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Forza Motorsport 6 Porsche Expansion

Turn 10 Staff
Tuesday, March 1, 2016

The ultimate Porsche experience arrives today on Xbox One with the release of the Porsche Expansion for Forza Motorsport 6. Players can now explore a collection of the most thrilling cars in Porsche’s history in ways that are only possible in Forza Motorsport 6.


At the heart of the Porsche Expansion is the all-new Campaign, the Porsche Anthology, where players experience 60 years of innovation and performance from the famed manufacturer. Designed and curated to bring more than 20 legendary Porsche models and moments to life, including nine new to Xbox One, the Porsche Anthology lets players dive deep into an amazing lineup. As the voices of the Porsche Anthology Campaign, world-renowned Porsche drivers like Hurley Haywood, Derek Bell, and Patrick Long offer their unique insights and expertise on what makes each of the cars in the Porsche Expansion so special.



With Forzavista-enabled Porsche models to collect, customize and race, the Porsche Expansion features a selection of the most fascinating and exciting cars in Porsche history. From groundbreaking early pioneers like the 1957 356A Speedster to bleeding-edge engineering marvels like the 2015 #19 Porsche Team 919 Hybrid, Porsche’s storied past as well as its innovation-driven present is on full display. The Porsche Expansion also introduces a brand new destination for players to master – Virginia International Raceway – which includes seven distinct ribbons, as well as night and wet configurations.


The Porsche Expansion is available now for $19.99 exclusively on Xbox One. All cars in the Porsche Expansion will be automatically delivered to each player’s garage upon purchase and download. Now let’s take a closer look at the Porsche models that can be found in the expansion.


2015 Porsche #19 Porsche Team 919 Hybrid

After a 16-year absence from prototype-class racing, Porsche made a grand return to the FIA World Endurance Championship in 2014. While the 2014 car saw some success (finishing third behind the dominant Audis), Porsche came back with a new car sporting nearly 90 percent new parts for 2015. The #19 919 Hybrid won the 2015 24 Hours of Le Mans driven by Earl Bamber, Nico Hulkenberg, and Nick Tandy. This squad of talented drivers perfectly complemented the 2.0-liter V4 turbocharged motor that makes 500 hp, coupled with a hybrid system that adds 400 more horses. The 919 comes in at the class minimum weight giving it a further advantage. As the winningest brand in racing history, Porsche has brought nothing but the best to ensure it keeps that title.



1960 Porsche 718 RS 60

The 718 RS 60 represents the evolution of the “Giant Killer” 550A Spyder. This open-cockpit racing car brought a 160hp 1.6-liter quad-cam mid-engine layout to bear and an improved front frame that resembled the letter K (hence the model became known as the “RSK”). Rearward, the new double-wishbone suspension gave this already nimble machine even more apex-hunting ability. In 1960, the RS 60 won the 12 Hours of Sebring, the Targa Florio, and defended its European Hill Climb Championship for the third time. In an era where the RSK competed against Ferraris with nearly double the displacement, the mighty 718 tied the cars from Maranello for the manufacturers championship in the 1960 World Sportscar Championship. Put the 718 on a pedestal and admire its form or its accomplishments in racing; either will leave an impression like few others.



1957 Porsche 356A Speedster

On the outside, the 356A looks very similar to its forefather, the 356, which was created by Ferdinand “Ferry” Porsche. The Speedster is of course the convertible version of the 356 with a beautiful (and removable) curved windshield. Underneath the rear hood sits a  1600cc  engine that gave the 356A plenty of go for it's lightweight chassis. The suspension was entirely revised with softer springs and stiffer dampeners to optimize the latest tire technology. The end result is a stepwise evolution in classic Porsche fashion. Take the Speedster for a spin and throw it into a corner, or just take it to a picturesque spot and hone your “Forzatography” skills. This is a Porsche for all occasions.



1998 Porsche #26 Porsche AG 911 GT1 98

It may have been known as a 911 but, in truth, the #26 AG 911 shared very little with that iconic model. It wasn’t even rear engine. The GT1 actually shares more in common with the 962, borrowing its water-cooled, twin-turbo flat-six and most of its rear end. It was also the first carbon-fiber chassis Porsche. These elements merged into a package that delivered a 0-60 time of 3.3 secs and 0-100 in six seconds flat. A top speed of 194 mph didn’t set any records but ranked it among the fastest of the era. Regardless, it was a blazing success from its inception, winning the GT1 class at its debut at Le Mans and delivering Porsche its record-breaking 16th overall triumph at Le Mans.



