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on January 20, 2023 by Admin in News

992 Porsche 911 GT3 Touring Sings the Song of Its People on the Autobahn

Porsche decided to offer a new flavor of the 911 GT3 last year, and the result was called the Touring package. Each example came with the mechanicals of the GT3, including a naturally aspirated flat-six engine, and it was available with a manual transmission, as well, not just with a PDK. Not that there is anything wrong with the latter.

Now, once some customers went for the 922-generation of the 911 in GT3 form with the Touring package, this led to some interesting vehicles being made. Each is special in one way or another, and they all have the same 4.0-liter flat-six engine.

While the naturally aspirated flat six was a common sight in the 911 range up until a certain point, the balance shifted towards them again once the turbocharger became a common sight on models that did not have a turbo badge. Now, most Porsche 911s being made are turbocharged, while the rarer models come with natural aspiration.

This example features the same unit that provides 503 horsepower (510 ps), and it can rev all the way up to 9,000 rpm, which is a stratospheric level when compared to most naturally aspirated engines, and turbocharged production cars do not even dream of coming close to that figure.

The unit in question provides a peak torque of 469 Nm (346 lb.-ft.), and it is enough for a top speed of 317 kph (197 mph) on the 911 GT3, while the 0 to 62 mph (100 kph) sprint is done in just 3.4 seconds with the seven-speed PDK. The manual transmission will not achieve the same result, and it will matter how if you launch it just right, as well as how you decide to shift gears. Getting the launch just right is a fine art, which may get expensive real fast if you make a mistake. Of course, the PDK will outdo any human driver, on any day, anywhere, and it will also shift faster than you could with a manual.

The engine is just a part of the equation here, as there are many other special elements that are fitted to a 911 GT3. With or without the Touring package, mind you, and the latter is a no-cost option when compared to the regular GT3.

The vehicle in the video below comes with a six-speed manual transmission, which will make it even more desirable for collectors and enthusiasts in a couple of years.

If its owner manages to stick to the factory-prescribed maintenance schedule, as well as keep all the records regarding the vehicle, they have a chance of selling it for more than a 911 GT3 of the same year and mileage, simply because the Touring Package is there, and so is the manual gearbox.

It will all depend on the market trends at the moment of sale, though, so do not bet your life savings on one of these as an investment alone. Instead, get the vehicle that you can afford, enjoy it, and sell it whenever you think it is no longer viable for you to keep it.

When it was first revealed, the Porsche 911 GT3 Touring had an MSRP of $161,100 plus delivery, processing, and handling to the U.S., while its home market had a starting price of ER 170,969 (ca. $207,233)

_{^{Article Credits: Sebastian Toma
Full Articles: https://www.autoevolution.com/news/992-porsche-911-gt3-touring-sings-the-song-of-its-people-on-the-autobahn-207281.html}}

on January 13, 2023 by Admin in News

2020 Porsche 911

For a long time, the new 2020 Porsche 911 has been one of the most prominent sports cars on the market. It has distinct styling and a heavenly performance. The 911 retains the wider fenders previously reserved for all-wheel-drive models. This costly upgrade is highly desirable for customers seeking faster acceleration and all-weather capability.

Another recent development is that the 2020 Porsche 911s are offered in four trim levels: Carrera, Carrera S, Carrera 4, and Carrera 4S. It is available as a coupe or convertible, with rear or all-wheel drive and automatic or manual transmission.

Every one of these models features an incredible twin-turbo six-cylinder engine. This cylinder comes in two potencies and pairs with an excellent automatic or manual transmission depending on customer preference. While the all-wheel drive system is faster and more capable in bad weather, both models quickly transition from fiercely athletic to strikingly elegant.

Features

The National Traffic Safety Administration and the Insurance Institute for Highway Safety did not crash-test 2020 911. Nonetheless, this Porsche has a slew of fantastic features, including driver-assistance technology, automatic high beams, blind-spot monitoring, and even night vision.

