Hot Weels in top gear.

Pictures don't do this Vincent Black Shadow justice. After first staring at e-mailed pics of it for a long, long time, my conclusion was it looked immaculate; the biz. But now, in a garage in Kent, with its chromed and painted parts just inches from my fingertips, my thoughts start with 'immaculate' and end with 'perfection'. It doesn't matter which bit my eyes fall on, it's 'perfection'. This must be how the 2200 worldwide members of the Vincent HRD Owners Club first got hooked.


From the gloss black finish of the engine cases to the chrome rimmed upright speedometer and all the parts precisely torqued in place elsewhere, there's not a sign of ill-fitting tool abuse or stains from years of grime and use - the usual traits of age and restoration. And there's a very good reason for this: this Vincent is not a restoration. It is new - all new. Every grease nipple, section of frame and cables are under 500 miles old. The smell of a slight fuel weep and marked tires are the only items to show this is a runner. Oh, and there's the '07 registration plate. Awesome.

And now it's my time to start it. Although drilled in the precise technique, I admit I'd forgotten it just after turning one of the two fuel taps on (it had already been run to warm the engine) and debating whether to push the bar-mounted choke levers to fully on. Instead, I take up on the offer of help to start it. One of the three carefully watching members of the Vincent Owners Club (VOC) takes over. It starts so easily that I'm truly humbled by the experience and by a machine around sixty years in design.


The burble and rustle of moving parts aren't smothered by the healthy exhaust note. The bobbing of the bike on tickover accentuates the feel of a living, breathing piece of history under this Vincent ignoramus. Excitement and nervousness roll into one. I haven't felt this way since my first ride on a 500 Grand Prix bike, or Rossi's RC211V. I need a wee.

While the clutch lever is in the 'normal' place, the gearlever and its shaft is in another world. My right boot hovers above the gear lever as I struggle to remember the shift movement: one up and three down. First gear goes home with a shunt of metal somewhere along that gear shaft deep in the engine cases. It didn't need the extra blips of throttle and deliberate clutch to pull away. It might be an old 'un but the mechanicals are all there and in mint condition. The shift to second is as sweet. But the front brake isn't.

There's little tension in the two front brake cables down to the twin 7-inch front brake drums. Cheap Chinese trail bikes might have stronger front brakes, but then they are about half the weight of the Shadow. My left foot has to work the two rear brake drums - an alien concept that results in my foot resting on the brake as I pull from a junction only to stall it. Bugger. Time to put into practice those forgotten preachings of starting a Vincent.

Right peg lifted and kickstart swung out in record time, dab the kickstart until compression is reached, pull the de-compressor lever, dab the kickstarter again until it just goes over compression, let go of the de-compressor and stamp down on the kickstarter like it was a slug on my lettuce patch. It starts so easily.


Along A-roads around Brands Hatch, the Black shadow is as happy as I am. The upright speedo's needle ratchets its way round to 70 mph with the occasional break in its ascent from changing gear. Digital speedos, pah, all electrics and expense with no character whatsoever. Bloody lovely: it's sunny and dry and I'm riding a bike with a bark of an exhaust note that is immediately recognizable as a slow-revving classic's.

The damped Girdraulic forks and cantilever-mounted twin rear springs with separate damper chamber are surprisingly modern in feel. They soak up most of the big dips and bumps but let you know when you hit sunken or raised manholes. The freshly adjusted front brake is working at full strength, or rather as much strength as my fingers can muster. Not so much slow but rather deliberate gear changes (one of the VOC three wise men has said I'll hear rapid cog swaps rather than feel them) keep the V-Twin motor on the boil, but then I make a discovery that makes my smile even wider. The throttle tube has a longer throw than I thought, and the extra twist fully lift the remote carb plungers.

That extra rate of fuel kicks off an even bigger smile. It's not a startling rate of acceleration, but something like an old air-cooled SS900 Ducati lump would give up on a good day. The sharper edged exhaust note bounces off hedgerows and trees and I can hear myself coming and going.

At 80 mph there's a strong feeling through the bars and pegs of more speed to come but mechanical empathy rules today. That upright speedo tops out at 150 mph, which was a sharp way of telling the world in its day the 'Shadow' was the fastest bike in the world. But it's not my bike and the tires aren't exactly sports numbers - they are based as close to the original rubber as possible. It's funny how a vision of a skinny (3.5 x 19in) and square-profiled Avon rear tire can pop up with a series of bends approaching. I'll tell you, we don't know we're born today.


Using the front brake makes the chassis dip while the forks stay the same length. If a comparison has to be drawn it would have to be Yamaha's over-engineered hub-steered GTS1000. A strange feeling but reassuring one at the same time as the bike feels better connected to the road. A little bit of modern day body shift off the seat should see us through these S-bends.

The Vincent takes it all in stride. Yes, the weight of the bike (227 kg / 500.5 lbs wet) is telling through the bars when flicking left then right, not the age of its design. Only that the rear tire causes the stable handling to get upset - riding off the edge of the tread induces a weave which settles down as quickly as it started.

Spirited riding compounds the belief that the Black Shadow really was the Ducati 1098 of its day, and totally understandable why it was the machine to have way back then in the late '40s - even though its £350 (around $700 U.S.) price was on par with a new house. I can also see why people get hooked on wanting a Vincent in the garage today even though we'd be looking anywhere between £25-30K (and more at auction) for a decent original. As for this bike - a brand new machine, don't forget - there's more to say. Read on.


The Vincent-HRD Owners Club is a non-profit-making club dedicated to preserving the heritage of the Vincent marque. Not only does it run a very competent and successful club consisting of archivists, engineers, owners, machine registrar, boffins etc., it also has ties with The VOC Spares Company Ltd. This associate company deals purely in spares for Vincent-HRD machines and, together with the club, an idea was formed to build a complete bike to ensure the quality of its spares and to see whether or not every part was available. It also happened to be the next stage up from when the club successfully built a complete new engine in 2004.

