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A pochi giorni dall'uscita del terzo e ultimo DLC targato Porsche per Assetto Corsa, saliamo a bordo di una della auto più criticate fin'ora aggiunte, la Porsche Panamera Turbo, per conoscerla da vicino e scoprire la sua anima. Saprà dimostrarsi all'altezza del simulatore di casa Kunos? Correte a leggere lo speciale Panamera Express curato da Mauro Stefanoni. Nell’ultimo periodo Assetto Corsa ha permesso di metterci alla guida di alcune delle Porsche più belle in circolazione, in attesa del terzo e ultimo DLC a tema, che sarà rilasciato martedì 20 dicembre. Tutte auto stupende, veloci e sportive; belle da guidare, riprodotte fedelmente e appaganti, per ogni gusto ed età, tuttavia un paio di esse (quelle gratuite per intenderci) hanno fatto storcere il naso a più di una persona. Per questo motivo, oggi, volante alla mano, ho deciso di scendere in pista (e non solo), per mettere alla prova una delle due auto incriminate, la “berlinona” di casa Porsche, la prorompente Panamera Turbo G2. Abbandonati i pregiudizi, è quindi tempo di vedere cosa si nasconde sotto questi 5 metri e poco più di alluminio, acciaio e magnesio. Per prima cosa immaginate che l’auto compaia davanti a voi come in uno di quei filmati accattivanti, con l’inquadratura sul tre quarti anteriore e i fari che si accendono all’improvviso. Bene. Io prima di guidare una qualsiasi vettura mi soffermo in principio sulla sua estetica, ne analizzo i dettagli e solo dopo “salgo” effettivamente a bordo e accendo il motore. E questa Panamera G2, rispetto al modello precedente, è un passo avanti netto in termini di linea; ora è armoniosa, il frontale è più aggressivo, ma la parte che più mi convince è il retro: non è del tutto spiovente ma protende leggermente in fuori, sembra ci sia un’estensione che non spezza la linea filante che scorre su tutta la carrozzeria. Stento quasi a crederci ma finalmente posso dirlo: la Porsche Panamera è carina; non è più una 911 limo, allungata e sgraziata, ora ha un suo perché. Inoltre le ho scelto un bel Night Blue Metallic, che si addice perfettamente al suo essere seria, signorile, ma allo stesso tempo sportiva. Una volta finito il tour esterno, è ora di entrare in macchina e così imposto la visuale col solo cruscotto (digitale e ben illuminato). Dopodiché premo il pedale a destra: voglio ascoltare il rombo del V8 biturbo, il quale però, almeno dalla visuale interna, è fin troppo ovattato e non molto ben definito, come se fosse silenziato; solo agli alti giri si fa più acuto e aggressivo. La storia cambia con la visuale esterna, dove, infatti, si sente il borbottio ai bassi regimi, che via via si fa più incalzante e roboante fino a un accenno di urlo quando siamo vicini ai 7000 giri. Ritornato all’interno dell’auto, inserisco la prima con il paddle destro e parto... ma per dove? Come primo luogo ho scelto le stradine asfaltate ma strette della Baviera, ore 10 del mattino e temperatura dell’asfalto bassa (15°C). Per i primi istanti non tocco nulla, lascio tutte le impostazioni di guida predefinite, quindi ABS e TCS attivi. La Porsche è lunga e larga ma nonostante ciò scorre senza problemi tra i vicoli del paesino e le strade in aperta campagna. Fin da subito sento che è potente e mi basta premere poco l’acceleratore che la Panamera scatta, grazie alla trazione integrale e alla coppia mostruosa di cui è dotata. Si parla di oltre 700 Nm e una potenza complessiva di 557 cv... e sì, è davvero potente. Ci sono tratti in cui tocco i 180 Km/h, tra una curva a gomito e l’altra e la Panamera non si scompone per nulla, salvo quei momenti in cui l’asfalto si fa eccessivamente pronunciato. È fluida, è morbida nell’affrontare le curve e se fossi un imprenditore in ritardo per il meeting, non mi preoccuperei di nulla, perché basta un attimo e questa vettura sprigiona tutti i suoi cavalli, raggiungendo velocità elevatissime. Dopo