Key safety features include forward collision warning and automatic emergency braking as standard, lane departure alert, lane-keeping assist, and adaptive cruise control.

Other available driver assistance features are Front and rear parking sensors, Adaptive cruise control, and Adaptive headlights. Lane keeps assisting, Blind-spot monitoring, Traffic sign recognition, Night vision assistance, and the surround-view parking camera system.

Interior

2020 911’s interior looks quite sophisticated, with a blend of physical control buttons and a large center cupholder. It also has ventilated seats and a big wide screen which the steering wheel often blocks; then there’s the central tachometer with a physical needle that follows the engine’s revs with a terrific 7400-rpm redline. There’s also the gauge cluster which is very different from the usual and uses digital instruments instead of the conventional analog ones.

This new Porsche 911 has a fantastic low-slung driving position and supportive front seats, and the steering wheel has a wide range of adjustments. It also uses piano-black trim on the center console and provides a sizable interior cubby storage. Also, the 911 continues to offer seating for up to four, though the back seats remain a kid-only zone and can subsequently expand on the somewhat limited cargo space.

Every 911 has a 10.9-inch touchscreen built into the center of the dashboard. The center screen highlights the rotary push-button controls on the console, voice control, and buttons on the steering wheel. Porsche also has two high-end surround-sound systems. One has 12 speakers and is made by Bose, and the other has 13 speakers and is made by Burmester. The infotainment system has a Wi-Fi hotspot and supports wireless Apple CarPlay, but it doesn’t have Android Auto.

Exterior

The easiest way to identify a 992 is from the back, where the rear lights now span the entire vehicle width. Front and rear bumpers and lower valences are distinct, adding dimension to the 911’s styling and complementing the smoothness of its sides.

The 911 comes standard with adaptive suspension, which changes the damping force at each wheel; based on driving conditions and whether the brake is in Normal or Sport mode. A sport suspension lowers the car even more, and an additional dynamic chassis monitoring system works to reduce body roll even more when cornering.

The available suspension settings allow the 911 to outdo as a superfluity tourer, not just as a sports car. Her desirable features are the extra supportive Sport Seats Plus and Sport package, which entails a lowered suspension, a louder exhaust system, and a Rearview camera. The Sport Chrono package comprises a launch control and sporty drive modes. There is also the heated, multifunction GT steering wheel, which has a unique passive entry. And the Porsche’s Dynamic Light System Plus, which incorporates automatic high beams and headlights that swivel with the steering wheel.

Power and Perfromance

Hoisted in the back of 2020 911 is a twin-turbo 3.0-liter flat-six-cylinder engine. The base model produces 379 horsepower and 331 pound-feet of torque, while the S model produces 443 ponies and 390 pound-feet of torque. While all Carreras have a quick-shifting eight-speed automatic transmission, S and 4S models have a seven-speed manual. Both variants attain standard with rear-wheel drive and can be furnished with all-wheel drive for high-performance driving in all four seasons.

911 has tremendous acceleration for every application, mostly when their exciting good launch control is utilized. Porsche’s elective sports exhaust system also supports and improves the experience by procuring a fuller engine note. The 911 is as pleasing as ever and wonderful to drive. Its steering is communicative and explicit. The coupe and convertible have improved cornering grasp and resilience. The ride integrity is also flexible, and the 911’s amazing body control allows drivers to switch between relaxed and vigorous sprees easily.

The rear-drive 911 Carrera and Carrera S, as well as the all-wheel-drive Carrera 4, are EPA-rated at 18 mpg downtown and 24 mpg on the highway. The more dominant Carrera 4S, its ratings drop to 18 towns and 23 streets. Manual-transmission models get one mpg less in the city and one more on the highway. An automatic-equipped Carrera S averaged 30 mpg on a 200-mile highway route, outperforming its current lower EPA highway rating by six mpg.