The project wasn't easy. While most of the spares are common replacement parts (not copies but made to original dimensions and spec) to fit on existing chassis, a new machine meant building a new upper frame member (the headstock and main spar that also held the engine oil from which the engine attaches/hangs from) and rear frame member (the subframe). There was also the matter of producing the Girdraulic forks to the original exacting standards - in the end the forks were machined from solid so are stronger than the originals although you couldn't tell them apart. The building problems didn't end there. As the club's information officer Paul Adams says: "Where we didn't have the original factory engineering drawings to make parts, we had to measure exactly original components and present them as new drawings to the engineering companies we used. If these parts were quantity ordered they'd be fairly cheap, but the initial outlay would be huge. In effect the parts we had made are bespoke and that sort of quality costs money."


WHAT'S SO SPECIAL ABOUT VINCENT BLACK SHADOWS?

They were deigned by Brits, built by Brits and ridden by just about everybody, and still are. The fact that it was fast for its day, handled as good as any 1970s Japanese bike and was full of technical goodness says it all. I mean, what other bikes do you know where thumbwheels are used to adjust the chain so easily and T-bar-type QD wheel spindle removal is standard? Everything about the bike is adjustable, that's internal and external, it has left and right sidestands that adapt to be a front wheel lift, and there's a mainstand. Adjustable rear damping and steering damper, too. To top it off there's a removable metal tool tray under the seat. To sum up the Vincent Black shadow: the bollocks.


SPECS

Vincent Black Shadow
Cost (est): £25-35k ($49,900-$69,900 U.S.)
Power (claimed): 55bhp
Torque (claimed): N/A
Dry weight: 206 kg (454 lbs)
Colour: Black

TECHNICAL

Fuel: 16 litres (4.22 gal.)
Rake: N/A
Trail: N/A
Seat height: 826mm (32.5 in.)
Wheelbase: 1435mm (56.5 in.)
Engine: Air-cooled 998cc (84 x 90mm) 4-valve SOHC 4-stroke 50-degree V-Twin. 2 x type 276 Amal carburetors.
4-speed gearbox. Chain final drive.
Chassis: Tubular steel duplex cradle frame.
Suspension:Vincent Girdraulic front forks and cantilever-mounted dual springs with remote oil chamber rear suspension.
Brakes: 2 x 7 in. diameter drum brakes front and rear with single leading shoe.
Tires: Avon - 3.00 x 20 front, 3.50 x 19 rear

 It is hard to believe, but the Porsche 911 exists despite Porsche's own attempts to eliminate and replace their beloved icon. This rear engine, 2+2 coupe has defied attempts (type 951 and 928) to terminate its allegedly dated concept only to be re-invented in superior form and bask in a renewed wave of enthusiasm. The 911 brand is so compelling to consumers that even cars that are not 911's (Types 930, 964, 993, 996, 997) have been badged as such since 1990. Such is the influence of a model and a brand within Porsche that as the vehicle made vast technical leaps, even wholly re-invented it remains a 911. The original 911, with its air/oil cooled engine was built from 1964 to 1989. This model was succeeded by two much more evolved 911's that were still air/oil cooled; the type 964 and 993. The 964 and 993 are still lauded for their own technical brilliance, but the vehicles gained weight and complexity addressing safety, (airbags) emissions, and feature/ options concerns. One could argue that the last air/oil cooled 911's, though brilliant, paid a price for their sophistication. However, 1998 brought the first 911 to rely on water cooling for the engine, and it introduced the first all-new and larger body shell to the model since 1964. In addition, it was the first 911 to feature an engine with four valves per cylinder which would help it meet power demands and emissions requirements.


 While the early 911's were beloved for their unique sound, a baritone growl that was a product of the engine noise itself which could easily escape through the thinner castings and cylinder walls (not surrounded by water) and projected by the fan atop the motor. In the interest of compliance, performance, and evolution both sound effects were eliminated. After surviving 35 years, this integral piece of the 911's character had been severed from the car's persona. The feel of hydraulic power assisted steering (equipped on 911 since the 964), the larger shell, the swollen wheelbase and dimensions, the raked windshield, the front end components shared with the more inexpensive Boxters were among a list of elements that conspired to make the 996, while certainly a BETTER car, a less beloved 911. The longing for a "true" 911 grew louder from 911 enthusiasts and owners lamenting the changes made to their favorite sportscar in the name of "progress."


Nevertheless, a rational person can admit that the advances made in vehicle design since 1963 have ushered in improved powertrain, unibody, and suspension technologies yielding a vehicle with greater overall capability. But have the evolved water-cooled 911's proven more enjoyable? Is the drive more fulfilling? What of the magic behind the wheel? It is this fulfillment that is at the core of the original driver-focused 911 concept, and wholly recaptured, yet vastly enhanced by the vision of Singer Vehicle Design. The Singer 911 is no mere imitation, clone or retro-hot rod, but a re-interpretation and rebirth of the early performance-focused 911's. The new vehicle is the result of a fusion between the purity of the original 911 and modern materials, design, and updated technologies, and aftermarket experience into a unique sports car that recaptures the essence of the early 911's golden age. The Singer 911 capitalizes on the 40 years of solutions and enhancements that have resulted from the racing aftermarket's embracing the original 911. Borrowing the best elements from the air/oil cooled 911's long production span such as the "chic" of the long hood pre-'74 race specials, and the engineering durability of the later cars from the 80's and 90's, Singer Vehicle Design capitalizes on the vast know how and evolutionary advances the original 911 has enjoyed. The experience offered by the new Singer 911 is a passionate celebration of the history making, iconic 911, and creates an enhanced sportscar that honors the original 911's soul. Beginning with any longer wheelbase 911 (1969 to 1989) donor car, the Singer 911 is stripped to its shell to begin reinvention. The reincarnation retains the original wheelbase, the A-pillar position, the roofline, suspension mounting and transaxle mounting points.


