#ptv layout

[i6chae]

♩ ⁺ ┄ (☆﹏☆) 𓏸𓈒

[souredvalentine]

ABOUT ME

☆ KYNE !! -- he / vamp -- 6teen -- white eng -- audhd + bpd

☆ i mostly post sally face, cookie run, and bands i like (ptv, mcr, bmth)

☆ my pawsome rentry and twitter -- check them out !!

☆ i reblog all my art @walktallii + follow my bff @mdpaws >_<

☆ don't repost my art, and credit if you use it in your layout :3 i'd prefer if you didn't roleplay with it / in the tags or rbs, but this is tumblr what can i do

IMPORTANT

list of fundraisers for families in palestine

more fundraisers for families in gaza

places to donate for the crisis in congo

fundraiser to for eman from gaza

fundraiser for mary ann from gaza

fundraiser for tamer from gaza

DNI IF

proshipper / comshipper

nsfw account

terf / radfem / radinclus / endogen or support

you ship salarry or travis / todd / neil with women

MY TAGS

#kynedraws -- my art

#kynetalks -- thoughts, headcanons etc

#kyneanswers -- asks

[erveinangel]

i want to retheme PTV ... maybe I'll use the same art but make it a bit different idk. i don't feel good with the layout now

[godza]

techincally tagged by nico saeu. tagging nini cecil wei and whoever else wants to!

nicknames: lisey, lise, my actual name, tpickle, etc

sign: cancer <3

height: 5'4"ish. dont worry about it

last thing googled: webtoon, i then got the app

song stuck in my head: miniskirt by aoa. my brains in a vice grip

followers: 119 i think. too many

amount of sleep: depends. got like ten last night.

lucky number: 27 my beloved

dream job: social worker, though im not sure where and what i wabt to do. i just know i want to help people ^_^

wearing: loona concert t shirt and transgender boxers. the cute onesfrom tomboyx

movie/books that summarize me: i dont know! i dont usually see myself in fiction

fave song: i think its still yeah boy and doll face by ptv as its been for 5+ years

fave instrument: pianos are sexy and so are electric guitars

aesthetic: hm. fairy kei i think. ideally princesscore but thats saur expensive

fave author: mm tough bc i dont tend to stick to authors. carl hiaasen did some good stuff? emily?bronte slaps sometimes? is that even her name.

fave animal noise: wheeks are so silly especially inquisitive ones not rlly the ones where theyre yelling at you but purring is my ultimate favorite. or cats snoring. any happy sound from a cat and ill cry.

random: so glad i have aday off today bc school is evil. it snowed today but not enough, you can still see the tips of the grass.ugly. im rlly glad i went to the movies yesterday i enjoyed catmovie. the two most common dreams i have are new beach house layout and new school layout.

me courtesy of hajime.

[primetaylor77]

Porsche: A Legacy of Performance, Innovation, and Luxury

Since its inception, Porsche has been synonymous with automotive excellence, pushing the boundaries of performance, innovation, and luxury. With a rich history spanning over seven decades, Porsche has established itself as a true icon in the automotive world. In this article, we delve into the legacy of Porsche, exploring its iconic models, technological innovations, and the driving experience that sets it apart from the rest.

The Porsche Legacy

Throughout its evolution, the Porsche 911 has not only retained its iconic status but has also continually raised the bar for sports car design and performance. The classic air-cooled models of the 911, with their distinctive rear-engine layout and sleek silhouette, became instant classics and laid the foundation for Porsche's reputation as a manufacturer of high-performance vehicles.

As automotive technology advanced, Porsche embraced innovations while maintaining the essence of the 911's design. The transition to water-cooled engines in the late 1990s represented a significant milestone in the 911's evolution, allowing for improved performance and efficiency without compromising its legendary driving dynamics.

Porsche's commitment to aerodynamics and performance is evident in every aspect of the 911's design. From its sculpted bodywork to its precision-engineered chassis, every detail is optimized to enhance aerodynamic efficiency and stability at high speeds. The result is a car that not only looks stunning but also delivers an exhilarating driving experience on both the road and the track.

In addition to its timeless design, the Porsche 911 has also been at the forefront of technological innovation. From advanced suspension systems to cutting-edge infotainment features, each generation of the 911 has introduced new technologies that push the boundaries of what's possible in a sports car.

But perhaps the most remarkable aspect of the Porsche 911 is its ability to evolve while staying true to its roots. Despite over five decades of production, the 911 has retained its unmistakable silhouette and rear-engine layout, maintaining a connection to its heritage while embracing the latest advancements in automotive technology.

Expansion and Diversification

In addition to the 911, Porsche has expanded its lineup to include a range of models catering to different segments and driving preferences. From the mid-engine Boxster and Cayman to the luxurious Panamera sedan and versatile Macan and Cayenne SUVs, Porsche offers something for every driver. Each model embodies Porsche's commitment to performance, innovation, and driving pleasure.

Technological Innovations

Porsche Hybrid Technology

Porsche has been at the forefront of hybrid technology, with the introduction of groundbreaking models like the Porsche 918 Spyder. This hybrid hypercar combines a high-revving V8 engine with electric motors to deliver blistering performance and impressive fuel efficiency. Porsche's hybrid technology has since been incorporated into other models, such as the Panamera and Cayenne, further enhancing their performance and efficiency.

Performance Enhancements

Porsche continuously innovates to enhance the performance of its vehicles, leveraging technologies such as Porsche Active Suspension Management (PASM), Porsche Torque Vectoring Plus (PTV+), and Porsche Dynamic Chassis Control (PDCC). These systems optimize handling, stability, and agility, allowing drivers to extract maximum performance from their Porsche vehicles.

Digital Innovation

Porsche is also embracing digital innovation to enhance the driving experience, with features such as Porsche Communication Management (PCM) and Porsche Connect. These systems provide seamless connectivity, navigation, and entertainment options, ensuring that drivers stay connected and informed on the road.

The Porsche Driving Experience

Precision Engineering

At the heart of every Porsche is a commitment to precision engineering and craftsmanship. From the engine to the chassis, every component is meticulously designed and engineered to deliver exceptional performance and driving dynamics. Whether on the track or the open road, Porsche vehicles offer a driving experience like no other.

Iconic Soundtrack

The distinctive sound of a Porsche engine is music to the ears of enthusiasts around the world. Whether it's the throaty roar of a flat-six or the high-pitched scream of a turbocharged engine, the sound of a Porsche is unmistakable and evocative of the brand's racing heritage.