Pros

Excellent handling, which boosts driver confidence
Powerful and very economical engines
Premium interior with lots of customization possibilities
Very Comfortable and reasonable for daily driving
Excellent Automatic Transmission
Significantly Faster Than Previously released models
Updated Interior Cabin

Cons

Small trunk and tear size
Infotainment System is a bit hard to reach and Requires Patience and Practice.

Pricing

According to listings for the 2020 Porsche 911, the average price is about $104,175. Prices for the various trims range from $104,175 to $154,091 and could fluctuate depending on the vehicle’s condition, mileage, features, and location.

Conclusion

The 2020 Porsche 911 places its other competitors near the bottom of extravagant sports car rankings. Even though some competitors can keep up with the 911’s speed, none can compete with its other amazing features and the thrill of driving this Porsche’s rear engine.

Its outstanding rendition and iconic styling make it an appealing package.

The 911 is an incredible machine with a jump in capability and speed compared to previous generations. To drive it is to be influenced by it. Customers have generally agreed that this recent generation of the 911 ups the car’s performance, handling, and effortless thrills sols its riders, perhaps too much.2020 by it.

on January 10, 2023 by Admin in News

Watch This Porche 911 992 GT3 Ring All Six Cylinders In A High-Speed Run On The Autobahn

Porsche’s road-going track weapon is not for the faint of heart

The 911 GT3 blends the handling finesse of Porsche’s most track-focused RS model with a more road-going presence and performance. Debuted in February 2021, the first 911 GT car from the 992 generation has been improved aesthetically and technically. The iconic, naturally-aspirated flat-six still powers it, and oh boy, the exhaust sounds can stir the soul of anyone when the engine revs to its 9,000 rpm redline. And this video from AutoTopNL proves that the GT3 is also a speed devil if let loose on the German Autobahn.

The Autobahn Is The Perfect Place To Unleash A Porsche 911 GT3

As you know, certain sections of the Autobahn have zero speed limits, and it is the best place to test a car’s top speed. This manual-gearbox-equipped 911 GT3 from the video is a Touring model, which means it has an automatically deployable rear spoiler. Upon setting the drive mode to Track, the GT3 whooshes to 124 mph in a matter of seconds. Sadly, the GT3 couldn’t achieve its claimed 199 mph top speed because of the growing traffic on Autobahn. The highest it clocked was 178 mph, which is not bad either.

Apart from the high-speed run, the acoustics of the normally aspirated flat-six is purely ear-gasmic. In an era in which hybrid powertrains are getting more prominent, Porsche is determined to stick with its in-house developed flat-six engine. We are not certain about the fate of this powertrain, but it is one of the best-sounding six cylinders in the market. In the video, you will also notice that the 911 GT3 loses stability for a split second upon entering the Autobahn. That is mainly because of the cold weather, and the Track mode turns off the ESC, but it also confirms how tail-happy the GT3 is.

The 992 GT3 Is One Of The Best All-Purpose Sports Car For Enthusiasts

While the 911 GT3 RS is very close to Porsche’s race cars, the GT3 is more road-focused, with almost similar track performance to the RS. While they possess significant differences in appearance and aerodynamics, the rear-mounted 4.0-liter naturally aspirated flat-six engine remains the same. However, the RS adds another 15 ponies over the GT3’s 502 horses, which makes it no less than a BMW M4 on the road. In addition, the 346 pound-feet of torque is available post 6,000 RPM.

According to the Car and Driver, the GT3 can reach 60 mph in just 3.3 seconds and a quarter-mile in 11.5 seconds, which is very similar to the BMW M4 CSL. However, the GT3 is on the expensive side when compared to its key competitors, but it is one of the best driver’s cars available on the market.

^{_{Article Credits: Amreetam Basu
Full Articles: https://www.topspeed.com/watch-this-992-gt3-ring-all-six-cylinders-in-a-high-speed-run-on-the-autobahn/}}

on January 3, 2023 by Admin in News

New Porsche 911 ST Plays in the Snow, Flaunts Double-Bubble Roof and Centerlock Wheels

Masterminded by Rolf Wütherich and Ferdinand Piech, the R made its competitional debut in 1967 as the lightest Neunelfer of them all. Tipping the scales at 800 kilograms (1,764 pounds) and powered by a 207-hp sixer, the R ended production after only 20 examples were finished.