qualche giro su questo percorso, decido di cambiare ambiente e opto per quello che dovrebbe essere il campo di battaglia preferito per un’elegante e comoda auto quale la Panamera: sto parlando dell’Autobahn. Nei rettilinei più lunghi riesco a oltrepassare i 290 Km/h e anche a mantenerli per qualche secondo, ma in ogni caso non scendo mai sotto i 230 orari. La cosa più straordinaria è che a queste velocità sembra di essere in crociera, mi vien voglia di guidare con una sola mano, rilassato, col gomito appoggiato alla portiera: le sospensioni assorbono bene le leggere disconnessioni dell’asfalto e il rollio è minimo. Solo quando devo affrontare le curve più lente, che poi così lente non sono, alzo il piede dall’acceleratore e faccio un po’ fatica a tenerla in strada: lei vorrebbe andare avanti dritta per dritta, ma io stringo forte il volante e controllo il sottosterzo. Se poi inserisco le marce fino all’ottava, anche a oltre 220 l’ora, si fa silenziosissima, pacata, imperturbabile. Mi sembra di essere al comando di un treno espresso, di quelli lussuosi e tecnologici. È davvero nata per percorrere lunghe distanze a velocità elevate, la famigerata autostrada tedesca si è dimostrata essere il suo punto forte, come mi aspettavo del resto; ma ha anche messo in luce un suo probabile difetto, quindi, curioso di vedere come se la cava tra delle curve “vere”, parcheggio la Panamera sul bordo della strada ed esco nel menù principale. Dove correre? Quale circuito rappresenta la sfida più ardua? Il Nürburgring Nordschleife ovviamente. La mia scelta non è casuale ma fondata, poiché questa vettura, nel mondo reale, ha stampato un incredibile 7’38’’, ben più veloce di altre auto sportive e supercar blasonate. Il mio obiettivo non è battere il record, voglio solo limitarmi a strapazzarla, voglio tirare il collo a un’auto che per ora si è sempre comportata educatamente. Per quest’occasione cambio le carte in tavola: imposto il TCS sul valore 2, almeno per i primi giri, per poi toglierlo del tutto una volta presa una certa confidenza. Qualche sgasatina, poi parto; i primi metri non esagero e cerco di mantenere un atteggiamento tranquillo, ma poi mi dico che l’ho già fatto per due terzi del tempo quindi schiaccio a fondo il pedale del gas e via, lungo i curvoni violenti dell’Inferno Verde. Quello che comprendo nei primi istanti da quando ho iniziato a tirare forte, è che la Porsche Panamera Turbo è diventata un’auto totalmente diversa: reagisce prontamente alle sollecitazioni del terreno, il motore risponde energico ogni qual volta affondo il piede, in accelerazione dopo le curve più lente è micidiale (non a caso fa da 0 a 100 Km/h in 4,2 s) e mi sento a mio agio. È bastato poco per capire che la Panamera Turbo sa fare sul serio se incitata a dovere; non è solo una potente macina chilometri ma ha anche un’anima sportiva, un’anima caparbia e sa affrontare con decisione anche le curve più ostiche del circuito più tosto del mondo. Devo ammetterlo, ha carattere e si guida altrettanto bene, tant’è che non ho paura di aggredire i cordoli più alti né percorrere qualche metro con le ruote sollevate da terra in salto, come per esempio al Flügplatz. Ora capisco come abbia fatto il test driver Porsche a registrare un tempo così basso; ma non soddisfatto vado avanti e guido sempre più come un forsennato e lei si comporta benone: è addirittura più agile di quel che m’immaginavo! Certo non siamo ai livelli di una 911 o di una Cayman, ma per essere una macchina dalle dimensioni diciamo non proprio contenute, è una gran cosa; nel tratto successivo al Karussell, in discesa al Wippermann e poi all’Eschbach e Brünchenn è stupenda da guidare, salta da un cordolo all’altro stabile e precisa, basta saper dosare l’acceleratore e non esagerare. L’unico vero punto debole sono le dimensioni, infatti, nelle curve più lunghe sento il retrotreno non seguire perfettamente la traiettoria. Tutto