劳斯莱斯101万_劳斯莱斯101ex

1.谁知道演员刘涛结婚都去什么车了啊?

2.宝马最贵的车是什么?

3.如果不小心将劳斯莱斯撞了，得赔偿多少钱啊？

4.劳斯莱斯银魅和幻影

5.劳斯莱斯200EX多少钱一辆

6.谁能提供保时捷 劳斯莱斯 凯迪拉克的英文简介

Rolls-Royce Motor Cars will unveil its new Phantom Coupe at the 78th International Geneva Motor Show on Tuesday, 4 March 2008. Production of the new car will start at Goodwood in the summer of 2008.

The Coupe is the most driver-orientated model in the Phantom line. A number of sule but significant modifications he been made that change its character. It is noticeably more dynamic, whilst still offering incredible levels of comfort.

Marrying cutting-edge technology with a beautifully proportioned, muscular body that exudes power and style, it incorporates timeless Rolls-Royce design cues in an utterly contemporary manner.

Designed to cover great distances effortlessly, the Coupe is the perfect choice for a transcontinental trip. Power is provided by the Phantom 6.75-litre V12 that produces 453 bhp, 720 Nm of torque and has segment-leading fuel economy. A 25 per cent increase in fuel capacity, compared to the Drophead Coupe adds significant driving range. Agile, fast, long-legged and virtually silent, the Phantom Coupe allows both driver and passengers to emerge unruffled, even after an all-day run.

Rolls-Royce Motor Cars Chief Designer, Ian Cameron, said ,Rolls-Royce has always been about pace, performance and style. For the Coupe design we ge the quintessential Rolls-Royce design a dynamic twist. This adds a sense of drama to the outstanding engineering and drivability that are fundamentals of Rolls-Royce cars. The dynamic drive of the Phantom has always come as a surprise to customers and the Coupe takes it one step further.

The Phantom Coupe features rear-hinged doors which add considerably to the ease of access to the rear lounge seats as well as to the overall aesthetics. Crucially, they aid the overall stiffness of the body as the rear hinged doors allow for an uninterrupted A-pillar helping to make this the most torsionally rigid Rolls-Royce ever. A brushed steel finish of A-pillar and bonnet, as seen for the first time on 100EX, is also ailable for the Coupe.

At the rear is a spacious picnic boot. A split tail compartment that opens in two parts, gives easy access to 395 litres of space. The lower tailgate also provides a comfortable seating platform for two adults when lowered.

At the core of the Phantom Coupe is an advanced aluminium chassis, perhaps the single most significant component in delivering the marque legendary refinement. Lightweight and exceptionally strong, it impacts positively on ride comfort, handling and safety. Hand made, it requires over 130 meters of welding to create each body.

Rolls-Royce Motor Cars Chairman and Chief Executive, Ian Robertson, said, the Coupe has been designed and engineered to be the most dynamic interpretation of our values. Our 2007 sales figures illustrate how successful the entire model range has been with an increase of 25 per cent over the previous year.

谁知道演员刘涛结婚都去什么车了啊?