Driving Dynamics

Porsche vehicles are renowned for their exceptional driving dynamics, with precise steering, responsive handling, and a balanced chassis. Whether carving through corners or cruising on the highway, Porsche cars offer a level of agility and performance that sets them apart from the competition.

The Future of Porsche

As Porsche looks to the future, it remains committed to its core values of performance, innovation, and luxury. With the introduction of electric and hybrid models like the Porsche Taycan, Porsche is embracing new technologies while staying true to its heritage. As the automotive landscape evolves, Porsche continues to lead the way, setting new standards for performance, innovation, and luxury.

Conclusion

In conclusion, Porsche's legacy of performance, innovation, and luxury is unparalleled in the automotive world. From the iconic Porsche 911 to the groundbreaking hybrid technology of the Porsche 918 Spyder, Porsche continues to push the boundaries of what's possible. With a commitment to precision engineering, driving dynamics, and digital innovation, Porsche offers a driving experience like no other. As Porsche looks to the future, drivers can expect even more exciting innovations and advancements, ensuring that the Porsche legacy continues to thrive for generations to come.

Porsche Sharjah serves as a beacon of excellence in the automotive landscape of the United Arab Emirates, offering enthusiasts in the region access to Porsche's iconic lineup and unparalleled driving experience. With a dedication to customer satisfaction and a wide range of services, Porsche Sharjah embodies the brand's commitment to performance, innovation, and luxury. Whether it's purchasing a new Porsche, servicing an existing vehicle, or experiencing the thrill of a test drive, Porsche Sharjah provides enthusiasts with a gateway to the world of Porsche. As Porsche continues to evolve and innovate, Porsche Sharjah remains at the forefront, ensuring that drivers in Sharjah and beyond have access to the ultimate driving experience.

[michealadlin01]

Unveiling the Legacy: A Deep Dive into Porsche's Iconic Brand and Innovations

Porsche, a name synonymous with luxury, performance, and innovation, has carved out a distinctive niche in the automotive world. With a legacy spanning over seven decades, Porsche has consistently pushed the boundaries of engineering excellence and design aesthetics. In this comprehensive article, we explore the rich history, iconic models, technological innovations, and future prospects of one of the most revered brands in the automotive industry.

A Legacy of Excellence

Founding and Early Years

The story of Porsche begins in 1948 when Ferdinand Porsche unveiled the first Porsche sports car, the 356. Designed with precision engineering and elegant aesthetics, the 356 laid the foundation for Porsche's reputation as a manufacturer of high-performance sports cars. The success of the 356 propelled Porsche into the spotlight and set the stage for future innovations.

Evolution of Design Philosophy

Throughout its history, Porsche has adhered to a distinctive design philosophy characterized by clean lines, aerodynamic shapes, and timeless elegance. From the iconic 911 to the groundbreaking 918 Spyder, Porsche's design language has evolved while maintaining a sense of continuity and heritage. Each Porsche model embodies the brand's commitment to craftsmanship, performance, and driving pleasure.

Iconic Models

Porsche 911: A Legend Reimagined

The Porsche 911 stands as a timeless icon of automotive engineering, with a heritage dating back to the original 1963 model. Renowned for its rear-engine layout, distinctive silhouette, and unparalleled performance, the 911 has undergone numerous iterations and upgrades over the years. From the classic air-cooled models to the latest turbocharged variants, the 911 continues to captivate enthusiasts with its blend of power, agility, and refinement.

Porsche Boxster and Cayman: Mid-Engine Marvels

Introduced in the late 1990s, the Porsche Boxster and Cayman represent the brand's foray into the mid-engine sports car segment. With their balanced chassis, responsive handling, and open-top driving experience, the Boxster and Cayman offer a compelling alternative to the 911. The latest iterations feature advanced technology, lightweight construction, and dynamic styling, reaffirming Porsche's commitment to innovation and performance.

Porsche Panamera: Luxury and Versatility

The Porsche Panamera defies conventional wisdom with its combination of luxury, performance, and versatility. As Porsche's flagship sedan, the Panamera offers spacious accommodations, cutting-edge technology, and exhilarating driving dynamics. Whether cruising on the open road or navigating city streets, the Panamera delivers a refined and engaging driving experience that befits the Porsche name.

Technological Innovations

Porsche Hybrid Technology

Porsche has been at the forefront of hybrid technology, with the introduction of the groundbreaking Porsche 918 Spyder. Combining a high-revving V8 engine with electric motors, the 918 Spyder delivers blistering performance while offering impressive fuel efficiency and low emissions. Porsche's hybrid technology has since been incorporated into other models, such as the Panamera and Cayenne, further solidifying the brand's commitment to sustainability and innovation.

Porsche Performance Enhancements

From adaptive suspension systems to advanced aerodynamics, Porsche continuously innovates to enhance the performance of its vehicles. Technologies such as Porsche Active Suspension Management (PASM), Porsche Torque Vectoring Plus (PTV+), and Porsche Dynamic Chassis Control (PDCC) optimize handling, stability, and agility, allowing drivers to extract maximum performance from their Porsche vehicles.

Porsche Connect: Connectivity Redefined

Porsche Connect represents the brand's foray into digital innovation, offering a seamless integration of technology and driving experience. With features such as real-time navigation, remote vehicle control, and smartphone integration, Porsche Connect enhances convenience, safety, and connectivity on the road. Whether checking vehicle status or accessing entertainment options, Porsche Connect puts the power of connectivity at your fingertips.

Future Prospects

Electrification and Sustainability

As the automotive industry shifts towards electrification and sustainability, Porsche remains at the forefront of innovation. The upcoming Porsche Taycan, the brand's first all-electric sports car, promises to deliver Porsche's trademark performance and driving dynamics in a zero-emission package. With investments in electric mobility, Porsche is poised to lead the charge towards a more sustainable future.

Autonomous Driving and AI

Porsche is also exploring the potential of autonomous driving and artificial intelligence (AI) to enhance safety, efficiency, and convenience. While maintaining a focus on the driver-centric experience, Porsche is integrating AI-driven technologies into its vehicles to provide predictive analytics, adaptive cruise control, and semi-autonomous driving capabilities. By embracing the latest advancements in AI and machine learning, Porsche aims to redefine the future of mobility.

