All posts in “Porsche”

Best V10 Engines Ever Produced

Most people probably don’t know it, but V10 engines are kind of the awkward middle child within the high-performance engine family. They are often overlooked for their smaller, more compact, and just-as-spirited V8 siblings, yet still somehow manage to cut a notably less brawny figure next to the larger V12 motors. In terms of outcomes, this is probably why even the most hardcore car enthusiasts will have a difficult time recalling more V10 production cars than you can count on one hand – there are fewer of them than you’re likely thinking, and perhaps there should be more of them for this reason, but that’s for a different discussion.

Interestingly, it’s the Volkswagen Group which currently has the monopoly on supplying this particular engine, via Lamborghini and Audi production models which are under the corporation’s umbrella (plus its namesake Volkswagen Touareg V10 TDI – more on that below). Meanwhile, you’d be forgiven for thinking that Ferrari would at the very least have delved into the art of the V10 -which they did, though only to produce such engines for Formula 1 cars from 1996 to 2005.

Quantifiably speaking, yes, there are fewer V10s out there than the other engines most closely related to it. However, each V10 engine mentioned on this list is undeniably iconic and rightfully potent, particularly when it comes to panache. So while this middle child might not always steal the spotlight, nor hog affection that goes to its siblings, it is in no way lacking any of the talent in its DNA.

Here’s the shortlist of 10 such engines, which we have curated:

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.

Audi 5.0L V10 Biturbo

Audi 5.0L V10 Biturbo Engine

The sharing of tech (and a healthily-stocked pantry of engine parts) between Lamborghini and Audi spans back more than a decade now, and the engine used in the C6-generation Audi RS 6 has to go down as one of the best collaborations to date. Derived from the outgoing 5.0L naturally-aspirated V10 unit from the Lamborghini Gallardo, the motor in the RS 6 was repurposed with a pair of turbochargers. This allowed the super-wagon to produce 571 hp and 478 lb-ft of torque, on its way to becoming Audi’s most powerful car ever, in 2010. While it was handily more powerful than its competition – the BMW M5 and Mercedes-AMG E63 – it also cost quite a bit more (almost double, after conversion) which is likely the reason why it didn’t reach US shores.

Audi 5.2L V10 FSI 40V

Audi 5.2L V10 FSI 40V Engine

Unlike the C6-generation Audi RS 6, the 5.0L unit used in the third-generation Audi S6 is less related to a Lamborghini equivalent and has more in common with an Audi 4.2L V8. For starters, it has a longer stroke and wider bore than the Lamborghini 5.0L V10 seen in the Gallardo, making for the better low-end power which is more befitting of the larger sedan. When considering the internals, the 5.2L motor in the S6 more closely resembles the aforementioned 4.2L V8 which was once used in the B6-generation Audi S4. Thanks to the tweaks mentioned above, this engine was good for 444 hp in the four-ringed luxury sports sedan.

Lamborghini Huracán Performanté 5.2L V10

Lamborghini Huracán Performanté 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.

VW Touareg V10 TDI

VW Touareg V10 TDI Engine

What makes this particular automobile so remarkable is not that it’s a Volkswagen, or an SUV, or diesel-powered, but that it’s all of those things with a twin-turbocharged 10-cylinder engine thrown into the mix. This Frankenstein-ish power plant would only feature for a couple of years before the whole Dieselgate fiasco, and had it not been for the calamity which ensued, it surely would have garnered more recognition than it has mustered to this day. All of its characteristics exude a bias towards low-end power, and the stats certainly reflect this – 309 hp and 553 lb-ft of torque @ 2,000 rpm. Oh, and don’t forget, a very utilitarian tow rating of 7,700 lbs.

Dodge Ram SRT-10 8.3L V10

Dodge Ram SRT-10 8.3L V10 Engine

Imagine a Viper engine swapped into, then modified for use in a Dodge Ram pick-up truck, and voila. So what exactly does this magic trick entail? Well for starters, in July 2004, a Dodge Ram SRT-10 driven by NASCAR driver Brendan Gaughan, set the Guinness World Record (and the SCCA record) for the world’s fastest production truck when it achieved an average top speed of 154.587 mph. This was all possible with the help of the 500 hp and 525 lb-ft of torque that the naturally-aspirated motor produced, with 90% of its torque available at 1,500 rpm. It could even tow up to 7,500 lbs; though we would bet that most owners would forgo any procedures that might keep them from optimizing their 1/4 mile times.

Porsche’s follow-up to the 918 Spyder hypercar turns up in the rumor mill

It’s been nearly a decade since Porsche introduced its last hypercar, the 918 Spyder, and a recent report claims the model’s long-awaited follow-up is almost ready. It’s so close that the firm has reportedly started taking orders.

Spike Feresten, a former Seinfeld writer and a Porsche enthusiast, spoke about the mysterious car with comedian and noted collector Jerry Seinfeld on his podcast. “Right now, if you’d like to, you can put a deposit down on a Porsche GT1,” he revealed without citing sources, according to Drive. “The rumor is, they’re going to announce this in August. There is going to be a new Porsche GT1 mid-engined special car that will follow in the footsteps of the Carrera GT and the 918,” he added. None of this is official, but some of it might not be as far-fetched as it sounds.

Porsche has vaguely discussed the 918’s successor on several occasions, though it significantly hasn’t confirmed it’s releasing the model, let alone provided a precise idea of when we’ll see it. If it’s indeed around the corner, we’re not surprised to find out the order book is already open. Carmakers routinely show new limited-edition models to their most loyal (and wealthiest) clients before revealing them to the public. That’s why many hypercars are sold out by the time they break cover. And, we have every reason to believe production of the next 918 will be limited.

Presenting the car in August makes sense, too. Monterey Car Week is back on the calendar, after all. Porsche could hold a private unveiling, or it could introduce the model at one of the dozens of high-octane events, like The Quail.

What the rumored GT1 will look like is still up in the air. It could be related to the 911, like the 1996 911 GT1 was, or it could be an entirely different beast. One inspired by the 680-horsepower hybrid prototype Porsche will enter in endurance races starting in 2023, perhaps? Or, something along the lines of the 919 Street built in 2017 and first shown in 2020? It’s too early to tell. However, we know Porsche wasn’t out of ideas when it came to improving or replacing the 918, it shed light on four never-before-seen hypercar prototypes in late 2020, and some of their genes could get spliced into the new project. What’s seemingly certain is that it won’t be purely electric; the German firm hinted in 2020 that it’s not interested in following companies like Lotus and Rimac into the EV hypercar segment.

At this point, anything is possible, including Porsche steering well clear of the hypercar segment in the foreseeable future. If the report is accurate, additional details about the flagship will undoubtedly emerge in the coming weeks.

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Editors’ Picks June 2021 | Hyundai Tucson, Kia Sorento, McLaren 720S and more

A mix of crossovers and family cars were awarded Editors’ Picks status this month. Plus, we got into a Porsche and a McLaren that share in the accolades. We finally spent some quality time in the Kia Carnival, too, which was the only minivan missing from our minivan-heavy month of Editors’ Picks back in March. There were some near misses, with none closer than the updated Nissan Pathfinder.