sommato però mi ha sorpreso: lo sterzo è diretto, leggero alle basse velocità, più rigido e sicuro quando si aumenta il passo; il sistema a quattro ruote sterzanti aiuta in percorrenza di curva e m’impedisce di mettere di traverso la Panamera. A proposito, dopo qualche giro decido di togliere completamente il TCS: se fino a che avevo mantenuto attivo il controllo di trazione, l’auto era pressoché sempre stabile, salvo qualche sbandata in uscita di curva, beh, anche ora è praticamente incollata a terra ed è difficile schiodarla. Diventa tuttavia un pizzico più imprevedibile e ciò non guasta per niente, perché la Panamera risulta essere divertente e quasi emozionante da guidare. Mai avrei creduto che una vettura del genere potesse essere così coinvolgente e soddisfacente da guidare, ma lo è, per davvero. Ha superato dignitosa il Nordschleife e l’ha fatto dimostrando di essere anche un’ottima auto in pista. È un’auto dalla doppia anima: pacifica e composta nella vita di tutti i giorni, si trasforma in pista in un’affamata divoratrice di curve. Posso quindi affermare di essere stato positivamente sorpreso dalla Porsche Panamera Turbo. A Stoccarda hanno fatto un ottimo lavoro e l’hanno fatto anche alla Kunos, peccato per il sound interno, a mio parere vera pecca dell’auto. A tutti quelli che temono di essere di fronte ad un’auto inutile all’interno di un simulatore, fatevi un giro, e se proprio non vi garberà, fatevi una risata guardando lo spoiler posteriore alzarsi e aprirsi come un transformers sopra una certa velocità. Ne varrà la pena. A cura di Mauro Stefanoni

La Kunos Simulazioni ha puntualmente rilasciato per il suo Assetto Corsa il nuovo update che porta il software alla versione 1.11, con una lunga lista di novità, migliorie e bugfix, come da elenco completo qui sotto. Fra le novità, segnaliamo la possibilità di creare il proprio campionato personalizzato, i pit stop ora anche in modalità pratica e le gomme v10 per tutte le GT3 e GT2. Per commenti e discussioni fate riferimento a questo topic del forum. E' inoltre disponibile il nuovo Porsche Pack Volume 3, acquistabile e scaricabile tramite Steam. Qui di seguito la lista delle vetture presenti, mentre vi ricordiamo che la Porsche 911 GT3 RSR 2017, in leggero ritardo, sarà rilasciata gratuitamente a Gennaio. Porsche Pack Volume 3 follows the first two DLC packs dedicated to the Porsche brand, introducing a selection of seven different vehicles. The pack places an emphasis on modern-day Porsche racing cars, including the entire 991 GT3 racing line and the latest 2016 Le Mans-winning 919 Hybrid, while also featuring two of the German brand’s most iconic racing cars, the 908 Lang-Heck and 917 K. Volume 3 also brings players one of the most coveted modern road cars of the modern-day Porsche line-up, the Porsche 911 R, completing a perfect mix between road cars as well as modern and historic racing models. CARS INCLUDED... Porsche 911 GT3 Cup 2017 Porsche 911 GT3 RSR 2017 Porsche 911 GT3 R 2015 Porsche 919 Hybrid 2016 Porsche 908 LH Porsche 917 K Porsche 911 R Available on Steam NOW! > http://store.steampowered.com/app/540711 Coming to PlayStation 4 and Xbox One early 2017. Stay tuned for more info! Assetto Corsa v1.11 changelog: 1.11.0 - New Porsche 919 Hybrid 2016 LeMans configuration (Porsche Pack 3) - New Porsche 908 Lang Heck (LongTail) (Porsche Pack 3) - New Porsche 917K (Porsche Pack 3) - New Porsche 911 R (991) (Porsche Pack 3) - New Porsche 911 GT3 Cup 2017 (Porsche Pack 3) - New Porsche 911 GT3 R 2016 (Porsche Pack 3) - New Porsche 911 Turbo S (991) (Porsche Pack 3) - New Porsche Macan Turbo (free bonus) - New Championship gameplay. Create your own championship, select cars, tracks, laps, points, rules and compete against AI. - Fixed wing damage model on Nissan GTR - Shared Memory : - Fixed kersCharge and kersInput for ERS system - Added system/cfg/messages.ini to filter system