Wallner tt34 ???? Ruf CTR vs. dp 935, Wallner 34 og RS Turbo

[totle]

Found some info in a test between Ruf CTR vs. dp 935, Wallner 930 TT34 og RS Turbo

Never heard about the Wallner 930 TT34. Anyone that has any info about this production?

[totle]

[Groovie Ghoulie]

If you guys are interested, I can try and see if my German girlfriend will translate this for us.

[JBL930]

I'd love it she would translate it, looks like a really cool article!

[Dai]

Yes, please.

[Groovie Ghoulie]

Ok, will ask tomorrow after work,

[IMR-Merlin]

Is it me or are the RS numbers not that impressive.

Relatively speaking of course.

[juicersr]

Originally Posted by IMR-Merlin

Is it me or are the RS numbers not that impressive.

Relatively speaking of course.

How could they be? Look at that stock intercooler

[juicersr]

BTW, any chance u could post the article on the 935/78????

[ghost1001]

Is it just me or are the bumpers on the wallner (dark grey car) totally dope!

Very, 959'ish.....never seen those before, one off I guess.

Anyone have more pictures of that car, or more info?

[totle]

Originally Posted by ghost1001

Is it just me or are the bumpers on the wallner (dark grey car) totally dope!

Very, 959'ish.....never seen those before, one off I guess.

Anyone have more pictures of that car, or more info?

Also would like to more about this car. I really like the bumpers

Says something on this site:

http://www.lenzmotorentechnikusa.com/pics/Porsche20tt34.jpg
Lenz Motorentechnik USA manufacturers of Formula 1 based engine management systems - Porsche

Already 1987 Lenz TurboTronic � was used in the Wallner Porsche 911 Turbo 1

Technical description Wallner TT34
In sport auto 7/1987

Anyone has the magazine referring to?

[Groovie Ghoulie]

ok, she will give it a try with the translation.

[IMR-Merlin]

Originally Posted by Groovie Ghoulie

ok, she will give it a try with the translation.

Great news!! What time is she coming over? I have to plan ahead....... Bottle of wine, nice fire in the wood stove, etc

I kid of course, I have a limited speaking and more limited reading ability in German and Japanese....

Although the pictures are great and I can convert most of the numbers/specs, the driver input would be a great read.

[Groovie Ghoulie]

Ok Pelicans, lets have a huge round of congrats for my awesome Petrolhead Girlfriend. She is by no means a pro translator, and spent like 3 days doing this. It was hard because of all the techincal terms, but I proof read it and it makes sense. So ENJOY!!!!!

As translated by Sonja Hartmann (And yes she is actually German)

Comparison test: the fastest and most powerful 911 turbos of dp, Ruf, RS and Wallner.

IG Druck and Marschier (= interest group thrust and march)
This interest group of tuners put so much manifold pressure into the Porsche 911 which was built 25 years ago, that it is still at the top of all dream sports cars.

The first night of this comparison was the worst. The howling of the pack of wolves catches up with me. For weeks I trudged through snow as high as my waist, in the high north of Alaska. The last piece of dried meat already gone, the last bullet fired days ago, the huskies scattered to the four winds. As the alpha male attacks me in the dark, I dig my knife with the last of my strength into its ribs. Then I wake up…

It was the first night after the day we had been out with 6 howling turbo chargers, 24 roaring cylinders and 1819 screaming ponies for the first time, distributed among just 4 modified Porsche coupés.
I wished I was back in my dream again. Because the company of a hungry pack of wolves is a harmless distraction compared to the company of the 470 hp rear engine coupé I just got to know. Besides, you shouldn’t take in such a sports car on an empty stomach before going to bed if you intend to have sweet dreams.
Baldly spoken, the only thing sport auto wanted, was to gather the crème de la crème of increased power rated Porsche 911s; as first to congratulate the serial 911, who’s 25th birthday is celebrated in this issue. When the party began, four high speed instruments were parked in the underground garage.

• A Wallner tt 34 from Rosenheim in Bavaria, Germany, a debonair 911 Turbo with 450 hp, painted anthracite-metallic, with nice three-piece OZ racing rims and a body kit of Vittorio Strosek. The regular reader was already introduced to the Wallner-Porsche in issue 4/1988, when its single flaw was the too tall rear axle ratio. Now, a crown wheel with 38 instead of 36 teeth moves the back wheels, which increases the Wallner’s temperament even more.
• In Cologne-Overath, dp motorsport built the dp 935 II, also a mono-turbo with 428 hp. Actually the most moderate one among the 911s in this test, but it has such an aggressive body design, which reminds us a lot of the Gruppe-5 racing Porsche in the late 70s.
• RS-Tuning delegated the RS-Turbo. Behind this acronym hides on the one hand Reinhold Schmirler (RS), on the other hand a 911 with 2 turbo chargers, a twin ignition of the IMSA-962 racing Porsche, and 472 hp. The plain white biturbo in the wide 930 body is unknown yet among the established Porsche tuners, and it speaks for the good taste of RS that they chose sport auto for the premiere of their hottest baby.
• The yellow biturbo-CTR; prototype of the elite low volume production from the garage of Alois Ruf in Pfaffenhausen, Bavaria, Germany, which some of you might already know from the 7/1987 issue’s cover story. Lighter than a standard carrera, with 469 hp stronger than the Porsche 959 and more streamlined than the rest of the field, the CTR is kind of the yellow eminence here.