2004 Porsche 911 GT3

Developed for the track and adopted by some of the most successful GT3 race teams, the first year 911 GT3 was a purpose-built track car that tolerates the street. The long list of victories its Cup model cousin has delivered to its owners is a testament to what you can expect from the GT3’s performance. Out of the box, the GT3 produces 380 horsepower and 285 foot-pounds of smooth and precise torque. That’s enough to make 0-60 in less than five seconds and 0-100 in just under ten. In the GT3, Porsche test driver Walter Rohrl lapped the Nürburgring in 7 minutes 56 seconds, setting the fastest lap for a production car in 2004. Some say this model is a return to a less sedate 911, or that it’s capable of more than the average driver can handle. But when a racing class is part of the car’s name, shouldn’t that be notice enough?



1987 Porsche #17 Racing Porsche AG 962c

Achieving the title of “most successful racecar of all time” didn’t come easy. Even for Porsche, overcoming rule changes and remaining competitive was a tall order. The 962 is, in fact, only a slightly longer 956, lengthened to accommodate FISA rules requiring the driver’s feet to be aft of the front-axle centerline. For 1987, Porsche brought in a more reliable and powerful 3.0-liter, six-cylinder, water-cooled, twin-turbo motor which boosted the car to 41 wins in the World Sportscar Championship and six victories at the 24 Hours of Le Mans. It’s no surprise the 962 achieved as many championships as it did, given its 710bhp and well-behaved drivability. Several carmakers went on to produce a limited number of street legal versions, but more than likely the only seat time you will see is here in Forza.



1955 Porsche 550A Spyder

Known as the “Giant Killer,” the 550 was Porsche’s first foray into building cars specifically designed for racing. Actor James Dean bought and intended to race his 550 at Salinas in the fall of 1955 but died in a car accident shortly after completing filming of the movie “Giant.” The 550 with a Type 547 1.5-liter, flat-four, air-cooled engine produced a little more than 100 horsepower. One of the biggest steps forward was the space-frame tubular chassis, which made it immensely lighter than its racing competition, as well as rigid and stable. This car set in motion Porsche’s racing prominence and helped build a reputation that sparked global sales. The 550 is nimble, agile, well-balanced, and quick even bone stock. It generates a feeling of confidence and glory when being pushed through corners. Even when pitted against heavier, larger displacement cars, you will find that bigger is not always better.



2011 Porsche #45 Flying Lizard 911 GT3 RSR

With its distinctive snake head logo, the look of the #45 Flying Lizard GT3-RSR proves to be just as sharp as its on-track performance. The team has run versions of the 911 GTR-RSR continuously in GT racing since its first competition in 2004. In the 2011 ALMS campaign, the car was driven by Joerg Bergmeister and Patrick Long, who managed to bring the car to a third place overall finish in the ALMS GT Team Championship. The car’s 4.0-liter, six-cylinder boxer engine is capable of 456 horsepower and 332 foot- pounds of torque. In other words, just like its mascot, the Flying Lizard GT3-RSR will take a bite out of you if you aren’t careful.



2008 Porsche #7 Penske Racing RS Spyder Evo

Penske Racing helped bring Porsche back to the top of LMP2 racing with the #7 RS Spyder Evo. Porsche had left the class to others while it pursued development of the Cayenne SUV. With Penske as a U.S. representative, competitors faced the harsh reality of Porsche’s return when it won its class at its debut at the 12 Hours of Sebring. 2008 also saw a return to Europe and the Le Mans series. During the series the bright yellow #7 proved its dominance by soundly beating the class-leading Audi R10 and Peugeot 908. At Le Mans the #7 proved its reliability despite doubts and took top honors. In the three years since its inception the Porsche RS Spyder has won nearly everything. Spend some time behind the wheel of this champion and you will find its track prowess worthy of its racing record.



1989 Porsche 944 Turbo

The 1989 Porsche 944 Turbo represents the highest level of performance the 944 model line ever reached. For 1989, the 944 Turbo retained all the features of the 944 Turbo S, except the “S”. The ”S” model was built to the specifications of Porsche’s European Cup car. This included 30 more horsepower, larger brakes, larger sway bars, a limited-slip differential, and ABS. Many will attest to the 944 Turbo’s performance being that of a supercar at a sportscar price. Delivering almost 250 horsepower from its four-cylinder 8-valve 2.5-liter engine, it will do a quarter mile in about 14 seconds, 0-60 in 5.5 seconds, and reach a top speed of 162 mph. All of which beat a 911 Turbo in 1989. Even though quite affordable today and readily available, the experience you get in Forza 6 will give you a taste without having to sign paperwork.



