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Phat Farm is an urban fashion line created by Russell Simmons, the founder of Def Jam in 1992. The brand is fairly expensive and worn for fashion instead of sport. The broken flag logo visible on every clothing article except footwear is touted as a symbol of the state of separation the world is in right now. Some Phat Farm articles are political.
Simmons sold his interest in Phat Farm for 140 million dollars in 2004.
Store Location- 129 Prince Street New York NY
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Store Location- 129 Prince Street New York NY. The 997 was nominated for the World Car of the Year award for 2005. Simmons sold his interest in Phat Farm for 140 million dollars in 2004. In addition, the 911 was voted Number 2 on Automobile Magazine's List of the 100 Coolest Cars. Some Phat Farm articles are political. In 2004, Sports Car International named the 911 number three on the list of Top Sports Cars of the 1960s, the Carrera RS number seven on the list of Top Sports Cars of the 1970s, and the 911 Carrera number seven on the list of Top Sports Cars of the 1980s. The broken flag logo visible on every clothing article except footwear is touted as a symbol of the state of separation the world is in right now. ...
The brand is fairly expensive and worn for fashion instead of sport. This won the prestigious Paris-Dakar Rally of 1986.). Phat Farm is an urban fashion line created by Russell Simmons, the founder of Def Jam in 1992. (In the 1980s Porsche developed the Porsche 959, a four-wheel-drive twin-turbo development of the 911 to compete in the FIA's Group B category. (The Porsche 953, sometimes called the 911 Carrera 4x4, used the 4x4 drivetrain of the 959, which was still being developed.). Here are a few of its more significant rallying achievements.
The rear engine means that the car has inherently good traction. The Porsche 911 showed great promise in rallying from the start. Previous Porsche press releases said that for the 911 they would never deviate from the flat-6 rear engine rear drive platform although apparently there are some Porsche engineers who would like a mid-engined platform for future 911s. This is just a rumour, and a very doubtful one at that.
The 998 is rumoured to have an entirely new 3.8 litre or 4.0 litre flat eight engine, still hanging over the rear axle. Porsche is expected to debut its next entirely new 911, the Type 998, in 2009. It's 0-60 acceleration for the Carrera S was noted to be as fast as 3.9 seconds, in a recent Motor Trend comparison. Type 997 versions of the GT2 and GT3 have yet to enter production (as of December, 2005).
The 997 shares about 30% of its parts with the outgoing 996, but is still technically very similar to it. It's interior is also similarly revised, with strong links to older 911 interiors while at the same time looking fresh and modern. In addition, the new front fascia is reminiscant of the older generation "bug eye" headlights. The 997 keeps the basic profile of the 996, bringing the drag coefficient down to 0.28, but draws on the 993 for detailing.
Porsche debuted the 996's replacement, the Type 997, in July 2004. The Turbo, four-wheel-drive and twin-turbo, often made appearances in magazines' lists of the best cars on sale. The Type 996 spawned over a dozen variations, including all wheel drive Carrera 4 and Carrera 4S models, the club racing-oriented GT3, and the forced-induction 996 Turbo and GT2. The Type 996 underwent revisions in late 2002, receiving revised headlamps (now differentiating it from the Boxster), a revised front fascia and an increase in both displacement and power to 3.6 litres and 320 PS (235 kW).
The interior was further criticized for its plainness and its lack of relationship to prior 911 interiors, although this came largely from owners of older 911s. Otherwise, the Pinky Lai-penned shape followed the original Butzi Porsche design very closely. The 996 had been on the drawing board first and was a more advanced car in some respects, but the cost-cutting seemed inappropriate for an expensive car. Pundits criticized the 996's styling a great deal, largely because it shared its headlamps—indeed much of its front end, mechanically—with the less expensive Boxster.
Suspension was by MacPherson struts at the front, as before, with a new coil-sprung multilink system at the rear. Its mechanical layout stayed the same however, with the six-cylinder boxer engine mounted longitudinally beyond the rear axle. The 996 became the first 911 in the model's history to utilize an entirely water-cooled engine, an all-new unit of 3.4 litres, developing 296 PS (218 kW). The new shape and flush glass bring the drag coefficient down to 0.30.
