All posts in “Porsche”

Porsche tuner RUF opening North American headquarters

RUF, a respected Porsche tuner who notably turned the 911 into the 213-mph CTR Yellowbird in the 1980s, will open its North American headquarters in 2023. The company is setting up the facility to distribute cars, provide parts and service, and organize brand-related events.

Executives chose to set up shop at the Concours Club, a facility located in Miami, Fla., that markets itself as an automotive country club. It looks like the idea place for RUF’s North American division: it features a two-plus-mile race track, garages that enthusiasts can rent to store their cars in, and a space companies can use to organize events. The Concours Club is located in the Miami-Opa Locka Executive Airport, meaning customers will be able to book an appointment with RUF, fly in, and spend time on a track before signing the dotted line.

RUF hasn’t revealed which model(s) it will sell in the United States. Its recent line-up includes a 710-horsepower, twin-turbocharged tribute to the 1980s Yellowbird called CTR Anniversary and built around a carbon fiber monocoque designed in-house, a naturally-aspirated, 510-horse variant called SCR, and a 777-horsepower coupe named CTR 3 Clubsport and powered by a mid-mounted, 3.8-liter flat-six engine. It also performs tuning work for other companies: it notably tuned the engine that powers the wild, 911-based Marc Philipp Gemballa Marsien.

We expect to hear more about RUF’s plans for our market in the coming months. It will inaugurate its headquarters in the summer of 2023.

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2024 Ford Mustang interior, and we drive the BMW X7 M60i | Autoblog Podcast #771

In this episode of the Autoblog Podcast, Editor-in-Chief Greg Migliore is joined by Road Test Editor Zac Palmer. They kick things off with a discussion about the 2024 Ford Mustang’s interior that Zac got to spend time in this week. Then, in the news, the pair run through news of a CT5-V Blackwing refresh by way of spy shots, the reveal of a new AC Cobra, rumors of the 911 GT2 RS going hybrid for its next generation and hit on the start of the Formula 1 season. Next, they discuss the cars they’ve been driving as of late, including our long-term 2022 Kia EV6 GT-Line, the 2023 BMW X7 M60i and the 2023 Toyota Corolla Cross. Finally, our hosts field a Spend My Money question for someone looking to go electric for their next vehicle purchase.

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An assortment of emblematic supercars is headed to auction

Auction house RM Sotheby’s is giving enthusiasts the chance to bid on the supercars that they had posters of when they were kids. It’s organizing a live sale in Miami, Florida, in December 2022 that’s limited to 60 high-end models built between the 1970s and the 2010s.

The oldest car in the catalog is a V12-powered 1974 Jaguar E-Type, though keep in mind that only 20 of the 60 available slots have been filled so far. At the other end of the spectrum, the newest model is currently a 2014 BMW M5. If your automotive tastes are firmly anchored in the 1980s, there’s a wide selection of cars to choose from such as a 1989 Lamborghini Countach 25th Anniversary Edition and a 1987 Porsche 911 Turbo with a flat-nose conversion. If your heart belongs in the 1990s, RM’s sale includes a 1990 Lamborghini LM 002, a 1995 Ferrari 512 M, and a 1996 Porsche 911 Turbo. Bentley models and a 2008 Mercedes-Benz SLR are among the newer classics.

Carmakers weren’t alone in pursuing speed, style, and extravagance in the 1980s; tuners fought hard for a piece of the pie as well, and RM’s sale reflects that. Collectors will get the rare opportunity to bid on a number of pre-merger AMG models like a 1982 Mercedes-Benz 500SL 5.0 (R107), a 1987 Mercedes-Benz 560SEC 6.0 (C126) with a wide-body kit, and a 1989 Mercedes-Benz 560SEL 6.0 (W126). BMW-based Alpina models are well represented, too: RM accepted a pair of 6 Series-based 1987 B7 coupes and a 3 Series-based B6 2.8. 

There are several slots left so it’s not too late to submit your car. If you’re a buyer, plan on being in Miami on December 9 and 10, 2022. We suggest clearing up space in your garage first: every car is offered with no reserve, so the selling price will be the highest bid.

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2023 Porsche 911 GT3 RS hits the track with 518 horsepower

Porsche’s track-focused 911 GT3 RS returns for 2023 with more power and tech than ever before – at a correspondingly eye-popping price point. The Turbo S may be the flagship 911, but to many car geeks, the GT2 and GT3 RS represent the true pinnacles of 911-ness thanks to their back-to-basics focus on extracting performance at the expense of virtually everything else. They may not be the quickest in a straight line, but when it comes to on-track composure and raw human-machine interaction, they simply can’t be beat. 

It would be easy to argue that the RS is basically a race car. The 992 GT3 RS is as close as you can get to a 911 Cup car while still being street-legal, but as a street car, it’s unhindered by series regulations or classifications. In other words, Porsche’s engineers can turn the performance dials up just as high as they please without running afoul of a sanctioning body while simultaneously sanding off some of the Cup car’s sharper edges so as to preserve the internal organs of customers who will never drive their RS models at the track. Yeah, you know they’re out there. 

To wit, while the 992 Cup car makes do with 510 horses and a six-speed sequential gearbox, the 2023 GT3 RS extracts 518 horsepower and 346 pound-feet of torque from its naturally aspirated 4.0-liter flat-six and puts it to the ground through a far more refined seven-speed PDK. Porsche says that’s good for a 0-to-60 time of 3.0 seconds flat. From here, Porsche reaches into a different motorsports parts bin for some aerodynamic cleverness. Trickling down from the 911 RSR and GT3 R is a new center-mounted, single-piece radiator that clears way on either side for a new active aerodynamics package. 

This new active aero system utilizes continuously adjustable wing components front and rear to allow for fine control over performance no matter the situation. In combination with the rest of the RS’ air-channeling fixtures, it can provide 900 pounds of downforce at 124 mph and a whopping 1,895 pounds at 177 mph. Flip it over to drag reduction mode and the wings go flat, helping the GT3 RS achieve its 184 mph top speed. The wings can also be deployed in max-drag mode to act as supplemental air brakes

The RS gets a brake upgrade over the standard GT3, with larger (by 2 mm) front pistons grabbing 408 mm discs; the rear axle retains the GT3’s 380 mm discs and four-piston fixed calipers. An optional carbon ceramic (PCCB) package returns with larger rotors (410 mm up front; 390 in the rear). Center-locking wheels also return (20 inches up front; 21 in the rear) wrapped in Michelin Pilot Sport Cup 2s in 275/35R20s and 335/30R21s, respectively. Weight is kept to an athletic 3,268 pounds thanks to a generous helping of carbon-fiber reinforced plastic (CFRP) body and interior components.

The popular Weissach package also returns with its forged magnesium wheels, carbon exterior panels and an even more extensive CFRP regimen (front and rear anti-roll bars, the rear coupling rods and the shear panel on the rear axle). Porsche says the mag wheels alone knock off nearly 18 pounds of unsprung weight. 

But while some may still view the 911 as the everyman’s supercar, the GT3 RS is far from a bargain even at sticker price. For 2023, that’s $225,250 (including $1,450 for destination) — roughly 20% more than the “suggested” price for the old 991-generation GT3 RS. Not that it matters much in a market that treats sticker price like the Pirate’s Code. Look for the RS to arrive stateside in the spring. 

Related video:

2022 Porsche 911 GT3 Road Test: Exactly the hero you expect it to be

DETROIT – “Whoa, that’s a GT3,” shouts a kid from the truck next to me as I roll to a stop on Woodward Avenue. At the next light, happy Woodward watchers — yes, people just sit on the side of the road and watch cool cars go by here in Michigan — enthusiastically gesture to rev up the engine. Approving thumbs-ups seemingly rain down from everywhere. Sometimes, it’s fun being the center of attention.

This car needs no introduction. It’s the 2022 Porsche 911 GT3, and the world already knows it’s the greatest thing since sliced bread. You’ve been fed exactly this from every single written story or video you’ve consumed about it. That’s why it garners the attention and awe that it does from even the youngest car enthusiasts just setting out into the world of automobiles. This Guards Red coupe isn’t just a Porsche 911. It’s a GT3, and that’s all it takes to move it into an entirely different level of relevancy and awe.

I too felt starstruck upon first laying eyes on it. Yes, I put the car journalist cap on tightly before entering the driver’s seat, but it would simply be inhuman to not have a visceral reaction to knowing you’re soon going to be driving a 911 GT3. It’s cliché, but this is a bedroom poster car, the likes of which any young enthusiast — like that kid at the stoplight — grows up hoping to drive one day. If my experience driving other Porsches is any indication, it’s that meeting your heroes isn’t a problem if they wear Porsche crests.

And so, I go about meeting this particular hero. Despite the massive GT3 aero on the outside, looking out from the driver’s seat of a GT3 isn’t a life-shattering experience. At its core, it’s everything that’s good about all the other 911s. The seat sits low to the floor. Its small-diameter steering wheel nestles into your hands just right. Porsche’s slick manual gear lever is placed ergonomically in the center console, and the view out the windshield is stupendous. Visibility is one of the most underreported elements of sports cars and supercars, but you’ll never complain about your sightlines in a GT3. That is, unless you look out the back. Porsche’s downforce-inducing new wing may push up to 840 pounds down onto the back end of the car, but it blots out most of the 911’s otherwise useful rear window. Of course, considering how cool it looks, I can’t complain. Plus, there’s a solution: Just buy the GT3 Touring if it’s that bothersome.

2022 Porsche 911 GT3 shifter2022 Porsche 911 GT3 instruments2022 Porsche 911 GT3 rear interior2022 Porsche 911 GT3 dashboard

It’s when you look closer around the GT3’s interior that the specialness of this car begins to sink in. Number one on the list is the analog tachometer with its 9,000 rpm redline. Then there’s the lack of a rear seat, which is a big omission for a vehicle like the 911 that can double as a family car if said family is limited to two small kids, two small dogs or just two folks up front who routinely like chucking shopping bags in the back. And finally, there’s the yellow “GT3” badge that sits just south of the shifter that subtly reminds you this 911 costs more than most folks’ homes. It was $177,780 as tested, and yes, it would probably be more than that given the state of the car market, but even before today’s madness, GT3s were difficult to scoop up.

Twist the big key fob-like protrusion to the left of the steering wheel, and the 4.0-liter naturally aspirated flat-six with its new individual throttle bodies awakens with a smooth but violent stir. Tap down on the Sport Exhaust button, which you should do before every drive, and the octave being emitted from the stainless-steel exhaust drops a bit at idle. This driveway performance doesn’t venture into obnoxious territory, but the neighbors will definitely notice something special has been awakened next door. And if they have a keen ear, they won’t need to see it to know what kind of car it is – there’s nothing quite like the deep, thunderous clatter of a Porsche flat six.   

Muscle the shifter left and up into reverse, and a pitiful backup camera pops up. Somehow, Porsche fit a potato cam to the 911 GT3, while all the other 911s get a high-res and eminently more useful backup camera. Perhaps Porsche saved a few grams of weight by using a worse camera? At least you can still get the front axle lift system to save the low front end from scraping. The memory lift control worked like a charm for every location I frequented, and it’s a perfect backup in case you forget to hit the button coming home late at night to your steep driveway.

Making the left turn off my street and onto the main road is when the GT3-ness of this car really slaps me in the face. The front end darts to where I point it with an alacrity I wasn’t prepared for. As I trundle along uneven neighborhood streets, the rigidity of the chassis can be felt in every bump and pothole. Little rocks ping on the wheel wells thrown up by the GT3’s massive rubber. 

I’ve always felt that particularly special cars reveal themselves and their potential in the first mile, and the GT3 fits this bill. The cabin is practically buzzing with sensations from all over. Each gear shift clicks into place swiftly and simply. The rise and fall of revs from the 502-horsepower flat-six is enticing and beckons for more at low speeds. Against logic, the electric power steering system is full of feel. That can admittedly be said of any 911, but only GT3 has a double-wishbone front suspension adapted from the Le Mans-winning 911 RSR, plus ball joints in place of various rubber suspension pieces. The result is a car that reacts to the road and communicates back unlike any other electric steering system I’ve used.

