Discussion
Don't get too excited though as you'll need to be able to translate German. 
www.motorsport-xl.de/content/news/detail.asp?ID=2764
The piccies are nice though.
DAZ
www.motorsport-xl.de/content/news/detail.asp?ID=2764
The piccies are nice though.
DAZ
abstract:
* cars are going to be delivered race-ready from the customer sports-dept. in 2005
* at first exclusively to the Porsche-Michelin-Supercup
* RSR wheel trunks used front & rear as well as stepless adjustable anti roll bars
* first use of Ceramic Composite Brakes in motorsport
* manual brake force adjusting possible from driver's seat during racing, hence no ABS
* all windows made of plastic, except front screen
* doors and tail made of carbon fibre
* welded cage
* sequential 6sp. gearbox with pulling power interruption for up-shifting under load
* price €121,500 +VAT
I like the dashboard
>> Edited by Bodo on Saturday 11th September 18:19
* cars are going to be delivered race-ready from the customer sports-dept. in 2005
* at first exclusively to the Porsche-Michelin-Supercup
* RSR wheel trunks used front & rear as well as stepless adjustable anti roll bars
* first use of Ceramic Composite Brakes in motorsport
* manual brake force adjusting possible from driver's seat during racing, hence no ABS
* all windows made of plastic, except front screen
* doors and tail made of carbon fibre
* welded cage
* sequential 6sp. gearbox with pulling power interruption for up-shifting under load
* price €121,500 +VAT
I like the dashboard >> Edited by Bodo on Saturday 11th September 18:19
I'm sure that if we are nice to Ted, he pulls some bigger pictures from http://presse.porsche.de/ for us. 
Well, here goes, with a bit of help from www.dictionary.com -a bit literal in places, but you get the drift!!
Mel
Porsche Carrera Cup: New 911 GT3 Cup for the 2005 Motorsport season three months after the presentation of the new 911 Carrera (997) by Dr. Ing. F. Porsche AG, Stuttgart, now the first running version of the sports car. The 911 GT3 Cup 2005 was conceived and delivered and is used for the customer sport with similar vehicles first exclusively in the Porsche Michelin Supercup, 2005. If the predecessor model on basis of the "996"-Baureihe is considered already as a high class, selective sports car, with which the Porsche customers do not only deny the mark cups, but also win Gran Turismo championships, then the new Cup Carrera represents a further step toward to a real racing car: The GT3 Cup 2005 has a sequential transmission with traction control, with which shifting up is possible with full load. The chassis was fundamentally revised for still higher precision and far improved driving dynamics. And for the first time Porsche brings the revolutionary Porsche Ceramic Composite Brake (PCCB) into employment. The body: downforce improved, weight reduces high body downforce, low weight and an optimum cooling of the running gear was the center of attention with the modification of the classical 911 body line for use on the race track. The large, adjustable tail wing makes the GT3 Cup at first sight as a competition vehicle. It is 60 millimetres wider than the wing of the previous model and stands 35 millimetres higher. Both measures improve the aerodynamic efficiency and the downforce at the rear axle significantly. The external form of the tail cover with an air scoop corresponds to the Porsche 997 aero kit. The scoop leads the intake air via the tail cover into integrated filters directly to the butterfly valve. Also the front portion is appropriate for the running employment in the same model range. The new nose part increases the downforce in interaction with a special spoiler lip - alternatively with or without brake air duct applications - as well as two laterally, adjustable spoilers attached before the wheel housings to the front axle over up to 40 per cent increase in comparison to the predecessor. Numerous detailed solutions optimize the body with the view of motorsport. Thus withdraws the exhaust air off in the nose central radiator in front of the trunk lid upward. The wheel housing bowls in the front fenders exhibit openings with air circulations to the brake assembly. The brake cooling is continued to strengthen by air returned by the spoiler lip in the front fenders. A small body weight with a rear end, a high rigidity broader around 46 millimetres and an optimal security stand with the conception of the youngest Cup Carrera with priority in the work statement of the racing department. The welded safety cage from smooth steel tube fulfills all FIA requirements. The doors, the tail cover and the tail fairing are made of carbon fibre bonding material; the door panels, the side windows and the back window are plastic. By