保时捷 more 图片_保时捷所有图片

保时捷 more 图片_保时捷所有图片

       下面将有我来为大家聊一聊保时捷 more 图片的问题，希望这个问题可以为您解答您的疑问，关于保时捷 more 图片的问题我们就开始来说说。

1.保时捷911明年大改吗？998？有官方了吗

2.保时捷：国产？

3.克尔维特 ZR 1的超跑定位

保时捷911明年大改吗？998？有官方了吗

       其实911再怎么改，蛙眼肥臀的经典设计是不会改的，这是911车系的灵魂啊！上一代的996由于破坏了蛙眼，被车迷所诟病，二手市场上卖的都没有老老款的911好。保时捷998的谍照已经放出，极有可能是Targa版998系列911，Targa车型在传统上是配备了可拆卸或折叠玻璃车顶，而且只有四驱一种方式，所以不会替代911系列

保时捷：国产？

       The Porsche 911 (pronounced as Nine Eleven, German: Neunelfer) is a sports car made by Porsche AG of Stuttgart, Germany. The famous, distinctive, and durable design is notable for being rear engined like the Porsche-designed Volkswagen Beetle it had been based on. The car was also air-cooled until the introduction of the all-new Type 996 in 1998. Since its introduction in autumn 1963[1], it has undergone continuous development[2]. The basic concept remained unchanged throughout its evolution.[2]

       Since its inception the 911 has been modified, both by private teams and by the factory itself, for racing, rallying and other types of automotive competition. It is often cited as the most successful competition car ever, as the normally aspirated 911 Carrera RSR in the mid 1970s has won major world championship sports car races such as Targa Florio, Daytona, Sebring or Nürburgring outright even against prototypes. The 935 turbo also added the coveted 24 Hours of Le Mans in 1979.

       In the 1999 international poll for the award of Car of the Century, the 911 came fifth after the Ford Model T, the Mini, the Citro?n DS and the Volkswagen Beetle. It is the only one in the top five that remained continuously in production.[3] It is the most successful surviving application of the air- (now water-) cooled opposed rear engine layout pioneered by its original ancestor, the Volkswagen Beetle, having increased its original 25 PS (18 kW; 25 hp) more than tenfold, or 30fold in turbocharged race cars. It is the third-oldest sports car nameplate still in production, behind the Chevrolet Corvette, and the Nissan Skyline.

       Contents [hide]

       1 Article notes

       2 Air-cooled engines (1963–1996)

       2.1 Porsche 911 classic (1963–1989)

       2.1.1 911 Carrera RS (1973 and 1974)

       2.1.2 G- series (1974 and later)

       2.1.3 Position vis-à-vis the Porsche 928

       2.1.4 911 Turbo (Type 930) (1974–1989)

       2.1.5 911 3.2 Carrera series (1983–1989)

       2.2 9 Series (1989–1993)

       2.2.1 9 Turbo (1990–1993)

       2.3 993 Series (1993–1998)

       2.3.1 993 Turbo (1995–1998)

       3 Water-cooled engines (1997–present)

       3.1 996 Series (1997–2004)

       3.1.1 US-spec water-cooled 911 Carrera

       3.1.2 996 GT3 (1999–2004)

       3.1.3 996 Turbo (2000–2004)

       3.2 997 Series (2005–Present)

       3.2.1 997 Turbo

       3.2.2 997 GT3

       3.2.3 997 GT2

       4 911 GT1

       5 Electric vehicles

       6 Awards

       7 Footnotes

       8 References

       9 Further reading

       10 External links

       [edit] Article notes

       Not all of the Porsche 911 models ever produced are mentioned here. The listed models are notable for their role in the advancements in technology and their influence on other vehicles from Porsche.

