All posts in “car lists”

The Greatest Supercars of the 1990s

The Golden Era – Homologation, The Big Mac and the Rise of the Everyday Supercar. Your Ultimate Guide to the Best Supercars from the 1990s

This is our first in a series of posts about the awesome cars of the 1990s. In this post we curate the best supercars from the 1990s, an era stacked with exotic masterpieces. Some of the defining features of the 1990s supercar era includes the amazing McLaren F1 and the revelation that was the Honda NSX as well as the spirit of competition amongst top manufacturers in prototype racing that created some awesome limited run homologation specials for the road.

The high performance supercar market went from niche to mainstream in the 1980s. Supercars like the Lamborghini Countach, Porsche 959 and Ferrari F40 had collectively wowed car fans the world over in the late 1980s and with Wall Street humming and the global economy in good shape, the appetite for exotic cars only grew going into the early 1990s. As the 1990s started, many pundits wondered however whether we had already reached peak car. After the extraordinary supercars of the eighties, many supercar manufacturers entering the nineties asked “how on earth do we follow that?”

It is impossible to talk about the 1990s supercar era and not mention the impact of the mighty McLaren F1. McLaren came along in the mid-90s with the ultimate supercar, the McLaren F1. The F1 did not just beat the other supercars at the time, it blew them away so convincingly that it wasn’t until the Bugatti Veyron came along more than a decade later that its acceleration and top speed records were beaten. It was Gordon Murray, the former F1 engineer and his obsession with weight savings and attention to detail that redefined what a supercar could be. It was like no other supercar before it (or like any other since), a car that redefined what it meant to be a supercar.

At the other end of the spectrum was the Honda NSX. It came along in the 1990s and shook up Lamborghini, Ferrari and Porsche. Here was a major manufacturer known for small compact Honda Civic cars who created a supercar that was easy to drive, was fast and agile and didn’t break down. Anybody could drive it. It forced all the sports car makers to get better and ushered us all into the world of the everyday supercar. Speaking of everyday Supercar, the 1990s saw the 911 Turbo genuinely scare the top players with more than 400 horsepower, all wheel drive and astonishing performance in a daily driver.

On our list of the best 20 cars, no less than six cars raced. In fact, five of the cars on our top supercars of the ‘90s list were expressly built to race and are known as homologation specials. Carmakers had fully embraced the “win on Sunday, sell on Monday” mantra in the early 1990s and channeled vast amounts of money into trying to find racing glory. Racing homologation rules (stipulating that road-going versions of cars had to be manufactured for homologation) inspired automakers to produce these machines. The FIA GT1 class therefore produced some of the best race cars of the mid-1990s and (thanks to those loosely interpreted homologation requirements), some of the wildest street cars too. These included the Porsche GT1, Mercedes-Benz CLK GTR and the insane Dauer 962 LM.

In terms of awesome supercars, the 1990s were the golden age. Fun times indeed. Please read on for our take on the greatest 1990s supercars.

Criteria note: We focused on the first year of manufacture as our criteria for a car making it into the decade. If the car had first been manufactured in the 1980s and was carried over into the 1990s largely unchanged then it belongs in the 1990s (aka Ferrari F40). If it was initially built in the 1980s but was substantially updated or had a sub-model in the 1990s then it could make the 1990s list (aka Ferrari F512 M). 

Author note: This initial article was written by JACK MATTHEWS in May 2017 and was updated by Nick Dellis (with help from car nut Kenny Herman) in May 6th 2019.

20 Best Supercars from the 1990s

Read on for our ranked list of the greatest supercars of the nineties. We discussed whether to rank the cars versus just have an unranked list and realized it was way more fun to have people argue about rankings than not.

Lotus Esprit Sport 350

Lotus Esprit Sport 350

20. Lotus Esprit Sport 350

The best Lotus of the 1990s. Rare, fun, a little underpowered though.

Power: 349 bhp @ 6500 rpm / Torque: 295.0 ft lbs @ 4250 rpm / Engine: 3.5 liter twin-turbo V8 / Produced: 1999 / Base Price: £64 950 / Units made: 50 / Top Speed: 175 mph (281.6 kph) / Acceleration (0-60 mph): 4.7 seconds

Having raced the Esprit in GT2 and GT3 classes, Lotus began to develop a new version of the car to race in GT1 class racing. Development of the car was entrusted to the newly formed Lotus GT1 Engineering group, which included many staff from the recently dissolved Team Lotus. For us however the more impressive Lotus of the 1990s was the 1999 Lotus Esprit Sport 350.

It was the ultimate incarnation of the Esprit. Only 50 were made. Taking the V8 GT further, the Sport 350 was one of the most exclusive Esprits made. It featured the standard-spec V8 with blue-painted intake manifolds. What set the 350 Sport apart from the VT GT was a number brake, suspension and chassis improvements. Lowering the kerb weight was a primary design focus for Sport 350. Apart from the weight reduction, the other major change to Sport 350 was its braking system. While exclusivity was offered with the Sport 350, it is a shame Lotus never tuned the engine beyond its standard specification. This is strange given the fact that every other aspect of the car was up-rated for track use. It was one of the closest cars to emulate the track experience on the road.

Read more: Lotus Esprit Sport 350.

Porsche 911 Turbo S (993)

Porsche 911 Turbo S (993)

19. Porsche 911 Turbo S (993)

All wheel drive. Twin turbo flat six engine. Over 400hp. Ludicrous performance. Porsche delivers a daily driver that destroys supercars. The ultimate air cooled 911.   

Power: 424bhp @ 6250 rpm / Torque: 423 lb-ft @ 4500 rpm / Engine: 3.6 L twin-turbo Flat-6 / Produced: 1997 / Base Price: N/A / Units sold: 183 cars produced / Top Speed: 183 mph / Acceleration (0-60 mph): 4.4 seconds

Considered by many Porsche enthusiasts as the “ultimate 911”, the type 993 represented a unique blend of power and simple elegance. The car had a more streamlined look and was “lower slung” than earlier versions of the 911. The styling was perfect and it is still the best looking 911 series. This was the last of the “air-cooled” Porsche 911s (insert sad face here).

The turbo-version of the Type 993 Porsche 911 was also introduced in 1995 and featured a bi-turbo engine that was at the top of the performance pack for the time. For Turbo 993s the 3.6 liter got twin KKK K16 turbos and made 402 hp although you could customize your order (on Turbo S and GT2 models) to up that to 444 hp. The 993 Turbo was the first 911 Turbo with all wheel drive, essentially lifted from the 959 flagship model.

During the second to the last year of production of the 993 (1997), Porsche offered the 993 Turbo S. The X50 power pack had larger turbos, intake and exhaust upgrades, and a new computer. Power upgrade got it to 424 hp and included extras like carbon fiber decoration in the interior as well as very cool yellow brake calipers, a slightly larger rear wing, a quad-pipe exhaust system and air scoops behind the doors. This was the last of the air-cooled 911 Turbos and our favorite.

Read more: Porsche 911 Turbo S (993).

Nissan R390 GT

Nissan R390 GT

18. Nissan R390 GT

The fastest and most expensive Nissan road car ever developed. 0-60 mph in 3.2 seconds and 0-100 mph in 6.5 seconds. Road car was capable of 220 mph.

Power: 549.9 bhp @ 6800 rpm / Torque: 470.0 ft lbs @ 4400 rpm / Engine: 3.5-litre twin-turbo V8 / Produced: 1998 / Base Price: ~US$1,000,000 / Units sold: 1 (road car) / Top Speed: 220 mph / Acceleration (0-60 mph): 3.9 seconds

The ultra-rare Nissan 390R was basically a detuned Le Mans racer offered for sale to the public at a hefty $1,000,000. Only two were made. It was the fastest and most expensive Nissan road car ever developed was created to comply with the Le Mans GT1 Class regulations which required manufacturers to build at least one street-legal version of the race car.

Unlike many others, Nissan built the road car first and built the racing version from it. The R390 GT1 design was the work of Ian Callum at Tom Walkinshaw Racing. Behind the driver sits the heart of this true supercar, the VRH35L twin-turbocharged 3.5-litre double-overhead-camshaft V8 engine with electronic sequential port fuel injection which produces 549.9 bhp @ 6800 rpm while complying with all European market exhaust gas regulations. R390 GT1 performance as one would expect is staggering and includes a sub 4.0 second zero to 60 mph time and top speed north of 220 mph.

Inside are normal road car appliances such as full instrumentation and leather-covered driver and passenger racing seats. The short-throw gear lever for the Xtrac six-speed sequential gearbox and tiny racing steering wheel are reminders of the close alliance between the road car and the vehicle which captured four out of the top-ten spots in the 1998 Le Mans 24-hour race.

Read more: Nissan R390 GT

Aston Martin V8 Vantage 1990s

Aston Martin V8 Vantage 1990s

17. Aston Martin V8 Vantage

Big, bruising and totally nuts. This twin-supercharged V8 Aston was the most powerful car in the world for a while. Handling sucked, quality was iffy, but it was still very cool.

Power: 550.0 bhp @ 6500 rpm / Torque: 550.0 ft lbs @ 4000 rpm / Engine: Twin Supercharged V8 / Produced: 1993 – 2000 / Top Speed: 186 mph / Acceleration (0-60 mph): 4.5 seconds / Base Price: NA / Units sold: 281 cars made

Bullish, aggressive and in many ways a tad ham-fisted when compared to today’s lithe, delicate yet calmly aggressive Astons, the Vantage battered its way to 186mph with the help of its 5.3-litre supercharged V8 mounted ahead of the driver and sending power to the rear.

The Vantage was one of the cars that emerged during the era of Aston Martin’s ownership by Ford Motor Company, and featured harsher edges to its styling than had been seen on many Aston Martins previously. This styling was taken a step further in 1999, with the release of the Aston Martin Vantage Le Mans. The special edition’s looks came somewhere between that of a bull and a shark, which fit the 600bhp machine’s personality quite well.

Read more: Aston Martin V8 Vantage

Ferrari F512 M

Ferrari F512 M

16. Ferrari F512 M

Last production mid-engine flat-12 model and the final iteration of the famed Testarossa. Updated chassis and engine massively improved performance and driving experience.

Power: 440 bhp @ 6750 rpm / Torque: 368.8 lb/ft @ 5500 rpm / Engine: 4.9 L Tipo F113 G Flat-12 / Produced: 1995–1996 / Base Price: N/A / Units sold: 501 produced / Top Speed: 196 mph / Acceleration (0-60 mph): 4.6 seconds

We chose the F512 M over the 512 TR as our favorite Ferrari Testarossa. The result of constant evolution, the 512M shared almost all of its engineering from the 512 TR that came before it. The F512 M was the last version of the Testarossa.

The F512 M sports had the same 4.9-litre Tipo F113 G longitudinally mid mounted flat-12 engine with 440.0 hp at 6,750 rpm. Most of the changes were limited to slight body upgrades that many consider ruin the lines of the original design. In our eyes it looks better so it got the nod over the 512 TR. The front and rear lamps received a design change. The pop-up headlamps were replaced by two fixed square units. The rear tail lamps were round and the bumpers had been restyled to yield a more unified look as well as the addition of cool twin NACA ducts.

Read more: Ferrari F512 M in detail

Porsche 911 GT3 (996.1)

Porsche 911 GT3 (996.1)

15. Porsche 911 GT3 (996.1)

This is where the GT3 legend begins. Porsche wanted to go racing in the GT3 endurance category and developed this 3.6 liter Mezger engined masterpiece. Thank you Porsche.

