Next Generation Porsche 911 (991) First Test Ride Report

The guys from Autocar had a chance to join a secret test ride with a development model of the next-generation Porsche 911 and here is their report:

An all new Porsche 911 will be revealed later this year – and Autocar joined the development team in South Africa to sample the car.

The new 911, codename 991, is only the third all new design in the car’s incomparable 48 year history. The first of the three most critical departures between it and its forebears is that this is the first 911 to be built chiefly from aluminium.

The second difference is that the wheelbase has been extended by a substantial (but currently secret) amount. Two-thirds of the extra space between the wheels is located behind the driver, although it remains a fundamentally two-seat car. Project manager August Achleitner insists the car’s character and agility have not been compromised.

But if fiddling with a 911’s wheelbase is courting controversy, changing the way it steers might be seen by purists as punching it in the face. The third reason this 911 is like no other before is that hydraulic power steering has been dropped for an electro-mechanical system.

Achleitner insists: ‘If you drove this car you would never know it did not have hydraulic steering. Believe me, I know how important this is.”

The 991 is lighter than the car it replaces by dozens of kilos, despite bigger, heavier wheels, tires and brakes and more robust crash structures. It’s also very slightly lower.

But some things have not changed so much. While there is not a single interchangeable part in the suspension, the architectural concept remains the same. You’ll find struts at the front and a multi-link arrangement at the back. Relative spring rates have been slightly increased while the damping has been backed off a little, in pursuit of better small bump isolation. The front track has been widened by a similar amount to that which helped transform the dynamic behaviour of the current 997 GT3 RS.

Only the powertrain remains familiar, and even here there have been big changes. While the ‘S’ continues to displace 3.8-litres, the standard car’s capacity has been reduced to 3.4-litres. In fact its bore and stroke are identical to those of a Boxster S, though different cams and a new exhaust provide more power – 350bhp at the moment, though homologation has yet to be completed. The power of the 3.8 rises to 400bhp and the rev limit of both engines increases by 200rpm to 7800rpm.

The PDK double clutch auto has been sharpened up again but it is the manual that might be introduced that breaks new ground. In effect it is a manually controlled single clutch version of PDK which means, for the first time in any manual production car I can think of, seven forward speeds. In fact the first six ratios are identical to the auto, though a slightly shorter, more sporting top gear is fitted.

The ramifications go far beyond the extra cog. This means the old gearbox is no more, so Porsche’s Motorsport colleagues working on the next generation of GT3s down in Weissach have nothing to strap to the old race-based flat six that’s powered all their cars since 1999. So this noble motor has been retired, presumably to be replaced by the somewhat simpler, cheaper, more modern and unrelated direct injection engine used by all other 911s. Quite what will be done to it for the new GT3 remains to be seen.

I jump into the passenger seat of the 3.8-liter ‘S’ and exhort Herr Achleitner to drive me back down the mountain as fast as he possibly can. A quick glance around the interior reveals Panamera style and switches, providing a substantial step up in both quality and efficacy from the 997; then he’s off.

More power and less weight means the old Carrera S’s 0-62mph time of 4.7sec is going to be toast. Porsche hasn’t done the numbers yet, but my money is on 4.5sec for the S and 4.8sec for the 3.4-liter car.

What I notice is the disconnect between the savagery with which the car attacks each corner and the almost complete tranquillity in the cockpit. What struck me most was how easy it appeared to drive the car on the limit, and how unflappable was its composure.

It seems to move the game on even from the lofty heights achieved by the 997, but if you’re looking for me to deliver a definitive verdict from the passenger seat, you’re asking the wrong bloke. It was a masterly performance, enough to make me desperate to find out more about what is, clearly, an extraordinary car and, I have little doubt, a great Porsche.

But is it still a 911? If it is, my sense is that it will be a rather different one – even more capable, usable, spacious, comfortable and quiet. But whether this has been achieved at the expense of some of that magical 997 ability to make you feel hardwired into the road surface, it is simply impossible to say without a steering wheel in your hands.

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Next Generation Porsche 911 (991) First Test Ride Report

The guys from Autocar had a chance to join a secret test ride with a development model of the next-generation Porsche 911 and here is their report:

An all new Porsche 911 will be revealed later this year – and Autocar joined the development team in South Africa to sample the car.

