[Porsche] Test drive Carrera GT

[maxsona]

Solo 1.500 fortunati clienti in tutto il mondo entreranno in possesso della più potente tra le Porsche stradali mai prodotte: 612 Cv, 330 orari e 3,9 secondi per accelerare da 0 a 100 km/h. Noi l'abbiamo provata: ecco in diretta le incredibili emozioni che si provano al posto di guida

Se fra gli strumenti della Carrera GT ce ne fosse uno per misurare il battito cardiaco del guidatore, la sua lancetta raggiungerebbe il fondoscala già dal momento in cui si ruota la chiave di avviamento e il poderoso V10 emette le prime note.Sì, perché il rombo cupo generato dai due terminali di scarico che spuntano dal paraurti come due cannoni pronti al fuoco assomiglia più a una melodia che non al "volgare" rumore di un qualsiasi motore a scoppio.
E il bello è che questa sinfonia rappresenta una specie di equilibratissimo mix tra le migliori note originate dagli scarichi dalle supercar più difficili da interpretare con la sola razionalità: dai primi giri del motorino di avviamento all'effettiva accensione del motore il sound ricorda quello del V12 Lamborghini, poco oltre il minimo, fino a circa 3.000 giri, non si può fare a meno di abbinarlo alla melodia prodotta dal V8 Ferrari, ma non appena si accelera con più decisione l'ago del contagiri si muove con la stessa verve di quello di una macchina da corsa e il conseguente urlo del 10 cilindri, ve lo assicuriamo, non ha nulla da invidiare a quello di una Formula 1.

Abbiamo avuto il privilegio di partecipare a un breve test sulla vettura durante la presentazione stampa avvenuta nella pista prova della Michelin, a circa 100 km da Berlino. Una ex base di aviazione militare con rettilinei talmente lunghi da confondersi con l'orizzonte, luogo ideale per dare libero sfogo ai 612 Cv del V10 Porsche e toccare con mano i 330 km/h di velocità massima promessi dalla Casa.

Non dubitavamo sulla veridicità di questo dato, ma siamo rimasti veramente sorpresi dalla rapidità con cui la velocità sale anche oltre i 300 km/h, per non parlare del ridotto impegno di guida richiesto in queste condizioni limite che difficilmente l'utente finale avrà occasione di saggiare. Ecco perché l'abbiamo guidata anche su strada, dove la maggiore incombenza consiste nel guardare spesso il tachimetro per evitare ritiri immediati della patente o il raggiungimento di velocità pericolose, non tanto per sé stessi date le eccellenti caratteristiche di freni e assetto, quanto per le vetture dei comuni mortali che circolano su strada.

Il V10 Porsche è straordinariamente docile ai bassi regimi, ha una fluidità esemplare, da 1.500 giri a oltre 8.000, ma sorprende per la sua doppia anima. Se si preme con delicatezza il gas la risposta è morbida, assomiglia quasi a quella di un V8 americano che raggiunge a stento i 5.000 giri, ma quando si affonda con decisione il piede destro il V10 diventa cattivo, la spia dell'ASR si illumina nelle prime tre marce e gli schienali dei sedili in fibra di carbonio sembrano cedere da un momento all'altro sotto l'incontenibile spinta dei 612 Cv e degli oltre 60 kgm di coppia.

Così come le cinture di sicurezza sembrano strapparsi quando si chiama in causa l'impianto frenante in ceramica, instancabile nell'uso in pista quanto ben modulabile alle basse velocità nonostante una rumorosità che sulle prime insinua qualche dubbio circa lo stato residuo delle pastiglie. Se non fosse per lo sguardo incuriosito della gente ai margini della strada sembrerebbe quasi di essere al volante di una macchina qualsiasi quando si passeggia in città, ma una raccomandazione è d'obbligo per i 1.500 fortunati che avranno la possibilità di mettersi al volante di questo preziosissimo gioiello: per evitare "figuracce" al semaforo allenatevi bene alla partenza, perché l'attacco brusco dei dischi in materiale ceramico richiede un piede molto sensibile e soprattutto un perfetto sincronismo tra il pedale del gas e la pesante frizione.