Power: 360 @ 7200 rpm / Torque: 273 lb/ft @ 5000 rpm / Engine: 3.6L Water Cooled Flat-6 / Produced: 1999–2001 / Base Price: $90,000 / Units sold: ~1,868 cars produced / Top Speed: 187.7 mph / Acceleration (0-60 mph): 4.5 seconds

The GT3 we love today all started in 1999 with the 996 model GT3 and it all started because Porsche wanted to enter the GT3 class of the FIA. Porsche began investing in developing both the race car and the road-going version which was required by GT class homologation rules and the GT3 was the result. The GT3 became the 996’s range-topping model until a new GT2 was launched.

Based on the 996 Carrera, the 996 GT3 was a really a track focused sports car that was lighter, sharper and more potent than its everyday sports model siblings. To help in the performance stakes, the GT3 the water-cooled flat six was loosely based on the GT1 and got a dry-sump crankcase with an external oil tank making it more powerful and higher revving. Gone were the rear seats, sunroof, air conditioning, radio and a boatload of sound deadening.

Major design changes included a more aggressive front end with larger headlamps shared with the Boxster, a sleeker body, and a more raked windshield. Design and aerodynamic features exclusive to the GT3 included slimmer air vents for the front bumper, a front splitter, new side skirts, a revised rear bumper, new wheels, and massive rear wing.

The GT3 quickly became the choice for drivers because of its remarkably sharp throttle response, better steering, steady balance, and amazing engine. While a Turbo had it beat for outright speed, this was the ultimate drivers Porsche. Its lighter body and race tuned suspension tuning also made it a perfect machine for attacking weekend drivers who wanted a track car.

If you are in the U.S you may at this point wonder why you can’t find any GT3s from the era for sale. Porsche did not bring the GT3 to the United States until 2004 (see the 996.2 model just below).

Read more: 2000 Porsche 911 GT3

Pagani Zonda C12-S

Pagani Zonda C12-S

14. Pagani Zonda C12-S

Brought back the magic to the supercar world

Power: 550 bhp @ 5500 rpm / Torque: 553.2 lb/ft @ 4100 rpm / Engine: Mercedes AMG V1 (7010 cc) / Produced: 1999-2002 / Top Speed: 210.1 mph (338.0 km/h) / Acceleration (0-60 mph): 3.8 seconds / Base Price: NA / Units sold: US$325,000

My favorite car debuted in 1999. Most people think the Zonda was a car from the early 2000s. While it was the 2002 Zonda with the upgraded 7.3-liter V12 that people remember, Pagani had already been successfully marketing the Zonda for three years up till that point. It was originally launched as the C12-S in 1999.

Read more: Pagani Zonda posts / Pagani Zonda C12-S

Dodge Viper RT:10 ‘Phase II SR’

Dodge Viper RT:10 ‘Phase II SR’

13. Dodge Viper RT/10 ‘Phase II SR’

8 liters of truly brutal American muscle

Power: 415.0 bhp @ 5200 rpm / Torque: 488.0 ft lbs @ 3600 rpm / Engine: Naturally aspirated 8 liter V10 / Produced: 1996-2002 / Base Price: US$58,500 / Units sold: NA / Top Speed: 170.0 mph (273.6 kph) / Acceleration (0-60 mph): 4.7 seconds

Some might not consider the original Dodge Viper a supercar, but at the time of its release it was a revelation with its aggressive looks and insane 8-liter V10 engine. The 1996 RT/10 could be referred to as a second generation Viper and it featured a host of upgrades over earlier Vipers produced from 1992 to 1995. It was a much better car. Outwardly the main difference to the 1996 Viper was the absence of side exhausts which were replaced with two standard exhausts exiting the rear. The three spoke wheels were also gone and replaced with 5-spoke counterparts. Inside, the cabin remained largely unchanged, but a removable roof was standard as was sliding plastic panels for the windows. Underneath, the chassis was stiffened, suspension geometry revised and a more robust rear differential was installed.

Our pick of the 1990s Viper’s was the GTS which was launched in 1996. It was a more powerful version of the RT/10 with 450 hp and a new double bubble coupe body. Beyond more power though, the GTS had over 90% new parts compared to the RT/10. In 1997 and 1998 model years the Viper would continue to receive minor updates and the GTS would get second-generation airbags, revised exhaust manifolds, and a revised camshaft for 1997, and the RT/10 would gain a power increase up to 450 hp (336 kW; 456 PS) for 1998.

Read more: Dodge Viper RT/10 ‘Phase II SR’

Toyota GT-One

Toyota GT-One

12. Toyota GT-One

A pure-bred Le Mans car, created specifically to contest the world’s most famous 24-hour race with no compromise in terms of design or engineering. Road version equally nuts.

Power: 600 bhp @ 6,000 rpm / Torque: 479 lb/ft / Engine: 3.6 liter 90-degree V8 twin-turbo / Produced: 1998 / Base Price: US$1,400,000 / Units sold: 2 / Top Speed: 236 mph (380 kph) / Acceleration (0-60 mph): 3.2 seconds

The Toyota TS020, better-known in Europe as the Toyota GT-One, is a pure-bred Le Mans car, created specifically to contest the world’s most famous 24-hour race with no compromise in terms of design or engineering. The engine had its heritage in the twin-turbo V8 which powered Toyota’s Group C cars in the late 1980s.

In accordance with the FIA rules of the day, the GT-One had also to be developed as a legal road car. In fact the differences between the race and road versions were small: in road-going mode, the rear wing was set lower and the suspension ride height was raised. A smaller fuel tank was fitted and the addition of catalytic converters ensured the vehicle complied with emissions regulations. Toyota says the engineers at Toyota Motorsport GmbH created just two ‘production’ TS020 GT-Ones – one is on display in its museum, the other in Japan.

Read more: 1998 Toyota GT-One

Porsche 911 GT1 Strassenversion

Porsche 911 GT1 Strassenversion

11. Porsche 911 GT1 Strassenversion

Porsche wants race. Takes 993-based 911 and grafts it to the rear-end of a 962. Adds twin-turbo 3.2-liter water-cooled flat-six engine capable of developing 600 hp. Done.

Power: 544 bhp @ 7,000 rpm / Torque: 443 ft lbs @ 4,250 rpm / Engine: 3.2-liter twin-turbo flat-six / Produced: 1996-1998 / Base Price: ~US$900,000 / Units sold: 23 / Top Speed: 193 mph (310 kph) / Acceleration (0-60 mph): 3.4 seconds

Porsche management wanted to compete in factory-based GT racing programs. It developed a brand new car. Basically it was 993-based 911 and essentially grafted it to the rear-end of a 962. dropped a twin-turbocharged 3.2-liter water-cooled flat-six engine capable of developing 600 hp. A futuristic 911-inspired carbon fiber shell finished the exterior packaging.

In order for Porsche to enter the highly competitive GT1 category back in 1996, a total of 23 road going-machines had to be built. To be specific there were two 1996 cars, 20 1997 cars and only one variant was built in 1998. The Strassenversion (road going) uses a 3.2-litre twin-turbo flat-six engine which puts out 536bhp and 443lb ft of torque. Now these might not seem like big numbers compared to modern supercars like the Porsche 918, but considering the GT1 only weighed 1120kg, the GT1 could get to 62mph in around 3.4 seconds. Unfortunately the GT1 was routinely beaten on track by Mercedes’ ferocious CLK-GTR. As a result, Porsche – along with a number of other manufacturers – pulled out of the GT1 class for 1999, effectively killing the championship class.

Read more: Porsche 911 GT1 Strassenversion

Ruf CTR-2 Sport

Ruf CTR-2 Sport

10. RUF CTR-2 & Ruf CTR-2 Sport

Might be based on a Porsche 911, but the Ruf CTR2 is far from a typical German sports car. Almost 520 hp from a Le Mans-derived twin-turbo engine. Straight line monster.

Power: 520 bhp @ 5800 rpm / Torque: 505.2 ft lbs @ 4800 rpm / Engine: 3.6 liter air-cooled twin-turbo flat-6 / Produced: 1995-1997 / Base Price: US$315,000 / Units sold: 16 standard CTR2, 12 CTR2 “Sport” / Top Speed: 220 mph (354 km/h) / Acceleration (0-60 mph): 3.5 seconds

Based on the 993-chassis 911 Turbo the CTR2 featured either the standard rear-wheel drive or an optional all-wheel-drive. It had a totally upgraded and custom suspension system, uprated brakes and integrated roll-cage as well as a very custom and cool wing. The body was made out of kevlar to save weight. The heart of the CTR2 was the race derived air-cooled Porsche 3.6 litre. It had twin-turbos and was based on the engine used in the Porsche 962 Le Mans Group C car. The team at RUF tuned it to produce 520 hp 505 ft lbs of torque.

In addition to the “regular” CTR2 was the CTR2 Sport. Built up from a Porsche 911 Turbo body-in-white, RUF manufactured the CTR-2 Sport for ultimate outright performance. The specially built engine was tuned to produce almost 600 hp depending on boost. Options included a roll-cage, a clutchless RUF EKS transmission, adjustable torque bias, adjustable boost control. This is the ultimate in straight line insanity, able to accelerate to sixty in 3.5 seconds (in 1995) and onto a top speed north of 220 mph. Crazy.

Read more: 1997 Ruf CTR-2, 1997 Ruf CTR-2 Sport

Mercedes-Benz CLK-GTR

Mercedes-Benz CLK-GTR

9. Mercedes-Benz CLK-GTR

Homologation special madness by the crazy Germans at Mercedes-Benz. Only car here that can easily do a backflip for those fun “what-the-f**k” moments.

Power: 612.0 bhp @ 6800 rpm / Torque: 571.6 ft lbs @ 5250 rpm / Engine: 6.9 liter Mercedes-Benz M120 V12 / Produced: 1998–1999 / Top Speed: 191 mph / Acceleration (0-60 mph): 3.4 seconds / Base Price: US$1,547,000 / Units sold: 20 coupes, 6 roadsters

The CLK GTR was born out of Mercedes-Benz desire to duke it out against Ferrari and Porsche in the FIA GT Championship. Essentially taking elements of a CLK racer and some road car trimmings and mashing them together, they produced the prototype in time for the 1997 season.

Although the 1999 GT1 class was cancelled, Mercedes-Benz had already promised 25 road-going homologation versions to customers and was obliged to produce these. Customer cars featured a 6.9-litre V12 which produced 604bhp, bestowing the GTR with ballistic performance – 0-60mph took 3.8 seconds, on the way to a top speed of 214mph.

This came at a steep price; despite comforts being kept to a minimum in an effort to save both weight and cost, the production CLK GTR was listed at the time as the most expensive production car ever built in the Guinness Book of World Records, costing $1,547,620.

In 1999, Mercedes-Benz were due to race a CLR – a track-focused version of the CLK GTR – at Le Mans, until in qualifying on the back straight of the Circuit du Sarthe Mark Webber’s car took off, flipping several times as it tumbled into the bushes. In the race itself, a second similar incident took place while Peter Dumbreck was at the wheel, leading Mercedes to withdraw from the event and move away from sports car racing.

Read more: 1998 Mercedes-Benz CLK GTR Straßenversion

Jaguar XJ220 - Best 90s SupercarsJaguar XJ220 - Best 90s Supercars

8. Jaguar XJ220

Jaguar’s first production supercar, the XJ220 was a bold step. Crappy sounding engine and huge turbo lag. Held top speed record till McLaren F1 came along.