the development and design of all wires particularly for the 911 GT3 Cup also with the electrical connection, weight was saved. The 911 GT3 Cup for 2005 is 1150 kgs with all operating liquids and empty fuel tank on the weighbridge. The job of the driver, whom a central display informs now about all important functions and attitudes (temperatures, number of revolutions, attitude of the brake balance, map, error messages, was arranged completely new). The light and ignition switch as well as the manipulation of the data recording are accommodated on the center console, whereby the starter button was positioned naturally to the left of the steering wheel. The fuse box is likewise again plastic: instead of being in the driver floor space it is now easily attainable on the front seat passenger side in place of the glove box. For the running employment the complete removal of excess material as well as the interior eliminated up to the seat and the fire extinguisher contribute to the further reduction in weight. The chassis: Realized precision the new chassis of the 911 GT3 Cup corresponds to the series in principle with McPherson struts on the front axle and the Porsche multi-steering wheel rear axle. To clearly more precise wheel control and thus driving dynamics contribute in stronger 911 RSR rSR-racing cars improved for the first time used and now taken into the Cup Porsche over wheel hub with double wedging at the front axle. They ensure a still higher rigidity and thus better response of springs and shock absorbers. Also at the rear, axle wheel hubs are used from the 911 RSR. Additionally steplessly adjustable stabilizers at the front and rear axle are new. The 911 GT3 Cup 2005 are the first race cars, with which the Porsche ceramic group brake disk (Ceramic Composite Brake, PCCB) is used, a world-wide singular new development of Porsche. The disc is fastened with the Cup vehicle to an aluminum pot which consists of Porsche ceramics. During the production the disc is pressed first from carbon fibre strips in form and carbonised under high pressure 700 degrees. Afterwards the reaction from metallic silicon and the ceramic takes place at 1700 degrees. PCCB sets yardsticks concerning crucial criteria like the response mode, brake fade and for the weight and the life span. In the newest Cup Carrera 380 millimetres large brake disks with six-piston aluminum fixed callipers are used. The rear axle wheels are retarded with 350 millimetres large disks and four-piston aluminum fixed callipers. The most obvious advantage of PCCB for the round distance enterprise is in the reduction of the unsprung rotating masses. With the brake assembly 911 GT3 of the Cup this advantage amounts to, compared to steel brake disks approximately 20 kilograms and continues to improve acceleration, and the agility as well as the traction. For the running employment with numerous, briefly following each other stops from high speed it is special from great importance that the friction value of PCCB does not decrease also with hot brake. A new fact in the mark motorsport the driver can in the 911 GT3 Cup 2005 alter the braking force distribution during running by scale beam balance regulation change. Thus the renouncement of an anti-skid system (ABS) goes. With this step Porsche draws the conclusion from the fact that numerous 911 GT3 Cup are used not only in the mark cups, but world-wide also in Gran Turismo turismo-Championships, in which the ABS is forbidden. The engine: Turning joy purely for run-moderate thrust ensures the further developed six cylinder double-piston engine with 3,6 litres capacity, which forms the successful basis for the similar motorsport for six years with Porsche and by uncommon turning joy as well as a spontaneous force development impresses. The achievement of the engine amounts to now 294 KW (400 HP) with 7300rpm. The maximum torque of 400 Newtonmetres lies close to with 6500rpm. The maximum number of revolutions is reached at 8200rpm. The forged pistons, the titanium piston rods and the valves are consistently trimmed on lightweight construction under employment of high-strength materials and complex procedures. The renouncement of a Schwingungstilger(?) at the crankshaft makes the saving of two kilograms for rotating mass possible, which likewise contributes to the turning joy of the whole. The short block assembly is laid out in sandwich structure: for three the cylinder units each on the right of and left are combined cylinder housings, cylinder head and cam shaft housings in the sense of increased torsional rigidity into one unit each. Into the light alloy cylinder housings manufactured cylinder liners coated with Nikasil are assigned from aluminum. The cylinder