英国劳斯莱斯——宝马公司旗下品牌公司。 劳斯莱斯有限公司(Rolls-Royce)于1906年在英国正式宣告成立。次年推出的“银鬼”轿车，不久便被誉为“世界上最好的汽车”。很多人知道劳斯莱斯汽车，却不知道罗罗（罗尔斯·罗伊斯）也是世界上最优秀的发动机制造者。著名的波音客机用的就是罗罗的发动机。二战后劳斯莱斯的主业之一就是生产航空发动机。11年负债亏损导致破产。后在英国干预下将劳斯莱斯公司一分为二，分为汽车与航空发动机两间公司。劳斯莱斯品牌仍然由两家公司在两种产品上使用。罗尔斯·罗伊斯航空发动机公司恢复了生机，再次挤身于世界三大航空发动机厂家之列，而劳斯莱斯汽车公司却鲜有作为，2003年劳斯莱斯汽车公司归入宝马集团。世界汽车中可称为贵族的，惟有劳斯莱斯。”1904年的春天，磨坊主的儿子亨利．莱斯与贵族出身的查利．劳斯在一列火车上邂逅，两人一见如故，决定共同创办劳斯莱斯公司，生产属于英国的高级汽车。他们给汽车取名为Ｒｏｌｌｓ－Ｒｏｙｃｅ（曾被译为罗尔斯．罗伊斯），商标由两个红色的Ｒ叠合而成，寓意为你中有我、我中有你，体现了两人和谐融洽的关系。 而劳斯莱斯的另一个传统标志，具有古典风格的“飞翔女神”雕像出现于1911年，由艺术家查理斯．萨科斯设计，据说其灵感来自巴黎卢浮宫艺术品走廊的一尊古希腊女神雕像。身披轻纱的“飞翔女神”体态轻盈、风姿绰约，她的启用典礼其隆重程度不亚于第一辆劳斯莱斯轿车下线。当时的总经理约翰逊撰文称：“这是一位优雅无比的女神，她代表着人类的崇高理想和生活的欣狂之魂，她将旅途视为至高无上的享受。” 一尊“飞翔女神”需要经过手工倒模压制、至少8次手工打磨和64分钟机器研磨才能诞生，事实上经过最后手工修正后的每一尊女神像都是不完全一样的，都是独一无二的艺术品。“飞翔女神”起初的标配为银白色，后来有的车主为了炫耀其尊贵地位，就完全用黄金制作。的确，只有金灿灿的女神像才能代表劳斯莱斯无与伦比的奢华：每一辆劳斯莱斯的车内木饰纹理都自成一格，而各自均有记录归档，日后若有损伤，即可按原状修补恢复。 正如约翰逊所言：“‘飞翔女神’降临到劳斯莱斯身上，整个世界都沉浸在清新的空气和羽翼振动的美妙音乐旋律之中。”华贵的劳斯莱斯征服了包括英国王室在内的各国元首、贵族的心，也被称为“帝王之车”。它对购买者的身份及背景条件也有着严格的要求，美国超级歌星“猫王”经过多次努力后，才取得购买一辆普通级劳斯莱斯的资格。 1904年的春天，磨坊主的儿子亨利．莱斯与贵族出身的查利．劳斯在一个很偶然的机会相遇了。他们当时谁也没想到，这次偶然的相遇使两个天才的人物携手共同创造出一辆名车，一个神话。 亨利．莱斯出生于1863年，由于家境并不富裕，他十几岁就在一家铁路公司做学徒工。19岁那年他就在一家电气公司当上了工程师。他对任何事都精益求精，而且很善于用维多利亚式的警句格言把自己的思想表达出来。他常说：“小事产生完美，但完美却绝非小事。”他还说：“只要是做得正确的事情，不管它多么卑贱，它也是高贵的。” 1903年，莱斯为自己买了第二辆法国Decauville轿车。但这辆车经常出故障，让莱斯非常失望，他发誓要自己设计出一辆2缸发动机汽车。1904年，第一辆完全是由莱斯自己设计制造的汽车驶出他自己工厂的大门。 查利．劳斯生于1877年，出生于英国贵族家庭。在剑桥读书时他就买了一辆标致轿车。当他从剑桥大学毕业时，他已是一名驾车高手。他曾率先完成了一项1000英里的可靠性实验，1903年，他驾驶一辆功率为80HP的轿车在都柏林创造了一项时速150公里的世界纪录。 1902年劳斯开始做汽车生意，他的“劳斯公司”很快成为英国最有实力的汽车经销商之一。但劳斯一直想把自己的名字与高质量的汽车联系在一起。直到1904年他在曼彻斯特看到莱斯生产出的2缸发动机汽车，受到极大震撼。这辆车用按钮起动，运行十分平稳流畅，噪音很小，而且不像当时的汽车那样经常出现故障。劳斯一下子就意识到这就是他想要的高质量的汽车。他立即把莱斯的这辆车借到伦敦，并介绍给他的合伙人克劳德．约翰逊。他们在心中暗喜：莱斯先生就是他们发现的将要主宰世界的机械天才。 1904年12月，第一辆莱斯汽车在巴黎展览会上展出，引起巨大轰动。随后，一项历史性协议在英签署，劳斯公司成为惟一有权在英销售莱斯汽车的公司，莱斯汽车也正式更名为“劳斯莱斯”。 劳斯莱斯高贵的品质来自于它高超的质量。它的创始人亨利．莱斯就曾说过：“车的价格会被人忘记，而车的质量却长久存在。” 1910年7月12日，劳斯不幸在驾驶飞机时失事遇难，莱斯积劳成疾于1933年4月22日去世。他们的继承人把车前代表二人名字的红色双Ｒ改为黑色，以示哀悼。 劳斯莱斯的成功得益于它一直秉承了英国传统的造车艺术：精练、恒久、巨细无遗。因此令人难以置信的是，自1904年到现在，超过60%的劳斯莱斯仍然性能良好。 劳斯莱斯最与众不同之处，就在于它大量使用了手工劳动，在人工费相当高昂的英国，这必然会导致生产成本的居高不下，这也是劳斯莱斯价格惊人的原因之一。 一直到今天，劳斯莱斯的发动机还完全是用手工制造。更令人称奇的是，劳斯莱斯车头散热器的格栅完全是由熟练工人用手和眼来完成的，不用任何丈量的工具。而一台散热器需要一个工人一整天时间才能制造出来，然后还需要5个小时对它进行加工打磨。