Power: 542.0 bhp @ 7000 rpm / Torque: 475.0 ft lbs @ 4500 rpm / Engine: TWR 6R4 V6 (twin turbo) / Produced: 1992 – 1994 / Top Speed: 217 mph (349.2 kph) / Acceleration (0-60 mph): 3.9 sec / Base Price: US$700,000 / Units sold: 281 cars made

The XJ220 started life as a mid-engine, four-wheel-drive concept car developed by Jaguar employees in their spare time. That initial concept was planned around a V12 powerplant. By the time the first customer cars were delivered in 1992, a twin-turbo 3.5-litre V6 sat mid ship, delivering 542bhp. The basic shape and aims of the car remained the same however.

With a top speed of 212mph, the XJ220 was the fastest production car from its launch through to 1993, when it was topped by another British-built speed machine. This peaked initial interest in the car, but between the 1990s financial recession and the car’s retail price of £470,000, few took up the offer of ownership and only 281 cars were produced throughout its run.

It was handy on the track too; it went straight to the top of the Nurburgring time sheets in 1991, recording a lap of 7:46:36; Hardly surprising, considering it was built with help from Tom Walkinshaw racing.

Read more: Jaguar XJ220

7. Lamborghini Diablo GT

Lighter, faster and better handling than all other Diablos. Race car modifications finally made the outrageous Diablo a serious road racing supercar.

Power: 575.0 bhp @ 7300 rpm / Torque: 465.0 ft lbs @ 5500 rpm / Engine: 6.0 liter 60 Degree V12 / Produced: 1999-2000 (Diablo GT) / Top Speed: 215 mph / Acceleration (0-60 mph): 3.6 seconds / Base Price: US$309,000 / Units sold: 83 cars made

Lamborghini were never ones for making their own job any easier. This is the manufacturer that built the Miura then gave itself the task of following it; they managed that – in terms of impact if not necessarily driving experience – with the incredible Countach. Entering the nineties, they had to do it again.

Enter Diablo, the name literally translating as Devil (check). At launch it was fitted with a 5.7-litre V12 producing 485bhp, enough to launch its sleek and flash, yet still muscular body from 0-60 in 4.5 seconds and on to a top speed of 196bhp.

The Diablo, despite its nefarious name, was somewhat tamer than the car that came before it. It featured carbon fibre in the cockpit, but this was surrounded with luxurious leather trim.

That’s not to say it wasn’t without its evil side, most potent in later iterations the 510bhp SV and the rear-wheel-drive SE30 Jota – featuring that 5.7-litre V12 bumped up to 595bhp and various racing-focused changes that revealed the Diablo’s darker side. Only 15 Jotas were delivered from the factory, though 28 kits were produced, making this one of the rarest Lambos of the era.

Our pick of the litter is the Diablo GT. Lamborghini introduced the Diablo GT in 1998 based on the formula of the SE30 and the SE30 Jota. It combined the modifications of the GT2 race car with the outrageousness of the Diablo to offer serious road racing performance. So much so, it remains as the fastest road-going Diablo ever made by the factory. At the time of delivery in September 1999, the Diablo GT was also one of the fastest supercars as well, reaching a top speed of 215 mph (346 kph). It was easily the best Diablo made.

For the detailed oriented, about is a picture of the GTR. It took the GT and made it even crazier. Interior was stripped bare, it got a full roll cage and things like the stereo, soundproofing, and air conditioning were all removed. Add some Plexiglass windows, a fire suppression system, and single seat with a six-point harness. Hardcore. 

Read more: Lamborghini Diablo GT

Ferrari F50 Best 90s Supercars

Ferrari F50 Best 90s Supercars

6. Ferrari F50

Ferrari’s most undeservedly underrated supercar. Superb.

Power: 513.1 bhp @ 8500 rpm / Torque: 347 lb/ft @ 6500 rpm / Engine: 4.7 L DOHC 65 degree Tipo F130B V12 / Produced: 1995 – 1997 / Top Speed: 202 mph / Acceleration (0-60 mph): 3.7 seconds / Base Price: $480,000 / Units sold: 349

So far in this countdown, we’ve had a lot of homologation-special racing cars repurposed for the road to meet the entry requirements for their respective championships. The F50 was different in that it featured components of an actual racing car, toned down only slightly for the road.

The Ferrari F50 began life with a tough act to follow. Its predecessor, the F40, had blown the motoring world away through the eighties and well into the nineties. Ferrari had to pull something very special out of their hats to follow Enzo’s final sign off for the company.

Their starting point was one of their old racing engines; the 3.5-litre V12 from the company’s 1990 F1 car. This was bored out to 4.7-litres before being mounted mid-ship in a carbon fibre monocoque chassis.

The resulting machine produced 513bhp, sent to the rear wheels in a car that weighed just 1320kg. The result? 0-60 in 3.8 seconds, a claimed top speed of 202mph and a deafening driving experience that shook owners to their cores. For those seeking an even more visceral experience, the roof could be removed.

Sadly the F50 could never live up to its legendary predecessor. In tests, its top speed came up far short of the F40’s 201mph, and the more bloated F50 was never as pure an experience as the car that went before it. Still, we feel it deserves a place on the list of the greatest supercars of the nineties.

Read more: Ferrari F50

Dauer 962 Le Mans

Dauer 962 Le Mans

5. Dauer 962 Le Mans

Dauer showed up to Le Mans with road and race versions and promptly won. FIA changed the rules to make sure the 962 wouldn’t be back in 1995. Now that is badass.

Power: 730.0 bhp @ 8250 rpm / Torque: 517.0 lb/ft @ 5000 rpm / Engine: 3 liter water-cooled twin turbo flat-six / Produced: 1994 / Base Price: $1,200,000 / Units sold: 13 / Top Speed: 253 mph (405 kph) / Acceleration (0-60 mph): 2.7 seconds

One of the weirder footnotes in Le Mans history is the Dauer 962, which won the race in 1994 thanks to some creative rulebook interpretation.

From 1983 forward, the Porsche 956 and its 962 IMSA spec version dominated for a decade. Porsche manufactured nearly 150 956/962s and sold many of the cars to private teams. Dauer took a handful of these Porsche 962s and modified them for street use. It is one of the most extraordinary cars to be sold for the streets, but that’s what allowed Porsche to enter the 962 in the GT category at Le Mans in 1994.

Of the companies that have produced a 962 road car, the most successful has been Dauer. After displaying their first 962 at the 1993 Frankfurt Show, Dauer partnered with Porsche to manufacture a contender for the 1994 24 Hours of LeMans. At the 24 hour race, Dauer showed up with both a road version and race version of the Porsches 962, a design which had already won Le Mans six times. After winning the race, the FIA declared it would be creating rules to make sure the 962 wouldn’t be back in 1995. However, with a Le Mans win under their belt, and with support from Porsche, Dauer continued to build their road-going 962.

Read more: Dauer 962 Le Mans.

Porsche 911 GT2

Porsche 911 GT2

4. Porsche 911 GT2

Wide arches, rear wheel drive, Turbo engine. GT2 craziness begins here.

Power: 444 bhp @ 6000 rpm / Torque: 431.5 lb/ft @ 4500 rpm / Engine: 3.6 L twin-turbo Flat-6 / Produced: 1995–1996 / Base Price: NA / Units sold: 57 cars produced / Top Speed: 187 mph / Acceleration (0-60 mph): 3.7 seconds

I dread to think what the nineties supercar scene would have been like had it not been for homologation requirements. The track-focused, road-going 911 GT2 was introduced in 1993, initially to meet the requirements for GT2 regulations.

The formula of ultra-light, high-power and track credentials seemed to strike a chord with Porsche’s customer base, as the German marque kept the twin-turbo track rocket on its order sheets all the way through to 2012.

424bhp came courtesy of the rear-mounted 3.6-litre power plant, fed air through neatly-positioned intakes at either end of the GT2’s colossal rear wing. Other contemporary road-going 911s of the day also had four-wheel-drive, though this was scrapped in the GT2 in favour of racier rear-wheel-drive.

This made the 993-generation GT2 quite the handful on track or on the road, and a certain level of driving prowess is required to keep one pointing in the right direction over a “spirited” series of bends. You know is good when it gets a top 20 finish in our best Porsche’s ever list.

Read more: 1998 Porsche 911 GT2

Bugatti EB110

Bugatti EB110

3. Bugatti EB110

With a quad turbo, 3.5-litre V-12 the Bugatti EB110 GT seemingly defined the term “supercar”. It was one of the most technologically advanced cars of the 1990s.

Power:  650.0 hp @ 8000 rpm / Torque: 477 lb/ft @ 4200 rpm / Engine: 60 Degree quad-turbo V12 / Produced: 1992 – 1995 / Top Speed: 217 mph / Acceleration (0-60 mph): 3.35 seconds / Base Price: US$380,000 / Units sold: 31 cars made

Initially revealed on the company’s founder, Ettore Bugatti’s 110th birthday in 1991, the EB110 came to be the last Italian-produced Bugatti before VAG took over the troubled automaker.

These days the Bugatti name stands purely for all-out speed and refinement, and though the EB110 was never a record breaker at the top end of the speed stakes, topping out at 216mph in the era of the McLaren F1, it was capable of reaching 62mph in just 3.2 seconds in 1992 Supersport trim – one of the fastest cars of its era over that dash.

That rapid acceleration was mostly thanks to the Bugatti’s 3.5-litre, quad-turbo V12, which transferred 604bhp to the road through all four wheels.

There’s something really appealing about all of the little design details on the EB110 which could be easily overlooked; from the cluster of circular air intakes just behind the doors, to the elegantly simple interior, all the way down to the gearshift layout positioned on the transmission tunnel, keeping the gear knob uncluttered.

Read more: Bugatti EB110

Honda / Acura NSX

Honda / Acura NSX

2. Honda / Acura NSX

The car that shook the supercar world. A supercar that could be driven every day, didn’t break down and anybody could drive. Thank this car for today’s supercars being usable.

Our Pick: 1998 ACURA NSX-T / Power: 290 bhp @ 7100 rpm / Torque: 224 lb/ft @ 5500 rpm / Engine: 3.2L VTEC 6 Cylinder 290 hp / Produced: 1990-2005 / Top Speed: 162.2-mph / Acceleration (0-60 mph): 4.8 seconds / Base Price: $88,725

1991 saw the launch of a supercar that caused a shock across the whole automotive scene. With the NSX project, Honda set out to build a true supercar that had none of the ergonomic issues or reliability problems that plagued exotica at the time.

Sold under the Acura brand in the States, and the Honda brand across the rest of the world, the NSX featured a 3.0-litre V6 with Honda’s trademark VTEC technology supplying the power, mounted mid-ship with extra consideration to the positioning of the seats and fuel tank for optimal weight distribution.

Honda’s pedantic construction of the car paid off; famous fans of the NSX included none other than Ayrton Senna himself, and the handling was enough to take the fight to the supercar elite of the day and cement the NSX’s place in supercar history – even becoming the reference point for a certain McLaren still to come on our nineties list.

Our pick of the range is the 1997 NSX-T. Acura increased the DOHC 24-valve VTEC V-6’s displacement from 3.0 liters to 3.2 and replaced the five-speed manual with a six-speed box for 1997. That meant 290 horsepower and 224 pound-feet of torque from the normally aspirated, 8000-rpm-redline engine. The immediacy of the NSX’s reflexes is matched with elegance and phenomenal precision and the engine’s flyweight reciprocating assembly loves to rev.

Read more: Honda/Acura NSX

McLaren F1

McLaren F1

1. McLaren F1

The best ever. Period. The end. Obsessive focus leads to the creation of the greatest supercar of all time.