The new 911, codename 991, is only the third all new design in the car’s incomparable 48 year history. The first of the three most critical departures between it and its forebears is that this is the first 911 to be built chiefly from aluminium.

The second difference is that the wheelbase has been extended by a substantial (but currently secret) amount. Two-thirds of the extra space between the wheels is located behind the driver, although it remains a fundamentally two-seat car. Project manager August Achleitner insists the car’s character and agility have not been compromised.

But if fiddling with a 911’s wheelbase is courting controversy, changing the way it steers might be seen by purists as punching it in the face. The third reason this 911 is like no other before is that hydraulic power steering has been dropped for an electro-mechanical system.

Achleitner insists: ‘If you drove this car you would never know it did not have hydraulic steering. Believe me, I know how important this is.”

The 991 is lighter than the car it replaces by dozens of kilos, despite bigger, heavier wheels, tires and brakes and more robust crash structures. It’s also very slightly lower.

But some things have not changed so much. While there is not a single interchangeable part in the suspension, the architectural concept remains the same. You’ll find struts at the front and a multi-link arrangement at the back. Relative spring rates have been slightly increased while the damping has been backed off a little, in pursuit of better small bump isolation. The front track has been widened by a similar amount to that which helped transform the dynamic behaviour of the current 997 GT3 RS.

Only the powertrain remains familiar, and even here there have been big changes. While the ‘S’ continues to displace 3.8-litres, the standard car’s capacity has been reduced to 3.4-litres. In fact its bore and stroke are identical to those of a Boxster S, though different cams and a new exhaust provide more power – 350bhp at the moment, though homologation has yet to be completed. The power of the 3.8 rises to 400bhp and the rev limit of both engines increases by 200rpm to 7800rpm.

The PDK double clutch auto has been sharpened up again but it is the manual that might be introduced that breaks new ground. In effect it is a manually controlled single clutch version of PDK which means, for the first time in any manual production car I can think of, seven forward speeds. In fact the first six ratios are identical to the auto, though a slightly shorter, more sporting top gear is fitted.

The ramifications go far beyond the extra cog. This means the old gearbox is no more, so Porsche’s Motorsport colleagues working on the next generation of GT3s down in Weissach have nothing to strap to the old race-based flat six that’s powered all their cars since 1999. So this noble motor has been retired, presumably to be replaced by the somewhat simpler, cheaper, more modern and unrelated direct injection engine used by all other 911s. Quite what will be done to it for the new GT3 remains to be seen.

I jump into the passenger seat of the 3.8-liter ‘S’ and exhort Herr Achleitner to drive me back down the mountain as fast as he possibly can. A quick glance around the interior reveals Panamera style and switches, providing a substantial step up in both quality and efficacy from the 997; then he’s off.

More power and less weight means the old Carrera S’s 0-62mph time of 4.7sec is going to be toast. Porsche hasn’t done the numbers yet, but my money is on 4.5sec for the S and 4.8sec for the 3.4-liter car.

What I notice is the disconnect between the savagery with which the car attacks each corner and the almost complete tranquillity in the cockpit. What struck me most was how easy it appeared to drive the car on the limit, and how unflappable was its composure.

It seems to move the game on even from the lofty heights achieved by the 997, but if you’re looking for me to deliver a definitive verdict from the passenger seat, you’re asking the wrong bloke. It was a masterly performance, enough to make me desperate to find out more about what is, clearly, an extraordinary car and, I have little doubt, a great Porsche.

But is it still a 911? If it is, my sense is that it will be a rather different one – even more capable, usable, spacious, comfortable and quiet. But whether this has been achieved at the expense of some of that magical 997 ability to make you feel hardwired into the road surface, it is simply impossible to say without a steering wheel in your hands.

Click for Full Size




Click title for the source

Next Generation Porsche 911 (991) First Test Ride Report

The guys from Autocar had a chance to join a secret test ride with a development model of the next-generation Porsche 911 and here is their report:

An all new Porsche 911 will be revealed later this year – and Autocar joined the development team in South Africa to sample the car.

The new 911, codename 991, is only the third all new design in the car’s incomparable 48 year history. The first of the three most critical departures between it and its forebears is that this is the first 911 to be built chiefly from aluminium.

The second difference is that the wheelbase has been extended by a substantial (but currently secret) amount. Two-thirds of the extra space between the wheels is located behind the driver, although it remains a fundamentally two-seat car. Project manager August Achleitner insists the car’s character and agility have not been compromised.