       The car was and is always sold as 911, although the articles below use Porsche's internal classifications:

       Porsche 911 classic (19–1989)

       Porsche 9 (1989–1993)

       Porsche 993 (1993–1998) wide body

       Porsche 996 (1999–2004) all new body and water-cooled engines

       Porsche 997 (2004–Present)

       "Carrera", "GT3", "Turbo", etc. refer to the specific model trim, as they are all 911s, e.g., "Porsche 911 Turbo."

       The series letter (A, B, C, etc.) is used by Porsche to indicate the revision for production cars. It often changes annually to reflect changes for the new model year. The first 911 models are the "A series", the first 993 cars are the "R series".

       [edit] Air-cooled engines (1963–1996)

       [edit] Porsche 911 classic (1963–1989)

       Porsche 911 of 1968Main article: Porsche 911 classic

       The 911 can trace its roots back to sketches drawn by Ferdinand "Butzi" Porsche in 1959.[4] The Porsche 911 classic was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356, the company's first model, and thus essentially a sporting evolution of the Volkswagen Beetle. The new car made its public debut at the 1963[1] Frankfurt Motor Show (German: Internationale Automobil-Ausstellung).[5] The car presented at the auto show had a non-operational mockup of the 901 engine, receiving a working one in February 19.[4]

       It originally was designated as the "Porsche 901" (901 being its internal project number). 82 cars were built as 901s.[4] However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. Internally, the car's part numbers carried on the prefix 901 for years.[4] Production began in September 19[5], the first 911s reached the US in February 1965 with a price tag of US$6,500.[4]

       Porsche 911E with Fuchs wheels, 1969The earliest edition of the 911 had a 130 PS (96 kW; 128 hp)[1] flat-6 engine, in the "boxer" configuration like the 356, air-cooled and rear-mounted, displaced 1991 cc compared with the 356's four-cylinder, 1600 cc unit. The car had four seats although the rear seats were very small, thus the car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). It was mated to a four or five-speed manual "Type 901" transmission. The styling was largely by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Erwin Komenda, the leader of the Porsche car body construction department, was also involved in the design.

       The 356 came to the end of its production life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, introduced the same year, served as a direct replacement, offering the 356's 4-cylinder, 1600 cc, 90 hp (67 kW) engine inside the 911 bodywork.

       In 1966 Porsche introduced the more powerful 911S, the engine's power raised to 160 PS (118 kW; 158 hp). Alloy wheels from Fuchs, in a distinctive 5-leaf design, were offered for the first time. In motorsport at the same time, installed in the mid-engined Porsche 904 and Porsche 906, the engine was developed to 210 PS (154 kW).

       In 1967 the Targa (meaning "shield" in Italian[6]) version was introduced as a "stop gap" model. The Targa had a stainless steel-clad roll bar, as Porsche had, at one point, thought that the NHTSA would outlaw fully open convertibles in the US, an important market for the 911. The name "Targa" (which means "shield" in Italian) came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had notable success, with seven victories since 1956, and four more to come until 1973. This last win in the subsequently discontinued event is especially notable as it was scored with a 911 Carrera RS against prototypes entered by Italian factories of Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered alongside from 1968).

       The 110 PS (81 kW; 108 hp) 911T was also launched in 1967 and effectively replaced the 912. The staple 130 PS (96 kW; 128 hp) model was renamed the 911L. The 911R had a very limited production (20 in all), as this was a lightweight racing version with thin aluminium doors, a magnesium crankcase, twin-spark cylinder heads, and a power output of 210 PS (154 kW).

       In 1969 the B series was introduced: the wheelbase for all 911 and 912 models was increased from 2211 to 2268 mm (87 to 89? in), an effective remedy to the car's nervous handling at the limit. The overall length of the car did not change: rather, the rear wheels were relocated aft. Fuel injection arrived for the 911S and for a new middle model, 911E. A semi-automatic Sportomatic[7] model, composed of a torque converter, an automatic clutch, and the four speed transmission, was added to the product lineup. It was canceled after the 1980 model year[8] partly because of the elimination of a forward gear to make it a three-speed.[8]

       The 2.2 L 911E was called "The secret weapon from Zuffenhausen"[citation needed]. Despite the lower power output of the 911E (155 PS (114 kW; 153 hp)) compared to the 911S (180 PS (132 kW; 178 hp)) the 911E was quicker in acceleration up to 160 km/h (100 mph).