Our Pick: McLaren F1 LM / Power: 671 bhp @ 7800 rpm (F1 LM) / Torque: 520 lb/ft @ 4500 rpm (F1 LM) / Engine: 6.1 L (6,064 cc) BMW S70/2 V12 / Produced: 1993–1998 / Top Speed: 240.1 mph (386.4 km/h) / Acceleration (0-60 mph): 3.2 seconds / Base Price: ~US$650,000 / Units sold: 106 cars

If cars like the Ferrari F40 and Porsche 959 began the chase for something beyond the supercar, then McLaren birthed it with the F1. Gordon Murray’s masterpiece was for a long time the fastest production car ever made. Its top speed of 240 mph puts much of even today’s supercar crowd to shame, and ergonomic features like the driver-centered, three-seat cockpit have rarely been seen since.

The technical challenge of getting a road car to such incredible speeds was one unlike any other manufacturer had undertaken. McLaren, after initially seeking out Honda power given the two company’s success together in Formula One racing, eventually settled on a 6.1-litre BMW V12. This was mounted in the middle of the car, and put 618bhp through the rear wheels.

The F1 was also the first production car to use a carbon fibre monocoque chassis, and gold famously lined the engine bay to aid with heat dispersal. This effort paid off, granting the F1 a staggering 0-60 time of 3.2 seconds and that all-important 240 mph top speed.

After delivering 100 customer cars McLaren stopped production after seven prototypes, 64 road cars, 5 special F1 LMs (built to commemorate victory at Le Mans in 1995), three F1 GTs (road going versions of the long tail 1997 F1 GTR race car) and 28 F1 GTR road cars. Of these, the Sultan of Brunei owns the most, and has two very special black F1 LMs with striking Pininfarina graphics as well as an exact replica of the F1 GTR that won LeMans.

Read more: All McLaren F1 posts

Save

Save

Porsche 911 Buying Guide – Specs, Ratings & Ranking Every Porsche 911 You Can Buy Today

Updated April 2018: We Help You Pick Your Perfect New Porsche 911 By Dissecting & Rating Every Single 911 Variant Available (there are more than you think).

Updated: April 2018

So, which 911 should you buy?

You want to pull the trigger and buy a new Porsche 911. Whether you can finally afford your dream car and want a Porsche 911 but don’t know which one to buy or whether you’re returning to the 911 world again, this guide is designed to help you find the perfect new 911.

Looking at Porsche 911 sales numbers you can see that 8,970 Americans, 1,235 Canadians and 15,053 Europeans ponied up and bought a new 911 in 2017. A big driver behind the continued growth of new 911 sales has been the increasing number of variants available. Porsche really does make a 911 for every budget, taste and `driving style. For instance, in the 2018 model year we counted 24 distinct 911 models. While many look similar there are real and important distinctions between variants that impacts all facets of ownership from cost to driving enjoyment and daily practicality.

Pricing wise there is a lot of variation. At one end, the entry level 911 Carrera will set you back US$91,100 (£77,891) and at the top end a 911 GT3 RS is yours for US$293,200 ( £207,506). And it isn’t just about price either. A GT3 RS while awesome is definitely not the kind of car you can drive every day while a 911 Turbo is the perfect daily driver and cruiser.

Buying Your First 911?

Buying your first 911 is usually a special occasion. You have worked hard and earned enough to splurge on a dream 911 you have imagined for decades. It is tempting to go nuts and buy the most expensive and extreme 911 you can afford. Maybe a GT3 or Turbo S is the way to go since you know everybody loves them. Our only word of caution is that it is important to take your time and really think through your needs and driving style.

We note this especially for new 911 buyers because this is where we see people buy cars that are too much for them to handle or they want the most extreme car and never end up driving it because they are too scared to wreck the car or it sucks day to day. Talk to your local Porsche sales person if you’re note sure and read the summaries in detail so you know what you are getting into. The reality is that every single new 911 available in 2018 is awesome. It is just the balance between budget, style and daily drivability that is altered so you won’t be disappointed.

Know Thyself (Style & Needs)

This is a post about “Porsche 911s” so it is easy to assume that all 911s are basically the same and you should just pick one that fits your budget. Perhaps more than any other model however, the range of personalities in the 911 range is vast. We recommend that you take some time to think about your needs in a 911. Want a proper track day beast that only gets used a few times a year? Get a GT3 RS. Want a track day toy you can also drive on weekends in warm weather? Get a 911 GT3. Want a convertible you can cruise around Miami in? Get a 911 Cabriolet. Want a car that’s sometimes a convertible, but not entirely then maybe a 911 Targa 4S is your pick. We can keep going but you get the idea.

Know your style and ow you are going to use the cars and don’t just look at the power numbers (yes we know a lot of people do that). Perhaps more important than the actual horsepower numbers is the way these engines make their power because that dictates so much about how these cars drive. The 3 liter turbo motor pulls hard in all gears and the torque is a big jump from previous generations. The bump in power in both the S and GTS models is noticeable and feels like more than the difference in horsepower suggests. They are linear and powerful engines that are great for everyday motorway driving and weekend jaunts on back roads. Climb into a GT3 and the and the naturally aspirated motor is utterly addicting in a totally different way but you better have a long runway because it takes big speeds and high revs to really enjoy.

Be honest with yourself and truly understand why you’re getting a 911 and what you want from it.

The Current Model Range Highlights

We will dive into each 911 variant separately later in this guide but we thought it would be helpful to outline the broader 991.2 platform details too for some context. The seventh 911 generation (called the 991) was launched in 2011. The 991 was an entirely new platform, only the third since the original 911 launched. The 991 platform was revised for the 2017 model year (called the 991.2). The updated 911 range introduced subtle new styling and options but is most notable for the move to an all new, smaller 3.0-litre twin-turbocharged flat-six engine powertrain.

This is the first time standard models have turbocharged engines rather than naturally aspirated ones. Purists decried the move because the new motors don’t have the spine-tingling buzz-saw engine note we love, but the increase in torque and performance largely makes up for it. The 991.2 also has better calibrated electric power steering, getting back some magic steering fee of yesteryear. If you still want a naturally aspirated flat six, don’t worry because on some special models it is still available as is a manual gearbox on the GT3 (which is a big deal).

From a design perspective, the 991.2 gets a basic facelift. It is basically lots of little detail changes that Porsche calls a refresh. The 991.2’s interior is pretty much identical to the outgoing model, with the main change being the new steering wheel which is sportier and based on the 918 Spyder. The interior, as on every new 911, benefits from Porsche’s latest touchscreen display that is much quicker to respond and has more logically laid-out menus than before. There still are too many buttons clustered in a compact area of the center console.

Engine power numbers are all over the board and we know that this is usually the most important thing for buyers, so check below for a quick summary:

Model Engine Power Torque
Carrera 3L turbo flat 6 370hp @ 6,500rpm 331lb/ft
Carrera S 3L turbo flat 6 420hp @ 6,500rpm 368lb/ft
GTS 3L turbo flat 6 450hp @ 6,500rpm 405lb/ft
GT3 4L nat asp flat 6 500hp @ 8,250rpm 339lb/ft
GT3 RS 4L nat asp flat 6 520hp @ 8,250rpm 346lb/ft
Turbo 3.8L turbo flat 6 540hp @ 6,400rpm 486lb/ft
Turbo S 3.8L turbo flat 6 580hp @ 6,750rpm 516lb/ft
Turbo S Exclusive 3.8L turbo flat 6 607hp @ 6,750rpm 553lb/ft
GT2 RS 3.8L turbo flat 6 690hp @ 7,000rpm 550lb/ft

In the entry level space is a 370hp lump which powers the Carrera, Targa and Carrera 4 models. Power is upped in the Carrera S range (including Targa S and 4S models) with the GTS models getting 450hp. Next up is the GT3 with its fantastic 4 liter naturally aspirated unit at 500hp (the GT3 RS has 20hp more than the GT3). The 911 Turbo makes 540 horses, while the Turbo S cranks out 580 and the super rate Turbo S Exclusive creeps over 600hp at 607hp. That same 3.8L twin turbo powers the GT2 RS which has a barely believable 690hp.

Understanding the 911 Range

If you’re new to Porsche 911 buying then this may help you. It is meant to be our simplest definition of each model. Porsche nerds are sure to want to tell us a million other differences between models, but now that Porsche has 24+ models we wanted a quick way to help you spot the differences. The main 911 trim levels are: Carrera, Targa, Turbo, GTS and GT3.

Carrera

Prices from: US $91,100 | UK £77,891

The Carrera is the cheapest and least powerful 911. It comes with 19 inch wheels, is well equipped and its engine makes 370 horsepower. Upgrade to a Carrera S and get 420hp (50hp more) and cool stuff like bigger brakes, unique wheels, uniquely tuned suspension and more. The Carrera S was the sweet spot until we became smitten with the (new for 2018) Carrera T. A back to basics 911 it has the same engine as the base Carrera mated to a manual gearbox and shorter gearing. Add a “4” on any 911 Carrera and you get all-wheel drive and a wider body. Add “Cabriolet” and you get a convertible.

Variants: CarreraCarrera SCarrera CabrioletCarrera S CabrioletCarrera 4Carrera 4SCarrera 4 CabrioletCarrera T

Our Pick: Carrera T

Targa

Prices from: US $110,300 | UK £91,718

The best looking 911. Perfect for open top motoring while keeping a hardtop. We love the clever folding mechanism that looks super cool and makes taking the top off easy. There are three Targa models (Targa 4, 4S and 4 GTS). All Targa models are all-wheel drive. The Targa 4 has the same engine as the base Carrera, making 370hp while the Targa 4S has the Carrera S engine with that extra 50 hp. While performance in a straight line is pretty close to the Carrera models, it is less of a weapon than those cars. Not the most dynamic performer but with good looks does it really matter?

Variants: Targa 4Targa 4S911 Targa 4 GTS

Our Pick: 911 Targa 4 GTS

GTS

Prices from: US $120,700 | UK £95,795

The GTS range is essentially Porsche combining all of the best options and sticking them on a single model. You enjoy the extra power in GTS variants but they are not the fastest 911, nor are they Porsche’s the angriest or most challenging cars. The GTS range is loaded with performance goodies, including the standard Sport Chrono package, Porsche Active Suspension Management (PASM), sport suspension, and sport exhaust. They also get more aggressive black trim and new rims. The GTS range are cars more for performance fans than for posers.

Variants: Carrera GTSCarrera 4 GTSCarrera 4 GTS CabrioletTarga 4 GTS

Our Pick: Carrera GTS

porsche turbo

porsche turbo

911 Turbo

Prices from: US $161,800 | UK £128,692

The original Porsche supercar. The “base” Turbo has an insane 540 hp twin turbo flat six (Turbo S gets 580 and limited Exclusive gets 607 hp). The Turbo has has a masterful 7-speed dual-clutch auto and all-wheel-drive traction. The 911 Turbo range rockets to 60 mph in less than three seconds. Take your pick of coupe or cabriolet, each being available in Turbo and Turbo S guise. The Turbo is more luxurious than the rest of the 911 range with comfy seats and posh interior. If the GT3 is all about track performance this is about everyday comfort and effortless performance. The executives Porsche.

Variants: TurboTurbo CabrioletTurbo STurbo S CabrioletExclusive Series

Our Pick: 911 Turbo S

porsche gt3 rs

porsche gt3 rs

GT3 & GT2

Prices from: US $139,900 | UK £109,622

These are the “race car for the road” variants. Each new generation of GT3/GT3 RS/GT2 RS  gets a little more civilized but these aren’t everyday cars (people will tell you that you can daily drive a GT3 but that is a stupid idea). The GT3 has aggressive looks and a 500-hp 4.0-liter flat-six that revs to 9000-rpm. With rear wheel drive it has either a 7-speed dual-clutch or six-speed manual. No-cost Touring package loses the large wing for a subtler appearance. GT3 RS and GT2 RS have more grunt, less creature comforts, more money an seriously addictive additional racing performance.

