• Home
  • sports-car
  • Call Rt 12 in the super test on the Nordschleife and Hockenheimring

Call Rt 12 in the super test on the Nordschleife and Hockenheimring

Gargolov, Herzog
Reputation Rt 12 in the sport auto-Supertest
Subscriptions & booklets

D he question whether the common User is able to use the excellent possibilities of the gigabytes and megapixels slumbering under his hands with appropriate efficiency, is obviously as idle as the question of the sense and purpose of providing several hundred horsepower.

Let's face the facts boldly: Here as there, it is primarily your own capacities that put an end to the pursuit of an even better solution or an even more promising result. No matter how big the delta between the optimum mapped out by the technology and the possibilities of the subject operating it, the pressure to broaden one's horizons certainly does not decrease with increasing computer or horsepower performance. On the contrary: it rises analogously, unless you want to completely ignore the achievements. Against the background of the nominal benchmarks, by which the reputation Rt 12 defines itself impressively as well as demanding respect, it is first of all, as with all challenges of this kind, to subject oneself to an examination. This applies both with regard to the almost overflowing range of services of the brilliant blue driving dynamics miracle in this case as well as simply in monetary terms. Even the test car price of 320,217 euros does not allow any bottlenecks. And the requirements in terms of firmness of character are no less demanding. Without flax: Wouldn't it be advisable for land-based missiles like this to first ask the question of a stable, self-contained personality before the sales contract is negotiated? Okay, the application will be withdrawn - otherwise the potential customer base would possibly shrink to an unhealthy range.

The rocket demands strength of character

The one in the car-loving foreign country - especially in the Near and Far East -, for some time already legendary reputation of the renowned, in Allgäu Pfaffenhausen-based Porsche tuner with manufacturer status has always been based on the promise of the highest possible level of motor violence - and consequently, correspondingly persistent outbursts of temper. The meanwhileFor the twelfth turbo generation of the house, thanks to the super test results that are available for the first time, it should now be easy to fertilize the lofty dreams of the clientele, who are mostly struggling with restrictions, with even more input.
The Rt 12 built on the wider body shell of the Carrera 4 represents nothing less than the sensational tip of the small but noble Ruf product pyramid - if you look at the one in the final phase of development, similar to Koenigsegg's CXX or Paganis Zonda F extreme athlete named Ruf CTR 3, who lives in the far-off automotive upper class.
What the well-known small manufacturer from southern Germany, which is about to open a second production facility in Middle Eastern Bahrain, confidently describes itself as the 'new dimension of driving pleasure', is defined again, following the Ruf tradition, by a special motor feature in the rear. Although this has all the typical features of a 911 turbo engine, it differs significantly in detail from the current Porsche units.

This is how a completely new six-cylinder boxer with, among other things, a special crankshaft, new cylinder heads and, last but not least, a self-developed biturbo system including conventional superchargers, is being created in the Ruf factory halls using the old engine housing from the 996 Turbo pressurize the boxer engine, which in this case has been bored out to 3.8 liters displacement, with 1.3 bar. Ruf easily compensates for the systemic disadvantage of the poor response behavior of the two comparatively large KKK turbines, which in contrast to the Porsche series still work with rigid blades, by increasing the displacement to 3,746 cubic centimeters. To do this, the bore is enlarged to 102 millimeters.
The result can not only convince - it is overwhelming. The exemplary running smoothness from the first turn of the ignition key is spontaneously expressed not only in a quiet idling, but also in a restrained, but stimulating, hoarse tone and in an absolutely vibration-free, silky engine run. The boost range, announced with the typical bright turbo whistle, does not suddenly join the action as feared. Rather, it adapts in a neat way the smooth transition known from the series turbo from one, shall we say, more rational world to the other, which, it seems, is freed from all shackles and indolence. On this side of the full boost pressure, the Ruf Rt 12 truly shows the obliging face of someone open to everyday stressOpportunists.

The turbo whistle is not followed by a blow

The duty of care often associated with heavily doped sports engines, which often hinders the driver more than in the dynamic partial load ranges happy, is not demanded at all by this masterpiece of engine construction.
With this overture, which is just as relaxed as it is polished, the Porsche derivative, which is extremely lazy to move, cleverly weighs all those for whom the following dramaturgy of the play no longer plays a role due to a lack of opportunity or lack of interest. Because what comes next is a hardcore program of burning heat. One that simply offends a crew not prepared for such excesses. In the case of the Ruf Rt 12 with 650 HP and a torque of a grandiose 870 Newton meters, the bare readings convey so much explosiveness that one can confidently do without additional literary effusions. The cat-like jump from standing to 100 km /h, because it is carried smoothly, is done in just 3.6 seconds.
The second really serious hurdle at 200 km /h is taken by the two-seater, apparently not so ideally trained, at 1,573 kilograms in less than ten seconds.