In case you missed our previous couple Editors’ Picks posts, here’s a quick refresher on what’s going on here. We rate all the new cars we drive with a 1-10 score. Cars that are exemplary in their respective segments get Editors’ Pick status. Those are the ones we’d recommend to our friends, family and anybody who’s curious and asks the question. The list that you’ll find below consists of every car we rated in May that earned the honor of being an Editors’ Pick.

2022 Hyundai Tucson

Quick take: The new Tucson is a design marvel for the compact crossover segment, and its wide range of powertrains combined with big utility means it has the usefulness to be a great family car.

Score: 8

What it competes with: Honda CR-V, Toyota RAV4, Nissan Rogue, Mazda CX-5, Kia Sportage, Subaru Forester, VW Tiguan, Mitsubishi Outlander, Ford Escape, Chevrolet Equinox, GMC Terrain

Pros: Unique and attractive styling, wide range of powertrains, packed with tech

Cons: Thrashing base engine, lack of volume knob

From the editors:

Associate Editor Byron Hurd — “I was really impressed by my brief time behind the wheel of the new Tucson. It’s comfortable, quiet and (in hybrid form) surprisingly peppy and responsive. Hyundai really nailed the interior too. I smell a winner.”

In-depth analysis: 2022 Hyundai Tucson First Drive Review | A bold leap forward

 

2022 Kia Carnival

Quick take: This minivan wins big in the style and interior tech department. It’s super smooth and comfortable to drive, but the lack of powertrain options is disappointing. No matter, the numerous positives win out.

Score: 7.5

What it competes with: Chrysler Pacifica HybridChrysler PacificaToyota Sienna, Honda Odyssey

Pros: Superb design, luxurious interior, excellent tech and driver assistance features

Cons: No hybrid or AWD option, VIP seats clunky for family use

From the editors:

Road Test Editor Zac Palmer — “I and my friends had more fun in this minivan than any before, and that’s totally thanks to the epic, reclining VIP second row seats. This van is more than just fancy seats, though. It drives super smoothly, has top-notch tech and a design that has every other minivan beat.”

Senior Editor, Green John Beltz Snyder — “In the right trims, the Carnival looks really neat. It’s a great minivan for hauling people in comfort and — dare I say — luxury. Excellent driver assistance technology makes things easier on the pilot, too. The 3.5-liter V6 is a great engine, but the lack of a more economical offering and no available all-wheel drive feel like missed opportunities to appeal to more customers.”

In-depth analysis: 2022 Kia Carnival First Drive Review | The stylish one

 

2021 Kia Sorento

Quick take: The new Sorento is considerably more stylish than the last generation, and packed with the latest tech. A compact but usable third row provides practicality, and the more rugged X-Line versions add utility to this solid crossover.

Score: 7.5

What it competes with: Mazda CX-9, Toyota Highlander, Nissan Pathfinder, Subaru Ascent, GMC Acadia

Pros: Perky powertrains, attractive looks, high-tech interior

Cons: X-Line’s ride suffers, subpar interior materials quality

From the editors:

Senior Editor, Green John Beltz Snyder — “I spent hours wandering the snowy country backroads in this thing, enjoying the comfort and tech. When the roads dried up, the gutsy 2.5-liter turbo-four made running errands much more entertaining. I’ve already recommended this new Sorento to friends with kids for its space, safety and Kia’s excellent warranty.”

News Editor Joel Stocksdale — “That turbocharged 2.5-liter really is amazing with how much torque it produces, and how you don’t have to wait for the turbo to kick in. It’s also super stylish and gives you a lot for your money. I just wish it handled better and had a more composed ride.”

In-depth analysis: 2021 Kia Sorento Review | What’s new, price, hybrid fuel economy, pictures

 

2021 Porsche Panamera

Quick take: The Panamera in virtually every form drives brilliantly, has a useful, pretty interior and features attractive styling. Its biggest downside is value, as many other luxury sedans and wagons are significantly cheaper in comparison.

Score: 7.5

What it competes with: Audi A7 (S7 and RS 7), BMW 8 Series Gran Coupe, Mercedes-AMG GT 4-Door, Maserati Quattroporte

Pros: A performance level for everyone, stellar handling, pretty wagon variant

Cons: Sedan has average looks, shockingly expensive, poor value with options

From the editors:

Road Test Editor Zac Palmer — “Another fantastic Porsche. Big surprise. Stuttgart can’t miss these days, and every version of the Panamera I’ve tried makes a great argument as the one to buy. Still, I’m partial to the Sport Turismo, because wagons rock.”

Associate Editor Byron Hurd — “It’s really hard to articulate just how much smaller the Panamera feels compared to other similarly sized sport sedans. More clinical than an AMG or BMW M, it’s amazingly buttoned down and rewarding to drive fast.”

News Editor Joel Stocksdale — “If it weren’t for the Panamera’s huge sticker prices, it would be just about the perfect all-around car, especially the plug-in hybrid ones. They offer staggering performance that’s accessible and fun, and will even let you tackle short commutes gas-free.”

In-depth analysis: 2021 Porsche Panamera Turbo S First Drive | S is for ‘spicy’

 

2021 McLaren 720S

Quick take: Even years after its debut, the 720S is still a performance masterpiece. We’d take it in either Coupe or Spider form. The handling, acceleration and drivability is difficult to beat, even compared to other fantastic supercars.

Score: 8

What it competes with: Ferrari F8 Tributo, Lamborghini Huracan Evo, Porsche 911 Turbo S, Audi R8 V10 Plus

Pros: Mind-melting acceleration, top-notch handling, proper supercar looks

Cons: Seat controls are annoying, poor infotainment system, lack of storage

From the editors:

Associate Editor Byron Hurd — “This is a 3,200 pound go-kart with Hellcat-level power and yet it’s a complete teddy bear in normal driving. The interior is a bit sparse but still charming in an Alfa Romeo 4C kind of way, and man does it move. One of the most impressive things I’ve ever experienced.”

Consumer Editor Jeremy Korzeniewski — “There’s no doubt that the McLaren 720S is the fastest car I’ve ever been handed the keys to for a days-long test on the open road. Its acceleration can only be described as brutal. Sure, its interior trim may not compare favorably with the likes of Ferrari and Lamborghini, but its engineering certainly does.”

In-depth analysis: McLaren 720S Spider First Drive Review | Absolutely corrupted by power

 

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Porsche Taycan 4S – 1-Year Anniversary

Hello again, everyone. This post is a little bit late to the party, as my 1-year anniversary of Taycan ownership was on June 26. Like I’ve done in previous ‘milestone’ posts, I’ll be sharing a Q & A segment as part of the celebration. Also, I’m pleased to share some professional photos of the car that were taken by @deborja.

Before I do that, I’ll also provide an update on how my experience has been since my last (9-month) ownership update post – this part will be relatively brief. Since the ‘big update’, life with the car has been without incident or irregularities other than one trip back to the dealership. This was to get the Freon in the A/C charged up – and just in time for a week of consecutive 35+ °C days, too.

PCM functionality continues to be the Achilles heel of my experience, with performance continuing to be laggy and at times, dysfunctional. Easy work-arounds make the problem far from catastrophic, and the belief that a future update(s) will address the issue has shelved the urgency to get it fixed yesterday.

Anyways, without further ado, here’s the celebratory Q & A!

Q: Are there good incentives for buying an EV where you live (Canada)?