In the 1970s, la Fédération Internationale de l’Automobile rolled out new regulations that allowed the Stuttgart-based automaker to add two extra inches to the front and rear tracks of the 911. That’s how the ST was born, a very rare car that weighs 960 kgs (2,120 lbs) in its lightest specification.

Both carbureted and injected STs were produced, with the 1972 high-butterfly 2.5 serving as the magnum opus of the breed. Competitional successes for the ST include the 1000 km Nurburgring endurance race, Targa Florio road race, Sebring 12 Hours, as well as the Daytona 6 Hours.

By adding two inches to the wheel arches, Porsche could accommodate slightly wider tires and wheels both up front and out back. Porsche didn’t have 9.0-inch Fuchs wheels for the rear axle, which is why Minilite rears were used in combination with 7.0-inch Fuchs wheels for the front axle. Said modifications wouldn’t have had a massive impact on the vehicle’s on-track performance without a number of weight-saving measures. For starters, thinner-gauge steel was used in several areas. Minimal paint also needs to be mentioned, as well as no soundproofing or undersealing.

Deletions further include the ashtray, sun visors, heating ducts, seat slide supports, glove box lid, and rear torsion bar covers. Plastic was used for the front and rear bumpers, as well as the front lid. Last but certainly not least, lightweight Plexiglas rear and side windows pretty much sealed the deal. The ST is coming back in 2023, probably as a 2024 model in the U.S. market, but with a twist. Rather than a track monster, the second coming is expected in the form of a road-going special edition that will borrow a few bits and pieces from the 992-generation GT3 and GT3 RS.

First spied back home in Germany at the beginning of December 2022 while testing in the rain, the ST is a heritage car that will sit above the Sport Classic in the lineup. To whom it may concern, the 911 Sport Classic retails at a simply unbelievable $272,300 in the U.S. at press time. Joined at the hip to the Porsche 911 Turbo, this duck-tailed heritage car makes 543 horsepower at 6,750 rpm and 442 lb-ft (600 Nm) at 7,200 rpm.

Given its relation to the GT3 and GT3 RS, the ST is rocking a free-breathing sixer with more than 500 ponies on tap. Recently spied testing in sub-zero weather in Sweden, the limited-run model certainly benefits from a number of weight-saving measures. Unlike the GT3 and GT3 Touring, this Touring-style interpretation of the GT3 RS features the carbon-fiber doors and conventional door handles of the GT3 RS. The front aero trickery is closely related to the GT3 RS as well, which probably means that it will feature the GT3 RS’ DCT.

The lightest version of the GT3 RS tips the scales at 1,450 kilograms (approximately 3,197 pounds), whereas the manual-equipped GT3 is officially rated at 1,418 kilograms (approximately 3,126 pounds). Given that the ST doesn’t feature the swan-neck rear wing of the GT3 RS, its DIN unladen weight should be somewhere between the GT3 and GT3 RS.

Pictured with the double-bubble roof of the Sport Classic, the ST also rocks centerlock wheels. The pictured prototypes are equipped with winter tires, which is only natural in cold weather testing conditions, but the real deal should come with super-sticky rubber shoes supplied by Michelin.

^{_{Article Credits: Mircea Panait
Full Articles: https://www.autoevolution.com/news/new-porsche-911-st-plays-in-the-snow-flaunts-double-bubble-roof-and-centerlock-wheels-207595.html}}

on December 31, 2022 by Admin in News

Porsche (997.2) GT3 RS vs Porsche (992) GT3 RS

The new GT3 RS is the most extreme 911 ever. Time to see if its great grandad has gone soft

Two Porsche 911s with big wings and stickers. You call that progress?

