[911st]

As Bill notes, the firing order with the flat plane crank is different which effects the exhaust.

Its biggest advantage is it puts the exhaust events at an even 180 degrees on each side of the motor. This make's it easier to build a tuned exhaust that improves scavenging and ultimate performance.

The exhaust tuning opportunities on even firing per side are probably up there with variable valve timing, direct injection, variable length intakes and such.

The challenge being the vibrations or smoothness that comes with it as it is more like two 4 cylinder motors running together but just out of sink.

There can be a lot of emotion that comes with differentiation of drive train style or configuration.

Think if the identity tied to Porsche air cooled flat 6, a Ferreri V12, and Harly's V twin.

The rumble and vibration imprint of a flat plane V8 may end up to be a major marketing advantage in its own right.

I to am a solid flat 6 AIR COOLED fan. The new stuff dose little for me except maybe the GT2 & 3's.

However, if the motor is lighter and makes more power I do not care what its configuration it will improve handling. Especially if it takes weight off the back.

If worried about center of gravity, just put a smaller fly wheel on it and mound it a half an inch lower or make the sunroof panel out of carbon fiber to compensate if needed.


There is a lot of insest with RUF, Bosch, Porsche, BW and a lot of the other suppliers that all seem to work together over the years.

I suspect the new V8 is a supplier driven or joint venture product that will untimitaly end up in the Porsche sports car. RUF might just be better positioned to bring new technology's to the market first. This also may help create an appetite for Porsche's introductions. Who did not think they really wanted a twin turbo Porsche after RUF came out with the Yellow Bird?.