After this march-in of the gladiators into the arena of superlatives, it is time for some fundamental thoughts about cars of this price-, performance- and speed-class.
A speed of 300 is, as we will see, not a question of technique anymore. It’s rather a question of morality.
The question is who wants to accomplish such speeds on the road. In the opinion of sport auto, it doesn’t really matter whether a car can make 260 or 340 km/h, if it comes to pure driving pleasure. Same with acceleration. This factor merely describes the functional achievable frame - like the absolute maximum speed – in which such a highly developed machine ranges.
All of the 4 cars we introduced here further call for a driver with the natural ability for respect. If someone sits behind the wheel of a Porsche Turbo, with the couldn’t-care-less-attitude of a Käfer-driver(VW Beetle Driver), thinking: „We have enough experience with rear engines“, he might find out pretty qick that the Bible might be right…
After taking this preamble to heart, it became our strong intention not to fall emotionally prey to those cars. We rarely abandoned an intent faster than this time…
That was on one hand down to the fact, that the Porsches all and sundry worked dramatically better than their starting products. And that’s saying something, as a standard 911 Turbo already counts as one of the fastest connections between two points. On the other hand, it was down to the fact that the four Porsches reflect the ideas of their builders and inventors in a radical and extreme way. Ruf acted in accordance with the fixed star of uncompromising light weight construction, with engine output as high as possible, in which comfort doesn’t play any role at all.
The RS-Turbo belongs to an equally uncompromising young man, who drives his car with dedication on racing tracks and insisted because of that on rebuilding the chassis with a set of coil springs, similar to those Porsche once used for street racing cars. Nevertheless was the RS-owner not willing to abdicate pleasing accessoires like telephone, power window, electrically adjustable seats and, most of all, air condition. That makes the white 911 with the turbo body to the heavy weight in this comparison, with 1420 kg.
The balanced compromis between comfortable convenience and the requirement of being sportive is represented by the Wallner-Turbo. Its smooth handling, the moderate spring rate and all kinds of electronic features blend well with the still quite comfortable bucket seats and roll bar, and optionally you can have three-point seat belts or full belt safety harness.
dp conceived the 935 for the nostalgists of the „Deutsche Rennsportmeisterschaft“ (Division 2) (German Motorsport Master shaft). The bucket seat – according to dp-boss Ekkehard Zimmermann rebuilt after the 935-standard seat – relentlessly narrows the shoulders and pelvis. For people too big for that, Zimmermann offers to cut the seat lengthwise open and calibrate it with a inserted strip.
The exhaust pipe of the diameter of a thigh – mounted lateral under the rear apron – dually accentuates the racing track touch of the dp-935: no other turbo had a louder exhaust sound, and in overrun the 6-cylinder produces a decorative flame, which had the dimension of our desks. It always went out with a staccato of misfires which sounded like General Custers last resistance against the Sioux. Back in the days, at Little Big Horn.
The dp-935 is not really suitable for driving in the city, parking or visiting a car wash. The front spoiler with its integrated headlights and blinkers glides with a gap of barely more than a centimeter over the asphalt, making it impossible to master certain parking humps and parking garage entrances without cutting. The amplified, glued dp-windshield reaches jointless from the turbo-roof to the hood, which contains a strut brace as visible sign for the chassis modification. However, the handling of the almost abstract wide track of the rear axle (tyres 345/35 VR 15) is rather difficult in rain. The drive wheels‘ track is a lot wider than the track of the front wheels, so that they tend to float first. The only help against aquaplaning is consequent slow driving. To increase the engine performance, dp installed new camshafts and a bigger turbo charger. They maintained a KKK-turbine of the 27 series; however, one of the notorious subgroup with the more powerful paddle wheels. With 1.25 bar charge pressure and 6300/min, the dp-935 reaches about 428hp (315 kW).
dp-boss Zimmermann leaves ignition and injection to serial parts, leading to mild scepticism among the insiders of turbo tuning. Because the standard Porsche capacitor discharge ignition has – with at least 24 degrees advance ignition – a quite big firing angle. But it is no secret that the turbo engine with increased charge pressure requires distinctly lower firing angles in mid-range torque.
It is not without reason that tuners like Ruf, Wallner and RS adjust ignition tuing with elaborate, self-developed electric-map ignition system, which regards all knock limits, obtained from week-long bench tests.
Anyway: during the determination of the maximum speed, the dp-935 incurred a sudden irreparable charger damage right in the beginning, so that it was the only one which’s speed could not be measured. Therefore, the data for the driving performance appearing in the technical table are the manufacturer’s data; something that should not happen during a test and would usually lead to the exclusion of the dp. But the 911 turbo from Overath is a car which radiates the fascination of an absolute macho, and machos of this kind become increasingly rare. Therefore, one will put them soon under conservation, and we didn’t want to abandon the opportuniy to present one of the last free-living 935-interpretations.

[Groovie Ghoulie]

In contrast, the Wallner tt 34 presents itself as alternative for people, who usually fall back on sedans together with well-cushioned carriers for locomotion. The Porsche sport suspension Wallner used proved itself as being the most comfortable solution in this comparison, although it turned out to be significantly harder than the standard suspension. So you can imagine how the three other 11er tickled the driver’s kidneys. Nevertheless, the modified coupès didn’t get any minus points for the body suspension and attenuation at this point: A car, driving faster than 300 km/h, at all cost shouldn’t have a soft suspension.

Motor and driving noise is relatively sparsely audible in the interior of the Wallner tt 34, and its handling doesn’t require a firm hand, thanks to the standard four speed transmission. Admittedly, it has by comparison the largest shifting travels, but the gears engage significantly softer compared to the other gear boxes.
At first, Wallner trusted in circumferential ribbed Mahle cylinders, which – with their 98 mm bore – slightly outclass the ones of the standard turbo (97 mm). In the enlarged engine displacement of 3367 cm³ run extruded pistons with a compression of 8.4:1 (standard 7:1), assuring better responding qualities beneath charge pressure- spurred rpms.

Camshafts from Porsche SC, new grey cast iron sealing rings in the grooved cylinder head and a digital electronic-map ignition system, created by the well-known electronic-specialist Josef Lenz, form the well-constructed surroundings of the 450 hp.

The Wallner tt 34 with its 1366 kg is also one of the heavier representatives in this test, but the acceleration times demonstrate how well the now mounted shorter gear transmission ration agrees with it. From 0 to 100 in 5.2 seconds; 1/10 faster than the first value sport auto measured. And that, although the conditions on the Hockenheimer Wald-Gerade were not the best that day. In the Motodrom, the danger of slipping was also increased, so the lap time for the small course was with 1:21.1 not exactly the same as the value measured earlier (1:20.2).

But the tyres (Bridgestone RE 71) harmonize perfectly with the Porsche chassis, and it must be said eventually: the japanese tyres cut an excellent figure on a 911.

The sport auto reader is sufficiently familiar with the fundamental behaviour of a 911, which is to ease into a corner, then proceed with a short neutral phase and subsequently swing the rear firmly out. The dp-Porsche additionally build up a slight squiggle in fast curves, which leads – on long ground waves – to gentle movements along the longitudal axis. But one gets used to that as to a twitching of the eyelid or another small tic.

The Wallner tt 34 drove like an optimized standard turbo, which is a promising indicator that it is one. The RS turbo made us think slightly harder.
The optical appearance of the white vehicle is quite discreet. First, the spectator just notices the smooth five star alloy rims of Borbet (front 8 ½ J x 17, rear 10 J x 17), but at second glance strike the front apron, front oil cooler, the amputations of the rain roof gutter and the huge, flat windshield, which we already know from the dp-935.

RS-boss Reinhard Schmirler carefully surrounds the new windshield with sheet, concisely agglutinates it with the bodywork and gives the cut off water gutter and their re-welded seams a body-cavity sealing. He welds reinforcing caps on the shock absorber towers, because - following the principle of the old, original Porsche 935-racing chassis - Schmirler equips the RS-Turbo, on customer request, with spring dampers of Fichtel and Sachs, which date back to the active times of the racing-935s. But now, while steering, the coil springs rotate in the RS-Turbo, on one hand causing strange noises, on the other hand leading to maintenance of the taken direction by the steering on its own. One can only correct retraction and spring-groaning by putting the springs on easily rotatable plates. They are already ordered, but not delivered yet.