Variants: 911 GT3911 GT3 RS911 GT2 RS

Our Pick:  911 GT3 (with Touring Package)

See Also: Our Porsche HubPorsche Model List & Stats and Recent Porsche Posts


Every 911 on Sale Today


Carrera

Carrera Side

Carrera Side

While the 911 is a consistently brilliant car all the way up to the range-topping Turbo S, the fundamental goodness of the base Carrera model is often under appreciated.

Other manufacturers chase the Carrera by making their cars more extreme, faster in a straight line and louder and more obnoxious. If you’re shopping in the sub-$100k market you can buy a souped-up Audi, AMG or M Division product or you can opt for a base 911. In our eyes, the 911 has everything you need in its most basic form and even in “base trim” beats most other sports cars on the market for overall sports car fun.The base Carrera is quite refreshing. With the new turbocharged flat-six engine and 370hp with a healthy 331lb/ft of torque, the turbo motor pulls hard in the midrange and can be enjoyed more of the time than in previous generations. You can choose from 7-speed manual or PDK auto and both are great options depending on your preference.

The Carrera sits on 19-inch wheels and the clean body styling creates the perfect balance of tradition restrained 911 looks while still feeling special amongst competitors. Even in its basic form, the 911 has a 1.00-g chassis and the ability to stop from 70 mph in 145 feet with strong acceleration and overall top speed it is still a serious performer. Steering is sharp and talkative and if mated to a manual gearbox this is perfect for most people. If you’re not chasing numbers and want a daily driver that is fun, easy to drive and still feels special, a 911 Carrera is arguably the purest distillation of the original sports car formula you can buy.

Other Resources: Motor Authority Video Review 

Verdict

Purest and least pricey of modern 911s is usefully quick thanks to turbo power. A great daily driver and all around option for somebody looking to get into their first 911. Note that there are lots options go nuts with and it is easy to get to $120k in a base Carrera. Stick to the basics and don’t overspend. If you drive mostly on the street, the base 911 Carrera will easily fulfill your needs, and you’ll save a bundle of cash to boot.

Specs

Model Porsche Carrera
Power 370 hp at 6,500 rpm
Torque 331 lb-ft  (1,700 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain Rear-wheel drive
0 – 60 mph 4.4 sec (manual) 4.2 sec (PDK)
Top track speed 183 mph
Fuel Economy 23 MPG (Manual) 25 MPG (PDK)
Base Price US $91,100 | UK £77,891


Carrera S

Carrera S Side

Carrera S Side

Porsche’s most popular 911 gets more power and stock gear than regular Carrera, including 20-inch rims and an LSD (or e-LSD on PDK cars). The Carrera S is the sweet spot in the 911 range. More than enough performance for almost any real-world use case, a great chassis and superb steering feel, all in a package still civilized enough for the daily commute.

The Carrera S has two-millimeter-larger turbo impeller and tweaks to the engine-management software versus the base Carrera and that adds up to 50 more horsepower and sub three-second0-60 time (Porsche always sandbags 0-60 times). Power delivery is very similar to the Carrera but the performance in the Carrera S feels stronger than the numbers suggest. Revs rise quicker and with more urgency in the Carrera S and it will pin you in your seat on hard runs (that’s not the case with the base model). Options we would tick are the awesome sport exhaust which lets you be a little obnoxious and looks cool with center exhaust, Sport Chromo package and rear-wheel steering. Not only does the rear steer enable the Carrera S to turn in more quickly, but you’re also physically moving the steering wheel less – in practice it means that left and right transitions are much faster. Overall this is a sweeter ride and has more performance than the base Carrera and is worth the premium.

Other Resources: 2016 Porsche 911 Carrera S review | evo DIARIES

Verdict

It’s quicker and more capable than ever. If you plan on driving your Porsche daily to work and want to hit the track once in a while too, then the Carrera S is perfect for you. It has meaningfully more power and driving ability that the base Carrera for not unreasonably more money. It isn’t going to scare the shit out of you like a GT3 and other race-spec 911s either.

Specs

Model Porsche Carrera S
Power 420 hp at 6,500 rpm
Torque 368 lb-ft  (1,700 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain Rear-wheel drive
0 – 60 mph 4.1 sec (manual)  3.9 sec (PDK)
Top track speed 191 mph (manual)  190 mph (PDK)
Fuel Economy 23 MPG (Manual)  24 MPG (PDK)
Base Price US $105,100 | UK £87,335


Carrera Cabriolet

Carrera Cabriolet Side

Carrera Cabriolet Side

Talk to “car guys” and they will give you all sorts of reasons for why you should stick with a coupe 911 (the cabriolet has flex at the limit, it isn’t as fast as the coupe etc etc). We call bulls**t. Nobody reading this is ever going to wring out a 911 for all it is worth and 90% of drivers won’t be able to tell any difference in performance as a result. The Cabriolet is an epic sports car. It accelerates strongly, has magical steering and grips hard when things get more spirited. The engine is actually more exciting in the convertible because you can hear more it more of the time.

Inside the cabin, cockpit aerodynamics are superb and with the roof down things are always calm thanks to an electric roller-blind wind blocker behind the front seats. For owners in cold weather climates, the epic seat heaters work a charm. Add child-sized seats in the back and a decent boot in the front, the 911 Cabriolet lives up to its reputation of being the world’s most practical sports car.

Other Resources: New Porsche 911 Cabriolet 2015 review

Verdict

As the folks at Top Gear said when they reviewed the 2018 Carrera Cabriolet: “We can’t quite believe we’re saying this, but the 911 Cabrio might just be better than the Coupe”. 

Specs

Model Porsche Carrera Cabriolet
Power 370 hp at 6,500 rpm
Torque 331 lb-ft  (1,700 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain Rear-wheel drive
0 – 60 mph 4.6 sec (manual) 4.4 sec (PDK)
Top track speed 181 mph (manual) 180 mph (PDK)
Fuel Economy 23 MPG (Manual) 25 MPG (PDK)
Base Price US $103,400 | UK £86,732


Carrera S Cabriolet

Carrera S Cabriolet

Carrera S Cabriolet

A Carrera S Cabriolet is a soft top sports car that can accelerate to 60 mph in 3.9 seconds. We love Porsche. Our best advice when it comes to the Carrera S Cabriolet is to not to think about it in comparison to other 911s. If you want a no-compromise all-rounder with excellent roof, coupe-like driving dynamics and awesome performance the it is hard to look past this machine. The lack of a roof makes no real-world difference.

The new turbo 3.0-liter engine is just as spectacularly responsive, torquey, and sweet sounding in the cabriolet Carrera S as in the coupe. In fact the new turbocharged mill makes daily driving more fun in the Cabriolet versus the coupe because with the roof down and all that extra torque you find yourself dipping into the performance more often and enjoying that intoxicating soundtrack. The urge is available lower in the rev-range and it really transforms how you drive in a good way. It isn’t just your senses either because the Carrera S Cabriolet is seriously quick. Like the coupe it has over 1.00 g of lateral grip and brakes to a halt from 70 mph in 146 feet.

Other Resources: 2017 Porsche 911 Carrera S Cabriolet Review

Verdict

So much for the old days when going roofless degraded performance. The 911 Carrera S Cabriolet has epic acceleration, delightfully visceral soundtrack and daily comforts that we expect from Porsche. The sensory enjoyment of top-down driving makes a strong case for this amazing convertible.

Specs

Model Porsche Carrera S Cabriolet
Power 420 hp at 6,500 rpm
Torque 368 lb-ft  (1,700 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain Rear-wheel drive
0 – 60 mph 4.3 sec (manual) 4.1 sec (PDK)
Top track speed 190 mph (manual) 188 mph (PDK)
Fuel Economy 23 MPG (Manual) 24 MPG (PDK)
Base Price US $117,400 | UK £96,176


Carrera 4

Carrera 4 Side

Carrera 4 Side

The C4 seems a little boring compared to the other 911s you can buy, but boy is this thing impressive. If you live in cold weather climates this is the 911 for you. With the same 370hp direct-injection, twin-turbocharged flat-six coupled with all-wheel drive traction effortlessly rockets the C4 off the line and onto crazy speeds. Just mash on the right pedal, and the C4 gets up and goes. Turn the steering wheel and the 911 dives into corners and is impossible to unstick. There is so much grip and it’s so easy to exploit thanks to the advanced all-wheel-drive system sending torque to the front as soon as the computers detect slip. It just flat refuses to let go.

It does feel different than a rear wheel drive 911 at the limit but its no less rewarding. The C4 is nothing less than an absolute blast to drive hard in any kind of weather you can think of. On the downside the C4 has less storage and is a bit more expensive. We live in the New York area and the security and traction of all-wheel drive is a necessity. We love that you can take the Carrera 4 through post-snow storm traffic without a care and it soldiers on and when you want to push on you just put your foot down and take off.

Verdict

Porsche Carrera 4s premium price gets you wider wheel arches and advanced all wheel drive. A must if you live in bad weather climates and still want sportswear fun all year long. If you’re looking for a super fast, do-anything, go-anywhere in any weather sports car, the Carrera 4 should be on your 911 short list.

Specs

Model Porsche Carrera 4
Power 370 hp at 6,500 rpm
Torque 331 lb-ft  (1,700 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 4.3 sec (manual) 4.1 sec (PDK)
Top track speed 181 mph (manual) 180 mph (PDK)
Fuel Economy 23 MPG (Manual) 24 MPG (PDK)
Base Price US $98,000 | UK £82,877


Carrera 4S

Carrera 4S

Carrera 4S

The 4S is an all-weather GT built for crossing large distances with ease. It effortlessly goes from easy grand tourer to rabid sports car like few other cars here. Like the base C4 the C4S is rear-drive. When Porsche Traction Management (PTM) detects or anticipates slippage, it engages a clutch, directing some of the available torque to the front axle. Mashing the throttle on corner exit rarely results in wheelspin. You have to really provoke this car into a drift. Its general demeanor is subdued. But if you’re in the mood and want to wring its neck, you can throw anything you want at this car and the drivetrain and chassis sort it out.

On the downside, the C4S is prone to understeer if you drive too fast into a corner. If it happens it is predictable and very, very quick once you get used to it. It’s perfectly fast enough to get you into trouble, but the thing is, it just doesn’t feel like a natural track car, and it’s more convincing as daily driver.

Other Resources: Carrera 4 Review by EVOPorsche 911 Carrera 4S Review

Verdict

Fast. Solid. Stable. Fast again. This is the best all-weather daily driver on the planet.

Specs

Model Porsche Carrera 4S
Power 420 hp at 6,500 rpm
Torque 368 lb-ft  (1,700 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 4.3 sec (manual) 4.1 sec (PDK)
Top track speed 190 mph (manual) 188 mph (PDK)
Fuel Economy 23 MPG (Manual) 24 MPG (PDK)
Base Price US $112,000 | UK £92,321


Carrera 4 Cabriolet

Carrera 4 Cabriolet Side

Carrera 4 Cabriolet Side

We don’t have much to say about the Carrera 4 Cabriolet. It feels a little pointless. I guess if you live somewhere that has bad winters and amazing summers then maybe it makes sense. There are better 911 convertible options and better all-wheel drive 911 options.

Other Resources: 

Verdict

You’d still pick the cabriolet last for your 911 football team but the rock solid structure and semi-rigid roof mean its a decent drive.

