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Best Turbocharged Engines Ever Produced

Ever since turbochargers started featuring on road cars in the mid-1960s, they’ve become an integral piece of the puzzle in the global effort to reduce emissions and in most cases, also set the performance threshold higher than what was once possible. By design, turbochargers improve fuel efficiency without increasing power (and with all other things being equal) compared to a naturally-aspirated unit. Conversely, the use of turbochargers has also become the conventional method of achieving high horsepower figures in both factory and aftermarket applications.

It’s only now that we’re starting to see that pendulum swing the other way, with hybridization and electrification now taking the automotive landscape by storm. That’s not to say that turbochargers don’t remain prevalent today, nor will they cease to be in the near future; they’ve been improved as much as any other technology that has been around for the past few decades, and are capable of producing more power, emitting less emissions, and consuming less fuel than ever before. Even some of their more traditional drawbacks, such as “turbo lag”, have for the most part been factored out of the equation in modern applications.

We’ve compiled a list of the best turbocharged engines ever made. Along with limiting our selection to road-going production models, our criteria uses performance as the primary metric. While this naturally tends to favor newer and more recent technologies, we’ve also made some ‘vintage’ picks; such were their roles as revolutionaries in their day, that their presence is now immortalized by those who worship the automotive deities.

Here are 10 of the Best Turbocharged Engines Ever Produced, curated for your viewing pleasure.

Nissan RB26DETT

The 2.6L twin-turbocharged inline-6 from Nissan – the RB26DETT – has become something of a legend. It would take nothing short of the absolute best from the Japanese automaker to produce something worthy of powering a car amicably referred to as “Godzilla”, and the RB26DETT has never disappointed. While it was limited to 280 hp from the factory – thanks to the gentleman’s agreement between Japanese manufacturers to cap engine outputs at the time – the R34 Skyline GT-R was anything but docile, even when left untinkered.

The engine’s true capabilities were the worst kept secret in the industry, with a simple flash of the ECU (to effectively remove the restrictions) plus a few bolt-on performance modifications allowing the RB26DETT to produce much, much more. While the power plant has become popular as a swap option these days, it doesn’t feel quite at home in anything other than a proper Skyline; both the car and its engine are synonymous with the legacy that has been created by this iconic duo.

Porsche MDH.NA

Suffice to say, the 991 GT2 RS is the absolute peak of 6-cylinder performance. The GT2 RS in its entirety is more closely based on a Turbo S than it is to its closest GT relative, the 911 GT3 RS. After all, at the heart of the GT2 is a revamped version of the Turbo S engine (known as MDH.NA), while the GT3 has its own unique naturally-aspirated 4.0L power plant. The 3.8L flat-6 was fitted with larger variable-geometry turbos and was given an increase in peak boost to 22.5 psi, which is 24% higher than the Turbo S.

Larger intercoolers, a water-spray system, larger exhaust manifold primaries and redesigned pistons work in synergy with the aforementioned to provide the GT2 RS with 700 horsepower @ 7,000 rpm and 553 lb-ft of torque. Porsche has long buried the traditional notion of “turbo-lag” in its cars with VarioCam Plus and the GT2 RS is no different, making peak torque from 2,250 rpm to 4,000 rpm. Want to set record lap times on the Nürburgring? Just remember that it’s ‘do so at your own peril’: 700 hp in a rear-engine, rear-wheel drive car is no joke.

Bugatti 8.0L Quad-Turbocharged W16

Needless to say, the 16-cylinder engine (commonly referred to as the W16) has a lot of things going for it. For starters, it’s the only one of its kind in the world being produced by a mainstream automaker – Bugatti’s parent company: The Volkswagen Group. The quad-turbocharged unit – which is the amalgamation of two V8 engines – is the platform upon which all Bugatti hypercar models are powered.

When it first debuted in 2005, the W16 was a spectacle. In the Bugatti Veyron, it produced over 1,000 hp and could hit a mind-boggling top speed of 254 mph. This made the Veyron the fastest production sports car in the world by all meaningful metrics. This story was just beginning though, as the W16 would continue to evolve since then. Today, the engine retains the same architecture but is a much stronger, faster, and better version of itself. In its modern form, the W16 powers the likes of the Bugatti Divo and Bugatti Chiron Super Sport, where it produces 1,479 hp and 1,600 hp respectively; the latter car is able to reach a top speed of more than 400 km/h!

Mercedes-AMG M178

The modern day Mercedes-AMG line-up is blessed with their omnipotent ‘M178’ 4.0L twin-turbocharged V8, which itself deserves all the plaudits and is a shoo-in for selection. While it’s the most advanced iteration of the automaker’s V8, our personal favorite would have to be the ‘M156’ 6.2L V8 first powered the 467 hp naturally-aspirated C63 AMG. Like its successor, the M156 would feature in almost every Mercedes-AMG model of that era, including the SL63.

The ultimate version of this V8 motor would be the ‘M159’, which was equipped in the automaker’s flagship SLS supercar, producing 622 hp. The SLS has since been succeeded by the Mercedes-AMG GT Black Series, which produces 720 hp from its twin-turbocharged ‘M178’, and recently set the new production car lap record at the Nürburgring. This ultimately proves that AMG is still very much at the forefront of the perpetually evolving performance car segment, and is doing more than its fair share in helping to set the bar higher.

Toyota 2JZ-GTE

The Toyota Supra was equipped with the ubiquitous 3.0L inline-6 2JZ engine in all its models. The most recognized version of the Supra – the Turbo – possessed a twin-turbocharged engine known as the 2JZ-GTE, which was specced with up to 326 hp. The two turbochargers operated sequentially and not in parallel. This essentially meant that one of the turbochargers was designed to provide near-maximum torque as early as 1,800 rpm, while the second turbine would be engaged in a “pre-boost” mode until around 4,000 rpm where thereafter both turbochargers would be spinning at full blast.

This translated to better low-end throttle response, less ‘turbo lag’, increased boost at higher engine speeds, and a relatively linear delivery of power – all of which was difficult to achieve in unison, with the technology available at the time. The 2JZ-GTE-equipped Turbo model was able to sprint from 0-60 mph in just 4.6 seconds and complete the standing ¼ mile in an impressive 13.1 seconds. Top speed was recorded at 155 mph. Today, the 2JZ-GTE remains amicably referred-to in performance tuning and sports car culture.

McLaren M838T / M840T

Despite only producing V8-powered automobiles since as recently as 2011 (via the MP4-12C), you could argue that McLaren are now the world’s artisans of the V8 engine, and few would dispute that. After all it’s virtually all they know these days, with every single McLaren model – bar the V6-hybrid McLaren Artura – fitted with some adaptation of their M838T or M840T twin-turbocharged V8 motors.

The 3.8L M838T is found in its Sports Series range of cars, which includes the entry-level McLaren 540C and goes all the way up to the indomitable 666 hp McLaren 675 LT. The 4.0L M840T features on all of the Super Series cars, which covers the ‘700 range’ of models, plus the addition of the McLaren GT. In its Ultimate form, the 4.0L unit – dubbed the M840TR – produces 814 hp in the McLaren Senna GTR. The McLaren Speedtail hybrid ‘hyper-GT’ produces some 1,035 hp through the combination of an M840T and electric motor.