A: Unfortunately there are no provincial or federal EV incentives that any Taycan model will require for. That is because of its price. The only one that exists that I am aware of (federal) requires the car to have an MSRP of less than $55,000, and grants a $5,000 incentive if qualified.

Q: How many times do you use public charging, and for how long each week?

A: Ever since my 3 years of free charging @electrifycanada started (about 2 months ago), I’ve been visiting the fast charger 2-3 times per week. Prior to that, I charged 99% of the time at home. Now, I don’t charge at home at all. I typically spend around 20 mins on average at the charger for each session, getting from a low charge to around 85%.

Q: How did you decide on getting the Taycan? Awesome car btw!

A: Great question. And thank you. It’s hard to put my finger on it exactly, but I will say that I was NOT principally motivated to get an EV. As I’ve said before, the Taycan just happens to be an EV, and is more importantly a Porsche, first and foremost. It was more of a “this seems cool, let’s try it out” decision, rather than one I arrived at after going through painstaking amounts of research, analysis and introspection.

Q: How does our Alberta winter effect the efficiency of the batteries? e.g. with cabin heater on.

A: This continues to be one of the biggest challenges of EV ownership, and living in Calgary only exasperates this. All else being equal, expect as much as a 35% drop in range during our extreme winter conditions (-25 °C or colder). In ideal temperatures (near the +20 °C mark), 500 km of range is relatively easy to achieve, especially with mostly city driving.

Q: If you were to change two things about the Taycan out of the factory, what would it be?

A: If I absolutely had to (AND it was free), I’d love to have had PCCB and Chalk exterior paint. Otherwise, I’m very happy with my spec (and the total price) and feel that I got things just the way I want them. This is especially after having driven some of the dealer demo cars, which just don’t “feel right” compared to mine. For example, not having the Sport Chrono knob on the steering wheel is just awful!

Q: Biggest selling point of the Taycan to a regular person (not a car enthusiast)?

A: For someone who isn’t necessarily swayed by the ‘fun’ aspects of Porsche ownership, I’d have to say that for a new (Canadian) owner, it’d have to be the 3 years of free charging at all @electrifycanada stations that come with the purchase of a Porsche Taycan. And for those new to EVs, think of it like 3 years of free gas! Please note that this is only for the Canadian market.

Q: Do you plan on winter driving the car?

A: Been there, done that. And yes. 

Q: Is there anything about the Taycan you don’t like?

A: 1) Range anxiety (mostly during winter). 2) For as quick as it can currently charge at fast charging stations, it still requires patience and planning pertaining to when, where and how often you need to plug in. Truly fast charging stations are still very few and far between in Canada. 3) The somewhat laggy PCM interface (i.e. it still takes about 1 minute before I can get Apple Music to work, every time I start up the car).

Q: Do you plan on keeping the Taycan for the long-term?

A: At this very moment, it’s hard to say. But it very much comes down to lifestyle choices, and I’m in a growing mood to do some downsizing/consolidation of my current automobile ownership situation. Namely, I’m looking at the possibility of selling the Taycan and my SUV (Toyota Sequoia) and just getting a Cayenne in their stead. Then using that Cayenne as a daily driver, and very importantly, for towing the race car to track events. That’ll be at least a couple of years down the road, so there’s plenty of time to change my mind.

Thanks to all of those who participated, and for tuning in to T’s Corner!

Rimac inks deal to purchase 55% of Bugatti from VW Group

ZAGREB, Croatia — Croatian electric supercar builder Rimac is taking over the iconic French manufacturer Bugatti in a deal that is reported to be worth millions of euros.

Rimac said Germany’s Volkswagen Group, including the Porsche division — which owns a majority stake in Bugatti — plans to create a new joint venture. The new company will be called Bugatti-Rimac.

Rimac Automobili announced Monday that it will be combining forces with Bugatti to “create a new automotive and technological powerhouse.”

Rimac has progressed in 10 years from a one-man garage startup to a successful company that produces electric supercars. Mate Rimac, who founded the company in 2009, says the venture is an “exciting moment” and calls the combination of the companies “a perfect match for each other.”

Porsche will own 45% of Bugatti-Rimac while Rimac Automobili will hold the remaining 55% stake, according to Croatian media reports. Financial details of the deal were not published.

Bugattis will continue to be assembled in eastern France, where the company was established in 1909. The vehicles will use engines developed and made in Croatia.

“In an industry evolving at ever-increasing speed, flexibility, innovation and sustainability remain at the very core of Rimac’s operations,” the company said. “Uniting Rimac’s technical expertise and lean operations with Bugatti’s 110-year heritage of design and engineering prowess represents a fusion of leading automotive minds.”

2021 Porsche 911 Turbo S Cabriolet Road Test Review | The supercar as defined by the 911

If you can afford a supercar, do you want it to be a Porsche 911? That’s the question you ask yourself when considering the merits of the 2021 Porsche 911 Turbo S Cabriolet. Do you want one of the highest evolutions of the 911 as opposed to a loaded Audi R8, Lamborghini Huracan Evo or something else exotic? It’s a lot for the fortunate to consider.

Short of the race-bred GT3 line, the Turbos are as much Porsche 911 as anyone could ever desire. As one of my colleagues notes, the Turbos themselves are basically racecars, though he only tested the “regular” Turbo. I spent a week blasting around town top down (mostly) in the Turbo S. With 640 hp and a sprint to 60 time of 2.7 seconds, it’s the variant you simply can’t catch.

The high performance efficacy of the Turbo S comes from the 3.7-liter boxer six-cylinder, which produces a stunning 60 hp more than the previous generation. Torque is up 37 lb-ft to 590, helping the S shave 0.2 seconds off its 60-mph run. The Cabriolet is only a tenth slower. They both have top speeds of 205 mph. Additionally, Porsche’s Traction Management All-Wheel Drive system can send 368 lb-ft to the front wheels, depending on conditions. 

The unit is part of a new family of Porsche engines, and it has a new air intake system, larger intercoolers and larger symmetrical turbochargers than found in the old Turbo S. The intercoolers were moved from the rear fenders to right behind the engine to increase cooling 13%. The air filters are now in the fenders and there are two more air vents underneath the deck wing. The direct-injection system has Piezo injectors, which Porsche says increase output and responsiveness. The engine’s bones are found in the 3.0-liter 911 and a lesser-powered version is under the hood of the 911 Turbo (572 hp, 554 lb-ft). The Turbo S powerplant teams with the eight-speed dual-clutch PDK transmission, and the lofty top speed is reached in sixth gear.

The 2021 Turbo S features evolutionary new looks based on functionality. There’s a new rear wing, new front end and LED matrix-style headlights. The Turbo S isn’t a dramatic departure from its predecessor, but it’s 1.65 inches wider up front and 0.39 inches wider in back, with wider tires and front air vents, creating a more defined stance.

The Turbo S is now considerably more capable, and its looks reflect those chops. Still, our test car casts a subtle vibe, clad in Gentian Blue Metallic paint with a black cloth roof. The forged center-lock black wheels (20 inches in front, 21 in rear) have a polished gray 10-spoke design, and even the brake calipers are polished black, lending an understated feel to the aesthetic. Similarly, the truffle brown leather interior with chalk-colored stitching has a mellow feel with patterns that Porsche says recall the 930 Turbo. The optional Burmeister sound system ($3,980) with silver speaker covers accents the cabin and produces a dulcet sound.