宝马最贵的车是什么?

法拉利还给刘涛在北青做个整版的广告

777给的那个连接，里边有几个都是我朋友，本来接到通知了

因为上班所以没去，不过里边的车已经分别在不同地点拍到了

地点在北京王府半岛酒店

劳斯莱斯百年幻影，敞棚各一部，敞棚是头车

兰博基尼LP640黑白各一部

法拉利599GTB两部

法拉利612一部

兰博基尼盖拉多一部

法拉利360一部

法拉利F430四部

奔驰SLR一部

卡宴顶配一部

宾利GT两部

奔驰AMGS65一部

其中有新郎自己的，和唐山他一个朋友的，还有法拉利公司出的车

应该就是这些

如果不小心将劳斯莱斯撞了，得赔偿多少钱啊？

宝马M760LixDrive。

M760Li xDrive是2017年1月16日发布的新款豪华车，售价为266.8万元，超越了此前的宝马i8（198.8万元），成为了宝马最贵的车型。

M760Li xDrive的名字前的M，就让人明白了它的性能，将原版760Li变成了M Performance版本，搭载源自劳斯莱斯的6.6T V12发动机，匹配8速自动变速箱与四驱系统，百公里加速时间仅为3.7秒。

宝马将自己最牛的技术装到了这台M760Li xDrive上，它在性能上所体现的技术含量是目前豪华车中最高的。

重塑大型豪华轿车市场新格局

2017年1月16日，宝马中国宣布新BMW M760Li xDrive正式上市。

随着新BMW M760Li xDrive的上市，新BMW 7系已经完成了在大型豪华轿车细分市场的整体战略布局，提供包括iPerformance电动性能和M Performance运动性能在内的11款车型，以最强大的产品阵容，满足客户对品质、个性、创新等方面越来越苛刻的要求。

自2016年8月份开始在中国市场推出的BMW个性化定制服务，获得了积极的市场反馈，验证了我们对豪华趋势的理解和判断。

以上内容参考：凤凰网-新BMW 7系旗舰 M760Li xDrive创新登场

以上内容参考：凤凰网-新款宝马M760深圳店现车低至6折最低价

劳斯莱斯银魅和幻影

大家都知道劳斯莱斯贵，可到底有多贵。我们要是不小心撞了的赔多少？我就在网上找了一下资料和大家来分享一下。

劳斯莱斯幻影

劳斯莱斯幻影(Rolls-Royce Phantom)是劳斯莱斯被宝马(BMW)收购后推出的第一个产品，通过铝的使用，庞大的车身还不到2.5吨重，再加上6.7升V12发动机与六速自动变速箱的通力合作，幻影0-100Km/h的加速不到6秒，出于对安全的考虑最高时速被限制在240Km/h。幻影继承了劳斯莱斯的经典设计：长发动机机罩、短前悬和长后悬。长轴距造就了宽敞的内部空间，加上垂直式的车前罩和高灯，为它增添了卓尔不凡的气质。