Coilspring-chassis and the elaborate dual ignition in the 962-cylinder heads do not exactly rate among the accessoires the TÜV (German road licensing and inspection agency) likes to see, but as the owner of the RS-biturbo preferably bustles around at mid-european racetracks, Schmirler ordered the coupé in its hottest version to the comparison.

Beneath the two valves cylinder heads with the two spark plugs, the same Mahle cylinders as in the Wallner-Porsche close the gap to the crankcase, resulting in the identical displacement of 3.4 liters the tt 34 has. With 7.5:1, the RS-Turbo doesn’t compress as well as the Wallner engine, and also the charging pressure of 0.85 bar doesn’t blast the hose clamps off the pressure pipe. The information about what is radioed when and where is provided by the digital electronic-map ignition system, representing a self-development of the RS braintrust, as the digital injection. The two turbochargers: KKK of the K 26-series.

Gear change in the white coupé is short and hard – five gears in total for forward direction. After the factory vacations, Porsche is going to deliver the standard 911 turbo with five speed steps, but even for that Schmirler already has a self-calculated answer: He wants to offer his 6-gear-transmission before the end of this year.

In the RS-Turbo, the sitting position can be seen as an upright compliment to the Porsche standard seats, because no matter how much we love sportiness, compared to normal seats, a bucket seat is always going to be the more uncomfortable furniture.

The white coupé starts hissingly within two crankshaft revolutions. The engine saws a little in idle state, which means the rpm alternately rise and fall. But the 6-cylinder willingly accepts stepping on the gas, whereby it takes till 4500/min, like with the Wallner-Porsche, until charging pressure is on maximum and power starts with enormous thrust.

While shifting, the rpm of the turbo chargers seems to drop quite fast, as the RS-turbo needs tangable seconds to reach full charging pressure and thus full power again after changing gear. But Schmirler brought up the biturbo to athletic results, without restrictions. The white giant races over the test section with 321 km/h, despite the voluminous turbo body. The immense thrust of the 6-cylinder is also proved by the acceleration measurements: from a standing start, it only takes 14.3 seconds, until the 200 km/h-mark is reached on the measuring device.
In our opinion, only the chassis would be an obstacle to a good lap time at the small course. The handling trained the upper body musculature deep down to the knees, and the brakes showed the unmistakable tendency to lock the rear wheels much earlier than the front wheels. This tuning rather represents the ideal of the turbo-owner than the ideal of the RS technicians, the former just feeling great when the car is setup for understeer.

The yellow Ruf CTR seems as lost between all the expansive wide turbo bodies as a 15-year old Ballett student in the changing room of the catcher-club in New-Cologne. But he is by far the richest cornucopia of technical tricks in this comparison.

Alois Ruf chose a narrow carrera body for the CTR: „It is at maximum speed about 20 km/h faster than the wide turbo body”. First, he carefully re-welds the seams, then he here and there peels off unnecessary sheet. So, the rain gutter was sacrificed, lowering the cW value not really measurably, but reducing the wind noises at higher speeds significantly. The rear fenders come out for 2.5 centimeters, making sufficient space for the 10-inch wide Ruf rims of the drive wheels.

Aluminium doors, lighter bumpers, total absence of insulating materials and an interior reduced to the necessary lower the weight of the CTR down to 1222 kilogramms.

Dunlop devoled a special series of Denloc D 40 tyres for Ruf, resulting in multiple advantages: On the one hand, the Ruf tires have the manufacturer’s approval to drive 350 km/h, tested on the test-bench under such barbaric conditions as camber of 2.5 degrees. On the other hand, a Dunlop tire remains longer at the rim at air loss than a normal radial tire (run flat kinda), allowing to drive on with moderate speed and making a spare wheel unnecessary. Instead, Ruf uses the free space under the hood for an enlarged 105 liter tank. Front and rear apron are the buoyancy-reducing results of intensive visits to the wind tunnel, and behind the front spoiler the CTR has an invisible second speed lip, which additionally stabilizes the front end of the car at high speed.

For the brakes, Ruf combined such merited parts as the 350 mm internally ventilated and perforated disks of the 962-Gruppe C racing Porsche. The four-pistons ? are part of the formula 1-program of the italian manufacturer Brembo.

[Groovie Ghoulie]

As all the other here presented engines, the 6-cylinder is based on the standard Porsche aggregate. With its already well-known Mahle cylinders and pistons it has about 3.4 liters of displacement, but is with 7.5:1 not as highly compressed as the Wallner tt 34. Own camshafts and most of all the Bosch Motronic – formerly part of the Formula 1-BMW program – set the higher management for gas change, ignition spart and fuel injection. The left and right under the cylinders rotating turbo chargers are built by KKK (series 26) and had once been responsible for the performance of the Porsche 924 turbo. The longer you look at the data of the Ruf CTR, the more you can see that this small yellow car stands alone at the probably highest peak of roadworthy motorization.

Although its maximum torque is with 553 Nm at 5100/min nominally below the torque of the RS-turbo (580 Nm at 5200/min), its power/weight ratio of 2.6 kilogramms per hp is a fantastic promise to superior driving performance.
During start the CTR initiates its first sneaky ploy: the yolk coloured coupé starts moving with 2000/min like me and you and every day.

At 85 °C oil temperature, we approach boost range, at first with just gentle pressure on the gas pedal, but it is already responded emphatically.
Eventually the time had come, and in full possession of our metal power, we floor the throttle, in first gear in the precisely built Ruf transmission. At already 3500/min – about 1000 rpm ealier than the rest of the field – the Ruf starts to fly over the asphalt. At about 5000/min it slows down a bit, the hand in the tachometer suddenly jumps up to 7000/min. At first you think it’s busted the clutch, but then you notice that slip happens one floor below, between the tires and the road.

Ergo, the CTR can easily wheelspin in first gear on dry asphalt, and we remember that he did that already last fall. Aid against that was always shifting up to second gear. We try that with a fast shift maneuver, engage the clutch, step on the gas. Again the CTR jumps forward, until the slip at the back wheels gets too big again and the rear axle with its 80 percent of limited slip differential becomes the humming top of the torque.

In third gear, the forward motion feels the same as in the second gear, just the wheelspin stays away. Shortly below 200 km/h we engage the forth gear, and the ongoing acceleration is really not everybody’s cup of tea anymore. Only in fifth gear the need for speed decreases a bit, but it doesn’t even take 3 kilometers to reach 300km/h. In the second night of the comparison, we dared to narrow down the maximum speed. We mounted the vehicles at dawn, at the same hour the indians used to attack the forts of the US-cavalry, as according to the old indian faith the souls of the fallen warriors would find a safe way to the happy hunting-grounds in the rising light.

