Stuttgart, Alemanha. About the Porsche 911 GT1 Stra?enversion (Street Version) The Porsche 911 GT1 was a racing car designed for competition in the GT1 class at the 24 Hours of Le Mans and sold as a road car for homologation purposes. The limited-production street-legal version was labeled the 911 GT1 Stra?enversion (Street version). Porsche debuted the 911 GT1 in 1997, announcing that it would compete at the 1998 24 Hours of Le Mans. In spite of its name, the car actually has very little in common with the 911, its floorpan was taken from the 956/962 Group C car. In addition, the GT1 featured a water-cooled, twin-turbocharged and intercooled, four valve per cylinder flat-six in a mid-mounted position and making about 600 hp (450 kW). In comparison, the 993 generation 911 GT2, which was otherwise the company's highest-performance vehicle, used an air-cooled engine with only two valves per cylinder and mounted in the rear, which was the traditional layout for the 911. The new vehicle was an outright success at Le Mans, winning the GT1 class at its debut race, although it lost the overall victory to Joest Racing's Porsche WSC-95 prototype, still a success in that this vehicle used a Porsche powerplant. The 911 GT1 made its debut in the BPR Global GT Series (the FIA championship's predecessor) at the Brands Hatch 4 hours, where Hans-Joachim Stuck and Thierry Boutsen won comfortably. They followed up by winning at Spa and Ralph Kelleners and Emmanuel Collard triumphed for the factory team at Zhuhai. The '96 GT1 had around 600 hp (450 kW) - according to some rumors, the real power of the flat-6 was 640 hp (480 kW) - and was clocked at a top speed of exactly 330 km/h (205 mph) on the legendary Mulsanne Straight in the practice sessions of the 1996 Le Mans 24 Hours Race (presumably on a low downforce setup). Regulations for the GT1 category stipulated that to be eligible, a total of 25 cars must be built for road use. Porsche developed a fully road-legal version, dubbed "911 GT1 Strassenversion," and delivered one in early 1996 to the German government for compliance testing, which it passed. The engine had to be slightly de-tuned to meet European emissions laws, although its 700&bhp;PS (400 kW) and dry weight of 1,100 kg (2,425 lb) proved to be more than adequate; the vehicle could accelerate to 100 km/h (62 mph) from a standstill in 3.3 seconds on its way to a top speed of 378 km/h (235 mph). About The Porsche Museum The successful record of Stuttgart’s sports-car manufacturer – Porsche is both the smallest independent German automaker and the world’s most profitable automaker – is based on decades of experience in automotive manufacturing and in motorsports. The history of Porsche sports cars begins in 1948 with the legendary Type 356 "No. 1,” but the conceptual basis of the brand is the result of the lifelong work of Professor Ferdinand Porsche (1875–1951), which was continued by his son Ferry (1909–1998). By establishing an independent engineering office in Stuttgart in 1931, Ferdinand Porsche laid the foundations for the House of Porsche, and he made automotive history by pioneering developments for his client companies. During the past six decades, Porsche has experienced many high points as well as low ones. But thanks to efficient production methods, distinctive positioning of its brand, and innovative models such as the 356, 911, 914, 924, 944, 928, and the Boxster and the Cayenne, the former sports-car specialist has developed into one of the world's most successful automobile manufacturers. This unique history is both an honor and an obligation. Porsche customers, shareholders, and Porsche fans had often expressed their wish for an inspiring place in which to display the corporate history, and in July 2004 Porsche’s Management Board responded by approving the construction of a new museum at Zuffenhausen’s Porscheplatz. After three years of construction the museum as an architectural emblem of the Porsche brand makes now history as the most spectacular building project ever undertaken by the company. The Porsche Museum houses a Central Department offering all the historical and contemporary knowledge about Porsche. It serves to present the fascinating thrill and diversity of the Porsche brand to visitors from all over the world. About 80 vehicles and many small exhibits will be on display at the new Porsche Museum in a unique ambience. In addition to world-famous, iconic vehicles such as the 356, 550, 911, and 917, the exhibits include some of the outstanding technical achievements of Professor Ferdinand Porsche from the early 20th century. Even then, the name of Porsche stood for the commitment never to be satisfied with a technical solution that fails to fully meet or exceed all of its requirements, including opportunities for further improvement. From the lobby, visitors ascend a spectacular ramp to the entrance of the spacious exhibition area, where they

"The Merkel" brand first appeared in Milwaukee Wisconsin in 1902 when Joseph Merkel set-up shop producing single cylinder motorcycles. Merkel was among the most innovative of the pioneer motorcycle companies. By 1905 Merkel had decided to engage in competition, and produced several racing machines. Merkel's motorcycles were to set many performance standards during the emerging American racing scene. These machines and their riders enabled Merkel to develop a patented spring front fork that was to become the forerunner of the modern telescopic front fork. This fork became the instrument of choice on racing machines of other builders. Also developed was the monoshock rear suspension, a system used today on modern motorcycles. Merkel's slogan became: "All roads are smooth to The Flying Merkel". Merkel also used ball bearings as opposed to bronze bushings in the engine. In contrast to primitive atmospheric pressure intake valves, Merkel designed a cam-actuated mechanism. Merkel also pioneered a throttle-controlled engine oiler that long preceded Harley's and Indian's use of such a device. The company was purchased in 1909 by the Light Manufacturing Company, and was moved in its entirety to Pottstown Pennsylvania, producing machines with the "Merkel Light" and subsequently "The Flying Merkel" names. Joseph Merkel began immediately experimenting with frame and suspension improvements, and new engine designs. A young test rider by the name of Maldwyn Jones rode one of Merkel's creations. An inventive mechanic and racer, Jones set up the bike and defeated the reigning champion Erwin G (Cannonball) Baker in a ten mile race. The following season, Jones turned professional and won three of four races on a machine bearing "The Flying Merkel" logo on the tank. Jones went on to become a national champion racer and helped Merkel achieve recognition among performance enthusiasts. In 1911 the Miami Cycle Manufacturing Company purchased Merkel, and production was moved to Middletown Ohio. The Miami Company, organized in 1895, was building bicycles and Motorcycles using names best known as Raycycle, and Miami. The Merkel acquisition gave Miami the high-end product that it needed to be regarded as a premiere manufacturer. The factory racing team by then expanded to include such names as LS Taylor, FE French, CF Pinneau, and W Wikel. In 1914 The flying Merkel won the National endurance run from Chicago to St Louis. Maldwyn Jones then broke a world's record on the Vanderbilt Course. When he returned to Middletown he was given a hero's welcome. Engineering innovation, high quality, and racing successes were not enough to sustain this progressive endeavor. The onset of war and, a contracting market, and increased competition caused production of The Flying Merkel to falter. The final Merkel machines were produced in 1917. Source: Yesterdays.nl