Pumped-Up Porsches!

[sakuraguy]

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Pumped-Up Porsches!

A ride in any one of these potent machines will leave you screaming for more.

While purists would argue that products from Zuffenhausen are perfect just the way they are, we've discovered that there's always room for improvement, as evidenced by the monsters created by the Dr. Frankensteins of the Porsche tuning world, Gemballa, Ruf and TechArt. This trio is unlike any tuner or aftermarket company in the traditional sense because their incredibly high levels of craftsmanship and engineering have them classified as car manufacturers in their homeland. We discovered for ourselves just how special (and fast) their cars truly are, as we sampled six of the best they currently have to offer. After reading this special cover story, you'll agree that a ride in any one of these potent machines will leave you screaming for more.


Read On ..

 

[sakuraguy]

2008 Ruf CTR3
A first step toward supercar supremacy.

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At a dinner in conjunction with the unveiling of his new CTR3 supercar, Alois “Louis” Ruf made this interesting statement, “We are all here today, in Bahrain, because of Road & Track magazine.” How’s that? Well, it turns out the Crown Prince of the Kingdom of Bahrain, Shaikh Salman bin Hamad Al-Khalifa, was studying in the U.S. in 1987 when R&T’s “World’s Fastest Cars” story appeared (July 1987 issue), in which the Ruf Yellow Bird took top honors with a speed of 211 mph.

The Crown Prince was so struck by the Ruf’s capabilities that he knew he had to have one; the relationship between the royal family and the Rufs has been strong ever since. And while we love to take credit for all good things automotive, it’s actually the relationship between the Crown Prince and Mr. and Mrs. Ruf that enabled a Ruf factory to be built on the grounds of the Bahrain Grand Prix circuit. Bringing Formula 1 racing to Bahrain, incidentally, was also the doing of the Crown Prince, a certifiable car enthusiast of the first order.

But back to the sensational car you see on these pages. Although Ruf is classified as a manufacturer, many still consider him a tuner — though a brilliant tuner at that. So it’s long been his goal to build his own super-car from scratch to distance himself.

The mid-engine CTR3 has been in the making for several years. Originally called the R50, two prototypes were built in a secret barn tucked away from Ruf’s Pfaffenhausen, Germany, factory, both attempts at doing the car “completely Ruf” from the ground up.

Unfortunately, that undertaking proved a bit too daunting for a first effort. So Ruf decided instead to use a Porsche 911 GT3 RS front platform (basically from the A-pillars forward) while the rear is completely original, a tube frame design (or “birdcage,” as Ruf likes to call it) engineered in conjunction with Multimatic of Markham, Ontario, Canada.

The design of the rear subframe is super trick — it eliminates any thoughts that the CTR3 is simply a rebodied Cayman or Boxster. The massive tubes of the subframe are a sure giveaway, but what you can’t see deeper within is the extensive use of billet aluminum; at least when you remove the engine cover the very racy horizontal coil-over shocks are visible.

The CTR3 prototype, which is close to production-ready, was designed by 26-year-old Bennett Soderberg. Unbelievably, his position in design and development at Ruf is Soderberg’s first real job since graduating from university. Soderberg is an interesting case all to himself, born to an American father and an Australian mother; he’s a German citizen, but with a Swedish last name.

Ruf says the inspiration for the body he asked Soderberg to pen comes from his own fascination with the 1953 Porsche 550 Le Mans Coupe, driven by Paul Frиre and Richard von Frankenberg. Aside from the aluminum Porsche doors and hood (and Zuffenhausen-issue head- and taillights) the rest of the body is all Ruf and done in carbon fiber. And it’s not just the rear bodywork that’s unique; the front fenders are different as well, with much more of a curve in profile than the 911’s, which form almost a straight line. The windshield, also, is much shorter than that of a 911. You’ll notice the lack of a rear window; the production car will have a backup camera.

Inside, as with all Ruf automobiles, the CTR3 has a full safety rollcage. Although the dash and center stack may look like standard Porsche fare (other than the green Ruf gauges), the entire interior has been completely restitched in rich-feeling thick leather, and such things as the door panels and headliner are new — finished in beautifully stitched and padded Alcantara. The leather-covered seats come from a GT3, but have been reshaped into a wider form.

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The other giveaway that this is not simply a rebodied Porsche is the actual dimensions of the CTR3: The wheelbase is 10.8 in. longer than a 911’s and 8.2 in. longer than a Cayman’s; overall length is nearly identical to a 911 (about 3 in. longer than a Cayman), though the CTR3 is about 5 in. wider and about 4.5 in. lower than a 911. Weight is estimated at just under 3100 lb.

The CTR3 uses a 3.6-liter Porsche-derived twin-turbocharged flat-6, increased to 3.8 liters by Ruf and massaged to develop 700 bhp and 657 lb.-ft. of torque, all that power transferred to the rear wheels. Another first for Ruf is the car’s 6-speed sequential manual, built by Hцr; while the current iteration of the transmission requires using the clutch for both up- and downshifts, Ruf says in the future the clutch will be required only for takeoff. Claimed top speed is 233 mph.

