Ruf 991 rgt8!!
03-09-2012, 12:55 AM
#4
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either that, or i managed to miss some of the biggest (and saddest) news to hit the P-car community in a while!
actually not just that, but who does C&D have writing for them? some underpaid intern? the article states that Hans Mezger was involved with the Ruf V8.
again, that would be major news to me, were it true!
03-09-2012, 12:56 AM
#5
GT3 player par excellence
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^ no, the conduct business in the back seat, with member of opposite sex.
the actual speed limit is about 2mph. but large displacement is often needed to keep the AC running while you exercise in the back.
the actual speed limit is about 2mph. but large displacement is often needed to keep the AC running while you exercise in the back.
03-09-2012, 01:02 AM
#6
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thanks for posting. i think somebody needs to tell C&D that Alois Ruf is alive and kicking...
either that, or i managed to miss some of the biggest (and saddest) news to hit the P-car community in a while!
actually not just that, but who does C&D have writing for them? some underpaid intern? the article states that Hans Mezger was involved with the Ruf V8.
again, that would be major news to me, were it true!
either that, or i managed to miss some of the biggest (and saddest) news to hit the P-car community in a while!
actually not just that, but who does C&D have writing for them? some underpaid intern? the article states that Hans Mezger was involved with the Ruf V8.
again, that would be major news to me, were it true!
Seems it comes with the same old sis speed
http://www.gtspirit.com/2012/03/07/g...012-ruf-rgt-8/
03-09-2012, 01:20 AM
#7
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Engine sounds great:
"More important, is the serious kick in the butt it delivers when the driver tramps on the go pedal. Output of the 991 911’s naturally aspirated sixes ranges up to 400 hp and 325 lb-ft of torque. The Ruf V-8 ups the ante to 543 hp at 8500 rpm and 369 lb-ft at 4000 rp; the engine is a Ruf design, and is produced exclusively for the Bavaria-based company. The 32-valve design has an aluminum block and aluminum heads, incorporates DOHC, a flat crank, and dry-sump lubrication. That’s basic racing practice, which isn’t surprising since the man overseeing its engineering was Hans Mezger, who developed the engine for Porsche’s mighty 917 race cars."
Body work and wheels not so much. They need some new blood in that department, seems like they have been using the same front/rear ends and wheels for the last 30 years...
"More important, is the serious kick in the butt it delivers when the driver tramps on the go pedal. Output of the 991 911’s naturally aspirated sixes ranges up to 400 hp and 325 lb-ft of torque. The Ruf V-8 ups the ante to 543 hp at 8500 rpm and 369 lb-ft at 4000 rp; the engine is a Ruf design, and is produced exclusively for the Bavaria-based company. The 32-valve design has an aluminum block and aluminum heads, incorporates DOHC, a flat crank, and dry-sump lubrication. That’s basic racing practice, which isn’t surprising since the man overseeing its engineering was Hans Mezger, who developed the engine for Porsche’s mighty 917 race cars."
Body work and wheels not so much. They need some new blood in that department, seems like they have been using the same front/rear ends and wheels for the last 30 years...
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03-09-2012, 01:52 AM
#8
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nice - geneva autoshow is soo cool. I really like the link and RUF, as always they are coming up with something new and entertaining. RGT-8- V8 porsche v8 emmmmmm 543 hp at 8500 rpm and 369 lb-ft at 4000 rpm 
I like the ideas and designs coming out. It's really interesting stuff. I wish I could have attended the Geneva autoshow
Trakcar thanks for posting. RUF's making wild creations and it's nice to have the chance to see them.
I like the ideas and designs coming out. It's really interesting stuff. I wish I could have attended the Geneva autoshow
Trakcar thanks for posting. RUF's making wild creations and it's nice to have the chance to see them.
03-09-2012, 03:49 AM
#9
RUF, is the man....his cars were one of the main influences in my passion for Porsche. I still have the Road & Track magazine from 1987 with the Yellowbird demolishing the compettion.