Everything else is restored, reimagined and vastly improved for performance and expression. To optimize suspension performance add rigidity to the unibody, the 911 donor car's structure has been thoroughly reinforced with a labor intensive stitch welding procedure and the addition of a lightweight integral backbone structure that helps further improve the chassis torsional rigidity. A developmental carbon-fiber second skin further aids this rigidity. The benefits of such measures to ride and handling given the improvements in unibody's resistance to twisting are vast, as the suspension is converted from torsion bars to the Macpherson strut and Carrera SC rear trailing arm with coilover set-up seen on vintage racing 911's. Moton dampers with remote oil reservoirs and Eibach springs are used at all four corners and offer multiple settings for ride and handling that the steel shell can now fully exploit. The Singer 911 will also benefit from extensive use of Smart Racing suspension products, such as multi-adjustable anti-roll bars, suspension bushing that help maintain correct geometry. A Jerry Woods Enterprises electric/hydraulic power steering system is fitted to the Singer 911 that maintains the vital 911steering feel and feedback while helping quicken the steering reactions as compared to the original ZF rack and pinion. The racing 911's were famous for their braking ability and making up distance on the competition in the corners. The Singer 911 is equipped with competition-proven Brembo calipers (4-pot) and rotors that are derived from the 917 and 930 models. The brakes will be peeking out from behind period-evoking Zuffenhaus, lightweight, five-spoke, three-piece forged aluminum wheels. The 17 x 9-inch front wheels are wrapped in sticky, modern Michelin Pilot Sport Cup tires measuring 225/45/17 and the rear 17 x 11-inch wheel wears 275/40/17 rubber.


Drivetrain.
The Singer 911 utilizes the most evolved air/oil cooled 911 engine from the 993. However, the goal with the stock 3.6-liter engine was to develop it into the most modern rendering of the air/ oil cooled engine concept. With the help of U.K.-based, Ninemeister, masterminded by engineer, Colin Belton, and constructed in San Francisco by famed engine builder Jerry Woods Enterprises, the stock 3.6-liter engine is rebuilt to displace 3.82 liters. The engine has been recreated with premium components successfully developed and proven through Ninemeister's racing exploits. The Singer 911's engine achieves its displacement with Ninemeister 103mm pistons and cylinders, the 76.4mm crankshaft of the 997 GT3, and the 132mm lightweight titanium connecting rods. The large bore, short stroke combination can spin to 8000 rpm, but offers a broad, flexible torque curve. The key to the power are the highly developed Ninemeister billet aluminum heads that allows this 12-valve engine to compete with the power of water-cooled 24-valve engines found in the latest version of the GT3. A completely re-engineered component the billet aluminum Ninemeister heads are stronger, more resistant to extreme heat, and feature the latest thinking in port design to vastly improve the breathing and output of these motors.


A Ninemeister valvetrain with valves, springs, and cam profiles have been designed to maximize the cylinder heads port flow capabilities and are a vital piece of the combination. Ninemeister's individual throttle body induction provides maximum tunable power to each cylinder with eye-popping throttle response, and most importantly perhaps, the sweetest 911 exhaust growl imaginable. More importantly, the engine will be managed by an advanced Motec M800 ECU that also adds launch control, traction control, data logging capability -- all electronic features never seen on the original 911's.


For customers, the engine will be available in two states of tune - luxury and touring. Singer will have a tune producing about 360hp with a broad torque curve. For higher performance, a more track focused state of tune offers 425 hp and 340 lbs. ft. of torque. A 997 GT3R oil pump moves oil through the Singer 911's high capacity dry sump system will be improved with an enhanced fan-assisted cooling system. Race-car spec stainless steel braided hose and fittings are used throughout the Singer 911. The bulletproof 3.82-liter engine combination is matched to a nearly indestructible six-speed G50 transaxle that has been revised with a close ratio cogs, and a limited slip differential. A twin plate carbon clutch capable of withstanding 700 lbs. ft. of torque and a lightweight flywheel help transmit engine power to the transmission. The Singer 911 expels engine fumes through lightweight stainless steel heat exchangers that flow to 100 cell catalytic converters, and a Singer Design stainless steel muffler that helps enhance the motor's sonorous tone.

The Singer's performance will be scintillating as the vehicle will get down to 2400 lbs. curb weight providing a nimble, connected and thoroughly fulfilling sportscar experience. With a power to weight ratio of 5.6 lbs per horsepower, the 425 hp Sports version explodes from 0 to 60 in 3.9 seconds, 0 to 100mph in 8.5 seconds, and exceeds a top speed of 170 mph.


Interior.
As for the interior, the Singer 911 features an original 911-style instrument cluster with all-new gauges set in a revised dash panel. The Singer 911 interior is not carpeted in keeping with the traditional feel of the spartan race-focused 911's (R, ST, and RSR) but will be trimmed in supple dark racing green leather. Thin, lightweight but effective sound deadening measures controls interior noise while still maintaining the aural persona of the early 911's. A re-engineered vintage 911 Recaro seat uses structural carbon fiber in addition to offering fully electric operation and premium leather surface covering. Finally, no vintage, performance focused interior would be complete without a MOMO steering wheel and the Singer 911 features a new interpretation of the company's classic 'Monza' wheel.

Acknowledging the advances in conveniences missing in the original 911, modern amenities such as a lightweight electric air conditioning system, Garmin Navigation system, ipod interface and even Bluetooth connectivity are also available in the Singer 911. Care is taken to add these features while minimizing any weight penalty by utilizing a lightweight wiring harness for all accessories and engine management.



Exterior.
Extensive use of composite materials (carbon fiber) for the entire vehicle exterior will leave the door panels as the only original sheetmetal on the Singer 911. The composite materials form an exterior for the Singer 911 that re-invents while emulating the early 911 RSR and ST's most prominent feature; the fender flares. These flares dictated the aggressive stance and sense of performance that these early cars conveyed even while standing still. Capitalizing on modern materials technology, the Singer 911 body makes extensive use of carbon fiber panels, and autoclave pre-preg Kevlar honeycomb in the creation of stunning, but very lightweight exterior pieces. The Singer 911 prototype is finished in vintage-appearing Singer Racing Orange. Other colors will be available to customers. In addition to the modern interpretation of the lightweight philosophy, the exterior will be updated with a uniquely designed HID headlamp arrangements that greatly improves exterior lighting.