But if fiddling with a 911’s wheelbase is courting controversy, changing the way it steers might be seen by purists as punching it in the face. The third reason this 911 is like no other before is that hydraulic power steering has been dropped for an electro-mechanical system.

Achleitner insists: ‘If you drove this car you would never know it did not have hydraulic steering. Believe me, I know how important this is.”

The 991 is lighter than the car it replaces by dozens of kilos, despite bigger, heavier wheels, tires and brakes and more robust crash structures. It’s also very slightly lower.

But some things have not changed so much. While there is not a single interchangeable part in the suspension, the architectural concept remains the same. You’ll find struts at the front and a multi-link arrangement at the back. Relative spring rates have been slightly increased while the damping has been backed off a little, in pursuit of better small bump isolation. The front track has been widened by a similar amount to that which helped transform the dynamic behaviour of the current 997 GT3 RS.

Only the powertrain remains familiar, and even here there have been big changes. While the ‘S’ continues to displace 3.8-litres, the standard car’s capacity has been reduced to 3.4-litres. In fact its bore and stroke are identical to those of a Boxster S, though different cams and a new exhaust provide more power – 350bhp at the moment, though homologation has yet to be completed. The power of the 3.8 rises to 400bhp and the rev limit of both engines increases by 200rpm to 7800rpm.

The PDK double clutch auto has been sharpened up again but it is the manual that might be introduced that breaks new ground. In effect it is a manually controlled single clutch version of PDK which means, for the first time in any manual production car I can think of, seven forward speeds. In fact the first six ratios are identical to the auto, though a slightly shorter, more sporting top gear is fitted.

The ramifications go far beyond the extra cog. This means the old gearbox is no more, so Porsche’s Motorsport colleagues working on the next generation of GT3s down in Weissach have nothing to strap to the old race-based flat six that’s powered all their cars since 1999. So this noble motor has been retired, presumably to be replaced by the somewhat simpler, cheaper, more modern and unrelated direct injection engine used by all other 911s. Quite what will be done to it for the new GT3 remains to be seen.

I jump into the passenger seat of the 3.8-liter ‘S’ and exhort Herr Achleitner to drive me back down the mountain as fast as he possibly can. A quick glance around the interior reveals Panamera style and switches, providing a substantial step up in both quality and efficacy from the 997; then he’s off.

More power and less weight means the old Carrera S’s 0-62mph time of 4.7sec is going to be toast. Porsche hasn’t done the numbers yet, but my money is on 4.5sec for the S and 4.8sec for the 3.4-liter car.

What I notice is the disconnect between the savagery with which the car attacks each corner and the almost complete tranquillity in the cockpit. What struck me most was how easy it appeared to drive the car on the limit, and how unflappable was its composure.

It seems to move the game on even from the lofty heights achieved by the 997, but if you’re looking for me to deliver a definitive verdict from the passenger seat, you’re asking the wrong bloke. It was a masterly performance, enough to make me desperate to find out more about what is, clearly, an extraordinary car and, I have little doubt, a great Porsche.

But is it still a 911? If it is, my sense is that it will be a rather different one – even more capable, usable, spacious, comfortable and quiet. But whether this has been achieved at the expense of some of that magical 997 ability to make you feel hardwired into the road surface, it is simply impossible to say without a steering wheel in your hands.

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Latest Audi Intel on the Quattro Concept Future and No plans for RS SUV platforms

The future of the Audi Quattro Concept will not be decided until the eve of the 2011 Frankfurt Auto Show in September. Quattro GmbH boss Stephan Reil confirmed the final decision has been delayed but he is "optimistic" that the concept, which debuted at the 2010 Paris Auto Show last fall, will get the green light for production.

Speaking at the launch of the Audi Q3 crossover in Switzerland, Reil said the best solution would be "a small-volume exotic car with a production run of 500-1,000 cars." Hitting the target weight of 3,086 pounds would require, "the use of lots of exotic materials," which would necessitate a high price and low volumes. But there would be "no better way of demonstrating Audi's 'Ultra' lightweight technologies."

