MASERATI TROFEO WORLD SERIES - ABU DHABI (UAE) - 10-11 DECEMBER 2015 The 2015 Maserati Trofeo title to be decided at Abu Dhabi

MASERATI TROFEO WORLD SERIES - ABU DHABI (UAE) - 10-11 DECEMBER 2015 The 2015 Maserati Trofeo title to be decided at Abu Dhabi

Abu Dhabi (Uae), 8 December 2015 – For the third straight year, the Maserati Trofeo World Series will be wrapped up at Yas Marina (UAE). Round 6 will be held on 10-11 December and will not only mark the season’s end but also the conclusion of a series inaugurated at Monza in 2010. The past six years have seen the championship travel the globe, through Europe, North America and Asia. After Abu Dhabi, the Maserati GranTurismo MC Trofeos will be tweaked to bring them up to the standards required for GT4 and GTS series. They will then be purchased by private squads. However, there are still things to be sorted out before the curtain comes down on the Maserati series. Current leader, Frenchman Romain Monti, will probably go on to take the title. He holds a 40-point lead over the driver chasing him, Italian Riccardo Ragazzi. It has been a season to remember for Monti: he has made very few mistakes and not taken any unnecessary risks. His talent and determination have secured him four wins and untold podium finishes. So, another runners-up spot awaits Ragazzi; he was also second in 2014 behind Mauro Calamia. Missing the Austria round, at Spielberg, has certainly cost Ragazzi. It was there that Monti turned the screw and built up a healthy points advantage. Even so, the Italian can console himself at having brought home two wins. Though first spot seems a foregone conclusion, things are less clear further down the pack.  Lino Curti will be defending third with a 7-point lead over Adrien De Leener and one of 14 points over Giuseppe Fascicolo. The other titles still up for grabs – which will be awarded at a ceremony held on Friday 11 December in Abu Dhabi – are the Pirelli Single Driver Cup, contested between Monti and Ragazzi; the Pirelli Twin Drivers Cup, with Mauro Trentin and Alessandro Prohcurrently leading; and the Trofeo Over 50, in which Richard Denny has 127 points and Barrie Baxter 115. The Trofeo Under 30 (won by Monti) and the Trofeo Maserati North America, claimed by Jeff Courtney, have already been decided.  Dutchman Mathjis Bakker will be making a comeback at Abu Dhabi. He won the 2014 Pirelli Twin Drivers Cup with Andrea Cecchellero. Also returning is Swiss driver Gerhard Balbi for what will be his third appearance of the season; the first two coming in Europe. Highlights of the Abu Dhabi round of the Maserati Trofeo will later be transmitted on Motors TV in Europe. In Italy, Odeon 24 (channel 177) and Rete Economy (Sky channel 512) will also be showing highlights of the races. Over in North America, the www.torque.tv site will be the go-to place. These schedules will be published soon with Radio Monte Carlo providing trackside interviews with the drivers. A video presentation of the round is available: http://we.tl/dnVRpjvdjB  ROUND 6 (local time) Wednesday 9 December Free practice 1: 15:30 – 16:10 Free practice 2: 18:00 – 18:40 Thursday 10 December Pre-Qualifying: 10:00 – 10:40 Qualifying: 14:00 – 14:20 SuperPole: 14:40 – 15:00 Race 1: 18:00 – 18:42 Friday 11 December Race 2: 16:25 – 17:07

Porsche's New 911 Turbo and 911 Turbo S -- To be Introduced at the North American Automobile Show

The top models of the 911 model series – the 911 Turbo and 911 Turbo S – now boast 15 kW (20 hp, 911 Turbo: Combined fuel consumption 9.1 l/100 km, CO2 emissions 212 g/km, 911 Turbo Cabriolet: Combined fuel consumption 9.3 l/100 km, CO2emissions 216 g/km) more power, a sharpened design and improved features. The models will be available in both coupe and convertible versions from the start. The bi-turbo six-cylinder engine in the 911 Turbo with 3.8 litres of displacement now has a power output of 397 kW (540 hp). This power gain was achieved by modified inlet ports in the cylinder head, new injection nozzles and higher fuel pressure. The 911 Turbo S now develops 427 kW (580 hp) thanks to new turbochargers with larger compressors. Porsche is still the only manufacturer to utilise turbochargers with variable turbine geometry in petrol engines.