The Singer 911's aerodynamic performance is improved with a front lip spoiler that reduces front end lift by 12 percent, and a speed sensitive rear spoiler that retracts back into the body (first seen on the 964).


The Feeling.
Sure the Singer 911 looks like a vintage 911, and maintains some of the same character, but the connections its exterior evokes is unique. There are hints of 911R in the taillights and bumper design, as well as RSR in the bulbous flares, or even some 911ST in the profile, but there is no mistaking that upon closer inspection the Singer 911 is a very different interpretation of these vintage themes. Beneath that "long hood" emulating skin is the heart of the last air/oil cooled 911(type 993) and a host of the latest technology that places the Singer 911 in a place all its own. The car protects the romance of the original 911 concept but radically modernizes it into an ultimate 911 expression for the enthusiast who can never forget time spent behind the wheel of the car that started life as the 901 Concept. Forty-six years later, the Singer 911 prototype is the ultimate validation of the model that defined a brand, a segment, and became a cultural icon to generations.


Singer Vehicle Design is dedicated to the design, engineering and crafting of the world's most respected high performance cars. Founded in 2009, Singer Vehicle Design is driven by the ingenuity and commitment of the industry's most respected engineers. By doing so, we have used this opportunity to optimize and enhance every detail that has contributed to the 911's greatness and iconic status. The Singer 911 attempts to channel the spirit of the pure and delicate 1964 original, the race-bred chic of the '70s "longhoods", the '80s' bomb-proof solidity, and the power and sophistication of the 964/993 series: a jewel-like form that singularly represents and celebrates the golden air-cooled era of the world's most important sports car.

Every Porsche has a race car at its heart. And never was the close relation to car racing so tangible. The new Porsche 911 GT3 stands for a redefined, even more emotional driving experience. The sports car that was developed from scratch offers even more dynamism and refined everyday practicality at the highest level.
With the GT3, Porsche is marking this 911 anniversary year by opening a new chapter in the area of high performance sports cars for circuit tracks. Both engine and transmission, as well as body and chassis are entirely new, and extend the 911 GT3 concept with an impressive performance leap. This is due to the new active rear-wheel steering, and the GT3-specific Porsche dual-clutch transmission with the characteristics of a sequential gearbox used in motor racing. Following the total production of 14,145 GT3 cars since 1999, the fifth generation of the 911 GT3, an all-round redevelopment, is set to take on the pole position among the thoroughbred Porsche sports cars with naturally aspirated engines.
The mission of the Porsche 911 GT3 is unmistakable: driving dynamics. Each and every relevant detail has been fine-tuned to that. The result is impressive: the new 911 GT3 laps the Nürburgring Northern Loop, indisputably the most challenging race track in the world, in a mere 7:25 minutes. A benchmark of great significance for the sportiest 911 with a naturally aspirated engine. Because around 80 percent of all 911 GT3 vehicles are also driven on race tracks.


Drive system and chassis of the new 911 GT3 have been systematically developed to even better performance, precision and transverse dynamics. Additionally, Porsche is using active rear-wheel steering for the first time. Depending on the speed, the system steers in the opposite or the same direction as the front wheels, thereby improving agility and stability. Among the other new driving dynamics features are the electronically controlled, fully variable rear differential lock, and the dynamic engine mounts. The height, toe and camber of the newly developed all-aluminium chassis are still adjustable. The new, 20-inch forged alloy wheels with central locking are used for optimal road contact.

New high-performance drive system with cutting-edge technology
Porsche has developed an entirely new engine for the 911 GT3. For the first time, the classical six-cylinder naturally aspirated engine has direct petrol injection in the racing car-like 911, combined with high-performance elements such as dry sump lubrication, titanium connecting rods and forged pistons.
In combination with valve control by rocker lever, an extremely high-revving engine capable of reaching up to 9,000 rpm emerged. For the driver, this means an even broader engine speed range that can bring decisive time advantages on the race track. The speedy response of the drive system is enhanced by the new power transmission without any interruption in propulsive power. As the first 911 GT3, the new model has a Porsche Doppelkupplung dual-clutch transmission (PDK) that had been originally developed for racing and has now made a comeback in a perfected form. The PDK is another feature specially developed for the 911 GT3, with characteristics directly inspired by the sequential gearboxes used in motor racing, thus granting the driver further benefits when it comes to performance, dynamics and driving fun.

Fascinating sports engine with high-revving concept
The new engine of the Porsche 911 GT3 is based on the six-cylinder used in the current 911 Carrera generation. The structural changes to the base engine had one principal goal: to develop the characteristic 911 GT3 high-revving concept further. High speeds enable high performance and gear changes, whereby the revolutions remain in the range of maximum power after shifting up. Thus the six-cylinder reaches its maximum performance of 475 hp (350 kW) at 8,250 rpm; the nominal torque of 440 Newton metres (Nm) is available at 6,250 rpm. The consistent development focus made it possible to increase the maximum speed to 9,000 rpm. This enables the 911 GT3 to reach peak performance values among street-legal vehicles. The result is a drive system that ventures even further into the racing range than ever before with a litre performance of 125 hp per litre.
With its low moving masses, the engine develops high speed dynamics. Thus the new 911 GT3 does not only feature an enormous revving capacity but also an excellent response across the entire engine speed range. These features ensure a particularly sporty driving experience in all conditions.


 The focus of the new development were the cylinder heads, which differ fundamentally from those of the base engine, and were specifically developed for the 911 GT3. To enable peak performance values and engine speeds, the new cylinder heads are equipped with large intake and exhaust ports, large valves, and separate valve control with rocker arm. Cooling and oil supply are also particularly powerful to account for the high loads.
The valve actuation via rocker arms with hydraulic valve clearance compensation is another unique feature. The concept embodied in the Porsche 911 GT3 engine originates from racing and allows very high engine speeds on the one hand, while the other cams with performance-oriented profiles permit for large strokes and long valve opening times. The advantage of the rocker arm control is mainly in the low moving masses that allow high engine speeds, and the large contact area between the cam and rocker arm.