The harsh ride smooths out around cruising speeds above 40 mph, but the sense of oneness with the car and cohesiveness of the chassis never departs. Between the steering, rev band and noise coming from the rear, the GT3 starts to feel much less like its Carrera siblings, and more like its own beast entirely.

If you’ve never been behind the wheel of a GT3 before, there’s almost no way that you make it to the end of the tachometer the first time giving it the beans. Plenty of cars do the 0-60 mph sprint around the 3.0-second range these days, but very few do so with an engine that revs and builds power like this one. There’s a recalibration period the brain needs to go through as you wind past 7,000, 8,000 and then 8,500 rpm. The high-pitched symphonic yowl coming from behind you is telling you it’s time to shift. Your brain is really saying it’s time to shift. But you’re still rushing forward with a downright brutal sense of accelerative Gs.

I hated physics, but the best way to describe this engine is by utilizing it. Plenty of cars — namely turbocharged ones — will smack you off the line with a totalitarian rush of acceleration, and then continue along through a gear offering a similar amount of high G forces till it’s time to shift. However, the sense of increasing acceleration subsides, as your actual acceleration rate doesn’t feel like it’s constantly escalating. Meanwhile, the GT3’s accelerative force never seems to settle into a maximum. Until the next shift, that sense of acceleration — the force pushing your head back into the headrest — never has interest in slowing down as you gain speed. It’s simply spectacular.

Arcing the GT3 into a corner can be described with the same word: spectacular. The 992 generation of 911 is genuinely large and takes up a lot of room on the road, but the GT3 is remarkably light at just 3,126 pounds with this tester’s manual transmission. Add in the quick steering, and you can flick the GT3 through corners with the speed and confidence of a much smaller sports car. That double-wishbone front suspension design, and the endless list of other changes Porsche makes to the GT3 versus a Carrera, result in a very different 911 in the corners. You can swap the dampers between “Sport” and “Track” modes, but no street surface necessitates stepping up to Track. All four tires stay glued to the ground around corners as though you couldn’t break their contact if you tried, and while I feel like I’m driving briskly, the GT3’s limits can’t even be touched on the road. You need speed, beyond what our speed limits allow, to use that giant rear wing to compress the chassis into the pavement and truly exploit the car. 

Even without a racetrack, though, the sheer sense of stability and agility afforded by this chassis is second to none. Every 911 grants you an unnatural amount of grip as you accelerate out of a corner, but the GT3 just makes it even better. The predictability of the engine’s torque, a dummy-proof rev-matching downshift feature, and this sophisticated and unflappable chassis make pushing the GT3 both easy and a nonstop joy. That is, so long as the roads are indeed roadworthy, which isn’t something Michigan is always adept at providing. Find yourself on some less ideal pavement, and the aggressive wheel/tire setup and alignment results in tramlining that you just can’t do anything about. It’s the only thing that’ll break a smile in the cockpit of this car. 

Practically beaming from corner to corner with the revs never falling below 6,000 and 7,000 rpm, and that Formula 1-like wail echoing off the forest around you, is what the GT3 is all about. It’s a tall bottle of pure performance and another tall bottle of pure joy combined, and the result is a driving enthusiast’s cocktail of choice. And while you may not know it to be your cocktail of choice today, I can promise that one taste of GT3 will be all that’s needed to make it so.

Related video:

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?”

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The Porsche Vision Gran Turismo

I’m sure you’ve all heard about the Gran Turismo game series, a Japanese video game developed by studio Polyphony Digital Inc., a subsidiary of Sony Interactive Entertainment, where the Vision Gran Turismo program, also known as Vision GT or even VGT has given us some of the most impressive concept cars, mostly fictional, but still utterly amazing to look at and imagine driving them … which you can do in the game naturally.

The first car that comes to mind is the 2015 Bugatti Vision GT, an absolutely stunning concept that was built as a show car to the 2015 IAA in Frankfurt, but let’s not forget the equally impressive-looking McLaren Ultimate Vision GT or the stunning Lamborghini V12 Vision Gran Turismo in her satin green livery, and now there is a new concept released.

Porsche has joined the ranks of the Vision GT program, aptly named the Porsche Vision Gran Turismo, this concept was created purely for the virtual world of the 7th edition of Gran Turismo to be released on March 4 2022 for both the PlayStation 4 and the PlayStation 5, “A vehicle designed purely for the virtual world opens up exciting possibilities for us that are otherwise heavily regimented in a regular design process for a series production car,” says Michael Mauer, Vice President Style Porsche. “Projects such as the Porsche Vision Gran Turismo are particularly valuable for us in the creative process. Further developing our clearly defined Porsche Design DNA and exchanging with designers from other industries is an important part of our work.”

Porsche’s Vision Gran Turismo might be very futuristic-looking, but she does boast some very recognizable features that make her undeniably a Porsche, like the typical proportion between height and width of the design, a very low bonnet with large, round wings alongside, while the pure style of the front with the air intakes remind us of the Porsche Taycan, and yes, the Vision Gran Turismo is all-electric in case you were wondering.

At the back, we find that typical narrow strip of lights, inspired by both the 911 and the Taycan, with a very aggressive looking diffuser, no exhausts as there is no ICE engine, but note how the rear fenders, especially the section behind the rear wheels is almost carved out of the body to create a dramatic look and exposes part of the rear tires at the same time, just an amazing detail on this concept car, I really like the vertical red lights integrated into the fins of the diffuser by the way.

On the inside, the Porsche style is continued with a curved hologram display that seems to float in the thin air above the very special steering wheel, because the seats are placed so low into the body you just feel the dynamics at play, even standing still, the inside is created from carbon fiber and titanium to reduce weight and increase performance in one go, Porsche used entirely vegan materials in the concept car.

“The appeal of a Porsche comes from its purist design,” says Kazunori Yamauchi, President, Polyphony Digital. “And in terms of engineering expertise, both we and Porsche follow the same perfectionist philosophy. We share the same passion for racing and are looking to the future of the car.”

Naturally, there is a strategic advantage for Porsche to expand into the vast gaming industry. “We can engage young and digital target groups in the place where their automotive dreams are born: the world of gaming,” says Robert Ader, Vice President Marketing at Porsche AG. “The partnership with Polyphony Digital and ‘Gran Turismo’ is a perfect fit for Porsche, because motorsport – whether real or virtual – is part of our DNA.”

Check out this amazing launch video on the Porsche Vision GT:

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After viewing the above video, let’s enjoy some more details of this amazing looking Porsche Vision Gran Turismo, there’s even a bespoke helmet:

Porsche Riding Giddy Heights With the Wildly Successful Taycan

In the first nine months of 2021, Porsche sold 28,640 Taycan units, about 13.2% of the carmaker’s total volume and a massive year-on-year increase of over 160%. More impressive is the fact that the EV outsold Porsche’s iconic 911 for the first time over the same period.

It is worth mentioning here that the Porsche Taycan is only in its 2nd full year of production, having been launched at the 2019 Frankfurt Motor Show. Sales likely would have been even higher, were it not for the effects of the ongoing COVID-19 pandemic and the global chip shortage ravaging the automobile sector. The sales volume paints a pretty upbeat picture when you remember that the Taycan’s prices range from $81,000 to $185,000, depending on the model variant.

2020 Porsche TaycanVia Motor1.

Today, the Taycan ranks only behind the Cayenne and Macan (both SUVs) in global sales. Clearly, Porsche has hit a home run with its sole EV offering.

The Taycan’s remarkable achievement, in such a short period, perfectly sets the stage for Porsche’s electrification drive as the carmaker looks to expand its EV offering to other vehicle types in its lineup.

The Porsche Taycan: Sowing the Seeds

It is possible Porsche might not have anticipated the runaway success of what is currently the only all-electric vehicle in its lineup. However, that does not mean the carmaker did not put in the work needed to ensure the Taycan had a smooth introduction into the market. The launch of the Taycan was the result of several years of research and development rather than a quickfire ‘bandwagon’ approach.

Interestingly, you would have to go back to the roots of the carmaker’s history to establish Porsche’s connection with electrification. Ferdinand Porsche, the company’s founder, was always fascinated by electricity.

In 1893, Porsche was able to successfully install an electric system at his parent’s house. Four years later, he was Head of Testing at an electrical engineering firm called Vereinigte Elektrizitäts-AG Béla Egger in Austria, and the first vehicles he designed had electric drives.

In 1900, Porsche was responsible for the world’s first functional hybrid car, dubbed the ‘Semper Vivus,’ Latin for ‘always alive.’ a year later, the production version of the vehicle, known as the Lohner-Porsche Mixte, was ready.

Lohner Porsche Semper VivusVia Cartype.

The Mixte was far ahead of the technology at the time, which ultimately proved to be its undoing. The available infrastructure just was not ready for any form of large-scale electromobility research and development.

The dream, though, never really died. The idea of electrification was finally revived at Porsche AG, about a century later, buoyed by advancements in the development of lithium-ion batteries.

2010 Porsche Cayenne S HybridVia netcarshow.

First, there was the 2010 Porsche Cayenne S Hybrid, followed by the 2012 Panamera S Hybrid. Porsche also conducted tests with three all-electric Porsche 911s in 2011.

Other cars, like the 918 Spyder and 911 GT3 R Hybrid race car followed, with each breakthrough allowing Porsche to gain valuable experience to develop its first all-electric vehicle. There were no cutting corners with the Taycan. By the time the production spec was ready, Porsche had invested about $1 billion with over 1,000 employees involved during the development process at one point or the other.

From Mission E to the Porsche Taycan

Porsche Mission E ConceptVia Porsche Newsroom.

One of the highlights at the 2015 Frankfurt International Auto Show was the Mission E, a concept car showcased by Porsche. The EV concept had an 800-volt drive system, boasted more than 600-hp and a battery range in excess of 300 miles.

The Mission E was very fast too, with the ability to rocket from 0 to 60 mph in as little as 3.5 seconds. The interior featured innovative technology with instruments controlled via eye-tracking and hand gestures. Porsche, with the board’s full support, were clear about their intentions to bring the car into production before the end of the decade.

By June 2018, the name of the planned production all-electric sports car was revealed as the Taycan. Picking the name was an elaborate process that involved whittling down a selection of over six hundred ideas.

Taycan is a blend of two Turkish terms that roughly translates to ‘soul of a spirited young horse.’ Interest continued to build up in the launch of the Porsche Taycan, and reservations hit 30,000 deposits by July 2019, forcing Porsche to revise initial production estimates of 20,000 units in the first production year.

Porsche Taycan Turbo S at the 2019 Frankfurt Auto ShowVia Our Auto Expert.

Finally, in September 2019, after four years of hard, relentless work, the German carmaker debuted the production version of the Taycan. It was the first production all-electric vehicle to utilize a two-speed transmission and an 800-volt architecture for quicker acceleration and faster charging times.

Porsche tried as much as possible to stick to the design language of the Mission E, but there were differences—like the wider intakes and a deployable rear wing on the Taycan. The Taycan also ditched the suicide doors of the concept and adopted a flatter roofline to create more headspace for rear passengers.

Model Variants: Milking the Porsche Taycan

2020 Porsche Taycan TurboVia Motor Authority.

Porsche took advantage of the strong interest surrounding the Taycan and made the car available in two variants at launch. There was the Taycan Turbo and the more potent Taycan Turbo S version.

Both variants generate a restricted 616-hp to protect the drivetrain from overheating. Still, there’s an ‘overboost’ function that can briefly push this number out to 670-hp for the Turbo and a thumping 750-hp for the Turbo S.