Driving the Turbo S Cabrio is a mix of emotional and mechanical impulses. Porsches demand and reciprocate precision through engagement, and the steering immediately communicates a sense of the car’s exacting nature. Same with the brakes, which are carbon ceramic composite and 0.39 inches larger than the previous model. Rear-axle steering and Porsche Dynamic Chassis Control are standard. The Porsche Active Suspension Management ($1,510 option) lowers ride height 0.39 inches and is offered as a factory option for the first time with improved shock absorbers and software calibrated for the Turbo S that adjusts damping continuously — allowing the car to be sportier and more comfortable. Our model also has the optional front axle lift feature that can raise the front of the car 1.6 inches and adds $2,770 to the sticker.

The Turbo S offers a formidable array of performance tools. Everything has its purpose, logically added for an assigned task. The emotions are stirred when these tools are put into use. Twisting the steering wheel drive mode selector to Sport, we enter a winding road lined with the summer’s complement of greenery. The exhaust grows louder, angrier, throatier. It already barks at shift points in the Normal setting, but Sport has the effect of poking the Turbo S with something sharp. This car has the Sport exhaust, a $3,490-option that’s worth it. Porsches, Jaguars, Ferraris and a few select Corvettes and Mustangs summon this kind of pulse-quickening sound that few others can match. Simply lifting off the throttle or downshifting produces a growl or a pop that’s better than some sports cars make at full roar.

Pausing under an overpass, the top comes down in seconds. Launching hard, we’re pulled back in our seats as we weave through the twists and turns leading through to Woodward Avenue. A hard right turn onto M-1 and we’re heading north. The sun breaks through and the temperatures sit around 65 degrees making this an idyllic summer day with echoes of fall. It’s cool for late June, but perfect convertible weather.

When caught in a downpour, Wet Mode detects water on the road and tunes the stability control and anti-lock brakes accordingly. Stating the obvious, the 911 then warns us to drive cautiously, which is appreciated. Plodding around town we notice the little things the car offers. The leather-covered steering wheel is large, fairly thin and has grips at 10 and 2 o’clock. The infotainment system is simple enough to use; contemporary and customizable but not too layered. In total, the 911 provides a flexible experience. For instance, you can drive in Normal or Wet and still turn on the Sport exhaust via a button or touchscreen. We drove in Normal with the exhaust pipes up — and Sport with the spoiler down, just to try different things. Obviously, it’s enjoyable to play around, but it’s logical to want to keep the Turbo S performance at heel yet still announce your arrival with an exhaust note. 

With the brown leather, sport exhaust, fancy speakers and a few other options, our test model stickers for $234,570, including destination and a $1,000 gas-guzzler tax. As noted in our 911 Turbo review, the 911 is already more car than you’ll ever need. Perhaps that’s the smart play, as the additional power isn’t necessary and the performance increases the S brings to the table are too small for mere mortals to notice. 

Enthusiasts with this kind of buying power often stop thinking metrically around $100,000. It becomes an object of uber prestige. They want the car because it’s the most expensive and the most powerful. Assuming the GT3 is simply too raw, this is the Porsche 911 in its highest form and you’re approaching future collector status. It’s living in the moment and investing in the future, and using that logic, there’s simply no substitute for the Turbo S. The convertible? Well that just makes it even more fun in the summer.

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The Porsche Cayenne Turbo GT

At nearly the same horsepower output as a Lamborghini Urus, the new top-of-the-line Porsche Cayenne Turbo GT comes with 640 PS (471 kW) from her 4-Liter Biturbo V8 engine, which is an increase of 90 PS (67 kW) when compared to the Cayenne Turbo Coupé. Torque has been raised to 850 Nm for an acceleration figure from 0 to 100 km/h in 3.3 seconds … this new Cayenne Turbo GT doesn’t run out of breath until she reaches 300 km/h.

The Porsche Cayenne Turbo GT will only be available in the Coupé version and comes with all the chassis upgrades as standard fitment, the tires on this 300 km/h SUV have been developed specifically for this high-performance model, a short while ago this new model managed to set the world record in the “SUV, off-road vehicle, van, pick-up” category with an amazing time of 7:38.925 minutes to complete an entire 20.832 km lap on the famous Green Hell, Nurburgring in Germany as a testament to the extreme racetrack capabilities of this new Cayenne evolution.

The Cayenne Turbo GT comes with a 17 mm lowered ride height while the rigidity of the suspension has been upped by 15% with modified damper settings for the Porsche Active Suspension Management (PASM) and adapted settings for the Power Steering Plus and rear-axle steering, massive 22-inch wheels (1 inch wider compared to the Turbo Coupé) in GT Design and are finished Neodyme, have been fitted over the now-standard Porsche Ceramic Composite Brake (PCCB) system, tires are sourced from Pirelli in the form of bespoke P Zero Corsa rubber, just for the Turbo GT edition.

The 4-Liter Biturbo V8 engine mounted in the Cayenne Turbo GT is the most powerful 8-cylinder unit Porsche has available, and it has been thoroughly modified compared to the engine in the Cayenne Turbo Coupé, with a different crankshaft drive, turbocharger, direct fuel injection, induction system, and intercooler. This even required a re-calibration of the eight-speed Tiptronic S gearbox, now shifting gears even faster than before, this also required reprogramming of the Porsche Traction Management (PTM) system.

With all this extra power and torque, Porsche even had to add water cooling to the transfer case, but it’s the sound this Cayenne Turbo GT emits from the dual, centrally mounted exhausts that will give you goosebumps, the position of these large exhaust tips is only available on the Turbo GT monicker, from the middle down to the tips, this new exhaust is made from lightweight titanium, just to remove even more weight Porsche ditched the center silencer … as a result the sound is even deeper, we don’t mind.

The two magic materials that set apart the Cayenne Turbo GT from the rest are carbon fiber and Alcantara, one used abundantly on the exterior, the other on the amazing interior. At the front, the Turbo GT can be recognized by the special bumper with additional spoiler lip and large air intakes that lead onto black wheel arch extensions, while the rear bumper comes with a bespoke to this model, carbon fiber diffuser around the aforementioned dual exhaust.

At the rear, we also see the trailing edge of the carbon fiber roof is fitted with a roof spoiler with additional side fins for stabilization, while underneath the rear window Porsche fitted an adjustable rear wing that increases the downforce to 40 kgs at top speed thanks to it being 25 mm larger than the rear wing found on the Cayenne Turbo, the color seen on these presentation images is called “Arctic Grey” and is available as an option on this high-end model.

And all the fun continues on the interior of this Cayenne Turbo GT, for the driver and passenger we find stunning sport seats in the front, eight-way adjustable, with the perforated center section to the seat and back in Alcantara, contrast is achieved in either Neodyme (gold) or Arctic Grey, complete with Turbo GT embroidered on the headrests, front, and rear. Speaking about the rear, this Turbo GT comes with two individual seats for the rear passengers, also note the embossed Porsche crest on the armrest between the seats.

The multifunction steering wheel fitted to the Cayenne Turbo GT comes with a sports car ’12 o’clock’ marking, finished in yellow, while Porsche introduces the next-generation Porsche Communication Management (PCM) system on this model, not only integrating Apple CarPlay, but also Apple Music, Apple Podcast and Android Auto to allow most popular smartphones to be seamlessly integrated into the infotainment system.