Advanced dry sump lubrication ensures the oil supply
The typically high and frequent lateral acceleration occurring with an ambitious driving style on the race track makes high demands on the oil supply. That's why the 911 GT3, as previously, has dry sump lubrication, i.e. the oil is siphoned permanently from the oil pan and is stored in a separate receptacle. In addition, the new 911 GT3 engine has for the first time an oil separator, a construction that also originates in racing. The oil separator consists of a cover between the crankcase and the oil pan featuring 18 single holes (three per cylinder) with crescent-shaped blades. Especially with high torques, the splash oil stirred up by the crankshaft is separated at the crescent-shaped blades ("planed") into the oil pan. Thus the amount of splash oil in the crankcase is lessened and as a consequence the so-called splashing losses of the engine are reduced. Alongside the demand-controlled oil pump, the new 911 GT3 also has two splash oil nozzles per piston that are opened in tandem depending on the temperature, load and torque. This guarantees an intensive cooling of the pistons, which are subject to high thermal loads.

As was the case with the predecessor, the new 911 GT3 also offers the driver the possibility of increasing the torque in the mid range at the press of a button. When activated, the backpressure in the sports exhaust system is further reduced, improving gas exchange, thus increasing the torque in the 3,000 rpm to 4,000 rpm range considerably again.
The dual-clutch transmission (PDK) originates from Porsche racing. With the Porsche 911 GT3, it returns to the racetrack: the motor sports engineers have revised the PDK extensively both in terms of mechanics and control technology for the new high-performance sports car.
The resulting transmission provides the driver with all the essential driving dynamics of the previous manual transmission, complemented with the performance benefits of the dual-clutch transmission. During racetrack use, it can therefore be driven much like a sequential manual gearbox - with even more performance and emotional driving fun.
Two modes are available to the driver: manual shifting or the adaptive shift programme. Manual shifting is done using two paddles on the steering wheel, the right for upshifts and the left for downshifts. Shorter shifting travel and optimised actuating force result in even faster gearshifts with concise feedback, similar to the operating characteristics of the 911 GT3 Cup race cars. Alternatively, the driver can also shift using the selector lever, with a shift pattern based on that used in professional motor sports: shifting up is done by pulling the lever back, shifting down by pushing it forward.

Gearshifting strategy and response times of the 911 GT3 PDK were consistently designed for maximum performance, and are fundamentally different from the other Porsche sports cars. This becomes apparent to the driver during manual upshifts in the form of a "lightning shift," which permits reaction times of less than 100 milliseconds. To enhance driving performance, lighting shifts are implemented with a torque overshoot, and the gear change is conducted with a highly dynamic adaptation of the engine speed to the newly selected gear. The switching times are in a range that was previously reserved for the world of motor sports.
The dynamics of a sports car driven to optimum lap times is also determined by the clutch. That's why the PDK comes with a "paddle-neutral" feature. If the driver pulls both shift paddles simultaneously, the clutches of the PDK are opened, and the flow of power between the engine and drive is cut off. Once both shift paddles are released, the clutch engages at lightning speed if the PSM is switched off. With PSM switched on, the clutch is closed quickly, but in a less pulsed manner.



This function offers two principal advantages: the driver can, for example, neutralise the driving behaviour of the vehicle when oversteering in a wet curve by pulling the paddles, thus redirecting additional cornering force to the wheels of the rear axle. The second aspect relates to individual influence of the driving dynamics due to the pulsed onset of the driving force when engaging the clutch. Comparable to a traditional coupling with a manual transmission, the rear of the vehicle can be consciously destabilised for dynamic leaning into the curve. Furthermore, the driver can use the paddle-neutral for accelerating from a standstill. As is the case with manual transmission vehicles, the driver alone decides on how to accelerate using clutch and accelerator foot, without any assistance from drive and dynamic handling control systems.
or the first time, the PDK provides the driver of the new 911 GT3 with the alternative of leaving gearshifting to the adaptive transmission control. In principle, the PDK of the new 911 GT3 comes with two gearshifting strategies: Normal and PDK Sport. This means that the gear changes of the new Porsche 911 GT3 are always fast. Gear shifts and shift points are adapted to the dynamics of the driver.
The PDK Sport mode is activated by pressing the correspondingly labelled button on the centre console. In this mode, the PDK uses shift maps that are tailored to the requirements of pure circuit race track operation. Gears are held longer, and upshifts occur at higher engine speeds. The circuit race track optimisation also entails that the shifting programme is still performance oriented, even at a moderately sporty driving style. The high-performance sports car is therefore always running at the performance-oriented operating points, and increased traction is available at any time without the driver having to shift gears.
Like the latest 911 Carrera models with PDK, the new 911 GT3 possesses the dynamic "Launch Control" start up function for maximum acceleration from a standstill. In the new 911 GT3, this function can be accessed at any time without having to activate another button. Analogous to the 911 Carrera models, the readiness for the acceleration start is displayed in the tachometer of the instrument cluster ("Launch Control").
The mechanical changes primarily relate to the internal structure of the PDK. For instance, the use of lighter gears and wheels optimally support the engine speed dynamics of the high-revving motor. Moreover, the total weight of the PDK transmission was thereby reduced by about two kilograms. Shorter gear ratios provide completely new characteristics, meaning that the maximum speed is reached in the seventh and highest gear. In conjunction with the rear axle ratio, which was shortened by 15 percent, the new 911 GT3 therefore comes with significantly shorter gear ratios than the transmission ratios 911 Carrera models - in all gears.
The chassis of the new 911 GT3 covers a range of options in terms of vehicle dynamics that is without precedence. The concept is typical for Porsche. Based on a high-precision chassis, the intelligent interaction of active systems is able to adapt the driving characteristics at any time and better than ever to the driving situation.
Especially the new active rear-wheel steering and the Porsche Torque Vectoring (PTV) Plus, used in the 911 GT3 for the first time as standard, expand the range of driving options considerably, completed by active engine mounts, the Porsche Stability Management (PSM) and the active damper system (PASM).
The active rear-wheel steering comprises two electro-mechanical actuators, which are used at the left and right side of the rear axle instead of the conventional control arms. These allow the steering angle of the rear wheels to be varied by up to about 1.5 degrees, depending on the speed. Depending on the turning of the steering wheel, two effects are achieved: if front and rear wheels are steering in the opposite direction, the Porsche 911 GT3 drives like a sports car with considerably shorter wheelbase - even shorter than in the previous mode. With the agility of a go-cart, it enters a bend even more dynamically and is more agile in curves. The system activates this function with speeds under 50 km/h, thus reducing the turning radius, and manoeuvring and parking become much easier in everyday use.