2004年在售幻影 2004款 6.7 标准版618.0万6.7L6挡自动

2006年停产幻影 2006款 6.7 元首级1888.0万6.7L6挡自动

2006年在售幻影 2006款 6.7 加长版(EWB)718.0万6.7L6挡自动

2007年在售幻影 2007款 6.7 软顶敞篷车780.0万6.7L6挡自动

2007年在售幻影 2007款 6.7 双门轿跑车(101EX)680.0万6.7L6挡自动

要是不小心撞了劳斯莱斯咋办得赔多少，我们先看一下劳斯莱斯日常维护的费用清单吧

从这张劳斯莱斯售后服务中心报价表的各项来看就费用不菲，那就更不用说其维修所要花费的费用了。

所以，我们平时开车上路，如果看到劳斯莱斯那个小金人就最好还是躲得远远的，万一有个亲密接触，就算是擦掉一点店表面的漆，打水漂的可就不光是你几个月的工资，很有可能别人的一辆车是你一辈子都可能达不到的高度一套房了。就算你是100万的第三者责任险那是不够用的呀，亲，1000万的保险了解一下。

劳斯莱斯200EX多少钱一辆

劳斯莱斯银魅：第一辆劳斯莱斯Silver Ghost诞生于1907年,车身为银色,许多配件也被镀银上了银色,在阳光下闪闪发光,显得雍容华贵,被称为“世界上最好的汽车”，现在仅存一辆,存放于劳斯莱斯公司的博物馆内。劳斯莱斯银魅,15.5亿元缘由：1、价格最高的 因为只有一辆 2、全手工的引擎和车体都是航空材料 3、现在在英国一个城堡里放着，因为密封太好，放了50年以上里面还一尘不染 4、现在这辆车价钱在不断升值.劳斯莱斯 幻影 ROYCE-ROLLS Phantom 幻影是劳斯莱斯被宝马收购后推出的第一个产品，年款类型车型名称新车指导价排量变速器2007年在售幻影 2007款 6.7 软顶敞篷车780.0万6.7L6挡自动2007年在售幻影 2007款 6.7 双门轿跑车(101EX)680.0万6.7L6挡自动2006年在售幻影 2006款 6.7 加长版(EWB)718.0万6.7L6挡自动2006年停产幻影 2006款 6.7 元首级1888.0万6.7L6挡自动2004年在售幻影 2004款 6.7 标准版618.0万6.7L6挡自动

谁能提供保时捷 劳斯莱斯 凯迪拉克的英文简介

约185万从RR4的代号到得知Silver Ghost的定名，劳斯莱斯已经用这款“低端”新车吊足了我们的胃口。如今我们终于得以看到他的样子。在即将开幕的日内瓦车展上，预示这款新车造型的概念车将以200EX的名字登场。

自2003年收购劳斯莱斯之后，宝马使80年前的16EX得到了名义上的延续。找先后发布了100EX和101EX概念车，分别预示了幻影敞篷和幻影Coupe的造型风格。根据这两款概念车的经验来看，200EX在外形上应该已经与之后的量产车型十分接近。

从外观上看，200EX的风格与幻影十分相似。竖立在引擎盖上的欢乐女神提示着我们这是一辆真正的劳斯莱斯。几乎笔直的水箱格栅以及厚重的车尾都粗造出庄严的气势，对开式车门可以让贵族车主更方便的上车。

值得一提的是，在创始人Charles Rolls和Frederick Henry Royce去世之后，劳斯莱斯的双R车标改成了黑色以示纪念，因此我们也只能在EX系列概念车上看到红色的RR造型了。

根据之前的种种报道和猜测，这款车将比目前的幻影系列定位略低。底盘基于宝马7系(F01)加长版改进而来，并将与之共用一部分零件。英国媒体甚至给出了200EX量产之后的起价——18万欧元，比幻影的26.4万欧元便宜了不少。