The RS5-derived engine will also need a major overhaul if it is to be successfully integrated into the bespoke aluminum chassis. "We need more power than the RS5," said Reil, "and it needs to be mounted longitudinally instead of transversely." Reil likened the scale of the project to the development of the R8, but claimed a production version could be ready in 2-3 years.

He admitted that Quattro GmbH already has a working prototype that is "so amazing." He also dismissed concerns that there is no direct link between the concept and motorsport, while its inspiration, the original Sport Quattro, was bred for rallying. "If you ask two guys about this, you will already get five different opinions," he said. "It is not a big thing."

Reil also confirmed that the RS brand would not be used on Q-series Audis due to the high center of gravity afforded by the SUV platforms. But he refused to rule out an RS version of the A7: "We did two generations of the RS6 so why not do an A7."



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Latest Audi Intel on the Quattro Concept Future and No plans for RS SUV platforms

The future of the Audi Quattro Concept will not be decided until the eve of the 2011 Frankfurt Auto Show in September. Quattro GmbH boss Stephan Reil confirmed the final decision has been delayed but he is "optimistic" that the concept, which debuted at the 2010 Paris Auto Show last fall, will get the green light for production.

Speaking at the launch of the Audi Q3 crossover in Switzerland, Reil said the best solution would be "a small-volume exotic car with a production run of 500-1,000 cars." Hitting the target weight of 3,086 pounds would require, "the use of lots of exotic materials," which would necessitate a high price and low volumes. But there would be "no better way of demonstrating Audi's 'Ultra' lightweight technologies."

The RS5-derived engine will also need a major overhaul if it is to be successfully integrated into the bespoke aluminum chassis. "We need more power than the RS5," said Reil, "and it needs to be mounted longitudinally instead of transversely." Reil likened the scale of the project to the development of the R8, but claimed a production version could be ready in 2-3 years.

He admitted that Quattro GmbH already has a working prototype that is "so amazing." He also dismissed concerns that there is no direct link between the concept and motorsport, while its inspiration, the original Sport Quattro, was bred for rallying. "If you ask two guys about this, you will already get five different opinions," he said. "It is not a big thing."

Reil also confirmed that the RS brand would not be used on Q-series Audis due to the high center of gravity afforded by the SUV platforms. But he refused to rule out an RS version of the A7: "We did two generations of the RS6 so why not do an A7."



Click title for the source

Latest Audi Intel on the Quattro Concept Future and No plans for RS SUV platforms

The future of the Audi Quattro Concept will not be decided until the eve of the 2011 Frankfurt Auto Show in September. Quattro GmbH boss Stephan Reil confirmed the final decision has been delayed but he is "optimistic" that the concept, which debuted at the 2010 Paris Auto Show last fall, will get the green light for production.

Speaking at the launch of the Audi Q3 crossover in Switzerland, Reil said the best solution would be "a small-volume exotic car with a production run of 500-1,000 cars." Hitting the target weight of 3,086 pounds would require, "the use of lots of exotic materials," which would necessitate a high price and low volumes. But there would be "no better way of demonstrating Audi's 'Ultra' lightweight technologies."

The RS5-derived engine will also need a major overhaul if it is to be successfully integrated into the bespoke aluminum chassis. "We need more power than the RS5," said Reil, "and it needs to be mounted longitudinally instead of transversely." Reil likened the scale of the project to the development of the R8, but claimed a production version could be ready in 2-3 years.

He admitted that Quattro GmbH already has a working prototype that is "so amazing." He also dismissed concerns that there is no direct link between the concept and motorsport, while its inspiration, the original Sport Quattro, was bred for rallying. "If you ask two guys about this, you will already get five different opinions," he said. "It is not a big thing."

Reil also confirmed that the RS brand would not be used on Q-series Audis due to the high center of gravity afforded by the SUV platforms. But he refused to rule out an RS version of the A7: "We did two generations of the RS6 so why not do an A7."



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2014 Audi TT

2014 Audi TT

2014 Audi TT

2014 Audi TT

2014 Audi TT

The smallest car in Audi’s lineup, the Audi TT (Tourist Trophy), started its life back in 1998 after being previewed by a first concept car in 1995. The second generation TT was then unveiled 8 years later - in 2006 - and was still offered in both coupe and roadster versions. Now, we hear that the third generation Audi TT will be unveiled in 2014, following the eight year pattern set by the first and second generations. This generation will debut as a coupe version with a roadster set to follow a few months later.