We will have to wait until September to see the first units of the Porsche Cayenne Turbo GT at our local dealer, but we can already put in an order for this amazing new SUV, priced at €196,078 in Germany including VAT (19% for Germany), availability and pricing for the US market haven’t been published yet.

Porsche 911 GT2 RS with Manthey kit sets Nurburgring production car lap record

Porsche is claiming the Nürburgring lap record for a production car once more, and it’s doing so with a 911 GT2 RS. However, there’s the slightest bit of gray area with this particular record. The 911 GT2 RS that broke the record is fitted with a Manthey Performance Kit. That screams “modified” at first blush, but Porsche skirts around that issue by saying that it offers this Manthey Performance Kit as a Porsche Tequipment option and sells it via Porsche Centers. This satisfies the “production” requirements, so the lap record is filed thusly.

Mercedes-AMG might be a little chuffed, though. This Manthey Performance Kit-equipped GT2 RS beat its AMG GT Black Series (previous record holder) around the ‘Ring by just 0.316 second. As Dominic Toretto says in “The Fast and the Furious” though, “It don’t matter if you win by an inch or a mile. Winning’s winning.”

Porsche’s official time set by development driver Lars Kern is 6:43.300 minutes. Versus a non-Manthey GT2 RS, it’s 4.747 seconds quicker. Modifications were made to the chassis, brakes and aero components to make the lap faster.

The new dampers in front have three different settings, while the rears have four. A new pad compound is paired with Porsche’s carbon ceramic rotors that is even more aggressive than standard. And the aero improvements include added flaps on the front spoiler, a new rear spoiler, modified diffuser, additional underbody coverings and aero discs on the rear wheels. Downforce in front at 124 mph increases from 108 pounds to 154 pounds. In the rear, it goes up from 205 pounds to 441 pounds. Kern cites the additional downforce as the main additive that allowed the lap to be nearly five seconds quicker than a normal GT2 RS.

Manthey’s last change includes an additional water tank for spray cooling of the intercoolers. The extra tank allows for fewer fill-ups, which is perfect for those who buy the track-focused Manthey kit. Porsche says European owners of the GT2 RS can order the kit now from a Porsche Center. It all comes with a Porsche warranty, and Porsche promises the kit will come to other markets in time.

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The new Porsche 911 GTS

It has been 12 years since Porsche unveiled the first 911 GTS version, the ‘Sport’ version so to say of the already incredible Porsche 911, and today they added this more dynamic version to the latest incarnation of the 911 supercar from Germany, and it comes with more power and visual styling to set it apart from the regular 911 Carrera, compared to the current 911 Carrera S and the previous-generation 911 GTS, this new version adds 30 PS to the glorious six-cylinder boxer engine for a grand total of 480 PS (353 kW).

Starting at €140,981, the new Porsche 911 GTS is available in five different versions, either as a Carrera or Carrera 4 in both closed Coupé version as well as a breathtaking Cabriolet, but also as a 911 Targa 4 GTS … yes, you’ve seen that correct, the Targa is only available as a four-wheel-drive variant, but you can get them all in either an eight-speed PDK transmission or as a seven-speed manual, the PASM, or Porsche Active Suspension Management has been fine-tuned specifically for this GTS version.

The impressive brake system from the Porsche 911 Turbo is fitted onto the GTS too, but if you really want to get the maximum out of the special 911 GTS edition you’ll have to opt for the Lightweight Design Package that is now available on this GTS for the first time, and that takes 25 kgs off the overall weight of this supercar that can be distinguished from the other 911 models by the elaborate use of black on the exterior and black Race-Tex microfibre on the interior.

Don’t let the GTS name fool you into thinking there is no turbo on this Porsche 911 version, the 3-Liter flat-six engine is still turbocharged and delivers 480 PS as mentioned above, torque comes with a maximum of 570 Nm, the resulting acceleration figures are 3.3 seconds from 0 to 100 km/h with the PDK transmission, and getting back to a full stop comes courtesy of the high-performance braking system from the Porsche 911 Turbo hiding behind center-lock wheels, 20-inch for the front with a larger 21-inch wheel for the rear.

All of the Porsche 911 GTS models come with the Sport Design package as standard, showing distinctive trim for the front bumper, rear diffuser, and on the side sills. When looking at the trim around the headlight, including the daytime running light surrounds, these are darkened for the GTS, while the LED headlights with Porsche Dynamic Light System Plus (PDLS Plus) are standard too, however, the GTS does come with unique taillights.

When you would prefer lightweight carbon-fiber bucket seats, lighter glass on the side windows and the rear window, a lightweight battery, and the removal of the, mostly useless rear seats to get rid of about 25 kg of weight … go for the optional Lightweight Design Package, which also happens to come with rear-wheel-steering and some very nice aerodynamic touches.

If you don’t go for the more track-oriented Lightweight Design Package, the Porsche 911 GTS comes with Sport Seats Plus for the occupants with electric four-way adjustments, in front of the driver you’ll find a very nice GT Sport steering wheel and the famous Sport Chrono package, if you opt for the manual seven-speed gearbox, Porsche cuts 10 mm from the gear lever to allow faster gear changes … and just so you get the full acoustic experience, Porsche removed some insulation from the cabin so you can enjoy the sound from the sports exhaust better.

To make the experience complete, the central part of the seats, the steering wheel rim, the door handles and armrests, the storage compartment lid, and the gear lever all get the Race-Tex treatment, a very nice microfibre material inspired by racing, if you go for the GTS interior package you’ll get either Carmine Red or Crayon contrasted stitching, with this option you also get color-matched seat belts, GTS embroidery on the headrest, and the same shade used on the rev counter and Chrono face.

If you are looking to add one of these new Porsche 911 GTS versions to your garage, expect the first deliveries by November 2021.

Porsche Macan: Final testing for the facelift

How far can you stretch a nameplate? There are virtually no limits since Ford has decided to name a portly electric SUV the Mustang Mach-E – while simultaneously selling the real thing. Now Porsche is taking the same approach with its Macan: Going forward, there will be an electric Macan – and a conventionally powered Macan.

It’s no surprise that Porsche is taking this dual approach: The Macan is the best-selling Porsche of all, thanks not least to its popularity on the Chinese market.

It is still unclear how quickly electric mobility will take off – or whether alternatives will prevail, such as hydrogen-powered cars or even conventionally powered cars that are more efficient than today and presumably powered by carbon-neutral synthetic fuels.

China, in particular, has taken a decidedly cautious approach on E-mobility, and Porsche understandably doesn’t want to take undue risks with its crossover cash cow. And therefore there will henceforth be two entirely different Macan models.

“When it launches in the 2023 calendar year, the Macan Electric will be the first Porsche off the PPE platform,” says Porsche spokesman Ben Weinberger. That platform is currently being co-developed with Audi, and the Macan Electric is a close sibling of the upcoming Audi Q6 crossover SUV and the next-gen Audi A6, which was previewed with a concept car at the Shanghai motor show this spring.

In off-the-record conversations, we are told that the Macan Electric will come in several power levels, and it is important to Porsche that its range significantly tops the Taycan’s. It will likely come to the US as a 2024 model.

