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Manthey Racing Reveals Performance Kit for 992 GT3

Tuning company and Porsche Motorsport affiliate, Manthey-Racing GmbH, have just revealed their first upgrade package for the new 992-gen Porsche 911 GT3 road car. Known more amicably as ‘Manthey Racing‘, the world renown P-car specialists have grown their reputation and fine-tuned their products on the Nürburgring Nordschleife, where their ‘MR’-equipped performance cars undergo the most rigorous of quality assurance benchmarks available on the planet.

With a proven track record (pun intended) over many years of providing measurable improvements, even to Porsche’s most impressive factory road cars, this latest iteration of the 911 GT3 MR is an amalgamation of all that experience in combination with Porsche’s best interpretation of the car to date. Needless to say, Manthey Racing isn’t your typical tuning company—in fact, Porsche AG owns a 51% stake in the company and have also recently incorporated Manthey products into their own Porsche Tequipment catalogue. Other recent works include the 991.2 GT3 RS MR, GT4 MR and GT4 Clubsport.

Now on to the good stuff; the newest MR car follows a similar formula to recent models, with a Manthey/KW suspension system, lightweight wheels, a brake upgrade kit and aerodynamic enhancements bringing the car to new heights both emotionally and quantifiably. Faster lap times, better performance, an enhanced connection between driver and machine, and the confidence to push the car harder than ever before, are some of the expected side effects of the MR package.

Arguably the most notable MR signatures on the car are the carbon fiber rear-wheel Aerodiscs—fitted exclusively to the Manthey OM-1 wheels—which help direct airflow more efficiently to the rear wing while providing the car with a truly distinctive appearance. First seen on the 991.2 GT3 RS MR, Aerodiscs are becoming an increasingly popular item in both the tuning and broader enthusiast communities as they are something that can make a car more distinguishable just on their own. A reimagined front splitter, rear wing assembly and diffuser (plus the addition of front dive planes) make up the remaining aerodynamic elements.

While the most apparent reason for giving any Porsche automobile the ‘Manthey Racing treatment’, is to push the performance envelope of the car, the company has been unequivocal in maintaining (if not enhancing) the factory car’s more road-going qualities. This means that owners of a GT3 MR can continue to enjoy the car as much on the public roads as they would on the race track, with the company going on to recommend doing it all on the same day to boot—race it at the circuit, then drive it to the opera, if you will.

“The team at Porsche in Weissach presented us with a big challenge when they produced the new GT3. Our goal of improving the performance of the Porsche GT models even further for track use, without making too many changes to the car’s essential DNA, and, at the same time, coming up with an attractive package for customers who love to drive on the track, has meant a lot of work for us with the new model. Alongside the performance, I’m also really pleased with the car’s appearance.” – Stefan Mages, Manthey Racing Head of Development

The company has promised that their 992 GT3 MR performance kit will be available for purchase in early 2022, although there is no word yet on pricing. As a Porsche-endorsed product, adding it on to the car will not void the warranty either. So, only one question remains for owners of the new GT3: “When are you ordering yours?”

December 17, 2021 / Comments Off

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Best Used Sports & Performance Cars ($100K–$200K USD)

Having a 6-figure budget (USD) at your disposal will certainly open the door to some pretty mouth-watering options when it comes to purchasing your next car. Sure, there’s nothing like the scent of fresh leather or Alcantara, along with that near-zero reading on the odometer that only a brand new car can provide. But pre-owned cars—especially ones in this price bracket—should always be part of the equation when cross-shopping between different models or brands.

Even if you do have your heart set on a very specific model, buying used can be a great way to go. If you can save a significant chunk of change by purchasing a used vehicle without taking on any meaningful additional risks, why not?

Cars these days have to pass the most rigorous quality assurance standards, and are more reliable, durable and well put together than ever before. History checks are easy enough to perform on your own, while dealerships often include reasonable short-term warranty coverage (i.e. ‘certified pre-owned’) as part of the sale. Often times, this makes the value of proposition of going ‘new vs. used’, one that is sentimental, rather than logical.

Of course, the current chip shortage and other economic variables have been at play recently; these have set the conditions for an almost-universal ‘hot’ used car market. In rare instances, some pre-owned cars have been going for near, or even over, brand new MSRP as the supply chain continues to be disrupted.

Regardless, here’s our list of the Best Used Sports & Performance Cars you can purchase in the $100K – $200K USD range. In the interest of keeping this list digestible, we’ve also filtered it down to cars produced within the last 10 model years; we’ll save older and vintage cars for another list.

All that being said, a lot of these examples will still have their original manufacturer’s warranty intact—not unlike a brand new car.

Porsche 911 GT3 (991.1, 991.2)

Price Range: $135K – $160K (2014-2015 model years, 991.1)

In an era ripe with 4.0L naturally-aspirated flat-6 911 GT3 and GT3 RS cars, the 991.1 GT3 might appear to be a bit of a black sheep with its smaller 3.8L unit. Used market prices generally echo this sentiment, but that also presents the opportunity to get into an amazing car at an attractive price.

In fact, this should make it a prime candidate for those who are looking for a capable track car, and would rather put their money where it really matters when it comes to this—more tires, more brake pads, and most important of all, more seat time. Better yet, the car still has a couple years remaining on the car’s 10-year engine warranty.

Price Range: $180K – $200K (2018 model year, 991.2)

The 991.2 GT3 commands significant premium over the first phase model as it is a better all-around car. This is in large part thanks to the use of the more robust and more powerful 4.0L unit. However, arguably more important than that, is the fact that the .2 models could also be had with a 6-speed manual transmission while the .1 models were exclusively PDK.

This has made the car more appealing to a wider ranging audience. Moreover, the 991.2 GT3 is the only 991-gen GT model that could be had with 3 pedals (barring the ultra-rare 911R), and has become a big hit with the purist and enthusiast crowds.

Chevrolet Corvette ZR1 (C7)

Price Range: $150K – $190K (2019 model year)

Before the new Corvette Z06 (C8), the Corvette ZR1 (C7) reigned supreme over all other Corvettes. The ZR1 is responsible for some important milestones for the model and the American automaker. For one, it served as the swan song for front-engined Corvettes—before they became mid-engined in the current C8-gen—and was the final model release in the previous-gen range.

Naturally, it also inherited top spot in the hierarchy as the most powerful Corvette ever produced; this remains a bragging right it continues to boast, even with the release of the aforementioned Z06.

It might be some time yet before we see the ZR1’s 6.2L supercharged V8 engine usurped in terms of output, with 755 hp and 715 lb-ft of torque at its beckoning. Improved aerodynamics help to provide some semblance of balance to this monster of a car, making it possibly one of the more underrated weekend warrior track cars out there.

Nissan GT-R Nismo

Price Range: $150K – $200K (2014-2019 model years)

As Nissan’s R35 GT-R platform really starts to show its age, most would agree that the Nismo models have been the only saving grace of what would otherwise be a case of ‘same-old-brand-new-you’. The range-topping R35 Nismo models have only been around since about half-way through the current decade+ lifecycle, first appearing for the 2014 model year.

While the Nismo models (2014-2019) have progressively improved over the years, there isn’t one model year that sticks out as being particularly more desirable at the moment, so you can expect a linear relationship between price and year, with other factors such as mileage and condition coming into play thereafter.

The GT-R Nismo was significantly refreshed for 2020 model year, with anything beyond that point commanding well over $200K new or used.

Mercedes-AMG GT

Price Range:$135K – $185K (2018-2019 model years)

While we believe that the track-oriented GT R models would serve well as grand tourers for most enthusiasts, we wouldn’t argue that the lower trims (GT and GT C) are better options as an everyday cruiser. Afterall, opting for either of those models also unlocks the choice of having them in Roadster (convertible) configurations.

Stepping up to the 577 hp AMG GT R nets you Mercedes-Benz’ flagship supercar, which is the amalgamation of half a century of motorsports success placed into a single Nürburgring lap. Lightened, sharpened and strengthened, its racing DNA is evident in every fiber of its body, chassis and soul.

For those looking for that extra bit of the apex-clipping good stuff, the limited edition ‘GT R Pro’ is an even more track-focused variant of the GT R. Only the special ‘Black Edition’ model is out of the scope of this price range.

Acura NSX

Price Range: $140K – $180K (2017-2020 model years)

I am one of those who believes that the new Acura NSX gets way more flack than it deserves. True, it seems to be missing the mark on harkening back to the original model—which most people were expecting, but was likely never really Honda’s intention—but it remains a very impressive car from a performance/outcome standpoint.

The company also recently unveiled a new Type S model, which starts brand new at $169,500; easily within our price range for this list. Well, it is, and it isn’t—the limited edition car is expected to command closer to $200K with options, and will likely go for prices inflated well beyond that when they eventually hit the used market.

Your best bet is to focus your search on the more-than-capable ‘base’ models, which come with the tried-and-tested 573 hp twin-turbocharged V6 hybrid engine assisted by 3 electric motors.

Porsche Cayman GT4 (981 & 718)

Price Range: $110K – $130K (2016 model year, 981)

The Porsche Cayman GT4 models are some of the hottest cars in the enthusiast market, especially amongst track go-ers. With the new 718 GT4 RS being released, demand for the regular GT4 models could go either way depending on how many RS models (and at what frequency) Porsche decides to produce.

In my opinion, I think it’d be safe to assume that it’s going to be hard enough to get one, such that most prospective buyers would end up choosing a GT4 instead—and be very happy with that decision, mind you. First-gen GT4s are the cheaper of the two options, and make for pretty much some of the best weekend track warriors at its price range.

Price Range: $135K – $150K (2020-2021 model years, 718)

The 981-gen Cayman and the newer 718 GT4 (available in both coupé and convertible configuration) are remarkably balanced cars, and in the right hands, can be just as quick around the circuit as their more expensive 911 stablemates.

The 718 cars are at the higher end of the price range, being newer and all, but also have the more robust and exclusive 4.0L engine versus the 3.8L (and still highly capable) unit in the 981. PDK is also optional in the newer car—the 981 is manual only—which will tickle the fancy of track junkies, much more than the purists.

The 981 is more raw, the 718 is faster. Either way, you can’t go wrong.

Aston Martin V12 Vantage S

Price Range: $125K – $165K (2015-2017 model years)

If the deeply integrated electronic systems of other sports cars don’t appeal to you—like those found in the new, tech-laden Porsche 911 GT3—the Aston Martin V12 Vantage S might just have the right blend of speed, style and character you’re looking for. Yet, with the confidence you feel behind the wheel and the chassis’ superb balance, you don’t need to be a GT racer to exploit its full range of performance.

Even at idle, the V12 in the Vantage S will demand your attention just from the way it sounds. Open up the throttle on the 565 hp 5.9L naturally-aspirated AM28-spec engine, and treat yourself to arguably the best sounding production road car on the planet—one which can be had for well under the $200K mark.