The engines now also have what is known as a dynamic boost function to further improve engine response in dynamic operation. It maintains the charge pressure during load changes – i.e. when the accelerator pedal is released briefly. This is achieved by just interrupting fuel injection, whereas the throttle valve remains open. As a result, the engine reacts with practically no delay to another press of the accelerator pedal. The effects of this function are more pronounced in the Sport and Sport Plus modes than in Normal mode.

Overall, the new high-performance sports cars attain breathtaking driving performance, while fuel consumption is reduced even further. The 911 Turbo S Coupé sprints to 100 km/h in 2.9 seconds. Its top speed of 330 km/h is twelve km/h higher than before. The 911 Turbo reaches the 100-km/h mark in 3.0 seconds, and its top speed is 320 km/h – five km/h faster than the previous model. Nevertheless, the coupes only consume 9.1 l/100 km, and the convertibles 9.3 l/100 km. This represents 0.6 litres less fuel per 100 km for all versions. The reason for this is further advanced electronic engine and transmission management with revised gear change mappings.

A standard feature: Sport Chrono Package 

The new GT sport steering wheel – 360 mm in diameter and with a design adopted from the 918 Spyder – comes with what is known as a mode switch as standard. It consists of a rotary ring with stepped positions that is used to select one of the four modes Normal, Sport, Sport Plus or Individual. The Individual setting lets the driver configure and store a very individual vehicle setup. Another new feature of the Sport Chrono Package is the Sport Response button at the centre of the mode switch. Inspired by motor racing, it preconditions the engine and gearbox for the best possible responsiveness at the push of a button. In this state, the vehicle can produce optimal acceleration for up to 20 seconds, such as for an overtaking manoeuvre. An indicator in the instrument cluster in the form of a running timer shows the driver the elapsed time. Sport Response functionality can be called up as often as desired and from any of the driving modes.

Porsche Stability Management (PSM) in the 911 Turbo models now has a new PSM Sport Mode. A brief press of the PSM button on the centre console puts the system in a very sporty mode – which is independent of the driving programme that is selected. The separately switched PSM Sport mode alters the PSM’s intervention threshold much more than was the case in Sport Plus mode of the previous model. The new mode makes it possible to approach performance limits even more closely – e.g. on a circuit racetrack. In this mode, the PSM warning lamp lights up, and a message in the instrument cluster indicates that the PSM system's contribution toward driving stability is limited. However, PSM still remains active in background, even in the PSM Sport mode. A long press of the PSM button, though, completely deactivates PSM, as usual.

The chassis of the new 911 Turbo models with PASM as standard now offers an even greater spread between performance and comfort. In addition, the 911 Turbo S offers a full complement of equipment for driving dynamics: PDCC roll compensation is standard as is the PCCB ceramic brake system. New options for all 911 Turbo models include the radar-based lane change assist and a lift system for the front axle that can be used to increase ground clearance by 40 mm at the front spoiler lip at low speeds.

Sharpened design with new characteristics

Naturally, the new generation 911 Turbo adopts significant characteristics of the striking design of today’s Carrera models, supplemented by typical 911 Turbo special features. The newly formed front end with side airblades and precisely laid out narrow LED front lights with double fillets give the front end a wider look in combination with the additional fin in the central air intake. In a side view, the high-performance sports car boasts new 20-inch wheels. On the 911 Turbo S, for instance, the centre lock wheels now feature seven instead of ten double spokes.