The fact that, against the background of Ruf's traditionally cultivated, sympathetic concentration on the technically relevant, did not succeed in reducing the power-to-weight ratio to less than two kilograms per hp, may spontaneously give rise to pouting. But joking aside: the remarkable power-to-weight ratio of 2.4 kilograms per horsepower is achieved here despite the all-wheel drive, which is usually saved for the purpose of increasing speed. And that adds up to around 50 kilograms of additional weight. In addition, in Rt 12 there is hardly any question of a spartan poor-people atmosphere - at least in the case of the test car, (almost) everything is possible.
Remarkably, the drive system used is not the current version from the 911 Turbo, which is heavily dependent on electronic interventions, but the structurally simpler predecessor version with viscous coupling.
As it should be in such an environment, fortunately, the influences of all-wheel drive are always profoundly effective - both in a positive and in a negative sense. In other words: the variable force distribution in the limit area, for example under load changes, does not have a negative effect on driving behavior. The peculiarity often complained about with all-wheel drive users of dancing around the vertical axis when the gas supply changes, is with this compactly laced powerhouse that the performance is actually in fullUnderstand how to implement scope, not an issue. In terms of character, the Rt 12 reveals the attitude of a powerful rear-wheel drive vehicle, which can only complicate handling in the most extreme cases.

The Rt 12 is not a dancer

However, under the influence of the highest torque, it is - understandably - no wonder when the rear vigorously tries the lunge. The 870 Newton meters under the gas pedal are preferably treated with respect if the arrangement is to last.
Obviously, the Rt 12 is not a racing device that is only intended for the needs of the racetrack and is therefore bone-dry, but primarily a sports car that has been carefully prepared for the varied and changeable conditions of everyday life. Regardless of this, it is good to know that the completely invisible roll cage integrated in the front area of ​​the cockpit significantly increases stability again. The additional invoice item, however, amounts to an incredible 13,804 euros. The fact that unpleasant crackling noises from this area were noticeable in the case of the test vehicle is due to the high mileage and the, according to the manufacturer, high demands of various extreme applications.
The generally satisfactory rolling and suspension comfort does not include any undue hardship. On the other hand, the consequence of this is that when you drive hard, you can feel the body's tendency to roll, which is somewhat unusual for this genre.

The compromise in terms of setup, obviously made with a lot of experience and sensitivity on the wide 19-inch wheels equipped with Michelin Pilot Sport Cup tires, shows itself in spite of - or because of - the focus on the The requirements of the public road are gratifyingly strongly committed to the Nordschleife. Because of the many passages in which the vehicle is heavily loaded and unloaded, this also requires a reasonable minimum amount of suspension travel.
Against the background of the almost apocalytic pace, which can be developed in the Rt 12 in a very short time without much fuss, it is good to know that appropriate precautions have been taken both in terms of the chassis and in terms of aerodynamics. Compared to the top speed of 361 km /h determined by the sister magazine auto motor und sport for safety's sake on the huge circular orbit in Nardo, the highest speed of 308 km /h measured by sport auto in the super test with the same car spontaneously seems a bit slow. But if you reflect on the point at which the data recording notes this number, then your breath could falter a little: namely just in front of the bridge where the DöttingerHeight into the super-fast left bend on the Tiergarten section.
The difficult mixture of ambition and respect that had been completed until then with a 650 HP in the back lit, the Nordschleife seriously robbed the pilot of confidence only once. Namely when the braking system, which had been stored in the head as absolutely reliable and biting, refused to work for a large part - of all places in the precarious braking zone in front of the Carraciola carousel.
The reason: Because of the strong relief after the summit, which was at least completed at tremendous speed, the ABS unfortunately felt called upon from the very first braking moment to intervene spontaneously with full control frequency in the already dramatic events. As a rule - you guessed it - you often run out of track in such situations ...

The ABS is overzealous

Whether it is the The lack of adaptation of the ABS to the sports tires used for the first time for the Supertest and /or the relatively lush downstroke, which meant that the relief at the time of 'landing' was still too strong, can only be assumed. Apart from this exceptional situation, which can also be seen in the context of the immense thrust, the Ruf biturbo on the Nordschleife, contrary to its formidable profile, sets itself apart in a way that is definitely a role model among its sometimes neurotic competitors. That he would convince in the Supertest criteria, which was completely unfamiliar to him, could not necessarily be expected in view of the Vmax talents previously documented.
As if he had become a disciple of the Zen philosophy in the car, the Ruf-Biturbo reveals itself to viewers and occupants alike with the serene self-assurance of the self-contained: it knows what it can do. And everyone who sees him and feels his aura experiences the tremendous power that he embodies. Or to put it more objectively: This is a skilful demonstration of what the focus on the essentials can bring about in the result.


Leave a reply

Name *