Audi R8

Price Range: $100K – $200K (2012-2020 model years)

The Audi R8 has the highest range of prices (and applicable model years) on this list. You can go back as far as 13 years when shopping for a pre-owned Audi R8, so it’s important to discern the differences of each model year, as their technologies and offerings have evolved a fair bit over that time as well.

Our favorite R8 model would have to be the Audi R8 RWD. Now a standard, instead of a one-off offering, the rear-wheel drive version of Audi’s famous R8 supercar is wonderful for so many reasons. Not only does it provide a notably lower price of entry into ownership of a new R8, it also brings about the puristic thrills that its heavier and more expensive all-wheel-drive counterpart can’t.

No doubt the newer models are sharper in both the driving dynamics and looks departments, but being able to get into an older model for far fewer greenbacks has its appeals too.

McLaren 570S

Price Range: $160K – $200K (2016-2018 model years)

There aren’t many opportunities to get into a McLaren for under $200K, but a pre-owned 570S provides one of those rare chances to do just that. While the 570S isn’t anywhere near being the British automaker’s top model, it remains a highly respectable performance car on its own merits, and is certainly one of the stand-out options in this price range.

After all, you’re getting McLaren’s infamous carbon-tub monocoque chassis and a mid-mounted 3.8L twin-turbo V8 powerplant—delivering 562 hp @ 7,500 rpm and 443 lb-ft of torque @ 5,000-6500 rpm to the rear wheels—which is mated to a 7-speed SSG (seamless-shift gearbox) transmission.

The drivetrain has been praised for its linearity, and although peak numbers are achieved after 5,000 rpm, the car also has plenty of low-end grunt and responsiveness too. The end result is a 0-62 mph time of just 3.4 seconds and a top speed of 204 mph.

Porsche 911 Turbo & Turbo S (991.2)

Price Range:$145K – $200K (2015-2018 model years, Turbo), (2018-2019 model years, Turbo S)

While there’s no doubt that the latest 992-gen Turbo and Turbo S are all-around better cars than their predecessors, the most recent run of such cars (991.2) are no slouches either; and in many cases, they can be bargains on the used market when you begin to line up the specs with their respective prices.

For example, the lower-trim 991.2 Turbo model is good for 0-60 mph in just 2.7 seconds (plenty quick for just about anyone) and can be had for under $140K on the used market. Today’s range-topping Turbo S is unquestionably faster, able to hit that benchmark in a mind-boggling 2.2 seconds—it’s up to you (and your wallet) to decide whether that half-second is worth that extra $70K – $90K, and if having your mind boggled on a daily basis is even necessary.

Of course, there’s newer tech just about everywhere on the new cars too, but there will never be an ounce of shame owning any car that has the word Turbo (or Turbo S) scribed after those legendary 911 numerals.

December 9, 2021 / Comments Off

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Best New Sports & Performance Cars ($100K – $200K USD)

These days, cresting in to the hundred-grand range of a brand new automobile budget will still get you the keys to something more than ordinary. Economic factors such as inflation – and more recently, supply chain issues – have pushed a higher quantity of cars past the six-figure mark that may not otherwise have been there. These increases have affected upstream options too, with $500k+ being about the bare minimum should one wish to experience the crème de la crème of automotive technologies. This is likely the new normal for the industry, and there are no signs of this trend puttering out.

Nevertheless, the $100K – $200K range continues to unlock a highly regarded roster of high-performance sportscars and supercars that anyone should be thrilled to own for their daily grocery runs, weekend track events, and everything in between. As technology from race cars and hypercars is often seen trickling down into cars of this ilk, one could make a strong argument for this category offering the best bang for buck in terms of performance. I’d say those people would be right, as the higher in price you go, the more that diminishing returns typically start to factor in; never mind the fact that uber-expensive cars tend not to be driven anywhere near their performance potential, while their equally-yoked and more affordable counterparts are more primed to take on duties of a more rugged nature.

Here is our list of the Best New Sports & Performance Cars you can purchase in the $100K- $200K USD range.

Acura NSX Type S

Base Price: $157,500 USD

The base level Acura NSX retains the 573 hp, twin-turbocharged V6 with 3 electric motors and 9-speed DCT used in previous years. It still delivers supercar looks and performance in an everyday livable package. Some pundits call it a “light” Porsche 918 and that says more than anything else. We feel that it is an under-appreciated, but worthy supercar.

New for the 2022 model year is the Acura NSX Type S, which starts at $169,500 (with the optional Lightweight Package adding another $13,000), which isn’t significantly more than the base model’s MSRP of $157,500 when factoring in all the improvements and considering the rarity of the Type S. Limited to a production run of only 350 units (of which 300 will be allocated for U.S. customers), this latest rendition of the NSX further sets itself apart from the regular model with special ‘Type S’ logos and nameplates visible throughout the interior and exterior of the car.

Aston Vantage AMR

Base Price: $183,081 USD

The Vantage AMR is a new breed of predator, 95 kg lighter in weight than the base model, and boasting a seven-speed rev-matching manual transmission. This is a beast designed to deliver pure, engaging, manual performance – Aston Martin’s interpretation of a “true driver’s car”.

The Vantage AMR also gets a sport-tuned limited-slip differential, carbon-ceramic brakes standard, and the company’s most advanced adaptive damping system with Sport, Sport+, and Track driving modes. The sport exhaust and sport seats, which are optional on the regular car, also come standard on the AMR. Its 4.0L twin-turbocharged V8 produces 503 hp @ 6,000 rpm and 461 lb-ft of torque @ 2,000 rpm – this allows the Vantage AMR to sprint from 0-60 mph in 3.9 seconds, on its way to a top speed of 200 mph.

Audi R8 RWD

Base Price: $142,700 USD

This has to be the best car that Audi currently has in its model range, regardless of price. Now a standard, instead of a one-off offering, the rear-wheel drive version of Audi’s famous R8 supercar is wonderful for so many reasons. Not only does it provide a notably lower price of entry into ownership of a brand new R8, it also brings about the puristic thrills that its heavier and more expensive all-wheel-drive counterpart can’t.

Yeah, it’s not going to be as quick as the Performance model, but it sure as heck is going to be more fun to drive. Touted as a proper sports car engine, its V10 makes peak power at 7,800 rpm and smoothly revs all the way to a euphoric 8,700 rpm redline, all the while providing a delightful symphony of sound via its howling engine note.

Audi RS 6 Avant

Base Price: $110,045 USD

Audi is reinvigorating the currently stale hot-hatch segment, with its greatly anticipated RS 6 Avant finally making its way over to the western hemisphere. Featuring a mild-hybrid powertrain, this is not your average station wagon. The aggressive and attractive RS-specific bodywork makes a loud statement that this is no ordinary grocery getter. Ok, so it’s not exactly cheap either – with a base price north of 6 figures – but it’s easily my favorite Audi, and is the best car in the lineup that is not an R8.

At the heart of the car is a twin-turbocharged 4.0L V8 engine that puts out a whopping 591 hp and 590 lb-ft of torque. The results are impressive, too – the car can sprint from 0-62 mph in just 3.6 seconds, on its way to a top speed of 155 mph.

Audi e-tron GT

Base Price: $102,400 USD, $142,400 USD (RS e-tron GT)

The 2022 Audi e-tron GT is the four-ringed company’s first entrant into the high-performance EV weight class. It looks to shake up a playing field which includes the likes of the Tesla Model S and Porsche Taycan, the latter of which it shares many of the same underpinnings. This isn’t the marque’s first EV model, as it joins up with a roster currently occupied by Audi’s e-tron SUVs.

However, the e-tron GT does have the distinction of becoming the first fully-electric car to don the company’s legendary RS badge via the highest and most expensive trim level currently on offer. The base model e-tron GT predictably comes with less of the go-faster, stop-harder and look-sexier ingredients that are typically reserved for an RS model, but it does share the same 93.4 kWh battery with its more glamorous stablemate.

BMW M5 CS

Base Price: $142,000 USD

If you’re in the market for an M5, it’s really a no brainer – for us, anyway – to spend the wee-bit extra to step up to the M5 Competition. Just a touch more powerful, the M5 Competition comes with 617 horsepower and 553 lb-ft of torque. Where you really get your money’s worth is through the stiffer dampers, stiffer anti-roll bars, and a .28” lower ride height. All things considered the M5 Competition is a sharper, stiffer, and an even more performance-oriented version of the M5.

The Competition model gets a new full Merino leather color scheme, a new Track drive mode, and new shock absorbers. These dampers benefit from a recalibrated control system that BMW says should improve ride comfort, especially at high speeds. Still not enough? Well, there also happens to be a new range-topping CS model for the M5 which puts out an additional 10 hp, for a grand total of 627 hp. That’s nothing to write home about, but where the CS truly begins to differentiate itself is on the scales; it’s some 230 lbs less than the Competition model, thanks in large part to a strict diet of carbon fiber.

Chevrolet Corvette Z06

Base Price: $90,000 USD (est.)

In the months prior to the camo coming off, we’d been teased with a couple video snippets of what the new Z06 has on tap; and Chevrolet has made it abundantly clear that their latest Corvette model is a derivative of their latest race-bred technologies and unyielding philosophies. More recently, another promo video made a brief nod to the new Z06’s flat-plane crank engine – dubbed the LT6 – being able to rev all the way to 8,600 rpm. We now know that the 5.5L naturally-aspirated V8 produces 670 hp @ 8,400 rpm and 460 ft-lb of torque.

Chevrolet has stated that production of the Corvette Z06 will begin in mid-2022 and that the car will be designated as a 2023 model, so we can expect the first deliveries to start trickling in by next summer. The official website suggests that they’re currently entertaining “inquiries” for the Z06 – and you can even start designing your own – although no official word on pricing has been publicly provided yet. For now we can only speculate, but a starting price of around $90,000 USD sounds logical; this would put it at about $30,000 more than the base car’s starting MSRP. While this places it just under the 6-figure mark, we reckon that having some buffer for the higher range – while also considering factors such as freight, taxes, and must-have options – basically makes it a $100K car.

Jaguar F-Type R

Base Price: $103,200 USD

The F-Type R has seen its engine output increased for the 2021 year, gaining 25 hp and 14 lb-ft of torque over the previous year’s entry. The engine is exclusively mated to an all-wheel drive system. The general platform remains unchanged, with updates to the exterior and interior keeping the model feeling fresh and in line with the rest of its lineup. New LED headlights and taillights, a revised front and rear bumper, and a new infotainment system are amongst the aforementioned updates.

Available in both coupe and convertible form, Jaguar’s F-Type R sports car is now the highest F-Type trim in the roster and is equipped with an arsenal required to square off against the likes of the Porsche 911 and comparable Mercedes AMG and BMW M models. With sharp handling and blistering acceleration – thanks in large part to its advanced all-wheel-drive system – the F-Type R makes for a padded spec sheet and costs less than most of its competition.