The current Audi TT is being built on the Volkswagen’s PQ35 platform – which offers a front engine chassis and front or all wheel drive powertrain, but for the next TT things are going to change a lot.The Audi TT will be built on an entirely new platform, that will offer a mid-engine configuration. This will help improve both balance and handling.Under the hood Audi will place the conventional 1.4 liter TSI engine with 186 HP and a 2.0 TDI engine with 170 HP. For the top version model, the TT-RS, expect to see a 350 HP 2.5 five-cylinder engine.

We expect some big changes to occur with the third generation Audi TT. Mainly, we expect to see a sportier and aggressive design language inspired by the latest E-tron concept car. Of course, Audi will want to make a differentiate between the TT and the future R4 (or R5 as it is lately rumored to be called), but we still expect to see a new front grille, new headlamps with LED light, and a modified rear.

Audi Q3 RS

Audi Q3 RS

While not even sure if there really ever an RS Q5 will be Audi’s boss Rupert Stadler has said that is the youngest member in the Audi family gets an RS badge.

Under the hood of the RS Q3 is no blown V6 or V8 Spielerei lie. No, it’s the acclaimed 2.5-liter five-cylinder from the TT-RS and RS3 , which may provide the necessary horsepower to make. Quite logical, and if we in AM & S to be believed, the ability to reach 300 hp. Forty horsepower less than in the aforementioned RS cars.

Q3 If the RS is coming it is of course wait for the answer in the form of a BMW X1 M version. Yep, you read that correctly. / / / M logos and a blown turbo six-cylinder for the city mothers with haste, and according to the rumor mill comes, “he happening.

And that RS Q3 we could recognize a fierce look with wide fenders, rims and bling-ditto mirror? Nope, it’s not in the planning for this RS’je. There is just a special paint finish is available for the top model of the Q3. Actually this is a RS-light.The Audi engineers are currently busy testing the 2.5-liter vijfpitter the soft roader in 2012 rolls in and out of the showrooms.

Audi R8 V8

Audi R8 V8

Audi R8 V8

Audi R8 V8

Audi R8 V8

Audi R8 V8

Audi R8 V8

To celebrate this year’s Audi for the 10th time the 24 hours of Le Mans wins is a very tasty special design on the market.

This special version is for once not based on the R8 V10 , but just the same old R8 4.2 V8 in the back. 100 copies will be supplied and you can leave R8 include spraying with titanium in a shade effect. The 19 “wide rims are painted the same color behind it and you see bright red brake calipers ( as with the R8 GT ).

In the interior, the red regularly. We see red stitching and certain parts of the interior with red leather finish, because that obviously puts so good against that boring black leather. Fortunately, there is the option to choose a package which also includes carbon from carbon fiber side blades, and a mirror cover for the engine.

The 4.2 V8 is squeezed in the back there are still 430 Nm pk/430 and sprint in 4.6 seconds to 100 km / h. The top speed is 301 km / h. And in terms of transmission’s can choose from a 6-speed manual or R tronic.The bad news is that this particular R8 alone on that island on the other side of the North Sea will be sold.

Video: Porsche Returns to Le Mans in 2014

Video: Porsche Returns to Le Mans in 2014

Video: Porsche Returns to Le Mans in 2014

2012 (991) Porsche 911 Specs Revealed

According to a post at Teamspeed forums, venerable buff book Car And Driver recently sent journalist Juergen Zoellter to South Africa to ride along with Porsche's development team as it put the finishing on touches on the next 911 (991 generation), and a few new details have hit the Web as a result.

Perhaps the most notable is that the car will increase 2.2 inches in length and 4.0 inches in wheelbase, in order to accommodate an available hybrid powertrain, which will debut in 2016 as part of a mid-cycle refresh.

The Carrera will share a 350-horsepower 3.4-liter direct-injection horizontally-opposed six-cylinder with the Boxster S, while the Carrera S will have a 3.8-liter direct-injection horizontally-opposed six that makes 400 horsepower. Both engines will be available with either a seven-speed manual transmission or seven-speed PDK dual-clutch automatic. Both transmissions are manufactured by ZF. Launch control will be available with both transmissions.

Porsche claims a 0-60 time of 4.5 seconds for the Carrera S, the same time as the current model, and a top speed of 186 miles per hour. The story notes that those times might be conservative, since the new car shaves 55 pounds in curb weight.