The Taycan Turbo S, making full use of its instant torque and all-wheel-drive, could fly to 60 mph in a scant 2.4 seconds, matching the time set by the Tesla Model S in Cheetah mode. The Turbo version wasn’t far behind, with a 0 to 60 mph sprint clocked at 3 seconds flat.

Green Porsche Taycan 4SVia Top Gear.

The launch models were quickly followed by the Taycan 4S, offered with a choice of two battery packs for different performance levels. The lower capacity 71 KwH battery pack was good for 522-hp, and the 83.7 KwH pushed up to 562-hp to all four wheels. They were not as quick as the Taycan Turbo models, but they cost less and allowed Porsche to capture more of the market.

In 2021, Porsche went further and introduced an even cheaper new base Taycan model that was rear-wheel-drive only. This one came with a standard 79.2-kWh battery and a rear permanent-magnet synchronous electric motor that made 402-hp. It cost over $20,000 less than the Taycan 4S and helped keep up the sales momentum for the Taycan brand.

Two Porsche Taycan Cross Turismo carsVia Guide Auto Web.

Today, a quick visit to the Porsche website will show that you can now purchase the Taycan in eight different model variants. In addition to the ones earlier mentioned, there is now a Taycan Cross Turismo that can be obtained in four different variants—the Taycan 4 Cross Turismo, Taycan 4S Cross Turismo, Taycan Turbo Cross Turismo and the Taycan Turbo S Cross Turismo.

Apart from introducing new models, Porsche has also continued to tweak the architecture of the existing lineup, making the Taycan an even more capable performance EV. For example, the 2022 models feature better thermal management setups, an improved operating system, and can now be parked remotely using a smartphone.

The Journey Ahead for the Porsche Taycan

Porsche’s 2021 performance for the first three quarters shows a 13% increase year on year. SUVs like the Macan drive this growth, but the Taycan has also played a significant role with a nearly three-fold increase in deliveries, even though the Taycan generally costs significantly more than rivals in the same segment.

For example, the Taycan Turbo S costs about $80,000 more than the Tesla Model S Performance. Porsche executives will be undoubtedly pleased by this as it tells them their customers are quite receptive to their EVs. It bodes well for the carmaker, especially as an all-electric Macan is expected to join the Taycan next year.

2022 Porsche Taycan GTSVia Motortrend.

The Taycan’s success is still on an upward trajectory, judging by recent happenings. There might be eight Taycan models currently available in the market, but Porsche is not done yet, and who can blame them?

The carmaker just unveiled the 2022 Porsche Taycan GTS and the Taycan GTS Sport Turismo at the 2021 L.A. Auto Show. The Taycan GTS boasts a 504km (313 miles) driving range, the first Taycan model to crack the 500km barrier. The new additions will roll out to dealers in the Spring of 2022.

2022 Porsche Taycan GTS Sport TurismoVia netcarshow.

Prior to the announcement of the new additions to the Taycan family, Porsche CEO Oliver Brume gave another indication of how well the Taycan was performing during a September 2021 interview with Reuters.

Brume confirmed there’s now a six-month waiting list for a new Taycan. That’s up from the usual four-month wait. He added that the planned 2021 production limit was 20,000 Taycans, but the carmaker sold that amount in the first half of the year alone.

The challenge now would be for Porsche to find a way to ramp up production in the face of the automobile sector’s current challenges. It is a ‘good’ problem to have, but resolving it will be vital for preventing the Taycan from becoming a victim of its own success.

That may yet turn out to be an extreme scenario, though, and I wouldn’t bet against the German carmaker finding a way to turn things around as far as production capacities are concerned. For now, they can continue to bask in the Taycan’s success.

Porsche brings back classic paint colors with Paint to Sample

Porsche Exclusive Manufaktur is bringing back historic color shades on all Porsche models with the new Paint to Sample and Paint to Sample Plus option: “Unusual paint finishes have been familiar throughout the history of our brand and are an important differentiating feature,” says Alexander Fabig, Head of Individualisation and Classic. “With this offer, we are reviving cult-classic colors and expanding the extensive range of standard and special colors across all the model series by more than 160 shades.”

Custom-painted Porsches have been gaining popularity over the years, customers want to have a bespoke paint on their brand new car from Zuffenhausen, something that Porsche Exclusive Manufaktur is playing into with their Paint to Sample option, to accomplish this they’ve installed a brand new color-mixing system at the factory, allowing specialists to mix up the exact shade a client requested, from combining dozens of ingredients with milligram precision.

Each batch of paint is made for two paint pots, one that will be used for the bodywork of the new Porsche while the second one will be applied to the add-on parts, because the mix of aluminum parts, plastics, and carbon fiberglass, the mixture to be applied has to be slightly different depending on the surface that has to be coated … they even paint a comparison plate to reference against the finished car as a final inspection.

But Paint to Sample not only covers custom colors on special demand, but they also resurrected some classic shades from the 90s, color mixtures that are already known by Porsche’s paint specialists, like Maritime Blue as seen on the Porsche Panamera below, a deep, not too dark shade of blue that gives a classic but luxurious look to this four-door model, if you want to stand out even more a set of gold-painted wheels would do the trick.

Or how about Rubystar Red, a rather special shade of red with a more pink hue to it, which looks amazing on this Porsche Taycan, at least it’s something different from the large amount of white Taycans I usually see driving around over here, it seems some markets only order black, dark grey, and white, while other markets have a much more diverse taste in colors on their luxury cars.

And let’s not forget about Mint Green, I remember seeing a 911 in this shade with color-coded leather seats, very special looking and perfect in tune with the Nineties, perhaps today a more subtle interior shade might be a better idea, but I still think black seats with their centers in matching Mint Green would look killer on this car:

The number of different paint color options largely depends on the specific Porsche model and where they are actually built, when looking at the 911 and the 718 model the list of paint colors goes beyond 100, while on the Panamera, Macan, and Cayenne, the list contains a little over 50 options, while a further 65 colors complete the palette on the all-electric Porsche Taycan.

While it is possible to order your ‘Paint to Sample’ specific shade for your new car right at the local Porsche Centre, you’ll have to keep in mind an additional three-month delivery time compared to the basic color options, and if you really want something unique, you can opt for the ‘Paint to Sample Plus’ finish, which is limited to the Porsche 911, 718, and Taycan … but here there is just about no limit whatsoever on which shade you want, it all begins with the customer supplying a sample of his or her color to a Porsche Center.

And this doesn’t need to be a piece of painted metal, how about a bottle of nail varnish, or a pair of shoes to match, a handbag, or a piece of clothing … anything goes, as it is sent out to Porsche AG for an initial feasibility check, which can take a few months, before Porsche’s color wizards create the magic formula to be tested on a car body and add-on parts … but that’s not the customer’s car yet, the first application of this custom shade is done onto a test-body, at Porsche’s expense, and only if all tests are good and they’ve determined the details, such as layer thickness, will the customer’s Porsche be painted in this bespoke shade.

Such individual vehicles can only be ordered through Porsche Exclusive Manufaktur, and not every Porsche Center will be a partner, at the time of writing about 100 Exclusive Manufaktur partners are present globally, these are specifically selected Porsche Centers who are specially equipped and have trained specialists able to provide advice on the Exclusive Manufaktur product range if you really want to get the best-of-the-best you can always travel to the heart of the brand in Stuttgart-Zuffenhausen, but you’ll need a commission number before you are able to visit the HQ.

Just in case you are wondering about just how much something like this would set you back, here are some indications of price, the Paint to Sample will set you back between €8,806 and €9,877 depending on the exact model, while the even more intricate Paint to Sample Plus goes from €17,612 to 19,754, note that all prices are MSRP for Germany including 19% VAT, if you want to know the exact cost in your case you should really visit a local Porsche Center and inquire about this when ordering your brand new, bespoke build Porsche supercar.

Top Gear Dives Into The New Porsche Cayman 718 GT4 RS

As part of the recent “Green Promise” that many car manufacturers are heading for, we all know that the most powerful, fastest, extreme, and best handling supercars and hypercars of the near and distant future will be electric. Bugatti Rimac has been formed as part of that promise, and Porsche has a major stake in the company through both its own investments and through its parent, Volkswagen Group.

Porsche Cayman 718 GT4 RS
Porsche Cayman 718 GT4 RS The new 2022 Porsche Cayman 718 GT4 RS with the Weissach Pack option

This is not to say, however, that Porsche is going to quietly shuffle their engines that run on recycled dinosaurs into the storage room, however, not at all. Instead, they’ve turned around and let the GT department, their skunkworks team, at Stuttgart go slightly (read: completely) insane. The result is a $145,000 USD Porsche Cayman that carries a 4.0L flat-six engine from a Type 992 GT3 with the wick turned up to 11, has exhausts with the bare minimum of baffles to pass road legality making it the loudest Cayman ever made, and can keep up with a Lotus Exige in terms of handling.

Porsche Cayman 718 GT4 RS
Porsche Cayman 718 GT4 RS Part of what makes the Cayman GT4 RS handle as well as it does is the specifically tuned aerodynamics that give it downforce without adding any more drag to the car

The new Cayman 718 GT4 RS, according to Porsche themselves at least, is not meant to be a track monster. It certainly can be, and there is a customer-spec version of the GT4 race car coming in the GT4 RS Clubsport, dedicated to track only use. This beast is meant to be an “experience,” a car that makes the driver become part of the machine, the two symbiotically working together to scream bloody murder out those nearly direct-port exhausts and catapult the car to the horizon as fast as possible.

Top Gear GT4 RS overview
Top Gear GT4 RS overview Regular GT4 on the right, GT4 RS on the left. Notice the far more aggressive diffuser, “hang down” wing, and larger exhaust exits

Sure, it can lap the Nurburgring’s famous Nordschleife track in 7 minutes and 4 seconds. Sure, it has unbelievably good handling and its aerodynamics are machined and tuned to precision German standards. But by letting the GT department off the leash, they’ve also made, as Top Gear describes it in the video below, a car that is steeped in the highest levels of “engineering nerdery.”

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Our take? While there are still petrol-powered engines around, Porsche should let the GT department off the leash more often, if this is what results from the German equivalent of going mental!

The new Porsche 718 Cayman GT4 RS Clubsport

Porsche only just revealed the new 718 Cayman GT4 RS at the Los Angeles Auto Show, but there is even more news in their 718 range, simultaneous Porsche also unveiled their latest mid-engined race car, the 718 Cayman GT4 RS Clubsport, with the 4-Liter six-cylinder boxer engine taken directly from the 911 GT3 Cup race car, pumping out 500 PS in the 718 Clubsport version, an increase of 75 PS compared to the previous GT4 Clubsport edition.

Depending on the track and series-specific regulations, the new 718 Cayman GT4 RS Clubsport can achieve lap times that are over two percent quicker than the previous model. The homologated vehicle is track-ready straight from the factory in Weissach and can be used in SRO racing series around the world without the need for additional modifications, pricing starts at 196.000 Euro or 229.000 Dollars, not including specific taxes.

“We have incorporated our experience of the last three years of running the previous GT4 Clubsport as well as customer wishes into the development of the new car,” said Michael Dreiser, Manager of Sales and Distribution at Porsche Motorsport. “Faster lap times combined with a further improvement in driveability offer our customers a competitive product for the upcoming racing seasons in GT4 class racing competitions around the world.”

The first Cayman GT4 Clubsport was introduced back in 2016 already based on the 981 generation, to offer customers a very competitive race car, in just two years a total of 421 were built, for 2019 a new model based on the 718 Cayman GT4 debuted, of which about 500 would find clients, mostly thanks to the low running costs of these GT4 race cars in the hands of customer teams.

This tradition is continued with the brand new 2022 718 Cayman GT4 RS Clubsport, the 4-Liter boxer engine replaces the previous 3.8-liter six-cylinder unit, and it is about 18% more powerful with its 500 PS at 8,300 rpm thanks to an optimized air intake, also note this new engine car sustain up to 9,000 rpm while it comes with a torque of 425 Nm at 6,600 rpm, resulting in a broad speed band, making the car easier to handle for amateur drivers, but still powerful enough for professional race car drivers.