The hand of the Ruf-CTR tachometer trembles barely noticeable at 7000/min. The roll-bar strengthens the confidence into the carrera very effectively. The eyes fix an imaginary spot on the street, lying at least one kilometer ahead. For this kilometer, the Ruf-Porsche needs about 10 seconds. The car cuts straight as an arrow through the august morning. One lane is enough for him. Slowly, we step off the gas.

Later, we stand slightly shivering at a motorway service station. We drink the worst coffee you can ever get in Germany, and calculate a bit. The stop watches prove 288 km/h for the anthracite coloured Wallner-Porsche, imposing 321 km/h for the white RS-Turbo. We calculate twice for the Ruf-Porsche; both times we get 339 km/h.

Apropos: The lap times at the small course had as well been unbelievable good for the Ruf. Despite the smooth track and tires, the yellow Sputnik finished his orbit after already 1:18.35 minutes, faster than every car sport auto had ever tested there. A bit more grip on the runway, and a 1:17 time is realistic.
In the third night arrogance ruled: We would mercilessly empty the RS, strip him to the sheet, and rather sweat like a sauna customer than taking the air conditioning with us. It would be a step toward the fullfilling of the builder’s greatest dream: to teach Ruf the meaning of fear. We treated the Wallner tt 34 to a second turbo charger, however lowering its outstanding suitability for comfortable long-distance fast marches.We would equip the precisely processed dp-935 with a normal turbo engine, as a car of such exciting design should not stand smoking at the edge of the road.

When we close our eyes for a short moment, we can clearly see them: the most powerful and fastest 911 turbos of all times, modified after the guidelines of sport auto. There they are again, the heavy dreams…

[smshirk]

many thanks to Sonja. You have a geeereat girlfriend

[wjfk32]

GREAT STUFF!!

Here is a list of comparison with todays cars and more...RUF-IS NO JOKE.