Also new are the wheel dimensions for the 911 Turbo: with 9 J x 20 at the front and 11.5 J x 20 at the rear, the new wheels are now each half an inch wider. They are now the same size as the wheels of the 911 Turbo S. The new door handles now come without plastic shell inserts – just like on the Carrera models. The rear body was also thoroughly reworked. Eye-catching at first glance are the three-dimensional rear lights with their four-point brake lights and aura-like illumination, familiar from the 911 Carrera series. The exit openings for the exhaust system at the rear as well as the dual tailpipes were redesigned. The rear lid grille was also redesigned, and it now features three parts: the right and left sections have longitudinal louvres, and in the middle there is a separate cover for optimised air induction for the engine.

New Porsche Communication Management with online navigation

Along with the generation change in models, the newly developed infotainment system, PCM with online navigation, is making its way into the cockpits of the 911 Turbo models as standard. This system can be made out by a multi-touch monitor with high-quality glass surface, which is perfectly integrated into the centre console, and it offers numerous new and extended connectivity functions thanks to the standard Connect Plus module. Navigation can also access the latest traffic information in real time. Routes and places can be visualised with 360-degree images and satellite images. In addition, the system can now process handwritten inputs. Moreover, mobile phones and smartphones can now be integrated more quickly, easily and comprehensively than before via Wi-Fi, Bluetooth or cable. Select vehicle functions can now be controlled remotely as well. As in the previous models, the Bose sound system is offered as standard; a Burmester system can be delivered as an option.

consumption data

911 Turbo: Combined fuel consumption 9.1 l/100 km, CO2 emissions 212 g/km

911 Turbo Cabriolet: Combined fuel consumption 9.3 l/100 km, CO2 emissions 216 g/km

911 Turbo S: Combined fuel consumption 9.1 l/100 km, CO2 emissions 212 g/km

911 Turbo S Cabriolet: Combined fuel consumption 9.3 l/100 km; CO2 emissions 216 g/km

Porsche's Mission E 100% Electric 4 passenger car!1

With the Mission E project, Porsche is continuing to back sustainable growth. In Stuttgart-Zuffenhausen alone more than 1,000 new jobs are being created. The company will be investing around 700 million euros in its main site there. Over the next few years, a new paint shop and a new assembly plant will be built. The existing engine factory is also being expanded for the production of electric motors. In addition, the existing body shop is being enlarged. On top of that come other areas in which the company will be investing in this context, such as in the Weissach development centre.

The Mission E concept car celebrated its premiere at the Frankfurt International Motor Show (IAA) in September. Visitors were gripped above all by its highly emotional design. Living up to the buzzword of 'E-Performance', the technological trailblazer combines outstanding driving performance with trendsetting day-to-day practicality. The four-door car with four individual seats has a system power output of over 440 kW (600 PS). The vehicle will thus achieve both acceleration of 0 to 100 km/h in under 3.5 seconds and a range of more than 500 kilometres. Charged via an 800-volt charger unit specially developed for the car, which is twice as powerful as today's quick-charge systems, the lithium-ion batteries integrated within the vehicle floor have enough power again for 80 percent of the range after just 15 minutes. The vehicle can optionally be 'refuelled' wirelessly by induction via a coil set into the garage floor.

"A clear statement about the future of the brand"

Dr. Wolfgang Porsche, Chairman of the Supervisory Board of Porsche AG: "With Mission E, we are making a clear statement about the future of the brand. Even in a greatly changing motoring world, Porsche will maintain its front-row position with this fascinating sports car."

Chairman of the Porsche Executive Board, Dr. Oliver Blume: "We are resolutely taking on the challenge of electric mobility. Even with solely battery-powered sports cars, Porsche is remaining true to its philosophy and offering our customers the sportiest and technologically most sophisticated model in this market segment." Blume added that the E Mission project underlines the importance of Stuttgart-Zuffenhausen as a production site, of Baden-Württemberg as a centre of technology and of the whole German automotive industry.

Uwe Hück, Chairman of the Central Works Council and Deputy Chairman of the Porsche AG Supervisory Board: "A day to celebrate! Yes, we did it! We brought Mission E to Zuffenhausen and Weissach where the future has tradition. The workers' side made the employer's side an offer that they couldn't refuse. This heralds the dawn of a new age in Zuffenhausen and Weissach. Digitalisation will be growing up with us. And Factory 4.0 will be a major challenge for the workforce, trade union and employer. We will be taking new approaches but not giving up on the social aspects. With today's decision, Porsche is driving flat out with no speed restrictions into the automotive and industrial future."

