation cars, equipped with the 6.2-litre V12, were produced between 2001 and 2006, and are known simply as Murciélago. Although subsequent versions of the Murciélago were designated with their engine output in PS, the original cars were not designated “LP 580″ in line with the later convention.

The Murciélago Roadster was introduced in 2004 as a 2005 model. A sign on the windshield header advises the driver not to exceed 100 mph (160 km/h) with the cloth top in place.^[2] Designer Donckerwolke cited the B-2 stealth bomber, the Wally 118 WallyPower yacht, and architect Santiago Calatrava’s Ciutat de les Arts i les Ciències in Valencia, Spain as his inspiration for the roadster’s revised rear pillars and engine cover.^[2]

40th Anniversary Edition

In 2003, Lamborghini celebrated its 40th anniversary by releasing an Anniversary Edition of the Murciélago. In prior decades, the company had released commemorative editions of the Countach and Diablo. The 40th anniversary cars were produced in a limited run of 50 vehicles; enhancements included a limited-edition Blue body color that was labelled “Jade-Green”, carbon-fiber exterior detailing, upgraded wheels, a revamped exhaust system, and a numbered plaque displayed inside the rear window. The interior featured a new leather trim and additional electronic features.^[5]

LP640

A Murciélago LP640 coupe

A Murciélago LP640 roadster

In March 2006, Lamborghini presented a new version of its halo car at the Geneva Motor Show; the Murciélago LP640. . The new designation accompanying the car’s name indicated the engine’s position and orientation within the car (Longitudinale Posteriore, or “Rear Longitudinal”), and referenced the V12 engine’s uprated power output; with its displacement increased to 6.5 litres, the engine in the new car made 640 PS (471 kW; 631 hp) at 8000 rpm. The Murciélago’s exterior received a minor facelift, with revised front and rear fascias and side air intakes. A new exhaust system is shaped into the rear diffuser, and the left-hand side air intake is enlarged to accommodate the oil cooler. A revised suspension , a launch control system, and an all-wheel drive system round out the performance modifications. A new 6-speed “E-gear” sequential automatic transmission became available as well. The LP640 wears 335/30 tires on its rear wheels. Interior seating was reshaped to provide greater headroom, and an improved stereo system forms part of the updated dashboard. The U.S. MSRP was set at $318,800.^{[citation needed]} Optional equipment included Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brakes, chrome paddle shifters and a glass engine cover. The 2008 car’s estimated fuel economy for the 6-speed manual is 8 miles per US gallon (29 L/100 km; 9.6 mpg_-imp) city and 13 miles per US gallon (18 L/100 km; 16 mpg_-imp) freeway, making it the least efficient 2008 car for city and highway driving, according to the EPA.^[6]

An LP640 Versace at the Toronto Autoshow in 2008

At the 2006 Los Angeles Auto Show, Lamborghini announced that the Murciélago roadster had also been updated to LP640 trim.^[7]

LP640 Versace

The Murciélago LP640 Versace is a special edition of the LP640 that was first revealed at the 2006 Paris Motor Show. The twenty white and black cars feature two-tone black and white trim inside and out, with interiors finished in custom Versace leather, along with a Gianni Versace logo plaque.^[8] Lamborghini also presented a black and white LP640 Roadster Versace, again only twenty were produced.^[9]

LP 650-4 Roadster

In 2009, Lamborghini released a limited-run update of the Murciélago Roadster. The LP 650-4′s engine is rated at 650 PS (478 kW; 641 hp) and 660 N·m (490 lb·ft), allowing the car to reach 100 km/h (62 mph) in 3.4 seconds and achieve a top speed of 330 km/h (210 mph). All cars are painted Grigio Telesto grey with Arancio orange highlights. The color scheme is continued on the interior, which features an asymmetric dash design.^[10]

LP 670-4 SuperVeloce

A Lamborghini Murciélago LP 670-4 SuperVeloce

At the 2009 Geneva Motor Show, Lamborghini unveiled a new version of the Murciélago, the LP 670-4 SuperVeloce.^[11] The SV moniker had previously appeared on the 1995–99 Diablo SV, a highly tuned version of the car that appeared close to the end of the model’s production run. ^[12]