But before that, the brand will launch the next generation of the conventionally powered Macan; we had a close look at a slightly camouflaged protoype. If it doesn’t look a lot different from the current model, that’s because it isn’t. To be launched later this year, it is the second big facelift of a model that initially launched in 2014 as a close relative of the Audi Q5.

What we can expect is a bolder, wider front fascia, and a new rear bumper with a black diffuser. That’s pretty much it, as far as the still-fresh looking exterior is concerned. “A good proportion never gets old,” says Weinberger. The Macan was styled by Mitja Borkert, who is now chief designer at Lamborghini.

Inside, the changes are more significant: There will be a new center console with a large glass area with touch-screen functionality. The number of buttons is sharply reduced, and the infotainment system boasts a 10.9-inch touch screen. There are new materials, the gear selector is shortened, and there is now a standard analog clock. Steering wheels are shared with the 911 – for the first time.

In the new Macan, Porsche will offer three power levels, down from four: The standard 2.0-liter four will now make 265 horsepower and serve up 400 Nm of torque, both significantly more than before.

One level up is the Macan S, powered by a 2.9-liter V-6 that will make 380 horsepower and 520 Nm of torque; that’s exactly the engine that was fitted in the pre-facelift Macan GTS. The ultra-aggressive application is unchanged from the former GTS, and thus Macan S customers get a car that’s a lot more interesting to drive than before.

The GTS itself rises to a whopping 440 horsepower and 550 Nm, exactly on the level of the former Macan Turbo. But the application has been sharpened in order to achieve the more boisterous temperament associated with the GTS nameplate.

The top-level Turbo version is gone; Porsche is not looking to go beyond the 434-horsepower power level, for several reasons: They want to give the uplevel versions of the Cayenne room to breathe, and both the 2.9-liter V-6 and the 7-speed PDK dual-clutch gearbox are close to their limits with the former Turbo and the upcoming GTS power level.

The future GTS top model will be lowered and include the PASM system; the dampers are new, the air suspension is stiffer. And an optional GTS Sport package will be fitted with Porsche Torque Vectoring Plus (PTV Plus), the Sport Chrono package and sports seats.

Our impressions of the new Macan, which will be unveiled next month and launch as a 2022 model, are decidedly positive. It looks like the electric Macan will meet a formidable competitor when it launches a few years down the road…

The new TECHART GTstreet R

20 years ago, in 2001, renowned Techart presented the first GTstreet model, at that time based on the Porsche 996 Turbo, today the base is the 992 series 911 Turbo or 911 Turbo S, but the philosophy behind these super sports cars for the road has remained the same: combine everyday usability with uncompromised track performance … and that is exactly what the new GTstreet R we are looking at today is, a perfect car made even better and more powerful.

The new TECHART GTstreet R comes with up to 800 hp (588 kW) and a massive 950 Nm of torque … top speed of this German masterpiece is 350 km/h, the list price is €73,000 before VAT on top of the base 911 Turbo or Turbo S, that’s about $87,000 at today’s exchange rates, but there is more … this GTstreet R is a limited edition, each one individually numbered on a plaque in the customized interior.

TECHART offered a nearly limitless range of possibilities for Porsche owners, both in customizing as in performance upgrades since they founded the company in 1987, that is why they will only build 87 units in this new GTstreet R program, which consists of lightweight aerodynamic add-ons, complete with a massive carbon-fiber GT rear wing and stunning TECHART aero discs made from the same material.

The TECHART GTstreet R carbon-fiber aero kit has been painstakingly tested in the wind tunnel, the result is a 400% increase in downforce at the rear and a reduction of 45% in lift at the front at 140 km/h compared to a factory standard Porsche 911 Turbo, and just in case you were wondering about the active aero on the base model … this is retained with the TECHART GTstreet R aerodynamic package.

A combination of painted and clear carbon fiber characterize the new GTstreet R, add the special TECHART lettering in the lower front bumper and pinstriping in any shade possible, and the client will have a hard time choosing from all the personalization possibilities, and this continues with the replacement front hood, with aero indents and air vents that are a testament to just how functional the entire GTstreet R package really is, which is also shown in the wider front fenders with their louvers for even more ventilation.

The side air intakes in front of the rear wheels get a new design from TECHART while a pair of amazing looking side sills connect the front to the rear of the GTstreet R, which is where the fun really starts, the iconic GT design is used for a massive rear wing, complete with air intakes that get air tunneled into them by the special roof spoiler, a new engine cover was required to allow the high-performance to be cooled enough, be it on the open road at commuter speeds, or on the race track at full throttle.

TECHART offers two performance upgrades, their TA092/T1.1 with TECHTRONIC management adds 60 hp (44 kW) for a total output of 710 hp (522 kW) with a maximum torque of 900 Newton meters, but the most powerful TECHART power upgrade to date is called the TA092/T2.1, and this option includes new turbochargers and special engine management software changes, including a modification to the transmission control unit … the result is 800 hp (588 kW) and a massive 950 Nm of torque!

And because we all love a nice soundtrack behind the wheel of our car, a new stainless steel sports exhaust system is also part of the GTstreet R kit, hand-welded with two exhaust pipes fitted centrally in the new carbon fiber rear diffuser, it comes with valve control, so you can have a more civilized sound when leaving the house in the morning, but still enjoy some thundering roars on the track.

Now on this edition of the GTstreet R are the aero discs from TECHART, made specifically for their Formula VI Race forged wheel, these discs are made from carbon fiber with a foam core to reduce weight, wind tunnel testing showed these aero discs offer a lower air resistance compared to running without them, the Formula VI Race wheel is a center-lock rim, and the aero discs are fitted in either glossy or matt carbon fiber, or can be color-coded to the car.

The new TECHART Formula VI forged wheels can be ordered with 265/35 ZR20 on the front axle and 325/30 ZR21 on the rear axle, the German tuner recommends the Michelin Pilot Sport Cup 2 tires for track day use but turns to the Michelin Pilot Sport 4S tires for normal road use, as well as an occasional stint on a track.

Exterior looks are important, but if you are a car enthusiast that wants to enjoy this TECHART GTstreet R as much as possible, you’ll be spending a lot of time behind the steering wheel, in the cockpit, so with elaborate customization on the outside, the already very nice and luxurious interior of the base Porsche 911 Turbo (S) couldn’t be overlooked … so TECHART interior manufactory comes into the picture.

The sample car we see in these official photos comes with a stunning combination of classic fabrics, leather, Alcantara, and carbon fiber, remember TECHART has its own in-house saddlery that can take the look of Porsche’s historic sports cars into the present, the amazing black and white checkered pattern is just one of those individual touches they can add to the interior of the GTstreet R.

Multiple carbon fiber packages are available from TECHART to convert the interior of the base Porsche 911 Turbo (S) into a CF haven, but on the client’s request the entire cabin, consisting of seats, doors, central console, dashboard, and even the headliner can all be finished in full Alcantara, with aluminum door sills and pedals.

One of the amazing touches TECHART has shown in their previous Porsche interior tuning is their possibility to create a truly bespoke leather perforation combined with their contrast color underneath … on this GTstreet R unit they went with a checkered flag perforation on the door panels and dashboard, also note the TECHART logo is embossed on the top of the door panel by the way.