Restoring to Authenticity a Mercedes Gullwing 300 SL: New Parts Availability

The bevel gears and crown wheels of all rear-axle ratios for the 300 SL (W 198) are again available as genuine spare parts. Thanks to a costly reproduction process, Mercedes-Benz Classic is now able once again to offer some gear ratios that have not been available for several decades. This allows the famous "Gullwing" and Roadster to be restored with utmost authenticity. Mercedes-Benz machine settings from the 1950s guarantee outstanding accuracy of reproduction – for ultimate smoothness of operation and fascinating driving dynamics even more than 60 years after the fascinating sports car made its debut in 1954.

Stuttgart. – Ever since the mid-1950s, the Mercedes-Benz 300 SL (W 198) has been a source of fascination as a super sports car with exceptional performance, engineering roots on the racetrack and epoch-making looks. The standard rear-axle gear ratio was 1:3.64, allowing a top speed of 235 km/h. To enable customers to exploit the vehicle's potential entirely in line with their personal preferences, the 300 SL models were optionally available with alternative rear-axle gear ratios. This made it possible to further vary the characteristics of the vehicle – either towards high top speed (up to 250 km/h) or towards high acceleration.

The standard gear ratio has always been available as a Mercedes-Benz genuine part. However, the bevel gear/crown wheel sets of many individual variants have long since been unavailable. In order once again to be able to offer the full range of rear-axle gear ratios for the 300 SL "Gullwing" (model variants 198.040 and 198.043, manufactured from 1954 to 1957) and 300 SL Roadster (model variant 198.042, manufactured from 1957 to 1963), Mercedes-Benz Classic has now had them reproduced with utmost authenticity.

Complete range for exclusive classic vehicles

The range of rear-axle gear sets with part numbers A 198 350 00 39 to A 198 350 09 39 extends from ratios of 1:3.25 for maximum speed to 1:4.11 for maximum acceleration. As intermediate ratios, the range of rear-axle gear ratios also includes 1:3.42 (for higher speed) and 1:3.89 (for higher acceleration). This means that the rear axles of the different W 198 variants can once again be restored to their original condition. Like any other spare part from Daimler, the gear sets are available under the 24-hour service through all Mercedes-Benz sales partners.

In addition to the final drives for the two variants of the 300 SL (W 198), Mercedes-Benz Classic has also reproduced the corresponding parts for the SL successor model W 113 ("Pagoda", 1963 to 1971) as well as for the sporty-luxurious models 300 S and 300 Sc (W 188, 1951 to 1958) and the prestigious saloons Mercedes-Benz 300 (W 186 and W 189, 1951 to 1962) and Mercedes-Benz 600 (W 100, 1963 to 1981). There are also gear sets for the rear axles of the S-Class predecessors W 111/112 (1959 to 1968) and W 108/109 (1965 to 1972) as well as for the W 136 model series with the post-war models 170 V, 170 D, 170 S, 170 S-V and 170 S-D (1946 to 1955).

Reproduction of the gear sets for the 300 SL required new tooling. The raw forgings are machined on original gear-cutting machines, which were delivered to only a handful of companies worldwide. The necessary machine settings provide the guarantee of total authenticity. They are part of the special historical expertise of Mercedes-Benz.

Further information on prices and availability can be found in the Parts Search section of the website www.mercedes-benz.com/classic-teile.