The SuperVeloce’s V12 produces 670 PS (493 kW; 661 hp) at 8000 rpm and 660 N·m (490 lb·ft) of torque at 6500 rpm, thanks to improved valve timing and intake system modifications. The car’s weight was reduced by 100 kg (220 lb) by swapping several interior parts and exterior panels out for carbon fiber replacements, along with the installation of a new, lighter exhaust system. The LP670-4 SV comes standard with the LP640′s optional six-piston caliper, 15-inch carbon-ceramic disc brakes, slowing black 18-inch wheels. In its June 2009 issue, Car and Driver magazine predicted that the LP 670-4 SV was capable of reaching 100 km/h (62 mph) from a standing start in just 3.2 seconds. Lamborghini claims the car can reach 342 km/h (213 mph) with an optional smaller spoiler, or 337 km/h (209 mph) with the standard Aeropack wing.^[13]

According to Maurizio Reggiani, head of Lamborghini R&D, the SuperVeloce’s steering was tuned for high-speed sensitivity. Production of the top-of-the-line Murciélago was limited to 350 cars, priced at $450,000.^[14] On the motoring show Top Gear, Richard Hammond staged a race between the LP 670-4 SV and a Mercedes McLaren SLR 722, what he calles “Hyper Car royalty.” The Mercedes only just won, proving that the Lamborghini was a force to be reckoned with.^[15]

Specifications

Engines

Transmissions

Motorsport

R-GT

Reiter Engineering‘s Murciélago R-GT, campaigned under the InterProgress Bank Spartak Racing name

The Lamborghini Murciélago R-GT is a race-only version of the Murciélago, developed jointly with Reiter Engineering and Audi Sport. It has rear-wheel drive unlike the standard Murciélago to comply with the FIA, ACO, and JAF rules. The car retains the standard Murciélago V12, but has air restrictors to manage power. Its acceleration and top speed are highly dependent on the gearing selected for a particular race track.

In December 2006, Reiter Engineering tested an upgraded Murcielago R-GT LM, featuring redesigned body work and a new rear wing with less drag.

In March 2007 in the FIA GT Championship, the All-Inkl.com Racing Murciélago won the Zhuhai 2 Hours.

In April 2009, in an LMS 1000 km de Catalunya race, a Murcielago R-GT of the Russian IPB Spartak Racing Team won the GT1 class, against a Corvette C6-R and a Saleen S7-R. The drivers of the IPB Spartak Racing car were the Russian Roman Rusinov and the Dutch Peter Kox. They crossed the finish line 2 laps ahead of the first Corvette, in 2nd place. Before the race, the Lamborghini set the pole, but was moved to the end of the grid due to some technical irregularities. The second international win for the Ragin Bull GT car.

RG-1 (2004-)

It is a version of R-GT built for Super GT for Japanese Lamborghini Owners Club (JLOC).^[21]

In March 2006 at the Super GT Suzuka 500 km, R-GT recorded the first win ever for a Murcielago when they earned a win in the GT300 class.

OFFICIAL WEB SITE

The SLR features Sensotronic, a type of brake-by-wire system.^[3] The brake discs are carbon-ceramic (in the front only) and provide better stopping power and fade resistance than steel discs when operating under ideal working temperature. Mercedes-Benz claims these discs are fade resistant to 1,200 °C (2,200 °F). The front discs are internally vented and 370 mm (15 in) in diameter. 8 piston calipers are used. Rear discs are 360 mm (14 in) in diameter with 4 piston calipers. During wet conditions the calipers automatically skim the surface of the discs to keep them dry.

Rear view of the SLR McLaren Roadster

To improve braking performance there is an automatic air brake, when engaged the rear elevation angle of the rear spoiler is set to 65 degrees. The additional rear downforce in addition to the markedly increased aerodynamic drag increases peak deceleration ~90%.

Aerodynamics

The SLR features active aerodynamics; there is a spoiler mounted on the rear integral air brake flap. The spoiler increases downforce depending on its angle of elevation (angle of attack). At speeds above 95 km/h (59 mph) the spoiler/brake automatically raises to 10 degrees (15 in 722 edition), when demanded via the driver’s switch, the elevation can be increased to 30 degrees (35 in 722 version) for increased rear downforce, at the cost of increased steady state drag, also when the driver applies the brakes spoiler raises.