messages out - Added Print function in Time Table (export in Documents\Assetto Corsa\out) - Fixed Setup Electronic tab issue on ABS level for cars featuring no TC - Reviewed damage curve + repair times - New formula for effective radius calculation - PitStop is possible also in Practice session - Fixed Confirm button in Pitstop screen to work without any requestes operation - Fixed UI resetting AI level at start - Corrected front wheels 3D placement for Lotus Evora S and step S2 - Pitstop animation disabled for VR users - New V10 tyres and updated physics and inertias for all GT3 cars - New V10 tyres and updated physics and inertias for all GT2 cars plus Glickenhaus P4/5C and Evora GX and GTC - Updated V10 tyres and updated physics and inertias for Hypercars (LaFerrari, 599XX, FxxK, P1, Aventador SV, Huayra, Zonda R), more experimentation - Corrected Porsche 917/30 inertia values - Corrected Porsche 917/30 ackerman and front bump steer suspension - Corrected aero downforce and drag values for Porsche 962 Short Tail - Corrected drag values for Porsche 962 Long Tail - Porsche 962C Long Tail now has passive wastegate pressure map that permits user controlled overboost as a % of a turbo boost map. 0-9 keys - F4 key sets camera on the player car - Added Delete function on Setup screen - Added electronic controller cltr_wastegate[X].ini to control wastegate levels on turbos - Fixed potential track cut on nordschleife endurance and cup layouts

Marco Massarutto della Kunos Simulazioni inizia a mostrarci tramite Facebook i primi screens di anteprima del nuovo Porsche Pack Volume 3 per Assetto Corsa. L'atteso DLC, terza parte dei contenuti dedicati al marchio di Stoccarda, sarà disponibile dal 20 dicembre tramite Steam, e ci offrirà la Porsche 911 GT3 Cup 2017, 911 GT3 RSR 2017, 911 GT3 R 2015, 919 Hybrid 2016, 908 LH, 917 K e 911 R. Correte qui per immagini e commenti.

Assetto Corsa Changelog v1.10 - New Porsche 718 Boxster S Manual gearbox (Porsche Pack #2 DLC) - New Porsche 718 Boxster S PDK gearbox (Porsche Pack #2 DLC) - New Porsche Cayman GT4 (street version) (Porsche Pack #2 DLC) - New Porsche 911 GT3 RS (street 991 version) (Porsche Pack #2 DLC) - New Porsche 718 Spyder RS60 1960 (Porsche Pack #2 DLC) - New Porsche 962C Short Tail 1985 (Porsche Pack #2 DLC) - New Porsche 962C Long Tail 1987 (Porsche Pack #2 DLC) - New Porsche 911 GT1-98 1998 (Porsche Pack #2 DLC) - New Porsche 919 Hybrid 2015 (Porsche Pack #2 DLC) - New Porsche Cayenne Turbo S (free bonus car) - Improved Porsche 911 Carrera S electronics - Improved Porsche 918 Spyder electronics - V10 street tyres for BMW M4 and Corvette C7 Stingray for comparison reasons (v10 still beta) - V10 street tyres performance improvements - V10 tyres for McLaren F1 GTR - V10 tyres for Mercedes C9 - Improved Porsche 917/30 physics with more accurate data from homologation papers. - Corrected typos on Porsche Cayman GT4 Clubsport rear suspension toe link - Added vertical wing ("fin") simulation in Porsche 917/30 - VR: now cockpit camera position is always on the driver eye position (this is overridden by the onboard camera settings) - Fixed WBCAR_TOP_FRONT not being modified by RIM_OFFSET - Fixed CX_MULT only using the last value in the INI for every compound - Added BRAKE_DX_MOD parameter to have slip ratio vs FX curve different on the brake side - Fixed some too low turbo volumes - Improved FXX K downshift sound - Added electronics tab in the car setup - Fixed ERS energy deployment wasn't resetting in Hotlap mode - Body work has now some flexibility when colliding with ground - Improved tyre load formula - Fixed Lock Controls penalty when player is AFK during race start - Added brake pressure setup options for all cars - Added vertical wings ("Fins") simulation - Added Energy deployment limit from a single front MGU - Added majorly IMO tyres temperature to shared memory - Fixed Porsche Panamera wrong