Ferrari F154

Ferrari’s F154 family of V8 engines could very well go on to become the G.O.A.T; especially when it has been scrutinized under the incredibly high standards that have been set in the modern era of automobiles. The engine is as potent as it is versatile, powering just about every flavor of Ferrari car since being introduced in 2014; the comfortable California convertible, the grand-touring Roma, the race-bred 488 Pista and F8 Tributo, and even the 986 hp SF90 Stradale hybrid hypercar.

While some continue to jeer at the F154 for its unfortunate role in closing the chapter on naturally-aspirated Ferrari V8 engines, it has on the other hand, been received with critical acclaim by those who base their verdict on performance and engineering merit. The F154B and F154C variants have dominated the awards spectrum since 2016, winning four straight ‘Best Performance Engine’ awards through to 2019. In total, the F154 has won 14 awards in the International Engine of the Year competition included a ‘Best of the Best’ award in 2018. Still not convinced? Just get behind the wheel of any one of Ferrari’s current V8 models and see what all the fuss is about…

Dodge Supercharged Hemi

Mind you, this is a supercharged engine – and the only one on this list – but we consider it to be a contemporary of our other selections. Dodge’s Hellcat series of cars have really taken the world by storm, offering almost unfathomable power in a non-exotic production vehicle – or any vehicle for that matter. It’s truly a revival of the “American muscle” movement, with the supercharged Hemi able to produce as much as 807 hp and 717 lb-ft of torque via the Dodge Challenger Hellcat Super Stock. Handling, agility, and all that other kind of stuff aside, this makes the Hellcat Challenger/Charger the quintessential American sports car which can be had for well under the 6-figure mark brand new.

The automaker is now offering the 6.2L ‘Redeye’ V8 as a crate engine (aptly nicknamed ‘Hellcrate’) through Mopar. It can be purchased at a starting price of US$21,807. The ‘Redeye’ version comes with a larger supercharger than the previous Hellcrate engine, and has been tuned for more boost, a slightly higher redline, and a host of other improvements. These are what has allowed it to improve from 707 hp and 650 lb-ft of torque, to its current 807 hp state. An absolute unit.

Bugatti 3.5L Quad-Turbocharged V12

This Bugatti engine has had a very decorated career, albeit a short one, which makes it all the more impressive. Featured exclusively on the (1991-1995) Bugatti EB110, this 3.5L quad-turbocharged V12 is responsible for some very notable distinctions. First, that would indeed make it the first quad-turbocharged engine to power a Bugatti before the W16 came along. It is also widely regarded as being one of the catalysts in the revival of the French marque, even though it failed to be directly responsible for this. It became the world’s fastest production car of its time, beating the Jaguar XJ220 in the process.

Suffice to say, it grabbed all the headlines, and really, that was the whole point. I mean, for what other purposes would the use of four turbochargers be given the green light for? Sure, it produced a whopping 553 hp and 450 lb-ft of torque, but you would have to argue that this likely could’ve been achieved with a more conventional design. After all, quad-turbocharged engines never really proliferated, and there’s probably good science behind why that’s been the case. Yes, the W16 does put that notion into some question, but technology has improved substantially since then. Nevertheless, there’s nothing un-iconic about a V12 engine with almost as many turbochargers as you can count on one hand; and we love it all the same.

Ferrari F106

Ferrari’s F106 V8 engine dates as far back as 1973, where it first featured in the Dino 308 GT4. Right from the get go, it produced an impressive 250 hp from a 2.9L naturally-aspirated engine, which featured a flat-plane crank and dual-overhead cams. As proud as they were of their creation, surely even the Ferrari engineers didn’t foresee what was to come for the F106 and the venerable roster of cars it would go on to power.

Such was the longevity and capability of the F106 unit, that it continued to be used – with significant updates and revisions along the way, including electronic fuel injection and multi-valve heads – for more than 30 years. Notable models which were equipped with the engine include the F355, 360 Modena and arguably the most famous Ferrari of them all; the Ferrari F40, which fashioned a twin-turbocharged version of the F106 producing 471 hp. It really doesn’t get more epic than that; and while some would say that the engine is riding on the coat-tails of the famous car it powers, it remains nothing short of an absolute legend on its own.

September 4, 2021 / Comments Off

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Best Hybrid Engines Ever Produced

As we begin to crest into the era of automobile electrification, it has become increasingly difficult to recall all of the outstanding hybrid technologies we already have on tap. With all the noise being made (or lack thereof when it comes to the engine sounds) amidst this monumental shift, it would be completely unfair to acknowledge hybrid engines as being merely a stopgap solution while we wait for electric EVs to take over as the dominant product.

In fact, hybrids currently offer a “best of both worlds” outcome in most cases, particularly when it comes to the high-performance class of cars. This is especially true with electrification still in its infancy, meaning that technology – and most importantly charging infrastructure – still have huge strides to take before we can globally embrace fully electric cars as the convention. Add to this, the research and development of biofuels by some of the biggest players in the industry, and hybrid engines could very well remain a part of the conversation for the years and decades to follow.

Some of the most groundbreaking supercars and hypercars in the world have utilized hybrid technology to impressive effect, all while not neglecting the honest work of reducing emissions. They not only showcase incredible performance credentials (where 0-60 mph in 2.5 s is now the benchmark) but also make a strong case for hybrid technology being as viable (at the very least) for the long haul as it is today.

Here are 10 of the Best Hybrid Engines Ever Produced, curated for your viewing pleasure.

Disclaimer: Our list is likely to include some cars you didn’t realize were actually hybrids. Viewer discretion is advised.

Porsche MR6 V8 Hybrid

As the spiritual successor to Porsche’s first widely-acknowledged hypercar – the Carrera GT – the 918 Spyder was always going to have to follow its predecessor’s opening act with something quite spectacular of its own. Mission accomplished, I’d say, thanks in huge part to its race-derived MR6 V8 engine. Derivatives of this powerplant were used extensively in ALMS racing competition by the RS Spyder race car, which was designed and built in-house by Porsche in collaboration with Penske Racing. It’s easy to see where the 918 Spyder got its name, but the road-legal car would create its own legacy through the use of a modified drivetrain which increased the engine displacement to 4.6L (from 3.4L in the race versions) and most notably featured a hybrid system with 2 electric motors powered by a 6.8 kWh lithium-ion battery.

The naturally-aspirated combustion unit produced 608 hp by itself while the 2 electric motors – one in the front and one in the rear – provided up to an additional 127 hp and 154 hp to their respective axles. The combined output of the whole system is rated at 887 hp. The 0-62 mph sprint is completed in a blistering 2.2 seconds, with a top speed somewhere north of 211 mph. Being a plug-in hybrid, the 918 Spyder can do all this and run silently in ‘electric-only’ mode for a quoted range of 12 miles. Not exactly an eco-warrior, but hey, at least it provides the framework for its successors to build on.

Ferrari F154FA V8 Hybrid

Ferrari’s F154 family of V8 engines could very well go on to become the G.O.A.T; especially when it has been scrutinized under the incredibly high standards that have been set in the modern era of automobiles. The engine is as potent as it is versatile, powering just about every flavor of Ferrari car since being introduced in 2014; the comfortable California convertible, the grand-touring Roma, the race-bred 488 Pista, and F8 Tributo, and even the 986 hp SF90 Stradale hybrid hypercar.