Fonte Automobilismo.it

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[Xfree]

ma hanno cambiato la potenza del motore?? una volta avevo letto che era accreditato di circa 550 cavalli ...gran bella macchina comunque

[maxsona]

Mah stavo per ordinarla ma poi ho pensato....330 Km/h non mi diverto nemmeno

[Ser21]

io ce l'ho,comprata ieri


























































Magari

[matteo171717]

non ho mai letto una prova della Ferrari Enzo...

qualcuno sa dove trovarla?

[Jaguar64bit]

Molto bello il posteriore , il muso non mi piace piu' di tanto assomiglia alla Porsche Gt4

[bananarama]

sai che prova, una sequela di 10/10 noiosissima!

La enzo mi dispiace ma straccia tutti, ci possono provare fino all'anno 3000 ma nessuno sa fare le macchine come la ferrari...

Ciao

[Clody23]

Originariamente inviato da bananarama

La enzo mi dispiace ma straccia tutti, ci possono provare fino all'anno 3000 ma nessuno sa fare le macchine come la ferrari...

Ciao

Straquoto alla grande!

Cmq 'sta porsche è veramente una bomba!

[Quincy_it]

Originariamente inviato da bananarama
sai che prova, una sequela di 10/10 noiosissima!

La enzo mi dispiace ma straccia tutti, ci possono provare fino all'anno 3000 ma nessuno sa fare le macchine come la ferrari...

Ciao

Dipende dai punti di vista..
Se parli solamente di design quello è un fattore personale, ma se guardi alle prestazioni ci sono diverse auto che se la battono con la Enzo: Pagani Zonda C12S e questa Porsche ne sono un esempio.

[bananarama]

Originariamente inviato da Quincy_it
Dipende dai punti di vista..
Se parli solamente di design quello è un fattore personale, ma se guardi alle prestazioni ci sono diverse auto che se la battono con la Enzo: Pagani Zonda C12S e questa Porsche ne sono un esempio.

Esteticamente vince in quanto a prestazioni pure... Scusa dov'e' che pagani e zonda batterebbero la enzo?

Senza contare che la maneggevolezza e le doti dinamiche della enzo ste due se le scordano...

Ciao

[Quincy_it]

Originariamente inviato da bananarama
Esteticamente vince in quanto a prestazioni pure... Scusa dov'e' che pagani e zonda batterebbero la enzo?

Senza contare che la maneggevolezza e le doti dinamiche della enzo ste due se le scordano...

Ciao

A parte che Pagani è il marchio e Zonda il modello..
Cmq quando si parla di supercars simili è riduttivo guardare solamente i dati riguardo cv e velocità massima, mentre è molto più indicativo leggere prove su circuiti (e quindi tempi sul giro).
Ora vedo se in rete si trova qualcosa.

[Jaguar64bit]

Certo che non fanno quasi mai test a confronto diretto tra' supercar di stessa fascia e cavalli..........non ho capito il perche' ? cmq anche la Murcelago non e' da sottovalutare con la traz. integrale ecc ecc.

[energy+]

Questa è l'unica porsche al mondo che mi fa sbavare :sbavv:

Penso che sia 1 pò difficile x noi comuni mortali fare confronti aldilà di quello estetico dato che nn potremo neanche mai provarle queste supercar!

Ehi maxsona ma ti 6 dato 24h su 24 a ingegnare qlche nuovo post su auto?

ciao

[bananarama]

Originariamente inviato da Quincy_it
A parte che Pagani è il marchio e Zonda il modello..
Cmq quando si parla di supercars simili è riduttivo guardare solamente i dati riguardo cv e velocità massima, mentre è molto più indicativo leggere prove su circuiti (e quindi tempi sul giro).
Ora vedo se in rete si trova qualcosa.