alignment setup options - Fixed Lamborghini Miura long pitstop refueling time - Fixed Lamborghini Countach S1 long pitstop refueling time - Fixed rear damping ratio in Car Engineer app - Fixed Autoshifter shifting too early in race start - python new functions and members - getTrackLength() - Fixed Default ABS/TC and current ABS/TC level not being synchronized - Tyre explosion temperature is now configurable by modders by using the optional section in tyres.ini : [EXPLOSION] TEMPERATURE=350 - Gamepad can now use legacy code for vibrations and speed sensitivity by setting USE_LEGACY_CODE=1 in system/cfg/assetto_corsa.ini - Enabled camera shake and g-force movements for OculusVR Porsche 911 GT3 RS With the 911 GT3 RS, Porsche is once again breaking down the barrier between sports cars and race cars. It is equipped with the maximum degree of motorsport technology that is currently possible in a street-legal 911. With a lap time of seven minutes and 20 seconds, the 911 GT3 RS even beats the historic record value of the Carrera GT super sports car of just under seven minutes and 29 seconds on the North Loop of the Nürburgring. Motorsport expertise is the reason for this superior performance. The 911 GT3 RS is powered by a four-litre six-cylinder engine with 500 hp (368 kW) of power and 460 Newton metres of torque, combined with a specially developed PDK transmission. The engine, which has the largest displacement and most power of any naturally aspirated engine with direct fuel injection in the 911 family, accelerates the high-performance sports car from zero to 100 km/h in 3.3 seconds and to 200 km/h in 10.9 seconds. The 911 GT3 RS is a masterpiece of intelligent lightweight design. For the first time, the roof is made of magnesium; carbon fibre is used for the engine and luggage compartment lids, and other lightweight components are made of alternative materials. In addition, the lightweight roof lowers the sports car's centre of gravity which improves its excellent lateral dynamics. The body comes from the 911 Turbo, and it signifies its status as nearly a race car driving machine with its RS-specific aerodynamic add-on parts. The front spoiler lip, which extends nearly to the road, and the large rear wing reinforce its dominant look. Another characteristic is the unique front wheel arch air vents that extend into the upper section of the wings – just as in purebred motorsport cars. They increase downforce at the front axle. The chassis of the 911 GT3 RS has been tuned for maximum driving dynamics and precision. Rear-axle steering and Porsche Torque Vectoring Plus with fully variable rear axle differential lock increase agility and dynamics, and the wider front and rear track widths enable a superior roll stability. In addition, the 911 GT3 RS comes with the widest tyres of any 911 model as standard. The results: even more agile turn-in characteristics and even higher cornering speeds. Porsche 718 Spyder RS In 1960, Porsche continued its long list of victories, which began with the legendary Porsche 550 Spyder race car in 1953, with an exceptional vehicle: the Type 718 RS 60. In response to a new FIA race car rule, which demanded they more closely resemble standard production vehicles, the displacement of the RS 60 developed on the basis of the 718 RSK was not only increased to 1,600 cc, it also gained some rather unusual features for a race car, namely a larger windshield, functional hood and luggage compartment located at the rear, behind the four-cam four-cylinder engine which now produced 160 hp. Externally, the new Spyder was recognisable by its deep, rounded front and a backward tapering bulge at the rear. From the outset, the 718 RS 60 became a racing big shot, recording the sports car manufacturer's greatest successes to date, particularly in long-distance events: at its very first outing, the 12h of Sebring, the Gendebien/Herrmann and