In the latter form, a 7.9 kWh battery compliments the 4.0L twin-turbocharged V8 and can even bring the SF90 to a speed of 84 mph and complete over 15 miles, all on its own power. By delivering a combined 217 hp via three electric motors, the car is able to produce up to 986 hp with the entire drivetrain on full blast. Aside from a mind-boggling 0-60 mph time of 2.1 seconds, this configuration also makes the SF90 the first mid-engined Ferrari to be all-wheel drive. Handling is also greatly enhanced with torque vectoring now being available on the front axle.

Lamborghini 6.5L naturally-aspirated V12 Hybrid

The Lamborghini Sián is the most notable example of an automobile that uses a supercapacitor – the ‘super’ added because, well, you need a really, really big capacitor to help power a car. In this configuration, the supercapacitor collects and stores energy (primarily from regenerative braking). In certain moments (such as a launch), the supercapacitor dumps all of its energy into an electric motor which immediately and briefly adds an extra 34 hp on top of what the Sián’s 785 hp 6.5L naturally-aspirated V12 engine produces. This means that up to 819 hp is sent to all 4 wheels, with the electric motor integrated into the transmission to reduce weight and improve responsiveness.

As long as the supercapacitor keeps getting recharged – which can be achieved with just seconds of hard braking – there will always be that extra bit of power boost at the car’s beckoning. Compared to an EV battery which takes much, much, longer to fully recharge, and weighs substantially more, you might be wondering why supercapacitors aren’t the dominating technology in electric or hybrid vehicles today. Well, there are a few very important reasons for this. For one, supercapacitors aren’t able to store energy for long periods of time like a battery, making them unviable to be the primary food source for an electric vehicle… at least for now.

McLaren M840T w/ eMotor

Despite only producing V8-powered automobiles since as recently as 2011 (via the MP4-12C), you could argue that McLaren is now the world’s artisans of the V8 engine, and few would dispute that. After all, it’s virtually all they know these days, with every single McLaren model – bar the V6-hybrid McLaren Artura – fitted with some adaptation of their M838T or M840T twin-turbocharged V8 motors.

The 4.0L M840T features on all of the Super Series cars, which covers the ‘700 range’ of models, plus the addition of the McLaren GT. In its Ultimate form, the 4.0L unit – dubbed the M840TR – produces 814 hp in the McLaren Senna GTR. The McLaren Speedtail hybrid ‘hyper-GT’ produces some 1,035 hp through the combination of an M840T and parallel system eMotor. This setup – in addition to applying the most genius drag-reduction principles in existence today – has allowed the Speedtail to become the fastest production McLaren ever made. Its top speed? 250 mph.

Ferrari F140FE V12 Hybrid

If the F140 had only powered the (2002-2005) Ferrari Enzo – the first Prancing Horse model where it featured – it would have been no less significant or legendary than it is today. The 65-degree V12 engine debuted on the Enzo as a 6.0L naturally-aspirated V12 unit which produced a staggering 651 hp @ 7,800 rpm and 458 lb-ft of torque @ 5,500 rpm. Over the years, 6.3L versions of the F140 have powered the likes of the hybrid LaFerrari and the F12berlinetta. Eventually, the F140 would evolve into what is today, a 6.5L power plant, where it now powers the 812 Competizione.

The Ferrari ‘so nice they named it twice’, also happens to be a hybrid. The Ferrari LaFerrari’s hybrid version of the F140 6.3L V12 power plant produces a total of 950 hp – 788 hp from the naturally-aspirated V12 and 160 hp courtesy of the electric motor, which delivers that power through the differential. This means that 0-60 mph is dispatched in under three seconds, while top speed is rated by Ferrari as somewhere north of 217 mph. Ferrari said that while a side effect of the KERS system – which is tethered to the V12 to continuously recharge itself – was a reduction in emissions, the car would not be capable of running in any type of ‘electric-only’ mode. Ferrari simply was not interested in EVs during the development of the LaFerrari. In fact, the hybrid system’s only function on the halo car was to enhance its performance, and that its relative emissions-friendliness was more of an afterthought than a goal.

BMW B38A15T0 1.5L turbocharged I3 Hybrid

In many ways, the BMW i8 is the least remarkable car on this list. Released during what feels like the olden days now, the 2014 BMW i8 should, however, be credited with revolutionizing the automotive landscape as it pioneered what many consider to be the first high-performance hybrid sports car. Well ahead of its time when it first came out, its powertrain technology was the result of BMW’s visionary approach to a rapidly shifting narrative towards a future focused on sustainability. The eventual overthrowing of the combustion engine would be at the forefront of this movement, with EVs taking their place. The BMW i8 – with its 7.1 kWh lithium-ion battery – would be the earliest creation in this image.

The BMW i8 provides more of a transitional approach to this, rather than a radical one – being a plug-in hybrid as opposed to fully-electric – but would nevertheless be disrupting the status quo. Since its 2014 release, however, the platform fell short of delivering any truly meaningful changes or upgrades until being discontinued in 2020. As time passed, its 369 hp B38A15T0 hybrid engine would appear meager next to emerging hybrid and fully-electric technologies which would go on to make 1,000 hp + figures conceivable in a production road car. But it gave us a hopeful glimpse into the future of automobile electrification, and look where we are now.

McLaren M838T w/ eMotor

The McLaren P1 is considered to be one of three members (the other two being the LaFerrari and 918 Spyder) of the holy hybrid hypercar trinity; the old boy’s club of hypercars, if you will. Like its contemporaries, it fashioned a hybrid drivetrain which allowed it to deliver performance that was once considered unimaginable on a road car. That power comes primarily from a 3.8L twin-turbocharged V8 – the same M838T engine used across the McLaren range but revised to output 727 hp and 531 lb-ft of torque on its own.

Combined with a lightweight and KERS-fed electric motor, that adds a further 176 hp and 192 lb-ft of torque at the driver’s disposal. The 903 hp Ultimate Series model sends all that power to the rear wheels via a 7-speed dual-clutch transmission, allowing it to make the dash from 0-62 mph in just 2.8 seconds. The P1 is also able to hit 186 mph in a mere 16.5 seconds from a standstill, on its way to an electronically-limited top speed of 217 mph. As we learned from Spiderman, “with great power comes great responsibility”; the McLaren P1 exhibits both in abundance, with its plug-in hybrid “twin powerplant” allowing it to run in zero-emissions mode for up to 6.8 miles.

Koenigsegg 5.0L twin-turbocharged V8 w/ Electric Drive

Koenigsegg unveiled its Regera hybrid hypercar model at the 2015 Geneva Motor Show, and since then it has generated plenty of hype amongst car enthusiasts and performance junkies. Besides a regular combustion engine, the Koenigsegg Regera also utilizes 3 electric motors which dole out 700 hp and 663 lb-ft of torque via a 4.5 kWh liquid-cooled battery pack. As a result, the car now produces 1,500 hp (which the company likes to market as 1.11 MW), making it the most powerful hybrid supercar in the world. Its combustion engine is a 5.0L twin-turbocharged V8 that produces an out-of-this-world 1,100 horsepower and 922 lb-ft of torque without electric assistance.