Specs

Model Porsche Carrera 4 Cabriolet
Power 420 hp at 6,500 rpm
Torque 368 lb-ft  (1,700 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 4.3 sec (manual) 4.1 sec (PDK)
Top track speed 182 mph (manual) 180 mph (PDK)
Fuel Economy 23 MPG (Manual) 24 MPG (PDK)
Base Price US $110,300 | UK £91,718


Carrera 4S Cabriolet

Carrera 4S Cabriolet Side

Carrera 4S Cabriolet Side

Like the Carrera 4 Cabriolet, we just aren’t big fans of the Carrera 4S Cabriolet. If you want summer open air fun with all wheel traction in crappy weather then this is a great choice, but for us it is trying to do too much. The C4 nomenclature means it’s wider in the rear fenders and offers all-wheel drive. The S means more power and some tasty performance extras. During normal, dry conditions, the rear wheels do all of the driving. Throw in snow or slippery conditions and the Porsche Traction Management (PTM) does its magic and pushes torque around. It manages wheel slip and power output almost seamlessly. It works magically in the C4S Cabriolet but it also works and is more fun in the coupe version of the C4S. Likewise, the S levels of performance are super fun in the convertible, but to some degree you don’t want that in your GT-like open top sports car.

Other Resources: Porsche 911 Carrera 4S Cabriolet

Verdict

A great performer and all-rounder if you want open top fun and all wheel drive traction. Lacks focus in our eyes.

Specs

Model Porsche Carrera 4S Cabriolet
Power 420 hp at 6,500 rpm
Torque 368 lb-ft  (1,700 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 4.2 sec (manual) 4.0 sec (PDK)
Top track speed 188 mph (manual) 187 mph (PDK)
Fuel Economy 22 MPG (Manual) 24 MPG (PDK)
Base Price US $124,300 | UK £101,162

Carrera T

Carrera T Side

Carrera T Side

New for 2018 the Carrera T is one of our favorite Porsche models in recent years. This is a first-order driver’s car, a basic 911 equipped with purposefully selected, road-annihilating hardware. The point of the T (for Touring) is to be a spartan model equipped with only the necessities that a dedicated driver might want. It has the same 370hp as the base 911 mated to the (good) seven-speed manual transaxle. Add shorter gearing and a limited-slip differential and this is a tasty package.  The Carrera T also gets two-mode PASM sport suspension and a custom Sport Chrono package. There are other weight saving measures that add up to 44 pounds in less weight than a standard Carrera.

Downsides. Well for one there are no rear seats so some it won’t work if you like taking your kids for a drive. The weight saving measures sound cool but ultimately make the Carrera T a little less practical and noisy if you’re using it for daily commuting. Performance-wise the car is fun, but a Carrera S has it licked in terms of outright pace and the GTS variants are better all-around in many respects.

We will quote the guys at Car & Driver who tested the T in Italy in terms of how it drives:

The 911 T just might be the best 911 for this road. It’s low but not too low. Its damping control is a thing of stunning effect; the softer of its two settings provided the compliance necessary to produce real grip in corners filled with chassis-twisting undulations. Its steering is something magical for a car with a rear weight bias of well over 60 percent. Enough information is transmitted through the steering wheel to divulge when the front tires are overburdened, but because there’s so much control available, regaining purchase was always possible. The standard short shifter ripped off gearchanges with military precision and satisfying snap while freeing up tiny increments of time to return both hands to the wheel. And the T’s standard sport exhaust howled against the stone canyon walls.

Other Resources: Carrera T: GT3 On A Budget?Carrera T Tearing Up CanyonsCarrera T: Unfiltered Passion

Verdict

Shorter gears, LSD, thinner glass, no rear seats plus a preselected mix of the base 911’s best hardware. This is the more driver-focused Carrera that Cars & Driver nailed when they said: The simple 911 for the dedicated driver is oh so right. Our pick of the 911 Carrera range.

Specs

Model Porsche Carrera T
Power 370 hp at 6,500 rpm
Torque 331 lb-ft  (1,700 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain Rear-wheel drive
0 – 60 mph 4.3 sec (manual) 4.0 sec (PDK)
Top track speed 182 mph (manual) 180mph (PDK)
Fuel Economy TBA
Base Price US $102,100 | UK £85,576


911 Targa 4

911 Targa 4 Side

911 Targa 4 Side

Porsche’s most famous “cool model” has been updated with the reintroduction of the distinctive roll hoop and a cool electronic roof mechanism that folds away the roof in 19 seconds to give you some open-top motoring fun. If you leave it in place the Targa feels as rigid and secure as a standard coupe. During open top motoring the interior does become a bit blustery as the speed picks up, but it’s still possible to hold a conversation without shouting.

All 911 Targas are equipped with all-wheel drive to give them all-weather ability. The Targa is also a great daily drive with its suspension soaking up bumps and bad roads really nicely. We recommend adding PASM adaptive suspension (standard on S model). Acceleration is brisk, with the Targa  hitting 60mph in 4.7 seconds. Note that this is the slowest 911 but with the new turbo flat six strong torque it is enjoyable and fast enough in real world driving for most drivers.

In part due to having four-wheel drive as standard, but primarily because of its roof arrangement, the Targa costs a significant chunk more to buy than a standard 911. In return it does feel tangibly more special, while the retro roof bar harks back to the original Targa of the 1970s. Visibility is generally excellent for a sports car, although the shape of the rear screen can distort how traffic appears in your rear-view mirror.

Where a Targa does split from other 911s is that, in creating a car that is 200+ pounds heavier than the coupe, Porsche has chosen to modify the suspension to cope. It is a little slower like we mentioned above but where you notice the extra weight is when you’re pushing hard in corners as its roll axis feels higher. Targa variants also display more understeer and generally don’t drive as playfully as other 911s. We like it because it feels a little more old-school in that way. Because there’s more compliance and roll in the chassis in normal PASM mode, there’s also a shade less precision to the initial steering response and marginally less outright lateral grip than in a Carrera 4S.

The Targa’s biggest selling point is that it’s still a 911. We love the way the Targa looks but wish it didn’t come along with the extra heft and weakened structure that dulls the 911 experience. We also think it is a missed opportunity by Porsche to differentiate the Targa range further. If you like the look of the Targa then go for it, but it isn’t unique enough in any other way vs the rest of the range.

Downsides.

Other Resources: Porsche 911 Targa review

Verdict

Fetching vintage Targa looks, fun open top driving, fast enough performance. The added weight dulls the 911 experience. Heaviest and slower of the 911 body styles, but cool in the way Targa’s weren’t for years. All-wheel drive only.

Specs

Model 911 Targa 4
Power 370 hp at 6,500 rpm
Torque 331 lb-ft  (1,700 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 4.5 sec (manual) 4.3 sec (PDK)
Top track speed 179 mph (manual) 178 (PDK)
Fuel Economy 22 MPG (Manual) 24 MPG (PDK)
Base Price US $110,300 | UK £91,718


911 Targa 4S

911 Targa 4S Side

911 Targa 4S Side

If we’re choosing between Targa models then this is the one for us. Like other S models you get more power and trick options standard that make a big difference, especially in this case where we’re talking about a heavier car than the standard coupes. Power is consistent with other S models at 420 horsepower at 6500 rpm and 369 lb-ft of torque available from 1700 rpm all the way up to 5000 rpm.

The Targa 4S is as fat at the Targa 4 at 3500+ pounds. Like all all wheel drive 911s, the body is wider than the regular rear-drive Carrera and there’s all the traction you could ever want. The extra weight is well hidden though and in the 4S we couldn’t feel the difference in straight line performance versus a Carrera 4S. The Targa 4S 0 to 60 mph was 3.3 seconds when tested by Car & Driver which is just a tenth behind the 4S coupe confirming our butt-o-meter feelings in the cockpit. And at 8.1 seconds, its zero-to-100-mph time is only 0.3 second behind the lighter hardtop. The 911’s new turbocharged engine works seamlessly with the transmission to always have enough torque on tap to plug a gap in traffic or pass.

In other respects—such as cabin comfort and ergonomics—the Carrera 4S Targa is the same high end awesomeness as any other Carrera. In our view that is a missed opportunity because other than the awesome roof the Targa 4 and Targa 4S don’t feel all that different or unique. The only downside with the roof if that highway driving does have wind buffeting which sucks. The ride quality is amazing making the Targa 4S a great daily commuter. It has great daily drivability with strong levels of performance.

I’m not sure that the extra money for the Targa 4S is worth it over the Targa 4. We’d rather go all out and get the Targa 4 GTS which is faster still and at least has the best exhaust sounds out there to make wind buffeting more bearable. If you forced me to choose between the regular 911 Cabriolet and the Targa, I’d choose the Targa because it looks more unique and cool, knowing that I’m giving up a little dynamic ability in doing so. Regardless, the Targa has lost very little character or drivability in the transition to turbo power, and has gained better steering and infotainment in the process. If you can stomach the Everest-steep asking price, you’re unlikely to feel disappointed.

Other Resources: Porsche 911 Targa 4S Review911 Targa 4 GTS by Carfection: The 911 That Gives You More – Carfection

Verdict

With that top down, that flat-six pulling hard and a great country road on a Sunday morning and the Targa 4S makes loads of sense. Wake up in the morning for that ride to work and that comfort and compliance also makes loads of sense. Sure it’s heavier and not as agile than a two-wheel-drive coupe(s), but these days the gap is so narrow it comes down to personal taste. You either like the idea of a Targa or you don’t.

Specs

Model 911 Targa 4S
Power 420 hp at 6,500 rpm
Torque 368 lb-ft  (1,700 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 4.2 sec (manual) 4.0 sec (PDK)
Top track speed 188 mph (manual) 187 (PDK)
Fuel Economy 22 MPG (Manual) 24 MPG (PDK)
Base Price US $124,300 | UK £101,162


911 Turbo

If a 911 GT3 is about involvement, feel and motorsport-derived gratification, a 911 Turbo is about going very quickly with minimal effort and ample safety and comfort. The 911 Turbo is the original Porsche supercar and it is no different in 2018.

The Turbo range get their own unique body style. It has a wider track, those gaping air pods above the rear wheels and and a host of other design tweaks to differentiate it from the rest of the 911 range. The interior while similar to the rest of the range is a step up in opulence and quality. Everything wrapped in leather and there is Alcantara everywhere. It feels more expensive that other 911s.

The Turbo range also gets a twin-turbocharged flat-six that but instead of 370hp like the entry level 911, it gets a staggering 540 to 607 horsepower (depending on variant). Torque is 487lb ft in the “base” Turbo model. That is good for a quarter-mile time of 10.7 seconds at 129 mph in the base Turbo model. Drive is to all four wheels via a PDK dual-clutch automatic gearbox. Even in base trim, the new 911 Turbo is stupid fast. The base model is also as quick as the Turbo S to 60 so we are not sure why you’d need to pony up more money.

This is a serious performance machine but it is not some race car for the road. The steering lacks the detail of the GT3 and it definitely isn’t at agile, but we think that is ok. This is a supercar that isn’t just “ok to drive daily”, this is a supercar that revels in daily driving. The 911 Turbo achieves its greatness through its supreme usability and approachability. You can drive it to the shops at crawling speeds one minute and be perfectly happy and then you can floor it and scare the bejesus out of yourself the next. Thrust feels practically limitless and the ride is smooth and supple like a luxury GT should be.

Verdict

The 911 Turbo is a sports car that dares to combine supercar performance with everyday ease. Stupendous straight-line speed with comfortable interior and ride. Still, the new Turbo continues to be the defining everyday supercar for those who couldn’t live with a supercar if they wanted to.