Conclusion

In conclusion, Porsche's legacy of excellence, iconic models, and technological innovations have solidified its position as a true automotive icon. From the timeless design of the 911 to the groundbreaking hybrid technology of the 918 Spyder, Porsche continues to push the boundaries of performance, luxury, and innovation. With a commitment to electrification, sustainability, and connectivity, Porsche is poised to shape the future of mobility while staying true to its heritage of engineering excellence and driving passion. As Porsche embarks on the next chapter of its illustrious journey, enthusiasts and drivers alike can look forward to an exciting future filled with innovation, performance, and the unmistakable spirit of Porsche.

Porsche Fujairah serves as a testament to Porsche's global reach and commitment to providing exceptional automotive experiences. With its presence in Fujairah, Porsche extends its legacy of excellence to the vibrant automotive landscape of the United Arab Emirates. Whether exploring the scenic roads of Fujairah or navigating the bustling city streets, Porsche enthusiasts in the region can indulge in the unparalleled driving dynamics and luxury of Porsche vehicles. As Porsche Fujairah continues to elevate the driving experience for enthusiasts in the region, it exemplifies Porsche's dedication to delivering performance, luxury, and innovation to drivers around the world.

[signalprioritypreemption]

Smart traffic lights play a crucial role in facilitating the right-of-way for emergency vehicles

Ensuring prompt and safe passage during critical situations. In congested urban environments, ambulances and other emergency vehicles often encounter challenges such as heavy traffic or obstructive buildings, which can impede their progress and jeopardize timely responses.

Traditionally, Emergency Vehicle Priority rely on alarms and flashing lights to signal their presence, allowing them to proceed through intersections even when facing red lights. However, this approach can be hazardous for other road users and may lead to accidents.

To address these challenges and enhance the efficiency of emergency vehicle transit, measures are being explored to expedite their journey while minimizing disruption to other road users. The German research project "SIRENE" focuses on devising arrangements that prioritize emergency vehicles, seeking to optimize their routes and minimize delays.

One promising solution discussed by experts is an intelligent routing framework developed by the Finnish Transport and IT Foundation. This framework leverages real-time traffic data and considers various factors such as road layouts and congestion levels to facilitate the seamless passage of emergency vehicles. By integrating Car2X communication technology, the system enables emergency vehicles to communicate their priority needs to traffic lights, allowing them to pass through intersections without unnecessary delays while minimizing disruptions to other road users.

Florian Weichenmeier, a representative from PTV, highlights the advantages of using PTV Sagas, emphasizing its ease of use and adaptability compared to conventional control technologies. Through ongoing research projects, PTV experts have demonstrated the effectiveness of priority frameworks for emergency vehicles, showcasing how such systems can streamline emergency response processes and improve overall traffic flow.

In summary, smart traffic lights and intelligent routing frameworks offer promising solutions to expedite emergency vehicle transit, ensuring that ambulances and other critical response units reach their destinations faster and safer, while minimizing disruptions for other road users. Contact the EMTRAC system for the Transit Signal Preemption (TSP) program by phone: (214) 607-0100, Mobile: (618) 316-4633, or visit: https://www.emtracsystems.com 

[doll3t3xo]

𝐀𝐁𝐎𝐔𝐓 𝐌𝐄 ཐི♡ཋྀ

𝑯𝒊, 𝑰’𝒎 𝑫𝒐𝒍𝒍𝒊𝒆 𝒐𝒓 𝑳𝒊!!

ᡣ𐭩 I’m 18 and I go by she/he/they. I’m Asian, more specifically Viet! I’m apart of lgbtq, however, I still question about my sexuality and gender. And I’m a pretty amateur writer, English is not my first language

ᡣ𐭩 I watch/read… Cardcaptor Sakura, OHSHC, One Piece, Detective Conan, OPM, Demon Slayers, JJK, etc. Right now rereading JJK

ᡣ𐭩 characters I like: Tomoyo Daidouji, Honey, Perona, Charlotte Pudding, Mihawk, Nico Robin, Nami, Kyojuro Rengoku, Hantengu clones, Satoru Gojo, Suguru Geto, & Choso Kamo

ᡣ𐭩 I like to listen to… Lana Del Rey, TV Girl, Mitski, Tyler The creator, CAS, Artic Monkey, Chase Atlantic, The Weeknd (plz don’t be ask stuff like name 10 songs…) and right now, I’m trying to get into Deftones and PTV

ᡣ𐭩 I also like collecting mangas and plushies. And I like to cook and bake

ᡣ𐭩 Most of my free time however, is occupied by work, studying, and my sport, kickboxing

ᡣ𐭩 I’m pretty shy but you can talk to me through my ask or message me (if you’re my mutual).

𝐁𝐄𝐅𝐎𝐑𝐄 𝐘𝐎𝐔 𝐈𝐍𝐓𝐄𝐑𝐀𝐂𝐓…

ᡣ𐭩 Please read my 𝑾𝒓𝒊𝒕𝒊𝒏𝒈 𝑹𝒖𝒍𝒆𝒔 , 𝑫𝑵𝑰 and 𝑹𝒖𝒍𝒆𝒔

𝐍𝐀𝐕𝐈𝐆𝐀𝐓𝐈𝐎𝐍

ᡣ𐭩 𝑾𝒆𝒍𝒄𝒐𝒎𝒆 ᡣ𐭩 𝑴.𝒍𝒊𝒔𝒕 ᡣ𐭩 𝑨𝒔𝒌 𝑴𝒆 ᡣ𐭩 𝑻𝒂𝒈𝒔

© doll3t3xo — ALL RIGHTS RESERVED. Do not repost, translate, copy, plagiarized or claim my work and layout as your own!