The second effect occurs with the steering of the front and rear wheels in the same direction: the felt wheelbase of the 911 GT3 expands. This results in more stability when changing lanes and an increased driving stability especially at high speeds. What's more, the side force on the rear axle triggered by the steering input of the driver is built up much faster than with a non-steered rear axle, which leads to a more spontaneous and harmonious initiation of the change in direction. The steering in the same direction takes effect as of a speed of 80 km/h.
This variability means that the rear-wheel steering contributes significantly to resolve the inherent conflict of driving dynamics between agility and driving stability. This results in advantages when it comes to agility, driving safety and practicality, as well as increased driving performance. The rear-wheel drive thus played a decisive role in the further improvement of lap times at the Nürburgring.

Depending on the driving situation, the active rear-wheel steering is supplemented by the Porsche Torque Vectoring Plus. The system consists of an electronically controlled, fully variable locking rear differential and selective braking interventions at the right or left rear wheel on road surfaces with low traction. By turning the steering wheel, the inside rear wheel is slowed down slightly. This gives the outside rear wheel more driving force and enables an additional momentum in the steered direction. The result is a direct and dynamic turning in the bend. At low and medium speeds, the PTV Plus thus significantly increases both agility and steering precision.
At high speeds or when accelerating out of the bend, the locking rear differential takes effect and provides additional driving stability. Unlike the previous model that had a rear differential lock with fixed locking values, the electronically controlled locking rear differential in the new 911 GT3 can be controlled fully variably and actively independent of the driving situation on account of the deployment of the PDK transmission. That means that, especially when pushing the driving dynamics boundaries, the fully variable locking rear differential offers even greater traction, boosted transverse dynamics and significantly increased driving stability under changing loads when cornering and performing lane change manoeuvres. Another advantage of the fully variable locking rear differential is improved braking behaviour while full braking. In the process, the complete unlocking of the differential enables an optimum activation of the individual wheels with an ABS braking manoeuvre and thus a stable and efficient braking process with greatest possible deceleration.

PTV Plus complements the Porsche Stability Management (PSM) that also has an influence on the driving dynamics, among other things by means of braking intervention on individual wheels. As with the predecessor model, the vehicle stabilisation system in the 911 GT3 has an especially sporty setup. Thus the Porsche Stability Management (PSM) with sporty tuning can be fully deactivated in two stages via the two functional scopes ESC OFF and ESC+TC OFF in the new 911 GT3 as well.
So the PSM offers a scope of influence on individual driving dynamics to drivers who prefer an extremely sporty driving style also in the 911 GT3. The new Porsche 911 GT3 has been specially tuned to an even more precise and sensitive control. In its basic setting, the PSM provides a high level of pre-emptive safety. In terms of longitudinal dynamics, by means of the Traction Control (TC) with the sub-functions of ABD (Automatic Brake Differential), ASR (Traction Control) and MSR (Engine Braking Control) as well as ABS (anti-lock braking system). In terms of lateral dynamics, by means of Electronic Stability Control (ESC), predominantly through braking interventions on individual wheels with severe oversteering or understeering of the vehicle.


During the first deactivation stage, "ESC OFF," the possible driving dynamics on race tracks are increased by the deactivation of the ESC transverse dynamics control. With it, the driver can purposefully destabilise the rear of the 911 GT3 in bends by means of corresponding steering movements and/or control of the accelerator pedal. The sporty functions for longitudinal dynamics control are maintained in this driving mode. In the second deactivation stage "ESC+TC OFF," all dynamic handling control systems except the anti-lock braking system are deactivated. The driver has sole control and is able to realise his individual racing-inspired driving style.

The damping in the 911 GT3 also remains actively controlled with the aid of the specially tuned variable damping system PASM. As was the case with the predecessor model, the driver can choose from two maps. The Normal Mode controls the damping in a sportily taut manner for driving on public roads and on circuit race tracks with uneven surfaces such as the Northern Loop. In order to boost the dynamic potential of the new 911 GT3 even more, in particular on circuit race tracks, PASM in the Sport Mode enables a specially precise and targeted driving behaviour by means of reducing body motions to a minimum. On account of advanced control algorithms, the new 911 GT3 offers a spread of the adaptive damping function both in the Normal Mode and the Sport Mode that is even wider than that of the predecessor model.
As with the predecessor model, a pneumatic lift system on the front axle is offered in the 911 GT3. With new individual components, this again provides the option in the new Porsche 911 GT3 to increase everyday usability significantly by lifting the body by 30 millimetres in the front at speeds of up to 50 km/h. This way, any damage to the body caused by rough bumps in the road surface can be prevented.

Porsche uses another active system for the improvement of driving dynamics in the new 911 GT3: standard dynamic engine mounts. The controller uses the present 911 GT3 sensors to detect a racing driving style, and hardens the normally elastic engine mount. For this purpose, the bearings are filled with an enclosed liquid with magnetic particles, which changes in viscosity in the presence of an electric field.
This keeps the GT3 comfortable in everyday life; on the circuit racetrack, on the other hand, disturbing mass impulses from the engine during cornering are compensated. Another advantage is the improved traction when accelerating from a standstill. In the new 911 GT3, the maps of the dynamic engine mounts are pre-selected via the button for PASM control.