Volevo dire pagani e porsche, ma non sono sanissimo al momento...

NOn credo cmq che nessuna possa tenere testa alla enzo...

Ciao

[Quincy_it]

Qui c'è un elenco dei tempi registrati al mitico circuito del Nurburgring (si parla del mitico Nordschleife, il tracciato lungo oltre 20 km dove la maggior parte delle Case testano i loro modelli più sportivi prima di commercializzarli). Nell'elenco figurano vari modelli di auto, sia da corsa, sia "standard", sia elaborati.

[Quincy_it]

Originariamente inviato da bananarama
NOn credo cmq che nessuna possa tenere testa alla enzo...

Ciao

Torno a ripeterti, non sottovalutare le altre solo perchè non sono delle Ferrari, potresti avere delle sorprese.

[energy+]

Originariamente inviato da Quincy_it
Torno a ripeterti, non sottovalutare le altre solo perchè non sono delle Ferrari, potresti avere delle sorprese.

soprattutto la zonda xchè nn è di produzione ma fatta interamente a mano!

[Quincy_it]

Ho trovato qualche interessante descrizione delle 3 supercars da me citate (fonte: Supercars.net, sito che consiglio vivamente di visitare ad ogni appassionato di auto):


Porsche Carrera GT

After two years, the Carrera GT Concept first seen at the 2001 Paris Auto Salon, is superceded by its production counterpart. The 2003 Carrera GT represents Porsche's first limited production supercar since the 959 and one of the few available products that rival the Ferrari Enzo.

- Concept
Fueling motivation for the project was Porche's successful motor sports history. A decision to produce the Carrera GT came after the last Porsche victory at Le Mans. The new car would homage to cars including the 917 and GT1. Both these cars have won Le Mans and both lent their technical developments to the Carrera GT.
Motor sport technology drives the Carrera GT. The cars uses familiar hallmarks of motor sport design combining light weight design and slippery aerodynamics with a powerful engine.

- A new V10
Powering the Carrera GT is 68-Degree V10 originally intended for Le Mans. The unit has been modified by Porsche engineers to ensure more power and reliability. Such revisions include a larger displacement which help the production car have over fifty more horsepower than originally intended.
Logically, the engine is placed mid-ship in the chassis and is a load bearing structure. Dry sump lubrication helps the engine achieve a very low height.
The intake system is equipped with Porsche's VarioCam technology found on the current 996 range. VarioCam continuously adjusts the angle of the intake camshaft to optimize performance and output.
Making the engine as light as possible was a primary goal. A light alloy crankcase and titanium connecting rods help the engine have a weight of 452 lbs (205 kg). Compare this to the Enzo's V12 weighing in at 496 lbs (225 kg).

- 6-Speed with a Ceramic Clutch
Power is transferred to the rear wheels through a newly developed six-speed manual transmission. It is a compact unit that is mounted transversely behind the engine.
A special clutch has been developed by Porsche specifically for the Carrera GT. Called Porsche Ceramic Composite Clutch (PCCC), this two-plate clutch is made primarily of ceramic composites. Such materials not only help reduce the rotational masses of the clutch by a factor of ten, but offer less wear than conventional clutches.

- CFP Chassis
Providing a basis for the Carrera GT is a carbon fiber monocoque with carbon-fiber-reinforced plastic (CFP) sub frames. The rear sub frame supports the entire drive train and rear suspension. It is made of carbon fiber with a honeycomb core. These construction materials provide as much rigidity as steel counterparts but at a much reduced weight.
Having the engine completely supported CFP materials is new to production car manufacturing. It was concept developed by Porsche's Motor Racing Division and is subject to patent.
Suspension elements include double wishbones with inboard damper and springs on all four wheels. The inboard dampers and springs are actuated by pushrod and dampers like the setup used by every Formula One constructor.
Braking on all four corners is executed by the capable Porsche Ceramic Composite Brake (PCCB) system. Consisting of ceramic discs and composite pads the system is lightweight and resistant to corrosion. PCCB reduces the unsprung weight of the braking system by fifty percent.
In addition to the PCCB system, the brake themselves are larger than the 911 GT2's discs. They measure fifteen inches in diameter and have newly designed, six-piston calipers. Four channel ABS comes as standard.