Other highlights include improved fuel efficiency (12-15% on the Euro cycle), an electronic parking brake, a full-length sunroof, 19-inch wheels on the Carrera, and standard 20-inch wheels on the Carrera S (optional on the Carrera).

Porsche says the 991 Carrera ran the Nurburgring in 8:04 and the Carrera S did in 7:50.

The next 911 launches in September.





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2012 (991) Porsche 911 Specs Revealed

According to a post at Teamspeed forums, venerable buff book Car And Driver recently sent journalist Juergen Zoellter to South Africa to ride along with Porsche's development team as it put the finishing on touches on the next 911 (991 generation), and a few new details have hit the Web as a result.

Perhaps the most notable is that the car will increase 2.2 inches in length and 4.0 inches in wheelbase, in order to accommodate an available hybrid powertrain, which will debut in 2016 as part of a mid-cycle refresh.

The Carrera will share a 350-horsepower 3.4-liter direct-injection horizontally-opposed six-cylinder with the Boxster S, while the Carrera S will have a 3.8-liter direct-injection horizontally-opposed six that makes 400 horsepower. Both engines will be available with either a seven-speed manual transmission or seven-speed PDK dual-clutch automatic. Both transmissions are manufactured by ZF. Launch control will be available with both transmissions.

Porsche claims a 0-60 time of 4.5 seconds for the Carrera S, the same time as the current model, and a top speed of 186 miles per hour. The story notes that those times might be conservative, since the new car shaves 55 pounds in curb weight.

Other highlights include improved fuel efficiency (12-15% on the Euro cycle), an electronic parking brake, a full-length sunroof, 19-inch wheels on the Carrera, and standard 20-inch wheels on the Carrera S (optional on the Carrera).

Porsche says the 991 Carrera ran the Nurburgring in 8:04 and the Carrera S did in 7:50.

The next 911 launches in September.





Click title for the source

2012 (991) Porsche 911 Specs Revealed

According to a post at Teamspeed forums, venerable buff book Car And Driver recently sent journalist Juergen Zoellter to South Africa to ride along with Porsche's development team as it put the finishing on touches on the next 911 (991 generation), and a few new details have hit the Web as a result.

Perhaps the most notable is that the car will increase 2.2 inches in length and 4.0 inches in wheelbase, in order to accommodate an available hybrid powertrain, which will debut in 2016 as part of a mid-cycle refresh.

The Carrera will share a 350-horsepower 3.4-liter direct-injection horizontally-opposed six-cylinder with the Boxster S, while the Carrera S will have a 3.8-liter direct-injection horizontally-opposed six that makes 400 horsepower. Both engines will be available with either a seven-speed manual transmission or seven-speed PDK dual-clutch automatic. Both transmissions are manufactured by ZF. Launch control will be available with both transmissions.

Porsche claims a 0-60 time of 4.5 seconds for the Carrera S, the same time as the current model, and a top speed of 186 miles per hour. The story notes that those times might be conservative, since the new car shaves 55 pounds in curb weight.

Other highlights include improved fuel efficiency (12-15% on the Euro cycle), an electronic parking brake, a full-length sunroof, 19-inch wheels on the Carrera, and standard 20-inch wheels on the Carrera S (optional on the Carrera).

Porsche says the 991 Carrera ran the Nurburgring in 8:04 and the Carrera S did in 7:50.

The next 911 launches in September.





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Video: 2012 Audi R8 GT Review Test

Video: 2012 Audi R8 GT Review Test

Video: 2012 Audi R8 GT Review Test

Audi R8 V8 Limited Edition honors Le Mans victory

In celebration of their 10th victory at Le Mans 24 hours, Audi has announced the R8 V8 Limited Edition.

With only 100 units scheduled for the UK market only, the Limited Edition receives an exclusive titanium effect paint finish, R8 GT-inspired titanium-look alloy wheels, red brake calipers and an optional Carbon Package consisting of carbon sigma sideblades, door mirrors, monoposto, inlays, door sill trims and an engine bay surround frame.

Inside, the Limited Edition is detailed in crimson red trim accents/stitching along side the Black Fine Nappa Leather-upholstered seats and headrests.

The R8 V8 Limited Edition is available to order from July with a price starting at £93,935 OTR. First deliveries begin in October.

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