heads consist of an extremely temperature-steady light metal lay up. A dry sump lubrication with separate oil tank guarantees the optimal oiling system of the engine under extreme acceleration. The power transmission: Switch under full load after Porsche into international Gran Turismo championships with the employment from sequential transmissions experience collected, this technology is used for the first time in the new 911 GT3 Cup in a Porsche mark-cup. The sequential six-speed transmission of the new Cup Carrera has a switching force sensor for traction control. This solution has made possible fast course changes under full load when shifting up and offers a reliable protection of the transmission from operating errors, apart from minimum changing times. From the close ratios the maximum capacity range of the engine is constantly available. Owing to the optimal adjustment of the wheel sets to engine performance as well as the use of a 5,5-Zoll-three type sintered metal coupling with small mass the power transmission weight could be reduced also within the range. As is the case for the predecessor an oil water heat exchanger ensures the cooling of the transmission. Technical data body - 997-Basis - self-supporting body from hot-dip galvanized steel sheet - tail covers, lining and doors from CFK - rear and rear window from plastic - front lining with spoiler, adjustable tail wing from CFK - welded steel safety cage - racing seat, 6-point harness suitable for HANS, - fire-extinguishing system - 64-Litre fuel tank - air jacks - six cylinder boxer engine - 3598 cc, stroke 76.4, bore 100 mm - four-valve technology - 400 HP (294 KW) with 7.300 U/min - max. torque 400 Nm with 6.500 U/min - max. number of revolutions 8,200 U/min - dry sump lubrication - two-stage resonance sucking in distributors - sequential multi-POINT injection - electronic engine management ms 3,1 - two cat, final mufflers with double final pipe in central arrangement - 98 RON super plus lead free - six-speed transmission with sequential claw circuit - internal pressure lubrication - transmission cooling with oil water heat exchanger - single mass flywheel - hydraulic Zentralausruecker (?)- 5,5-Zoll-three part sintered metal coupling (syncromesh rings?) differential 40/60 % - rear-wheel drive chassis - FRONT: McPherson, steplessly adjustable stabilizer, shock strut binding at wheel carriers with double wedging - REAR: Multi-steering wheel, rigidly hung up on carrier, steplessly adjustable stabilizer - fRONT AND REAR: doubled coil springs, height, fall, trace steplessly adjustably - power steering with electrohydraulical pressure supply - three-part light alloy wheels with central catch - VA 9J x 18, ET 43 - hectar 11J x 18, ET 30 - tyre: Michelin - front: 24/64 18 (Slicks, alternatively WETS) - REAR: 24/64 18 (Slicks, alternatively WETS) - brakes - brake assembly with balance adjustment - drilled, ventilated PCCB brake disks - Front 380 mm, six-piston aluminum fixed callipers one-piece - Rear of 350 mm, four-piston aluminum fixed callipers one-piece weight - approx.. 1,150 kilograms (with oil, cooling agent) price - 121,500, - euro ex factory, without value added tax
>> Edited by Melv on Saturday 11th September 19:10
Mel
Porsche Carrera Cup: New 911 GT3 Cup for the 2005 Motorsport season three months after the presentation of the new 911 Carrera (997) by Dr. Ing. F. Porsche AG, Stuttgart, now the first running version of the sports car. The 911 GT3 Cup 2005 was conceived and delivered and is used for the customer sport with similar vehicles first exclusively in the Porsche Michelin Supercup, 2005. If the predecessor model on basis of the "996"-Baureihe is considered already as a high class, selective sports car, with which the Porsche customers do not only deny the mark cups, but also win Gran Turismo championships, then the new Cup Carrera represents a further step toward to a real racing car: The GT3 Cup 2005 has a sequential transmission with traction control, with which shifting up is possible with full load. The chassis was fundamentally revised for still higher precision and far improved driving dynamics. And for the first time Porsche brings the revolutionary Porsche Ceramic Composite Brake (PCCB) into employment. The body: downforce improved, weight reduces high body downforce, low weight and an optimum cooling of the running gear was the center of attention with the modification of the classical 911 body line for use on the race track. The large, adjustable tail wing makes the GT3 Cup at first sight as a competition vehicle. It is 60 millimetres wider than the wing of the previous model and stands 35 millimetres higher. Both measures improve the aerodynamic efficiency and the downforce at the rear