- Aerodynamics
A large rear wing provides down force at the rear of the car. As the car reaches 75 mph (120 km/h) it raises and additional 6 inches (16cm) for increased stability. At top speed the combined down force of the front and rear wheels total 639 pounds (2846 newtons).
Apart from the wing, most of the Carrera GT's down force comes from its under tray. The entire tray is manufactured from carbon fiber and is attached to the chassis, engine mounts and crash structure. Creating downforce with such a device is efficient as it does not impair the car's drag coefficient. A diffuser and air flow ducts provide additional ground effect.
Further attention in aerodynamics is applied to the lower wishbones. They are made of efficiently shaped steel tubes which do not interfere with the aerodynamics underneath the car.

- Electronics
To ensure control under all situations, the Carrera GT has a four channel anti-lock braking system. Furthermore anti-spin control (ASC) prevents excessive wheel spin by reducing engine power to the drive wheels. In the case that the wheels are spinning, an automatic brake differential (ABD) brakes on the appropriate wheel.
'Should he/she wish to enjoy the thrill of dynamic driving of the highest racing standard the driver can switch off the complete traction control function by pressing a button in the centre console.' says Porsche.

- Comfort
Porsche describe the Carrera's clean interior as a function-oriented ambience and a cockpit free of all extraneous detail. Only high-tech materials such as carbon, magnesium and leather adorn most the surfaces. Information is clearly presented in a classic Porsche instrument cluster which replaces the LCD screen on the first concept car.
Extending into the dash is a centre console covered in magnesium. Attached sits a birch/ash shifter reminscent of the balsa shifter found on the 917.
Amenities such a Bose stereo system and air conditioning are offered as an option.
For closed top driving, two carbon fiber panels can be attached to the roof. At a low weight of just 6.4 lbs (2.4 kgs) each, these panels are easily removable and can be stored in the front luggage compartment.

- Conclusion
The Carrera GT is welcome change from the line of SUV products which seem have reshaped Porsche's image.

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Ferrari Enzo

- Introduction
Inspired by Formula One technology, Ferrari's new Gran Turismo benefits from over fifty years of Ferrari success. Named in honor of the companies' founder, the Enzo is one of a limited series of road cars including the 288GTO, F40 and F50. These cars represent Ferrari's continuing desire to produce the most exclusive and technologically advanced road car.
Branding race-derived technology to road cars is not a new idea, especially to Ferrari. Up until the late fifties, Ferrari's road and racing cars were practically the same product. Since that time, safety regulations, manufacturing costs and practicality have distinctly spilt the cars we race, from the cars we drive daily. The goal of the Enzo was to bridge this gap.
As Luca de Montezemolo states, 'To bring together our racing success and the fundamental role of races, I decided that this car, which represents the best our technology is capable of, should be dedicated to the founder of the company, who always thought racing should lay the foundation for our road car designs.'
Built in Maranello and tested around Fiorano by both Michael Schumacher and Dario Benuzzi, the Enzo was built from a wealth of talent within Ferrari. Internally, the project was know as the FX, which cost Ferrari 20 million euros to develop.
With an initial production run of 350 Enzos, four hundred were built in either red, yellow or black, or a custom color if the customer's relationship with the firm was strong enough. The extra fifty cars brought in $28.8 million USD (24.4 million euros) for Ferrari, with each car being sold at a $554 00 USD (487,700 EU) profit. With these figures, Ferrari has proven they not only can sell half million dollar cars, they can yield quite a profit margin from them too.