Holbert/Sheckter driver teams achieved the top two spots. Overall victory at the 44th Targa Florio in 1960 also went to Porsche, when Joakim Bonnier and Hans Hermann crossed the finish line with a lead of more than six minutes over the three-litre Ferrari. Second place in the 1000 kilometres of Nürburgring completed its triumphant run. With the Swiss racing driver, Heini Walter, at the wheel, the 718 RS proved its climbing qualities by consecutively winning the third and fourth European Hill Climb Championships in 1960 and 1961. Porsche Cayman GT4 The Cayman GT4 marks the first time Porsche has introduced a GT sports car based on the Cayman model range which has components of the 911 GT3. A lap time of 7 minutes and 40 seconds on the North Loop of the Nürburgring positions the Cayman GT4 as the new benchmark at the top of its market segment. The engine, chassis, brakes and aerodynamic design of the Cayman GT4 are configured for maximum driving dynamics. It is powered by a 3.8-litre flat-six engine with 385 hp (283 kW), which is derived from the 911 Carrera S engine. Its power is always transmitted by a six-speed manual gearbox with dynamic gearbox mounts. The Cayman GT4 accelerates from zero to 100 km/h in 4.4 seconds; its top speed is 295 km/h. The chassis – which features a 30 mm lower body position and a generously sized brake system – consists nearly entirely of components from the 911 GT3. As a mid-engine sports car and a prime example of driving dynamics in its class, it follows the conceptual tradition of such cars as the 904 Carrera GTS, 911 GT1, Carrera GT and 918 Spyder. Hence, the Cayman GT4 makes a clear statement that Porsche continues to promote radical two-door sports cars in the future – sports cars that are developed at the Motorsport department in Weissach. Porsche 718 Boxster S Manual Transmission / PDK 20 years after the first Boxster made its debut, Porsche has restructured its mid-engine roadsters in 2016. The designation for the new generation of models is 718 Boxster and 718 Boxster S. This way, Porsche continues the tradition of the four-cylinder flat engines that were used in the Porsche 718 mid-engine sports cars that won numerous races back in the 1950s and 1960s, among them being the legendary Targa Florio and Le Mans. The centrepiece of the new model series is the newly developed four-cylinder flat engine with turbocharging - the first time since the late 1960s that Porsche is again implementing sports cars with this type of engine. The 718 Boxster S develops 257 kW (350 hp) from 2.5 litres of displacement. In the S-model, Porsche also uses a turbocharger with variable turbine geometry. In fact Porsche is now the only manufacturer to offer VTG technology in production cars with petrol-driven engines, both in the 911 Turbo and in the 718 Boxster S. Turbocharging significantly boosts torque. The 2.5-litre engine of the 718 Boxster S attains 420 Newton metres over a speed range from 1,900 rpm to 4,500 rpm, which also leads to a faster sprint performance. The 718 Boxster S – with Porsche Doppelkupplungsgetriebe (PDK) and Sport Chrono Package – sprints from zero to 100 km/h in 4.2 seconds. The top speed is 285 km/h. In its driving dynamics, the new roadster also follows in the tracks of the original 718. The car's completely retuned chassis enhances cornering performance. The electromechanical steering system is configured to be ten per cent more direct. This makes the 718 Boxster even more agile and easier to steer, both on circuit tracks and in everyday traffic, and provides passionate and sporty driving pleasure. Porsche 919 Hybrid 2015 The WEC regulations lay down strict requirements relating to efficiency, safety and sustainability in motorsports. In short: vehicles that are designed for the future. These requirements have inspired Porsche's engineers to carry on what Porsche has been doing for over 60 years. Avoiding