Engine

The SLR McLaren sports a hand-built 5.4-litre, supercharged V8 engine.

The SLR sports a 232 kg (510 lb) hand-built 5,439 cc (5.439 L; 331.9 cu in), supercharged, all-aluminium, SOHC V8 engine. The cylinders are angled at 90 degrees with three valves per cylinder and lubricated via a dry sump system. The compression ratio is 8.8:1 and the bore and stroke is 97 millimetre (3.82 in) and 92 millimeters (3.62 in), respectively. The Lysholm-type twin-screw supercharger rotates at 23000 revolutions per minute and produces 0.9 bar (13 psi) of boost. The compressed air is then cooled via two intercoolers. The engine generates a maximum power of 626 PS (460 kW; 617 hp)@6500rpm and maximum torque of 780 N·m (580 lb·ft)@3250-5000rpm.^[4]

Unlike most of its contemporaries, its engine is front-mid mounted. McLaren took the original concept car designed by Mercedes and moved the engine 1 metre (39.4 in) behind the front bumper, and around 50 centimetres (19.7 in) behind the front axle. They also optimized the design of the center firewall.

Transmission

The SLR uses AMG SPEEDSHIFT R 5-speed automatic transmission with 3 manual modes. For durability Mercedes selected a 5-speed transmission rather than their 7-speed gearbox which was more complex and used more parts.

Performance

A Mercedes-Benz SLR in motion

	Mercedes-Benz SLR McLaren 722 Mercedes-Benz SLR McLaren 722 at Goodwood Festival of Speed 2009
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The car uses carbon fibre for its entire body construction in an attempt to keep the weight low. Despite CFRP materials the total curb weight is 1,768 kg (3,898 lb). The following tests have proven that the SLR can achieve a 0-100 km/h (62 mph) in times less than the claimed 3.7 seconds and reach a top speed of 334 km/h (208 mph)^[5].

Car and Driver achieved a 0-60 mph (100 km/h) time of 3.6 seconds, and a quarter-mile time of 11.6 seconds at 125 mph (201 km/h) C&D suggests the times may be even lower if temperatures were lower. Motor Trend tested the SLR and achieved a 0-60 mph time of 3.6 seconds in April 2006. Car and Driver achieved top gear acceleration 30-50 mph and 50-70 mph times of 1.7 and 2.4 seconds, which are the fastest ever recorded by the magazine in a production car. The SLR also pulled 0.97 g on the skidpad.January 2005

Road and Track tested the car in their July 2005 Road Test and reached 60 mph (97 km/h) from a standstill in 3.5 seconds. The 0 – 100 mph (160 km/h) sprint was achieved in 7.5 seconds and a quarter mile run was completed in 11.5 seconds at 126 mph (203 km/h).

In June 2004 the SLR was tested at Nardo and performed the 0-100 km/h (62 mph) exercise in 3.8 seconds, 0-200 km/h (124 mph) in 10.3 seconds and 0-300 km/h (190 mph) in 30.4 seconds.^{[citation needed]} Their 400 metre and kilometre times were 11.4 seconds at 128 mph (206 km/h) and 20.6 seconds at 270 km/h (170 mph) respectively. They also reached its claimed topspeed 365 km/h (227 mph).

Comparison

Despite its near 2-ton weight, the fuel economy is generally better than the lighter Lamborghini Murciélago, and even its lighter, less expensive, less powerful sibling, Gallardo.^[6] Still, on the Episode 2 from Season 13 of BBC car show Top Gear the Lamborghini Murciélago LP670-4 SV performed as well as the SLR McLaren 722 Edition during a race special in Abu Dhabi. Also, the same show put the SLR and the Porsche Carrera GT on its track, and after multiple attempts, the Porsche beat the SLR-McLaren by just over a second (1:19.8 vs. 1:20.9^[7]). However, on a separate race around their short track, the SLR was fractionally quicker than the Carrera GT. In a straight line, the SLR is quicker after around 150 miles per hour.

Variants

722 Edition

The Mercedes-Benz 722 Edition features some upgraded styling.

SLR McLaren 722 Roadster Variant.