Credits to hitobaby for the dividers

[wonderlessluna]

hey!! i made some ptv headers! (2/2)

like or reblog if you save <3

[mystichuu]

vic fuentes + ptv in brasil icons

[flockofdoves]

thought it would be cool (if just interesting to myself) to try to remember the dates of concerts i’ve been to before so i could hunt down videos and since i’ve actually been to very few concerts that weren’t like . local bands or friends performing or for school or other contexts for live music like musicals thats actually a pretty short list i think i got everything important

8/9/2011 - 10th Annual Honda Civic Tour - in mansfield, massachusetts comcast center - manchester orchestra opened for my chemical romance and blink-182

this was my first concert!!! i remember gerard wore a black poncho and jumped a lot. got a poster and shirt i still cherish to this day even if the people next to us kept leaving for beer and trampled on my poster. don’t remember a lot else except i was extremely overwhelmed with excitement. i’d love to find videos. went with my two older cousins who were also emo and my dad. we left half way through blink-182′s performance bc while we all enjoyed them we were tired and we were all way more obsessed with mcr

7/19/2012 - warped tour - in mansfield, massachusetts comcast center

i dont exactly remember everyone i saw that day. went with one of my cousins from above, his gf at the time, and my aunt. years later people were telling me i was confused because one of my clearest memories there was being on the edge of the mosh pit while pierce the veil played and i was amazed at how close i was (while my 1 year older cousin freaked out about people trying to crowdsurf over me, a 13 year old lol) and was thinking about how much further i was away from that same stage last year seeing mcr but people told me they were different venues but now i know it wasnt my imagination that was the same layout same stage!! i also remember watching we the kings for maybe a song or so?? didn’t care much for them but they were filming a music video they said iirc. i Really regret only hearing yellowcard from a distance because i was fucking. in line to get an autographed cd from falling in reverse (i knew ronnie radke was an abuser then and felt bad about it later that day but i was dumb then) i definitely listened to other bands but i don’t remember them clearly. that was the first time i ever smelled weed lol. bought a ptv tank top and changed into it right there. was really awkward while cherri bomb signed a cd for my cousin. got really excited because i missed seeing sick of sarah earlier that day (but had become obsessed with them listening to the free itunes downloads that came with preparing for the tour) but when i went to their merch booth and bought their cd they all were there and signed it. some bands i feel i Might have seen based on my cousin loving them or just vague memories of talking about seeing them are like . of mice and men, mayday parade, we are the in crowd, chunk no captain chunk, and motionless in white. the biggest thing i was excited for going into warped tour was the used and i was soooo sad to find out they weren’t on our date of the tour. in retrospect looking at this list now for artists i wasn’t familiar with then i think i would have liked to see senses fail or geoff rickly.

8/4/2017 - newport jazz festival - international tennis hall of fame in newport, rhode island - trombone shorty & orleans avenue and rhiannon giddens

went with my brother, same cousin as in both of the other ones (did not realize he’d been here for all of these!) and my younger cousin on that side. my brother got me into trombone shorty the summer before this and i’m really glad he did. seeing him live was so cool like. watching him do one note for like a fucking whole minute live is not the same as videos. rhiannon giddens was really good too i didn’t know her before and this is reminding me right now i’d really like to get into her music. the venue itself was soooo weird though i guess being like . where it was and part of the newport jazz festival the vast majority of people there were middle aged/elderly seemingly rich white people i barely saw other people our age lol.

[passionsarabia]

Looking back over our lives, there have been a number of constants throughout. Something that, whenever you look, it’s always there, just doing its thing. The Rolling Stones for one, Robert de Niro another. And then there’s the Porsche 911. While the Rolling Stones and Mr. de Niro are still working with v1, from 2020 Porsche will be moving on to their eighth (yes, really, eighth) generation of the enduring 911. Where’s it going to stand in the list of all-time 911s? How much better is it than the 911 you’re driving? We packed our bags and headed to Circuit Ricardo Tormo in Spain to find out. 

A measured response to a 911 is difficult to achieve – when did you last look at one and not feel your pulse beat a little faster? However, we’ve become accustomed to seeing a new Porsche and waiting for its looks to grow on us. Not in the case of the 992 (Porsche’s internal reference for the latest-gen 911). The lines of the new model are bang on. Aesthetically, it’s one of the most complete designs on the road today. 

How come? The exterior design is familiar and yet undoubtedly new. The eighth-generation 911 is wider, more assertive, and more advanced. Wider wings arch over the large 20-inch wheels at the front and 21-inch wheels at the rear. The rear-wheel-drive models now match the bodywork width of the existing all-wheel models. The rear axle is 44 mm larger here. 

The front end – generally 45 mm wider – revives a traditional feature of earlier 911 generations: a forward-extended bonnet with a distinctive recess in front of the windscreen. Both elements lengthen the front of the vehicle and give it a dynamic look. 

Every perspective of the 992 delivers a great view. The rear of all models is dominated by the significantly wider, variable-position spoiler and the seamless, elegant light bar. 

The interior is distinctive, with clear, straight lines and recessed instruments defining the dashboard. 911 models from the 1970s provided the inspiration here, with the new dashboard spanning the entire width between two horizontal wing levels, just as it did in the original 911. It’s fresh, it’s uncluttered, it works. 

There’s a new feel to buttons and switches. If you’re a modern traditionalist, you’ll love the clicks and the feel. 

Oliver Blume, CEO of Porsche AG: “The eighth generation of the 911 is even more powerful, even more emotional, and even more efficient than its predecessor – and also offers extensive digital features. And in spite of all the innovations, the 911 is still just what it has always been: a puristic sports car and the pulsing heart of Porsche – our icon.”

He’s not wrong. This is an automobile bursting with tech, but instead of taking away from the driving experience, they’re adding to it. 

What’s hot? The new 911 is the first in the world to feature an innovative system for recognizing significant wetness on the road, including the Wet driving programme that can be manually selected at any time. 

This program has been specially developed to support the driver in wet conditions. The system uses acoustic sensors in the front wheel housings to recognize sprayed-up splash water, and in this way can detect wetness on the road. This makes it fundamentally different from windscreen wiper rain sensors, which only react optically to water droplets on the windscreen, independently of the road conditions. The response behavior of the PSM and PTM systems is preconditioned if a road is recognized as wet. The system informs the driver of the detected wetness and recommends manually switching to Wet mode. 

If the driver activates this mode, the Porsche Stability Management (PSM), Porsche Traction Management (PTM), aerodynamics, optional Porsche Torque Vectoring (PTV) Plus, and drive responsiveness are adapted to the conditions in such a way as to guarantee the best possible driving stability. From 90km/h, the rear spoiler is adjusted to maximum downforce, the cooling air flaps open, the accelerator pedal characteristic is flatter, and PSM Off or Sport mode can no longer be activated. 