An all-new bodyshell offered a dramatic 45% increase in torsional rigidity over the 993. For the first time in the evolution of the 911 the car shared no major mechanical components with its predecessor. The Type 996, introduced as a 1999 model, was a major leap for Porsche. The Targa and wide-body versions remained in production in model year 1998, when the entirely new Porsche 996 was launched, the 993´s ultimate successor.
The 993 was the last 911 family model to feature an air-cooled engine and the classic silhouette of the 911. The Targa open-topped model also made a return, this time with a large glass roof that slid under the rear window. Non-turbo models appeared that used the Turbo's wide bodyshell and some other components (the Carrera 4S and later the Carrera S). 63).
Car and Driver, July 1997, p. The similarity in specification and in performance levels inspired several comparison road tests with the Porsche 959 (f.e. The turbo version became the first standard production Porsche with twin turbochargers and the first 911 Turbo equipped with all-wheel-drive (in order to delete the 4WD, one had to refer to the turbocharged GT2). The RS version had rear-wheel drive only.
A lightweight RS version saw capacity rise to 3.8 litres, with power reaching 300 PS (221 kW). A new four-wheel-drive made a return as an option. Engine capacity remained at 3.6 litres, but power rose to 272 PS (200 kW) thanks to better engine management and exhaust design, and beginning with model year 1996 to 285 PS (210 kW). Chassis refinements enabled the car to keep up dynamically with the competition.
Mechanically and structurally it is an evolution of the previous car, having the same roof and front bonnet and many mechanical components. The redesign was widely seen as highly successful, and compares for elegance with the models of the early 1970s before the impact-absorbing bumpers disturbed the design. Styling was by Englishman Tony Hatter under the supervision of design chief Harm Lagaay. The bodywork was smoother, having a noticeably more aerodynamic front end somewhat reminiscent of the Porsche 959.
The 964 was replaced in late 1994 by the Type 993. Appeals from American customers resulted in Porsche developing the RS America of which 278 were built. In 1992, Porsche re-introduced a limited-edition RS model, inspired by the 1973 Carrera RS and emissions-legal in Europe only. The 964 was one of the first cars in the world offered with dual airbags standard (from 1991).
Porsche introduced the ahead-of-its-time 'Tiptronic' automatic transmission in the 964 Carrera 2, featuring adaptive electronic management and full manual control. It is possible to purchase a 911 Turbo from this generation with AWD. The 964 incarnation of the 911 Turbo returned in 1990 after an absence from the price lists, using a refined 3.3-litre engine of the previous Turbo, but only two years later a turbo engine based in the 3.6 litre engine of the other models was introduced. The rear-wheel-drive version, the Carrera 2, arrived a year later.
The car was more refined, but thought by some journalists to have lost some purity of the 911's concept. The engine was increased in size to 3600 cc and developed 250 PS (184 kW). Coil springs, ABS brakes and power steering made their debut. The chassis was redesigned overall.
A rear spoiler deployed at high speed, preserving the purity of line when the vehicle was at rest. Drag coefficient was down to 0.32. It was launched as the Carrera 4, the '4' indicating four-wheel-drive, a decision that surprised many but demonstrated the company's commitment to engineering by reminding buyers that race and rally engineering (of the 959) does affect road cars. This would be a very important car for Porsche, since the world economy was undergoing recession and the company could not rely on its image alone.
In late 1989 (for the 1990 model year) the 911 underwent a major evolution with the introduction of the Type 964. Its engine was allowed to rev higher, and the engine developed a little more power. It was stripped of electric windows, electric seats, and radio to save a claimed 50 kg in weight. The Carrera Club Sport from 1987 (340 produced) is highly collectible.
Limited editions: The 911 Speedster, a low-roof version of the Cabriolet, evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers. This included a hydraulic clutch for those drivers that did not want a leg workout while driving. In 1987, the Carrera got a new and better five-speed gearbox sourced from Getrag, model number G50. Buyers eagerly paid the increased prices.