       The 1972–1973 model years consisted of the same models, but with a new, larger 2341 cc (142 in?) engine. This is universally known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres. The 911E and 911S used mechanical fuel injection (MFI) in all markets. The 911T was carbureted. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch.

       With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901/911 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc.

       911S models also gained a discreet spoiler under the front bumper to improve high-speed stability. With the car's weighing only 1050 kg (2315 lb), these are often regarded as the best classic mainstream 911s. For racing at this time, the 911 ST was produced in limited numbers (the production run for the ST only lasted from 1970 to 1971. The cars were available with engines of either 2466 cc or 2492 cc, producing 270 PS (199 kW; 266 hp) at 8000 rpm. Weight was down to 960 kg (2166 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring and the Targa Florio.

       [edit] 911 Carrera RS (1973 and 1974)

       Porsche 911 Carrera RS, 1973These models, valued by collectors, are considered by many to be the greatest classic 911s all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (207 hp/154 kW) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).

       In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS (169 kW). It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thin metal plate panels and a spartan interior enabled the shipping weight to be reduced to around 900 kg ( lb).

       1976 Porsche 911 2.7The Carrera RSR 3.0 was sold to racing teams, and scored outright wins in several major sports car races of the mid 1970s. Also, a prototype Carrera RSR Turbo (with 2.1 L engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1974 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sportscar racing. Save for the earlier Porsche 917, it can be regarded as Porsche's start of its commitment to turbocharging also in road cars.

       [edit] G- series (1974 and later)

       Model year 1974 saw three significant changes. First, the engine size was increased to 2687 cc giving an increase in torque. Second, was the introduction of impact bumpers to conform with low speed protection requirements of US law, these bumpers being so successfully integrated into the design that they remained unchanged for 15 years. Thirdly, the use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up— the 911 and 911S models, retaining the narrow rear fenders of the old 2.4, now had a detuned version of the RS engine producing 150 and 175 PS (110 and 129 kW) respectively.

       The Carrera 2.7, now a regular production model, inherited the wider rear wings of the RS together with its 210 PS (154 kW) MFI engine and was indeed mechanically identical to the 1973 RS and still weighed the same at 1075 kg (2370 lb). All three models were given high backed front seats.

       The 930 Turbo was introduced in 1975 (see below). The Carrera 3.0 was introduced in 1976 with what was essentially the Turbo's 2994 cc engine minus the turbocharger, and with K-Jetronic CIS although now developing 200 PS (147 kW).

       Also produced in the 1976 model year for the U.S. market, was the 912E, a 4-cylinder version of the 911 like the 912 that had last been produced in 1969. It used the I-series chassis and the Volkswagen 2.0 engine from the Porsche 914. In all, 2099 units were produced. In 1976 the front-engine Porsche 924 took this car's place for the 1977 model year and beyond.

       [edit] Position vis-à-vis the Porsche 928

       Main article: Porsche 928

       Although Porsche was continuing with the development of the 911, executives were troubled by its declining sales numbers and in 1971 approved work on the Porsche 928. With a front-mounted V8 engine that was considerably more powerful than the contemporary 911's, the larger 928 was not only designed to eclipse its performance, it was designed to be a more comfortable car, a sporty grand tourer rather than a real sports car. The 928 sold reasonably well, and managed to survive from its introduction in 1977 until 1995. Throughout its 17 years, despite its capabilities on the road, it never managed to outsell the 911. Not intended for racing, it achieved little success in the hands of privateers.