1982 Porsche 911 Turbo 3.3

The early 1980s were a challenging time for performance cars in the U.S. due to ever-increasing EPA regulations. So challenging, in fact, that the 911 Turbo -- known as the 930 in America -- was withheld from the U.S. and Japanese markets until 1986. The flared wheel arches and whale-tail were definitive characteristics of the 911 Turbo. Despite its evident turbo-lag, the 296 horsepower, air-cooled flat-six delivered aggressive performance and strong acceleration. Power was delivered through a four-speed, though a five-speed was available in the lesser, non-turbo Carrera. While 911’s have always been born -- perhaps blessed -- with oversteer, when coupled with the turbo-lag, the car could be more than a handful when accelerating through a corner. It’s hard to believe at this time some at Porsche considered letting the 928 replace the 911. Thanks to then-CEO Peter W. Schultz, the 911’s future was ensured and its legendary status continued.



1970 Porsche 914/6

Conceived in collaboration with Volkswagen, the 914 was to be an economical sports car replacing the VW Karman Ghia and giving Porsche something to call entry-level. Most were produced with VW flat-four-cylinder motors and, in Europe, these were VW badged as well. Only 3,360 914/6’s were produced. The 2.0-liter, flat-six made significantly more (35) horsepower than the largest VW flat-four available in the other models. All had a five-speed transaxle. Porsche entered a 914/6 GT in the 1970 24 Hours of Le Mans endurance race and it took its class and sixth overall; not too shabby for an entry-level sports car. The 914’s mid-engine, rear-wheel drive and near perfect weight balance make it a confidence-inspiring drive through corners. It’s also an endearing starting point for those wishing to own a Porsche, with a combination of fine performance and elegant aesthetics.



2012 Porsche Cayenne Turbo

When Porsche left LMP racing in 1999 to pursue development of an SUV, the racing community missed the German innovator and dominant multi-year champion. It begged the question, “What is Porsche doing building an SUV?” Well, not only has the Cayenne been a profitable venture since its release, the SUV market has never been the same. Running errands and picking the kids up at soccer in a 500 horsepower twin-turbo driven 4.8 liter makes more than a statement. The Cayenne Turbo’s top speed is above 170 mph and its 0-60 time is just over four seconds. Coupled with an all-wheel drive system that keeps all that power under control on any road condition, it is now OK to use “SUV” and “performance” in the same sentence. Compare its ability on the track with any other SUV and you will see the Cayenne is still in a class by itself.



2014 Porsche 918 Spyder

Forget everything you have ever thought about hybrids before you consider the 918 Spyder. It is the culmination of years of research and technical prowess from the first company that ever sported a prancing horse on its badge. The 918 Spyder is the starting point of a new era of performance and has raised the bar of what can be expected of a car, even a hypercar. Nearly 900 combined horsepower from its 4.6-liter naturally-aspirated flat crank V8 and hybrid electrical system and built almost completely of carbon fiber make it a technological marvel. The 918 Spyder already set a production car lap record at Mazda Raceway Laguna Seca and shattered the production car record at the Nürburgring by 14 seconds. It is visually stunning in all regards and distinctly Porsche even though it looks like no other Porsche ever. The blank sheet of paper 918 designers started with produced innovations in every direction and convention was left by the wayside. The result is nothing less that the spark of a new generation of the highest performing vehicles the world has ever seen.



2015 Porsche Macan Turbo

When Porsche entered the SUV market years ago with the Cayenne, some enthusiasts hemmed and hawed. What should have come as no surprise is that Porsche created something amazing, and the Macan is no different in the crossover class. The Macan is a tiger in the real world, and in Turbo form it is both beautiful and prodigiously powerful. So once again there’s no reason to worry that Porsche has expanded its line in to more sedate regions, they are still making the most exciting vehicles in their class.



1987 Porsche 959

Porsche’s deep pockets and never ending desire to explore possibilities drove the endless list of innovations that make up the Porsche 959. Some call the 959 Porsche’s supercar. Certainly it competes with anything that came out of Italy at the time. Technologically speaking the car was worlds away from any car of the era and, with only 230 built, the term “exotic” is fitting. The estimated build cost of each 959 was more than $500,000 but the cars sold for $225,000 each. Porsche called it an investment, hoping components could be used in future models. However, the only technology ever used was the four-wheel drive system that was part of the Carrera 4. Power was derived from the 962 Group C racecar and put out 450 horsepower, the highest on record at the time for a road car. The car used a sequential twin-turbo which aided responsiveness and efficiency in power delivery. The list of innovations goes on, leading to a slightly heavy curb weight. The 959’s race history is both on and off-road; it even won its class in the Paris to Dakar Rally, something the Italians cannot claim.