Post subject: 0-200 km/h or 0-124 mph

1.3 - Top Fuel Dragster (6000 ps)
5.0 - Benneton B201 Formula 1 (800 ps)
5.6 - Polly Motorsport Trans Am (1427 ps)
6.7 - Audi R8 LeMans (610 ps)
7.4 - Bugatti 16.4 Veyron 1001PS (Nardo 2007)
7.7 - Bugatti Veyron 1001PS/2035 kg
7.8 - Ford GT 1000TT Heffner (1113 ps)
8.5 - Lamborghini Diablo Gemballa (900 ps)
8.7 - 9ff GT9-R(987hp)
8.7 - 9ff GTurbo 1000 950PS (Autobild)
8.7 - Nissan Skyline R34 Kismo (820 ps)
8.8 - Chevrolet Corvette Z06 Lingenfelter (1124 ps)
8.8 - McLaren F1 (627 ps)
8.9 - Bugatti Veyron 1001PS/1888 kg (Autobild)
8.9 - Ferrari König Competition (1000 ps)
8.9 - Dodge Viper 1000TT Hennessey (1047 ps)
9.0 - Toyota Supra BiTurbo (Psycho) (801 ps)
9.1 - Cargraphic 997 Turbo GT RSC 3.6, 624 PS/1519 kg (Sport Auto 2009)
9.2 - Koenigsegg CCX 806PS (Sport Auto)
9.3 - Mosler MT900S 600PS/1152 kg
9.5 - Mercedes-Benz CLK GTR 7.3L V12 (621 ps)
9.5 - Geiger Ford GT, 790 PS/1603 kg (Sport Auto 2009)
9.5 - Gumpert Apollo, 700 PS/1448 kg (Sport Auto 2009)
9.5 - Porsche 911 GT2 Gemballa Evo 750 (750 ps)
9.5 - Lamborghini Gallardo Heffner (893 ps)
9.6 - Koenigsegg CCR 806PS/1418 kg
9.6 - Pagani Zonda Cinque 678PS/1210 kg
9.6 - Ruf 987 CTR3 (700 ps)
9.7 - McLaren F1 627PS/1170 kg (Autocar)
9.7 - Novitec 599 GTB Bi-Kompressor (808 ps)
9.7 - Porsche 911 Carrera Cabrio 4S 9ff 780PS (Nardo 2006)
9.8 - Hohenester A4 HS 650 650PS/1320 kg
9.8 - Koenigsegg CCX-R, 806 PS/1473 kg (Sport Auto 2009)
9.8 - Pagani Zonda S 555PS (Sport Auto)
9.8 - Ruf 997 RT12 650PS/1500 kg (Autobild)
9.9 - Cargraphic Porsche 997 GT Turbo RSC 3.6 624PS/1482 kg
9.9 - Dodge Viper 1100TT Hennessey 1100PS/1642 kg (Autobild)
9.9 - Saleen S7 TwinTurbo 786PS (Auto Bild SportsCars 2007)
10.0 - Hennessey Viper 1100PS/1642 kg
10.0 - Porsche 911 GT2 Hamann (620 ps)
10.0 - MTM Audi TT Bi-Moto (900 ps)
10.0 - TechArt GTstreet RS, 700 PS/1569 kg (Sport Auto 2009)
10.1 - Edo competition Maserati MC12 XX, 800 PS/1481 kg
10.1 - Porsche Carrera GT 612PS/1475 kg (Sport Auto)
10.1 - Wimmer 997 GT2 650PS/1510 kg (Sport Auto)
10.2 - 9ff 911 Turbo TR-63 630PS/1552 kg
10.2 - Lorinser Mercedes E 500 L 55 RS 460PS/1875 kg
10.2 - Porsche Carrera GT 612PS/1473 kg (Sport Auto)
10.3 - Chevrolet Corvette C6 ZR-1 647PS/1526 kg (Autobild)
10.3 - Chevrolet Corvette C6 ZR-1 647PS/1528 kg (Autobild)
10.3 - Ferrari 599 GTB Fiorano 620PS (Nardo 2007)
10.3 - Ferrari Enzo 660PS (AMS 2004)
10.3 - Ferrari Enzo 660PS (Nardo 2005)
10.3 - Lamborghini Murcielago LP670-4 SV, 670 PS/1751 kg (Sport Auto 2009)
10.3 - Lamborghini Murcielago LP670-4 SV, 670 PS/1764 kg (Sport Auto)
10.3 - Sportec 997 Turbo SP 580 580PS/1576 kg (Autobild)
10.3 - RUF RT 12 650PS/1530 kg (AMS Nardo 2007)
10.3 - Ferrari 599 GTB Fiorano 620PS (Nardo 2007)
10.4 - Cargraphic 997 Turbo RSC 3.6 544PS/1550 kg (AMS)
10.4 - G-Power M5 Hurricane (750 ps)
10.4 - Porsche 911 GT2 9ff (843 ps)
10.4 - Lamborghini Murciélago tuning (640 ps)
10.4 - Porsche 997 Turbo Mk2 500PS/1595 kg (AutoZeitung)
10.5 - Brabus Bullit C V12 (730 ps)
10.6 - Ruf Rt12 S, 685 PS/1608 kg (Sport Auto 2009)
10.7 - Ferrari Enzo 660PS (Quattroruote)
10.7 - Lamborghini Murcielago LP 670-4 SV, 670 PS/1765 KG
10.7 - Mercedes Benz SLR Stirling Moss 650PS/1724 kg (Nardo 2009)
10.7 - Mercedes SLR McLaren 626PS (Nardo 2005)
10.7 - Porsche Carrera GT 612 ps (Nardo 2005)
10.8 - Edo 911 Turbo Shark GT 550PS/1608 kg
10.8 - Ferrari 599 GTB Fiorano 620PS/1748 kg
10.8 - Lamborghini Murcielago LP670 SV 670PS/1748 kg (Autobild)
10.8 - Mosler MT900 GTR 520PS/1278 kg
10.8 - Porsche 997 Mk2 Turbo PDK, 500 PS/1606 kg (Sport Auto 2009)
10.8 - Ruf Turbo RT600 600PS/1657 kg (Autobild)
10.8 - Speedart BTR-XL 600 600PS/1654 kg
10.9 - 9ff-Porsche 911 Turbo Cabrio TRC-78 781PS
10.9 - Brabus SV12 S 730PS/2050 kg (Autobild)
10.9 - Chevrolet Corvette ZR1 647PS/1530 kg (Autobild)
10.9 - Chevrolet Corvette ZR1 647PS/1534 kg (Autobild)
10.9 - Ferrari 599 GTB Fiorano 620PS/1803 kg (Autobild)
10.9 - Mercedes Benz SLR McLaren 626PS/1768 kg (Autobild)
10.9 - Porsche Carrera GT 612PS/1472 kg
10.9 - Porsche 997 GT2 530PS/1483 kg (Autobild)
10.9 - TechArt 911 Turbo 580PS/1633 kg
11.0 - Chevrolet Corvette C6 ZR1 647PS/1510 kg
11.0 - Chevrolet Corvette Lingenfelter (880 ps)
11.0 - Ferrari F40 478PS (AMS 1989)
11.0 - Ferrari F430 Scuderia 510PS/1486 kg
11.0 - Ferrari F430 Scuderia (Quattroruote)
11.0 - Lamborghini Gallardo LP560-4 560PS/1574 kg
11.0 - Lingenfelter C6 Corvette 880PS/1598 kg (Autobild)
11.0 - MTM Audi RS6 R, 730 PS/2102 kg (Sport Auto 2009)
11.0 - SpeedArt 997 Turbo BTR 530 530PS/1632 kg
11.1 - DKR 997 Turbo TT 552PS/1621 kg
11.1 - Ferrari 599 GTB Fiorano F1 620PS/1760 kg
11.1 - Lamborghini Murciélago LP640 640PS/1665 kg
11.1 - Mercedes SLR McLaren 626PS/1755 kg