       [edit] 911 Turbo (Type 930) (1974–1989)

       Main article: Porsche 930

       1982 911SC Slantnose editionIn 1974 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 (930 being its internal type number) in North America. The body shape is distinctive thanks to wide wheel-arches to accommodate the wide tires, and a large rear spoiler often known as a "whale tail" on the early cars, and "tea-tray" on the later ones. Starting out with a 3.0 L engine 260 PS (256 hp/191 kW), these early cars are known for their exhilarating acceleration coupled with challenging handling characteristics and extreme turbo lag. For 1978, capacity rose to 3.3 L 300 PS (296 hp/221 kW), and an intercooler was added which was placed under the rear spoiler.

       Production figures of the basic 930 soon qualified it for FIA Group 4 competition, with the racing version called the Porsche 934 of 1976. Many participated at Le Mans and other races including some epic battles with the BMW 3.0 CSL "Batmobile". The wilder FIA Group 5 version called Porsche 935 evolved from the 2.1 L RSR Turbo of 1974. Fitted with a slope nose, the 500+ PS car was campaigned in 1976 by the factory, winning the world championship title. Private teams went on to win many races, like Le Mans in 1979, and continued to compete successfully with the car well into the 1980s until the FIA and IMSA rules were changed.

       Only in 1989, its last year of production, was the 930 equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 9 version featuring the same 3.3 L engine. There have been turbocharged variants of each subsequent generation of 911.

       Porsche Carrera RSR turbo, 1000km Nürburgring 1974In 1981, a Cabriolet concept car was introduced at the Frankfurt Motor Show. Not only was the car a true convertible, but it also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche’s first cabriolet since the 356 of the mid-1960s. It proved very popular with 4,214 sold in its introductory year, despite its premium price relative to the open-top targa.[9] Cabriolet versions of the 911 have been offered ever since.

       It was during this time, that Porsche AG decided the long-term fate of the 911. In 1979 Porsche had made plans to replace the 911 with their new 928. Sales of the 911 remained so strong however, that Porsche revised its strategy and decided to inject new life into the 911 editions.

       Peter W. Schutz (CEO Porsche AG 1981-1987) wrote:

       “The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott [1], the Porsche operating board member responsible for all engineering and development. I noticed a chart on the wall of Professor Bott’s office. It depicted the ongoing development schedules for the three primary Porsche product lines: 944, 928 and 911. Two of them stretched far into the future, but the 911 program stopped at the end of 1981. I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart. I am sure I heard a silent cheer from Professor Bott, and I knew I had done the right thing. The Porsche 911, the company icon, had been saved, and I believe the company was saved with it.”[10]

       911 SC sales totaled 58,914 cars.[9]

       [edit] 911 3.2 Carrera series (1983–1989)

       1986 Porsche 911 Carrera CabrioletWith the 911’s future ensured, 1983 saw the launch of a replacement for the successful SC series. It was the model year 911 3.2 Carrera, reviving the Carrera name for the first time since 1975. The 911 3.2 Carrera was the last iteration in the original 911 series, with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.

       参照/usa/models/911/911-turbo/

克尔维特 ZR 1的超跑定位

       先是已经上市的林肯飞行家，宝马X5、奥迪Q7/A7L、沃尔沃XC90等也有较为明确的国产计划，豪华品牌开始选择将旗下的高端车型国产，一来可以降低生产进口环节的成本，二来可以规避难以预料的贸易战。

       广义上“国产车”的天花板将越来越高，但可能不限于BBA，保时捷也要国产？

       近日，就传出保时捷要计划国产了，合作方直指一家位于海南省的汽车制造商，这不是送分题吗，除了海马汽车还有谁？

       受到保时捷要国产的消息刺激，*ST海马的股价应声大涨超过7%，近几年一直被联系到亏损、卖房维生的海马想说：“还有这种好事？”

       上汽奥迪要国产Q7，保时捷接着国产似乎是一件大胆但又顺理成章的事。不过，消息传开后保时捷中国率先出面否认：“保时捷没有国产的计划。”受宠若惊的海马也只能无奈地表示：“公司目前并无相关事项。”（卖房子不香吗？）