Maserati Quattroporte Trofeo

Base Price: $142,390 USD

Literally meaning “four doors” in Italian, the Quattroporte sedan is the lineup’s current flagship sedan and comes with the gusto and flair required to duly represent the Maserati brand. Its luxurious interior and plush cabin are the car’s calling card, and is certainly the best out of all the currently available models. More Ferrari-goodness in the engine bay too, with Ferrari twin-turbocharged engines available in two configurations – a 424 hp 3.0L V6 for the S, and a 580 hp V8 for the Trofeo.

An eight-speed automatic and rear-wheel drive are standard on both the S and Trofeo. The Trofeo obviously epitomizes the best of the range, with its more powerful and sporty demeanor transforming what is otherwise a pretty subdued car by today’s standards.

McLaren 570S

Base Price: US$191,100 USD

The McLaren 570S would be that “sweet spot” in the McLaren range if you are looking to get into the brand at a relatively accessible price point, while still being able to experience the true performance thrills that epitomize the automaker’s supercar lineup. We love the 570S, as it delivers this in spades – a true sports car experience, centered around the driver, delivering epic yet livable performance. It’s lightweight, the steering is analog and direct, and the driving dynamics are quite simply superb.

We reckon that its most direct competition would be the Porsche 911 Turbo, and believe that the 570S offers things that its German rival simply cannot afford – unquestionably exotic styling, the heightened sensations of rear-wheel drive, and the surgical balance of a mid-engined supercar platform. Though it might not match the 911 Turbo on interior amenities and creature comforts, by nature of its design, it’s still comfortable enough as a daily driver and is guaranteed to turn more heads on your everyday commutes.

Mercedes-AMG E 63 S Sedan / Wagons

Base Price: $111,750 USD

For 2021, Mercedes refreshed the E63 S’s appearance and has also given the sedan some new features. It’s the recipient of a new grille design with updated headlights and taillights, as well as new 20-inch wheels with a more aerodynamic silhouette. Inside, the E63 S has a redesigned steering wheel with larger paddle shifters as well as an updated infotainment system. Most importantly though, the engine and powertrain are still best in class; it’s a monster when you want it to be, yet it can still poodle around town in luxury when things need to be a little more on the tame side.

The wagon is probably my favorite body-style of any Mercedes-AMG car in the entire roster. It shares the same 4.0L twin-turbocharged V8 as the E63 S sedan – producing 603 hp @ 5,750 rpm – so its slick, utilitarian estate design doesn’t come with any meaningful performance penalties whatsoever. In fact, the E63 S wagon outperforms any of its competitors on the road. Is it a spacious supercar or a fast family car? Only one way to find out: Open it up.

Mercedes-AMG GT R

Base Price: $162,900 USD, $199,650 USD (GT R Pro)

The 577 hp AMG GT R is Mercedes-Benz’ flagship supercar, which is the amalgamation of half a century of motorsports success, into a single Nürburgring lap. Lightened, sharpened and strengthened, its racing DNA is evident in every fiber of its body, chassis and soul. For those looking for that extra bit of the apex-clipping good stuff, the limited edition ‘GT R Pro’ is an even more track-focused variant of the GT R.

The new GT R Pro is more than just a fancy (yet functional) body kit and is also the beneficiary of upgrades that aren’t as easily seen; such as redesigned mechanically adjustable coil overs, carbon ceramic brakes, a carbon fiber torsion bar, and dynamic engine and transmission mounts. The Mercedes-AMG GT R Pro looks to be calling out the likes of the Porsche 911 GT3 RS, Ferrari 488 GTB and McLaren 720S, and has definitely brought the right arsenal to this battle of giants.

Nissan GT-R

Base Price: $115,335 USD

The venerable Nissan GT-R is still going strong, on its now decade-old R35 platform. While this is a testament to how advanced the platform was when it first arrived on the seen, its longevity is also the bud of many jokes amongst automotive enthusiasts, who collectively feel that the car has exceeded its best-before date by at least a few years. Nevertheless, the R35 has been given incremental, yet important updates every model year.

While it has managed to stay relevant even though it remains in theory, the same car since 2009, recent commotions are suggesting that the 2021/2022 model year should be when the platform gets its long awaited swan song. With its regular improvements have come an equally consistent increase in the sticker price, and the Nissan GT-R is no longer the $80,000 USD bargain it used to be in a supercar segment that has gotten a lot more contested as well. So while the GT-R no longer boasts the same value-for-performance when it debuted all that time ago as an exotic supercar destroyer, it is still by all accounts a top performer amongst the very best that’s out there today.

Porsche 911 GT3 (992)

Base Price: $160,100 USD (GT3), $160,100 USD (Touring)

Porsche unveiled its new 992-generation Porsche 911 GT3 via digital livestream on YouTube. First deliveries are just starting to trickle in now, making it likely to be designated as a 2022 model. Semantics aside, this new GT3 becomes the seventh iteration of one of Porsche’s most established and beloved automobiles. More importantly, it continues to embody the spirit of previous GT3 models by amalgamating all that is awesome about the 911 – and the Porsche brand – in a single road car.

The automaker has continued the use of the naturally-aspirated 4.0L 9A1 flat-6 power plant in the 2022 Porsche 911 GT3. The only key differences between the engine used in the race car and the one used in the 992 GT3, are the exhaust system and ECU. Otherwise, the two engines share virtually all the same components, such as individual throttle bodies. As such, the new GT3 needed no “sound engineering” and inherently sounds amazing. With its astronomical 9,000 rpm redline, the GT3 produces 502 hp @ 8,400 rpm and 346 lb-ft of torque @ 6,250 rpm.

Porsche Cayman GT4 RS

Base Price: $140,000 USD (est.)

Porsche has confirmed under no uncertain terms that there will be a 718 Cayman GT4 RS model. This comes after many months of testing camouflaged mule cars (with accompanied spy shots) which had long hinted that the GT4 RS was going to be a real thing – we finally know that this will indeed be the case. Porsche has stated that they are in the process of wrapping up the final stages of testing.

The GT4 RS will come equipped with a 4.0L naturally-aspirated flat-6, though Porsche has not yet provided any horsepower figures. Besides being obviously more than that of the GT4, many media outlets are predicting that it could make as much as 500 hp, especially considering the measurable gap in their ‘Green Hell’ lap times. Other telling differences can be spotted visually, with the GT4 RS being subject to the customary aerodynamic transformation. This includes a more aggressive front splitter, front fender vents, and a swan-neck rear wing (similar to that of the 992 GT3).

Porsche 718 Cayman GT4 / 718 Boxster Spyder

Base Price: $101,200 USD (GT4) / $98,300 USD (Spyder)

The first iteration of the Porsche Cayman GT4 made its debut in 2015, drawing a conclusion to the third generation of Boxster/Cayman (981). Since that time, the GT4 has become a cult hero amongst purists with its absence of frills (not to be misheard as ‘thrills’), relative affordability and undisputable demi-god-status as one of the ultimate driver’s car. Shortly after the release of the 981 Cayman GT4, Porsche ushered in the fourth generation of the Cayman/Boxster (982) in 2016 which are marketed as the 718. The most welcome fact about the new 718 GT4/Spyder models is that they marked the reintroduction of the naturally aspirated 6-cylinder into the Cayman/Boxster series, and for the first time into the 982 generation.

Porsche Taycan (All Models)

Base Price: Starting at $79,900 USD (Sedan) / Starting at $90,900 USD (Cross Turismo)

Porsche’s first EV was the statement car of 2020, proving that a future with electrification can still embody the soul of a true sports car in the Taycan Turbo and Taycan Turbo S. Shortly after their release, Porsche added a slightly detuned version of the Taycan in a trim level known as the Taycan 4S. The company has since expanded the Taycan sports sedan lineup with even more versions, including a rear-wheel drive base model, with a future GTS version rumored to be in the works. Although base prices do start below the $100K mark, the vast majority of Taycan models (even without any options added) certainly meet this threshold.

With the introduction of the new Cross Turismo range of Porsche Taycan models in 2021, we’ve now entered the second act of the company’s electrification strategy. The Porsche Taycan Cross Turismo carries over the EV-platform and performance from its sedan counterpart, then amalgamates them with the utilitarianism of a sporty crossover/estate. What this means is that you can expect the same 800-volt battery architecture powering the car, with 93.4 kWh as the standard fare on all models (certain sedan trims could be had with a smaller 79.2 kWh pack). The Porsche Taycan Cross Turismo is currently available in four distinct trim levels – 4, 4S, Turbo, and Turbo S – with relative performance figures and standard features across the range, mostly in parallel with that of the sedans.

Tesla Model S Plaid

Base Price: $133,900 USD

Tesla’s inaugural EV performance sedan might be getting on in age, but the company has continually improved the Model S in a way that not only keeps up with emerging technologies, but takes the reigns on innovation as well. The result of this is the introduction of the all new ‘Plaid’ version to the 2021 Model S roster. Don’t worry, Tesla is still offering their Long Range Plus and Performance models, which keep the Model S well under the $100K range for those who wish to own the car for more pragmatic reasons.

This is important, because the Plaid is anything but. The tri-motor setup it uses (as opposed to dual-motors in the other trims) offers 520 miles of range, but more significantly, it also produces 1,020 hp and 1,050 lb-ft of torque. Hitting the 4-digit milestone on both of those measurements simultaneously is a pretty incredible feat in itself, but it also shatters other popular performance benchmarks too – the 0-60 mph sprint is said to take less than 2 seconds! As it travels the world setting new EV performance records, the new Tesla Model S Plaid certainly moves the goal posts on what a high-performance and relatively affordable EV, can and should be offering.

November 9, 2021 / Comments Off

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Best of the Current Porsche Lineup

Collectively, Porsche is arguably our favorite automaker here at supercars.net and they are most certainly mine, personally. So please bear with me, while you’re being subjected to the extra skip I had in my step while putting together this list (plus the monologue you’re reading right now). Porsche has come a long way since the company basically had to be “rescued” from the jaws of financial capitulation by the Boxster back in the mid ’90s, and has gone on to thrive as one of the world’s most respected car manufacturers.

The company’s first SUV – the Porsche Cayenne, which debuted in 2002 – really took the Stuttgart-based producer to the next level, first by broadening market appeal and then subsequently, expanding their customer base by significant proportions. For us enthusiasts, we really do have the Cayenne to thank for the proliferation of the brand’s performance cars, as the revenues from its sales were instrumental in funding Porsche’s most innovative and inspiring endeavors thereafter.

Fast forward to 2021, and where do we even begin with the brand? There are the fully-electric Taycan sports sedans/crossovers which can do 0-60 mph in as quick as 2.5 seconds. The GT lineup of cars are impressive as ever, with variants of the 718 and 911 being amongst the most revered performance automobiles on the planet, while GTS and Turbo models offer the very best in grand touring cars. The Cayenne continues to excel, offering a wide (and almost excessive) array of trims to cater to just about every taste that’s out there. The relatively new Macan has been tasked with bringing the company success in the increasingly competitive high-performance crossover segment. Perhaps the only model to be struggling right now is the Panamera, due to the significant overlap it has with the Taycan, despite having the opposite drivetrain philosophy.