Power is sent to the wheels via Koenigsegg’s new powertrain known as “Koenigsegg Direct Drive”. According to the automaker, “This revolutionary technology removes the traditional gearbox, making the car lighter and more efficient. As the powertrain already produces a combined 1500 hp and with electric propulsion providing instant torque from the Direct Drive system, we did not have to go as extreme on ICE power. Instead, we installed even smaller, faster-spooling turbos on the Regera, further enhancing the car’s drivability and response.” Koenigsegg has gone on to claim that the Regera can theoretically reach top speeds of over 400 km/h, although this has not yet been made official.

Honda/Acura JNC1 3.5L twin-turbocharged V6 Hybrid

The second-generation NSX is the beneficiary of a hybrid drivetrain that produces 573 hp via a twin-turbocharged V6, with 3 electric motors and a 9-speed DCT. It still delivers supercar looks and performance in an everyday livable package. Some pundits call it a “Porsche 918 light” and that says more than anything else about how good the car is. While it is true that the new Acura NSX cannot currently compete with the nostalgia and charm of the car that it replaced, we feel that it is a massively under-appreciated, but worthy supercar. This highly capable vehicle is inostensibly backed by its revolutionary hybrid drivetrain and overall performance figures.

Acura has just announced that they will be producing a limited-edition NSX Type S variant for the 2022 model year. Officially unveiled during Monterrey Car Week, the Type S will be the “quickest, most powerful and best-handling production NSX ever” according to the automaker, with an enhanced version of the 3.5L twin-turbocharged V6 hybrid engine now producing 600 hp and 492 lb-ft of torque. The 9-speed DCT and Super Handling All-Wheel Drive (SH-AWD) have also been optimized to get the most out of the car’s improved performance. While the NSX was never about all-out power, the hybridized powerplant is still good for 0-60 mph in under 3 seconds and a top speed of 191 mph.

Porsche 2.9L, 3.0L V6 E-Hybrid & 4.0L V8 E-Hybrid

Porsche has provided no shortage of options within any of its model line-ups, with the relatively recent addition of E-Hybrid models serving up even more choices for those seeking a more eco-friendly experience from the brand. While the Taycan is the only model fully committed to electrification, the E-Hybrids are an impressive alternative for those who aren’t quite ready to make the big step over to the other side. Currently, E-Hybrid models can be found within the Panamera and Cayenne model line-ups, and are destined to be in the mix with other models such as the Cayman, 911, and Macan in the not-so-distant future.

The Panamera 4 E-Hybrid is the entry-level E-Hybrid model – at least in size – combining a 2.9L twin-turbocharged V6 which produces 325 hp and 331 lb-ft of torque, with the E-Hybrid electric motor adding up to 134 hp and 295 lb-ft of torque. The lower-priced Cayenne E-Hybrid fashions a hybridized version of the base model’s 3.0L twin-turbocharged V6, while the Cayenne Turbo S E-Hybrid is married to the more robust 4.0L twin-turbocharged V8 which produces a combined 670 hp. The Panamera Turbo S E-Hybrid is at the top of the food chain when it comes to the range, and is the only model (notwithstanding the Cayenne Turbo S E-Hybrid) to feature a hybridized version of the 4.0L twin-turbocharged V8. On its own, the petrol engine produces 563 hp and 567 lb-ft of torque, with the E-Hybrid electric motor adding up to 134 hp and 295 lb-ft of torque.

September 2, 2021 / Comments Off

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2021 Porsche 911 GT3 Touring: An In-depth Look

Introduction

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

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

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

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

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

Touring Evolution

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

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

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

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

Engine & Performance

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

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

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

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

Chassis & Handling

Aerodynamics & Weight Reduction

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

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

Suspension & Chassis Control Systems

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

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

Brakes & Tires

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

Design, Styling & Interior

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

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

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

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

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

Pricing

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

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

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

Verdict

supercars.net 10/10

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

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

What Other Experts Are Saying

Top Gear – 10/10

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

Full article

Car Magazine – 5/5

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

Full article

Evo – 4.5/5

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

Full article

Image & Video Gallery

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August 26, 2021 / Comments Off

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Back to the 90s: Porsche Taycan Now Available in Rubystone Red and Acid Green

The Taycan and Taycan Cross Turismo will begin a new model year in September with improved electric sports range thanks to the technological developments, additional upgrades include the deep integration of Android Auto in the Porsche Communication Management (PCM) and the availability of Remote Park Assist.

The Remote Park Assist option can be controlled using a smartphone even when the driver is not behind the wheel, the automatic control function takes over the steering and movement system and allows the driver to park in both parallel and perpendicular parking spaces by measuring the spaces using ultrasonic sensors and cameras.

Unusual and unique paint colors can now be realised with the new Paint to Sample and Paint to Sample Plus options in addition to the 17 standard paint colors i.e the Taycan can now be painted in the classic 90’s Rubystone Red or bright Acid Green, Blue Metallic, Riviera Blue And Viola Metallic.

Despite the fact that the new model year will not be homologated differently, the range of the latest version will be greater especially in day-to-day usage as a result of the extensive technological developments implemented.

The front electric motor has completely been decoupled and de-energised in the partial load range in all-wheel drive models in Normal and Range mode and no drive is transmitted to the axle when the vehicle is stopped or coasting. The electric freewheel function reduces drag losses and improves the performance of the vehicle.

Other improved functions include the thermal management and charging functions. In addition, the Turbo Charging Planner enables the high voltage battery to heat at higher temperature than before thus fast charging at a higher charge level is achievable. The excess heat from the electrical component is used for regulating the battery temperature.

The vehicle has been fitted with the sixth generation Porsche Communication Management (PCM) since its introduction, the PCM has been integrated with both an Android Auto and Apple CarPlay for iphone for the first time which means that the vehicle now supports smartphones with Google Android Operating systems.

The infotainment system also features a Voice Pilot voice assistant and a satellite navigation system which uses an online search for points of interest (POI), calculates quickly and displays information clearly.

Almost 200,000 Porsche charging stations including 6,500 50kW-Plus DC charging stations are now available in more than 20 countries across Europe. Customers are able to charge their electric or plug-in-hybrid models for free at particular stations; over 2000AC charging points have already been offered in over 50 countries at hotels, restaurants, marinas, shopping malls and airports. All the Porsche charging services and operations are carbon neutral.

Rubystone Porsche Taycan

August 25, 2021 / Comments Off

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Rimac CEO on Porsche-Bugatti deal: ‘I am not somebody to play it safe’

Mate Rimac is used to being the underdog. At the Geneva auto show in 2009, the then-21-year-old Croat walked to the Koenigsegg booth looking for his idol, Christian von Koenigsegg. In those pre-YouTube-saturation years, Rimac didn’t know what the namesake of his favorite car brand looked like. And no one knew him. So he approached “the most serious-looking guy” at the stand and went on to befriend his idol, Rimac said in an interview on Aug. 13 in Carmel, Calif.

Twelve years on, Rimac, now 33, has more than leveled the playing field with his Swedish friend. On July 5 his Rimac Automobili — the tech and supercar company he founded in his garage — announced a joint venture with Porsche AG to take control of Bugatti. The 112-year-old French crown jewel in parent company Volkswagen AG’s crown, Bugatti sells cars like the 1,480-horsepower Chiron Pur Sport, which gets 8 mpg in city driving. The brand traditionally does not disclose specific sales results but is known to deliver roughly 80 vehicles globally each year. Rimac has characterized the acquisition as “removing some distractions” from VW.