       假设保时捷真的要国产，会选择什么车型？无非是销量最好的Cayenne或是Macan。早在2014年就说保时捷要借大众的工厂国产，当然也是第一时间否认。

       即使保时捷2019年的全球销量创下了新高，超过28万辆；其中中国是最大的单一市场，占了全球销量的三成，Cayenne和Macan又是绝对的大头，但对保时捷来说国产仍是一件难以实现的事情。

       2019年初，保时捷全球执行董事会主席奥博穆博士就表示：“保时捷总产量并不算大，细分到各个车系上就会更少，因此在华投产并不符合成本效益，这也是我们决定暂时不在中国生产的主要原因?。”

       潜台词就是：“Give?me?more！More！”不同于平民的合资品牌，保时捷的车型生产涉及更高端的材料供应和装配工艺，零部件的国产化率可能并不高，自然会影响成本效益，何况有些东西就是要贵和进口才有人买的。

       随着被证实是fake?news，海马的股价很快又跌回来，甚至跌得更惨了。

       本文来源于汽车之家车家号作者，不代表汽车之家的观点立场。

       ZR1，Z06，C6，这些车型虽然前面都加上了克尔维特的名称，但它们的定位和性能却有着不小的差异。那么，它们的不同点究竟是什么呢？如果熟悉保时捷911系列命名方式的话，可能会对克尔维特的这几款车有更为清楚的认识了。

       克尔维特的基本型C6是一款可以与保时捷911 Carrera 4S相当的车型。而代表着强大性能表现的车型则被命名为了克尔维特Z06，从而形成了一款可以与保时捷911 GT3 RS相匹敌的车型。而ZR1则相当于保时捷 911 GT2(997) 车型，虽然速度表现同样出色，但总体调校更为循序渐进，更加理性。

       同很多美国车一样，由于它的动力性能过于强大，因此，在起步的时候，总是先要把一部分动力化为胎烟以后，才能看到它们冲向前方。这样的设计不仅有些浪费，而且还会影响到车辆的百公里加速成绩。但带来的则是非常富于感性和视觉冲击效果的加速“景观”，这或许也是美国人特有的一种嗜好吧。

       不过随着科技的进步，肯塔基州的胖子们为克尔维特研发了PTM（performance traction management）系统，分为5种模式：

       MODE 1: For wet conditions or familiarization. Low torque delivery, and Active Handling is enabled.

       MODE 2: For dry conditions. More torque delivered, and Active Handling is tuned for dry conditions.

       MODE 3: For a driver familiar with vehicle and track. Delivers more torque than Mode 2.

       MODE 4: Same torque delivery as Mode 3, but Active Handling is disabled.

       MODE 5: Delivers most torque. For drivers experienced with track and vehicle.

       当然了，也可以完全关闭。当选择5级模式之后，车辆变得更加“智慧”，使得牵引力输出处于极限状态，很多专业赛车手向它挑战都失败了。简言之，PTM配合克尔维特本来的MRC电磁悬挂让它在赛道上的速度更快而且日常使用有着更好的适应能力。美国著名汽车杂志motortrend在不久前的2013款克尔维特ZR1对抗2013款SRT蝰蛇GTS的对比中，著名赛车手Randy Pobst驾驶前者在laguna seca赛道上创下了最快量产车圈速,快过日产GTR，法拉利458 italia，迈凯轮MP4-12C还有兰博基尼avantador LP-700。

       作为一款美国味十足的美式跑车，克尔维特ZR1并没有令人失望。它强大的动力和美国性格的造型将它的经典一直延续了下来。而它的亮点则是更为先进的技术表现出的理性呼唤和富有激情的驾驶乐趣。与那些欧洲超跑相比，克尔维特的个性是它的最大卖点。

       好了，今天关于“保时捷 more 图片”的话题就讲到这里了。希望大家能够通过我的讲解对“保时捷 more 图片”有更全面、深入的了解，并且能够在今后的学习中更好地运用所学知识。