Needless to say, there is a Porsche model for everyone out there. Here are the best of those, which can be purchased brand new today.

Porsche 911 GT3 (992)

Base MSRP: $180,300 USD (GT3), $180,300 USD (Touring)

Overall, the silhouette of the new 911 GT3 remains a largely familiar one – and that’s not a bad thing. In fact, this is probably great news for Porsche and GT3 enthusiasts, who would contend that there was never anything wrong with the previous GT3 in the first place. One of the most visually notable changes is the “swan-neck” rear wing derived from the 911 RSR competition car, which further emphasizes the link between Porsche’s race cars and its road cars. Those who desire something a little less extroverted, but no less capable, may now also opt for the Touring version which had been promised from the very beginning.

Porsche has even gone as far as pricing both cars with the exact same base MSRP, meaning that you only have to worry about making your decision – on what GT3 variant you really want – based on your personal tastes, and not be forced into one because of a difference in price. We see this as nothing but a good thing. Just pick what looks better to you. Which to be fair, might be easier said than done – oh Porsche, you make things so, so interesting.

Porsche 718 Cayman GT4 / 718 Boxster Spyder

Base MSRP: $101,200 USD (GT4) / $98,300 USD (Spyder)

The first iteration of the Porsche Cayman GT4 made its debut in 2015, drawing a conclusion to the third generation of Boxster/Cayman (981). Since that time, the GT4 has become a cult hero amongst purists with its absence of frills (not to be misheard as ‘thrills’), relative affordability and undisputable demi-god-status as one of the ultimate driver’s car. It is a Porsche model that every fan now lusts after. For Porsche’s GT department, the blueprint used in creating the GT4 was simple – a naturally aspirated engine, 6-speed manual gearbox, and access to the 911 GT3 parts bin. Combined with the Cayman’s mid-engine layout and a signature emphasis on performance and driving dynamics, the GT4 became an instant hit.

That was then, and this is now – some things have changed, while others haven’t. Shortly after the release of the 981 Cayman GT4, Porsche ushered in the fourth generation of the Cayman/Boxster (982) in 2016 which are marketed as the 718. The most welcome fact about the new 718 GT4/Spyder models is that they marked the reintroduction of the naturally aspirated 6-cylinder into the Cayman/Boxster series, and for the first time into the 982 generation; many were initially concerned about the possibility of a turbocharged engine being used for the range-topping models, which all the other 718 Cayman/Boxster variants had been using up to that point (until the GTS 4.0 was released, which gets mentioned later).

With the main difference between the two cars being that the GT4 is a coupe while the Spyder is a drop-top, both cars are mechanically identical and benefit equally from the typical GT-treatment we have all come to adore. Like the inaugural GT4, the new GT ‘twins’ once again infringe on Porsche 911 territory with their stunning performance metrics to rival Stuttgart’s own flagship car. However, there is some irony in this as a Porsche GT car has never put an emphasis on padding the spec sheet, and the new GT4 and Spyder are no different. The famed Motorsport division continues to use their cars to highlight the pinnacle of vehicle driving dynamics and enjoyment, so it’s safe to say that we are in for one hell (or two hells?) of a ride.

Porsche Taycan (All Models)

Base MSRP: Starting at $79,900 USD (Sedan) / Starting at $90,900 USD (Cross Turismo)

Now having two distinct body styles and enough trims to satisfy anyone from soccer moms to performance junkies, there are sufficient permutations to create a Taycan for every type of owner and occasion. With the introduction of the Taycan, and now the Taycan Cross Turismo, we’re amidst being ushered into a new age of Porsche cars and a new era for all automobiles. No longer are electric cars something that have to be a compromise. We’re just getting started, and things are only going to get better from here.

Porsche Cayman / Boxster GTS 4.0

Base MSRP: $88,150 USD (Cayman) / $90,250 USD (Boxster)

In the new 718 Boxster and Cayman GTS, Porsche has replaced the 2.5L turbocharged four-cylinder with a 4.0L naturally-aspirated flat-six engine, pulled from the GT4 and Spyder which were released earlier. The 4-pot turbo engine is still available in every trim level up to the Cayman S/Boxster S, but the new GTS gets the 6-cylinder powerplant, as it should. Granted it is a detuned version of those found in the GT4 and Spyder, making a little less power as it pumps out 394 hp and 309 lb-ft of torque. There’s more good news, too; this car can only be had with a 6-speed manual transmission. It also comes standard with Porsche’s symphonic sport exhaust system – a perfect compliment to its high-revving heartbeat.

Additional upgrades include a ride height that’s 0.8″ lower than the standard car, 20″ wheels finished in black, 13.8″ brake rotors up front and 13″ brake rotors in the rear, and 6-piston calipers. In addition to the performance upgrades, the GTS gets some blacked-out trim, more Alcantara on the inside, plenty of carbon fiber, and two different interior packages: Carmine Red or Chalk. For those who desire a true driver’s car – but are less interested in the hardcore-ness of the GT4 and Spyder – the GTS looks to be a really proper choice. Kudos to Porsche for acting on this opportunity to broaden their potential Cayman/Boxster customer base, while pleasing the company’s most hardcore fans, all at the same time.

Amidst all of these changes, the effort that Porsche makes to be in touch with their customer base has remained as concerted as ever. As if they were eavesdropping on every conversation ever had about the 982-gen, they have gone on to once again answer the wishes of the people with the release of the new GTS 4.0. It’s the ideal stablemate for the GT4 and Spyder models, and slots in perfectly within the 718 roster.

Porsche Macan GTS (2022 MY)

Base MSRP: $79,900 USD

As Porsche continues to refresh the Macan lineup, the company also unveiled an updated version of the GTS late in 2021. Orders for it can be placed now, but deliveries aren’t expected to arrive until early next year where it will be designated as a 2022 model. Currently, the new Macan GTS replaces the now-discontinued Macan Turbo as the highest trim offering; and with that promotion, it has also inherited the latter’s 434 hp twin-turbocharged V6. It’s a bit strange for the GTS to be the top dog in any range of models, yet the Macan GTS still seems to carry on its reputation of really hitting that “sweet spot” relative to other cars. This is in part, due to the fact that the whole Macan roster has been upgraded (with each trim getting an engine “hand-me-down” from last year’s step-up models).

With that being said, all of the new models (including the base and S trims) have been subject to a slight price bump, but not by a substantial amount. In the new GTS model’s case, the base MSRP has only increased by $7,800 over last year’s model, and is still $4,700 less than the outgoing Macan Turbo. That alone builds a pretty good argument to consider the new GTS, but you’re also getting other upgrades such as a retuned adaptive suspension, a revised front and rear end, and updated infotainment and convenience features. Changes aside, you can still expect the same world-class driving dynamics that you would get in a high-performance sports car, but in a crossover SUV.

As a selling point, one could think of the new model as “Turbo performance at a discount”, or a “GTS with Turbo Performance”. Outgoing 2021 models are likely to be offered with price reductions too, but based on all the aforementioned talking points, the new Macan GTS looks like a sure winner and we highly recommend taking a close and hard look at one, if you’re in the market – the premium and the wait, appear to be very much worth it. Either way, it’s a good time for anyone who’s looking to purchase a new Porsche Macan.

October 18, 2021 / Comments Off

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2021 Porsche 911 GT3 Touring: An In-depth Look

Introduction

When we attended the livestream unveiling of the 992-generation Porsche 911 GT3, it quickly became evident that the folks from Stuttgart had come good on a number of proclaimed and unspoken promises – the new car was far superior to those that came before it, proving that Porsche is not lacking on the level of innovation that’s required to make something so amazing, even better. The event also provided an opportunity for the gaffer to speak about some of the other commitments from the automaker, such as the development of eFuels and the confirmation of an upcoming Touring version for their latest GT car.

For those already in the know, the GT3 Touring model is as exceptional as it has become familiar over the past few years, particularly to the most diehard driving purists and deeply-rooted Porsche enthusiasts. For those wondering, “Hey, what’s the diff?”, the Touring is essentially a gentleman’s version of its otherwise track-focused road car; based on a less extroverted and more purist-centric blueprint, the Touring forgoes some key features from the regular car.

The most notable of these would be the removal of the static rear ‘swan neck’ wing, which has become one of the most defining and differentiating elements of the 992 GT3. It has been replaced by an electronically-controlled retractable wing, which in theory, would serve most of its function under race-track conditions; otherwise, expect the Touring to appear as the wing-less, more unassuming version of itself, in almost all other cases.

In actuality, this helps the car blend in more with the non-GT lineup of 911 cars, rather than simply being a less attention-grabbing version of the GT3. Subtlety is the leading philosophy here – nevertheless, those who know, really know. With that said, this is always one of the best things about owning a Touring model. It’s part of a special ensemble that plays to a small and exclusive audience. These days, being in that kind of company is priceless; in this era where society caters more to bigger egos and louder mouths, the longing to appear as something less, can’t be faked. If anything, it takes some bravery to pull off.

Interestingly enough, the 992-generation GT3 Touring model does come with the (no-cost) option to add PDK, though we reckon that manual transmission models will reign supreme as the overwhelming favorite, and for good reason. After all, it makes little sense opting for the former, in the same way that someone would make the argument for having a manual transmission in the GT3 RS because they wanted access to the fastest lap times possible from the car. In any case, Porsche has a proven track record when it comes to satisfying just about every niche via its GT lineup, with the Touring model being one such product of their open dialogue with customers.

Touring Evolution

For the genesis of the GT3 Touring, we go back to the 991-generation when the series’ first 911 GT3 was released in 2014. It came exclusively with the PDK transmission. This was followed by a bit of an outcry from Porsche customers, who felt that at the very least, the option of a manual transmission for GT3 should’ve been on the table from the get-go. Hindsight is always 20/20, and only after-the-fact is it easy to see why a GT3 Touring slots in so perfectly into the 911 hierarchy – it’s the sweet spot or those who desire a 911 grand-tourer and want a bit more than what the GTS offers, but find the Turbo models (for which a manual transmission was not offered) a bit too farfetched.

Stuttgart heard, and they delivered, though the introduction of the Touring model didn’t happen overnight. The first serving of appeasement came in the form of the manual-transmission-only 911R (which is actually more closely based on the 991.1 GT3 RS model) before a proper commitment was provided for the 991.2 GT3 in 2017, with the debut of the official Touring designation. It was the first time the 991-generation GT3 could be had with a manual transmission (including the regular model), with the Touring model being exclusively offered with the stick-shift for this iteration.

If you wanted a post-997-generation 911 GT car with a manual transmission, the 2017 GT3 and GT3 Touring were the automaker’s first offering at a relatively reasonable price point; the rarity of the 911R and the fact that it’s basically an RS model, see it demanding inflated prices to this day. With that being said, I don’t think many would have opposed the new 992 GT3 Touring continuing its exclusive relationship with the manual. But it can’t be argued that the PDK opens up more options for a wider range of buyers, which should equate to a larger market share and translate to bigger profits; it makes sense from a business standpoint.