Upgrades include the use of two-way adjustable shock absorbers with improved characteristics, in addition to adjustable sword-type anti-roll bars front and rear. Vehicle height, camber, and toe are also adjustable. Furthermore, three different spring rates for front and rear axles are now available. Special NACA ducts in the bonnet are designed to direct the airflow more efficiently to the large racing brake-ing system fitted with 380-millimeter steel brake discs.

The 718 Cayman GT4 RS Clubsport comes with a further extended front spoiler lip compared to the road car for additional downforce, while vents on the wheel arches were inspired by the 911 GT3 R model and vertical fins on the front bumper create an air curtain for the front wheels, naturally, the entire underbody is closed for this race car and it doubles as an optimization for the rear diffuser.

The ‘hanging’ rear wing, also called swan neck, comes with a 20mm long Gurney flap, with an additional pair of adjustment ranges added for more personalization during racing.

Porsche Taycan GTS Specs and Pricing

Porsche has revealed the new Taycan GTS electric sports car at the LA Auto Show 2021 together with the third body version of the first all-electric Porsche model series in the form of the Taycan GTS Sport Turismo. The Sport Turismo joins the Cross Turismo and sedan body variants in the model lineup.

The new Taycan GTS is the sporty all-rounder of the Taycan range. The model delivers an output power of 598 PS when using launch control. The acceleration from 0-100km/h is achieved in 3.7 seconds and the maximum speed is limited to 250km/h. Additionally, the new GTS features a range of up to 504 km based on WLTP figures making it the first Taycan to break the 500km mark.

Porsche Taycan GTS Specs and Pricing

Power 2 Electric Motors, one on each axle
Transmission All Wheel Drive
Gearbox 1 Speed Direct Drive at the front axle
2 Speed Auto at the rear axle
Output 598hp
Range 504km
0-100km/h 3.7s
Top Speed 250km/h
Price in USA Taycan GTS: $131,400 (USD)

Taycan GTS Sport Turismo: $133,300 (USD)

Price in UK Taycan GTS: £104,190 (GBP)

Taycan GTS Sport Turismo: £104,990 (GBP)

Price in Norway To be Announced
Price in Canada Taycan GTS: $150,100 (CAD)

Taycan GTS Sport Turismo: $152,700 (CAD)

Price in Germany Taycan GTS: €131,834 (euros)

Taycan GTS Sport Turismo: €132,786 (euros)

The model also features an adaptive air suspension, Porsche Active Suspension Management (PASM) fitted to the benefit of the lateral dynamics and a sportier rear axle steering as optional.

The Taycan GTS features a unique interior and exterior design. The exterior consists of black or dark details on the front apron, bases of the mirrors and on the side window trims. On the other hand, the interior has been finished in numerous Black Race-Tex features and the brushed aluminium interior package with Black anodized finish is fitted as standard.

The Taycan GTS also features a new panoramic roof with Sunshine Control as optional. The roof can be changed from clear to matt through an electrically switchable liquid crystal film thus protecting the occupants from glare without darkening the interior.

The roof is divided into nine segments that can be switched individually and in addition to the clear or matte settings, semi and bold can also be selected for a choice of wide or narrow segments.

The Taycan Sport Turismo is aimed at customers who want a similar level of everyday practicality as offered by the Taycan Cross Turismo as well as on-road performance similar to the Taycan sport saloon. This new derivative is simply the best of both Taycan worlds and means the model family now includes three body variants.

The Taycan Sport Turismo features a sporty silhouette, a rearward-sloping roofline and the functional design of the Taycan Cross Turismo. The rear headroom is larger than that in the Taycan Sport Saloon and the load capacity under the tailgate is more than 1200 litres. However, the Taycan Sport Turismo does not have off-road design elements or packages.

Prices for the Taycan GTS and Taycan GTS Sport Turismo start from 131,834 euros and 132,786 euros. German prices include 19% VAT and country specific equipment.

Porsche x LA Auto Show: Porsche 718 Cayman GT4 RS Specs Revealed

Late last month, we brought you coverage of Porsche’s confirmation that there would be a GT4 RS model after all. Not a whole lot was known at that time, though what was presented to us was more than sufficient in painting the picture of just how great of a car it was shaping up to be. The most noteworthy fact was that it set a blistering lap time of 7:04.511 at the Nürburgring Nordschleife. This is some 23.6 seconds quicker than the 718 Cayman GT4, suggesting that virtually no part of the car was spared the ‘RS’ treatment.

Now we know a lot more about the ‘how’ and the ‘why’, and Porsche has decided to provide those details to us as part of their participation in the 2021 LA Auto Show, alongside their unveiling of the new Taycan GTS models and the Panamera Platinum Edition. At the forefront of this is the GT4 RS’ engine. It was public knowledge that the powerplant would be a 4.0L naturally-aspirated flat-6 unit, likely a derivative (read: detuned version) of those used in current 992 GT3 and GT3 Touring. Porsche have certainly fulfilled these parameters. You can view a recording of the livestream event, below:

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What was much less expected or known, was how the confirmed power figures would tally up. There were some suggestions that based on the Nürburgring lap time, as much as 500 hp would be on tap for the 718 Cayman GT4 RS. At the time, that still felt a bit farfetched for a number of reasons, the most notable of that being it would mean the new range-topping 718 would be infringing too deep into 911 GT-level territory. However, that prediction has essentially come good, with the GT4 RS producing 493 hp (500 PS)—the same as a 991.1 GT3 RS.

It revs to 9,000 rpm and makes a bit less torque—331 lb-ft vs 346 lb-ft in the 992 GT3—which Porsche says is the result of a more complicated exhaust design, but that’s not likely to matter in the grand scheme of things. After all, the platform known best for its extraordinary balance and superb handling dynamics, is still good from a blistering 0-60 mph time of 3.2 seconds in its new RS-guise. That’s plenty quick. As we correctly predicted, the GT4 RS comes exclusively with a 7-speed PDK transmission, which further highlights the car’s race-bred intentions and stays true to the (modern) ‘GTx RS’ mantra.

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According to Dr. Frank Walliser—Vice President of 911 and 718 Product Lines—the GT4 RS will tip the scales at 3,120 lbs, making it around 49 lbs lighter than a similarly-equipped 718 GT4 with PDK. Much of the weight savings are the result of a healthy carbon fiber diet, with the front fenders, bonnet, door panels and other fixings now made from the good stuff. It will also sit 30 millimeters lower than a regular Cayman and now comes standard with a ball joint suspension system, replacing the rubber bushings used in previous models. The dampers, springs and sway bars have also been revised for more hardcore applications. All of these will afford the RS superior handling precision and a heightened connection with the tarmac.

At a glance, the biggest differences between the GT4 RS and the other models are ones that are visually telling, with the swan-neck rear wing being the most eye catching of its features. The rest of the body gets the typical RS workout, with streamlined underbody panels, a more aggressive (and adjustable) front splitter, a larger rear diffuser, side blades and huge air intakes, all forming part of this new equation. These of course, are all completely functional changes as well, with the GT4 RS able to produce up to 25% more downforce than the GT4, while also improving engine and brake cooling.

The new Porsche 718 Cayman GT4 RS is also responsible for a few important ‘firsts’ in the history of the Cayman. Besides being the platform’s inaugural RS representative, it’ll also be the first time the Weissach Package is offered for the model, following the trend made popular by the most recent GT3 RS and GT2 RS. The Weissach Package for the GT4 RS will use the same formula which incorporates exposed carbon fiber exterior panels, titanium exhaust tips, magnesium wheels and a roll cage (in jurisdictions where it’s legal to have one from the factory). Center-lock wheels are also a debutant feature on the Cayman, via the RS.

Compared to other trims, there isn’t a significant list of other notable options to pick from—notwithstanding front-axle lift, and a unique Porsche Design watch—because the RS already comes comprehensively equipped, as anyone buying a car with the badge should expect. I was also pretty bang on with my prediction in terms of pricing, with the base MSRP of the Porsche 718 Cayman GT4 RS sitting at $141,700 USD. Waiting lists are already looking long, relative to the number of allocations being given, so you should get your name in the hat now, if you’re interested in picking up Porsche’s latest—and arguably, their most impressive—RS model.

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Porsche x LA Auto Show: Porsche Taycan GTS Models Unveiled

As part of their LA Auto Show appearance, Porsche has just unveiled their new Taycan GTS models. Available for both the sedan and new Cross Turismo body-styles, the GTS—as has been the tradition with other Porsche models—slots into the Taycan range between the 4S and Turbo trims. This also marks the first time that the venerable GTS badge will feature on an all-electric car.

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Much like its GTS predecessors, this places the new model in that “sweet spot” within the existing roster. What this translates to for the Taycan GTS, is a model that continues to provide an exemplary performance package without the need to opt for the Turbo models, the latter of which tend to come with an excess of features (and with them, a higher price) that the typically-pragmatic GTS owner would rather forgo.

Just a cursory glance at the specs and features immediately suggest that the Taycan GTS also strikes that perfect balance of power and handling, making it not only the better choice as an everyday car, but arguably for the race track too. Both the Taycan GTS and Taycan GTS Cross Turismo come standard with the 93.4 kWh battery and carry over the 800-volt architecture. They also retain the same dual motor all-wheel drive configuration and produce 590 hp, compared to 426 hp and 670 hp in the 4S and Turbo respectively. This makes the GTS models good for 0-60 mph in 3.5 seconds.

Porsche also states that the GTS models incorporate the suspension setup from range-topping Taycan Turbo S, though they’ve also done further tuning and tweaking in order to optimize the geometry for the models and their intended audience. This should make it the most spirted trim in the lineup in terms of driving dynamics, road feel and responsiveness, making for a Taycan that is more driver-focused and fun to drive than any other model in the roster.

The Taycan GTS models also distinguish themselves visually, with the latest trim coming standard with the SportDesign exterior package along with special GTS logos. The side skirts, rear diffuser and window trim are also painted in high-gloss black as standard. The Cross Turismo GTS also differs from other CT models by having its rear spoiler painted to match the main body color, and most notably, there is an absence of plastic cladding over the wheel arches seen on all other trims.

Other distinctive standard features include larger front rotors (390 mm) than those on baseline 4S models (360 mm), and the GTS also has a unique Race-Tex interior that’s similar to what is seen in other GTS-badged Porsche cars. According to Porsche, the Electric Sport Sound is now “deeper and louder” from both inside and outside the car. Also standard fare are Adaptive Air Suspension, PASM, PTV Plus and Sport Chrono Package. Features such as PDCC, PCCB, 21″ wheels and rear-axle steering remain as options. Also exclusive to the GTS is the optional “GTS Interior Package” which includes deviated stitching, unique embroidery and matte carbon fiber finishes.

As for pricing, the GTS sedan starts at $131,400 USD while the GTS Cross Turismo has a base price of $133,300 USD. Porsche is taking orders right now, with deliveries scheduled to begin in the second-quarter of 2022.

Considering the total package, I believe that the Porsche Taycan GTS and Porsche Taycan GTS Cross Turismo models are the most impressive Taycan models to date. For most of us, this shouldn’t be surprising if even up for debate—after all, the GTS badge and the word “best”, have become somewhat synonymous over the past few years when it comes to Porsche cars. It’s definitely the one I would buy, if I had to do it all over again.

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The Porsche Panamera Platinum Edition

At the Los Angeles Auto Show on November 17 Porsche will unveil their latest addition to the successful Panamera line up, the Platinum Edition, a top of the line spec available on either the Panamera (not in Europe), the Panamera 4, and even the Panamera 4 E-Hybrid, while only in Europe you can order this Platinum Edition also on the Sport Turismo models while the Chinese market includes the Porsche Panamera Executive models, which come with an extended wheelbase, first deliveries are foreseen for late January 2022, pricing in Germany start at €111,945 VAT included.