11.1 - Mercedes SLR McLaren 626PS/1747 kg
11.1 - Mercedes SLR McLaren 722 650PS/1724 kg (AMS Nardo 2007)
11.1 - Porsche 997 Turbo Mk2 PDK 500PS/1584 kg
11.1 - Porsche 997 Turbo Mk2 PDK 500PS/1603 kg
11.1 - Wendland 997 Turbo 530PS/1560 kg
11.2 - 9ff 997 Turbo T-2 535PS/1579 kg
11.2 - Chevrolet Corvette C6 ZR1 647PS/1519 kg
11.2 - Ferrari F430 Scuderia 510PS/1415 kg
11.2 - Lamborghini Murciélago LP640 640PS/1805 kg (Sport Auto)
11.2 - Lamborghini Murciélago LP640 640PS (Nardo 2007)
11.2 - Mercedes SL65 AMG Black Series 670PS/1880 kg
11.2 - Mercedes Benz SLR McLaren 626PS (Nardo 2007)
11.2 - Mercedes Benz SLR McLaren Roadster 626PS/1772 kg
11.2 - Novidem GT-R5 (Tuned GT-R) 585PS/1780 kg
11.2 - Porsche 997 Turbo Mk2 PDK 500PS/1584 kg
11.2 - Ruf Rt12 650PS/1495 kg (AutoBild)
11.3 - BF Gallardo GT600 600PS/1583 kg
11.3 - HKT Caterham Seven RS 290PS/700 kg
11.3 - Lamborghini Gallardo LP560-4 560PS/1500 kg (Nardo 2008)
11.3 - Lamborghini Gallardo LP560-4 560PS/1551 kg
11.3 - Lamborghini Murcielago LP640 E-Gear 640PS/1824 kg
11.3 - Mercedes Benz SLR McLaren 626PS/1747 kg
11.3 - Novidem Nissan GT-RS 585PS/1784 kg
11.3 - TechArt 997 Turbo Cabriolet 600PS/1717 kg
11.3 - VW Golf HGP R32 Biturbo (556 ps)
11.3 - Lamborghini Gallardo LP560-4 (560 ps)
11.4 - Chevrolet Corvette ZR1 647PS/1533 kg
11.4 - Edo Competition Porsche 997 GT2 RS, 670 PS/1337 kg
11.4 - Ferrari F430 Scuderia 510PS/1402 kg
11.4 - Lamborghini Murciélago (580 ps)
11.4 - Pagani Zonda F 602PS/1371 kg
11.4 - Porsche Carrera GT 612PS (Quattroruote)
11.4 - Ruf CTR Yellow Bird 469 PS (sport auto 1987)
11.5 - Dodge Viper ACR 600PS (R&T)
11.5 - Ferrari F430 Scuderia F1 510PS (sport auto 2008)
11.5 - Porsche 997 GT2 530PS/1474 kg (AMS)
11.5 - Porsche 997 GT2 530PS/1482 kg (Autobild)
11.5 - Porsche 997 GT2 530PS/1497 kg (Sport Auto)
11.5 - Porsche 997 GT2 530PS/1515 kg (Nardo 2008)
11.6 - Gemballa 997 Turbo GT550 550PS/1620 kg
11.6 - Lamborghini Gallardo LP560-4 560PS/1590 kg (Autobild)
11.6 - RUF R-Turbo (520 ps)
11.6 - Wiesmann GT MF5, 507 PS/1421 kg (Sport Auto 2009)
11.7 - Brabus E V12 (640 ps)
11.7 - Chevrolet Corvette C6 ZO6 512PS/1447 kg
11.7 - Chevrolet Corvette C6 ZO6 512PS/1456 kg
11.7 - Chevrolet Corvette C6 ZR1 647PS/1518 kg (Nardo 2008)
11.7 - Ferrari F430 Scuderia 510PS/1364 kg
11.7 - Ferrari F50 (French sport Auto)
11.7 - Lamborghini Gallardo LP560-4 560PS/1516 kg
11.7 - Porsche 997 GT2 530PS/1499 kg (AMS)
11.7 - TechArt 997 Turbo 580PS/1617 kg
11.7 - Wendland 997 Turbo 530PS/1568 kg
11.8 - Audi R8 V10 525PS/1625 kg
11.8 - Brabus CLS Rocket 730PS (Nardo 2006)
11.8 - Chevrolet Corvette C6 ZO6 512PS/1454 kg
11.8 - Dodge Viper SRT-10 ACR 600PS/1556 kg
11.8 - Dodge Viper SRT-10 Convertible 506PS
11.8 - Edo Lamborghini Gallardo Superleggera 560PS/1459 kg
11.8 - Lamborghini Murcielago LP670-4 SV 670PS/1655 kg (Nardo 2009)
11.8 - Mercedes Benz CLK DTM AMG 582PS/1678 kg
11.8 - Porsche 996 GT2 Mk2 483PS/1463 kg
11.8 - Ruf Porsche Turbo R 490PS/1491 kg
11.8 - Saleen S7 Twin-Turbo 750PS/1247 kg
11.8 - SpeedArt 997 Turbo TTR 530 530PS/1604 kg
11.9 - Chevrolet Corvette C6 Z06 512PS/1442 kg
11.9 - Chevrolet Corvette C6 Z06 512PS/1446 kg
11.9 - Chevrolet Corvette C6 Z06 512PS/1495 kg (AMS Nardo 2007)
11.9 - Chevrolet Corvette C6 ZO6 512PS (Nardo 2007)
11.9 - Dodge Viper SRT-10 Coupe 600PS/1560 kg
11.9 - Ford GT 550PS/1599 kg
11.9 - Gemballa Avalanche GTR600 Roadster 600PS/1720 kg
11.9 - Gemballa 997 GT550 550PS/1595 kg
12.0 - Cargraphic Porsche 997 GT3 RSC 4.0 465PS/1393 kg
12.0 - Chevrolet Corvette C6 ZO6 512PS/1442 kg
12.0 - Edo Competition Ferrari 599 GTB 650PS/1807 kg
12.0 - Geiger Corvette Z06 591 PS/1439 kg (Sport Auto 2009)
12.0 - Porsche 911 GT TechArt Street S (646 ps)
12.0 - Porsche 911 Turbo Automatic Mk1 480PS/1620 kg
12.0 - Mercedes SL 65 AMG (612 ps)
12.0 - Ford GT 550PS (Nardo 2007)
12.1 - Corvette C6 ZO6 512PS/1445 kg
12.1 - Lamborghini Gallardo Superleggera 5.0 530PS (Quattroruote)
12.1 - Lamborghini Gallardo SL 5.0 520PS (Quattroruote)
12.1 - Lamborghini Murcielago LP640 E-Gear 640 PS/1843 kg (AMS)
12.1 - Mercedes Benz CLK DTM AMG 582PS/1680 kg
12.1 - Porsche 911 Turbo Cabriolet TechArt (600 ps)
12.1 - Sportec SP 600 Cabriolet 600PS/1654 kg
12.2 - Nissan GT-R 485PS/1740 kg
12.2 - Porsche 997 Turbo Mk1 Cabrio 480PS/1670 kg
12.2 - Porsche 997 Turbo Mk1 Manual 480PS/1564 kg
12.2 - Porsche 997 Turbo Mk1 480PS/1660 kg
12.2 - Porsche 997 Turbo Mk1 Tiptronic 480PS/1695 kg
12.2 - SKN 911 Bi-Turbo 540PS/1645 kg
12.3 - Mercedes SL 65 AMG Chipped (673 ps)
12.3 - MTM Audi R8 560PS/1658 kg
12.3 - Porsche 997 Turbo Mk1 480PS/1583 kg
12.3 - Porsche 997 Turbo Mk1 480PS (Nardo 2007)
12.4 - MTM Audi RS4 Avant (602 ps)
12.4 - Porsche 996 Turbo Mk2 450PS/1578 kg
12.4 - Porsche 997 Turbo Mk1 Manual 480PS/1583 kg