According to the terms of the deal, Rimac holds a 55% stake in Bugatti-Rimac while Porsche owns the remaining 45%. Earlier this year, Porsche had also separately increased its stake in Rimac to 24%.

Rimac himself will take the helm of Bugatti-Rimac, while Porsche’s Oliver Blume and Lutz Meschke will join a supervisory board for the company. It’s all quite a change of view for a guy used to working behind the scenes.

“The stakes are getting bigger,” Rimac said. “But I am not somebody to play it safe. Never. Not even close. So if there is going to be some friction with our shareholders and more experienced people that come into the company, it’s going to be that.”

The arrangement marks the first time Volkswagen has ceded control over one of its brands to a company and a person so young. It also signals a subtle stratification of the company’s premium marques, dividing those aligned with Rimac, which includes Porsche and Bugatti, from those such as Audi and Bentley that are likely to continue using VW’s own electric components.

“We are already developing stuff that will be soon in high-volume Porsches,” Rimac says. “Not special projects, but the mainstream.” The company provides EV tech such as batteries for carmakers including Koenigsegg and Pininfarina.

At this point, Rimac admits that his 1,000-person, decade-old operation is far from an underdog. Porsche just paid the company $70 million, he says, and Rimac’s $2.4 million Nevera supercar recently turned in the quickest quarter-mile time ever for a production car. The Bugatti-Rimac venture will retain both Bugatti’s headquarters in Molsheim, France, and Rimac’s headquarters in Zagreb, Croatia.

“It feels really interesting when you think where we came from — this country has never had an automotive industry,” Rimac says of Croatia. “We had absolutely no idea what we were doing. And now our tech is in so many cars, and with Bugatti this whole thing is a huge responsibility.”

He is used to the pressure by now. Call it discipline à la automaker.

“I was told by our big OEM customers, if you screw up, the next day we send 30 trucks, they pick up everything, you are dead,” Rimac says. “If you screw up and you don’t deliver, everything stands still, and then you are dead. You are dead.”

Related Video:

August 22, 2021 / Comments Off

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50 Best Engines of All Time

I’m going to steal a line from an early-2000s TV commercial starring Jacques Villeneuve on behalf on Honda, and then use it as a segue into articulating the whole purpose of this list. “In every Honda car, there’s a Honda engine” he would ultimately exclaim at the end – the brand’s powerful marketing slogan which arguably has less backing these days, but has withstood the test of time nevertheless.

Similar self-proclamations could easily be adapted for use on any one of the world’s most iconic automobiles, of which there are many, yet at the same time, so few. Whether they be small, but vivacious 4-cylinder engines in compact roadsters, versatile 6-cylinder engines which have no meaningful shortcomings despite their apparent size handicap, V8 engines which never fail to deliver a classic form of tenacity and physicality, or epic V10 and V12 engines oozing with verve, muscle and dexterity…

…there can be no doubt that each and everyone one of our favorite sports cars are a product of the power plants that breathe life, identity and purpose into them.

Here’s our shortlist for the “50 Best Engines of All Time”, curated (and categorized by # of cylinders) for your reading pleasure:

“The crème de la crème of unadulterated performance” – Best V12 Engines Ever Produced

As far as internal combustion engines go, V12 engines are at the zenith. This is while still acknowledging the omnipotent W16 motors seen in today’s Bugatti hypercars, while not forgetting the likes of mainstream automakers – such as BMW and Mercedes-Benz – also having flirted with the idea of series-production V16 engines in the past. With the 16-cylinder power plants essentially synonymous with the French automaker, the V12 is the de facto ruler for the broader spectrum of ultra-high-performance automobiles.

The diversity of this list fully demonstrates the universal appeal that V12s have around the world, to both producers and consumers alike. This unanimous and long-spanning support for the technology has helped to spawn some of the most impressive engines ever produced. The usual suspects are at play here, with Ferrari and Lamborghini making their totally not unexpected appearances. The British – via Aston Martin, Jaguar, and GMA – have shared their own highly impressive interpretations as well, while more conventional brands such as BMW, Mercedes-Benz, and even Toyota have had their say.

For the most part, these engines are naturally aspirated and characteristically rev all the way to the moon. In totality, each and every one of them is nothing short of a legend.

Ferrari Colombo V12

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

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

BMW S70/2

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

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

Jaguar V12

Jaguar’s first foray into the world of V12 engines began in motorsport as early as 1951, with its 1964 XJ13 Le Mans race car eventually serving as the trickle-down technology source for its production cars. For the latter, this would begin with a 5.3L naturally-aspirated unit in the 1971 Jaguar E-Type and would even go on to be used by other automakers such as Daimler and Panther. An HE (or “high-efficiency”) version of this engine would be released in 1981 – featuring on the XJ12, XJ-S, and Daimler Double-Six – which improved fuel economy by almost 50% compared to its predecessor, without affecting performance.

In its final iteration, the V12 would evolve into a 6.0L HE unit which produced as much as 333 hp and 365 lb-ft of torque. It was likely to be some variation of this engine which was initially being marketed for use on the Jaguar XJ220, before the British automaker controversially decided on a 3.5L twin-turbocharged V6 engine instead. The last Jaguar V12 engined was produced on April 17, 1997.

Lamborghini V12 L539

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

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

Ferrari F140

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

Mercedes-Benz M120 / M297

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

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

Aston Martin NA V12

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

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

Toyota 1GZ-FE

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

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

GMA Cosworth V12

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

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

Bugatti 3.5L Quad-Turbocharged V12

This Bugatti engine has had a very decorated career, albeit a short one, which makes it all the more impressive. Featured exclusively on the (1991-1995) Bugatti EB110, this 3.5L quad-turbocharged V12 is responsible for some very notable distinctions. First, it is widely regarded as being one of the catalysts in the revival of the French marque even though it failed to be directly responsible for this. It became the world’s fastest production car of its time, beating the Jaguar XJ220 in the process.

Suffice to say, it grabbed all the headlines, and really, that was the whole point. I mean, for what other purposes would the use of four turbochargers be given the green light for? Sure, it produced a whopping 553 hp and 450 lb-ft of torque, but you would have to argue that this likely could’ve been achieved with a more conventional design. After all, quad-turbocharged engines never really proliferated, and there’s probably good science behind why that’s been the case. Nevertheless, there’s nothing un-iconic about a V12 engine with almost as many turbochargers as you can count on one hand; and we love it all the same.

“10’s all around for these special and iconic high-performance motors” – Best V10 Engines Ever Produced

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

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

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

Lamborghini / Audi 5.2L V10

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

Audi 5.0L V10 Biturbo

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

Audi 5.2L V10 FSI 40V

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

Lamborghini Huracán Performanté 5.2L V10

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

Dodge Viper ACR 8.4L V10

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

Lexus LFA 4.8L V10 (1LR-GUE)

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

Porsche Carrera GT 5.7L V10 (980/01)

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

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

BMW M5 V10 (S85)

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

VW Touareg V10 TDI

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

Dodge Ram SRT-10 8.3L V10

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

“The greatest of the eight-est” – Best V8 Engines Ever Produced

In almost all cases, manufacturers who choose to equip their cars with a V8 engine do so knowingly and deliberately. After all, such engines represent the first big step in crossing over a threshold to where performance becomes the sole focus; efficiency and economy are often not even invited as guests for a ride-along in the back seat.