虽然定位相对较低，但是劳斯莱斯表示得益于相似的空气悬挂系统和5.4米长的车身，新车车主将会享受与幻影车主相同的舒适体验。品牌内涵和形象的限制使劳斯莱斯无法像宾利一样生产一款类似飞驰(Flying Spur)的运动车型填补相对低端的顶级豪华车市场。

新车将使用一款强劲新的V12发动机，但具目前厂方还未透露具体技术参数。我们估计也有可能被用于会在上海车展发布的760LI上。与之匹配的将是由名厂ZF生产的7速自动变速箱。

在宽大的中央扶手前，我们可以看到Idirve系统的控制旋钮，这套系统将能通过中控台上的接口输入输出数据。不过劳斯莱斯显然不希望液晶屏幕影响车内奢华古典的风格，所以在200EX概念车也将屏幕隐藏了起来，需要用时便会出现在空调出风口上面。

The Porsche 911 (pronounced as nine eleven) is a sports car made by Porsche of Stuttgart, Germany. The famous, distinctive and durable car has undergone continuous development since its introduction in 1964. Mechanically it is notable for being rear engined and, until the introduction of the all-new Type 996 in 1999, air-cooled. All 911s use six-cylinder boxer engines.

Since its inception the 911 has been modified, both by private teams and the factory itself, for racing, rallying and other types of automotive competition. It is often cited as the most successful competition car ever, especially when its variations are included, mainly the powerful 935.

In the international poll for the award of the world's most influential car of the twentieth century the 911 came fifth after the Ford Model T, the Mini, the Citro?n DS and the Volkswagen Beetle.

■■History

A note on designations: the series letter (A, B, C, etc.) is used by Porsche to indicate the revision for production cars. It often changes annually to reflect changes for the new model year. The first 911 models are the 'A series', the first 993 cars are the 'R series'.)

A note on the models listed: not all of the Porsche 911 models ever produced are mentioned here. The listed models are notable for their role in the advancements in technology and their influence on the following vehicles from Porsche.

A note on model names: although the articles below use Porsche's internal classifications (911, 964, 993, 996, 9) the car was always sold as 911. "Carrera", "GT3", "Turbo", etc. refer to the specific model trim (they are all 911s).

■■Air-Cooled Engines (1964 - 1998)

●911 Series (1964-1989)

The 911 was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356, the company's first model, and essentially a sporting evolution of the Volkswagen Beetle. The new car made its public debut at the 1963 Internationale Automobil-Ausstellung, better known to English speakers as the Frankfurt motor show.

It was designated as the 'Porsche 901' (901 being its internal project number). Peugeot protested on the grounds that they owned the trademark to all car names formed by three numbers with a zero in the middle. So, before production started, the new Porsche had its name changed to 911. It went on sale in 1964.

——911 2.0-litre / O, A and B series (1964-1969)

The earliest editions of the 911 had a 130 PS1 (96 kW) six-cylinder engine, in the 'boxer' configuration like the 356, air-cooled and rear-mounted, displaced 1991 cc compared with the 356's four-cylinder 1600 cc unit. The car had four seats although the rear seats are very small, and the car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). It was mated to a five speed manual 'Type 901' transmission. The styling was largely by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Erwin Komenda, the leader of the Porsche car body construction department, was also involved in the design.

The 356 came to the end of its production life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, introduced the same year, served as a direct replacement. It used the 356's 4-cylinder, 1600 cc 90 PS (66 kW) engine but wore the 911 bodywork.

In 1966 Porsche introduced the more powerful 911S, the engine's power raised to 160 PS (118 kW). Alloy wheels from Fuchs, in a distinctive 5-leaf design, were offered for the first time. In motorsport at the same time, installed in the mid-engined Porsche 904 and Porsche 906, the engine was developed to 210 PS (154 kW).

In 1967 the Targa version was introduced. The Targa had a removable roof panel, a removable plastic rear window (although a fixed glass version was offered alongside from 1968) and a stainless steel-clad roll bar. (Porsche had, at one point, thought that the NHTSA would outlaw fully open convertibles in the US, an important market for the 911, and introduced the Targa as a 'stop gap' model.) The name 'Targa' came from the Targa Florio road race in Sicily, in which Porsche had notable success: victories in 1956, 1959, 1960, 1963, 1964, 1966, 1967, 1968, 1969, 10 and 13.