The CTR3 comes with cross-drilled carbon-ceramic disc brakes (from a different supplier than Porsche’s carbon brakes), with 15.0-in. rotors and 6-piston aluminum calipers front and rear. Plenty of Michelin Pilot Sport rubber will be gripping the pavement, with 255/35ZR-19s up front and massive 335/30ZR-20s at the rear.

Ruf expects the first customer cars to be ready by October at a price of 380,000 Euros ($519,000 at current exchange rates). The plan is to build 50 CTR3s over the next three years between the new facility in Bahrain and the original location in Pfaffenhausen. By October, Ruf hopes to have a “Ruf Driving Academy” up and running at the Bahrain track, and further down the road he is planning a one-make “gentlemen’s race series” with fully race-prepped CTR3s.

As a first attempt at building his own supercar, the CTR3 is impressive; we’re squirming in our seats waiting to drive one. And Ruf’s realization that it’s better to start small rather than going for broke — just over half the car built from scratch rather than the whole thing — looks like a wise decision. But at the same time, we can’t help dreaming about the “completely Ruf” supercar that is sure to come in the years ahead.

 

[sakuraguy]

TechArt 997 Turbo
A 600-bhp phenom.

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The new TechArt 911 Turbo is a car that’ll baffle the mentally healthy. Why take something so fast and agile like the new Porsche 911 Turbo, with as much performance as anything on the road today, and then add another 100 or so horsepower and redo the suspension? Is 480 bhp not enough? To the rich and insane, no. And to many Porsche purists, tweaking the 911 Turbo is like adding glitter paint to a Da Vinci masterpiece.

TechArt has been tuning Porsches since 1987, since company owner Thomas Behringer left a rival company to form his own Porsche tuning and racing company. Based near Stuttgart, TechArt is now recognized as one of a handful of premier Porsche tuners, and, like Ruf and Gemballa, it’s classified in Germany as a manufacturer, not an aftermarket company. The first of the two latest TechArt creations represented here is the 997 Turbo.

While the stock Porsche 911 Turbo is unquestionably handsome and racy, it lacks the exotic flavor of a car costing $122,900. With TechArt’s body kit, the car not only looks like it belongs in the same stable as a Ferrari F430 and an Aston Martin DB9, the visual changes have been executed with taste, giving the car added flair without the in-your-face bling you might associate with rap stars and guys who wear their collars up. Among the custom pieces fitted to the 911 Turbo are a front spoiler, carbon-fiber grille, headlight covers, side skirts and rear spoiler. Black 20-in. forged alloy wheels shod with specially-made Michelin Pilot tires — 245/30R-20s up front and 325/25R-20s at the rear — give the TechArt a slightly menacing ambience, in stark contrast to the snow-white exterior. The body kit alone will run you about $11,000.

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As elegant as the car appears, the main story is in the engine compartment. TechArt engineers ripped out the 3.6-liter flat-6 engine and fortified it, installing bigger turbo-chargers, a stainless-steel exhaust system with special manifolds and a recalibrated chip. Although the company calls this conversion its “100-bhp” upgrade ($29,500), the engine dynamometer reveals a bit more power and torque: Output is rated at 600 bhp at 6400 rpm and 609 lb.-ft. of torque at 3700.

As soon as you turn the ignition key, you realize that the revitalized engine is different from stock. The roar that resonates from behind the seats is noticeably louder; even at idle, the sound conveys to the driver that the engine is capable of tearing up the tarmac if unleashed.

And indeed, the TechArt 997 Turbo accelerates with unbridled fury. As you’re slammed into the seats, the forces spike with each gear change, and before you know it, you’re traveling at well over 100 mph — without even trying hard. The biggest thrill comes when the turbochargers kick in at about 3000 rpm. My passenger said it best when he yelled after the 1–2 shift, “Holy x%#!” During our tests, the TechArt 997 flew to 60 mph in 3.4 seconds and to the quarter mile in 11.5 at 126.2 mph. Regular readers of R&T may recall that the stock 6-speed 911 Turbo recorded a 0–60 time of 3.4 sec. On that day, the testing conditions were near perfect, from the temperature of the air to the grip of the pavement. A more telling comparison of the TechArt Turbo’s prowess is to compare it with Porsche’s own 0–60 claim of 3.7 sec. The TechArt 997 Turbo’s top speed of 210 mph was achieved at the Nardo high-speed test course in Italy.

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TechArt has also fine-tuned the 911 Turbo’s handling. It lowered the car by about 20 millimeters, and installed stiffer springs. Together with the fatter tires, the TechArt 997 Turbo feels all but glued to the pavement during turns. It posted 0.94g on the skidpad and squirted through the slalom at 69.0 mph.

On the open road, the TechArt 997 Turbo isn’t as civil as a stock 911 Turbo; ride quality is a bit choppy and the cabin reverberates with engine noise. That said, the car won’t beat you up, retaining its qualities as a grand tourer. A two-hour drive on the crowded freeways of Los Angeles was a breeze, and I could easily (and willingly) drive this machine cross-country.