Furthermore, the Tyre Pressure Monitoring System (TPM) was enhanced by the auxiliary function of circuit race track mode that also adds to the gain in driving dynamics of the new 911 GT3. Principally, the air temperature and thus the pressure in the tyres is increased with the intensified driving on the race track. An increase of the air temperature in the tyre by 50° C, equalling an increase of the pressure by around 0.5 bar, is not unusual.
With the increased pressure, the running surface of the tyre is deformed and the contact area with the road reduced. The pressure has to be adjusted so as to achieve the largest-possible contact area and thus the best performance. In order to ensure a precise pressure monitoring even on the circuit race track, however, the circuit race track mode enables the individual adjustment of the tyre target pressure. The setting is done on the instrument cluster via the "Tyre pressure" menu. Once the race track mode has been activated, a stylised circuit race track with a yellow "R" is permanently displayed on the screen of the instrument cluster. It gives orientation to the driver, so that he switches on the standard monitoring function with pre-set pressure values when driving on public roads again.

Quintessentially Porsche: in the new 911 GT3, more dynamic driving performance goes hand in hand with further improvements in braking performance. At the rear axle, larger braking discs with a 380 mm diameter are used, the ventilation holes of the discs have been redesigned, and cooling was improved by ways of additional brake cooling ducts on the rear axle. To reduce unsprung weight, the new Porsche 911 GT3 comes with racing-derived composite brake discs with friction rings made of cast iron and aluminium pots, just like its predecessor. The two components are connected by stainless steel pins.
Parallel to the standard brake system, the performance of the optional ceramic brake system Porsche Ceramic Composite Brake (PCCB) has been improved. The diameter of the ceramic brake discs have been increased from 380 millimetres to 410 millimetres on the front axle, and from 350 to 390 millimetres on the rear axle. This increases the effective friction surface on the front axle by around 14 percent, on the rear axle by roughly 20 percent. By dint of a significant increase of the amount of ceramic in the carbon-fibre composite, the wear resistance of the new disc generation could be significantly increased even under especially high loads.
The wheels, developed from scratch, round off the package of measures for further improvement of driving dynamics. Compared with the 19-inch wheels of the previous model, the current 20-inch GT3 wheels are not just one inch bigger but also half an inch wider at the front. The tyres on the front axle are also wider. The new 911 GT3 therefore rolls on wheels of size 9 J x 20 with sports tyres 245/35 ZR 20 on the front axle, and size 12 J x 20 with sport tyres 305/30 ZR 20 on the rear axle, which all in all make themselves noticeable in terms of driving dynamics owing to larger contact areas.

The wheels are made of forged aluminium for the first time, resulting on low weight and high strength. In spite of the dimensions, the total weight of the wheels including special UHP tyres (Ultra High Performance) is less than that of the previous model. This reduces not only the vehicle weight, but also unsprung masses to enhance driving dynamics. Again, the wheels come with a central locking system, which has been optimised further.
It can be seen at the first glance: the body and aerodynamics of the new 911 GT3 have been consistently tailored to driving dynamics and performance. Extended wheelbase (+102 millimetres), wider track in the front (+54 millimetres) and rear (+31 millimetres) as well as lower silhouette (-11 millimetres) testify visually to the improved dynamics, longitudinally and laterally.
Clear identifying feature is the large, fixed rear wing. This makes a decisive contribution to the exemplary aerodynamics of the new 911 GT3, which combines low air resistance with a further increase in downforce.

The body of the new 911 GT3 is a development based on the latest 911 Carrera. The extensive use of aluminium in the front and rear body, as well as the floor assembly, reduces the shell weight by around 13 percent compared to the previous model. Roof and wings, rear boot lid and doors are also made of aluminium alloy. In addition, the torsional rigidity was increased by about 25 percent. Both factors become immediately apparent when it comes to vehicle dynamics.
The prevailing design theme is aerodynamics. The front apron was newly designed for the new Porsche 911 GT3. In addition to the integration of the new front lights, the larger holes improve air supply to the radiator compared to the 911 Carrera. The conspicuous element of the particularly pronounced spoiler lip is the laterally raised spoiler contour. It consists of three parts: the continuous horizontal middle spoiler element, as well as the lateral continuations before the wheel arches. All three elements have a scoop-shaped, drawn-out lip, which improves the downforce generated by the front axle. Another distinctive feature of the 911 GT3 is the additional air outlet in front of the boot lid.

The distinctive identifying feature of the rear of the new 911 GT3 is its boot lid with fixed wing. The completely newly developed rear boot lid is made of a composite material consisting of glass and carbon fibre. Wing supports, the large ram-air intake for the air supply of the engine, and the spoiler lip are all integral components of the design. The rear wing is mounted on the supports, which remains individually adjustable for use on the circuit racetrack. Further characteristic features of the 911 GT3 rear are the exhaust vents in the rear bodywork, with two on the side and one under the rear boot lid.

 The front and rear design are the result of consistent aerodynamic tuning of the new Porsche 911 GT3. This establishes a new balance between the three main requirements of low drag, reliable cooling of drive and brakes, as well as sportive downforce at higher speeds. Front spoiler and rear wing provide downforce at the front and rear axle, complemented by the underbody panel, which provides an additional diffuser effect due to its rising contour in the engine area.

In conformity with its character, the interior of the 911 GT3 is sporty but not spartan. Driver and passenger experience the driving fun in Porsche Sports Seats Plus with raised side supports and mechanical length adjustment. The lumbar support and, for the first time, height adjustment are electric. Since the 911 GT3 has traditionally been a two-seater, the seat shells in the back are covered.
The steering wheel rim of the new GT3 Sport design steering wheel is covered in black alcantara; height and length adjustment - now roughly ten millimetres longer - are still done manually. The PDK selector lever in the centre console sports a specific GT3 design with a special switch direction display on the left side of the selector lever backdrop. The latter is red in the new 911 GT3; the arrangement of the symbols follows the custom in racing. So in the new Porsche 911 GT3, upshifts "+" are done backward, and downshifts "-" forward.