Specs

Model 911 Turbo
Power 540 hp at 6,400 rpm
Torque 486 lb-ft  (1,950 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 2.9 sec(PDK)
Top track speed 198 mph (PDK)
Fuel Economy 21 MPG (PDK)
Base Price US $161,800 | UK £128,692


911 Turbo Cabriolet

911 Turbo Cabriolet Side

911 Turbo Cabriolet SideThe Porsche 911 Turbo cabriolet is a niche car. It is expensive and fast and is perfect for Rodeo Drive and Miami. The reality is that most 911 Turbo buyers just buy a Turbo S Coupe. Like we mention below we think that is a waste. If you’re going to spend extra on a Turbo then this is the one to buy because at least you get open top motoring for the extra cash.

The Porsche 911 Turbo cabriolet will spring to 60 mph in 2.7 seconds. It’s PDK gearbox and all-wheel drive traction are just perfect for this kind of GT. It is almost impossible to get this car unstuck and if you ever did want to carve up the back roads that is important in a 500hp+ car. In daily driving it is perfect, the car soaks up bumpy roads and bad surfaces with ease. This is a great way to spend almost $200,000.

Other Resources: Porsche 911 Turbo S | Chris Harris DrivesPorsche 991.2 Turbo S – One TakePorsche 911 Turbo S review by evo

Verdict

Time-warping acceleration. Amazingly high quality cabin. The best open top sports car on the planet.

Specs

Model 911 Turbo Cabriolet
Power 540 hp at 6,400 rpm
Torque 486 lb-ft  (1,950 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 3.0 sec (PDK)
Top track speed 198 mph (PDK)
Fuel Economy 21 MPG (PDK)
Base Price US $174,100 | UK £137,533


911 Turbo S

911 Turbo S Side

911 Turbo S Side

While we love power here at Supercars.net at some point extra power isn’t worth the extra money. The base Turbo is already stupid quick and the acceleration pins you to the seat in any gear. The Turbo S has the same 0-60 time and is faster at the top end but nobody is ever going to use it. Save the almost $20k and buy the base Turbo. In saying that most Turbo buyers opt for the Turbo S so what the hell do we know.

Other Resources: Porsche 911 Turbo S | Chris Harris DrivesPorsche 991.2 Turbo S – One TakePorsche 911 Turbo S review by evo

Verdict

Breathtaking acceleration in an everyday package. Too expensive when compared to the just as awesome base Turbo.

Specs

Model 911 Turbo S
Power 580 hp at 6,750 rpm
Torque 516 lb-ft  (2,100 – 4,250 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 2.8 sec (PDK)
Top track speed 205 mph (PDK)
Fuel Economy 21 MPG (PDK)
Base Price US $190,700 | UK £147,540


911 Turbo S Cabriolet

911 Turbo S Cabriolet Side

911 Turbo S Cabriolet Side

See what we said above about the Turbo S. We’d stick with the non-S version Turbo Cabriolet.

Verdict

Stick to the Cabriolet Turbo.

Specs

Model 911 Turbo S Cabriolet
Power 580 hp at 6,750 rpm
Torque 516 lb-ft  (2,100 – 4,250 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 2.9 sec (PDK)
Top track speed 205 mph (PDK)
Fuel Economy 21 MPG (PDK)
Base Price US $203,000 | UK £156.381


911 Turbo S Exclusive Series

Porsche will build only 500 copies of the 911 Turbo S Exclusive. It gets hands on love from Porsche’s customization team. Lots of leather and lots of carbon fober. The engine has also been tickled with an extra 27 horsepower over the standard Turbo S to a pretty nuts 607 hp. We haven’t tested one but from other reviews it sounds like you cannot tell the difference in performance verses the Turbo S so it is hard to justify $250k+ price point.

Verdict

The guys at Car & Driver once again put it best: It appears Porsche is making this ultimate and rare 911 to test the quarter-million-dollar waters; while undeniably cool, the Turbo S Exclusive will appeal to the Porsche faithful who especially prize rarity. The rest of us could be more than satisfied with the $191,750 Turbo S or even the 540-hp Turbo for $162,850.

Specs

Model 911 Turbo S Exclusive Series
Power 607 hp at 6,750 rpm
Torque 553 lb-ft  (2,250 – 4,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 2.8 sec (PDK)
Top track speed 205 mph (PDK)
1/4 Mile 10.7 sec
Fuel Economy TBA
Base Price US $257,500 | UK £186,916


911 Carrera GTS

911 Carrera GTS Side

911 Carrera GTS Side

The Carrera GTS sits nicely between the Carrera S and the GT3. The GTS gets a larger turbocharger and a little more boost than the Carrera S, giving it 30 more horsepower and an extra 37 lb-ft of torque. That means 450 hp at 6,500 rpm and 405 lb-ft of torque between 2,150 rpm and 5,000 rpm. You can really feel and hear the differences behind the wheel, the twin-turbo flat-six is so quick to respond and there is so much power across the rev range. 0 to 60 mph takes 3.9 seconds with the manual gearbox and just 3.5 seconds with the PDK. We say that’s conservative and expect the GTS is actually four tenths faster.

The GTS models take the best options you can buy on a Carrera S and are include them as standard. That means the Carrera GTS gets Sport Chrono and the cool different drive settings that come with it. If you opt for dual clutch you also get a cool “push-to-pass” power button on the steering wheel. GTS Coupes get PASM Sport Suspension, which drops the ride height 0.4 inch, though the standard PASM setup is available for those who want the option to dial up a more comfortable ride. Cars ordered with the seven-speed stick get Porsche Torque Vectoring and a mechanical rear diff lock as standard, while those equipped with a PDK transmission are equipped with the Porsche Torque Vectoring Plus system, which includes an electronic rear diff lock.Also standard is the sport exhaust combined with less sound deadening. You also get cool center-lock wheels and black trim kit that looks epic. Not to mention a lower sport suspension setup and the mean-looking wide-body shell from the Carrera 4, with the rear fenders pushed out 1.7 inches, and the rear track widened 1.6in. We recommend adding the rear-wheel-steering package but that’s about it. The GTS is pretty perfect. Our pick is the manual gearbox but the PDK is awesome too.

Inside, the GTS gets standard four-way power sports seats trimmed in Alcantara, a 14.1-inch sports steering wheel also trimmed in Alcantara, and the Sport Chrono Package, which includes the analogue stopwatch, a performance display on the dash, and the nifty Porsche Track Precision app. There is also a top of the range navigation system and Porsche Connect Plus, which delivers the 7.0-inch touchscreen user interface and onboard Wi-Fi connectivity.

In terms of personality, the GTS is more Carrera S than GT3. It is a great daily driver, with good visibility, a relatively upright seating position, supportive buckets good for long-distance travel, and an easy-to-use cockpit with its controls arranged logically. This is one of the best cars we have ever driven and is nearly perfect.

Other Resources: Is The Porsche 911 GTS a Daily Driver GT3?2017 Porsche 911 GTS, Manual – One TakeThis Is The 911 You’re Looking For – XCAR2018 Porsche 911 Carrera 4 GTS Car Review

Verdict

The best-value, all-around street-oriented 911 and in our review probably the best all-around 911 ever. Balanced, bracing, and the best driving experience under $150,000. Manual GTS is a perfect synthesis of power and grip: to drive and live with every day.

Specs

Model 911 Carrera GTS
Power 450 hp at 6,500 rpm
Torque 405 lb-ft  (2,150 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain Rear-wheel drive
0 – 60 mph 3.9 sec (manual) 3.5 sec (PDK)
Top track speed 193 mph (manual) 192 mph (PDK)
Fuel Economy 21 MPG (Manual) 23 MPG (PDK)
Base Price US $120,700 | UK £95,795


911 Carrera GTS Cabriolet

911 Carrera GTS Cabriolet Side

911 Carrera GTS Cabriolet Side

If you think of this as a Carrera S Cabriolet with just a few extra add-ons then you are missing the point of GTS range. The GTS variants are about the right goodies packaged together to create brilliance. Like the coupe the Carrera GTS the Carrera GTS Cabriolet is almost perfect.

In many ways the surprising thing with the convertible is how it closes the gap to the coupe in GTS guise. This car’s 1.03 g of maximum grip is very close to the coupes 1.05 g and straight line performance is basically exactly the same. The GTS Cabriolet makes a case for being the better allrounder when you consider the open top fun you get too.

In terms of differences between the cab and coupe, the convertible is not as low to the ground (0.4 inch higher). This is thanks to the cabriolet having Porsche’s Active Suspension Management adjustable dampers that drops ride height almost half an inch (coupes have a different version that drops it lower).

Porsche says about half of all GTS buyers will opt for the hardtop, which is marginally stiffer and certainly more oriented toward the occasional track day outing with a sports car club. Around a third will go for the Cabriolet, with the remaining buyers snapping up the all-wheel drive-only Targa. Ultimately this is a matter of preference because we find all the GTS variants absolutely perfect.

Other Resources: Carrera GTS Cabriolet – POV Drive

Verdict

Just as gifted as the coupe GTS which means it is bloody perfect. Our favorite soft top sports car available today.

Specs

Model 911 Carrera GTS Cabriolet
Power 450 hp at 6,500 rpm
Torque 405 lb-ft  (2,150 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain Rear-wheel drive
0 – 60 mph 4.0 sec (manual) 3.6 sec (PDK)
Top track speed 192 mph (manual) 191 (PDK)
Fuel Economy 21 MPG (Manual) 22 MPG (PDK)
Base Price US $133,000 | UK £104,636


911 Carrera 4 GTS

911 Carrera 4 GTS Side

911 Carrera 4 GTS Side

This is a 911 Carrera 4 GTS coupe with all-wheel drive. The body is the same as the coupe since all GTS models already get the wider 4 body style. The all-wheel-drive Carrera 4 GTS is easier to launch than the rear-drive version and this thing is quick.

As expected the car sticks in the corners too, with a 1.06g skidpad enough to make your neck hurt. Grip around even the most technical of corners in the dry and wet is stellar.

Other Resources: Carrera 4 GTS tested | As good as a GT3? | Autocar

Verdict

If you need a car that gives you all-wheel drive security and astonishing performance too, this may be the 911 for you.

Specs

Model 911 Carrera 4 GTS
Power 450 hp at 6,500 rpm
Torque 405 lb-ft  (2,150 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 3.8 sec (manual) 3.4 sec (PDK)
Top track speed 192 mph (manual) 191 mph (PDK)
Fuel Economy 21 MPG (Manual) 22 MPG (PDK)
Base Price US $127,600 | UK £100,781


911 Carrera 4 GTS Cabriolet

911 Carrera 4 GTS Cabriolet Side

911 Carrera 4 GTS Cabriolet Side

Aside from the Targa this 4 GTS Cabriolet with the PDK transmission is just about as heavy as the Carrera gets. At 1585kg it is no lightweight. Inevitably, the 4 GTS Cabriolet is no match for the brilliant rear-wheel drive Coupe in the fun-to-drive stakes but it is pretty bloody close. The structure remains reasonably stiff given the roof has been sawn off, but you can feel it shudder and see the windscreen surround rattle when you drive quickly over rough road surfaces. It is noticeable in the C4 GTS because of the additional traction at the limit due to all-wheel drive. You can push harder, but you notice the shortcomings of the convertible body.

The steering is direct and responsive in the Coupe but a touch imprecise in this car. There’s also an underlying sense of inertia and lethargy in the way the Cabriolet changes direction, a small amount of float and wallow as the road bends this way and that where the Coupe is razor sharp. It’s a matter of degrees, though, and only in a back-to-back comparison is the Cabriolet shown up in any way by the Coupe.

Verdict

A solid drop-top 911 but we’d opt for the rear wheel drive Cab if it were our money.