A new version was introduced in 2006 called the Mercedes-Benz SLR McLaren 722 Edition. The “722″ refers to the victory by Stirling Moss and his co-driver Denis Jenkinson in a Mercedes-Benz 300 SLR with the starting number 722 (indicating a start time of 7:22 a.m.) at the Mille Miglia in 1955.

The “722 Edition” includes an engine rated 650 PS (480 kW; 640 hp)@6500rpm and 820 N·m (600 lb·ft)@4000rpm, with top speed of 338 km/h (210 mph) (3 km/h (1.9 mph)^{[citation needed]} faster than the standard SLR). 19-inch light-alloy wheels were used to reduce unsprung weight, while modifications were also made to the suspension, with a stiffer damper setup and 10 mm (0.39 in) lower ride height introduced for improved handling. Larger 390 mm (15 in) diameter front brakes and a revised front air dam and rear diffuser were fitted.^[8]

Exterior changes, other than the larger 19-inch (480 mm) black light-alloy wheels, include red “722″ badging, harking back to the original 722 racer, and slightly different taillights and headlamps.

The SLR 722 can go from 0 to 100 km/h (62 mph) in 3.6 seconds, 200 km/h (120 mph) in 10.2 seconds and 300 km/h (190 mph) in 29.6 seconds and can reach a top speed of 338 km/h (210 mph).

Roadster

2008 Mercedes-Benz SLR McLaren roadster

A roadster version of the SLR went on sale in September 2007 for £350,000 ($711,065 U.S.). It uses the same supercharged V8 AMG power plant as its coupé siblings, developing 626 PS (460 kW; 617 hp), to propel it to a top speed of 332 km/h (206 mph) and enable 0-100 km/h (62 mph) acceleration time of 3.8 seconds.

However, as a convertible the roadster was burdened with extra weight and this affected performance and handling. The Roadster’s roof is made from a “newly developed material” and does not take the form of a folding metal arrangement, as is now common on many modern cars. Following a manual unlatching, it takes a mere ten seconds to fold away electrically. According to an official document from Mercedes, the cabin of the roadster is capable of allowing conversation between driver and passenger up to a speed of 200 km/h (120 mph) with the roof retracted. This roadster is aimed to compete against other sports cars such as the Pagani Zonda F Roadster.^[9]

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Perkembangan Carrera GT dapat ditelusuri kembali ke pendahulunya, 911 GT1 dan LMP1-98 balap mobil. Karena sebagian kepada FIA dan ACO perubahan aturan pada tahun 1998, baik desain telah berakhir. Porsche pada saat itu telah direncanakan pada Le Mans baru prototipe untuk tahun 1999. Mobil itu awalnya dimaksudkan untuk menggunakan turbocharged datar-6, namun kemudian dirancang ulang untuk menggunakan mesin V10 yang baru, mendorong kembali proyek yang direncanakan selesai pada tahun 2000. The V10 adalah diam-diam unit dibangun oleh Porsche untuk tim Formula Satu gerak kaki pada tahun 1992, tetapi kemudian disimpan. Mesin dibangkitkan untuk Le Mans prototipe dan meningkat dalam ukuran 5,7 liter. Sayangnya proyek ini dibatalkan setelah dua hari uji coba untuk mobil pertama, pada pertengahan tahun 1999, sebagian besar karena ingin Porsche Cayenne SUV membangun dengan keterlibatan dari Volkswagen dan Audi, sehingga membutuhkan keahlian rekayasa harus ditarik dari divisi olahraga motor. Itu juga berspekulasi bahwa VW-Audi Ferdinand Piëch menginginkan ketua yang baru Audi Le Mans Prototype, Audi R8 tidak untuk menghadapi persaingan dari Porsche pada tahun 2004.

Porsche memang tetap bagian dari proyek hidup dengan menggunakan 5,5 L V10 dari prototipe dalam sebuah mobil konsep yang ditampilkan pada tahun 2000 Geneva Motor Show, terutama dalam upaya untuk menarik perhatian pada layar mereka. Mengherankan minat pada kendaraan dan arus pendapatan yang diberikan dari Porsche Cayenne membantu memutuskan untuk memproduksi mobil, dan pengembangan mulai di jalan-versi hukum yang akan diproduksi dalam jumlah kecil di Porsche fasilitas manufaktur baru di Leipzig. Porsche mulai produksi Carrera lari dari GTS pada tahun 2004, pengiriman unit dengan MSRP of $ 440,000 USD dan faktur dealer harga sekitar $ 414.800 USD. Selain itu, biaya pengiriman dapat sebanyak $ 5.000 USD. Carrera GT pertama mulai dijual di Amerika Serikat pada 31 Januari 2004.