However, we urge buyers of the new GT3 Touring to go all-in on the purity it has on tap, particularly when it comes to being a road car. If lap times are your priority, PDK (on the regular GT3, or the upcoming ‘RS’, if possible) is the way to go. Leave the PDK for what it’s good at. Keep efficiency and essence separate. It’s good for resale value too – maybe you’ll thank me later. Speaking of the 911R, perhaps a 992 iteration is in the pipeline? Though this time, we reckon it will be more in parallel with the RS program from the get-go (as it ended up being the first time), rather than a knee-jerk reaction to the lukewarm reception of a manual-transmission-less GT3. One can only hope!

Engine & Performance

Engine Type & Size: 4.0L naturally-aspirated flat-6
Horsepower: 502 hp @ 8,400 rpm
Torque: 346 lb-ft @ 6,250 rpm
Transmission: 7-speed PDK, 6-speed manual
0-60 mph: 3.2 seconds (PDK), 3.7 seconds (manual)
Top Speed: 199 mph

Porsche has continued the use of the naturally-aspirated 4.0L 9A1 flat-6 power plant in the 2022 Porsche 911 GT3, with that engine carrying over untouched in the GT3 Touring. The only key differences between the 9A1 and the engine used in the Cup race car, are the exhaust system and ECU. Otherwise, those two engines share virtually all the same components, such as individual throttle bodies. As such, the new GT3 needed no “sound engineering” and inherently sounds amazing.

With its astronomical 9,000 rpm redline, the GT3 Touring produces 502 hp @ 8,400 rpm and 346 lb-ft of torque @ 6,250 rpm and should likewise achieve hugely similar, if not identical figures as it pertains to 0-60 mph times and top speed. Like the regular model, the Porsche 911 GT3 Touring comes with two transmission options, though as mentioned before, the 6-speed manual is expected to be the much more popular choice for buyers of this model. The GT3 and GT3 Touring continue to use the 7-speed PDK transmission, instead of a version of the 8-speed used in the rest of the 992 line-up.

Purists, rejoice! Dr. Frank Walliser – Vice President of 911 and 718 Product Lines – said that we shouldn’t count on the GT3 going electric or even hybrid, anytime too soon. It is much more likely that Porsche will transition to using synthetic fuels for motorsport and its GT line of production cars, before even considering going full-on EV. This aligns with Porsche’s intention to keep the naturally-aspirated engine alive for as long as possible – regulations and emissions standards will serve as the eventual ultimatum.

Chassis & Handling

Aerodynamics & Weight Reduction

The new 992 GT3 spent more than 160 hours across 700 simulation sessions in the wind tunnel. It generates 50% more downforce than its predecessor and up to 150% more downforce in its “high downforce” setting. Porsche has claimed that the retractable spoiler on the GT3 Touring model – while fully extended – is able to generate the same amount of downforce as the regular model’s affixed version, though it is unclear if they are including the “high downforce” setting in this comparison.

Otherwise, the GT3 Touring uses all of the same aero components including an adjustable front diffuser and a fully closed rear diffuser, which on its own generates 60 kg of downforce at top speed. Its low weight of just 1,413 kg is achieved with a myriad of lightweight components, and next to an equally-optioned GT3, it should weigh in about the same. This includes a carbon-fiber hood, roof, and rear wing, along with other items such as a super lightweight battery, lighter wheels, ultra-thin glass, carbon-fiber cross members, and lightweight interior appointments. Essentially, the 992 GT3 and GT3 Touring have achieved the same weight as their predecessors, but are loaded with a lot more technology.

Suspension & Chassis Control Systems

In this department, the GT3 Touring is also identical to the GT3. Expect the same 911-RSR-inspired handling characteristics that are spearheaded by the introduction of a new front suspension setup consisting of unequal-length control arms instead of conventional struts, making it the first time a double-wishbone suspension configuration is used in the front of a GT3. This will provide better tire contact through turns and during moments of compression and rebounding. Porsche’s new adaptive dampers are capable of adjusting every 10 milliseconds, which means the spring rates have doubled without affecting the ride quality of the GT3.

There are three available driving modes: Normal, Sport, and Track, which all provide varying degrees of driver-aid involvement and chassis settings. Aside from providing the most firm, performance-biased setup with the least amount of computer control, initiating Track mode also changes the instrumentation and displays to “Track View”. This compiles all pertinent information to the immediate field of view of the driver. Important details such as oil temperature, oil pressure, tire pressures, and shift indicators, are all in plain sight and easily visible.

Brakes & Tires

Both the GT3 and GT3 Touring draw their standard features and optional equipment from the same parts bin, with the latter car also coming standard with cast-iron rotors and Michelin Pilot Sport Cup 2 tires. Likewise, upgrading to carbon-ceramic brakes and Michelin Pilot Sport Cup 2R tires, remain as options.

Design, Styling & Interior

This, of course, is where the GT3 Touring truly begins its quest to make a name for itself, with both of the current GT3 variants being virtually identical otherwise. It really comes down to what kind of visual signals you’re intending to give off while driving the GT3 (and the resulting levels of attention you want to grab or avoid). It’s not even a question of aerodynamic performance either – as many would understandably expect – with the downforce generated remaining unchanged regardless of whether you go fixed-wing or adaptive. Porsche was adamant on lending to its mantra that subtlety doesn’t need to come with any penalty, and made sure the GT3 Touring was engineered and designed in such a mold.

There are a number of other aesthetic details that are unique to the Touring model as well, though they’re not as individually pronounced as the rear spoiler changes. In keeping with the now deep-rooted philosophy of Touring models, standard features such as painted front bumper inserts, aluminum window trimming, and an interior wrapped in leather and brushed aluminum (in place of Alcantara and carbon fiber), give the latest GT3 variant a more reserved persona.

That’s not to say that the Touring has been in any way, emasculated as a GT car; if nothing, it’s simply a more mature version of itself. After all, the remaining presence of distinguishable cues such as carbon fiber bonnet vents, a front bumper with large air intakes, and a signature GT-department engine cover, provide enough hints that this isn’t just a fancy looking Carrera S. While you can spec a Touring model to be as hardcore as its more track-purposed stablemate, do so with some introspection.

For example, as cool as those lightweight carbon fiber bucket seats are, they make getting into and out of the car more difficult. This would make the case for the Touring model being a more dedicated daily driver, a bit harder to argue. Before checking all the boxes on the options list, just know what you’re getting (and why), and you won’t be disappointed. Overall, the silhouette of the new 911 GT3 Touring remains a largely familiar one – and that’s not a bad thing. In fact, this is probably great news for Porsche and GT3 enthusiasts, who would contend that there was never anything wrong with the previous GT3 in the first place.

No confirmation yet on whether the Club Sport Package (roll cage, 4-pt harnesses) will continue to be a no-cost option, as it is in the regular GT3. If it is, it would probably only be for the European markets anyway – this package was not available on past iterations in North America due to safety regulations. Again, like PDK, the Club Sport Package kind of clashes with the whole purpose of the Touring model, in our opinion. Paint to Sample (aka, custom paint colors) will also be available for GT3 Touring examples.

Pricing

Base MSRP for both the GT3 and GT3 touring are the exact same: US $180,300. So while less is not more, more is not less either.

The good part about this is that you only have to worry about making your decision – on what GT3 variant you really want – based on your personal tastes, and not be forced into one because of a difference in price.

We see this as nothing but a good thing. Just pick what looks better to you. Which to be fair, might be easier said than done – oh Porsche, you make things so, so interesting.

Verdict

supercars.net 10/10

“The Porsche 911 GT3 Touring is back. If this latest 992-generation version is any indication of Porsche’s commitment to this model, then it should be safe to say that it’s also here to stay. The Touring makes sense for those who envision their GT3 more as a daily mode of transportation than a track specialist, although there is nothing to suggest that it is not comfortable of filling both those roles either.

GT performance is good enough for any paved road – and that includes the race track – but we reckon that the Touring variants were created for a certain type of personality. There are few other cars, especially today, that can invoke an idealized sense of connection and purpose like a GT3 Touring (with a 6-speed manual transmission) can. Its unpretentious demeanor, in a somewhat ironic way, rounds off things with the bold statement that less really can mean more.”

What Other Experts Are Saying

Top Gear – 10/10

“The numbers don’t matter. And that’s an important point to make. Because if they do matter, go and buy electric. You’re looking at the Touring for the wrong reason. This is a car for feels.”

Full article

Car Magazine – 5/5

“Track drivers will want the GT3’s genuine downforce. But for the rest of us the Touring Package is the definitive road-going ‘event’ 911.”

Full article

Evo – 4.5/5

“There are few, if any, more rewarding, engaging, or intense experiences for those in pursuit of the thrill of driving.”

Full article

Image & Video Gallery

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August 26, 2021 / Comments Off

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The Touring Package is back at Porsche

A lot of people love a supercar with an impressive stance, and preferably one or more wing, the bigger the better, they create downforce at speed, and let’s face it, they look cool, even standing still … but some clients want to buy a car with the utmost performance, but don’t want to attract too much attention … so Porsche came up with their ‘Touring Package’, an option that delivers a top of the line supercar, but with a more subdued exterior, perfect for those that love understatement, but still want all the power possible.

The seventh edition of the famous Porsche 911 GT3 can now be ordered with the subtle Touring Package option, and while the car comes with the six-speed GT sports manual gearbox as standard, there is a no-cost option to have the seven-speed PDK dual-clutch transmission for the first time in combination with the Touring Package.

At first glance, you might think the only difference between a Porsche 911 GT3 and a GT3 Touring is that massive rear wing that’s been removed on the latter, and that is surely the first thing you notice, but the Touring Package is a little more elaborate than that.

To offer the required downforce at speed Porsche integrated an adjustable rear wing in the Touring Package, that extends when required, with 510 PS (375 kW) and an overall weight of only 1,418 kgs, you’ll need all the downforce you can get at the speeds these Porsche 911 GT3 can reach.

But that’s not all, with the Touring Package you also get high gloss aluminum window trim on the sides, and silver exhaust tips, whereas those on the regular GT3 are finished in black, while the entire front bumper is color-coded to the rest of the car when you opt for the ‘Touring’, which she will proudly but discretely show at the rear.

On the inside, there are some bespoke options only available with the Touring Package too, like extended black leather that makes the cabin very elegant, while the front of the dashboard and the upper side sections of the doors come with a special embossing exclusive to the Touring Package.
Porsche already had a Touring option back in 1973, on the famous 911 Carrera RS, one of the most highly sought-after Porsche today, it would take Porsche until 2017 to revive this option on the 911 GT3 Type 991 … and clients loved it so much, they have kept it on the options list ever since.