an either/or approach to isolated technologies, and instead examining every possible detail without losing sight of the overall picture. In the LMP1 class, the principle of dominance through maximum performance will give way to the demand for efficiency. For the first time in the race’s history, all of the works teams in the top classification must compete with hybrid racing vehicles. Porsche's choice of combustion engine was born out of an efficiency-optimized approach: a highly compact, turbocharged four-cylinder 2-liter engine with direct fuel injection. The combustion engine is supported by two energy recuperation systems. Years of experience in designing Sports Cars helped us to reduce the weight of individual components even further. The sports prototype is made mainly of carbon. In addition, the engine made of high-strength aluminum and the use of magnesium and various titanium alloys also helped to achieve the ideal system weight. Porsche 911 GT1 The 911 GT1 was developed for works and customer appearances in GT races during the mid-1990s, making its racing debut in 1996. The GT1 was the first ever 911 to have a water-cooled mid-mounted engine, which as well as balanced axle load distribution also offered aerodynamic benefits. Behind a Joest Team TWR Porsche WSC 95, the new GT race car immediately achieved a double victory in the GT1 category at Le Mans in 1996, along with second and third place in the overall ranking. In 1997, both 911 GT1s dropped out of Le Mans due to technical problems encountered just before the end of the race. A year later, a revised version of the 911 GT1 competed at Le Mans, which was the first time Porsche entered a sports car with a carbon fibre chassis. Thanks to its CFK monocoque, reworked front axle suspension and battery and generator weight savings, the 911 GT1 98 weighed around 50 kilograms less than its predecessor. The engine output was increased by a further 50 hp, thanks to its modified engine management system. Another new feature was the three-disc racing clutch made of carbon fibre. As a fitting tribute to the 50th anniversary of the Porsche sports car brand, the 911 GT1 recorded a double victory for the Zuffenhausen-based manufacturer at the 24h of Le Mans in 1998. Porsche 962c long tail / short tail First developed in 1984 for use in the USA, from 1985 the Porsche 962 C continued the successful global motorsport story begun by its predecessor model, the 956, in 1982. Porsche undertook pioneering work in developing these race cars, adapting the aerodynamic ground-effect used in Formula 1 to the new race cars. Wing profiles in the sidepods and diffusers in the underbody produced a vacuum that 'sucked' the car to the track surface during driving, resulting in extreme cornering speeds. The 956 and 962 C had aluminium monocoques that were around 80% stiffer than the tubular space frame of their predecessors. As the rules limited fuel consumption, Porsche used ground-breaking injection and ignition systems. Some of the differences between the 962 C and the 956 were a longer wheelbase, narrower tyres and increased weight (minimum weight of 850 instead of 800 kilograms), along with further improved aerodynamics. Initially fitted with a 2.65-litre twin-turbo engine, the 962 C was first powered by a fully water-cooled three-litre twin-turbo engine producing up to 700 hp during practice at Le Mans in 1985. The 962 C won Le Mans in 1986, 1987, 1989 and 1994, following the 956's unbeaten run in the 24h race from 1982 to 1985. Porsche won five driver and three manufacturer's World Championship titles with these \"wing cars\" between 1982 and 1986. Hans-Joachim Stuck, Derek Bell and Al Holbert won the 24h of Le Mans on 13 and 14 June 1987 in the 962 006. The following year, Mario, Michael and John Andretti used \"006\" as a practice car (T-Car) at Le Mans, after which it was acquired by the Porsche museum.