The 110 PS (81 kW) 911T was also launched in 1967 and effectively replaced the 912. The staple 130 PS (96 kW) model was renamed the 911L. More excitingly, the 911R was produced in tiny numbers (20 in all). This was a lightweight racing version with thin aluminium doors, a magnesium crankcase, twin-spark cylinder heads, and a power output of 210 PS (154 kW).

In 1968 the B series was introduced: the wheelbase for all 911 and 912 models was increased from 2211 mm to 2268 mm, an effective remedy to the car's nervous handling at the limit. The overall length of the car did not change: rather, the rear wheels were relocated aft. Fuel injection arrived for the 911S and for a new middle model, 911E. A semi-automatic Sportomatic [1] model, composed of a torque converter, an automatic clutch, and the four speed transmission, was added to the product lineup.

——911 2.2-litre / C and D series (10-11)

For the 10 model year the engines of all 911s was increased to 2195 cc. Power outputs were uprated to 125 PS (92 kW) in the 911T, 155 PS (114 kW) in the 911E, and 180 PS (118 kW) in the 911S. The 912 was discontinued, thanks to the introduction of the Porsche 914 as an entry model.

The 2.2 L 911E was called "The secret weapon from Zuffenhausen". Despite the lower power output of the 911E (155 PS) compared to the 911S (180 PS) the 911E was quicker in acceleration up to 160 km/h (100 mph).

——911 2.4-litre / E and F series (12-13)

The 12-13 model years consisted of the same models of 911—the entry level T, the midrange E and the top of the line S. However, all models got a new, larger 2341 cc/142 in? engine. This is universally known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres — perhaps to emphasize the increase over the 2.2. The new power ratings were 130 PS (96 kW), or 140 hp (104 kW) in the U.S., for the T, 165 PS (121 kW) for the E and 190 PS (140 kW) for the S.

The 911E and 911S used mechanical fuel injection (MFI) in all markets. The US 911T 911T was carbureted, except in the US where it also used MFI, which accounts for the 7 kW power difference between the two. In January, 13, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch. These cars are commonly referred to as 13.5 models.

With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901/911 transmission's 'dog-leg' style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. Some say this was because the dog-leg shift to second gear was inconvenient for in town driving, other say it was due to Porsche’s desire to put 5th gear outside the main transmission housing where it could easily be changed for different races. The Sportomatic transmission was still ailable, but only as a special order.

In 12 tremendous effort was made to improve the handling of the 911. One thing Porsche did was relocate the oil tank from its position behind the right rear wheel to in front of it. This had the effect of moving the weight of almost 9 quarts of oil from outside the wheelbase to inside, improving the handling. To facilitate filling of the oil tank, Porsche installed an oil filler door (much like the fuel filler door on the left front fender) on the right rear quarter panel. Unfortunately, this unique design was scred after only one year, some say because inattentive gas station attendants were putting gas in the oil tank! The oil tank was moved back to its original position for the 13 model year, and there is stayed until it was moved back within the wheelbase for the 964 models.

These cars also gained a discreet spoiler under the front bumper to help high-speed stability. With the car's weight only 1050 kg (2314 lb), these are often regarded as the best classic mainstream 911s. For racing at this time, the 911 ST was made in tiny numbers. The cars were ailable with engines of either 2466 cc or 2492 cc, producing 270 PS (199 kW) at 8000 rpm. Weight was down to 960 kg. The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000Km Nurburgring and the Targa Florio.

——911 Carrera RS 2.7 (12-14)

This model, much prized by collectors, is one of the all-time classic 911s. It was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera RS had a larger engine (2687 cc) developing 210 PS (154 kW), revised and stiffened suspension, a 'ducktail' rear spoiler, larger brakes, larger wheels & wheel-arches, and was about 150 kg lighter — most of the sing coming from the thin-gauge steel used for parts of the bodyshell. In total 1636 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. A more powerful version, the Carrera RS 3.0, was also made. The 3.0 L cars used standard-gauge steel, and thanks to that extra 180 kg the extra 20 PS (15 kW) did not give it a performance advantage.