This special trim level combines the discretion of the Satin Gloss Platinum design features with a vast array of standard equipment that’s optionally available on the regular Porsche Panamera, and as usual with a ‘package deal’, the sum of all options would be a lot more expensive than the premium for this Platinum Edition option.

For starters, the Platinum Edition comes with the must-have option of adaptive air suspension with Porsche Active Suspension Management (PASM), but also includes automatic dimming exterior mirrors, LED matrix headlights with Porsche Dynamic Light System Plus (PDLS Plus), the large panoramic roof, and just in case, the Park Assist with reversing camera, If you opt for the E-Hybrid version an on-board AC charger with 7.2 kW charging power comes as standard too.

The Platinum-painted 21-inch Exclusive Design Sport wheels look amazing, and for that really intimidating look, Porsche fits black sports tailpipes and dark-tinted privacy glass while the side windows are trimmed high-gloss black, as a final statement the Exclusive Design taillights emphasize the Porsche Panamera’s dynamic elegance.

The Panamera Platinum Edition wouldn’t be complete without platinum painted details on the exterior, like the air vents behind the front wheels, same as the famous Porsche logo and Panamera model designation on the rear hatch, in case of the E-Hybrid, the logo on the side gets a platinum finish too, and if you’re not a fan of massive 21-inch wheels, the options list includes 20-inch Panamera Style wheels in Platinum too.

Opening the door will bring you into the lap of luxury, with the GT sports steering wheel complete with Power Steering Plus, Lane Change Assist, but the Platinum Edition also offers soft-close doors with Comfort Entry, 14-way electrically adjustable comfort front seats with memory package, heated rear seats, the magnificent sounding BOSE® Surround Sound system. Furthermore, the brushed aluminum interior package in black and naturally the Porsche crest on the headrests had to be included in this package too, and just as a final touch of class, all Platinum Edition will come with an analogue clock in the dashboard as standard.

Porsche 911 Hybrid: It’s Real and It’s Happening. Right Now.

Amidst all the fanfare surrounding EVs—much of it starting from within Porsche’s own camp—the thought of the company’s flagship 911 model being subjected to some form of electrification has often been overlooked. This sentiment is overwhelmingly a reflection of enthusiasts and consumers who, deep down inside, are resigned to the fact that this is inevitable if the 911 lineage is to continue in the years and decades to follow. Porsche themselves though—reluctantly, or not—have already been hard at work embracing this notion, and are now showing tangible evidence of what the path forward will look like.

In my personal experience, I believe that Porsche’s fully-electric platform—exclusively represented by the Taycan range for now—provides very promising prospects and a solid template for a future with ICE-less 911 models. But that’s something we won’t have to think about much, at least for now, as hybridization, rather than full-on electrification, will be Porsche’s immediate solution to address the changing automotive landscape; and it’s more than likely that we’ll see this come to fruition during the current 992-generation.

To quell any doubts of this being the case, the proof is in the pudding, as they used to say. The video below (credit: CarSpyMedia) shows what conspicuously appears to be a 911 Hybrid being tested at the Nürburgring Nordschleife earlier this month.

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As the video footage reveals, these are still the very early days of prototyping; the car appears to struggle from handling issues likely born from all the extra weight the car is carrying with the new hybrid system installed. We can all remain confident that Porsche will take the necessary steps to balance the car and engineer a happy medium between the chassis and its xeno-drivetrain—after all, they’ve already proven they can do as much via the 5,000 lbs+ Taycan platform.

Few details about the car are known, but we do know that Porsche’s ‘E-Hybrid’ nomenclature—currently used in the Panamera and Cayenne lineups—will be adopted for the 911 range. The first 911 trim likely to be ‘E-Hybridized’ will be the Turbo S model, and it will likely sit at the very top of the range in terms of price and overall performance. The current word is that Porsche 911 Turbo S E-Hybrid will feature a 400-volt system, which will compliment the existing 3.7L twin-turbocharged flat-6 petrol engine.

Some outlets are suggesting that it won’t be a plug-in hybrid model, though I’d be surprised if this was the case; the fully-electric Taycan uses 800-volt architecture, while conventional ‘mild’ hybrid systems (which aren’t plug-ins) are well under 100-volts. But then again, EV technology is improving at a rapid pace. As a hybrid, we can expect the new 911 to be mechanically the same, or similar, everywhere else. That should mean no changes in the transmission department, with a 7-speed or 8-speed dual clutch transmission sending power to all four wheels. The suspension and chassis are sure to be tweaked and tinkered with to ensure that the essence of the 911’s driving dynamics remain intact, if not enhanced, by the hybrid drivetrain—it should turn out to be the very same 911 that we’ve all come to love, only with some slightly different hardware.

Just how soon will the Porsche 911 Turbo S E-Hybrid be a real thing? We’re told that it’ll likely arrive as a 2023 or 2024 model, meaning it could debut as early as the tail-end of next year —yes, it’s coming that fast and just in time to usher in the ‘992.2’ era. Porsche has yet to officially confirm that such a car even exists, but as has been proven before—most recently with the new GT4 RS—actions certainly speak louder than words, or lack thereof. In fact, the 911 isn’t even the first Porsche model to feature in recent conversations with regards to hybridization or electrification; Porsche has already announced that it plans to introduce an EV to the 718 range no later than 2025.

My Thoughts:

While the development of eFuels is a positive step in extending the life of the 911 without having to consider full-on electrification, hybridization is a rather obvious next-step in the timeline of Stuttgart’s most iconic and long-standing model. The big-wigs at Porsche are already suggesting that this latest version of eFuels may even allow internal combustion cars to achieve a smaller overall carbon footprint than an electric car, particularly when taking into consideration, the byproducts created from battery manufacturing. “This technology is particularly important because the combustion engine will continue to dominate the automotive world for many years to come,” said Porsche R&D Executive, Michael Steiner. “If you want to operate the existing fleet in a sustainable manner, eFuels are a fundamental component.”

“Porsche is committed to three powertrains: purely electric, plug-in-hybrids, and highly efficient gasoline engines. From Porsche’s point of view, eFuels open up an opportunity for our plug-in hybrid models as well as our icon, the 911—either with a combustion engine or as a very sporty hybrid. This means that we could continue to drive the 911 for many years to come, which will certainly make our customers and fans happy.”

Either way, the existence of the combustion engine—either as a standalone unit, or complimented by electric motors—is realistically viable for “many years to come”, to quote Michael Steiner. For fans of the 911 this can only be good news; even if you’re not a fan of hybrids, today’s hypercars have certainly showcased how impressive the technology is from just a performance standpoint, and if the prospect of that (that being, a 1,000 hp+ Porsche 911 from the factory) doesn’t excite any car enthusiast, I don’t know what will.

Porsche 911 Turbo S E-Hybrid Porsche 911 Turbo S E-Hybrid Porsche 911 Turbo S E-Hybrid

Porsche 911 Turbo S E-Hybrid

Porsche 911 Turbo S E-Hybrid

Porsche 911 Turbo S E-Hybrid

Porsche 911 Turbo S E-Hybrid

The Best Porsche Engines Ever Made

Collectively, Porsche is arguably our favorite automaker here at, and they are most certainly my personal preference. My fanaticism is born from places far beyond the scope of the Stuttgart automaker’s most recent renditions; a storied history of motorsports success and automotive savant-ism are responsible for producing some of the greatest automobiles ever to grace our planet over the past many decades.

I think most of us would agree that the greatest cars are a product of the engines that power them. Now, one would be forgiven for assuming that the greatest Porsche cars—and as such, the greatest Porsche engines—is a shortlist dominated by the Porsche 911 flagship model, but I’m pleased to say that this list we’ve compiled is a little more diverse than that.

I believe every entry here is no less deserving of recognition than any of the others. Even so, I’ve thrown in a couple that are bound to be highly controversial too. Hint: one doesn’t use petrol, and the other never featured in any Porsche production road cars. Oh no!

Here are the Best Porsche Engines Ever Made.

Porsche M97.74 Engine

Porsche 911 GT3 RS 4.0 Engine M97.74

Appearing in the 997.2 GT3 RS 4.0, this truly special engine was the swan song for both the 997-generation (2005-2012) of Porsche 911 cars, as well as the Mezger engine design.

Borrowing a number of components from the RSR race car, the 3.8L engine in the ‘regular’ 997 GT3 RS was then upgraded to a 4.0L flat-6 (hence the name), which produced 500 hp and 339 lb-ft of torque, while having an astronomical 8,500 rpm redline.

So convincing was this move, even to Porsche’s own brass, that the following two generations (991 and 992) of 911 cars would continue to employ the 4.0L naturally-aspirated engine in the GT3 lineup, proving that the ‘godfather’ RS 4.0 was also well ahead of its time.

With the proliferation of PDK transmissions, amongst other safety-centric technological advancements, many consider the M97.74 and the GT3 RS 4.0 it powered, to be the final rendition of the purists’ GT3 RS.

Porsche 980/01 Engine

Porsche Carrera GT Engine 980/01

What makes the Porsche Carrera GT engine so special is that it is technically a race car engine. Not in that loosely-based sense—as is often used as a gimmick by salespeople—but in the true sense of the word.

In the late 1990s, Porsche engineers in Zuffenhausen were assigned the task of developing a naturally-aspirated V10 concept engine, which was to later be used in a race car for the infamous 24 Hours of Le Mans endurance race. Sadly, the completion of that race car never came to fruition, but the efforts of the engine builders would not go to waste.

Porsche decided to adapt the engine for use in the Carrera GT. They not only refined the engine to satisfy production car protocols but also managed to make it a more powerful version than the original unit.

The result is a 5.7L naturally-aspirated V10 engine, which produces 612 hp @ 8,000 rpm and 435 lb-ft of torque @ 5,750 rpm. This allowed the Carrera GT to accelerate from 0-60 mph in 3.8 seconds and 0-100 mph in 6.9 seconds, with a top speed of 205 mph.

Porsche MDH.NA Engine

Porsche 911 GT2 RS Engine MH.NA

Suffice to say, the 991 GT2 RS is the absolute peak of 6-cylinder performance. The GT2 RS in its entirety is more closely based on a Turbo S than it is to its closest GT relative, the 911 GT3 RS.

After all, at the heart of the GT2 is a revamped version of the Turbo S engine (known as MDH.NA), while the GT3 has its own unique naturally-aspirated 4.0L power plant. The 3.8L flat-6 was fitted with larger variable-geometry turbos and was given an increase in peak boost to 22.5 psi, which is 24% higher than the Turbo S.

Larger intercoolers, a water-spray system, larger exhaust manifold primaries and redesigned pistons work in synergy with the aforementioned to provide the GT2 RS with 700 horsepower @ 7,000 rpm and 553 lb-ft of torque.

Porsche has long buried the traditional notion of “turbo-lag” in its cars with VarioCam Plus, and the GT2 RS is no different, making peak torque from 2,250 rpm to 4,000 rpm. This helped the GT2 RS to a production car record at the Nürburgring-Nordschleife, where it set a lap time of 6:43.300.

Porsche 911/83 Engine

911/83 Carrera 2.7 RS Engine

The 911/83 is our lone air-cooled-production-engine entry on this list, and is our pick out of all the amazing air-cooled options out there. Apart from that being in the interest of keeping this list compact and more easily digestible, there’s also some good reasoning behind this, as it was responsible for powering none other than the legendary 1973 Porsche 911 Carrera 2.7 RS.

This partnership between the 2.7 RS and its 911/83 engine culminated in the fastest production 911 of its time, and is considered to this day to be one of the best Porsche road cars ever produced.