But one of the most amazing details inside this TECHART GTstreet R is a massive 87 on the center part of the seatback, this is also a perforation that shows a contrast color underneath, and it reminds us of the fact only 87 units will be made available of this high-performance super sportscar from Leonberg, Germany, while the headrest gets a nice GTstreet R embroidery, add some amazing piping and special stitching throughout the interior and this really is a very nice place to be.

Naturally, TECHART didn’t forget the steering wheel, here again with a stunning checkered flag perforation and a 5 mm wide ‘top-center’ mark in a bespoke color, just like the driving mode switch and all the covers found on this steering wheel, also note that all the functions of the base unit are kept in place, like shift paddles or heating … TECHART just makes it look better.

And TECHART isn’t even finished … they are now prepared a Clubsport Package that will come with lightweight performance seats and a roll bar for the interior, but also an adjustable performance suspension as further upgrades for track day use.

Record setting Porsche Cayenne

The official unveiling hasn’t happened yet, but Porsche has been developing a high-performance version of their successful Porsche Cayenne SUV over the last months, and the engineers took a slightly camouflaged development prototype to the famous ‘Green Hell’, also known as the Nürburgring Nordschleife in Germany … to set a record.

And they achieved just that, the new 2022 Porsche Performance Cayenne managed to set the world record in the “SUV, off-road vehicle, van, pick-up” category with an amazing time of 7:38.925 minutes to complete an entire 20.832 km lap on this famous German track, behind the wheel was official Porsche test driver Lars Kern.

“Over the first few meters of the Nordschleife in this Cayenne, you’re tempted to turn around to make sure that you’re really sitting in a spacious SUV. Its high steering precision and stoically stable rear axle gave me a lot of confidence in the Hatzenbach section,” said Lars Kern, who accompanied long periods of the car’s development.

“This Cayenne model is a top performer. During its development, we focused on exceptional on-road performance. Our record-breaking Cayenne is based on the Cayenne Turbo Coupé, though more systematically designed for maximum longitudinal and lateral dynamics” according to Stefan Weckbach, Vice President Product Line Cayenne. “Its record time on the Nordschleife confirms the dynamic capabilities of our new performance SUV. Furthermore, it’s a typical Cayenne all-rounder, providing a high degree of driving comfort and everyday utility.”

The record attempt at the Nürburgring Nordschleife has been ‘notarized’, the notary public also confirmed this to be a series production model with only minor changes, and those have been installed to protect the driver, like a roll cage and a racing seat, for the record-setting lap the lightly camouflaged Porsche SUV had 22-inch Pirelli P Zero Cora tires fitted that have been developed specifically for this Cayenne version, and these will also be fitted as standard on the production car that will be unveiled soon.

Remember the spy shots of a Lamborghini Hurácan STO on the same track a few weeks ago that caused controversy because onlookers deemed it a Super Trofeo race car with an STO body instead, but if you look closer at the video Lamborghini published, they also had a Urus on the track at that time … will Lamborghini try to set an even better record in the “SUV, off-road vehicle, van, pick-up” category? Only time will tell.

For now, take a look at the official video posted by Porsche on ‘New Performance Cayenne Sets Nürburgring Record’ below:

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The Touring Package is back at Porsche

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

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

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

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

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

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

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

Porsche Exclusive Manufaktur, Tequipment and Classic divisions

Meeting personal customer wishes is an important part of the global offering from Porsche. The sports car manufacturer pursues this goal with its business divisions Porsche Exclusive Manufaktur, Porsche Tequipment, and Porsche Classic. The company now plans to respond to the wishes and needs of its customers to an even greater extent with a new and significantly extended range of products and services.

This includes various options for the individualization of Porsche sports cars, turning them into unique one-offs. Porsche is extending the personalization options for individual components directly in the Car Configurator, and is supplementing its offering for new, used, and classic vehicles with a “Performance Parts” range. As part of its Co-Creation strategy, the sports car manufacturer is also offering a new interpretation of the legendary Sonderwunsch program of the late 70s and will make it possible to design individualized one-off cars in the future – co-created by the customer and realized professionally by Porsche.

The range of individualization options for new vehicles currently extends from personal customer consulting during the configuration process through to the realization of limited small series. Through Tequipment, Porsche also offers numerous accessory products and retrofit options for individual customer vehicles. In the area of classic vehicles, Porsche is currently focusing on spare parts supply and factory restorations. The Stuttgart-based sports car manufacturer is now significantly extending its offering in all business areas.

“It is our goal to provide customers around the globe with even more accurately tailored and demand-based products within the context of classic, existing, and new cars, and to also offer a comprehensive range of individualization options,” says Alexander Fabig, Vice President Individualisation and Classic. “With the new offerings, we are responding to the great global demand for our products. Starting with new possibilities for individualization and personalization of individual components, through the additional range of Performance Parts, up to the realization of uniquely individualized sports cars, we have the right option for every customer.”

Simpler and more personal than ever before: individual enhancements

The Porsche Exclusive Manufaktur is successively expanding the range of products that can be individualized and personalized. Significantly more options will be available here in the future. Examples include various exterior wrap options, individual starting numbers, prints on the floor mats, illuminated door entry guards, and logo projectors in the vehicle doors. In addition, customers can choose to become designers themselves in the ordering process.

The personalization options include individual design elements such as colors, logos, lettering, and text. Using a digital application in the Porsche Car Configurator, it is possible to specify own designs for various items. For example, customers can have their own signature embossed on elements in the vehicle interior. The leather-covered cover on the center console is suitable for this, for example. The range is rounded off by personalized wraps and decals on selected exterior areas and individual paint finishes on the wheels.

New components for GT models and classic cars

Porsche will offer a large number of new components for new vehicles as well as used and classic cars under the name “Performance Parts”. The Porsche Tequipment range for new and used vehicles is aimed at drivers who are motorsport enthusiasts and amateur race drivers. Porsche Classic will offer new developments with a historical reference, components for performance enhancement, and also lifestyle products for both young and older classic cars. These will increase the performance of the classic vehicles or improve their everyday usability. With two show cars based on two first-generation Cayenne models, the Classic division is also providing a preview of possible additional individualization offerings with an outdoor and offroad focus.

Modern and classic sports cars as one-offs according to customer wishes

As part of its Co-Creation strategy, Porsche is now offering a new interpretation of its legendary Sonderwunsch program from the late 70s and will make it possible to design individualized one-off cars in the future – co-created by the customer and realized professionally by Porsche. The expansion of this offering is divided into the areas of Factory Commissioning for individual customer color and material wishes directly in production and subsequent Factory Re-Commissioning and Factory One-Off after vehicle delivery to the customer.

Whereas Factory Re-Commissioning is also aimed at implementation of individual col-ours and materials, the Factory One-Off is a systematic technical new development. Depending on the age of the vehicle in question, either the technical experts at Porsche Exclusive Manufaktur or the specialists at Porsche Classic take care of the implementation.

About Porsche Exclusive Manufaktur and Porsche Tequipment

Across all model series, customers can currently choose from more than 700 Porsche Exclusive Manufaktur options. The demand for individualization is increasing all the time. The level of vehicle enhancement is particularly extensive in 25 percent of all 911 models delivered worldwide: they visit the Porsche Exclusive Manufaktur work-shops at the parent plant in Zuffenhausen for exclusive re-commissioning.

