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mazza911s (mazza911s)
Utente esperto
Username: mazza911s
Messaggio numero: 758
Registrato: 04-2012
| | Inviato il lunedì 29 febbraio 2016 - 21:25: | 
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Questo lo slogan della pubblicitá della 911S presentata nel 1967 e il titolo dell'articolo apparso nel 1967 su road&track!
Ho anche l'originale scansionato per chi lo vuole ma così potete fare copia incolla su google translate.
Buona lettura!
1967 Porsche 911 S
"This is no car for a novice," warns a Porsche
brochure. All told, the admonition is a bit
gratuitous.
Oversteer is back—and Porsche's got it! Early Porsches had it too, and now it has come full circle. Barely three years ago, Porsche
employed a device called a "camber compensator" to curb the oversteering tendencies of the 356 series. Then the completely
redesigned suspension of the 911 and 912 models made Porsches behave like normal, front-engined cars, and the purists started
to carp. Porsche had even hidden an iron weight behind the 912's front bumper to keep the back end from coming around. Sure,
understeer is safe—great for the masses—but oversteer makes driving fun . . . if you're expert enough to handle it. Fanciers of the
marque yearned for the good old days when they used to wischen their Speedsters through turns, tails all hung out, arms sawing
away like mad on the steering wheel.
Porsche is making a car for these drivers again, offering a sportier version of the 6-cylinder 911 dubbed the 911S. S for Super.
Super because horsepower is up 20%, from 148 to 180. Super because the brake discs are vented. And Super because the
suspension has been modified with strengthened struts, Koni adjustable shocks, a stiffer front anti-sway bar, and an anti-sway
bar added at the rear.
The rear anti-sway bar, in addition to reducing body lean, has an effect diametrically opposed to that of the old "camber
compensator." Gott im Himmel! Ubersteuer! We'll hang out our tails on the Siegfried Line. "This is no car for a novice," warns a
Porsche brochure.
The 911S's introduction has occasioned a shuffle in Porsche's marketing structure so that it now approximates the former
ascending scale of Normal, Super and Carrera engines in the same body. The prices have been rearranged too. On the bottom
rung is the 102-hp, 4-cylinder 912, with a base price of $4790, up $100 from last year, but two instrument panel gauges have
been added. The 148-hp, 6-cylinder 911 is now $5990, down $500 from last year. However, many items that were standard on
the 911 in '66 are optional in '67. In effect, it becomes simply a higher-powered version of the 912. The flagship of the fleet, the
$6990, 180-hp, 6-cylinder 911S, is loaded with performance, luxury, and distinctive features like racy-looking forged
magnesium-alloy wheels, a leather-covered steering wheel rim, extra instrumentation, an auxiliary gasoline heater, fog lights,
pile carpets, and waffled padding on the dash. Most of these unique options are available—for a price—on the 911 and 912 (the
mag wheels for $175), along with the old standbys like chromed steel road wheels.
In our zeal to obtain a 911S for a road test, we had to settle for one right off the boat. The car hadn't been dealer-prepared, much
less fine-tuned, and it wasn't exactly in full song. Acceleration times were little better than those of a Weber-carbureted 911 5-
speed we drove recently, which clocked 0-60 mph in 6.9 seconds and the standing quarter-mile in 15.6 seconds at 90 mph.
Actually, our times were nearly identical to those claimed for the 911S by Porsche. The German government requires car
manufacturers to certify performance which can be duplicated by any production model straight off the showroom floor. The
factory figures are therefore ultraconservative and represent the slowest car within assembly-line tolerances. Careful tuning of a
911S with some mileage on it should hack close to a second off our 0-60 mph time of 6.5 seconds. Still, neither that, nor a
quarter-mile in 15.2 seconds at 92 mph (with three gears yet to go) is bad for any high-performance car. For a little 2-liter sports
car, it ranks with Robert Moses building a replica of the Great Pyramid of Cheops overnight.
The brakes on our test car left something to be desired, although—again—were enormously above average. The 911 and 912 have
Ate-Dunlop solid discs on all four wheels; the 911S's discs have internal radial venting. Vented discs are new to Porsche; so new,
in fact, that Porsche has mistakenly laid claim to building the first sports car thus equipped. The Corvette Sting Ray has had
vented discs since 1965, at which time Chevrolet claimed to be first with drums inside the rear discs for the parking/emergency
brake. Porsche had had that feature since 1964, so perhaps the current German boast is just Porsche's way of getting back at
Chevy.