The non-Turbo models became available as 'Turbo-look', a style that aped the Turbo with wide wheel-arches and the 'whale-tail', but did not reflect any mechanical changes. Power was increased, brakes were better, the fuel injection was upgraded to enhance everyday reliability, and the car was more refined. It was called simply '911 Carrera', the first time the sporty label had been applied to the basic 911. In 1984 a new 3.2-litre car replaced the 3.0-litre SC model.
Still critics and reporters agree, these Type 911’s are some of the finest Porsches ever made. North Americans would have to wait for the replacement 3.2L 911 Carrera in 1984 before seeing any extra horsepower. Those cars (1981-1983 911 SC's) would be massaged to yield 204 bhp @ 5900 rpm from their 2994cc power plants. In 1979 Porsche made plans to replace the 911 with the 928, but the 911 still sold so much better than the 928, that Porsche revised it's strategy and inject new life into the Type 911 European editions.
Cabriolet versions of the 911 have been offered ever since. But while the Targa was priced to match the regular car, the cabriolet cost significantly more. To many, this was a much more attractive car than the Targa, the other open-top 911. In late 1982 (débuting as the 1983 model) the first 911 cabriolet went on sale (the first Porsche cabriolet since the 356).
Not only was the car a drop top, but it also featured four-wheel drive. In 1981 a cabriolet concept car was shown at the Frankfurt motorshow. The top three options for the Type 911, as this car was known, were all part of the new Sport Group Package (UK) which added the now loved and hated whaletail, the front air dam and the black Fuchs wheels. Yet, the weight of the extra equipment on these cars was blunting performance compared with what would have been expected from earlier, lighter cars with the same power output.
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. All 911 models standardized on the 2994cc engine for the 1978 model year (introduced in late 1977). The SC stands for "Super Carrera". For the 964 generation, four-wheel-drive was optional in later models and was standard from the 993 Generation and on, except for the lightweight turbocharged GT2.
There have been turbocharged variants of each subsequent generation of 911. With the 4-speed gearbox the 930 was capable of exceeding 200 km/h in third gear!. Before, the five-speed gearboxes of the naturally-aspirated cars were not strong enough to cope with the torque of the turbo engines. Only in its last production year the 930 was equipped with a five-speed gear box.
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. As demand for the Turbo soared in the late 1980s, Porsche introduced novelty variants including a slant-nosed, cabriolet version, while not improving the range mechanically. Private teams continued to compete successfully with the car until well into the 1980s. The wilder Porsche 935, a more highly tuned car in FIA Group 5 and evolved from the 2.1-litre RSR Turbo of 1974, was campaigned in 1976 by the factory and won Le Mans in 1979.
Many participated at Le Mans and other races including some epic battles with the BMW 3.0 CSL 'Batmobile'. Production figures of the car soon qualified its racing incarnation for FIA Group 4 competition as the Porsche 934, of 1976. The early cars are known for extreme turbo lag. Starting out with a 3.0-litre engine (260 PS or 191 kW), it rose to 3.3 litres (300 PS or 221 kW) for the 1978 model year.
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'. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 (930 being its internal type number) in North America. In 1975 Porsche introduced the first production turbocharged 911. Notably, it achieved little success in racing..
Throughout its 17 years, despite its capabilities on the road, it never outsold the 911. The 928 sold reasonably well, and managed to survive from its introduction in 1977 until 1995. 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. Although Porsche was continuing development of the 911, executives were troubled by its declining sales numbers and in 1971 greenlighted work on the Porsche 928.
In 1976 the Porsche 924 took this car's place for the 1977 "model year" and beyond. In all, 2099 units were produced. It used the I-series chassis and the 2.0 Volkswagen engine from the Porsche 914. market, was the 912E, a 4-cylinder version of the 911 like the old 912 that had last been produced in 1969.