With a quick glance at the back mirror, those pesky 4-cylinder and 6-cylinder engines begin to disappear into the horizon. Then, with the proverbial “pedal-to-the-medal”, the V8 power plant unanimously declares “all-in” with a loud roar – because this journey is all about thrill-seeking and checking things off the bucket list.

While high-performance V8 engines have normally been reserved for exotics – and muscle cars, in the more distant past – its application has been seen more in the mainstream these days. With the proliferation of automotive technologies, the V8 engine has become a gateway into the world of attainable supercar performance; each new engine is better than the one before it.

Ferrari F106

Dodge Supercharged Hemi

Dodge’s Hellcat series of cars have really taken the world by storm, offering almost unfathomable power in a non-exotic production vehicle – or any vehicle for that matter. It’s truly a revival of the “American muscle” movement, with the supercharged Hemi able to produce as much as 807 hp and 717 lb-ft of torque via the Dodge Challenger Hellcat Super Stock. Handling, agility, and all that other kind of stuff aside, this makes the Hellcat Challenger/Charger the quintessential American sports car which can be had for well under the 6-figure mark brand new.

BMW S63

Like other automakers on this list, BMW is no stranger to producing some of the world’s best V8 engines. The latest incarnation would be its masterpiece ‘S63’ – a 4.4L twin-turbocharged engine which produces at least 600 hp and 553 lb-ft of torque in the current-gen BMW M5 sedan.

Thought its true that this grants the quintessential luxury-performance saloon some serious supercar credentials, a look back to days gone by reminds us that engines such as the ‘S62’ and ‘S65′ deserve just as much recognition for their contribution to the Bavarians’ V8 platform. Respectively, each engine displaced 4.9L and 4.0L and were both naturally-aspirated.

Lexus 2UR-GSE

The 2UR-GSE is the latest iteration of Lexus’ increasingly iconic naturally-aspirated V8 power plant. Currently reserved for the marque’s high-performance models – such as the IS F, RC F, GS F, LC 500 and brand-new IS 500 – the 5.0L engine blends typical Lexus reliability with high-revving Japanese character. In its most powerful configuration, the 2UR-GSE produces 475 hp in the Lexus LC 500. Amidst an ever-changing landscape shifting towards hybridization and electrification, we hope that Lexus’ legendary naturally-aspirated V8 lives on for as long as possible

Much like our other selections, the 2UR-GSE owes much of its distinctions to predecessors such as the 1UZ-FE which debuted in 1989. This 4.0L V8 engine has proven to be bulletproof over the test of time, in addition to universal recognition it has received for being smooth, refined and sufficiently powerful for its intended application. It has served as the platform upon which the formidable GSE would eventually be conceived.

Ferrari F136

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

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

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

McLaren M830T / M840T

GM Small Block LT1/LT2

Introduced in 2014 for the C7 Corvette, the 6.2L naturally-aspirated V8 LT1 engine is part of GM’s 5th-generation small black engine family. It continues to be used on the present-day Camaro, with a new version of the engine – known as the LT2 – carrying on the bloodline via the brand new mid-engine C8 Corvette. The LT2 retains the 6.2L capacity but is more powerful that the LT1, producing at least 495 hp and 470 lb-ft in its latest configuration.

This was achieved by designing more efficient air-intakes sand exhaust manifolds, while also featuring a better lubrication system and more resilient camshaft. While it’s not a monster-out-of-the-box like say, Dodge’s Hellcat engine, the lightweight naturally-aspirated powerplant remains perfectly suited for what the Corvette is the best at delivering – brilliant all-around performance at a fraction of the cost of comparable options. The still-relevant LT1 is now being offered as a crate engine via GM’s performance division, with its 460 hp on tap for under US$10,000. Project car, anyone?

Audi 4.2L FSI

When Audi’s 4.2L FSI V8 engine was introduced, it was a bit of a departure from what Audi enthusiasts had grown accustomed to over the years. As one of the marques which helped to proliferate the use of turbochargers on production cars, the aforementioned engine first appeared in the 2006 Audi RS4 as a high-revving naturally-aspirated power plant.

Over time, it proved to be a fan-favorite in spite of its lack of forced induction and featured on such models as the RS5 and mid-engined R8. As a naturally-aspirated unit, the FSI V8 was able to rev up to 8,250 rpm and had a distinctively exotic exhaust note, regardless of the model it was mounted in.

The engine remained naturally-aspirated up until its use in the 444 hp Audi RS5; since then, recent iterations of the engine are now turbocharged and produce up to 600 hp.

Mercedes-AMG M178

Ford ‘Voodoo’ Flat-Plane

The ‘Voodoo’ engine produced by Ford is a 5.2L naturally-aspirated V8 which was made specially for cars such as the 526 hp Mustang Shelby GT350 and GT350R. Suffice to say, the Voodoo was a match made in heaven for the line-up’s most balanced and track-focused Mustang models. By utilizing a flat-plane crankshaft, the engine is weighs less and revs faster and higher (to 8,250 rpm) than the otherwise standard engines in other models. Its configuration also gives it an almost-exotic exhaust note, border-lining on ‘un-American’ – but owners won’t mind, as their domestic car hangs just fine with the exotics and other high-end sports cars on the race-track.

Following the template of past flat-plane V8 engines, the Voodoo applies the similar principles as engines that once powered hot-rods and muscle cars back in the 20th century – with impressive bang-for-buck, the engines produced big horsepower at a fraction of the cost of what was used in European sports cars and even domestic rivals. This provided owners with a rightfully potent automobile, and extra money left in the bank. It’s hard to argue with that!

“The Smooth. The Superb. The Sublime. The best 6-cylinder engines of all time” – Best 6-Cylinder Engines Ever Produced

In this modern automotive era, we are spoiled for choice when it comes to the wide array of supercars, hypercars and now EVs, to choose from. At this level of the game, the V12 engine is often seen as the standard bearer, while a V8 is the lowest benchmark. It’s no wonder the 6-cylinder engine often gets overlooked, despite continuing to power some of the world’s greatest sports cars and supercars. This isn’t just hyperbole. Case in point: the Porsche 911.

With the help of turbochargers, superchargers and in some cases, electric motors, 6-cylinder engines can often squeeze out just as much performance as their larger counterparts, while retaining the benefits of being more compact, lightweight and fuel-efficient. So while they aren’t typically as flashy nor headline-making as the V12s and V8s of the world, they are at the very least, an extremely versatile and dependable option to have in the engine war chest.

It’s no wonder the proliferation of the 6-cylinder engine has been democratized by auto manufacturers internationally, with the platform remaining ever-present across all continents. The Germans, Japanese and Italians are amongst those who persist with their undying trust in the 6-cylinder engine; so much so that it is still being improved and continues to power some of the best automobiles to this day.

Porsche M97.74

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

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

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

BMW S54B32

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

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

Nissan RB26DETT

Porsche MDH.NA

Honda C30A

The original 1990 Acura NSX was fitted with a 3.0L naturally-aspirated V6 engine which produced 270 hp. At the time, that was more than sufficient to go shoulder-to-shoulder with any of its supercar contemporaries; particularly Ferrari, its target rival. What truly made the C30A – and as a whole, the NSX – so special, was that it broke the mold of what a supercar could and should ought to be: reliable and useable. Almost blasphemous thinking at the time, the idea of the “everyday supercar” was still a twinkle in the eye of exotic car auto makers.