We pushed it to the limit on a hosed-down and very wet Circuit Ricardo Tormo. While the standard systems worked more than adequately in keeping us on the soggy tarmac, in wet mode we pushed harder and found ourselves snapped-back into line whenever the electronics felt things were going a little too sideways. We drove the same circuit with and without wet mode engaged. Without was certainly too hairy than we’d care to make a habit of. Engaged, and we’re still driving the car, senses on alert, but things were far more manageable. Even more tellingly, observing other drivers fighting the car without wet mode, and flowing neatly in wet mode, it is clearly the fastest way to proceed. We’re surprised that engaging wet mode is an option – it makes a great deal of sense to take the system’s advice and switch it on when invited. For sure, wet mode is as much a leap forward in road safety as was the introduction of ABS many years ago. Keep an eye open for it – soon you’ll see versions of it everywhere. 

The new 911 also brings a new generation of turbocharged flat-six engines. Advanced development has been primarily focused on further enhancing performance, alongside meeting the latest emissions standards by including a gasoline particulate filter (GPF). New, larger turbochargers with symmetrical layout and electrically controlled wastegate valves, a completely redesigned charge air cooling system, increased compression, as well as the newly implemented piezo injectors combine to attain engine improvements in all relevant areas: responsiveness, power, torque characteristic, efficiency, and maneuverability. In addition to the 22 kW (30 PS) increase in power to 331 kW (450 PS) at 6,500/min, the engine offers 30 Nm higher torque, at 530 Nm between 2,300 rpm and 5,000 rpm. 

The 911 Carrera S and 911 Carrera 4S are being launched exclusively with the first eight-speed dual-clutch transmission (PDK) for Porsche sports cars. Shifting is super-fast. You already know how good the seven-speed PDK was… well imagine that, and then add some. 

Compared with the seven-speed transmission of the previous models, the new PDK offers a host of improvements. The driver can directly feel the enhanced combination of comfort, performance, and efficiency. All gears have new ratios: first gear is now shorter and eighth gear longer than before. This has made it possible to implement a longer final-drive ratio, thereby further reducing engine speeds in the upper gears. 

And the drive? Efficient and proficient – just as you’d expect from any contemporary Porsche. But, somehow, they’ve added to their typically Teutonic class with several bucket loads of somewhat surprising flair and ebullience. 

Check the March issue of Men’s Passion where we’ll examine the 2020 Porsche 911’s driving credentials – on road and track. 

via Passions Arabia

[prostreetdk]

Ny artikel: http://bit.ly/2PQ1Pxs

Ny V6-turbomotor til Porsche Macan S

Porsche Macan S får flere hestekræfter, en optimeret undervogn samt mere komfort

Porsche tilføjer en ny model til sit kompakte SUV program, i form af en Porsche Macan S. Den får en ny 3,0-liters V6-turbobenzinmotor med benzinpartikelfilter. Ydelsen ligger på 354 hestekræfter og 480 Nm. Det er 14 hestekræfter og 20 Nm mere, i forhold til forgængeren.

Med Sport Chrono-pakken (ekstraudstyr) kan du gøre 0-100 km/t tiden endnu hurtigere. Faktisk helt ned til 5,1 sekunder, som er 0,1 sekunder hurtigere end tidligere. Tophastigheden sættes ind ved 254 km/t, mens forbruget rammer 11,2 km/l.

Nyt på Macan S er LED-lygtebåndet på bagenden, samt det fuldt opkoblede Porsche Communication Management med en 10,9″ touchskærm i kabinen.

Nyt Central Turbo Layout

Den nye V6-motor som findes i Macan S, er en nyudviklet 6-cylindret V-motor med en slagvolumen på tre liter. Ved hjælp fra teknikken bag det såkaldte Central Turbo Layout, får bilen en kort udstødningsvandring mellem forbrændingskamrene og turboladeren, som er med til at give en øget respons.

Med den nye twin-scroll-turbolader, får man et større drejningsmoment i lavere omdrejninger, så trykket sættes ind tidligere.

En Porsche i bedre balance

I forbindelse med opgraderingen af modellen, har undervognen fået en omfattende optimering.

Forgaflen får nye fjedergafler i aluminium, i stedet for de tidligere stålkomponenter. Letmetalkonstruktionen er stivere og reducerer derved de uaffjedrede masser. Det giver et endnu mere præcist styretøj og en endnu mere komfortabel undervogn.

Derudover får den nye stabilisatorer, som sørger for mere neutrale køreegenskaber. Du kan dog øge dynamikken i bilen, ved at tilkøbe den aktive støddæmperregulering, Porsche Active Stability management (PASM), den højdejusterbare luftaffjedring med optimerede rullestempler samt en ny støddæmperhydraulik og Porsche Torque Vectoring Plus systemet (PTV Plus).

Bremserne er også blevet finjusteret, på den nye Porsche Macan S. Det betyder en ændret pedalfornemmelse, og en udskiftning af selve pedalen til en ny konstruktion, der vejer 300 gram mindre end den tidligere, som var bygget i stål.

Bremserne vil føles mere spontant reagerende, mens de giver et mere præcist trykpunkt.

Uden for kabinen kan man se de større bremseskiver foran, som er vokset med 10 mm i diameter og 2 mm i tykkelsen. Det betyder at de nu er 360 mm i omkredsen, og 36 mm brede.

Bremsebelægningen er kobberfri, og som ekstraudstyr kan de udskiftes med PCCB-keramiske bremser (Porsche Ceramic Composite Brake).

Masser af nye LED-teknologi

I den nye Porsche Macan S, er der kommet ekstra LED-teknologi.

Bag på bilen er der kommet det nye tredimensionelle LED-baglygtebånd, mens der i forlygterne som standard kommer LED-teknik, mens man som ekstraudstyr kan tilkøbe en Porsche Dynamic Light System Plus (PDLS Plus) pakke, som giver adaptiv styring af lysfordelingen.

Den nye 10,9″ touchskærm er som standard opkoblet fuldt ud til onlinenavigation med trafikinformationer i realtime via ‘Here Cloud’.

Nye ekstraudstyrs detaljer til Porsche Macan S

Det frække sportsrat som du kender fra Porsche 911, kan nu også fås i Macan S. Det er et GT-Sportsrat, som understreger de sportslige ambitioner som man ønsker med Macan S.

I forbindelse med det nye rat, flyttes Mode-knappen op i rattet, inklusiv Sport Response-knappen. Den er dog kun en del af Sport Chrono-pakken, som er ekstraudstyr.

En ekstra ny ting du kan få til Porsche Macan S, er den nye køassistent. Hvordan den præcist virker, fortæller pressemeddelelsen dog ikke noget om.