Sonderwunsch one-offs and limited small series are also produced in the Porsche Exclusive Manufaktur. Current examples are the Porsche 911 Targa 4S Heritage Design Edition and a limited 911 special model which was produced on the occasion of the 20th anniversary of Porsche China. Porsche offers numerous accessory products and retrofit options via the Tequipment division. The overall range of initially around 150 parts has continuously grown to now include more than 500 Tequipment options.

About Porsche Classic

Porsche Classic is responsible for spare parts supply and factory restorations of all of the brand’s road-approved classic cars. The range extends from a selection of various accessories and technical literature through to classic spare part supply and new editions of spare parts that are no longer available. Every year around 100 classic vehicles from the Porsche 356 through to the 911 (Type 996) and Boxster (Type 986) pass through the Classic workshop for accident repairs and other repair work. Complete restorations are available for all cars prior to the 996 generation of the 911, the Boxster Type 986, and Carrera GT. The current spare parts range includes more than 60,000 items. This is supplemented each year by an average of 300 new issues of spare parts that are no longer available as well as new accessory, lifestyle, or performance-enhancing parts.

Porsche is also successively extending its international dealer and service network with the Porsche Classic Partner program. These are existing Porsche Centres with specific expertise in handling classic Porsche cars. The network currently comprises 76 locations, including four Porsche Classic Centres.

RUF at the Petersen Automotive Museum

I’m sure you know what RUF is, and what these three letters stand for in the world of Porsche tuning, in the Bavarian town of Pfaffenhausen, Alois Ruf Sr founded a company called AUTOR RUF back in 1939, when his son, Alois Ruf Jr took over the business in 1974, they released the first RUF modified Porsche, and things went only up from that moment.

Having the world’s fastest car is a thing many want to add to their Palmares, and RUF managed to do that twice already, both the RUF BTR and the RUF CTR were the “World’s Fastest Production Car”, and if you couldn’t really afford one of these stupendously fast, Porsche based RUF beauties, you could still get behind the wheel of these amazing cars … virtually, as they were part of the Gran Turismo video games. Today RUF has become a manufacturer, their current models, which include models like their CTR Anniversary and the SCR, are designed, engineered, and manufactured entirely by RUF using RUF parts including the chassis, engine, transmission, and even the body.

Renowned Porsche-themed event organizers Luftgekühlt have partnered up with the famous Petersen Automotive Museum for a two-part exhibition, where the first part, that’s to open on May 15th, is called the “Pfaffenhausen Speed Shop, The RUF Gallery”, and it will showcase some of the more important RUF creations from as far back as the 1990 RUF CTR Yellowbird.

But “The Vault presented by Hagerty” at the Petersen Automotive Museum will also have a 2012 RUF CTR3 ClubSport, a 2007 RUF Turbo R Cabriolet, a 2016 RUF Turbo R Ltd, a 2016 RUF Ultimate, a 1994 RUF RCT EVO narrow body, a 1994 RUF RCT EVO wide body, and a 2015 RUF RT12R on display for visitors to admire.

“We are honored to be chosen for a dedicated exhibit at the Petersen,” said RUF Automobile Owner Alois Ruf. “From our beginnings in a small shop in Pfaffenhausen, Germany to the Petersen Automotive Museum in Los Angeles, we have only sought to bring joy through cars. We are grateful to both Luftgekühlt and the museum for helping us spread that joy.”

If you would like to visit these amazing RUF cars at the Petersen Automotive Museum you will have to purchase tickets in advance on their website, also note you will be required to wear a face mask and social distancing guidelines of at least six feet will be enforced to make sure you can visit this exhibition is all safety.

Top Gear’s Porsche Taycan Cross Turismo Review

The new Porsche Taycan Cross Turismo is an off-road version of the famous Porsche Taycan, about 20mm more ground clearance and fender flares to protect the paint, because this all-electric supercar feels just as home on the gravel as she does on the German Autobahn, this is a cruiser that can take the entire family, and their luggage, on a fast-paced trip.

The base model comes with 375hp, but the 4S version already delivers 490hp with a 0-60 time of 4.1-seconds and a top speed of 149mph (240km/h), and things get even better with the Turbo edition, 625hp (680hp activated with launch control), and a 0-60 time of 3.3-seconds, and a top speed of 155mph (250km/h). But the one Top Gear takes for a drive in their video review here is the top-of-the-line Turbo S model, 750hp (560kW) when launch control is activated and maintains a zero to 60 time of 2.9-seconds with a top speed of 155mph (250km/h).

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Not so long ago we published the article on the ‘shakedown‘ Porsche did themselves on their new Taycan Cross Turismo by handing over the keys to one of their pre-production prototypes to selected journalists from various countries, the car would be taken to an intercontinental test drive over five countries during which the car would go into five different climate zones … the ultimate real-world test run … so I guess Porsche wasn’t too worried about Top Gear taking their Porsche onto a rally stage.

Rothsport 1978 Porsche 911 SC

If you want to really stand out in the Porsche 911 space, then take a look at this racing version of the 1978 911 SC from Oregon tuner, Rothsport. It was created in 2007, and…

The post Rothsport 1978 Porsche 911 SC first appeared on Cool Material.

2022 Porsche 911 GT3: Video Review Roundup

Porsche 911 GT3 Reviews

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

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

Here’s what they had to say.

Top Gear

2022 GT3 Top Gear

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

Click to read full article

Motortrend

2022 GT3 Motortrend

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

Click to read full article

RoadShow (CNET)

gt3 CNET

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

Click to read full article

motor1.com

Porsche WEC entry

Later this month the 2021 WEC, World Endurance Championship, will start with a prologue at the famous Spa Francorchamps track in Belgium (26-27 April) while the first actual race for points will be the 6 Hours of Spa Francorchamps on May 1, but it won’t be until the 8 Hours of Partimão in Portugal before Porsche puts three drivers behind the wheel of their impressive 911 RSR.

Porsche wants to create a perfect synergy between these six drivers (three for each car entered) ahead of the 24 Hours of Lemans which was originally intended to be held on June 13 (which is now the date for the race at Partimão) but was postponed to August 21-22, and with this driver line-up, Porsche went for a proven setup, among them, these six drivers have 59 LeMans participations under their belt.

The Porsche 911 RSR starting number 91 will see French driver Frédéric Makowiecki join Gianmaria Bruni from Italy and Richard Lietz from Austria (the latter two being the pilots for the shorter races already) in Portugal to do a test run for the major event at LeMans in August, Makowiecki has been driving at LeMans for the last three consecutive years already.

The second Porsche 911 RSR, wearing number 92, driven by Neel Jani from Switzerland and Kévin Estre from France will see Michael Christensen from Denmark joining the team, he won the GTE-Pro class at LeMans back in 2018, Neel Jani won the overall classification of the 24-hour French classic in 2016 at the wheel of the Porsche 919 Hybrid, together with Romain Dumas (France) and Marc Lieb (Germany). His five teammates have harvested eight class victories so far with the 911 RSR at the tradition-steeped endurance race at the Sarthe.

The second round of the 2021 World Endurance Championship, held in Portugal, is a perfect opportunity to do a rehearsal run with three drivers in each car. An 8-hour race on the 4,692-kilometer circuit in Portugal’s Algarve is ideal to offer each driver ample track time at the wheel of the 515 hp Porsche 911 RSR to get things finetuned for the 89th running of the long-distance classic in France in August this year.