Also produced for the 1976 "model year", for the U.S. However, the engine did have increased drivability. Therefore the 911S's horsepower decreased from 190 to 165 despite the displacement increase from 2.4 to 2.7L. While this system was exceedingly reliable, it did not allow the use of as "hot" cams as MFI or carburators allowed.
This system varied fuel pressure to the injectors dependant on the mass airflow. In addition with the 1973.5 engines Porsche moved away from MFI to Bosch K-Jetronic CIS. However, the aluminium case weighed 15 lbs more than the magnesium one. The move to that engine across the board was welcome for reliability reasons.
The 3.0-litre engine of the Turbo and Carrera had not used magnesium, but rather aluminium, thereby showing equal expansion rates to the cylinders. In addition, some engines saw problems whereby the cylinder head studs would pull themselves out of the crankcase. 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 effect, the 2.4-litre engine had been enlarged with no additional cooling capacity.
The 2.7 engines proved to be less reliable than the 'bulletproof' 2.4 units. In 1976 the Carrera model was upgraded to the Turbo's 2992 cc engine, minus the turbocharger, developing 200 PS (147 kW). The Turbo was introduced in 1975 (see below). The model line-up was now: 911, 911S and 911 Carrera (the latter now a regular production model).
The interior was refreshed too. 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. From 1974 a detuned version of the 2687cc engine from the Carrera RS was used in the mainstream production cars. 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.
The turbo car came second at Le Mans in 1974, 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 Carrera RSR 3.0 and Carrera RSR Turbo (its 2.1-litre engine due to a 1.4x equivalency formula) were made in tiny numbers for racing. The 3.0-litre 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. A more powerful version, the Carrera RS 3.0, was also made.
In total 1636 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. Compared with a standard 911S, the Carrera RS had a larger engine (2687cc) 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 saving coming from the thin-gauge steel used for the bodyshell. It was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. This model, much prized by collectors, is one of the all-time classic 911s.
The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the Nurburgring 1000 km and the Targa Florio. Weight was down to 960 kg. The cars were available with engines of either 2466cc or 2492cc, producing 270 bhp at 8000 rpm. For racing at this time, the 911 ST was made in tiny numbers.
With the car's weight only 2314 lb (1050 kg), these are often regarded as the best classic mainstream 911s. These cars also gained a discreet spoiler under the front bumper to help high-speed stability. 1972 911s are now one of the most desirable early 911s because of this feature. Unfortunately, this unique design was scrapped 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 1973 model year, and there is stayed until it was moved back within the wheelbase for the 964 models.
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. This had the effect of moving the weight of almost 9 quarts of oil from outside the wheelbase to inside, improving the handling. The biggest thing Porsche did was relocate the oil tank from its position behind the right rear wheel to in front of it. In 1972 tremendous effort was made to improve the handling of the 911.
The Sportomatic transmission was still available, but only as a special order. Some say this was because the dog-leg shift to first 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. 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. With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915.
These cars are commonly referred to as 1973.5 models. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch. 911T also used MFI, while the RoW (rest-of-the-world) 911T was carbureted, which accounts for the 10 hp (7.5 kW) power difference between the two. The U.S.
The 911E and 911S used mechanical fuel injection (MFI) in all markets. The new power ratings were 130 hp (97 kW), or 140 hp (104 kW) in the U.S., for the T, 165 hp (123 kW) for the E and 190 hp (142 kW) for the S. 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. However, all models got a new, larger 2341 cc/142 in³ engine.
The 1972-1973 model years consisted of the same models of 911—the entry level T, the midrange E and the top of the line S. Despite the lower power output of the 911E (155PS) compared to the 911S (180PS) the 911E was quicker in acceleration up to 100 mph (160kmh). The 2.2 litre 911E was called "The secret weapon from Zuffenhausen". The 912 was discontinued, thanks to the introduction of the Porsche 914 as an entry model.
Power outputs were uprated to 125 (911T), 155 (911E) and 180 PS (911S). For the 1970 model year the engines of all 911s was increased to 2195 cc. A controversial semi-automatic Sportomatic  model, composed of a torque converter, an automatic clutch, and the four speed transmission, was added to the product lineup. Fuel injection arrived for the 911S and for a new middle model, 911E.