Derudover kan der nu fås en elopvarmet forrude og en ionisator, som i samarbejde med det standardmonterede partikelfilter, bidrager til en bedre luftkvalitet i kabinen.

Bestil Porsche Macan S allerede nu

Den nye Porsche Macan S kan allerede bestilles nu, og priserne starter fra 1.157.802 kroner, inkl. leveringsomkostninger.

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[robertkstone]

2019 Porsche Panamera GTS First Drive Review

“How was it?” a former colleague asked me upon my return from the Kingdom of Bahrain where I drove a Panamera Sport Turismo GTS around the island and lapped the slightly lighter Panamera GTS around the Bahrain International Circuit. Turns out, my old coworker now works for Porsche in Germany, and after 22 hours’ worth of flights home, I unloaded on him with something like this. “How is it? Well, it fits perfectly between the Panamera 4S and the Turbo. Right smack in the middle. It’s like they built it by numbers. And, for just $24,000 more than a 4S, you get 13 extra horsepower!” Why so angry, and specifically why so angry about a pretty decent full-size sport sedan/wagon? Keep reading.

Porsche’s GTS formula works like this: You take the S version of any car��911, Boxster/Cayman, Macan, Cayenne, or Panamera—give it a bit more power, black out almost everything that can be blacked out on the exterior, spread some Alcantara around on the interior, and include enough of the performance options from the S cars as standard. Also, drop the ride height by 10mm. The result is a Porsche that’s more expensive, but the buyer feels like they’re getting a good deal. What was the devil’s greatest trick again?

Meet the 2019 Panamera GTS. Gone is the 440-hp, 405-lb-ft of torque, twin-turbo 2.9-liter V-6 from the Panamera 4S; in its place is the 4.0-liter twin-turbo V-8 from the 550-hp Panamera Turbo with the boost turned down by half a bar (7.25 psi). The result is 453 hp and 457 lb-ft of torque. Like the other GTS models, many of the options boxes come prechecked. One example is the standard Sport Design package, where everything from the headlights to the sport exhaust tips has been blacked out. Three-position air springs and PASM, Porsche’s active suspension system, are standard, as well. The GTS also gets the Sport Chrono package standard, which comes with the all-important “BMW Driver Mode” button, my derisive nickname for the red Sport Response Button on the steering wheel that places the car into Sport Plus mode for 15 seconds. Remember, no Sport Plus without Sport Chrono. The GTS Panameras also come with larger brakes than the 4S: 15.4-inch front, 14.4-inch rear.

Still, several performance options are frustratingly not standard on the GTS. Stuff like four-wheel steering, 48-volt PDCC Sport with PTV Plus (Porsche’s dynamic chassis control with torque vectoring), and PCCB (carbon ceramic brakes). All the Panameras we drove on the F1 track in Bahrain were optioned that very way. It’s not just me who wants the extra performance the add-ons give the car, it’s also Porsche. That’s $15,590 worth of performance extras on top of the GTS’ base price of $129,350, before you even get into other must-haves like Carmine Red paint ($3,310), 21-inch Sport Design wheels ($2,450), Premium Package Plus ($4,510 for heated seats, soft close doors, etc.), and Assistance package ($5,370 for adaptive cruise control, lane keeping assist, traffic jam assist, night vision). Add all that up, and we’re talking about a $160,580 car. For a bit of perspective, a Panamera Turbo starts at $152,550.

Don’t get me wrong. I’m bringing up prices—including the fact that the Panamera 4S starts at $105,050—to illustrate exactly where the GTS model slots into the lineup. It splits the 4S and Turbo right down the middle, approximately $24,000 more than one, $23,000 less than the other. How logical is that? I’m going to argue a bit too logical. And there’s one more thing. . . .

The engine. Right off the bat, you should know the Turbo outweighs the 4S by a not insignificant 164 pounds, all of which sits over the front wheels. We haven’t weighed the GTS, but it’s sure to be within pounds of the Turbo because the GTS uses the Turbo’s engine with the boost cut. When the journalists gathered in Bahrain learned this, they asked what’s to stop someone from tuning the GTS up to Turbo levels? Answer: It has a different clutch, specifically one that can’t handle the Turbo’s 567 lb-ft of torque. The final drive ratio is quicker, too. Will this stop people from chipping their GTSs? No, but they don’t need to. We got the Panamera 4S to 60 mph in 3.8 seconds and through the quarter mile in 12.3 seconds. Porsche is claiming the GTS will hit 60 mph in 3.9 seconds and the GTS will do 12.4 in the quarter mile to the wagon’s 12.5. We’re always quicker than manufacturers’ claims, and even though the car’s heavier than the 4S, I’m betting the GTS will be quicker than the V-6 4S. I think the extra weight of the V-8 hurts handling.

We learned exactly nothing driving the cars around Bahrain. The roads are pretty lousy: Outside of the F1 track, I don’t think there’s a single curve in the entire country. And they just installed traffic cameras, so completely antisocial speeding (like I may or may have not once done between Abu Dhabi and Dubai) was off the table. The GTS is a very comfortable, mostly luxurious ride when you’re just tooling around. Did the car feel any different than the Panamera 4S would have if tasked with the same trip? No. After the street portion of the day, a Porsche employee asked me what I thought of the car. “It cruises at 72 mph very well,” was all I could say. Luckily, I told him this at the track.

On the track, the GTS made much more sense. The optional carbon-ceramic binders made quick work of the track’s several big braking zones. PDK has long been the standard against which all other dual-clutch transmissions are measured, and the eight-speed unit here is no exception. Simply brilliant. Shifts are lightning-quick and accurate. You’re always in the correct gear. Porsche’s trick 48-volt suspension system (shared with MSB platform mates Audi A8 and Bentley Continental GT) keeps the big, approximately 4,650-pound sedan flat and level through the corners. Also helping to minimize the GTS’ bulk is the all-wheel steering, which turns the front and back wheels in the opposite directions during slow corners and turns them in unison through quick ones. For a large sedan, the GTS is impressive on a track, although the constant tire squeals remind you of the bulk you’re hustling. Notice, however, that with the exception of PDK, everything else that shined about the GTS on track is an option.