The engine demanded very little, if anything, above the expected maintenance laundry list and associated costs of keeping a Honda Accord running. It was refined. It performed. It was comfortable. You could drive it whenever you wanted to. The NSX is widely recognized as one of the forefathers of the modern supercar, going on to inspire the likes of the McLaren F1. That puts it in pretty high regard, I’d say.

Alfa Romeo ‘Busso’ V6

There is no other power plant on this list which has been as long-serving or as versatile as the ‘Busso’ engine. Named after its chief designer, Giuseppe Busso, the foundation of this engine was its 60° V6 configuration. From there, a colorful variation of engines were built upon it, with displacements ranging 2.0L to 3.2L plus the use of turbochargers (or none at all) depending on the intended application of the automobile it was being fitted to. This meant you could see a Busso producing as little as 130 hp in a 1983 Alfa Romeo Alfa 6, and up to 247 hp in a 2005 Alfa Romeo 156 GTA.

Regardless of its specs, every Busso engine shares the same reputation for being remarkably smooth, having good low-end power delivery, and an incredibly unique engine note at higher rpms. Needless to say, the Busso would go on to be the centerpiece of the brand for a good 30+ years.

Nissan VR38DETT

While there was a general expectation that the latest iteration of the GT-R would (or should) be powered by a V8 engine prior to its official release, Nissan inevitably stuck to its guns and continued the tradition of powering its flagship car with its tried and trusted 6-cylinder unit. This time, the engine would be produced in a 60° V6 configuration to ensure that the massively sized and massively powerful engine, could fit under the front hood. In the very first R35 GT-R cars, the 3.8L twin-turbocharged V6 produced 485 hp, before being upped to 545 hp for the 2012 refresh.

Since then, the hand-crafted power plants have been continuously improved over the years, with the most powerful factory version of the car – the Nissan GT-R Nismo – producing some 600 hp. Perfectly matched with Nissan’s dual-clutch transmission and proven all-wheel drive system, the VR38DETT continues a legend while forging one of its own, all at the same time.

Jaguar JRV-6

It’s rather humorous that the JRV-6 would not have made it on this list if not for a gaff on the part of Jaguar, who had originally marketed and went as far as promising that the XJ220 would be delivered to its first customers with a V12 engine. Nevertheless, the eventually-fitted twin-turbocharged 6-cylinder unit was borrowed from a Group B Rally car – the Rover Metro 6R4. It was rightfully potent, and actually made more power than the naturally-aspirated V12 which was originally proposed.

Able to produce up to 542 hp, the XJ220 would even go on to become the fastest production car in the world at the time, topping out at a brow-raising 217 mph. While its credentials were proven in the real world, I’m sure many buyers were still a bit miffed at the fact that the final product came with half the number of cylinders they had put down their deposits down for.

Toyota 2JZ-GTE

The 2JZ-GTE-equipped Turbo model was able to sprint from 0-60 mph in just 4.6 seconds and complete the standing ¼ mile in an impressive 13.1 seconds. Top speed was recorded at 155 mph.

Alfa Romeo 690T

The fact that the engine in the 2021 Alfa Romeo Giulia GTA is derived from the Ferrari F154 platform, automatically puts it in some highly esteemed company. After all, other variations of the F154 are used in the likes of cars such as the Maserati Quattroporte, Ferrari F8 Tributo and even the hybridized Ferrari SF90. While the F154 takes on a V8 configuration, the Alfa Romeo variant (known as the 690T) is a 2.9L twin-turbocharged V6 which produces 540 hp. Capable of 0-60 mph in 3.6 seconds, the 690T isn’t exactly blistering by today’s standards, but it does become an integral part of the car’s overall philosophy of balance and agility; this was probably one of the main reasons Alfa Romeo chose to go with a smaller unit rather than going the copy/paste route with the Ferrari setup.

The GTA / GTAm are about as track-ready as any production car can get when also factoring in its insanely aggressive aerodynamic and chassis upgrades.

“As far as four bangers go, these are the best” – Best 4-Cylinder Engines Ever Produced

There are a variety of reasons manufacturers choose to fit a 4-cylinder engine in their cars. They’re compact, lightweight and typically more fuel-efficient compared to all other mainstream alternatives. This makes them ideal for smaller cars – particularly those with economy being top of mind – but can serve just as well in heavier cars (which are often AWD) with a turbocharger providing some assistance.

For the Japanese automakers, the proliferation of 4-cylinder engines was born mostly out of necessity; stricter emissions standards as well as restrictions on engine and vehicle sizes for their domestic market, forced them to think smaller. This would in no way become a hindrance on engineering ingenuity – quite the opposite actually – as many of these companies would become the world’s artisans for the sport compact car. This unwavering dedication to mastering one’s craft has produced the likes of the F and K Series engines from Honda, and the 4G63T and EJ25 from Mitsubishi and Subaru respectively; both of whom would go on to become one another’s legendary rival.

However, the Japanese weren’t the only ones who were both industrious and creative when it came to the art of the four banger. With the ever-growing popularity of fuel-sipping and smaller vehicles world wide, the Europeans also began to fashion their own interpretation of the ideal compact-efficient package. The Scandinavians for one, have been unapologetic about their extreme commitment to eco-friendliness for many decades now, with the likes of Swedish automakers Saab and Volvo leading the charge in their continent.

The Americans, through Ford, would eventually bring their aptly-named EcoBoost engines to the market, while Italian outfit Fiat (owned by Chrysler) produces power units that are small in scale, but never lacking in character nor performance.

Honda F20C/F22C

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

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

Volvo Redblock B230FT

Volvos – particularly some of the older platforms and their engines – have been the subject of a growing following over the years, as performance enthusiasts and grassroots circuit drivers alike have discovered the now hard-to-keep-secret that is the Redblock B230FT engine. Built on a decidedly Scandinavian philosophy of minimalism and straight-forwardness, the Redblock engines have a reputation above all else, for being extremely bulletproof. This is the reason you see more of those old-school Volvo wagons and sedans (amicably referred to as “Turbo Bricks”) on the road today than maybe you should.

However, what is becoming increasingly significant about these cars is the value their engines bring to the larger automotive community. Because of their inherent indestructible qualities, the B230FT is becoming a popular choice for reliable high-horsepower builds, and even engine swaps into cars with native power plants that are otherwise less dependable.

Ford EcoBoost

Ford’s EcoBoost engines are amongst the most recent and significant line of 4-cylinder engines being produced by any manufacturer today. While there is certainly a monumental shift towards electrification – of which Ford is very much a part of – the petrol-powered engine remains relevant and continues to be improved amidst stricter emissions standards. Besides going full-on EV or hybrid, there is no other drivetrain unit that is more fuel efficient than a modern day turbocharged 4-cylinder engine.

They’re also capable of extraordinary performance, with the 2.3L EcoBoost unit in the Ford Focus RS good for around 350 hp. Recognizing the all-around benefits of the EcoBoost, Ford has used the powerplant throughout its entire lineup; you can find one in a Ford Mustang, a Ford Ranger, and even a Ford Bronco. Though it’s true that the internal combustion engine will be phased out sooner than later, the EcoBoost will be about as good as it gets before the transition is complete.

