EJ25RUN
03-12-2010, 05:10 PM
http://i982.photobucket.com/albums/ae309/Motominded/Ruf-RGT-8-3.jpg?t=1268435106
http://i982.photobucket.com/albums/ae309/Motominded/Ruf-RGT-8-rear-2.jpg?t=1268434876
http://i982.photobucket.com/albums/ae309/Motominded/Ruf-RGT-8-engine-2.jpg?t=1268435102
http://i982.photobucket.com/albums/ae309/Motominded/Ruf-RGT-8-interior.jpg?t=1268435104
http://i982.photobucket.com/albums/ae309/Motominded/Ruf-RGT-8-engine.jpg?t=1268435096
http://i982.photobucket.com/albums/ae309/Motominded/Ruf-RGT-8-side.jpg?t=1268435333
Road & Track Magazine.
Alois Ruf has a long history of starting with Porsches and producing his own brand of supercars. But he has long harbored the hope of one day creating his own powerplant.
Ruf considered expanding what he knew about Porsche’s famous flat-6 with a flat-8 design. But others tried to dissuade him, including Road & Track’s long-time Contributor, the late Paul Frère. There are, for instance, difficult vibration problems with such a layout.
Ruf would visit Paul for advice and what came from those discussions was unveiled at Geneva: Ruf’s “8-Zylinder Konzepts.”
Ruf turned to veteran engineer Reinhard Könneker to pen the custom lightweight 90-degree V-8. The 4-cam 4-valve-per-cylinder design produces 550 bhp at 8500 rpm and 369 lb.-ft. of torque and has dry-sump lubrication. The water pump, generator and air-conditioning compressor are driven by the engine, and heavier components are placed low in the engine to keep the center of gravity low. A 180-degree flat crank was specified to keep the engine sounding less like a U.S. V-8 and more like a flat-6.
Könneker kept the engine light, less than 200 kg (441 lb.), some 40 kg (88.2 lb.) less than the Porsche-based equivalent. The V-8 is also so compact it fits easily in the back of a 911-based Ruf and looks as natural back there as the flat-6. Ruf uses the Porsche gearbox so the engine weight sits about where it does when a flat-6 is used. With a new transmission or a drop-down gear, Ruf could actually lower the V-8 a further 2.0 in.
Ruf sources most of the engine in Germany and has built almost two dozen during this development phase. If all goes well, the V-8-powered RGT-8 will be on-sale in 2011. The basis for the car will be, as always, the Porsche 911, including a rollcage (for both safety and rigidity) and carbon ceramic brakes as standard equipment.
On the option list will be a Frère package. This homage to Paul in the RGT-8 has a nose and front fenders reformed to remind us of those on the Porsche 550 coupe that he co-drove to a class win at Le Mans in 1953. The trio configuration of cockpit gauges ahead of the driver also reflects those in the early Porsche.
http://i982.photobucket.com/albums/ae309/Motominded/Ruf-RGT-8-rear-2.jpg?t=1268434876
http://i982.photobucket.com/albums/ae309/Motominded/Ruf-RGT-8-engine-2.jpg?t=1268435102
http://i982.photobucket.com/albums/ae309/Motominded/Ruf-RGT-8-interior.jpg?t=1268435104
http://i982.photobucket.com/albums/ae309/Motominded/Ruf-RGT-8-engine.jpg?t=1268435096
http://i982.photobucket.com/albums/ae309/Motominded/Ruf-RGT-8-side.jpg?t=1268435333
Road & Track Magazine.
Alois Ruf has a long history of starting with Porsches and producing his own brand of supercars. But he has long harbored the hope of one day creating his own powerplant.
Ruf considered expanding what he knew about Porsche’s famous flat-6 with a flat-8 design. But others tried to dissuade him, including Road & Track’s long-time Contributor, the late Paul Frère. There are, for instance, difficult vibration problems with such a layout.
Ruf would visit Paul for advice and what came from those discussions was unveiled at Geneva: Ruf’s “8-Zylinder Konzepts.”
Ruf turned to veteran engineer Reinhard Könneker to pen the custom lightweight 90-degree V-8. The 4-cam 4-valve-per-cylinder design produces 550 bhp at 8500 rpm and 369 lb.-ft. of torque and has dry-sump lubrication. The water pump, generator and air-conditioning compressor are driven by the engine, and heavier components are placed low in the engine to keep the center of gravity low. A 180-degree flat crank was specified to keep the engine sounding less like a U.S. V-8 and more like a flat-6.
Könneker kept the engine light, less than 200 kg (441 lb.), some 40 kg (88.2 lb.) less than the Porsche-based equivalent. The V-8 is also so compact it fits easily in the back of a 911-based Ruf and looks as natural back there as the flat-6. Ruf uses the Porsche gearbox so the engine weight sits about where it does when a flat-6 is used. With a new transmission or a drop-down gear, Ruf could actually lower the V-8 a further 2.0 in.
Ruf sources most of the engine in Germany and has built almost two dozen during this development phase. If all goes well, the V-8-powered RGT-8 will be on-sale in 2011. The basis for the car will be, as always, the Porsche 911, including a rollcage (for both safety and rigidity) and carbon ceramic brakes as standard equipment.
On the option list will be a Frère package. This homage to Paul in the RGT-8 has a nose and front fenders reformed to remind us of those on the Porsche 550 coupe that he co-drove to a class win at Le Mans in 1953. The trio configuration of cockpit gauges ahead of the driver also reflects those in the early Porsche.