Should you be lucky enough to own the second-generation Panamera GTS, you’ll be satisfied with your purchase. Quick, comfortable, and sporty enough to rip up a racetrack, in either hatchback or wagon form, the new GTS is a good car. However, there’s a contrivance to it that bothers me. A lack of passion, an adherence to logic, a missing X-factor. I’m prejudiced by the 911 GTS, a machine that’s truly greater than the sum of its parts. The Panamera GTS is exactly that: the sum of its parts. I went in expecting some sort of pizzazz, some sort of sparkle. Some sort of special sauce that went above and beyond the carefully tailored product planning/marketing. Would 500 horsepower have been too much to ask? What about a stiff, carbon-fiber roof? Anything more than the usual Porsche GTS suspects would have been welcome. There’s no denying the new Panamera GTS is a good, strong, competent car. I was just hoping for great.

2019 Porsche Panamera/Sport Turismo GTS BASE PRICE $129,350-$135,550 VEHICLE LAYOUT Front-engine, AWD, 4-5-pass, 4-door hatchback/wagon ENGINE 4.0L/453-hp/457-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 8-speed twin-clutch auto CURB WEIGHT 4,650-4,700 lb (mfr) WHEELBASE 116.1 in LENGTH X WIDTH X HEIGHT 198.8 x 76.3 x 55.6-55.8 in 0-60 MPH 3.9 sec (mfr est) EPA CITY/HWY/COMB FUEL ECON Not yet rated ON SALE IN U.S. 3rd Quarter 2019

IFTTT

[jonathanbelloblog]

First Drive: 2018 Porsche 718 GTS U.S. Spec

Some eight-or-so years ago, the newly minted 2011 Porsche 911 Carrera GTS and its fresh acronymic title attracted a fair share of scrutiny. Aside from the handful of semi-cosmetic GTS trims on the bygone 928 and the Cayenne, a comprehensive GTS package was a new, scary thing. For some, it made the 911 (and Panamera) lineup more confusing than ever, serving as a cynical cash-grab that was too expensive for a non-GT product.

Now, we know better. The 997.2 GTS proved to be one of the sweetest drivers from that era, and launched a successful model branch that’s an expected and integral part of modern Porsche. It’s usually the one to buy too, provided you can afford the extra cash.

The new-for-2018 718 GTS twins should come as no surprise, then. Following the same GTS formula developed nearly ten years ago, the range-topping (for now) 718 Boxster and Cayman GTS essentially check all of the available boxes on the dealer order form, with a few trim-exclusive goodies thrown in for good measure.

For an extra ten grand over the “S” model, Porsche glues “GTS” script to the rear decklid and adds a bundle of battening-down hardware. Porsche Active Suspension Management (PASM) is standard, as is Porsche Torque Vectoring (PTV) with a limited-slip diff, and 13-inch front brakes pulled from the base Carrera that hide behind 20-inch wheels plucked from the Carrera S. For those who are never satisfied, Porsche will throw PASM Sport into the mix for a piddling $290, dropping the ride height down an additional 0.8-inches. It will also install a set of carbon ceramic brakes for a whopping $7,410.

Aesthetically, the new GTS twins look subtly aggressive thanks to the standard Sport Design package, which adds modified front and rear fasciae, accentuated by darkened script and trim. Inside, most surfaces are upholstered in Alcantara, with exclusive “GTS” script embroidered into the headrests. The essential Sport Chrono pack is standard as well, adding a perfectly designed sport steering wheel and stopwatch/clock combo unit on the top of the dash.

The wick is turned up on the same 2.5-liter turbocharged flat-four found in the “S,” boosting output by 15 hp to 365 hp. If you stick with the six-speed manual, torque remains at 309 lb-ft, but PDK drivers are rewarded with an extra eight lb-ft. Crucially, the engine speaks through a standard sport exhaust. At speed, the four-banger sounds tuner-chic, with aggressive snorting and crackling on the overrun. There’s intake rush, turbo spool, and baritone boxer rumble. No, it doesn’t possess the same chainsaw rasp as the last-gen six-cylinder GTS, but the pancake-four’s bark is hardly a whisper.

Here’s my hypothesis: If the Boxster/Cayman duo packed flat-four power from the get-go way back in 1997, this wouldn’t be a conversation. What’s more, you’d probably praise the new iteration of four-bangers for their upgraded vocal chords.

They didn’t, so here we are, with some enthusiasts still moaning about a car that’s faster, more capable, and better to drive than ever before just because the sound is now perceived as “good” rather than “excellent.” Oh well—more for those who don’t mind a bit of whoosh in their commute.

Out on the wooded and sometimes mountainous byways of NorCal, both iterations of the GTS danced through any scenario tossed their way. It’s incredible how far the baby Porsche has come. From the cockpit to the chassis, there isn’t a wisp of entry-level schmutz anywhere.

Most of my time was spent top-down in a PDK-equipped Boxster GTS, crisping most of my extremities in the unsetting Cali sunshine. Even when crammed with the optional PASM sport, the Boxster was affable as a Miata when on a trafficked two-lane. With dual-mode exhaust, it’s quiet enough, and it makes all 317 lb-ft at 1,900 rpm, so the transmission shifts low and keeps the racket down.

Dynamically, the Boxster is excellent through some of the more treacherously tight roads. The Boxster was flat and neutral, with light (but direct) steering. The drop-top 718 pops and hisses its way through decreasing radius turns with tremendous grip, thanks in part to the standard 235/35 front and 265/35 rear Michelin Pilot Sport 4S tires.

A little extra power means a little extra speed. Manual 718 GTS’ handle the 0-60 mph sprint with the same urgency as the S, taking 4.4 seconds, but the PDK drops it down to the 3.9-second mark, a 0.3-second improvement. You get three extra mph on the top end too, now topping out at 180 mph. It’s fast, but not entirely unusable, even without miles of arrow-straight tarmac. In Sport Plus, PDK holds the tach needle deep, but I found it best to leave the system in Sport for smoother transitions.

Though $80,000 is quite the chunk of change for a Boxster/Cayman, and that’s without options, keep in mind that when properly equipped, the GTS will likely outrun a base Carrera and maybe even a Carrera T–and you’re not setting foot in one of those for under $91,000. Trust me, you’re going to want the extra power and hardware, so in this case, you’re damned if you do, damned if you don’t. When you do bite the alcantara-covered bullet, you’ll be happy you did. From the track to stop-and-go traffic, the 718 GTS is another perfect middle ground from Stuttgart.