axle significantly. The external form of the tail cover with an air scoop corresponds to the Porsche 997 aero kit. The scoop leads the intake air via the tail cover into integrated filters directly to the butterfly valve. Also the front portion is appropriate for the running employment in the same model range. The new nose part increases the downforce in interaction with a special spoiler lip - alternatively with or without brake air duct applications - as well as two laterally, adjustable spoilers attached before the wheel housings to the front axle over up to 40 per cent increase in comparison to the predecessor. Numerous detailed solutions optimize the body with the view of motorsport. Thus withdraws the exhaust air off in the nose central radiator in front of the trunk lid upward. The wheel housing bowls in the front fenders exhibit openings with air circulations to the brake assembly. The brake cooling is continued to strengthen by air returned by the spoiler lip in the front fenders. A small body weight with a rear end, a high rigidity broader around 46 millimetres and an optimal security stand with the conception of the youngest Cup Carrera with priority in the work statement of the racing department. The welded safety cage from smooth steel tube fulfills all FIA requirements. The doors, the tail cover and the tail fairing are made of carbon fibre bonding material; the door panels, the side windows and the back window are plastic. By the development and design of all wires particularly for the 911 GT3 Cup also with the electrical connection, weight was saved. The 911 GT3 Cup for 2005 is 1150 kgs with all operating liquids and empty fuel tank on the weighbridge. The job of the driver, whom a central display informs now about all important functions and attitudes (temperatures, number of revolutions, attitude of the brake balance, map, error messages, was arranged completely new). The light and ignition switch as well as the manipulation of the data recording are accommodated on the center console, whereby the starter button was positioned naturally to the left of the steering wheel. The fuse box is likewise again plastic: instead of being in the driver floor space it is now easily attainable on the front seat passenger side in place of the glove box. For the running employment the complete removal of excess material as well as the interior eliminated up to the seat and the fire extinguisher contribute to the further reduction in weight. The chassis: Realized precision the new chassis of the 911 GT3 Cup corresponds to the series in principle with McPherson struts on the front axle and the Porsche multi-steering wheel rear axle. To clearly more precise wheel control and thus driving dynamics contribute in stronger 911 RSR rSR-racing cars improved for the first time used and now taken into the Cup Porsche over wheel hub with double wedging at the front axle. They ensure a still higher rigidity and thus better response of springs and shock absorbers. Also at the rear, axle wheel hubs are used from the 911 RSR. Additionally steplessly adjustable stabilizers at the front and rear axle are new. The 911 GT3 Cup 2005 are the first race cars, with which the Porsche ceramic group brake disk (Ceramic Composite Brake, PCCB) is used, a world-wide singular new development of Porsche. The disc is fastened with the Cup vehicle to an aluminum pot which consists of Porsche ceramics. During the production the disc is pressed first from carbon fibre strips in form and carbonised under high pressure 700 degrees. Afterwards the reaction from metallic silicon and the ceramic takes place at 1700 degrees. PCCB sets yardsticks concerning crucial criteria like the response mode, brake fade and for the weight and the life span. In the newest Cup Carrera 380 millimetres large brake disks with six-piston aluminum fixed callipers are used. The rear axle wheels are retarded with 350 millimetres large disks and four-piston aluminum fixed callipers. The most obvious advantage of PCCB for the round distance enterprise is in the reduction of the unsprung rotating masses. With the brake assembly 911 GT3 of the Cup this advantage amounts to, compared to steel brake disks approximately 20 kilograms and continues to improve acceleration, and the agility as well as the traction. For the running employment with numerous, briefly following each other stops from high speed it is special from great importance that the friction value of PCCB does not decrease also with hot brake. A new fact in the mark motorsport the driver can in the 911 GT3 Cup 2005 alter the braking force distribution during running by scale beam balance regulation change. Thus the renouncement of an anti-skid system (ABS) goes. With this