- F140 V12 -One of Ferrari's Largest
Racing-inspired technology lays the foundation of the Enzo. As such, the chassis is built from carbon fiber and aluminum honeycomb panels forming a rigid tub. At the center of the chassis is an all new, twelve-cylinder engine called the F140. At two points, the engine is attached to an alloy sub-frame which contains vibration from leaking into the passenger compartment. With this sub-frame, the Enzo is particularly unlike the F50 and unlike Formula One cars.
The F140 is one of the largest Ferrari engines, only being eclipsed by the Can Am units. Having such a large displacement allows the Enzo to deliver a healthy amount of torque, specifically 137 ft lbs (186nm) more than the F50 at 1000 rpm sooner. Despite the engine's large displacement, it still manages to achieve 110 bhp/liter thanks to many variable systems.
Borrowed straight from Formula One developments, highlights of the F140 engine include a continuously variable intake manifold and variable valve timing. Never combined on road car before the Enzo, these systems maximize fuel consumption and torque across the range.

- F1 Transmission
Attached to the engine, the transmission unit also houses an oil tank, bevel gear, differential.
An electrohydraulic system automatically activates the clutch and gear changes. This gearbox is the first semi-automatic setup on a road-going, Ferrari V12. Developments from Formula One help it achieve gear changes in 150 milliseconds and close to 90 milliseconds when in sport mode.
Four lights atop the steering wheel indicate to the driver when an up shift is needed. Gear changes are made via two paddles behind the steering wheel. No fully automatic selection is offered.

- Imbedded Electronics
Designed by Ferrari Gestione Sportiva (Ferrari Sport Management), many imbedded electronic systems help comfort of the Enzo driver. A central computer harmonizes the engine, suspension, transmission and aerodynamic subsystems to optimize performance and safety. How these subsystems communicate and their behaviors depend on which mode the driver selects from the steering wheel.
The Enzo has three distinct control settings which include Sport, Race and No ASR. These options primarily change the settings of the active damping, electrohydraulic shifting and traction control. In No ASR mode, the most agressive setting, the driver has the option of using Launch Control as borrowed from Formula One.
Getting much attention is the ASR which is Ferrari's fancy term for traction control. The ASR works primarily with the ABS to guarantee a high level of stability during strong cornering forces. The ASR is so advanced that only drivers such as Benuzzi and Schumacher benefit from turning it off.
During the press preview at Fiorano all the test drives had to be done with the ASR on. This, however, did not stop 5th Gear's Tiff Needel from promptly turning it off: 'I can't drive a Ferrari with that on' promptly followed by 'now the Ferrari is alive' made his point well. Tiff fetched the best time of day, but remained over four seconds slower than Benuzzi.

- Active Suspension
As first seen on 575, the Enzo employs a system of continuously controlled electronic dampers. This active damping allows the Enzo to offer a comfortable ride in sport mode or a hard suspension in race modes. It works by continually adjusting internal proportional valves within the dampers.
Developed in conjunction with Brembro, the braking system in the Enzo provides world-class stopping power. All four wheels sport fifteen inch, carbon-ceramic discs which are less temperature sensitive like Formula One discs which only work well when they are very hot.
The carbon-ceramic brakes mark the first time a composite disc has been applied to a Ferrari road car. The system saves 27 lbs (12.5kgs) of unsprung weight when compared to conventional steel discs. The CCM material also has the advantage of being resistant to corrosion.

- Pininfarina Styling & Aerodynamics
Pininfarina and Ferrari have a close relationship which started with the 1951 212 Inter Barchetta. Since that time, Pininfarina have styled most road-going Ferraris including the Enzo, which is their most radical design to date.
Pininfarina's form combines complex detail with a clean and balanced overall shape. Aggressive lines adorn the exterior which include an interpretation of the Formula One nose, to which the Enzo owes it's technology. These styling cues break ground in the area of design and will be copied both in future super cars and future Ferraris.
Unlike the F40 and F50 which came before it, the Enzo is devoid of any rear wing. The absence of the rear wing was possible due to the underbody at the rear of the car which includes two large diffusers. These diffusers generate sufficient down force to replace a drag-heavy rear wing.
Further active aerodynamics help the Enzo maintain stability at all speeds. An adjustable rear spoiler and adjustable front flap allow for either high load or high speed aerodynamic setup. Above 186 mph (300kph) the Enzo reduces its down force from 1709 lbs (775kg) to 1290 lbs (585kg) allowing for a top speed of 217 mph (350 kph) .