Specs

Model 911 Carrera 4 GTS Cabriolet
Power 450 hp at 6,500 rpm
Torque 405 lb-ft  (2,150 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 3.9 sec (manual) 3.5 sec (PDK)
Top track speed 191 mph (manual) 190 mph (PDK)
Fuel Economy 21 MPG (Manual) 22 MPG (PDK)
Base Price US $139,900 | UK £109,622


911 Targa 4 GTS

911 Targa 4 GTS Side

911 Targa 4 GTS Side

If I had the money Targa GTS is on my shortlist. I know the Targa GTS is heavier and less focused than the rear drive GTS but man this thing looks awesome and the performance is more than I would ever need. We have already talked about the GTS models offering all the right goodies as standard. 450 horsepower and 405 pound-feet of torque is appreciated in the heavier Targa and it feels significantly faster and pulls harder than the Targa 4S.

There’s something really iconic about the look of the 911 Targa models, with the wraparound rear glass, off-color pillar, and soft top that stows just behind the passenger compartment. As far as topless 911s go, the Targa not only looks better than the Cabriolet, but that big area behind the rear seats means it’s super functional – combined with the small front trunk, you get 10.1 cubic feet of cargo space. There isn’t any serious wind turbulence with the roof removed when driving at higher speeds, and the weight penalty (about 300 pounds versus a Carrera 4 GTS Coupe) is barely noticeable. It will get to 62mph in 4.1 seconds on its way to a 191mph top speed. Acceleration-wise, that’s three tenths faster than a Targa 4S.

The main issue with the Targa GTS is that it is pretty expensive even in Porsche world. A 911 GTS Coupe is nearly $20,000 cheaper and that drives better and can be tracked. That’s hard to justify unless you absolutely must have the best looking 911. Options wise you don’t even get the PASM Sport suspension (can’t be fitted to the Targa.

Other Resources: Porsche 911 Targa 4 GTS CarfectionTarga 4 GTS (450hp) – DRIVE & SOUND (60FPS)

Verdict

It’s a 450-hp Targa! The ultimate poser and serious sports car as a daily driver and our choice if you aren’t doing track days and don’t mind spend $20k more than a Carrera GTS to look good.

Specs

Model 911 Carrera 4 GTS Cabriolet
Power 450 hp at 6,500 rpm
Torque 405 lb-ft  (2,150 – 5,000 rpm)
Engine Twin-turbocharged boxer 6
Drivetrain All-wheel drive
0 – 60 mph 3.9 sec (manual) 3.5 sec (PDK)
Top track speed 191 mph (manual) 190 mph (PDK)
Fuel Economy 21 MPG (Manual) 22 MPG (PDK)
Base Price US $139,900 | UK £109,622


911 GT3

The Porsche 911 GT3 car belongs on a track.

Porsche forums everywhere are filled with people who say they drive their GT3 every day and while that is admirable the reality is that for most people it is just too compromised. I asked a friend who owns a GT3 whether he would recommend it as a daily driver in my cracked and potholed paved NY neighborhood. His response was simple: “it depends how high your threshold for pain is”. That says it all. The GT3 ride is harsh and punishing. You will need physical therapy every time you drive it and you will be frustrated because you can only use 1/10th of the power on offer anyway. If you want a daily driver buy the awesome 911 Carrera GTS or Turbo S and you will be much happier.

This is a beast that wants to be driven hard on track. Featuring a screaming flat-six engine, razor sharp handling and an aggressive body and huge fixed wing, the 911 GT3 is one of the most driver-focused cars on sale by any carmaker on the planet. The powerplant is a masterpiece. It’s a dry-sump, 4.0-litre flat six engine that can scream up to its 9000-rpm redline, making 500 horsepower and 339 pound-feet of torque. While the rest of the 911 range has torque-rich turbocharged engines, this is one you still have to work with and one you want to wind up to 9,000 rpm. The GT3 can be equipped with a six-speed manual transmission or a seven-speed dual-clutch PDK gearbox. The PDK is faster but as manual men we know we’d opt for the stick shift every time.

With the PDK and the launch control system activated, the 2018 Porsche 911 GT3 gets to 62mph in 3.4 seconds. With the manual gearbox, a similar sprint takes 3.9 seconds. That makes the GT3 barely faster than the 911 GTS which is a better daily driver and a 580-hp 911 Turbo S is an entire second faster to 60 so why would you choose the GT3 over these models. It’s easy. It is how it drives and how it makes you feel.

The GT3 has the best handling I’ve ever experienced. It is fast, precise and you can feel everything going on beneath you. The car is surgically precise, the suspension is firm with almost no body roll, and the various scoops and vents on the body not only help cool down the mechanical components, but also increase downforce so the car sticks to the pavement. A GT3 feels like a totally different experience to other cars. It’s loud, stiff, rough and pointy. It is full sensory overload at slow speeds around town and an almost religious experience at speed on track. There is nothing better.

Inside the cabin isn’t luxurious, but the basic stuff is present and accounted for. A Turbo feels like a Bentley in comparison but this isn’t meant to be a luxury GT, this is meant to be a track weapon you can drive to and from home to the race.

A Note on the GT3 Touring Package

New for 2018 is the GT3 Touring Package. There’s the deletion of the regular GT3’s fixed wing replaced with a classic pop-up rear deck, albeit embellished with a ‘GT3 Touring’ badge and a unique lip spoiler on the trailing edge. It only comes with a six-speed manual and inside the trim is kept classic – all-leather and cloth, no Alcantara. Other than that, it’s as per the GT3, with all the same options (ceramic brakes, nose lift, LED headlights, Chrono Package, audio upgrades), which is great news. A subtle-looking GT3, maybe I need to rethink the earlier daily driver comment.

Other Resources: GT3 Reviewed by Chris HarrisGT3 On Track with CarfectionPorsche 911 GT3 evo Review

Verdict

Screaming engine, available with a manual and the most involving sports car money can buy. It is a little rough around town so opt for a different 911 of you are looking for a daily driver. Our pick includes the Touring package.

Specs

Model 911 GT3
Power 500 hp  @ 8,250 rpm
Torque 339 lb-ft @ 6,000 rpm
Engine 4.0 L naturally aspirated flat-6
Drivetrain Rear-wheel drive
0 – 60 mph 3.8 sec (manual) 3.2 sec (PDK)
1/4 mile 11.6 sec (manual) 11.3 sec (PDK)
Top track speed 198 mph (manual) 197 mph (PDK)
Fuel Economy 16 MPG (Manual) 17 MPG (PDK)
Base Price US $143,600 | UK £111,802


911 GT3 RS

911 GT3 RS Side

911 GT3 RS Side

The GT3 RS gets 520 horsepower and 346 lb-ft of torque from the same flat-six engine in the GT3. In fact the whole car is heavily based on the GT3 with lots of shared stuff. But it’s the engine that sets the RS apart thanks to an extra 20 horsepower, as well as the fact that you can’t get it with a manual transmission. The chassis setup is also different, so the RS is quicker on the race track. The GT3 RS is 0.1 second quicker than the old GT3 RS to 60 mph, which now happens in just three seconds. The car also gets front brake cooling and new ball joints inspired by the GT2 RS, and a tweaked rear-steering system. If you think of the GT3 RS as a GT3 with more downforce, more power and more grip then you are pretty close to the money.

The more aggressive aerodynamic features stand out on the GT3 RS with NACA ducts guiding air to cool the brakes and smoother channeling air to a new diffuser. The side sills come straight off the GT2 RS, as does the manually adjustable carbon-fiber wing. The GT3 RS makes a lot more downforce than the GT3—more than double at 124 mph, in fact. It also effectively makes more than the GT2 RS, because while both make the same maximum downforce at top speed—750 lbs with wings in their stock settings, 992 lbs at maximum attack—the top speed of the latter is much higher, 211 mph verses 193 mph. This means the GT3 RS is making more downforce at lower speeds.

You guessed it, the GT3 RS is a race car and doesn’t make much sense on the road.

And while the engine isn’t the big story here, it’s still worth talking about. It’s largely a carryover from the new GT3—where it debuted last year—but a new intake, titanium exhaust, plus a revised spark curve and camshaft timing give it 520 hp. Its 4.0-liter displacement remains unchanged, as per homologation requirements for the race car, and redline is set at 9000 rpm, making it the highest-revving GT3 RS ever. Torque, when compared with the turbo engines of lesser 911s, is relatively low at 346 lb-ft, but that doesn’t really matter. The only transmission option is Porsche’s seven-speed dual-clutch, PDK, so if you want a manual, you’ll have to get a regular GT3.

Other Resources:

Verdict

The GT3 RS is a GT3 with more downforce, more power and more grip.

Specs

Model 911 GT3 RS
Power 520 hp  @ 8,250 rpm
Torque 346 lb-ft @ 6,000 rpm
Engine 4.0 L naturally aspirated flat-6
Drivetrain Rear-wheel drive
0 – 60 mph 3.0 sec (PDK)
1/4 mile 10.9 sec
Top track speed 193 mph (PDK)
Fuel Economy TBA
Base Price US $187,500 | UK £141,346


911 GT2 RS

911 GT2 RS Side

911 GT2 RS Side

The 991.2 GT2 RS is powered by a 3.8 L twin-turbocharged flat-6 engine that produces a maximum power of 700 PS (515 kW; 690 hp) at 7,000 rpm and 750 N⋅m (550 lb⋅ft) of torque, making it the most powerful 911 ever built. Unlike the previous GT2 versions, this car is fitted with a 7-speed PDK transmission to handle the excessive torque produced from the engine. Porsche claims that this car will accelerate from 0 to 60 mph in 2.7 seconds, and has a top speed of 340 km/h (210 mph). It is by far the most expensive and extreme 911 available and is really only useful on track.

The GT2 RS has a roof made of magnesium, front lid, front and rear wings and boot lid made of carbon, front and rear apron made of lightweight polyurethane, rear and side windows made of polycarbonate and features a titanium exhaust system. Porsche claims that the car will have a wet weight of 1,470 kg.

Inside the interior is as stripped back as you expect of a GT 911, with liberal usage of lightweight plastics and metal, with Porsche stating you could save an additional 12kg by swapping the steel roll cage for an aluminum one. It is rougher, less civilized and louder than both the GT3 and GT3 RS. As expected the steering is brilliantly communicative and fabulously responsive. On the road there is some turbo lag but this engine is phenomenal, with a level of responsiveness and linearity that not many years ago would have been unthinkable on this kind of turbocharged output. On track you won’t notice because it is always on song. While a GT2 RS would be amazing on country roads, its level of performance is so ferocious that it really needs to be on track to be enjoyed.

Other Resources: Porsche 911 GT2 RS review by Autocar

Verdict

The GT2 RS is the ultimate track car and is too compromised for the road. On the road a GT3 or GTS are better for a lot less money. On track, in expert hands though the GT2 RS is ridiculousness turned to 12 and we love it. Since this is a car for the track would I take it over a GT3 or GT3 RS. Toss up between this and the GT3 RS, they are both epic.

Specs

Model 911 GT2 RS
Power 690 hp at 7,000 rpm
Torque 550 lb-ft (2,250 to 4,000rpm)
Engine 3.8 L twin-turbocharged flat-6 engine
Drivetrain Rear-wheel drive
0 – 60 mph 2.7 sec (PDK)
Top track speed 211 mph (PDK)
Nurburgring Time 6:47.3
Fuel Consumption TBA
Base Price US $293,200 | UK £207,506

The Final Word

We covered 24 Porsche models and probably didn’t make your buying decision any easier. Don’t worry because every 911 on sale today is pretty awesome so picking a bad 911 is impossible. What you should have learned above is that you really need to understand your own needs and your style.

911 Chooser Exercise

Porsche 911 Buyers Guide

Porsche 911 Buyers Guide