However others (9ff, etc...) have started to develop very serious competiton.
Nice to see the new machinery coming out of his shop & I'm sure they will be seriously fast with factory build quality.
RGT-8 is sooo yummy!
However others (9ff, etc...) have started to develop very serious competiton.
Nice to see the new machinery coming out of his shop & I'm sure they will be seriously fast with factory build quality.
RGT-8 is sooo yummy!
03-09-2012, 10:44 AM
#11
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Engine is designed by Reinhard Könneker, built in-house at RUF. See Excellece Magazine, #189 February 2011.
Motor:
8-Zylinder-90°-Leichtbau-Motor mit Rennsport-DNA
Kurbelwelle 180° „Flatcrank“
4,5 Liter Hubraum
Leistung 404 kW (550 PS) bei 8.500/min
Maximales Drehmoment von 500 Nm bei 5.400/min
Aluminium-Motorblock und -Zylinderköpfe
Wasserkühlung, querdurchströmter Zylinderkopf und
Motorblock
Vierventiltechnik mit sphärischer Ventilanordnung
4 Nockenwellen mit hydraulischer Nockenwellenverstellung für Ein- und Auslassventile
Hydraulische Tassenstößel
Trockensumpfschmierung mit zwei Ölhobeln für jede der 4
Kammern
Einzelkammerabsaugung mit zwei Saugstellen
Nebenaggregate wie Wasserpumpe, Generator und AC Kompressor werden direkt (ohne Riemen) vom Aggregate-Antrieb angetrieben
Nebenaggregate sind am tiefsten Punkt angeordnet
Sequentielle Kraftstoffeinspritzung
Einzelzündspulen
Elektronisches Motormanagement
Elektronisches Gaspedal mit 2 Drosselklappen
Dreiwege-Katalysatoren mit Stereo-Lambda-Regelung
On-Board-Diagnose zur Überwachung des
Abgasreinigungssystems
• The crankshaft is a 180-degree flat-plane design for optimal flow characteristics and a “nervous” racing engine note.
• Connecting rods are titanium.
• The valvetrain is arranged spherically around the combustion chamber.
• Maximum speed is 8500 rpm.
• The block incorporates all coolant and lubrication passages.
• All ancillary accessories are driven directly by the crank or camshaft, so there are no belts, and most are mounted at the bottom of the engine to lower the center of gravity.
• Lubrication is dry-sump, with five suction pumps and one pressure pump driven off a common internal driveshaft. There are two windage trays in each gallery, and the oil tank is filled through an opening in the right rear fender as was the case on the 1972 dry-sump 911 RS.
• The V-8 package is the same height as the boxer, and just 0.8 inch longer. With a different transmission, it could be lowered 2.4 inches in the car.
• Total dressed engine weight is 88 pounds less than the 3.8L boxer six and is considerably more rigid than the boxer engine, which reduces friction.
• The engine meets current U.S. EPA and Euro V emissions standards.
• 542 SAE horsepower at 8500 rpm
• 369 lb-ft at 5400 rpm
Clips:
Motor:
8-Zylinder-90°-Leichtbau-Motor mit Rennsport-DNA
Kurbelwelle 180° „Flatcrank“
4,5 Liter Hubraum
Leistung 404 kW (550 PS) bei 8.500/min
Maximales Drehmoment von 500 Nm bei 5.400/min
Aluminium-Motorblock und -Zylinderköpfe
Wasserkühlung, querdurchströmter Zylinderkopf und
Motorblock
Vierventiltechnik mit sphärischer Ventilanordnung
4 Nockenwellen mit hydraulischer Nockenwellenverstellung für Ein- und Auslassventile
Hydraulische Tassenstößel
Trockensumpfschmierung mit zwei Ölhobeln für jede der 4
Kammern
Einzelkammerabsaugung mit zwei Saugstellen
Nebenaggregate wie Wasserpumpe, Generator und AC Kompressor werden direkt (ohne Riemen) vom Aggregate-Antrieb angetrieben
Nebenaggregate sind am tiefsten Punkt angeordnet
Sequentielle Kraftstoffeinspritzung
Einzelzündspulen
Elektronisches Motormanagement
Elektronisches Gaspedal mit 2 Drosselklappen
Dreiwege-Katalysatoren mit Stereo-Lambda-Regelung
On-Board-Diagnose zur Überwachung des
Abgasreinigungssystems
• The crankshaft is a 180-degree flat-plane design for optimal flow characteristics and a “nervous” racing engine note.