step Porsche draws the conclusion from the fact that numerous 911 GT3 Cup are used not only in the mark cups, but world-wide also in Gran Turismo turismo-Championships, in which the ABS is forbidden. The engine: Turning joy purely for run-moderate thrust ensures the further developed six cylinder double-piston engine with 3,6 litres capacity, which forms the successful basis for the similar motorsport for six years with Porsche and by uncommon turning joy as well as a spontaneous force development impresses. The achievement of the engine amounts to now 294 KW (400 HP) with 7300rpm. The maximum torque of 400 Newtonmetres lies close to with 6500rpm. The maximum number of revolutions is reached at 8200rpm. The forged pistons, the titanium piston rods and the valves are consistently trimmed on lightweight construction under employment of high-strength materials and complex procedures. The renouncement of a Schwingungstilger(?) at the crankshaft makes the saving of two kilograms for rotating mass possible, which likewise contributes to the turning joy of the whole. The short block assembly is laid out in sandwich structure: for three the cylinder units each on the right of and left are combined cylinder housings, cylinder head and cam shaft housings in the sense of increased torsional rigidity into one unit each. Into the light alloy cylinder housings manufactured cylinder liners coated with Nikasil are assigned from aluminum. The cylinder heads consist of an extremely temperature-steady light metal lay up. A dry sump lubrication with separate oil tank guarantees the optimal oiling system of the engine under extreme acceleration. The power transmission: Switch under full load after Porsche into international Gran Turismo championships with the employment from sequential transmissions experience collected, this technology is used for the first time in the new 911 GT3 Cup in a Porsche mark-cup. The sequential six-speed transmission of the new Cup Carrera has a switching force sensor for traction control. This solution has made possible fast course changes under full load when shifting up and offers a reliable protection of the transmission from operating errors, apart from minimum changing times. From the close ratios the maximum capacity range of the engine is constantly available. Owing to the optimal adjustment of the wheel sets to engine performance as well as the use of a 5,5-Zoll-three type sintered metal coupling with small mass the power transmission weight could be reduced also within the range. As is the case for the predecessor an oil water heat exchanger ensures the cooling of the transmission. Technical data body - 997-Basis - self-supporting body from hot-dip galvanized steel sheet - tail covers, lining and doors from CFK - rear and rear window from plastic - front lining with spoiler, adjustable tail wing from CFK - welded steel safety cage - racing seat, 6-point harness suitable for HANS, - fire-extinguishing system - 64-Litre fuel tank - air jacks - six cylinder boxer engine - 3598 cc, stroke 76.4, bore 100 mm - four-valve technology - 400 HP (294 KW) with 7.300 U/min - max. torque 400 Nm with 6.500 U/min - max. number of revolutions 8,200 U/min - dry sump lubrication - two-stage resonance sucking in distributors - sequential multi-POINT injection - electronic engine management ms 3,1 - two cat, final mufflers with double final pipe in central arrangement - 98 RON super plus lead free - six-speed transmission with sequential claw circuit - internal pressure lubrication - transmission cooling with oil water heat exchanger - single mass flywheel - hydraulic Zentralausruecker (?)- 5,5-Zoll-three part sintered metal coupling (syncromesh rings?) differential 40/60 % - rear-wheel drive chassis - FRONT: McPherson, steplessly adjustable stabilizer, shock strut binding at wheel carriers with double wedging - REAR: Multi-steering wheel, rigidly hung up on carrier, steplessly adjustable stabilizer - fRONT AND REAR: doubled coil springs, height, fall, trace steplessly adjustably - power steering with electrohydraulical pressure supply - three-part light alloy wheels with central catch - VA 9J x 18, ET 43 - hectar 11J x 18, ET 30 - tyre: Michelin - front: 24/64 18 (Slicks, alternatively WETS) - REAR: 24/64 18 (Slicks, alternatively WETS) - brakes - brake assembly with balance adjustment - drilled, ventilated PCCB brake disks - Front 380 mm, six-piston aluminum fixed callipers one-piece - Rear of 350 mm, four-piston aluminum fixed callipers one-piece weight - approx.. 1,150 kilograms (with oil, cooling agent) price - 121,500, - euro ex factory, without value added tax
>> Edited by Melv on Saturday 11th September 19:10
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