Made for the purposes of homologation, the 2.7 RS and its 210 hp 2,687 cc engine—benefitting from the experience gained during the 917 racing program—elevated the 911 into the 2,500 cc–3,000 cc racing class, where it could compete with heavyweight opposition such as Ferrari Daytonas and DeTomaso Panteras.

Initially, the 2.7 RS was not legal in the U.S. for anything other than racing use or car shows. As a European-spec road-race car, it lacked virtually all of the emissions equipment required. Fortunately, the EPA would eventually relax emissions standards enough to allow Porsche 911 Carrera 2.7 RS owners to legally drive these cars on public roads, some years later.

Porsche TTE P01 (TAG Turbo) Engine

TAG Turbo Engine Formula 1

These days, Porsche and Formula One are names that are hardly synonymous with one another; but once upon a time, this was certainly the case. The Porsche-TAG TTE P01 engine—commonly referred to as the TAG Turbo—was an engine developed by Porsche and funded by TAG (yes, that TAG), specially for use by the McLaren F1 team in the mid-1980s.

The TAG Turbo was a 1.5L twin-turbocharged V6 engine which produced anywhere between 750 hp–1,000 hp depending on the selected tune, and was fitted to the McLaren MP4/2 and MP4/3 race cars.

Porsche-philes will be happy to learn that the engine actually did feature in a Porsche 930 Turbo, though this lone example strictly served as a test mule and no production versions of this amalgamation were ever made.

That’s probably a good thing, considering that the powerplant could rev in excess of 10,000 rpm, forgoing almost any possibility of it becoming a road-going model—at least one which could be kept compliant within road laws, emission standards and amateur-level driving abilities.

Between 1984 and 1987, the McLarens that were powered by the TAG Turbo would win 3 Drivers’ Championships and 2 Constructors’ Titles, with race driving legends such as Niki Lauda, Alain Prost, and Keke Rosberg behind their wheels.

Needless to say, Porsche’s brief appearance in Formula One is one which provides more than just an easter-egg of a cameo; in fact, their contribution is a pretty significant one.

Porsche Dual Permanent Magnetic Synchronous AC Motors

Porsche Taycan Synchronous AC Motors Drivetrain
Porsche Taycan Synchronous AC Motors Drivetrain
Porsche Taycan | Photo: Porsche

Queue the pitchforks and torches! This isn’t your traditional engine (if you can even call it that) but it certainly is about to become a conventional one—and for good reason, so hear me out!

With breathtaking acceleration figures, along with its continuously and instantaneously available power output, Porsche’s new EV platform—currently represented exclusively by the Porsche Taycan—embodies everything you would desire in a true sports car.

The top-of-the-line Taycan Turbo S is able to produce up to 750 hp and 774 lb-ft of torque, allowing the car to annihilate the 0-60 mph benchmark in just 2.6 seconds (mind you, this is in a machine that weighs north of 5,000 lbs).

Crucially, with all of that also comes the notion of repeatable performance; the Taycan doesn’t suffer from the overheating issues that plague its competitors when the all-electric drivetrain is subject to prolonged racing conditions.

Despite this still being the early days—and the fact that charging the Porsche Taycan can be tricky, due to a lack of charging infrastructure in many places—Porsche’s new EV architecture has already established itself as the company’s driving force for the future.

While the emergence of biofuels may prolong the combustion engine of some time to come, there is no doubt that this technology will become the basis on which the company stays relevant and competitive going forward.

Best Naturally Aspirated Engines Ever Made

The number of entries – and the variety of automakers involved – onto this list is proof that the naturally-aspirated engine reigns supreme when it comes to the most important characteristics of what makes a good engine, and subsequently a great car. There’s always a temptation to default to turbocharged engines as being the most capable, particular in an age where 0-60 mph times are considered gospel when it comes to determining performance credentials and bragging rights. While turbochargers are typically needed to make monstrous hp numbers and remain the bread and butter of even greater aftermarket tuning potential (if getting into the 4-figures is a big deal for you), all true enthusiasts know that some of the most desirable traits of the best cars in the world come from having an NA engine. Astronomical rev ranges, unmatched acoustics and unrivaled versatility, balance, dependability and endurance. After all, what’s good for race cars is good for road cars, I’d say.

Porsche M97.74

Porsche M97.74

Appearing in the 997.2 GT3 RS 4.0, this truly special engine was the swan song for both the 997-generation (2005-2012) of Porsche 911 cars, as well as the Mezger engine design. Borrowing a number of components from the RSR race car, the 3.8L engine in the ‘regular’ 997 GT3 RS was then upgraded to a 4.0L flat-6 (hence the name) which produced 500 hp and 339 lb-ft of torque, while having an astronomical 8,500 rpm redline.

So convincing was this move, even to Porsche’s own brass, that the following two generations (991 and 992) of 911 cars would continue to employ the 4.0L naturally-aspirated engine in the GT3 lineup, despite the fact that the Mezger design was shelved and further proving that the ‘godfather’ RS 4.0 was also well ahead of its time.

With the proliferation of PDK transmissions, amongst other safety-centric technological advancements, many consider the M97.74 and the GT3 RS 4.0 it powered, to be the final rendition of the purists’ GT3 RS.

BMW S54B32

BMW S54B32

Collectively, the BMW E46 M3 (2000-2006) is one of our favorite cars here at, and this is in no small part thanks to its S54B32 inline-6 engine. The naturally-aspirated unit is as pure as it gets from the Bavarian company, with a peak 333 hp being produced at 7,900 rpm on route to its 8,000 rpm redline. Other stand-out features include individual throttle bodies and drive-by-wire operation, further accentuating the car’s inherent rawness and driving purity.

When mated to the 6-speed manual transmission, it really doesn’t get much better than this – from BMW or any other company, for that matter. If BMW ever wanted to revert back to a more minimalist philosophy, the S54B32 and E46 M3 would be writing the playbook.

Honda F20C/F22C

Honda F20C/F22C Engine

When the Honda S2000 first made its appearance in 1999, its naturally-aspirated F20C engine stole the spotlight. It was revolutionary for its time, and in many respects maintains that reputation to this day. A 9,000 rpm redline and being able to produce 120 hp/liter would be the main attractions at first, but the F series engine has also proven to be dependable and well regarded to this day.

It’s a huge reason the S2000 is one of the most sought after cars on the used market today, often fetching astronomical prices not too far off the original MSRP (or sometimes more). Halfway through the car’s lifecycle, the engine would see its displacement increase to 2.2L (with an 8,200 rpm redline) while power figures remained virtually unchanged; acceleration and low-end response were slightly improved as a result.

Honda K Series

Honda K Series

The K Series would ultimately replace the outgoing B Series engines (which would be in the honorable mention section, if there was one) for a number of Honda vehicles, most notable of which included the likes of the Civic Type R and Integra Type R.  The most recent and advanced version of the K series engine has found its way into the current Civic Type R, with the turbocharged K20C1 supplying the company’s popular sports saloon with 316 hp and 295 lb-ft of torque.

Such is the K20C1’s reputation that Honda Performance Development has recently begun to offer crate engines for use in racing and off-highway applications. Other notable K Series engines include the K20A2 (Integra Type R, RSX Type S) and the K24A2 (Acura TSX). Honda reliability, fantastic performance – I don’t doubt that we’ll be talking about the K Series engines for many more years to come.

Ferrari F106

Ferrari F106 Engine

Ferrari’s F106 V8 engine dates as far back as 1973, where it first featured in the Dino 308 GT4. Right from the get-go, it produced an impressive 250 hp from a 2.9L naturally-aspirated engine, which featured a flat-plane crank and dual-overhead cams.

Such was the longevity and capability of the F106 unit, that it continued to be used – with significant updates and revisions along the way, including electronic fuel injection and multi-valve heads – for more than 30 years. Notable models which were equipped with the engine include the F355360 Modena, and arguably the most famous Ferrari of them all; the Ferrari F40, which fashioned a twin-turbocharged version of the F106 producing 471 hp.

Ferrari F136

Ferrari F136 engine

The F136 succeeded the legendary F106, first appearing as a 4.3L naturally-aspirated engine in the 2004 Ferrari F430, producing 483 hp. Like the F106, the F136 would see widespread application throughout the Ferrari lineup; however, it was also featured on a number of Maserati models in concert with the relationship between the two marques.

Most notably, a 454 hp, 4.7L version of the F136 featured on the Maserati GranTurismo and is widely regarded as having one of the best engine/exhaust notes to come out of the V8. The F136 would reach its zenith in the Ferrari 458 Italia Speciale, where it cranked out a massive 597 hp from its 4.5L naturally-aspirated power plant.

Perhaps the most significant (and regretful) fact about the F136, is that it is the last naturally-aspirated V8 engine Ferrari would ever produce. It was replaced by the twin-turbocharged F154 V8 engine in 2015, where it debuted on the Ferrari 488 GTB.

Lamborghini / Audi 5.2L V10

Lamborghini / Audi 5.2L V10 engine

Ever since 2008 – when the refreshed Lamborghini Gallardo LP 560-4 was released – all V10 engines used in the Lamborghini line-up have been based on the 5.2L architecture. This has carried over to the Gallardo’s successor – the Lamborghini Huracán – with each and every one of its models having been fitted with the aforementioned power plant, up to this point. In the current stage of its evolution, the 5.2L naturally-aspirated V10 is mechanically identical to Audi’s version of the engine (which uses ‘Fuel Stratified Injection) and is seen in Audi’s own R8 supercar; however, power outputs vary depending on the trim levels of the respective models.

Lambo 5.2L V10 engine

The 5.2L naturally-aspirated V10 power plant we’ve been speaking so much about in this list is at the peak of its evolution via the current Lamborghini Huracán Performanté. In this configuration, the engine produces 640 hp @ 8,000 rpm and 443 lb-ft of torque @ 6,500 rpm; this makes the supercar good for 0-100 km/h in 3.1 seconds and a blistering top speed of 325 km/h, all without the assistance of any type of forced induction. Augmented with the greatest technologies available today, the motor produces its power more efficiently than ever before as well, with more than 70% of its torque already available as early as 1,000 rpm.

Dodge Viper ACR 8.4L V10

Dodge Viper ACR 8.4L V10 engine

Even if the Dodge Hellcat is hogging all the headlines these days, there’s always something you have to admire about the lunacy of a naturally-aspirated 8.4L V10 engine. No, the Dodge Viper doesn’t do subtlety very well. Yes, it does happen to fall under the ‘Old Testament’ definition of “awesome”. With 640 hp and 600 lb-ft of torque being produced from that colossus of an all-aluminum engine, the Viper has the exhaust note of a semi-dormant volcano. It would make absolutely no sense at all if it wasn’t just so damn fast. Variants such as the SRT-10 and ACR-X took the road-going version of the car to the next level, with the latter being a turn-key, non-street legal race car that participates in Viper racing leagues around the world.

Lexus LFA 4.8L V10 (1LR-GUE)

Lexus LFA 4.8L V10 (1LR-GUE) engine

Many regard the Lexus LFA as one of the best supercars ever made. Lexus only made 500 units, and I assumed those 500 sold out quickly. I was wrong. Despite the fact that Lexus hasn’t produced the LFA since 2012, there are still seven brand new LFA supercars for sale in the US, according to Carscoops. With all that said, the LFA came with one of the best V10 engines ever produced by a Japanese automaker. The 4.8L naturally-aspirated V10 – dubbed 1LR-GUE – made 552 hp and 352 lb-ft of torque. Developed in collaboration with Yamaha, it was a free-revving engine with an exhaust note that is truly unlike any other on the planet. As the sole representative from Japan, the 1LR-GUE is certainly one for the ages.

Porsche Carrera GT 5.7L V10 (980/01)

Porsche Carrera GT 5.7L V10 (980/01) engine

What makes the Porsche Carrera GT engine so special is that it is technically a race car engine. Not in that loosely-based sense – as is often used as a gimmick by salespeople – but in the true sense of the word. In the late 1990s, Porsche engineers in Zuffenhausen were assigned the task of developing a naturally-aspirated V10 concept engine, which was to later be used in a race car for the infamous 24 Hours of Le Mans endurance race. Sadly, the completion of that race car never came to fruition, but the efforts of the engine builders would not go to waste.