• Connecting rods are titanium.
• The valvetrain is arranged spherically around the combustion chamber.
• Maximum speed is 8500 rpm.
• The block incorporates all coolant and lubrication passages.
• All ancillary accessories are driven directly by the crank or camshaft, so there are no belts, and most are mounted at the bottom of the engine to lower the center of gravity.
• Lubrication is dry-sump, with five suction pumps and one pressure pump driven off a common internal driveshaft. There are two windage trays in each gallery, and the oil tank is filled through an opening in the right rear fender as was the case on the 1972 dry-sump 911 RS.
• The V-8 package is the same height as the boxer, and just 0.8 inch longer. With a different transmission, it could be lowered 2.4 inches in the car.
• Total dressed engine weight is 88 pounds less than the 3.8L boxer six and is considerably more rigid than the boxer engine, which reduces friction.
• The engine meets current U.S. EPA and Euro V emissions standards.
• 542 SAE horsepower at 8500 rpm
• 369 lb-ft at 5400 rpm
Clips:
__________________
Pete
Power. Lots is good, more is better, too much is just right...
'87 951, RIP
'00 996 C2 L92U AQ / IXAA IXRB IX54 M96/7.xx G96/7.88 M030 M375 M376 M436 M476 M601 M983 ... + 991 GT3 brakes, 997 GT3 sway bars, fully monoball'd suspension, Bilstein Cup Car coilovers, do88 Big Pack ICs. 10 & 12 x 19" BBS CH-R wheels with 265/30 & 325 /30 -19 MPSC2s.
Pete
Power. Lots is good, more is better, too much is just right...
'87 951, RIP
'00 996 C2 L92U AQ / IXAA IXRB IX54 M96/7.xx G96/7.88 M030 M375 M376 M436 M476 M601 M983 ... + 991 GT3 brakes, 997 GT3 sway bars, fully monoball'd suspension, Bilstein Cup Car coilovers, do88 Big Pack ICs. 10 & 12 x 19" BBS CH-R wheels with 265/30 & 325 /30 -19 MPSC2s.
03-09-2012, 11:36 AM
#15
They skipped the 997.2 generation completely and went 991 for the V8 RGT, crazy. This is one car on the bucket list.
I think this is an awesome move forward for Porsche. The flat six won't always be able to keep up, even though porsche has been very determined and succeeded so far. A couple extra cylinders will be needed eventually i believe to keep up with other $$$ sports cars.
And no one here can say porsche customers don't want it. just look at the reaction everyone has on the torque increase from the bigger displacement engines from the 3.6->3.8->4.0. Everyone is amazed at the power the 4.0 has, but lets all admit they aren't feeling the extra horsepower they are feeling the torque. Now imagine if porsche added 2 more cylinders...
I think this is an awesome move forward for Porsche. The flat six won't always be able to keep up, even though porsche has been very determined and succeeded so far. A couple extra cylinders will be needed eventually i believe to keep up with other $$$ sports cars.
And no one here can say porsche customers don't want it. just look at the reaction everyone has on the torque increase from the bigger displacement engines from the 3.6->3.8->4.0. Everyone is amazed at the power the 4.0 has, but lets all admit they aren't feeling the extra horsepower they are feeling the torque. Now imagine if porsche added 2 more cylinders...