Needless to say, the price of high performance and exclusivity doesn’t come cheap. The TechArt 997 Turbo, available in the States through CEC (Claus Ettensberger Corporation, www.cecwheels.com), is priced at $185,888. So it’s up to you to decide if it’s worth $62,988 over the 911 Turbo’s base price of $122,900. Most people would say you’d be mad, and they’d be right...but after a stint in the TechArt 997 Turbo, there’s something to be said about being rich and crazy.

 

[sakuraguy]

Ruf RGT
This $258,000 Ruf goes exactly where you tell it. Track days are recommended.

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How can you justify spending $258,000 on what appears to be a modified Porsche 911? Perhaps because while the RGT starts life as a 911 body-in-white, it’s built from that point on with mostly Ruf-built (or Ruf-specific) components, starting with its integrated rollcage.

The RGT does use the same basic engine as the 911 GT3 — Porsche’s “old-school” 3.6-liter flat-6. But different pistons and cylinders are added (increasing engine size to 3.8 liters), with modified catalytic converters, a Ruf exhaust, modified combustion chambers, a different ECU and a high-flow air filter. The result is 445 bhp and 310 lb.-ft. of torque (fed through a stronger 6-speed transmission), up from the GT3’s bhp and torque figures of 415 and 298, respectively.

The standard RGT suspension is by Bilstein, but our retro IROC-green test car had an adjustable track-oriented KW system. Brembo builds the brakes, 13.8-in. rotors with 6-piston calipers up front, 13.0s at the rear, with absolutely perfect pedal feel and seatbelt-wrenching power.

The trick body parts include a polyurethane front fascia, carbon-fiber doors, mirrors, engine cover and retro ducktail spoiler as well as the removable (and adjustable) track-day wing. Those fancy composite fender flares allow for large wheel and tire combinations, in this case Michelin Pilot Sport Cups, size 235/35ZR-19s up front, 325/30ZR-19s at the rear, riding on Ruf Superleggera wheels.

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On the brand-new 2.6-mile Eagles Canyon Raceway outside of Dallas, Texas, the RGT proved it is one of the most capable track cars on the planet. Steering is ultra-quick and precise, but without any snap oversteer, which would have been a handful in our wet/slippery conditions. And when the rear did step out on corner exits, it was easy to hold a power-on drift through the track’s multiple double-apex curves. In a sentence: The RGT goes exactly where you tell it.

As for negatives, the car’s optional short-shift kit required huge effort, making the actual throw feel slower than a standard Ruf shifter, while the optional carbon-fiber doors had excessive wind noise.

If you’re used to the huge power of turbo-charged Rufs, the RGT certainly won’t blow you away. It’s plenty quick nonetheless, while at the same time perfectly happy moseying around town at low revs. Basically what we have here is the ultimate normally aspirated 911; track days highly recommended, but definitely not required.

 

[sakuraguy]

TechArt Magnum
Amazingly quick SUV.

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The new TechArt SUV is aptly named, for it is a weapon. What was once a Porsche Cayenne Turbo has become a multi-passenger super exotic with radical looks and engine upgrades that’ll shove most sports cars to the curb. The Magnum gets the same basic engine upgrades as the 997 Turbo — including new turbochargers and exhaust system and a recalibrated ECU — only these are applied to the 2007 Cayenne’s 4.5-liter V-8. Output is now 600 bhp and 645 lb.-ft. of torque peaking at 3440 rpm. As powerful as this engine is, it’s how the Magnum looks that first grabs your attention.

The TechArt SUV sits so low to the ground that it no longer seems like an SUV, but rather a strange amalgamation of station wagon and exotic car. When taken in completely, the Magnum is as mean and funky as leather underwear, highlighted by a radical front end. Special headlight covers, side skirts and restyled bumpers complete the transformation. The aero kit costs about $5000.

From the driver’s seat, the Magnum feels like a sports car. While the SUV’s acceleration is impressive — running to 60 mph in an amazing 4.2 seconds and to the quarter-mile in 12.7 — it’s the Magnum’s high-speed stability that marvels. There’s lots of oomph down low, but when you reach speeds of more than 100 mph, the aero kit starts working, providing massive downforce both front and rear. At 150 mph, the 5245-lb. load seems to simply push oncoming air out of the way as the speedometer needle keeps climbing.

And the Magnum corners like no other SUV, thanks in part to TechArt’s suspension kit. Turn-in is crisp, and although you can feel the SUV’s heaviness through tight turns, its overall balance is surprisingly neutral.

That the Magnum is special is evident upon first glance. The price is special, too. The modifications on our test car cost $109,838. Add that to the price of a Porsche Cayenne Turbo ($93,700) and you have a grand total of $203,538. Claus Ettensberger, president of CEC, which has tuning centers in Beverly Hills, Miami and Newport Beach, says he expects to sell about 30 a year. Yes, the price of membership in the “World’s Fastest SUV” club is high, but exclusivity is ensured.

Source: Road&Track

 

[minivan]

Wow... I've always loved TechArt's work. They're 997 Turbo here is soooooo Sweeeettt!!!! It must be nice being super rich...

 

[TermiziYeoh]

TechArt 997 Turbo - Jaw-dropping