Porsche decided to adapt the engine for use in the Carrera GT and took the necessary steps to not only refine it in order to satisfy production car protocols but also managed to make it a more powerful version than the original unit. The result is a 5.7L naturally-aspirated V10 engine, which produces 612 hp @ 8,000 rpm and 435 lb-ft of torque @ 5,750 rpm. This allowed the Carrera GT to accelerate from 0-60 mph in 3.8 seconds and 0-100 mph in 6.9 seconds, with a top speed of 205 mph.

BMW M5 V10 (S85)

BMW M5 V10 (S85) engine

Released in mid-2005, the E60 M5 sedan featured a high-revving and ultra-powerful V10 engine, which was the only one of its kind in a series-production car at that moment in time (while also being the marque’s most powerful production car engine ever made). The 5.0L naturally-aspirated unit shared more than just the same number of cylinders as the Formula 1 engine that powered the BMW Williams F1 team. Technology forged in the heat of motorsport had enhanced the processes and components used in creating this new powerhouse. As you would expect from BMW M, this high-performance motor generates enormous pulling force over its entire speed range.

Ferrari Colombo V12

Ferrari Colombo V12 engine

Originally designed by Gioacchino Colombo, this engine can trace its roots back to the very first Ferrari-branded model designed by Ferrari Enzo – the 1947 Ferrari 125 S – where it debuted as a 1.5L V12. The core design of the engine would persevere for more than 4 decades; along the way growing in size, having various levels of forced induction, and becoming a dual-overhead-cam configuration with EFI. Many credit the motor’s longevity to its reputation for being bulletproof.

Successful in both road-going and race track derivatives, the list of Ferrari cars this engine has graced has no shortage of automotive icons; the Ferrari 250 Testa Rossa, Ferrari 250 GTO, and Ferrari 365 GTB/4, just to name a few.

BMW S70/2

BMW S70/2 engine

Despite being produced by BMW, the S70/2 didn’t feature in one of the Bavarian automaker’s own production cars. Nevertheless, it did end up powering none other than arguably the most iconic supercars ever made – the 1992-1998 McLaren F1. The 6.1L naturally-aspirated unit produced 627 hp and was capable of 0-60 mph in just 3.2 seconds, and had a top speed of 240 mph. It wouldn’t be until the next millennium before those figures could be surpassed.

Interestingly enough, BMW wasn’t Gordon Murray’s first choice to supply the engine for his groundbreaking supercar, with collaborations with the likes of Honda and Isuzu falling apart before they would opt for the Munich-built power plant. Whatever might’ve happened if things turned out differently, who’s to know? But what we do know is that BMW got things absolutely spot-on with the S70/2, which continues to be regarded as one of the true and timeless masterpieces in automotive history.

Lamborghini V12 L539

Lamborghini V12 L539 engine

Like Ferrari, Lamborghini also has a long and storied history with V12 engines, having created its very own first version of this power plant for its mid-’60s era Lamborghini 350GT production car. Starting off as a considerably brawny 270 hp 3.5L naturally-aspirated unit, the “Bizzarrini” engine would evolve into a 661 hp 6.5L naturally-aspirated unit and be fashioned by models as recent as the 2010 Lamborghini Murciélago LP-670 SV.

As long as the Bizzarrini engine persisted, we feel that the most significant statement of Lamborghini’s V12 mastery comes in the form of its latest iteration of the engine, dubbed ‘L539’. This power plant would share its debut with the 2011 Lamborghini Aventador, of which it initially powered with 690 hp via a 6.5L naturally-aspirated configuration. With a fresh design, the new engine was over 18 kg lighter than its predecessor and was programmed with a new firing order.  The all-wheel-drive supercar would see significant improvements during its lifecycle, with the latest iteration of the L539 car producing 770 hp in the limited-edition 2021 Lamborghini Aventador Ultimae.

Ferrari F140

Ferrari F140 engine

If the F140 had only powered the (2002-2005) Ferrari Enzo – the first Prancing Horse model where it featured – it would have been no less significant or legendary than it is today. The 65-degree V12 engine debuted on the Enzo as a 6.0L naturally-aspirated V12 unit which produced a staggering 651 hp @ 7,800 rpm and 458 lb-ft of torque @ 5,500 rpm. Over the years, 6.3L versions of the F140 have powered the likes of the hybrid LaFerrari and the F12berlinetta.

It has since evolved to its current peak as a 6.5L power plant – dubbed the F140 GA – which produces 789 hp @ 8,500 rpm and 530 lb-ft of torque @ 7,000 rpm in the 812 Superfast; this makes it the most powerful naturally-aspirated production car engine ever produced to this day. It is likely that this could be one of the final generations of Ferrari V12 engines – whether it be naturally aspirated, turbocharged, or even hybridized – so appreciate it while it’s still around!

Mercedes-Benz M120 / M297

Mercedes-Benz M120 / M297 engine

When Mercedes-Benz caught wind of archrival BMW’s side-hustle with Gordon Murray, let’s just say that there was no resting on any laurels going on at their Stuttgart headquarters. With a clever riposte, Mercedes would debut their first-ever V12 engine through the 1993 600 SEC (later to be renamed the S600 Coupé, and frequently referred to as the S-Class). The 6.0L naturally-aspirated power plant was good for 389 hp, 420 lb-ft of torque, and a top speed of 155 mph in its initial configuration.

Not only did Mercedes-Benz one-up BMW by using the engine for their own cars, but they also borrowed a page from their opponent’s playbook and had their M120 engine fashioned for use in the magnificent Pagani Zonda supercar as well. Hand-built and tuned by AMG, the M120 also featured on the Mercedes-Benz CLK GTR race car and also saw its displacement increased to 7.3L for use on the SL73 AMG and CL73 AMG – and at which point it was commonly referred to as the M297.  The most powerful iteration of the M120 features in the Pagani Zonda Revolución, with the non-street-legal car good for 789 hp and 538 lb-ft of torque.

Aston Martin NA V12

Aston Martin NA V12 engine

With one of the best sounding V12s (and automobile engines, period), the story of how the Aston Martin (naturally-aspirated) V12 came to be is rather more peculiar and convoluted. The project had less, should we say, glamorous beginnings, when things basically started off with the development of a 2.5L naturally-aspirated V6 engine. This particular unit was essentially the brainchild of Suzuki and Mazda, with the latter’s then-majority owner, Ford, then taking the blueprint to Cosworth, who would go on to build the Duratec V6.

Needless to say, the story didn’t end there, and Aston Martin would end up bolting two of those engines together to create the 5.9L naturally-aspirated V12 it would stamp its name on (and market as a 6.0L). Having more in common with a Ford Taurus than owners or enthusiasts would like to admit, the motor produced 414 hp and 398 lb-ft of torque in the 1999 DB7 V12 Vantage. Aston Martin continues to employ a V12 engine to this day, with the 2017 DB11 having fashioned a 5.2L twin-turbocharged version. More recently, the company has referred back to the naturally-aspirated configuration, with a 6.5L unit designed to power its Valkyrie hypercar with over 1,000 hp @ 10,500 rpm (plus an additional 160 hp with its hybrid-electric system).

GMA Cosworth V12

GMA Cosworth V12 engine

It’s impossible to speak about the naturally-aspirated engine in the GMA T.50, without getting into how it’s involved in so much more than just spinning the new supercar’s rear wheels, or about how other design elements of the car are built around it. As impressive as a 12,100 rpm redline sounds, its 654 hp and 345 lb-ft of torque doesn’t sound extraordinary by today’s standards. But rest assured this engine, and this car, are on the cusp of a truly “redefining” moment in automotive history. Crucially weighing at just 178 kg, the engine plays a huge factor towards the T.50’s overall curb weight of just 980 kg – about one-third that of a contemporary supercar or hypercar.

The GMA T.50 is the culmination of decades of Gordon Murray’s aerodynamic and mechanical engineering experience. Part of what makes the T.50 so exciting, is that it incorporates the design and function of the infamous Brabham BT46 “Fan Car.” A gigantic fan –  powered by the camshaft of the engine and coupled with the curved underbody of the BT46 – created an active venturi effect that quite literally vacuumed the car onto the road, and allowed it to corner at barely believable speeds and levels of grip. The T.50 will feature something similar, and likely more advanced. On a road car. We can’t wait to see this in the flesh.

Toyota 1GZ-FE

Toyota 1GZ-FE engine

To call Toyota’s 1GZ-FE the “Godfather” of Japanese automobile engines would be neither an understatement nor unbefitting. After all, the venerable V12 from the land of the Rising Sun – which exclusively powers the Toyota Century luxury sedan – is both one-of-a-kind and has a penchant for attracting a particular type of “underworldly” owner in its homeland. It’s the only production V12 engine to come from Japan and still manages to invoke all of the essential philosophies of Japanese craftsmanship – such as reliability, build quality, and refinement.

That being said, it’s certainly not the most powerful engine on this list and remained at around the 300 hp mark during its lengthy production run from 1997-2016. Nevertheless, it remains one of the most unique engines on this list and is no less iconic than its near-1000 hp contemporaries. This engine is prime for swapping into other platforms, with automotive personality Smokey Nagata fitting a twin-turbocharged version to his ‘Top Secret’ Toyota Supra. Thanks in large part to its distinctive engine, the Century remains a status symbol in Japan; in the way a Rolls-Royce Phantom does the same just about everywhere else.

Top 10 Non-Rally All-Wheel Drive Race Cars

We tend to look at all-wheel drive as one of more recent automotive inventions, but its roots could be traced way back to the dawn of motorsports years and the 1903 Spyker 60-HP four-wheel drive racing car. But this drivetrain found its ground in rallying, courtesy of the ice breaking Group B Audi Quattro and Lancia Delta that followed.

In between Spyker and Audi, a number of engineers and companies have experimented in the earlier eras of motorsport, trying to make cars faster around the tracks. But as many have found out, this system didn’t always give contenders the edge. Later on, all-wheel drive was heavily regulated and more or less unanimously dismissed, but some cars in recent years used power on both axles to their advantage.

Given that all-wheel drive cars were much more successful in rallying than in closed course racing, a number of cars on the list were chosen for interesting backstories, unique engineering solutions and cool effect rather than results in their respective competition formats. So, let’s go!

Non-Rally AWD Race Car #1: Porsche Cisitalia Typ 360

Porsche Cisitalia Typ 360 in showroomVia: Drivetribe.

Cisitalia is a name highly respected for its immense impact on the modern sports car world, yet rarely known outside of enthusiast circles. The reason for that are financial troubles that stranded Piero Dusio’s quest to produce Italy’s finest automotive marque.

Anyway, if you think the 959 PSK was the first all-wheel drive system engineered by the Porsche family, you’d be wrong, because the Cisitalia Typ 360 open wheel racer came way earlier. By far the most advanced car of the post-WW2 Grand Prix revival era, this mid-engined open wheeler was designed by Ferdinand Porsche himself through 1946 and 1947.

The Typ 360 featured a supercharged 1.5-liter flat-12, a sequential manual gearbox and selectable all-wheel drive, allowing the driver to activate the system whenever they deemed necessary.

Sadly, the Typ 360 never got to race as it was faced with Dusio’s bankruptcy, but the lone example was fortunately preserved, and it now resides in the Porsche Museum.

Non-Rally AWD Race Car #2: Ferguson Climax P99

Ferguson Climax P99 driven by Stirling MossVia: Motor Sport Magazine.

The early 1960s were a turning point for race cars as an increasing number of open wheelers turned to mid-engined layout, which proved to offer far better weight distribution, thus improving overall performance. Among those revolutionary cars, one front-engined Formula 1 car stood apart for going in the exact opposite direction.