At any rate, the bugs aren't yet out of Porsche's vented discs. True, they run cooler, making them less prone to fade, and
lengthening pad life, but they are more difficult to modulate. If Ford's experience with vented discs on their Le Mans-winning
Mk. II is any indication, the problem may be that the discs aren't dimensionally and/or geometrically stable. In our 80-0 mph
braking test, the left rear wheel would invariably lock up, and the shortest stopping distance we could record was 271 ft. (.71G).
Not half bad, but we knew the car could do better. Later, we sampled another 911S, and, after heating up the rather hard pads, it
stopped from 80 mph in 242 ft. (.88G), but we have stopped a solid-disc 911 in 218 ft. (.98G), which is more like what the true
potential is.
Normally, we measure a car's cornering power by clocking lap times on a skid pad of a known radius. We don't use an
accelerometer, or Tapley meter, because it adds the vehicle's roll angle to the absolute lateral acceleration, and there is no
accurate way to distinguish between the two. (Similarly, on braking and acceleration, the vehicle's pitch angle is automatically
included in the reading.) However, during one phase of this test, we had the opportunity to ride shotgun with expert Porsche
pilot Lake Underwood as he booted the 911S around a road circuit. Out of curiosity, we installed a lateral accelerometer to
measure the 911S's cornering power. On level, unbanked turns, the instrument showed a maximum reading of .93G on right-
hand corners, and .89G on left-hand bends. Subtracting a generous 9° (.10G) for roll angle, the 911S's limit of controllability is
well over .
The 911S's oversteer characteristic appears early in the car's cornering range. At low lateral accelerations, it understeers mildly.
From .40G on up, less and less steering lock is needed to keep this car on a given course. By .70G, it's in a full-blooded four-
wheel drift, and the steering behavior is back-tracking toward neutral-steer. Beyond the limit of the tires' rolling adhesion, the
911S reacts like any car with a rearward weight bias, and spins, or, if you're quick enough to catch it, power-slides like an old
dirt-track roadster. All told, Porsche's admonition, "not for the novice" is a bit gratuitous. Within normal driving limits and with
reasonable caution, the 911S handles predictably, controllably, and head and shoulders above practically anything else on the
road.
There's always room for improvement, however, and the present limitations on the 911S's absolute cornering power are imposed
by its wheels and tires. We were stunned to learn that the rim width of those flashy new wheels is still only 4-1/2 inches, a mere
half-inch wider than a Volkswagen's, and unchanged since Porsche went from 16-in. to 15-in. wheels in the dim dawn of time.
Four-and-a-half inches was unfashionably skinny even then, and is almost inconceivable today. Porsche ballyhoos the notion
that their racing program improves the breed of their production cars, but the competition-bred lesson of the benefits of wide-
rim wheels has apparently gone unheeded. One-inch wider rims alone would have wrought as much improvement in the car's
handling ability as all their tricks with rear anti-sway bars, stiffer shocks and spring rates, and radial-ply tires. Wide-rim racing
wheels are available from Porsche for competition drivers, and American Racing Equipment in San Francisco is doing a land-
office business in 5- and 6-in. mag wheels for disc-braked Porsches. The introduction of Porsche's own mag wheel would have
been an ideal opportunity to cash in on the trend, but Stuttgart fumbled the ball. We can only surmise that steps will soon be
taken to correct this state of affairs. In the meantime, it is of some consolation that the new wheels aid brake heat dissipation
and reduce unsprung weight.
The 911S's radial-ply tires, German Dunlop SPs, are the other limiting factor. Radial-ply tires are generally advantageous,
developing a higher cornering force at a lower slip angle than conventional tires. They do this by keeping more rubber on the
road through a softer lateral compliance—the tread stays flat on the ground while the sidewall rolls. This gives radials an odd
feel; they mush sideways until the slack is taken up, then they grip. The SPs, in particular, have an odd tread pattern, like a
knobby snow tire, with S-shaped cleats and a deep (1/4-inch) tread depth. The cleats are so tall that they bend like willows under
side loads. Coupled with the normal mushiness of radials, the SPs give a sensation somewhat akin to riding on bristles. It would
be interesting to try a 911S with a shallow-tread radial-ply tire, like the Michelin X, or an American high-performance tire, like
the Firestone Wide Oval.