Enjoy some more photos of this elegant but powerful supercar in our gallery below:

June 16, 2021 / Comments Off

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2022 Porsche 911 GT3: Video Review Roundup

Porsche 911 GT3 Reviews

About 2 months have passed since the 2022 Porsche 911 GT3 was unveiled via digital livestream on Youtube. While the Porsche brass were by all means generous with providing the important details regarding their latest 992-generation model, the next move was to get the car into the hands of mainstream journalists; their respective megaphones would be used to propagate the message that the new GT3 is everything Porsche described it to be, and more.

Well, after being afforded ample time to become intimate with the car, that moment is now upon us. Today, some of the most renown and respected automotive media outlets published their findings for global audiences to digest.

Here’s what they had to say.

Top Gear

“It’s more apparent than ever that the 911 GT3 is part of a famous motorsport bloodline. Another phenomenal car.”

Click to read full article

Motortrend

“What’s now the only naturally aspirated 911 was worth the wait.”

Click to read full article

RoadShow (CNET)

“Porsche’s newest 911 is exactly what a GT3 should be.”

Click to read full article

motor1.com

April 20, 2021 / Comments Off

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Porsche 911 GT3 fine-tuning

The new Porsche 911 GT3 is packed with technical highlights. During development, the engineers pursued one aim in particular: to
further enhance the performance of the high-performance sports car without compromising on everyday usability.

Fine-tuning in the wind tunnel

The technological progress in the area of aerodynamics is particularly apparent. It is the first time that a suspended rear wing has been fitted on a Porsche series production car. Its swan-neck mounting is used in a similar form in the GT racing car 911 RSR and the one-make cup racing car 911 GT3 Cup. Since two aluminum brackets now hold the wing element from above, the airflow can pass undisturbed across the underside, which is aerodynamically more sensitive. This new design led to a reduction in the flow losses and not only increased the downforce but also resulted in well-balanced negative lift conditions together with many other detailed measures. “We developed the aerodynamics of the new 911 GT3 in around 700 simulations. We spent more than 160 hours fine-tuning the car in the wind tunnel,” explains aerodynamics engineer Mathias Roll.

The angle of attack of the new rear wing can be set to four different positions. Correspondingly, the front diffusor can also be adjusted to four positions. “The new 911 GT3 generates 50 percent more downforce than its predecessor at 200 km/h just in the ex-works setting. In the setting with maximum downforce, the increase is as much as over 150 percent,” adds Roll. Similarly to motor racing situations, the aerodynamic balance of the new 911 GT3 can be individually adapted to track conditions and individual driving style.

“Not only are the components very similar to those used in our race cars, but the development methods are also similar,” explains the aerodynamics engineer. “In our ultra-modern wind tunnel in Weissach, we do not just drive straight ahead, we simulate every conceivable driving situation. We make the car roll, pitch, and yaw in order to simulate the physical influences on the track.”

High-revving engine with motorsport DNA

Testing on the test rig during the development of the 4.0-liter high-revving naturally aspirated engine (911 GT3: Fuel consumption combined 13.3 – 12.4 l/100 km, CO2 emissions combined 304 – 283 g/km) was even more time-consuming. “In total, the engine in the new GT3 ran for more than 22,000 hours on the test rig. During testing, we repeatedly simulated typical circuit profiles and ran the engine at full throttle for a very high proportion of the time,” explains Thomas Mader, Project Manager GT Road Car Engines. The engine, which responds eagerly when the accelerator is pressed, is based on the racing engine of the GT3 race car 911 GT3 R and is also used virtually unchanged in the 911 GT3 Cup. At 375 kW (510 PS), its output is 10 PS higher than in the GT3 predecessor model. It delivers its maximum power at 8,400 rpm and the electronic limiter only cuts in on this outstanding revving ability at 9,000 rpm. Maximum torque has been increased from 460 to 470 Nm.

As in motorsport, precise valve actuation at high revs is delivered via rigid rocker arms. The proven VarioCam technology ensures camshaft control adapted precisely to engine speed and load condition. A crankshaft with large bearing diameters, wide connecting-rod bearings, and plasma-coated cylinder liners ensure lower friction losses and reduce wear. “The individual throttle valve system is taken straight from motorsport and significantly improves responsiveness,” says engine specialist Mader.

Oil supply like in motorsport

The high longitudinal and lateral acceleration forces produced by the new 911 GT3 on race tracks mean that the oil supply for the high-revving
engine is of particular importance. Like in motorsport, this is performed by a dry-sump lubrication system with a separate oil tank. With a total of seven suction stages, this routes the engine oil back into the external reservoir quickly and efficiently, while lubrication of the highly loaded connecting-rod bearings takes place directly via the oil pump through the crankshaft. “The engine in our 911 GT3 Cup race car essentially differs in respect of just two components: the exhaust system and the engine control unit. Everything else is identical,” explains Mader.

The engine of the new 911 GT3 was also put through its paces by the engineers and test drivers off the test rig. “We conducted 600 emissions tests during development in order to meet the strict standards,” says Thomas Mader. Very strict standards were also applied in terms of the engine’s endurance: it had to perform flawlessly on a continuous stretch of more than 5,000 kilometers on the oval at Nardo in Italy at a constant speed of 300 km/h, stopping only to refuel.

April 11, 2021 / Comments Off

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The New Porsche 911 GT3 Went Around the Nardo Ring at 186MPH for 17 Hours

Porsche’s new 911 GT3 was recently put under some serious stress testing at Volkswagen’s notorious Nardo Ring test track located in Italy. The team at Porsche ran the car for 5000km (3,107 miles) at 186mph and only stopping for fuel. This means the car spent a total of nearly 17 hours at full throttle.

Porsche has been known to overbuild their cars and the new 911 GT3 is no exception. The car’s engine spent over 22,000 hours being tested on a static test rig under different simulations to prepare for real-world testing.

Porsche’s engineering team developed a very sophisticated oil supply for the GT3’s engine. The oil supply is almost identical to the one found in Porsche’s race cars and utilizes seven suction stages. “The engine in our 911 GT3 Cup race car essentially differs in respect of just two components: the exhaust system and the engine control unit. Everything else is identical,” according to Thomas Mader, Porsche’s GT road car engine specialist.

While the new 911 GT3 isn’t much more powerful than the previous model, it makes use of some welcomed upgrades and proves to be significantly faster. The model has proved to be over 12 seconds faster than the previous generation’s model. Porsche’s official statistics state the new 911 GT3 can hit a top speed of 197mph (317km/h) – whereas the previous top speed was 193mph.

Porsche has proven to provide a high-performance coupe without sacrificing reliability flawlessly. If it’s Porsche news, it’s always exciting news.

April 8, 2021 / Comments Off

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The Full List of New Porsche 911 GT3 Colors

The announcement of a new 911 always gets us excited. The announcement of a new 911 GT3 is downright excitement-city for days on end. It has been two days since the announcement of the new 911 GT3 and we decided to go through the color options and see which one we would pick. Frankly, nothing crazy here in terms of color options. Shark Blue and Lava Orange are clearly the colors to choose if you want to make an entrance, but for us, we would go a little more subdued. Give us a GT3 in Agate Grey or Chalk and we will be happy forever.

2022 Porsche 911 GT3 In Agate Grey (Metallic) — Porsche 911 GT3 In Agate Grey (Metallic)

2022 Porsche 911 GT3 In Standard Black — Porsche 911 GT3 In Black (Standard)

2022 Porsche 911 GT3 In Carrera White (Metallic) — Porsche 911 GT3 In Carrera White (Metallic)

2022 Porsche 911 GT3 In Special Chalk — Porsche 911 GT3 In Chalk (Special)

2022 Porsche 911 GT3 In Dolomite Silver (Metallic) — Porsche 911 GT3 In Dolomite Silver (Metallic)

2022 Porsche 911 GT3 In Gentian Blue (Metallic) — Porsche 911 GT3 In Gentian Blue (Metallic)

2022 Porsche 911 GT3 In GT Silver (Metallic) — Porsche 911 GT3 In GT Silver (Metallic)

2022 Porsche 911 GT3 In Guards Red (Standard) — Porsche 911 GT3 In Guards Red (Standard)

2022 Porsche 911 GT3 In Jet Black (Metallic) — Porsche 911 GT3 In Jet Black (Metallic)

2022 Porsche 911 GT3 In Lava Orange (Special) — Porsche 911 GT3 In Lava Orange (Special)

2022 Porsche 911 GT3 In Python Green (Special) — Porsche 911 GT3 In Python Green (Special)

2022 Porsche 911 GT3 In Racing Yellow (Standard) — Porsche 911 GT3 In Racing Yellow (Standard)

2022 Porsche 911 GT3 In Shark Blue (Special) — Porsche 911 GT3 In Shark Blue (Special)

2022 Porsche 911 GT3 In White (Standard) — Porsche 911 GT3 In White (Standard)

February 18, 2021 / Comments Off

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Watch the New Porsche 911 GT3 Crack A 06:59:93 Nürburgring Lap

Porsche have taken out the new 992 GT3 on the Nürburgring and managed to do a lap in 06:59:93 min

Porsche takes the new 911 GT3 off the leash. The seventh edition of this high-performance sports car was also developed in close collaboration with Porsche Motorsport. It transfers pure racing technology into a production model even more consistently than ever before. With a top speed of 320 km/h and 318 km/h with PDK it is even faster than the previous 911 GT3 RS. It accelerates from zero to 100 km/h in 3.4 seconds. It clearly isn’t just straight-line fast, because a sub 7 minute Nürburgring lap time is pretty amazing.

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February 17, 2021 / Comments Off

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2022 Porsche 911 GT3: Ultimate Guide

Introduction

Earlier today, Porsche unveiled its new 992-generation Porsche 911 GT3 via digital livestream on YouTube. First deliveries are currently scheduled to begin sometime in the later half of 2021, where it may likely be designated as a 2022 model. This new GT3 becomes the seventh iteration of one of Porsche’s most established and beloved automobiles. More importantly, it continues to embody the spirit of previous GT3 models by amalgamating all that is awesome about the 911 – and the Porsche brand – in a single road car.

The first Porsche bigwig introduced by presenter Sarah Elsser to offer insight into the project, was Dr. Frank-Steffen Walliser – former Porsche-Motorsport chief and current VP of the 911 model line. Dr. Walliser began by speaking candidly about the pressures associated with perpetually improving the GT3, but felt that the development team has fulfilled this goal with hard work; all of this, while facing the monumental challenge of navigating stricter emissions regulations and an industry-wide transition to EVs.

Andreas Preuninger – Director of Porsche’s GT program – was the next appear, first by driving the GT3 from behind the curtains and onto the stage, while making sure to throw in a few revs of the engine to excite the viewers. Once out of the car, he immediately reiterates the tremendous undertaking that was required to create the 992 GT3 , stating that it was “…the most complex, demanding task over the last three and a half years…” but asserts that “…the end product is the most extreme and exciting GT3 ever made.”

Finally, testimonials by Porsche racing legends Jörg Bergmeister, Lars Kern and Walter Röhrl really hit home just how incredible the car is, from sources that are as credible as it gets. All of them were particularly impressed by how much an improvement the car was compared to its predecessors, justifying the earlier proclamations made by Walliser and Preuninger.