The overall length of the car did not change: rather, the rear wheels were relocated aft. 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. 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). More excitingly, the 911R was produced in tiny numbers (20 in all).
The staple 130 PS (96 kW) model was renamed the 911L. The 110 PS (81 kW) 911T was also launched in 1967 and effectively replaced the 912. (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, 1970 and 1973. The Targa had a removable roof panel, a removable plastic rear window (although this was soon replaced by a fixed glass item) and a stainless steel roll bar.
In 1967 the Targa version was introduced. 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). Alloy wheels from Fuchs, in a distinctive 5-leaf design, were offered for the first time. In 1966 Porsche introduced the more powerful 911S, the engine's power raised to 160 PS (118 kW).
It used the 356's 4-cylinder, 1600cc 90 PS (66 kW) engine but wore the 911 bodywork and was in most respects a 911. The Porsche 912, introduced the same year, served as a direct replacement. The 356 came to the end of its life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. Erwin Komenda, the leader of the Porsche car body construction department, was also involved in the design.
The styling was largely by Ferdinand "Butzi" Porsche, son of the company founder Ferdinand "Ferry" Porsche. It was mated to a five speed manual 'Type 901' transmission. 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). Its 130 PS1 (96 kW) six-cylinder engine, in the 'boxer' configuration like the 356, air-cooled and rear-mounted, displaced 1991cc compared with the 356's four-cylinder 1600cc unit.
It went on sale in 1964. After a legal protest from Peugeot (on the grounds that they owned the trademark to all car names formed by three numbers with a zero in the middle), but before production started, the car had its name changed to 911. The car made its public debut as the 'Porsche 901' (901 being its internal project number) at the 1963 Internationale Automobil-Ausstellung, better known to English speakers as the Frankfurt motor show. The 911 was developed as a 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 first 911 models are the 'A series', the first 993 cars are the 'R series'.). It often changes annually to reflect changes for the new model year. A note on designations: the series letter (A, B, C, etc.) is used by Porsche to indicate the revision for production cars. .
It is often cited as the most successful competition car ever. 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. All 911s use six-cylinder boxer engines. Mechanically it is notable for being rear engined and, until the introduction of the all-new Type 996 in 1999, air-cooled.
The famous, distinctive and durable car has undergone continuous development since its introduction in 1964. The Porsche 911 is a sports car made by Porsche AG of Stuttgart, Germany. ISBN 0-9541063-8-5. Herridge & Son.
Raby, P (2005) "Porsche 911 Identification Guide". ISBN 1-901432-16-5. MBI Publishing. Original Porsche 911.
Morgan, P (1995). ISBN 0-75252-072-5. Parragon. Porsche: The Legend.
Wood, J (1997). ISBN 0-7509-2281-8. Sutton Publishing. Porsche 911.
Meredith, L (2000). ISBN 1-85260-590-1. Patrick Stevens Limited. Porsche 911 Story (sixth edition).
Frère, P (1999). 1st, Rallye des Pharaons (959, Saeed Al Hajiri). 2nd, Paris-Dakar Rally (959, Jacky Ickx/Claude Brasseur). 1st, Paris-Dakar Rally (959, Rene Metge/Dominic Lemoyne).
1st, Paris-Dakar Rally (953, Rene Metge/Dominic Lemoyne). 1st, Tour de Corse (911SC/RS, Jean-Luc Therier). 1st, Monte Carlo Rally (911 Carrera RS 3.0, Jean-Pierre Nicolas). 2nd, Safari Rally (911 Carrera RS 3.0, Björn Waldegård).
3rd, 1000 Lakes Rally (911 Carrera RS 3.0, Björn Waldegård). 1st, Monte Carlo Rally (911T, Björn Waldegård). 1st, Monte Carlo Rally (911T, Björn Waldegård). 1st, Swedish Rally (911T Björn Waldegård).
3rd, Monte Carlo Rally (912, Vic Elford). 5th, Monte Carlo Rally (911, Herbert Linge).