The Carrera RSR 3.0 and Carrera RSR Turbo (its 2.1 L engine due to a 1.4x equivalency formula) were made in tiny numbers for racing. The turbo car came second at the 24 Hours of Le Mans in 14, a significant event in that its engine would form the basis of many future Porsche assaults on sportscar racing, and can be regarded as the start of its commitment to turbocharging. The large rear spoiler and the 3.0 turbo engine were to be used again in the production 911 Turbo and the 934 racing car.

——911 2.7-litre / G, H, I and J series (14-17)

From 14 a detuned version of the 2687 cc engine from the Carrera RS was used in the mainstream production cars. The cars looked rather different from the previous year's, thanks to bulky new bumpers front and rear, to conform with low-speed impact protection requirements of US law. The interior was refreshed too. The model line-up was now: 911, 911S and 911 Carrera (the latter now a regular production model). The Turbo was introduced in 15 (see below). In 16 the Carrera model was upgraded to what was essentially the Turbo's 2992 cc engine, minus the turbocharger, developing 200 PS (147 kW). The 2.7 engines proved to be less reliable than the 'bulletproof' 2.4 units. In effect, the 2.4 L engine had been enlarged with no additional cooling capacity. The engines saw problems, particularly in hot climates, where the different rates of thermal expansion between the magnesium of the crankcase and the aluminium of the cylinder heads contributed to major failure. In addition, some engines saw problems whereby the cylinder head studs would pull themselves out of the crankcase. The 3.0 L engine of the Turbo and Carrera had not used magnesium, but rather aluminium, thereby showing equal expansion rates to the cylinders. The move to that engine across the board was welcome for reliability reasons. However, the aluminium case weighed 15 lb more than the magnesium one. In addition with the 13.5 engines Porsche moved away from MFI to Bosch K-Jetronic CIS. This system varied fuel pressure to the injectors dependant on the mass airflow. While this system was exceedingly reliable, it did not allow the use of as "hot" cams as MFI or carburators allowed. Therefore the 911S's horsepower decreased from 190 to 165 despite the displacement increase from 2.4 to 2.7 L. However, the engine did he increased drivability.

Also produced for the 16 "model year", for the U.S. market, was the 912E, a 4-cylinder version of the 911 like the old 912 that had last been produced in 1969. It used the I-series chassis and the 2.0 Volkswagen engine from the Porsche 914. In all, 2099 units were produced. In 16 the Porsche 924 took this car's place for the 17 "model year" and beyond.

——Position vis-à-vis the Porsche 928

Although Porsche was continuing development of the 911, executives were troubled by its declining sales numbers and in 11 greenlighted work on the Porsche 928. Larger, with a front-mounted V8 engine that was considerably more powerful than the contemporary 911's, the 928 was not only designed to eclipse its performance, it was designed to be a more comfortable car, a sporty grand tourer rather than a focused sports car. The 928 sold reasonably well, and managed to survive from its introduction in 17 until 1995. Throughout its 17 years, despite its capabilities on the road, it never outsold the 911. Notably, it achieved little success in racing.

——911 Turbo (Type 930) (15-1989)

In 15 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 (930 being its internal type number) in North America. The body shape is distinctive thanks to wide wheel-arches to accommodate the wide tyres, and a large rear spoiler often known as a 'whale tail' on the early cars, and 'tea-tray' on the later ones. Starting out with a 3.0-litre engine (260 PS or 191 kW), it rose to 3.3 L (300 PS or 221 kW) for 18. The early cars are known for extreme turbo lag.

Production figures of the car soon qualified its racing incarnation for FIA Group 4 competition as the Porsche 934, of 16. Many participated at Le Mans and other races including some epic battles with the BMW 3.0 CSL 'Batmobile'. The wilder Porsche 935, a more highly tuned car in FIA Group 5 and evolved from the 2.1 L RSR Turbo of 14, was campaigned in 16 by the factory and won Le Mans in 19. Private teams continued to compete successfully with the car until well into the 1980s.