The equipment that is always in black with alcantara elements, is typical for the new 911 GT3. In the new 911 GT3, these elements are the centres of the offered seats, the steering wheel, the grip of the selector lever, door handles, arm rests in the door panel, lid of the storage compartment in the centre console as well as the panel of the centre tunnel and the roof lining, including C-pillar. Alongside various interior elements in galvano silver, the new 911 GT3 is further upgraded by a decorative screen of the dashboard and the panel of the centre console in brushed aluminium. In combination with the leather equipment, the decorative screens of the door panels are also in brushed aluminium. In addition, the leather equipment of new Porsche 911 GT3 is optionally available with red decorative seam.

The remaining interior of the new 911 GT3 is based on the current 911 generation. Among other things, it encompasses the instrument cluster with 4.6-inch colour display right to the tachometer; the seven-inch colour screen of the CDR audio system (with the optional equipment of CDR Plus or PCM) as well as the two-zone air conditioner for separate temperature settings on the driver and passenger side.
In addition, as with its predecessor model, an optional Club Sport package is on offer for the new Porsche 911 GT3. Alongside a roll cage in screw-mounted version that has been adapted to the new space conditions, the package again contains the pre-fitting for a battery main switch as well as an included six-point belt for the driver side and a fire extinguisher with bracket.

Technical Specifications.

    3.8-litre flat engine with 475 hp (350 kW)
    Porsche seven-speed dual-clutch transmission (PDK)
    Rear wheel drive
    0-100 km/h: 3.5 s
    Top speed: 315 km/h

 Kawasaki Teryx4 LE is a tantalizing new machine that boasts several improvements to an already very-capable vehicle. Included in these improvements is a revamped motor designed for more power output and better fuel efficiency, a reimagined suspension system that now includes Fox Podium shocks, a new EPS system, LED headlights, sound deadening material to help with engine noise while driving, and a redesigned interior to give it that extra appeal while out on the trail. Out on the Paiute Trail system in central Utah to find out just how these new revisions affected the already capable Teryx4 Side-by-Side.

One thing we noticed right upon seeing the new LE model is how well the green, automotive-style paint pops out at you. This color grabs your attention even in the great sea of UTVs, and we think it will hold up to long-term abuse with ease. After your eyes gaze at the new paint scheme for a bit, they eventually wander up towards the seats. The contrasted stitching draws your attention right into the cockpit, and they make for a pleasing entry and exit of the vehicle.



 

There’s plenty of alloy, including a smart swingarm, several sub-frame sections and your brake and gearshift pedals. The 390 comes with split seats, a contemporary tail-fairing, slim brake warning light and outstretched number plate mount mounted above a tyre hugger. Overall quality feels just as good on the Indian bike as from our ride in Austria, not surprising when you consider all 390’s are produced here at Bajaj. Likewise, fit-finish and attention-to-detail are also top notch. The 390 Duke uses a liquid-cooled powerplant, a four-stroke, 373.2cc, single-cylinder engine with dual overhead camshafts driving a quartet of valves.

The India bike uses an enhanced cooling system, for our torrid conditions and we’ve faced no overheating issues this far. There’s a forged piston and Nikasil coated cylinder for enhanced performance. Peak power output is a healthy 43.5 bhp at 9000rpm, and the 390 makes 3.57kgm of torque at 7000rpm. The 390’s six-speed transmission shifts smoothly at all times, with a well weighted feel. The gearbox operates in a one-down and 5-up, toe shifted pattern. Power is transmitted to the rear wheel via an X-ring sealed drive chain. Unlike the 200 which is geared short, the close packed gear ratios on the 390 feel so much taller, making the 390 a more relaxed bike to ride.

The bike scythes through crowded traffic effortlessly, with engaging of its top two gears inappropriate under 45kph. Best performance is unleashed by short-shifting up through the gearbox, keeping revs just under redline, in the meat of the wide powerband. The 390 provides seriously quick acceleration, blasting past 60kph from rest in 2.47 seconds and easily holding respectable cruising speeds of well over 100kph. The rev counter hovers around 7000rpm when holding 130kph in sixth gear, and 5000rpm at 100kph. We took the 390 Duke up to a true indicated top speed of 162kph in sixth. The new KTM engine is impressive, with a rorty and baritone exhaust note, this bike is sure to turn Heads No matter how you ride it.


CHASSIS
Frame     Tubular space frame made from chrome molybdenum steel, powder-coated
Fork     WP Suspension Up Side Down
Shock absorber     WP Monoshock
Suspension travel Front     150 mm
Suspension travel Rear     150 mm
Brake system Front     Disc brake with four-pot brake caliper
Brake system Rear     Disc brake with one-pot brake caliper, floating brake discs
Brake discs - diameter Front     300 mm
Brake discs - diameter Rear     230 mm
Chain     5/8 x 1/4” (520) X‑Ring
Steering head angle     65°
Wheel base     1,367±15 mm
Ground clearance (unloaded)     170 mm
Seat height (unloaded)     800 mm
Total fuel tank capacity approx.     11 l
Unleaded premium fuel (95 RON)
Weight without fuel approx.     139 kg

ENGINE.
Design     1-cylinder 4-stroke engine, water-cooled
Displacement     373.2 cm³
Bore     89 mm
Stroke     60 mm
Performance     32 kW (43 hp)
Starting aid     Electric starter
Transmission     6 speed, claw shifted
Engine lubrication     Forced oil lubrication with 2 Eaton pumps
Primary gear ratio     30:80
Secondary gear ratio     14:45
Cooling system     Liquid cooling system, continuous circulation of cooling liquid with water pump
Clutch     Wet multi-disc clutch / mechanically operated
Ignition system     Contactless, controlled, fully electronic ignition system with digital ignition timing adjustment.