The only real handling fault of the 911S is a corkscrewing motion of the front end when cornering on an undulating surface. This
appears to be a by-product of the Porsche's unconventional MacPherson strut front suspension. There is no loss of adhesion or
directional stability, but with a lack of other vices it stood out disconcertingly.
If we've dwelled on the 911S's handling traits, it's because they are the most obvious departure from the standard 911, impressing
us far more than the 32 extra horsepower. The 180-hp engine is notable mainly for its lack of temperament. Its idle is slightly
more uneven, it accelerates with a more vigorous growl, prefers super-premium fuel, and consumes it a shade more prodigally
than the 911. The power and torque curves aren't "peaky," and, except for an ill-advised change in gearing, it pulls as well from
low revs. Revving it beyond its 7200 rpm redline would be all too easy were it not for a centrifugal ignition governor concealed in
the distributor arm.
With racing versions of Porsche's flat-six pulling close to 235 horsepower, raising the output of the street engine to 180
horsepower was easy—a matter of subtle changes in the cam timing and carburetor jetting (Webers are used on all 6-cylinder
Porsches now), plus an increase in compression ratio from 9.0- to 9.8-to-one. Initial reports indicate that there is less carbon
build-up with the higher compression ratio. Oil control appears to be difficult even on the 148-hp engine, however, with most
owners reporting 400–500 miles per quart. The dry sump holds nearly two gallons, so topping up could be a matter of every
other gas stop.
The original 911 had a long, 2.83 first gear, which made the car hard to start from rest. To ease the load on the clutch, first gear
on all Porsches has been shortened to 3.09, with the other gears closed up in suit. The 911 and 912 have .86 high gears while the
911S has a .79 high gear, enabling its engine to wind the car out to its full top-speed potential of 140 mph. Unfortunately, this has
resulted in a wider gap between fourth and fifth gears, and a 20%, loss of pulling power in high. A gearchange is necessary for
surprisingly mild hills. Since nobody in his right mind should think the unthinkable—140 mph on our public highways-a shorter
fifth gear would mean less rowing back-and-forth on the gearshift lever. We really didn't mind more frequent use of the
transmission, though; slicing through the Porsche's gears remains one of the great delights of the Western Hemisphere.
Little else is changed from the 911 of our April, 1965 Road Research Report. The styling still looks good to us, and, like any
Porsche, it has personality in its design, workmanship, and its seat-of-the-pants telegraphy about what it's doing. The firmer ride
heightens this sensation, although thankfully, the increase in stiffness has not been accompanied by a similar increase in
harshness. Sidewind sensitivity, already a tender subject with 911 owners, is, if anything, slightly worse in the 911S, although
hardly noticeable below a thoroughly illegal 120 mph.
Maybe it's just us, but, in retrospect, the steering wheel seems oversized, giving more leverage than needed on one of the easiest-
steering cars built today. Also, we note that an optional spacer can bring the wheel 1-1/2 inches closer to the driver, which we
think we'd prefer. Otherwise, the interior is a model for the way all cars should be built-sports cars or utility sedans, front-
engined or rear, Detroit or Kharkov. The seats, upholstered in a new air-flow weaving, stay cooler, and, as always, are almost
infinitely adjustable to a variety of comfortable positions. There's plenty of room (except, perhaps, elbow room), and all the
controls are located where you can get at them easily and operate them efficiently.
Just cruising around town or belting along back roads like a would-be racer, the 911S is a great way for getting from Point A to
Point B, even when Point B represented only an excuse to drive somewhere.
Each successive Porsche has been the ultimate Porsche, which is akin to its being the ultimate luxury GT car. The 911S surely
must be the all-time high. Where can Porsche go from here? Build a car with disappearing headlights? |
andrea70 (andrea70)
PorscheManiaco vero !!
Username: andrea70
Messaggio numero: 5758
Registrato: 11-2005
| | Inviato il lunedì 29 febbraio 2016 - 23:12: |
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"raising the output of the street engine to 180
horsepower was easy—a matter of subtle changes in the cam timing and carburetor jetting (Webers are used on all 6-cylinder Porsches now), plus an increase in compression ratio from 9.0- to 9.8-to-one"..