The Ferguson Climax P99 was a car envisioned by racer Tony Rolt and through working with Claude Hill and Harry Ferguson, the P99 was born. Sadly, Ferguson didn’t see the car in action as he passed in 1960, but the work on the car was completed for the 1961 season.

The Ferguson Climax P99 had less than a stellar debut at the 1961 British Empire Trophy, crashing on lap 2 of its inaugural race, only to be disqualified from the 1961 British Grand Prix, the next event it appeared on. However, at the 1961 International Gold Cup event at Oulton Park, Sir Stirling Moss drove it to victory, the first for an all-wheel drive Formula 1 car and the last for a front-engined one.

Non-Rally AWD Race Car #3: STP-Paxton Turbocar

STP Paxton Turbocar driven on track by Parnelli JonesVia: Road & Track.

The late 1960s were an era of freedom and wild experiments even in the racing world, meaning turbine-powered cars were a thing for a few visionary constructors. Conceived by Ken Wellis and backed up by Andy Granatelli of STP fame, the STP-Paxton Turbocar, or Silent Sam as it was dubbed by the press, was one of the most advanced racing cars of its era.

Powered by a 500 horsepower ST6B-62 gas turbine engine with no clutch or gearbox and with Ferguson all-wheel drive, the Turbocar put on a show at the 1967 Indianapolis 500, where Parnelli Jones led throughout the race—until the transmission gave out with just eight miles to go. The car raced once more at the 1968 Indianapolis 500, but with no success as its driver Joe Leonard crashed it during practice.

A modified version of the same engine was used to power the Lotus Type 56 experimental Grand Prix car which also featured all-wheel drive. Colin Chapman first campaigned the car at the 1968 Indy 500. In Formula 1, the Type 56 had its best result at the 1971 Italian Grand Prix, where Emerson Fittipaldi piloted it to eighth place.

Non-Rally AWD Race Car #4: Matra MS84

Matra MS84 on track in black and white photoVia: Wikipedia.

Be it in civilian use or on the racetracks, Matra was well-known for unorthodox and experimental cars, so it’s no wonder it had a foray into all-wheel drive Formula One cars during the late sixties.

The Matra MS84, a predecessor to the 1970 Matra-Simca MS 120, was more related to Jackie Stewart’s 1969 championship-winning MS80, built on a steel tubular chassis rather than aluminum monocoque. The Cosworth V8 was mated to Ferguson all-wheel drive system and the front brakes were moved inboard as well.

Despite all the efforts, the MS84 didn’t prove successful, with Johnny Servoz-Gavin scoring sixth at the 1969 Canadian Grand Prix. It was, however, the best result for a rear-wheel drive car at that event.

Non-Rally AWD Race Car #5: Porsche 961

White Porsche 961 on trackVia: Total 911.

The highly advanced Porsche 959 proto-hypercar was designed to conform to FIA’s Group B regulations and as such it featured a highly advanced all-wheel drive system (PSK).

The Group B rulebook applied both to close circuit racing and rallying, so Porsche eventually outed the 959’s racing derivatives to two of the most famous events in each discipline. The rallied-up 959 won the 1986 Dakar Rally, while the Porsche 961 entered the 1986 24 Hours of Le Mans, finishing at respectable seventh overall.

The 961 had two more appearances, at the 1986 24 Hours of Daytona and 1987 24 Hours of Le Mans—where it eventually crashed and caught fire, prompting Porsche to cancel the project for the remainder of the season. Today, this car is on display at the Porsche Museum, finished in its iconic Rothmans livery.

Non-Rally AWD Race Car #6: Bugatti EB110 SS LM

Blue Bugatti EB 110 SS LM on trackVia: Twitter.

The Porsche 961 wasn’t the only four-wheel drive supercar to test its sophisticated mechanics on the world’s most famous endurance race, since the Bugatti EB110 SS famously entered the 1994 24 Hours of Le Mans. Competing in the GT1 category, it showed heroic pace, qualifying 5th in its class and 17th overall.

Team owner Michel Hommell and engineers from Campogalliano managed to shed more than 600 lb of weight in order to retain the EB110’s all-wheel drive system. Sadly, a number of mechanical troubles plagued this independent entry on the very race day, starting from the fuel tank leak in the opening stages of the race all the way to turbo failures.

Hommell’s dreams of returning Bugatti to its glorious days at Le Mans finally came crashing down in the closing hours of the race when a punctured tire caused the car to crash, rendering it unable to finish.

Non-Rally AWD Race Car #7: Audi 90 Quattro IMSA GTO

Audi 90 Quattro IMSA GTO on trackVia: Top Gear.

Audi so utterly dominated the 1988 Trans-Am series in a 2.2-liter compact sedan that the governing body banned it for the subsequent season, but how did that exactly happen? The secret (or not so much, given that the car had the word “quattro” inscribed literally all over it) was in the car’s all-wheel drive.

The 500-odd horsepower machinery was powered by a longitudinally mounted inline-five sending power to all four wheels via a center Torsen differential and limited slip differentials in the front and rear. Give that rally-dominating technology to world-class drivers Hurley Haywood, Hans-Joachim Stuck, and Walter Rohrl, and you’ll end up with 8 wins in 13 races.

Following the 1988 ban, the car moved to the IMSA series, where Audi’s engineers modified the base car even further into a carbon composite silhouette racer on a tubular frame with upwards of 700 German ponies. Missing the season-opening Sebring and Daytona due to the car still being in development, Audi finished the season in second place mainly thanks to Haywood and Stuck’s phenomenal driving.

The 1989 season was also the final one for the Audi 90 Quattro IMSA GTO, as Audi focused on the domestic DTM racing championship, giving America one of the sleekest, coolest and most capable import race cars of all time.

Non-Rally AWD Race Car #8: Alfa Romeo 155 Ti DTM

Alfa Romeo 155 Ti DTM on trackVia: Collier Automedia.

In 1993 FIA introduced Class 1 and Class 2 Touring Cars, with the former allowing a greater degree of liberty, effectively turning touring cars to silhouette racers rather than race-ready variants of their respective roadgoing counterparts. For Alfa Corse, that meant only one thing: thoroughly re-engineering the already competitive 155 sedan it campaigned in the DTM championship.

The new Alfa Romeo 155 initially got a longitudinally mounted 60° 2.5-liter V6 producing astonishing 420 horsepower at 11,500 RPM, while the power figures grew to 483 horsepower at 11,900 RPM in 1996, courtesy of a new 90° 2.5-liter V6. The all-wheel drive was sourced from none other than the Lancia Delta Integrale HF, the most dominating rally car of the era.

In 1993, Nicola Larini dominated the championship, yet himself and Alessandro Nannini had to settle for third and fourth respectively in the 1994 season. Year 1995 didn’t bring much for Alfa Romeo, and for 1996, DTM was merged into a series dubbed International Touring Car Championship with only three entries: Opel, Mercedes-Benz and Alfa Romeo.

Even though Opel won the 1996 ITC, hardly anyone remembers. The Martini-branded Alfa 155 was the car everyone remembered this series for.

Non-Rally AWD Race Car #9: Audi R18 e-tron quattro

Audi R18 e-tron quattro racing on trackVia: Audi AG.

Looking back at Audi’s touring car efforts, it seems that quattro was the only all-wheel drive system successful both in rallying and track racing. Another testament to this claim is a Le Mans-conquering R18 e-tron quattro.

The utmost evolution of the R18 LMP1 prototype, the R18 e-tron quattro was a 3.7-liter V6 diesel-hybrid in which the front wheels were driven by energy accumulated during braking. As per the regulations, the power on the front axle was available only during speeds upwards of 75 mph, meaning that the R18 e-tron quattro didn’t have permanent all-wheel drive like other cars on the list.

Still, this car is remembered for its great results. The R18 e-tron quattro won at the Le Mans in 2012, 2013 and 2014 marking the end of an era for Audi domination in the WEC championship. After Audi, Porsche had its winning streak with the equally impressive 919 Hybrid prototype.

Non-Rally AWD Race Car #10: Toyota TS050 Hybrid

Toyota TS050 Hybrid on race trackVia: Toyota.

Toyota’s bid to prove itself as a top contender in motorsports produced its first results in 2018, when the Japanese giant finally tasted victory at the 24 Hours of Le Mans after narrowly missing the title in 2016 and 2017. Toyota repeated its success in 2019 and 2020 as well, and the car which brought it victory was the TS050 Hybrid.

The Toyota TS050 utilized a mid-mounted 2.4-liter twin-turbocharged petrol V6 and two motor generator units—one powering the front axle and the other sending additional oomph to the rear. A combination of power, reliability and experienced crews led the TS050 Hybrid to become only the second Japanese car to win at the Le Mans, the first being Mazda 787B in 1991.

After the TS050 had its three back to back victories, Toyota claimed another Le Mans title in 2021 in the new Hypercar class with the GR010, a car with a bright future at the Circuit de la Sarthe.

T’s Corner – Porsche Taycan 4S Updates & More

Ladies! Gentlemen! Wow, time really flies, and now we are in the midst of our first taste of winter here in Western Canada. It has certainly been a while since my last “T’s Corner” update, where I looked back on a full year of Taycan ownership. This also marks a bit of a breather for myself after a busy summer; a FIFA World Cup, a few track days (a bit more on that later), some travelling, and whatnot. Now I can finally get back on the mic at T’s Corner.

Porsche Taycan 4S
Porsche Taycan 4S
Mid-tire-swap while getting the Taycan ready for the impending snow fall

In terms of my obligations and duties, I have still been keeping quite busy with those over the past few months. The new Corvette Z06, the confirmation of the GT4 RS (finally), an in-depth look at the 812 Competizione –  you know, stuff like that (and a lot more other content too)!

Back to the Taycan. I know it doesn’t make for compelling content, but yeah, nothing really has changed since the 1-year anniversary update. It hasn’t even been in for service since I last wrote about it, such are the service demands of owning a Porsche EV. I’ve taken it to around 22,500 km on the odometer, and the car has continued to be a stout performer in terms of its driving dynamics, while still being subject to the unavoidable drawbacks of being a fully electric sports car.

Cold weather affects not only range, but charging speeds too. Above: charging speeds during warm/ideal weather Below: charging speeds when it’s cold outside – both sessions completed at same 350 kW fast charger

The 3 free years of charging at Electrify Canada stations kicking in earlier this year, has been the biggest boon and has ultimately changed my charging habits to where I almost never charge at home now. So again, nothing new; and I consider this a win, particularly as an owner. Stability and predictability are inherently boring; c’est la vie and that’s kind of the whole point, if I may say so.

Free juice for 3 years is definitely a huge plus

I mentioned in one of my first TC posts that I’d start chronicling my track days. I also mentioned earlier in this post that I attended a few track days this year, but I’ve decided to hold off on blogging about them until next season for a variety of reasons. The first, is that I got a new track car (as the feature image and image below might’ve already hinted) and I spent those driving events getting to know the car better.

2016 Porsche 911 GT3 RS
2016 Porsche 911 GT3 RS
2016 Porsche 911 GT3 RS @ Castrol Raceway

I also figured that getting proper lap timing / video recording equipment would be pertinent to showcasing better quality and more meaningful content, which I’ve held off from doing in the interest of learning to truly enjoy the car before getting hyper-focused on lap times and personal bests. I’ve reached a level with the car where I know that next season will be ripe for doing just that – plus a new track will be opening just 25 mins from where I reside, so the timing feels as right as it could ever be. Black Friday / Boxing Day is shaping up to be very busy and hopefully just as fruitful!

Below is some HD footage recorded by my friend Austin while I was driving the RS for some parade laps at Rocky Mountain Motorsports, where myself and others were some of the very first people to experience what’s in store for us when the track is fully complete and open next spring.

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Stay tuned for more TC content as my journey with the Taycan continues, and as I prepare for next year’s track season with the RS!

Thanks for reading.