2014 Porsche 911 Turbo S

If you have a problem accepting progress, or if technology frustrates you, the 2014 911 Turbo S is here to help. Its amazing powers start with 560 horsepower coming from the 3.8-liter, twin-turbo flat-six out back. Those compressors offer further therapeutic benefits from variable vane technology that helps them spin up even faster. To keep the tires from spinning up nearly as fast, the Turbo S is all-wheel-drive. Thanks to a new liquid-cooled Haldex hydraulic device the front wheels can handle even more torque. When you put this kind of uncanny acceleration together with world-class top speeds, the 911 Turbo S could be considered a supercar in touring car clothing. New four-wheel steering technology enables tighter and more stable turns at slow or high speed, ensuring that any questions about the value of progress are completely acknowledged, if a bit pointless.



2015 Porsche Cayman GTS

There is nothing entry-level about the Cayman GTS, except, possibly, where Porsche places it in its lineup. Performance numbers put the Cayman GTS right alongside a base 911 Carrera, so when you look at it from the perspective of what car you are getting for your money, it really just comes down to where you want the engine. The Cayman is of course a mid-engine design that eliminates the back seat while providing improved weight balance. Who really needs a back seat in a car that is meant to take the twist out of every turn and is ready to be tossed around at will anyway?



2012 Porsche 911 GT2 RS

A 611-horsepower engine crossed with an elegant leather interior. The most powerful production car ever built by Porsche, coupled with looks that would cause a sailor to blush. The 2012 Porsche 911 GT2 RS is the top of the line version of Porsche’s 911 and features stunning looks along with twin turbos, an adjustable suspension, carbon-ceramic brakes, and the kind of power that demands attention. No wonder so many reviewers referred to Porsche’s masterpiece as “Beauty & the Beast”— it’s at once a stunning piece of automotive eye candy, and objectively one of the most terrifyingly powerful cars to be released in years. Yet, despite its grunt, the GT2 RS manages its power well. A few turns in the GT2 RS is all you need to be convinced: this is a smooth-driving and easy-to-handle car at low speeds and one that will peel your face off at the limit.



2003 Porsche Carrera GT

Unveiled at the 2003 Geneva Auto Show, the 2003 Carrera GT was Porsche’s first concept car since the last 959 rolled off the line in 1988. It’s also astounding. Porsche has taken the use of lightweight materials to a new level with its carbon-fiber monocoque chassis, magnesium wheels, and titanium pushrods. Never before had such materials come together in a car. The result is a motor with almost zero rotational inertia, and a chassis that has nearly zero flex. And yes, it’s light. The 5.7-liter V10 creates 605 horsepower and throttle response likened to an F1 racing car. The Carrera GT will hit 124 mph in less than 10 seconds and has a top speed of 205 mph. What sets this supercar apart is the lack of electronic aids. There is no traction or stability control; there are no paddle shifters or automatic rev matching. This is a driver’s supercar that is superbly engineered and puts the responsibility of reaching its performance potential firmly with the pilot. Unlike faster cars in its class, handling in corners was not compromised for top speed potential.



2012 Porsche 911 GT3 RS 4.0 (997)

The 911 GT3 RS 4.0 takes the 997 out with a bang. It was so late in the coming that Porsche had to restart production on the model. Needless to say, the wait was worth it. All 600 RS 4.0 sold quickly, despite their price and far beyond street-level performance. The fact is most GT3 owners take their rides to the track regularly, and the RS 4.0 is the king of GT3s. The 4.0 in the moniker stands for the displacement that is .2 liters larger than the GT3. That displacement comes from a longer stroke, and coupled with enhanced air-flow, titanium connecting rods, and a single-mass flywheel, the RS 4.0 brings 50 more horsepower to the track. The roar of the flat-six is more than enough to encourage hitting the 8,500 rpm redline, but this race-bred brute just loves to scream throughout the power band. Sure you can drive the GT3 RS 4.0 on the road, just make sure that road leads to the nearest race circuit.



New Track: Virginia International Raceway

One of America’s greatest race tracks, Virginia International Raceway (VIR) is nestled in the beautiful rolling hills on the state line between Virginia and North Carolina. Considered one of the most challenging tracks in North America (if not the world), the track’s 17 turns over 3.27 miles are acclaimed by drivers from all racing disciplines. While the track layout has never been altered since its inception in 1957, several sections have been widened to better accommodate passing. VIR is a track that will take time to master; there is speed to be found all over the track and, given its considerably narrow run, mistakes will cost you. Variety is everywhere too; from the long straights where power is king to the Oak Tree corner, a lap of VIR feels like a journey. In the early years, you could find racing greats like Carroll Shelby and Richard Petty taming these turns. Today, VIR remains a vigorous and unforgettable challenge for cars and drivers of any age.