2018 Porsche 718 Boxster/Cayman GTS Specifications

ON SALE Now PRICE $81,750 (base) ENGINE 2.5L DOHC 16-valve turbocharged flat-4 /365 hp @ 6,500 rpm, 309 lb-ft @ 1,900-5,500 rpm (manual transmission) TRANSMISSION 6-speed manual, 7-speed dual clutch automatic LAYOUT 2-door, 2-passenger, mid-engine, RWD coupe/convertible EPA MILEAGE 19/25 (city/hwy) L x W x H 172.9 x 70.9 x 50.1 in WHEELBASE 97.4 in WEIGHT 3,032 lb (base) 0-60 MPH 4.4 seconds (manual), 3.9 seconds (automatic) TOP SPEED 180 mph

IFTTT

[jesusvasser]

First Drive: 2018 Porsche 718 GTS U.S. Spec

Some eight-or-so years ago, the newly minted 2011 Porsche 911 Carrera GTS and its fresh acronymic title attracted a fair share of scrutiny. Aside from the handful of semi-cosmetic GTS trims on the bygone 928 and the Cayenne, a comprehensive GTS package was a new, scary thing. For some, it made the 911 (and Panamera) lineup more confusing than ever, serving as a cynical cash-grab that was too expensive for a non-GT product.

Now, we know better. The 997.2 GTS proved to be one of the sweetest drivers from that era, and launched a successful model branch that’s an expected and integral part of modern Porsche. It’s usually the one to buy too, provided you can afford the extra cash.

The new-for-2018 718 GTS twins should come as no surprise, then. Following the same GTS formula developed nearly ten years ago, the range-topping (for now) 718 Boxster and Cayman GTS essentially check all of the available boxes on the dealer order form, with a few trim-exclusive goodies thrown in for good measure.

For an extra ten grand over the “S” model, Porsche glues “GTS” script to the rear decklid and adds a bundle of battening-down hardware. Porsche Active Suspension Management (PASM) is standard, as is Porsche Torque Vectoring (PTV) with a limited-slip diff, and 13-inch front brakes pulled from the base Carrera that hide behind 20-inch wheels plucked from the Carrera S. For those who are never satisfied, Porsche will throw PASM Sport into the mix for a piddling $290, dropping the ride height down an additional 0.8-inches. It will also install a set of carbon ceramic brakes for a whopping $7,410.

Aesthetically, the new GTS twins look subtly aggressive thanks to the standard Sport Design package, which adds modified front and rear fasciae, accentuated by darkened script and trim. Inside, most surfaces are upholstered in Alcantara, with exclusive “GTS” script embroidered into the headrests. The essential Sport Chrono pack is standard as well, adding a perfectly designed sport steering wheel and stopwatch/clock combo unit on the top of the dash.

The wick is turned up on the same 2.5-liter turbocharged flat-four found in the “S,” boosting output by 15 hp to 365 hp. If you stick with the six-speed manual, torque remains at 309 lb-ft, but PDK drivers are rewarded with an extra eight lb-ft. Crucially, the engine speaks through a standard sport exhaust. At speed, the four-banger sounds tuner-chic, with aggressive snorting and crackling on the overrun. There’s intake rush, turbo spool, and baritone boxer rumble. No, it doesn’t possess the same chainsaw rasp as the last-gen six-cylinder GTS, but the pancake-four’s bark is hardly a whisper.

Here’s my hypothesis: If the Boxster/Cayman duo packed flat-four power from the get-go way back in 1997, this wouldn’t be a conversation. What’s more, you’d probably praise the new iteration of four-bangers for their upgraded vocal chords.

They didn’t, so here we are, with some enthusiasts still moaning about a car that’s faster, more capable, and better to drive than ever before just because the sound is now perceived as “good” rather than “excellent.” Oh well—more for those who don’t mind a bit of whoosh in their commute.

Out on the wooded and sometimes mountainous byways of NorCal, both iterations of the GTS danced through any scenario tossed their way. It’s incredible how far the baby Porsche has come. From the cockpit to the chassis, there isn’t a wisp of entry-level schmutz anywhere.

Most of my time was spent top-down in a PDK-equipped Boxster GTS, crisping most of my extremities in the unsetting Cali sunshine. Even when crammed with the optional PASM sport, the Boxster was affable as a Miata when on a trafficked two-lane. With dual-mode exhaust, it’s quiet enough, and it makes all 317 lb-ft at 1,900 rpm, so the transmission shifts low and keeps the racket down.

Dynamically, the Boxster is excellent through some of the more treacherously tight roads. The Boxster was flat and neutral, with light (but direct) steering. The drop-top 718 pops and hisses its way through decreasing radius turns with tremendous grip, thanks in part to the standard 235/35 front and 265/35 rear Michelin Pilot Sport 4S tires.

A little extra power means a little extra speed. Manual 718 GTS’ handle the 0-60 mph sprint with the same urgency as the S, taking 4.4 seconds, but the PDK drops it down to the 3.9-second mark, a 0.3-second improvement. You get three extra mph on the top end too, now topping out at 180 mph. It’s fast, but not entirely unusable, even without miles of arrow-straight tarmac. In Sport Plus, PDK holds the tach needle deep, but I found it best to leave the system in Sport for smoother transitions.

Though $80,000 is quite the chunk of change for a Boxster/Cayman, and that’s without options, keep in mind that when properly equipped, the GTS will likely outrun a base Carrera and maybe even a Carrera T–and you’re not setting foot in one of those for under $91,000. Trust me, you’re going to want the extra power and hardware, so in this case, you’re damned if you do, damned if you don’t. When you do bite the alcantara-covered bullet, you’ll be happy you did. From the track to stop-and-go traffic, the 718 GTS is another perfect middle ground from Stuttgart.

2018 Porsche 718 Boxster/Cayman GTS Specifications

ON SALE Now PRICE $81,750 (base) ENGINE 2.5L DOHC 16-valve turbocharged flat-4 /365 hp @ 6,500 rpm, 309 lb-ft @ 1,900-5,500 rpm (manual transmission) TRANSMISSION 6-speed manual, 7-speed dual clutch automatic LAYOUT 2-door, 2-passenger, mid-engine, RWD coupe/convertible EPA MILEAGE 19/25 (city/hwy) L x W x H 172.9 x 70.9 x 50.1 in WHEELBASE 97.4 in WEIGHT 3,032 lb (base) 0-60 MPH 4.4 seconds (manual), 3.9 seconds (automatic) TOP SPEED 180 mph

IFTTT