Changelog v1.9: - New Porsche 991 Carrera S (Porsche Pack #1 DLC) - New Porsche 918 Spyder (Porsche Pack #1 DLC) - New Porsche 718 Cayman S (Porsche Pack #1 DLC) - New Porsche 917/30 CanAm 1973 (Porsche Pack #1 DLC) - New Porsche 911 Carrera RSR 3.0 1974 (Porsche Pack #1 DLC) - New Porsche Cayman GT4 Clubsport (Porsche Pack #1 DLC) - New Porsche 935/78 Moby Dick 1978 (Porsche Pack #1 DLC) - New Porsche Panamera G2 Turbo - New Silverstone 1967 historic track - Added session time/laps on the top of the screen (laps are the leader ones) - Now race is over when the car complete its lap and the leader has finished his last one - Added dynamic ARB - Fixed possible collision still active on race restart - Added ERS recharge digital display - Improved precision on all digital leds - GT3 cars use tire model v10. - Fixed TC sound distortion when triggered for the first time - New camber grip variation formula (Thank You Nao!) - Simplified DirectX 11 initialization - Added official "Sparco" license to Assetto Corsa - Added Ballast system through Ballast App (single player only) - Added new F9 vertical layouts - Added new driver + crew texture system - Added new personal driver texture - Fixed virtual mirrors rendered when not necessary - Fixed Kers and ERS able to rev in neutral and reverse gear and overrev the engine - Improved FFB App UI, so label is readable by VR users - Added multiplayer splits - Added Time Table leaderboard mode: this includes realtime splits and delta - Added Fmod optimizations - Added Anti-Wrecker protection - Fixed AI "flapping" DRS in traffic - Improved autoshifter - Improved laptimes board by adding splits and tyre compound - Fixed backfire animation freezing after session change - Fixed leaderboard history in multiplayer - Added voting spam protection - horizon locked view removed from Bumper camera - Delta App reviewed - Fixed possible flickering in case of engine stall - Added backfire animation to Zonda R - python new functions and members - getCarTyreCompound(carid) - Tyre blister and grain are now tied to the "Wear" settings and not "Damage". Wear=0 will turn off graining and blistering simulation - Fmod updated to 1.08.12 - Updated SDK for modders - Removed reverb snapshot in the Fmod project - General audio engine code cleaning and bug fixing - Vastly improved Fmod resource usage - Voice stealing is now properly managed by code, so the sound mods will follow the same behaviour of the original sound banks - Fixed listener priority for cars in pits. They don't steal the priority anymore - Amount of events instances are now properly limited in order to keep proper volume range and overall performace improvement - Overall volume balance - 7.1 surround should now work as expected (on all platforms) - Fixed audio initialization pop when the session starts - Stereo imaging now works as expected - Fixed ambience sound affected by reverb zones - Reworked reverb logic: when triggered onboard, the reverb is given by the exterior engine - Reworked distance attenuations for enhanced experience (e.g. engine_int raised to 350 meters) - Reworked wind curves: now the wind volume is related to the air pressure (i.e. player car will hear turbulence when in draft and AP value goes below 1.00) - Reworked surfaces audio curves - Reworked skids logic - Fixed skids positional sound - New exterior skids sound - Set tyre skid entry point to 100 in audio.ini (set what you prefer in the audio options) - Reworked code management for traction control and limiter events - Tweaked wind and limiter sound emitter position in dashboard camera - Audio compressor on engine_ext event now works as expected when many cars are involved - Surfaces, crashes and skids are now properly audible in chase and track cameras - Opponents volume now honours F1 cameras. For track/free cameras it is set to max (optimum for replays, broadcasting etc.) - Fixed load/coast smooth for AIs and multiplayer - Fixed transmission smooth and pitch for multiplayer opponents - Engine volume setting is now related to the player/focused car - When driving, some opponents events are now audible (e.g. skids, surfaces and gear shifts if available) - Surfaces events are now properly cached. This fixes stuttering when a surface event is triggered for the first time and should limit "digital clicks" - Fixed multiplayer opponent surfaces sound when it leaves instantly (e.g acs proces kill/crash) while driving on sand/kerb/etc... - New dirt sound effects - New brake squeal for some "old" cars - Added audio fade when track camera changes - Added [VERSION] section in audio.ini - Removed [LATENCY] section in audio.ini (managed by FMod itself now) and from the GUI - Slightly modified gear grind sound - Fixed wrong listener position for track and car cameras in some situations - added DRL on LaFerrari, Mclaren P1, Nissan 370Z Nismo, Nissan GTR and Ford Mustang - added templates for Porsche Vol. 1 cars - fixed excessive brake light brightness on Ford Mustang - minor graphics fixes on Triple Pack cars - [Modding] added harvest series function in digital_instruments [KERS_RECHARGE_SERIE] - [Modding] added 918 Spyder-style full power usage series function in digital_instruments [POWER_918] - Added PACKER_RANGE_HF and PACKER_RANGE_HR for heave springs packer settings in setup.ini - Packers now use bump stop rates