The most successful manufacturer in the history of motorsport arrives with the Porsche Expansion for Forza Motorsport 6. Drivers can experience 60 years of innovation and performance in the Porsche Anthology, an all-new Career mode, designed and curated to bring legendary Porsche cars and moments to life. With 21 amazing Porsche models, brand new Multiplayer events, and a brand new track – Virginia International Raceway – the Porsche Expansion lets players experience the iconic manufacturer as only Forza 6 can deliver.
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. 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.
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.
2014 Porsche 918 Spyder
The 918 Spyder 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 set a production car lap record at Mazda Raceway Laguna Seca and shattered the production car record at the Nürburgring by 14 seconds.
2012 Porsche 911 GT2 RS
A 611-horsepower engine crossed with an elegant leather interior. 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.
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. 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.
2011 Porsche #45 Flying Lizard 911 GT3 RSR
The Flying Lizard 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.
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.
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. 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.
2003 Porsche Carrera GT
Unveiled at the 2003 Geneva Auto Show, the 2003 Carrera GT was Porsche’s first concept car since the 959 rolled off the line in 1988. Porsche took the use of lightweight materials to a new level with its carbon-fiber monocoque chassis, magnesium wheels, and titanium pushrods. 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.
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.
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.
1987 Porsche #17 Racing Porsche AG 962c
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.
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. 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 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.
1982 Porsche 911 Turbo 3.3
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 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 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. The 914’s mid-engine, rear-wheel drive and near perfect weight balance make it a confidence-inspiring drive through corners.
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.
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 its lightweight chassis.
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.
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, 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.
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