Available rear-axle ratios for the 300 SL (W 198)

300 SL "Gullwing" (W 198)A 198 350 00 39: Ratio 1:3.42 (option for higher top speed)
A 198 350 01 39: Ratio 1:3.64 (standard)
A 198 350 02 39: Ratio 1:3.25 (option for highest top speed)
A 198 350 04 39: Ratio 1:4.11 (option for highest acceleration)
A 198 350 05 39: Ratio 1:3.89 (option for higher acceleration)

300 SL Roadster (W 198 II)A 198 350 03 39: Ratio 1:3.64 (standard)
A 198 350 06 39: Ratio 1:3.25 (option for highest top speed)
A 198 350 07 39: Ratio 1:3.42 (option for higher top speed)
A 198 350 08 39: Ratio 1:3.89 (option for higher acceleration)
A 198 350 09 39: Ratio 1:4.11 (option for highest acceleration)

MASERATI TROFEO WORLD SERIES - SUZUKA (J) - RACE 2 - 25 OCTOBER 2015 Fogliani claims his first ever Maserati Trofeo win

Suzuka (J), 25 October 2015 – Alessandro Fogliani scored an amazing win in Round 5 of the Maserati Trofeo World Series. The Italian started on the front row in race two at Suzuka as the grid is an inversion of the Race 1 finishing order. He secured his first win in the series in what is his debut year. As another rookie, Alexander West (from Hong Kong) finished second, the top two both hailed from the  Maserati Racing Academy programme dedicated to training new drivers. The new-driver sessions are held at Vallelunga at the start of each season. Taking third was Belgian Adrien De Leener. Fourth went to Richard Denny, from Australia, then came Emanuele Smurra. Alessandro Iazzetti eventually finished sixth after running off the track towards the end and dropping a few places.  The two going for the title, Romain Monti and Riccardo Ragazzi finished outside the points so everything will decided at Abu Dhabi, UAE, on 11 December. Even so, the Frenchman, with his 40-point lead, is clear favourite; there are 41 still to play for. To be precise, the points difference could differ as the drivers will have to ditch the points from one of the rounds. Today, the first out of the running was the Italian: he piled into the barriers at turn one after losing control of the car. Lino Curti was also caught up in the accident and ended up with a puncture. Monti's race ended on lap seven. He had been battling for the leading spots when an overtaking move on Shinji Nakano went wrong. He clipped the Japanese driver's Car and spun off, careering into Carlo Curti on the way. The Frenchman was given a drive-through for the clash, one that he opted to take as a 25 second time penalty at the end. Following the incident, the safety car had to be called for and the two cars towed away. In all, this took up five laps. Then, at the restart, came another collision, this time between Barrie Baxter and Andreas Segler. Giuseppe Fascicolo was also involved but he managed to cross the line in eighth behind Claudio Giudice. "It's incredible", beamed Fogliani. "This is my first Maserati Trofeo win and it comes in my first season. I'm pretty happy. I made the most of my starting spot and tried to push as hard as I could. I always stayed focused, even at the restart. In the end, it all went well. This is a great championship". On Saturday, a spectacular parade of both classic and modern Maseratis was organised by Maserati Club Japan members. Hundreds of cars took part. In Europe, highlights of the Maserati weekend in Japan can be caught on Motors TV; in Italy they will be broadcast on Odeon 24 (channel 177) and on Rete Economy (Sky channel 512). Over in North America, www.torque.com will show the action. Times and dates of the programmes will soon be published on the www.maseraticorse.com website. Race 2 results: 1 Alessandro Fogliani – 42:41.427 2 Alexander West – 42:42.197 3 Adrien De Leener – 42:42.732

FIA World Endurance Championship WEC: Preview race 7 in Shanghai/China

Stuttgart. The World Endurance Championship WEC heads onto the final stretch with the penultimate of eight races on 1 November in Shanghai (CN). Should all go well in the race, Porsche as the current leader could take home the overall World Manufacturers’ Championship title. This would be the first world championship title for the sports car manufacturer since 1986. In endurance racing more than in any other category of top motorsport, the emphasis is on the marque. There are three reasons for this: Automobile manufacturers measures themselves in terms of technical innovation, teams win rather than individuals, and it’s about teamwork in all its diversity. 