Below are some key takeaways from the presentation.

Presentation Synopsis

Walliser: He talks about improving the naturally-aspirated engine, aerodynamics, chassis and suspension for the 992 GT3. Aside from the obvious technical features needed to make the GT3 better than ever, Walliser displays his deep-rooted understanding of driving enjoyment, depicting how important it was to preserve the spirit of the GT3 car from previous years, and “…bring this baby to life”.

To him, the GT3 is the 911. This is something he says “…can be immediately understood when driving in the countryside, or at the race track. That is the essence of the GT3 and what has made it so special over all the years.”

Getting back into the technical side of things, Dr. Walliser would go on to iterate that while the new GT3 has a bigger footprint, the extensive use of lightweight materials throughout have kept the weight the same as its predecessor. He glosses over a number or items, such as a carbon-fiber roof, carbon-fiber hood and ultra-thin glass, which Preuninger would go into a bit more detail later on.

Preuninger: When speaking about the technical details of the GT3, Preuninger starts by mentioning the 4.0L naturally-aspirated engine with a 9,000 rpm redline, which carries over from its predecessor with some improvements. The 510 PS (502 hp) engine he says, is “…one of the most emotionally involving engines out there.”

But the enhancements don’t stop there. “Bigger wheels, bigger brakes, wider rims.” In normal circumstances, this means more weight, which he addresses by stating “It’s a little bigger…a little bit more competent. It needed some lightweight trickery to keep the weight down, and that is dispersed all over the car. So, all boxes ticked.”

How is this achieved? He points to the carbon-fiber hood, roof and rear wing mentioned earlier by Walliser. Also introduced were some things that weren’t shown up close, such as a super lightweight battery, lighter wheels, carbon-fiber cross members, lightweight interior appointments, etc. The weight reduction was very much an exercise of shedding “5 kg here, another 1 kg there, 3 kg somewhere else, and so on”.

The end result is a weight of just 1,435 kg, hitting the “sweet spot for a driver’s car and perfect track tool for the weekend.” Essentially, the 992 GT3 has achieved the same weight as its predecessor, but is loaded with a lot more technology. For the first time, a double wishbone suspension configuration is used in the front of the car. One of the most visually notable changes is the swan-neck rear wing derived from the 911 RSR competition car, which further emphasizes the link between Porsche’s race cars and its road cars. “What works on a race car, works on a street car, doesn’t it?”

Bergmeister: “Obviously, as a race car driver, when you get in a street car you have to lower your expectations. But on that car especially, I was shocked, how good it is… it’s so close to a race car, it’s really, really impressive.” As part of a response during the Q&A session, Bergmeister remarked that the GT3 impressed him most in the high speed sections of the Nürburgring, and that it was comparable to the 991.2 GT3 RS. “It hardly pitches when you brake, transition phases are very neutral. It has more downforce. It is the best street car we’ve ever driven in our lives“.

The 992 GT3 achieved a sub-7-minute (6:59.927) lap time at the Nürburgring. This is an absolutely insane, 17-seconds-faster than its predecessor and essentially the same time as the 991.2 GT3 RS, backing up all statements made by Bergmeister, Kern and Röhrl. This also sets the tone for the soon-to-follow GT3 RS – will a 6:40 lap time be possible?! Shortly after the livestream, Porsche uploaded onboard footage at the Nordschleife with Lars Kern behind the wheel, as well as the official ad for the car.

Engine & Performance

Engine Type & Size: 4.0L naturally-aspirated flat-6
Horsepower: 502 hp @ 8,400 rpm
Torque: 346 lb-ft @ 6,250 rpm
Transmission: 7-speed PDK, 6-speed manual
0-60 mph: 3.2 seconds (PDK), 3.7 seconds (manual)
Top Speed: 197 mph

Porsche has continued the use of the naturally-aspirated 4.0L 9A1 flat-6 power plant in the 2022 Porsche 911 GT3. The only key differences between the engine used in the race car and the one used in the 992 GT3, are the exhaust system and ECU. Otherwise, the two engines share virtually all the same components, such as individual throttle bodies. As such, the new GT3 needed no “sound engineering” and inherently sounds amazing. With its astronomical 9,000 rpm redline, the GT3 produces 502 hp @ 8,400 rpm and 346 lb-ft of torque @ 6,250 rpm.

The GT3 will continue using the 7-speed PDK transmission, instead of a version of the 8-speed used in the rest of the 992 line-up. In essence, this saves weight (40 lbs) and makes for a better synergy with the GT3 and its intended application. But if you’d like a more hands-on approach, Porsche will offer the new GT3 with an optional 6-speed manual transmission as well.

Purists, rejoice! Walliser said that we shouldn’t count on the GT3 going electric or even hybrid, anytime too soon. It is much more likely that Porsche will transition to using synthetic fuels for motorsport and its GT line of production cars, before even considering going full-on EV. This aligns with Porsche’s intention to keep the naturally-aspirated engine alive for as long as possible – regulations and emissions standards will serve as the eventual ultimatum.

Chassis & Handling

Aerodynamics & Weight Reduction

The new 992 GT3 spent more than 160 hours across 700 simulation sessions in the wind tunnel. It generates 50% more downforce than its predecessor, and up to 150% more downforce in its “high downforce” setting. For the first time, the GT3 features an adjustable front diffuser and a fully closed rear diffuser, which on its own generates 60 kg of downforce at top speed. This means that now, both front and rear aerodynamic components are fully adjustable and can be manually set to one of four positions.

Its low weight of just 1,435 kg is achieved with a myriad lightweight components. This is includes a carbon-fiber hood, roof and rear wing, along with other items such as a super lightweight battery, lighter wheels, ultra-thin glass, carbon-fiber cross members, and lightweight interior appointments. Essentially, the 992 GT3 has achieved the same weight as its predecessor, but is loaded with a lot more technology.

Suspension & Chassis Control Systems

Porsche’s seventh iteration of the GT3, shows an unwavering dedication to the precision that has influenced the GT line of cars since day one. Inspired by the 2013 911 RSR competition car, the 2022 911 GT3 will receive a new front suspension setup consisting of unequal-length control arms instead of conventional struts, making it the first time a double wishbone suspension configuration is used in the front of a GT3. This will provide better tire contact through turns and during moments of compression and rebounding. Porsche’s new adaptive dampers are capable of adjusting every 10 milliseconds, which means the spring rates have doubled without affecting the ride quality of the GT3.

There are three available driving modes: Normal, Sport and Track ,which all provide varying degrees of driver-aid involvement and chassis settings. Aside from providing the most firm, performance-biased setup with the least amount of computer-control, initiating Track mode also changes the instrumentation and displays to “Track View”. This compiles all pertinent information to the immediate field-of-view of the driver. Important details such as oil temperature, oil pressure, tire pressures and shift indicators, are all in plain sight and easily visible.

Brakes & Tires

Porsche will continue to offer the GT3 standard with cast-iron rotors and Michelin Pilot Sport Cup 2 tires. Likewise, upgrading to carbon-ceramic brakes and Michelin Pilot Sport Cup 2R tires, remain as options.

Design, Styling & Interior

The Club Sport Package (roll cage, 4-pt harnesses) will be a no cost option. However, this will probably only be for the European markets. This package was not available on past iterations in North America due to safety regulations. I anticipate that the aftermarket will step-up to fill the void with some quality products, though.

The Touring trim was confirmed by Preuninger, and there’s no reason this won’t be available state-side once again. Though he believes the standard trim is the most complete representation of the GT3, he acknowledges the appeal of the GT3 Touring for the “gentleman” crowd, who want something a bit more understated. He goes on to affirm that the Touring trim is very popular, and will therefore make a definite return for the 992.

Walliser also announced that Paint to Sample (aka, custom paint colors) will be available for the GT3 line-up. The program will commence sometime later this year. On the subject of paint, the new GT3 will be available in 14 standard colors when orders are open.

Galleries

Image Gallery

“The emotions and the joy of driving. That’s why we desire the car from the heart to the stomach” – Andreas Preuninger

Official Videos

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Video Review Gallery

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Official Press Release

02/16/2021

The double wishbone front axle layout and sophisticated aerodynamics with swan neck rear wing and striking diffuser originate from the successful GT race car 911 RSR and the 375 kW (510 PS; 911 GT3: Fuel consumption combined 13.3 – 12.4 l/100 km, CO2 emissions combined 304 – 283 g/km) four-litre six-cylinder boxer engine is based on the drivetrain of the 911 GT3 R, tried and tested in endurance racing. The acoustically impressive, high-revving engine is also used practically unchanged in the new 911 GT3 Cup. The result is a brilliant driving machine: efficient and emotional, precise and high-performance – perfect for the circuit and superb for everyday use.

The distinctive strength of the 911 GT3 lies in the sum of its characteristics. With a top speed of 320 km/h (911 GT3 with MT: Fuel consumption combined 13.3 l/100 km, CO2 emissions combined 304 g/km) and 318 km/h with PDK (911 GT3 with PDK: Fuel consumption combined 12.4 l/100 km, CO2 emissions combined 283 g/km) it is even faster than the previous 911 GT3 RS. It accelerates from zero to 100 km/h in 3.4 seconds. Porsche also offers the new model with a six-speed manual transmission for a particularly puristic driving experience.

Aerodynamics from motor racing

The sophisticated aerodynamics benefit from the experiences gained from motor racing and generate significantly more downforce without noticeably affecting the drag coefficient. In the performance position, the manually set wing and diffuser elements significantly increase the aerodynamic pressure for high cornering speeds.

This is the new 911 GT3

This is, however, reserved strictly for outings on the circuit, as it is there that the 911 GT3 can play all its trump cards. During final testing, it lapped the Nuerburgring-Nordschleife, traditionally the ultimate proving ground for all sports cars developed by Porsche, over 17 seconds quicker than its predecessor. Development driver Lars Kern took just 6:59.927 minutes for a full 20.8-kilometre lap. The shorter 20.6-kilometre track, which had previously served as a benchmark, was completed by the 911 GT3 in 6:55.2 minutes. Running on the optionally available Michelin Pilot Sport Cup 2 R tyres, the new model consistently delivered its performance over several laps in the expert hands of Porsche brand ambassador Jörg Bergmeister. For Bergmeister, it is “by far the best production car” that the experienced professional driver has ever driven in the “Green Hell”.

Despite a wider body, larger wheels and additional technical features, the weight of the new GT3 is on a par with its predecessor. With manual gearbox it weighs 1.418 kilograms, with PDK 1.435 kilograms. The front bonnet made of carbon fibre-reinforced plastic (CFRP), lightweight glass windows, optimised brake discs and forged light-alloy wheels ensure weight discipline, as does the cover for the rear seat compartment. The lightweight sports exhaust system reduces the weight by no less than ten kilograms. With infinitely electrically adjustable exhaust flaps, it harmonises a highly emotional sound experience with the Euro 6d ISC FCM (EU6 AP) emissions standard. The combined consumption of the 911 GT3 is 13.3 litres/100 km (PDK 12.4).