Awalnya menjalankan produksi 1.500 mobil telah direncanakan. Tapi Porsche mengumumkan pada Agustus 2005 bahwa ia tidak akan melanjutkan produksi Carrera GT melalui 2006, dengan alasan penghentian itu karena airbag mengubah peraturan di Amerika Serikat. Pada 6 Mei 2006 [update], 1.270 GT itu telah diproduksi, dengan 604 yang dijual di Amerika Serikat. [4]

Desain
Mesin 5,7 liter V10

Carrera GT yang diaktifkan oleh mesin 5,7 liter V10 yang memproduksi 612 DIN (605 SAE) tenaga kuda (450 kW), [5] sedangkan yang asli mobil konsep menampilkan versi 5,5 liter 558 diberi nilai di hp (416 kW). Porsche klaim itu akan menambah kecepatan dari 0 hingga 100 kilometer / jam (62,1 mph) dalam 3,9 detik dan memiliki kecepatan maksimum 330 km / h (205 mph) [3], meskipun jalan tes menunjukkan bahwa dalam kenyataannya mobil dapat mempercepat dari 0 -60 mph (97 km / jam) dalam 3,5 detik [5] dan 0-100 mph (160 km / jam) dalam 6,8 [5] detik, sementara 0-125 mph (201 km / jam) dalam 9,9 detik [rujukan ].

Carrera GT yang mempunyai lima warna cat dasar skema yang meliputi Pengawal Merah, Fayence Kuning, Basalt Black, GT Silver dan Seal Grey. Custom warna juga tersedia dari pabrik. Tradisional enam kecepatan transmisi manual adalah hanya tersedia transmisi. Melekat pada gearbox ini adalah yang membayar beechwood gearknob penghormatan kepada gearknob kayu yang digunakan dalam Porsche 917 Le Mans pembalap. Dalam tahun kedua produksi, edisi terbatas kenop serat karbon juga dibuat tersedia.

Carrera GT yang memiliki sisi masuk dan sisi besar bendungan udara yang membantu mendinginkan mesin V10 besar dibingkai oleh serat karbon kap belakang. Dilengkapi dengan Porsche terbaru yang diperkuat serat karbon Silicon carbide (C / SiC) sistem rem komposit keramik, yang 15-inci (380 mm) SGL Carbon rem cakram membuat penampilan mengesankan di bawah 19 inci dan 20 inci depan roda belakang. Serupa dengan model Porsche lain, seperti 911, GT mencakup otomatis spoiler sayap belakang yang menyebarkan di atas 70 mph (110 km / jam).

Interior dilengkapi dengan kulit lembut. Bose sistem audio dan sistem navigasi yang tersedia sebagai pilihan. Porsche khas fashion, kunci kontak di sebelah kiri roda kemudi. Tanggal penempatan ini kembali ke masa-masa awal balap Le Mans ketika driver yang dibutuhkan untuk membuat suatu langkah awal, melompat ke mobil mereka, mulailah mereka dan memulai perlombaan. Penempatan memungkinkan mesin untuk memulai pengemudi mobil dengan tangan kiri dan meletakkannya di dalam gigi dengan tangan kanan.
[sunting] Teknologi
Porsche Carrera GT’s karbon-keramik (silikon karbida) disc brake

Teknologi terkemuka termasuk serat karbon murni monocoque dan subframe, bah kering dlm kapal pelumasan dan suspensi. Monocoque serat karbon dan subframe diproduksi dan dirakit oleh Kelompok Composites ATR Italia. The spoiler dari Carrera GT meluas ke udara ketika mobil mencapai sekitar 70 mil (110 km) per jam dan seimbang dari aliran udara, yang menyebabkan kurang menarik. The Carrera GT radiator sekitar lima kali ukuran 911 Turbo’s. Suspensi depan dan belakang terdiri dari pushrod diaktifkan dan damper peredam kejut depan dan belakang dengan anti-roll bar.

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