[wjfk32]

12.5 - Lamborghini Murcielago 6.2 580PS (Nardo 2005)
12.5 - Mercedes Benz SL65 AMG Prototype 700PS/2120 kg (Nardo 2008)
12.5 - Nissan GT-R 485PS/1754 kg (Autobild)
12.6 - Audi R8 V10 525PS/1640 kg
12.6 - Ferrari F430 490PS/1435 kg
12.6 - Mercedes Benz R230 SL65 AMG 612PS/2057 kg
12.6 - Porsche 997 Turbo Mk1 Manual 480PS/1581 kg
12.7 - Nissan GT-R 485PS/1762 kg
12.7 - Porsche 997 Turbo Mk1 Cabriolet Manual 480PS/1675 kg
12.8 - BMW E63 M6 507PS/1785 kg
12.8 - Lamborghini Gallardo Superleggera 530PS/1405 kg (AMS Nardo 2007)
12.8 - Lamborghini Murcielago 6.2 580PS (Quattroruote)
12.8 - Porsche 996 GT2 Mk1 462PS/1446 kg
12.8 - Porsche 997 GT3 Mk2, 435 PS/1453 kg (Sport Auto 2009)
12.8 - Porsche 997 Turbo Mk1 480PS/1660 kg
12.9 - Audi R8 V10 525PS/1700 kg
12.9 - Nissan GT-R 486PS/1788 kg
13.0 - BMW M6 507PS/1760 kg
13.0 - BMW M6 507PS/1763 kg
13.0 - Lamborghini Gallardo 5.0 500PS/1520 kg
13.0 - Mamerow-Ferrari F355 Biturbo (sport auto 1996)
13.0 - Mercedes Benz CL65 AMG 612PS/2080 kg
13.0 - Mercedes Benz SL65 AMG 612PS/2026 kg (Autobild)
13.0 - Porsche 997 Turbo Mk1 Manual 480PS/1660 kg
13.0 - Porsche 997 GT3 Mk2 Manual 435PS/1447 kg
13.1 - BMW E63 Alpina B6 S 530PS/1815 kg
13.1 - Dodge Viper SRT-10 Coupe 612PS/1563 kg
13.1 - Lamborghini Gallardo 520PS/1525 kg
13.1 - Mercedes Benz R230 SL65 AMG 612PS/2049 kg
13.1 - Porsche 996 GT2 Mk1 462PS/1451 kg
13.1 - Porsche 997 Turbo Cabrio Manual 480PS/1673 kg
13.2 - Audi RS6 Sedan 580PS/2065 kg
13.2 - BMW E63 M6 507PS/1785 kg (AMS Nardo 2007
13.2 - Porsche 997 GT3 Mk2 Manual 435PS/1426 kg
13.3 - Dodge Viper SRT-10 Coupe 612PS/1565 kg (Nardo 2008)
13.3 - Jaguar XKR 510PS/1749 kg
13.3 - Mercedes Benz CL65 AMG 612PS/2186 kg
13.3 - Mercedes Benz CLK DTM AMG 582PS
13.3 - Mercedes Benz W221 S65 AMG 612PS
13.3 - Nissan GT-R 485PS/1782 kg
13.3 - Nissan GT-R Premium Edition 486PS/1782 kg
13.3 - Porsche 959 Sport 449PS (AMS 1988)
13.4 - Audi R8 V10 525PS/1625 kg (Nardo 2009)
13.4 - Aston Martin DBS 517PS/1760 kg (Nardo 2008)
13.4 - Mercedes Benz SL55 AMG 517PS/1995 kg
13.5 - Alpina B5 S 530PS/1849 kg
13.5 - Cargraphic 911 GT3 465PS/1418 kg
13.5 - Ferrari 575M Imola (575 ps)
13.5 - Mercedes Benz W221 S65 AMG 612PS/2264 kg
13.5 - Porsche 997 GT3 RS Mk1 415PS/1428 kg
13.6 - BMW E63 M6 AC Schnitzer Tension 552PS/1797 kg
13.6 - Chevrolet Corvette C6 ZO6 (512 ps)
13.6 - Lamborghini Gallardo Superleggera 530PS/1528 kg
13.7 - Mercedes SL 55 AMG (476 ps)
13.7 - MTM Audi RS6 R Avant 702PS/2128 kg
13.7 - Nissan GT-R Black Edition 486PS/1785
13.8 - Aston Martin V12 Vantage 517PS/1681 kg
13.8 - BMW E60 M5 507PS/1844 kg
13.8 - BMW E60 M5 507PS/1853 kg
13.8 - Dodge Viper SRT-10 Roadster 506PS/1576 kg
13.8 - Dodge Viper SRT-10 Roadster 506PS (Nardo 2007)
13.8 - Ford GT 550PS/1595 kg (Nardo 2009)
13.8 - Lamborghini Diablo 6.0 550PS/1633 kg
13.8 - Porsche 997 GT3 Mk1 415PS/1395 kg
13.8 - Porsche 997 GT3 Mk2 435PS/1470 kg (Nardo 2009)
13.9 - Alpina E63 B6 500PS (Nardo 2006)
13.9 - BMW M6 Competition 507 PS/1765 kg
13.9 - Brabus SL SV12 (640 ps) (Autobild)
13.9 - Ferrari F430 Spyder F1 490PS/1599 kg
13.9 - Porsche 997 GT3 415PS/1440 kg (Sport Auto)
13.9 - Porsche 997 GT3 415PS/1470 kg (AMS Nardo 2007)
13.9 - Porsche 997 GT3 RS 415PS/1375 kg (Quattror
14.0 - Aston Martin V12 Vantage, 517 PS/1688 kg
14.0 - Aston Martin V12 Vantage, 517 PS/1709 kg (Sport Auto 2009)
14.0 - BMW M6 Cabrio 507PS/2007 kg
14.0 - Bugatti EB 110 560PS (AMS 1993)
14.0 - Ferrari 575M Maranello 515PS/1767 kg
14.0 - Lamborghini Murcielago 580PS/1815 kg (Autobild)
14.0 - Mercedes Benz C63 AMG 457PS/1772 kg
14.0 - Mercedes Benz CLK63 AMG Black Series 507PS/1737 kg
14.0 - Porsche 997 GT3 RS 415PS/1424 kg
14.1 - Audi RS6 Avant 580PS/2111 kg
14.1 - Mercedes Benz C63 AMG 457PS/1820 kg
14.1 - Mercedes Benz CL65 AMG 612PS/2204 kg
14.1 - Mercedes Benz R230 SL55 AMG Facelift 500PS/1937 kg
14.1 - Porsche 997 GT3 Mk1 415PS/1680 kg
14.1 - Porsche Panamera Turbo 500PS/2022 kg
14.2 - BMW E60 M5 507PS/1877 kg
14.2 - Cadillac CTS-V V2 564PS/1948 kg
14.2 - Dodge Viper SRT-10 506PS/1600 kg
14.2 - Ferrari 550 Maranello 485PS/1754 kg
14.2 - Mercedes Benz E55 AMG Sedan 476PS/1930 kg
14.2 - Mercedes Benz E63 AMG Estate 514PS/1933 kg
14.2 - TTP Cayman BiTurbo 471PS/1493 kg
14.3 - AC Schnitzer GP 3.10 552PS/1890 kg
14.3 - BMW E60 ALPINA B5 500PS/1813 kg
14.3 - BMW E60 M5 507PS/1867 kg
14.3 - Cadillac CTS-V, 564 PS/1955 kg (Sport Auto 2009)
14.3 - Lamborghini Gallardo 520PS/1760 kg
14.3 - MTM Audi RS6 Avant (568 ps)
14.4 - BMW E63 Alpina B6 500PS/1786 kg
14.4 - Lamborghini Gallardo SE 5.0 520PS/1640 kg
14.4 - Lotec-Ferrari 348tb Biturbo (sport auto 1994)
14.4 - Mercedes Benz E63 AMG 525PS/1882 kg
14.4 - Mercedes Benz SL63 AMG 525PS/1967 kg
14.4 - Porsche 996 GT3 381PS/1428 kg
14.5 - Alpina E60 B5 (500 ps)
14.5 - BMW E60 M5 507PS/1835 kg