- Conclusion
During a period of great achievement for Ferrari, the Enzo reflects victories which include four consecutive F1 championships. The Pininfarina styling and semi-automatic, six-speed transmission trace their roots to heart of motor sport. No doubt, Enzo Ferrari himself would be most proud of this limited series named in his honor.
Unlike the Ferrari F50, the Enzo was made with compromises towards driver comfort. Fortunately, Ferrari have used sufficient active systems allowing level of comfort to be adjusted from the drivers seat. It is these sophisticated electronics, centered around Ferrari's best road-worthy engine that make the Enzo as special as it is.

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Pagani Zonda C12-S 7.3

After successfully marketing the Zonda for three years, Pagani of Italy has upgraded the Zonda to include a new 7.3-liter V12.
Horacio Pagani is the man behind the Zonda. With experience gained by working at Lamborghini, he brought the Zonda C12 into fruition. The first prototype was seen at the 1999 Geneva Auto Show.
As a newcomer to the super car market, Pagani is taking on the top manufacturers. They completed this remarkable car in 1999 and will continue to sell it against the Ferrari Enzo, Porsche Carrera GT and Koenigsegg CC.
Zonda enters the super car market with Pagani's extended knowledge of carbon fiber construction. Before the car, Pagani manufactured carbon fiber components for third party manufacturers. They now use the Zonda to showcase their high level of carbon fiber craftsmanship.
Each car is a carbon fiber masterpiece, with every layer of fiber being carefully lined up. Indeed, the Zonda eclipses Ferrari when it comes to carbon fiber construction. Much of the car sports unpainted, carbon fiber components, reminding the owner of what lies under the glossy paint.
The car is styled by Horacio himself. Early styling assistance comes from the great Juan Manuel Fangio. I have heard that motivation for the car's lines comes from Mr. Pagani's wife.
At the center of the Zonda is a Mercedes-Benz, AMG V12. New for 2002 is the 7.3 liter unit found in the 1995 SL 7.3 AMG. This is one of the largest V12s ever used in a road-going car. With increased displacement, no additional horsepower is realized. What the increased displacement offers is more torque earlier in the rpm band.
To cope with the additional torque, the Zonda now equipped with traction control. This is a new feature of the 7.3.
When considering the Zonda, it is hard not to compare it to the Ferrari Enzo. Both cars have a carbon fiber monocoque with a mid ship, V12 driving the rear wheels. Easily, the Ferrari still has many advantages. It wins in shifting, braking, aerodynamics and handling. Remember, these are the most important aspects concerning a race car. Despite that, the Zonda wins based on price and build quality (especially in the carbon fiber department). Both exclusive cars sprint to 60 mph in roughly the same time so you 0-60 junkies can call the cars 'even'.
The most remarkable fact behind the Zonda is that, as newcomer to the super car market, it still competes with likes of Ferrari and Porsche. The Ferrari Enzo has benefited from fifty years of Ferrari racing while Pagani is entirely new. Horacio Pagani has done a job very few people in the world could do, and that is take on Ferrari with his first product.

[energy+]

The Ferrari Enzo has benefited from fifty years of Ferrari racing while Pagani is entirely new. Horacio Pagani has done a job very few people in the world could do, and that is take on Ferrari with his first product.

Questa frase riassume tutto e racchiude in sè 1 grande verità,complimenti al signor Pagani

Cmq la Ferrari rimane la Ferrari......