WEC stands for World Endurance Championship: The series is an offshoot of the legendary World Sports Car Championship (1953-1992), in which Porsche netted twelve World Championship titles between 1964 and 1986. Then and today, one world championship race in particular stands out from all the rest: The 24 Hours of Le Mans, touted as the toughest endurance race in the world. There, on June 14, 2015, Porsche scored a one-two victory. More triumphs followed: Double victories at the six-hour races on the Nürburgring and at Fuji, with another win thrown in between in Austin, Texas. Now comes the home stretch with round seven in Shanghai and eight in Bahrain. With 264 points, Porsche leads the overall classification ahead of Audi (211) and Toyota (119). The maximum haul per six-hour race is 44 points – for a one-two victory plus pole position. For Porsche in just its second year of competing, having the manufacturers’ title suddenly within grasp is coming much earlier than expected. 

For Porsche, it has always been the complex technical regulations that held an appeal. For instance, 1982. Back then, the so-called Group C was incorporated in the World Championship. It was based on an efficiency formula, in which the prototype racing cars contesting the 1,000-kilometre race on the Nürburgring were allowed “only” 600 litres of fuel – today the 919 Hybrid uses just half that. At that time, Porsche developed the 956, the most successful race car of the next years – and significantly advanced turbo technology. The pressure of competition brought about the PDK – the Porsche double clutch transmission, enabling smooth and efficient gear shifting, and, since 2008, boosting performance using cutting edge control electronics in the 911 Carrera 1) and also efficiency. Pioneering achievements in terms of lightweight design go back further still – the aluminium body of the 550 Spyder for example, with which Porsche won the fuel consumption classification at Le Mans in 1955. Or the magnesium spaceframe of the 1971 Le Mans-winning 917. “Downsizing”, today an efficiency edict of the industry, has for decades been put into practice in long distance racing with compact turbo engines. The most efficient engine that Porsche has ever built is the two-litre, four-cylinder, petrol-run turbo unit mounted in the 919 Hybrid. 

Hybridisation is another welcome obligation for manufacturers in their bid for overall victory in the WEC. With two different energy recovery systems, brake energy from the front axle and exhaust energy, Porsche brings the most innovative package to the grid. Despite the thrill of winning races, it is more important that Porsche has gained insights into new recuperation, storage and engine management systems. In the R&D Centre at Weissach, motor racing and production development work hand in hand. That applies equally to rolling research labs such as the 919 Hybrid prototypes as it does to near-production racing vehicles such as the 911 RSR. This two-pronged approach is a tradition at Porsche. In 1976, for example, the 936 prototype won the World Sports Car Championship, and the production-based 935 clinched the World Championship for Makes. 

The importance of endurance racing to the brand is also inherent in the system in other ways: It is about teamwork. In a series like Formula 1, individual drivers reap fame and fortune, but it takes more than one in long distance racing. The pilots must work together in harmony. They must ensure that the two sharing the cockpit feel good and can achieve their optimum speed. Three race drivers work towards one and the same goal. This aspect gives rise to a competitive spirit, more like football than other motorsport disciplines. 

The third aspect is the constant monitoring of vehicles in other classes. The six works drivers crewing the Porsche 919 Hybrid prototypes, currently the fastest LMP1 cars (Le Mans Prototype Class 1) – Timo Bernhard (DE), Romain Dumas (FR), Brendon Hartley (NZ), Neel Jani (CH), Marc Lieb (DE) and Mark Webber (AU) – are well aware that slower vehicles in the GT classes are fighting for glory, as well. The lapping of fellow competitors happens constantly. GT drivers glance often in the rear vision mirror. The Porsche works drivers in the near-standard 911 RSR – Michael Christensen (DK), Richard Lietz (AT), Frédéric Makowiecki (FR) and Patrick Pilet (FR) – allow space for their brand colleagues as they do for Audi and Toyota or class 2 prototypes. The unspoken communication between the 31 competing cars must work instantly and at all times, otherwise it becomes dangerous.

In the GT class, Porsche ranks second with 215 points. Ferrari leads with 228 points, Aston Martin is on 147 points. No matter what class, big-name carmakers are competing. And that’s what makes the manufacturers’ title so coveted.