As demand for the Turbo soared in the late 1980s, Porsche introduced novelty variants including a slant-nose version, while not significantly improving the range mechanically. Although these cars could be sold for extraordinary premiums over the standard models, the company's reluctance to invest in research and development of the entire 911 line at that time turned out to be an almost fatal decision not only for the 911, but for the entire company.

Only in its last production year the 930 was equipped with a five-speed gearbox. Before, the five-speed gearboxes of the naturally-aspirated cars were not strong enough to cope with the torque of the turbo engines. With the four-speed gearbox the 930 was capable of exceeding 200 km/h (125 mph) in third gear!

There he been turbocharged variants of each subsequent generation of 911. Four-wheel-drive was standard from the 993 Generation and on, except for the lightweight GT2.

——911 SC (18-1983)

SC stands for "Super Carrera" (although Porsche never claimed this or marketed it as such). All 911 models standardized on the 2994 cc engine for late 17. This engine was a unit fresh from the factory delivering 180 PS (132 kW) that was still capable of substantial extra tuning, compared with the 2.7 which was almost at its limit. Yet, the weight of the extra equipment on these cars was blunting performance compared with what would he been expected from earlier, lighter cars with the same power output.

SCs sold in the UK could be specified with the Sport Group Package (UK) which added the rear spoiler, front air dam and black Fuchs wheels.

In 1981 a Cabriolet concept car was shown at the Frankfurt motorshow. Not only was the car a drop top, but it also featured four-wheel drive. In late 1982 (débuting as the 1983 model) the first 911 cabriolet went on sale (the first Porsche cabriolet since the 356). To many, this was a much more attractive car than the Targa, the other open-top 911. But while the Targa was priced to match the regular car, the Cabriolet cost significantly more. Cabriolet versions of the 911 he been offered ever since.

In 19 Porsche made plans to replace the 911 with the 928, but the 911 still sold so much better than the 928, that Porsche revised its strategy and inject new life into the Type 911 European editions. Those cars (1981-1983 911 SCs) were massaged to yield 204 bhp @ 5900 rpm from their 2994 cc powerplants. North Americans would he to wait for the replacement 3.2 L 911 Carrera in before seeing any extra horsepower.

——911 3.2 Carrera (-1989)

In a new 3.2 L car replaced the 3.0 L SC model. It was badged '911 Carrera' but known as '3.2 Carrera', the first time the sporty label had been lied to the basic 911. Power was increased, brakes were better, the fuel injection was upgraded to enhance everyday reliability, and the car was more refined. The non-Turbo models became ailable as 'Turbo-look' or 'Super Sport', a style that aped the Turbo with wide wheel-arches and the 'whale-tail', but did not reflect any mechanical changes.

In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50. This included a hydraulic clutch.

The 911 Speedster, a low-roof version of the Cabriolet, evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers. The Carrera Club Sport from 1987 (340 produced) is highly collectible. It was stripped of electric windows, electric seats, and radio to se a claimed 50 kg in weight. Its engine was allowed to rev higher, and the engine developed a little more power.

Innovation and experimentation he been at the heart of Rolls-Royce’s philosophy for more than a century. Driven by the uncompromising quest for perfection instilled by its founder, Sir Henry Royce, the company’s enduring commitment to exceptional engineering is best exemplified by its long tradition of ‘EX’ Experimental cars.

In 1919, Rolls-Royce Motor Cars built 1EX, its first experimental car. Based on a Silver Ghost chassis, it was used a rolling test bed to develop ideas and engineering solutions that would be incorporated into later generations of production Rolls-Royce cars. A succession of EX cars followed over the next 40 years, culminating in the 45EX of 1958.

After a hiatus of some 46 years, it’s a revitalised Rolls-Royce Motor Cars that has revived the EX tradition, with two bold experimental cars. The first - 100EX - was the product of a desire both to celebrate the company’s centenary in 2004, and to build on the groundbreaking technology pioneered by the company’s new Phantom road car. The second, and most recent - 101EX - is an equally adventurous machine albeit with a very different character.

With increasing technological challenges and demanding customer expectations, the value of EX is stronger now than ever. By exploring adventurous themes, advanced concepts and bold technology through living, breathing cars like 100 and 101EX, Rolls-Royce remains at the forefront of automotive design and engineering.