14.6 - Bentley Continental GT MTM 650PS (Nardo 2006)
14.6 - Ferrari 550 Maranello (485 ps)
14.6 - Porsche 996 Turbo Cabrio 420PS/1660 kg
14.7 - Ferrari California 460PS/1795 kg
14.7 - Porsche 996 Turbo Mk1 420PS/1574 kg
14.8 - Audi C6 RS6 Avant 580PS/2112 kg
14.8 - BMW E60 M5 507PS/1835 kg
14.8 - Caterham CSR 260 260PS/530 kg
14.9 - Alpina B5 S Touring 530PS/1947 kg
14.9 - Bentley Continental GT Speed 610PS/2334 kg
14.9 - Bentley Continental GT Speed 610PS/2320 kg
14.9 - Jaguar XKR 510PS/1865 kg
14.9 - Maserati Coupé di Modena (551 ps)
14.9 - Mercedes Benz C63 AMG 457PS/1818 kg
14.9 - Mercedes Benz CL600 500PS/2060 kg
14.9 - Mercedes Benz E55 AMG 476PS/1930 kg
14.9 - Mercedes Benz E63 AMG 525PS/1894 kg
14.9 - Porsche 997 Carrera S PDK 385PS/1450 kg
14.9 - Porsche 996 Turbo 420PS/1554 kg
14.9 - Porsche Panamera Turbo 500PS/2019 kg
14.9 - SpeedArt 911 420PS/1528 kg
15.0 - BMW E63 M6 Cabriolet 507PS/2015 kg
15.0 - Lamborghini Gallardo 5.0 520PS/1634 kg
15.0 - Mercedes Benz CL600 517PS/2166 kg
15.0 - Mercedes Benz W220 S600 500PS/2126 kg
15.0 - Mercedes SL73 AMG R129 (AMS 1999)
15.1 - Bentley Continental Flying Spur Speed 610PS/2550 kg
15.1 - Porsche 993 Turbo 408PS/1505 kg
15.2 - Audi C6 RS6 Avant 580PS/2148 kg
15.2 - Cadillac CTS-V 564PS/1905 kg (Nardo 2009)
15.2 - Jaguar XFR 510PS/2018 kg
15.2 - Mercedes Benz W220 S600L 500PS/2146 kg
15.3 - Audi R8 V8 Sequencial 420PS/1620 kg
15.3 - Audi TT-RS 420 420PS/1436 kg
15.3 - Mercedes CLK63 AMG 476PS (sport auto 2006)
15.3 - Mercedes Benz S600L 500PS/2136 kg
15.4 - BMW E90 M3 Coupe 420PS/1609 kg
15.4 - Mercedes Benz CLS55 AMG 476PS/1958 kg
15.4 - Mercedes Benz CLS63 AMG 514PS/1958 kg
15.4 - MTM Audi S4 Cabrio (450 ps)
15.4 - Porsche 911 Sport Classic 408PS/1479 kg
15.5 - Alpina E65 B7 500PS/2051 kg
15.5 - Audi R8 V8 Manual 420PS/1620 kg
15.5 - Chevrolet Corvette C6 437PS/1500 kg
15.5 - Mercedes Benz CLK63 AMG Cabrio 481PS/1870 kg
15.5 - Mercedes Benz CLS55 AMG 476PS/1960 kg
15.5 - Porsche 997 Carrera S PDK 385PS/1495 kg
15.6 - Audi B7 RS4 420PS/1721 kg
15.6 - Audi RS6 Sedan 580PS/2058 kg
15.6 - Aston Martin V12 Vantage 517PS/1680 kg (Nardo 2009)
15.6 - BMW E90 M3 Sedan 420PS/1655 kg
15.6 - Lexus IS-F 423PS/1730 kg
15.6 - Lexus IS-F 423PS/1732 kg
15.6 - Mercedes Benz C63 AMG 457PS/1803 kg
15.6 - Mercedes E55 AMG Touring 476PS (sport auto 2004
15.6 - Mercedes Benz E63 AMG Estate 514PS/2030 kg
15.6 - MTM TT-RS 408PS/1476 kg
15.6 - Sportec SP420 (997 GT3) 415PS/1455 kg
15.7 - BMW E90 M3 Coupe 420PS/1608 kg
15.7 - BMW E90 M3 Sedan 420PS/1646 kg
15.7 - Porsche 996 Carrera 320PS/1452 kg
15.7 - Porsche 997 Carrera 4S PDK 385PS/1563 kg
15.8 - MTM KTM X-Bow 318PS/859 kg
15.8 - Porsche 997 Carrera S PDK 385PS/1481 kg
15.9 - AC Schnitzer-BMW Z4 V8 Topster (Supertest Tuner 2005)
15.9 - BMW E90 M3 Coupe 420PS/1636 kg
16.0 - Bentley Continental Flying Spur Speed 610PS/2475 kg (Nardo 2009)
16.0 - BMW E60 M5 Touring 507PS/1963 kg
16.0 - Brabus SL 7.3 S 582PS/1968 kg
16.0 - Porsche 997 4S Carrera Manual 355PS/1520 kg
16.0 - Porsche 997 Carrera S Manual 355PS/1461 kg
16.1 - Audi R8 V8 420PS/1610 kg
16.1 - Bentley Continental GT Mansory (630 ps)
16.1 - BMW Z8 400PS/1665 kg
16.1 - Dodge Viper GTS 384PS/1570 kg
16.1 - Porsche 911 Carrera S 355PS/1495 kg
16.2 - Audi R8 V8 Manual 420PS/1595 kg
16.2 - Porsche 997 Carrera PDK 345PS/1478 kg
16.3 - Ariel Atom (245 ps)
16.3 - BMW E92 M3 Sedan 420PS/1648 kg
16.3 - BMW X6 M 555PS/2331 kg
16.3 - Mercedes Benz W221 S63 AMG 525PS/2070 kg
16.3 - Mercedes Benz R171 SLK55 AMG Black Series 400PS/1506 kg
16.4 - BMW X5 M 555PS/2420 kg
16.4 - Porsche Cayenne Turbo S 550PS/2449 kg
16.5 - Aston Martin DB9 457PS/1847 kg
16.5 - Aston Martin Vanquish S 528PS (Nardo 2007)
16.5 - Corvette C6 404PS/1492 kg
16.5 - Corvette C6 Coupe Manual 404PS/1510 kg
16.5 - Ferrari 360 Spyder 400PS/1501 kg
16.5 - Koenig-Ferrari 308 GTSi Quattrovalvole GTO (sport auto 1984)
16.5 - Mercedes Benz E63 AMG 514PS/1935 kg
16.6 - BMW M Coupe 325PS/1430 kg
16.6 - BMW Z8 400PS/1651 kg
16.6 - Porsche 997 Carrera S Manual 355PS/1482 kg
16.7 - Aston Martin DB9 450PS (Nardo 2005)
16.7 - BMW E46 M3 CSL 360PS/1421 kg
16.7 - BMW E90 M3 Coupe 420PS/1615 kg
16.7 - Jaguar XKR 416PS/1775 kg
16.7 - Mercedes Benz R171 SLK55 AMG Black Series 400PS/1506 kg
16.7 - Porsche 997 Carrera 4S 320PS/1534 kg
16.7 - Porsche Cayenne Turbo S 550PS/2355 kg
16.8 - BMW E46 M3 I6 343PS/1570 kg
16.8 - Ferrari 360 Modena F1 400PS/1475 kg
16.8 - Mercedes Benz R171 SLk55 AMG 360PS/1540 kg
16.8 - Mercedes Benz R171 SLK55 AMG 360PS/1566 kg
16.9 - Audi B7 RS4 420PS/1728 kg
16.9 - Bentley Continental GT 560PS/2424 kg
16.9 - Krause E90 M3 441PS/1603 kg
16.9 - Mercedes Benz C32 AMG 354PS/1655 kg
16.9 - Porsche 997 Carrera 4S 355PS/1550 kg
17.0 - AC Schnitzer ACS1 3.5i 360PS/1531 kg

[spence88mph]

ahhhh zoooper fantastish!!

thanks Sonja!