Don’t judge a car by its decal package, young Padawan. Admittedly, the Top Trumps cards don’t make for progressive reading. See, the 2010 997.2 Generation GT3 RS possesses a 3.8-litre flat-six with 444bhp that revs to 8,500rpm. The 2022 equivalent, the 992 GT3 RS, has a 4.0-litre naturally-aspirated flat-six revving to 9,000rpm and produces 518bhp. The newer car is also nearly 100kg heavier. So, not much progress you’d think. But you’d be wrong. In the 12-year gap between these two RSs Porsche has managed to carve 44 seconds out of a Nürburgring Nordschleife lap time. Which is a lifetime in Ring speak and sensational progress.

Point taken. But how’s it got so much faster?

Well, they both stick steadfastly to the Porsche GT Division’s rulebook of using motorsport as the guiding light for hardcore road cars; with RS’ being harder and faster versions of the already hard and fast GT3s. The 997 arrived on the scene with standard centre-lock wheels, track-ready aero package, Michelin Pilot Sport Cup 2 tyres, carbon brakes and the decals. The 992 has all of those things, it’s just been refined, honed and a made a hell of a lot more complicated. Especially when it comes to the aero department. You might have noticed the wing (hard to miss given it’s the largest rear wing to ever go on a 911) but there’s also countless lips, flicks and underfloor tunnels to gift the 992 860kg of downforce at 177mph. The 997.2 develops half that while going 186mph.

That all sounds a bit serious.

A car with DRS and hewed suspension normally is. Which makes the 997 refreshing. It’s remarkably approachable when put next to the 992. Yes, it’s serious, but simpler. A lot simpler. Open the door and you sit in wonderfully slim and supportive seats to admire the plain, functional Alcantara wrapped interior and open, upright glasshouse. The simple steering wheel is clutter free, allowing you to relax as you waggle the stubby little six-speed gearlever and admire the roll-cage filling the rear-view mirror. Meanwhile, in the 992, you’re confronted with a high, wide, complicated dash you have to peer over like a dog looking for scraps at a dinner table. Then there are buttons. Lots of buttons. Including four new dials on the steering wheel offering a handful of modes; nine stages of compression, rebound, e-diff plus various flavours of ESC. There’s no gearstick to waggle either, just PDK shift paddles with motorsport-derived magnet technology that snap with a satisfying click.

People say the 997.2 GT3 RS was peak RS. Is it?

Forums argue that the Four Point Oh may be the pinnacle, but the 3.8-litre is 98 per cent there and far more attainable. In the pricey world of Porsche attainability. But it still remains a jewel in the crown of motoring, led by the worshipped ‘Mezger’ engine (named after its creator, renowned Porsche engineer Hans Mezger) that has a chunter and gruffness at start up before progressing into a snarl at mid-revs that tunes up the harder you push it before singing a shrieky song of motorsport. It’s paired perfectly with a hefty, meaty clutch, graunchy but self-assured gearbox and telepathic steering. Thanks to an ultra-light single-mass flywheel, the needle on the rev gauge zips around like it’s had an electric shock as you heel and toe while burying your foot in the brakes. You can then use the roll and supple, well-damped suspension to lean on the wide, thick, sticky Michelin rubber to maximise the weight and traction over the back axle to throw yourself out a corner and at the horizon to the sound of a comical 8,500rpm.

Hang on, so is the 992 the right kind of progress?

Depends what you’re looking for. If you live for the stopwatch and are a track day monkey, hell yes. There’s never been an easier way to drive to a track, have a race car experience and drive to the pub to gloat about how many people you’ve overtaken. You just need your wits about you to hit its potential. But the latest 3RS isn’t as useable, having lost its frunk in favour of a race car’s radiator and having had its spring rates wound up it won’t favour a b-road. The 997 is a joy on the road and where it once was a wide car (having borrowed the Turbo bodyshell) now it’s suitably slender and narrow compared to the squat prop-like 992. Either way, both cars are going to go down in Porsche history as legends.