.. Come ho Sempre sostenuto allora pompare i motori era norma ... Altro che stock... ;)
"WE FEW, WE HAPPY FEW, WE BAND OF BROTHERS"
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fabrizio p. (fab45)
Utente esperto
Username: fab45
Messaggio numero: 987
Registrato: 09-2013
| | Inviato il martedì 01 marzo 2016 - 07:50: |
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QUESTA NON E' UN'AUTO PER PRINCIPIANTI.....
questa ERA la filosofia Porsche : un'auto per appassionati, sportivi, benestanti e un po' snob... |
fabrizio p. (fab45)
Utente esperto
Username: fab45
Messaggio numero: 988
Registrato: 09-2013
| | Inviato il martedì 01 marzo 2016 - 07:56: |
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Ora invece con i camioncini che produce.......e' divenuta un'auto immatricolabile come AUTOCARRO... |
Francesco (vecchiascocca)
Porschista attivo
Username: vecchiascocca
Messaggio numero: 1406
Registrato: 08-2005
| | Inviato il martedì 01 marzo 2016 - 09:03: |
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Il mondo di 50 anni fa era totalmente diverso da quello attuale: se eri una schiappa, se eri "diverso", se avevi un difetto qualsiasi, il sentirtelo dire in faccia era considerato normale, anzi se te la prendevi eri considerato un deboluccio: ora il mondo si è ribaltato a 360 gradi, va di moda il politically correct, se cucini un piccione gli animalisti si sentono in diritto di spararti, se vuoi un figlio ma ti è impossibile perché nessuno dei due è munito di utero, te lo puoi comprare o affittare ed è tutto normale.
Era meglio prima o è meglio adesso? Ognuno si dia la propria risposta.
Personalmente ammiro ed invidio gli inglesi che continuano a costruire la Morgan secondo principi incrollabili.........
Ne ho provate di diverse, ma come la 911........
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Cristiano (24ct)
Utente registrato
Username: 24ct
Messaggio numero: 453
Registrato: 04-2014
| | Inviato il martedì 01 marzo 2016 - 09:48: |
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E' meglio adesso a patto di poter sparare agli animalisti hahahahahaha 
Grande articolo, grazie mazza!!
"Quando un italiano vede passare un'auto di lusso, il suo primo desiderio non è di averne una anche lui, ma di tagliarle le gomme" - Indro Montanelli (1909-2001)
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mazza911s (mazza911s)
Utente esperto
Username: mazza911s
Messaggio numero: 759
Registrato: 04-2012
| | Inviato il martedì 01 marzo 2016 - 13:22: |
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citazione da altro messaggio:raising the output of the street engine to 180 horsepower was easy—a matter of subtle changes in the cam timing and carburetor jetting (Webers are used on all 6-cylinder Porsches now), plus an increase in compression ratio from 9.0- to 9.8-to-one"..
Ehmmm...
Per onore di cronaca l'aumento di potenza di cui si parla è quello del motore S rispetto al motore standard da 130 cavalli.
Il giornalista parla di 180 cv e non 160 perchè negli usa, in accordo con la normativa SAE, si considerava la potenza all'albero al lordo degli ausiliari (pompa e alternatore).
Non si parla di nessuna elaborazione di motori stradali, a meno che non si consideri tale quella fatta della casa nella messa a punto del motore con specifiche S.
(Messaggio modificato da mazza911s il 01 marzo 2016) |
mazza911s (mazza911s)
Utente esperto
Username: mazza911s
Messaggio numero: 760
Registrato: 04-2012
| | Inviato il martedì 01 marzo 2016 - 14:17: |
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Fabrizio P. e Francesco
++++1
Si stava meglio quando si stava peggio!
Cristiano...
Ormai sono anni che non vado più a caccia di anatre, mi hanno stufato tutti i problemi che c'erano...ma vorrei tanto provarla la caccia all'animalista!
Ahahahah |
Paolo (ennio_paolo)
Moderatore
Username: ennio_paolo
Messaggio numero: 14521
Registrato: 10-2007
| | Inviato il mercoledì 02 marzo 2016 - 04:46: |
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A proposito di anatra, con questi volatili mi sono riappacificato proprio ieri l'altro, dopo un'orrida zuppa mangiata ad Hong Kong, per merito di un fenomenale magret de canard mangiato da Baribal - una vera istituzione di quartiere a Parigi - in rue de Vaugirard.
Chiuso OT!
"Una 911 di 1000 kg x 130 cv ti regala sensazioni che in una 911 di 1600 kg x 500 cv sono ormai perse nella notte dei tempi" (Alois Ruf) - "Porsche 911: la forma E' contenuto" (Anonimo "Magna" Greco Napoletano del XXI sec.).
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Forum delle 911 raffreddate ad aria fino al 1998 