Cockpit of the new 911 GT3 has racing genes

Its racing genes are expressed in practically all the details of the new 911 GT3. The cockpit is in line with the current model generation. A new feature is the track screen: at the touch of a button, it reduces the digital displays to the left and right of the central rev counter, which reaches up to 10,000 revs, to information such as tyre pressure indicator, oil pressure, oil temperature, fuel tank level and water temperature, which are essential when driving on the circuit. It also includes a visual shift assistant with coloured bars to the left and right of the rev counter and a shift light derived from Motorsport.

The interior of the new 911 GT3

Especially for the Porsche GT models, customers are increasingly requesting customised equipment. For this reason, the Porsche Exclusive Manufaktur range is also available for the new 911 GT3 and is supplemented by GT 3-specific options such as a lightweight roof made of exposed carbon fibre. Other highlights include exterior mirror tops made of carbon, darkened LED matrix main headlights and matching Exclusive design rear lights with an arc of light with no red components. Guards Red or Shark Blue painted wheel rims enhance the black alloy wheels. In the interior, equipment details such as the dials for the rev counter and Sport Chrono stopwatch, seatbelts and trim strips set elegant accents in the body colour or other desired colour.

As exclusive as the 911 GT3 itself is the individual chronograph that Porsche Design offers exclusively to customers of the high-performance sports car. Like its motorised role model, it boasts a dynamic design, consistent performance and high-quality workmanship. Its housing reflects its Motorsport genes. Just like the connecting rods of the GT3 engine, it consists of robust, lightweight titanium. The timepiece is powered by an individual winding rotor reminiscent of the wheels of the 911 GT3. The coloured ring of the dial can be customised in the paint colours of the 911 GT3.

Info

The delivery of the new 911 GT3 is set for May 2021.

Customer enquiries

February 17, 2021 / Comments Off

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The 2022 Porsche GT3 Remains a Sports Car for Purists

Porsche has just released the full details of the 2022 911 GT3 and we couldn’t be more excited.

The new GT3 does have some newly added features but will mostly remain the same. This is great news for Porsche fans as there was never anything wrong with the GT3 in the first place. It has always had a high-revving naturally aspirated flat-six, track-oriented suspension, and the absence of unnecessary items found in a typical sports car.

Porsche’s fourth iteration of the GT3 shows the attention to the precision that has fueled the GT family since day one. The 2022 911 GT3 will receive a new front suspension setup consisting of unequal-length control arms instead of conventional struts. The GT3’s suspension setup was influenced by the 2013 911 RSR race car. This setup provides better tire contact through turns and when the suspension compresses and rebounds. Porsche’s new adaptive dampers are capable of adjusting every 10 milliseconds, which means the spring rates have doubled without affecting the ride quality of the GT3.

The new GT3 will also come sporting some aggressive aerodynamics capable of 150 percent more downforce than the previous model. Both front and rear aero are fully adjustable and are able to be adjusted to one of four positions, manually. The aerodynamics of the new GT3 was able to secure a sub-7-minute lap time on the Nurburgring.

Porsche has continued the use of a naturally aspirated 4.0-liter 9A1 flat-six in the 2022 GT3. Porsche also mentioned they did not have to put the GT3 through any “sound engineering” as the engine’s sound was already perfect. Thanks to the independent throttle bodies and a 9,000-rpm rev-limiter, the GT3 will have a snappy 502 horsepower at 8400 rpm and 346 lb-ft of torque.

Porsche has also continued the use of the seven-speed dual-clutch automatic PDK transmission from the previous GT3 model, which saves about 40 pounds in comparison to the eight-speed transmission from other 992-generation models. It will have an updated gear selector along with shift paddles. But if you’d like a more hands-on approach, Porsche will offer the new GT3 with a six-speed manual transmission. Porsche announced zero to 60 times of just 3.2-seconds with its PDK transmission and 3.7-seconds with the manual transmission. It has a top speed of 197 mph (317km/h) with the PDK and 199 mph (320km/h) with the manual transmission.

It’s safe to say that the 2022 GT3 will have a price tag higher than the previous GT3 ($145,650) and even more so if you plan on upgrading from cast iron rotors to carbon-ceramic or from Michelin Pilot Sport Cup 2 tires to the Pilot Sport Cup 2R’s. Deliveries are set to take place in the fall of this year.

February 16, 2021 / Comments Off

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Next Porsche GT3 to get the upgraded 4.0-liter from the 911 Speedster

Porsche is playing back-and-forth with its naturally-aspirated 4.0-liter flat-six. The engine serves in the 991.2-series GT3 and GT3 RS, tuned to 394 horsepower and 520 hp respectively. Engineers in Weissach overhauled the motor to comply with incoming European regulations, and added more power before slotting it into the new, 502-hp 911 Speedster. Now, according to Autocar, the upgraded 4.0-liter will head right back to the 992-series GT3 that could debut later this year in Frankfurt.

Andreas Preuninger heads Porsche’s GT division, and has said in the past that he wants to power the GT cars with naturally aspirated engines for as long as possible. He told Autocar, “We’ve invested in the future with this engine. I can’t comment on future projects, but we would be stupid not to re-use this engine somewhere.” And during the 911 Speedster launch, 911 spokesman Holger Eckhardt said Porsche wouldn’t spend on all the engine upgrades for a single model that will sell just 1,948 units.

The flat-six’s advances include individual throttle bodies for much better response, higher-pressure injectors with a better spray pattern, and a stainless steel exhaust that’s 22 pounds lighter than before even with two Euro-mandated particulate filters.

It’s possible the same engine will make its way into special editions of the 718 Cayman and 718 Boxster twins as well. Road & Track reported that the coming Cayman GT4 will get the GT3’s 4.0-liter engine, the old 3.8-liter from the older GT4 reserved for the track-only GT4 Clubsport. Carscoops believes that engine in the junior sports cars will come in at around 425 horsepower. Carscoops also reports, however, that there will be Touring versions of the Cayman GT4 and Boxster Spyder that will also get the 4.0-liter, downrated to perhaps 380 hp.

If all this came to pass, that would mean seven other potential models powered by the 4.0-liter — GT3, GT3 RS, 718 Cayman GT4, 718 Boxster Spyder, two Touring versions of the 718 models, and a Cayman GT4 RS. We haven’t heard the Speedster going hard at it yet, but based on a GT3 prototype putting on a flat-six concert at the Nürburgring, we’d have no complaints.

May 10, 2019 / Comments Off

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Watch a Porsche GT3 and GT3 RS Go Head-to-Head at the Dragstrip

Some German-Engineered Fun

The Porsche 911 GT3 and GT3 RS are both amazing cars. On a racetrack, the GT3 RS is the obvious winner with more power and better aerodynamics, but what happens when you put them on the dragstrip? Is the RS really a faster car in a straight line? Well, the guys at the YouTube channel DragTimes decided to find out.

The GT3 RS comes with a significant price hike over the GT3 and seeing the two cars race side by side will put into perspective what the speed difference is in a straight line. It’s worth thinking about if you’re looking at the GT3 or a GT3 RS. The jump of $40,000 from the GT3 to the GT3 RS is a notable one, and you’ll have to decide if it’s worth it.

The video below can help you do that. While you might not be drag racing your Porsche, it’s a good way to see the difference between the cars. We won’t spoil the results for you, but we can say it’s definitely worth the watch. Watch it and then we’ll go over the results below the video.

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As you can see, these two cars are extremely evenly matched on the drag strip. Both drivers got good launches and had no issues during the several runs. This suggests that you might be better off saving the $40,000. If you frequent the racetrack, though, the GT3 RS’s upgrades will still make a big difference, though.

April 22, 2019 / Comments Off

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Arrested: Former Porsche dealer who’s accused of stealing $2.2M from customers

Federal authorities have arrested the former executive at a South Florida Porsche dealership who disappeared in September after customers say he bilked them out of millions of dollars in deposits for 911 GT supercars that they never received.

U.S. marshals on Tuesday arrested Shiraaz Sookralli, 44, the former vice president of marketing for Champion Porsche in Pompano Beach, Florida, the top-selling Porsche dealer in the U.S. He’ll likely face charges of mail and wire fraud and money laundering when he’s arraigned April 16.

Much of the story was spelled out in media reports and online forums last summer, but the FBI offers some new details in an arrest affidavit. It alleges that Sookralli received more than $2.2 million from around 30 customers that he routed into a shell account named Champion Autosports. The complaint says Sookralli spent tens of thousands of dollars on luxury vehicles and jewelry, nightclubs and restaurants around Miami after initiating the scheme sometime in 2017. The customers never received their Porsches.

The affidavit further describes interviews with former co-workers and employees of high-end nightclubs and restaurants in Miami who “confirmed that Sookralli frequently enjoyed an extravagant and opulent lifestyle. Bank records analysis shows that Sookralli amassed large tabs at these night clubs and restaurants that were paid with the proceeds of his fraudulent activity.” Further, despite being VP of marketing, Sookralli was found not to be an authorized Porsche salesman at the dealership and never reported his sales transactions to the sales manager at Champion Porsche.

Further, a lawyer for Champion Porsche managed to contact Sookralli on Sept. 10, 2018, days after he disappeared, and asked him if he had taken hundreds of thousands of dollars from customers. “Sookralli responded something to the effect of, ‘More like millions,'” the complaint reads. He also agreed in the conversation to send over a list of the customers from whom he’d taken money for deposits. The complaint does not say where Sookralli went after he disappeared.

The dealership filed suit in September against Sookralli, his wife, Vimla Sookralli; and the shell account it alleges he created, named Champion Autosport, to siphon off deposits. A lawyer for the dealer says it has reimbursed all of the affected customers, either by refunding their deposits or applying them to new vehicles.

Sookralli, who is married with 10 children, had credit card debt of more than $176,000 as of 2016, the Orlando Sentinel reports. He made his first appearance in federal court in Fort Lauderdale earlier this week and was to have a bond hearing Friday, according to the Miami Herald. He plans to plead not guilty.

April 5, 2019 / Comments Off

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VIDEO: Porsche 911 GT3 v McLaren 570S Track Pack

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I am a big fan of Steve Sutcliff’s video reviews. He gets cars and you can tell just how genuinely excited he is to be behind the wheel. In this video he focuses on comparing the GT3 and the McLaren 570S Track Pack. It’s funny because we talk a lot about choosing cars here at Supercars.net and we often struggle with this very choice and whether McLaren can unseat the GT3 as our favorite all round car. Watch this video to find out.

November 8, 2018 / Comments Off

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VIDEO: 2018 Porsche 911 GT3 RS Review

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Supercars.net is built for the automotive enthusiast and sports car fan in mind. Covering the auto industry with the latest news, new car reviews, videos, high-quality photography and all other amazing things car-related. Supercars.net is your source for all things automotive.

May 7, 2018 / Comments Off

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