Toyota 3S-GTE

It can be argued that the Toyota 3S-GTE does not get all the plaudits it deserves, because it shared the stage with the A80 Supra (and its 2JZ engine) which would ultimately end up stealing the show. But the 3S-GTE has a lot of things going for it, not least of them being that it was used to power two of the most legendary Japanese sports cars – the Toyota MR2 and Toyota Celica GT-Four.

Typical of the brand and the era, the 3S-GTE was basically bulletproof thanks to its cast iron block and forged aluminum internals. When properly cared for, the engine has a shelf life of around 180,000 miles, which is pretty impressive coming from a 2.0L turbocharged inline-4 which produced 252 hp, and was built in the mid 90s.

Honda K Series

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

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

Mitsubishi 4G63T

Tracing its roots as far back as the early 1980s, the 2.0L 4G63 engines have truly withstood the test of time. The first turbocharged version of the engine, known as the 4G63T, was first seen in the 1998 Mitsubishi Galant VR-4. This engine would go on to become the heartbeat of the Mitsubishi Lancer Evolution line of cars from 1992 to 2007, which would go on to dominate the World Rally Championships. Suffice to say, the 4G63T, through the Lan Evo, would go on to define the brand for the greater part of two decades and also become the company’s most sought after sports car in both road-going and race-only configurations.

Today, the platform remains popular in grassroots rally racing and circuit racing and also for drag racing builds, due to the incredible amount of power it can make with the proper work.

Volkswagen EA888

While Volkswagen’s EA888 engine is another on this list that wouldn’t have made it if reliability was the key metric, there is no question about the powerplant’s performance potential and impressive fuel economy. Today, it most notably appears in the Volkswagen Golf R and Audi S3 where it produces a smidge less than 300 hp. This, along with being very light weight, makes it an ideal match for a modern hot-hatch and compact sedan, but owners can also benefit from relatively lower costs at the pump (provided that it’s not being hooned all the time).

The EA888 engines are extremely popular amongst the tuning community, as a simple build using mostly bolt-ons can easily yield a reliable 500+ hp. Suffice to say, the EA888 is also a solid platform upon which VAG can build more powerful and advanced versions in the future, which I’m sure we’ll be seeing in newer generations of the aforementioned cars and more.

Subaru EJ20

Ok. So while the EJ20 probably won’t go on to pip any of the other engines on this list for the “most reliable” awards, it remains a prolific engine that has powered an iconic car for the greater parts of each of the past 3 decades. The car specifically, is the WRX STi, which is one half of an epic rivalry between Japanese (and rally car) giants Subaru and Mitsubishi. Despite the well documented issues with head gasket failures and the like over the years, the EJ20 has still proven itself through the test of time, with the latest iteration of the engine being used as recently as 2019, coinciding with release of the Subaru WRX STi Final Edition.

The EJ20 has never been short on character, with its Boxer configuration and the use of unequal-length headers giving the car its distinctive “burble” – a sound which has become synonymous with the car and instantly recognizable to any moderately trained ear.

Saab B234R

These days, you’d be hard-pressed to find many people who remember Saab as a brand, nor as one of the pioneers of bringing turbochargers to the mainstream. But, they were most certainly both of those things, with the company’s heyday taking place during the late 1980s and early 1990s. Saab’s B234R engine was the golden boy of this era; forged internals and an iron block were the backbone of an extremely reliable platform.

In its complete packaging, the turbocharged engine – via a 5-speed manual Saab 9000 Aero – produced 225 hp and a whopping 300 ft-lb of torque. This helped propel the otherwise unassuming euro sedan from 0-60 mph in just 6.7 seconds. Undoubtedly quick for its day and capable of so much more. It’s no wonder the car has a niche (but passionate) following to this day.

Fiat MultiAir Turbo

In my opinion, Fiat has become the de facto micro car producer; at least in North America, where there are far fewer options than in Europe and Asia. Without a doubt, this is in large part owed to fact that Fiat is owned by American automotive conglomerate Chrysler, who leveraged their position to become the dominant force in this market segment. While subcompact cars have yet to really take off west of the Atlantic, Fiat have proven that while micro cars need to be powered by micro engines, their performance can be anything but.

The pinnacle of this is displayed through their 1.3L and 1.4L MultiAir Turbo engines, which have gone on to win numerous awards. Currently, these engines power the Fiat 500X and 500L models, and produce 177 hp and 160 hp respectively, alongside the company’s best-ever fuel consumption and emissions figures.

August 17, 2021 / Comments Off

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The 911 GT2 RS Clubsport 25

I’m sure we all remember the Ferrari 599XX from 2009, a track-only version of the famous Ferrari 599, but one that couldn’t be entered into endurance or GT racing, this kind of race car was only eligible to be used during Ferrari track days, when the owner of the car could count on the support of actual Ferrari mechanics present at the track, complete with a pit crew and even engineers gathering data for research and development … only a select group of VIP customers could even buy this car. But that wasn’t even the first kind in the ‘XX’ series, in 2005 some clients were invited to buy the Ferrari FXX, the was developed into the FXX Evoluzione by 2008 … but the best came around in 2015 when Ferrari launched the LaFerrari for road use, and the Ferrari FXX K as a track-toy for the ultra-rich.

Lamborghini joined this select club with their Essenza SCV12 in 2020, we’ve been able to enjoy it on the famous hill climb during the last Goodwood Festival of Speed, thundering loud, a race car pur sang, but just like the Ferrari XX series, only possible to enjoy on closed tracks, not in an actual FIA race … and now it seems the Porsche marketing team took that idea and executed it onto their flagship model, the famous 911, more specifically the GT2 RS model.

Porsche unveiled the limited edition 911 GT2 RS Clubsport 25, only 30 units of this track-only model will be made, as a celebration of the 25th anniversary of Manthey-Racing GmbH, being a joint venture in design and development between Porsche and Manthey, but none of these will be able to be driven on the open road, based on the 911 GT2 RS Clubsport, this new limited edition is powered by the 3.8-liter flat-six twin-turbo engine, pumping out 700 PS (or 515 kW) to the rear wheels only through the seven-speed Porsche dual-clutch gearbox (PDK).

The exterior design for this new 911 GT2 RS Clubsport 25 shows various elements from familiar and future Porsche racing cars, the technology, and aerodynamics seen on this car bridge the gap between the 991 and 992 model generations of the 911, with inspiration from Manthey’s 911 GT3 R, which Nürburgring fans fondly dubbed “Grello” thanks to its distinctive green and yellow finish, but in the end, Grant Larson from Style Porsche added some final optical touches, remember Larson designed some legendary racing cars like the 911 RSR, 911 GT3 R as well as the modern 935 and many more.

Similar to the Porsche 935, the new 911 GT2 RS Clubsport of the 991 model generation is used as the base for this limited edition version, the centrally-positioned radiator is one of its defining features to resemble the 911 GT3 R, the totally new front bumper comes with a central intake for optimum airflow, this special edition also boasts a closed underbody and a carbon fiber front lid in a new design where the two large vents, separated by a center divider, channel hot air over the roof to the rear wing while the center-mounted NACA duct pulls fresh air to the cockpit.

The suspension for this new 911 GT2 RS Clubsport 25 uses parts sourced from the modern 935, with massively wide center-lock 18-inch wheels that boasts large offsets so this car features a significantly wider track than the regular 911 GT2 RS Clubsport, to cope with that wider track the fenders on this car had to be redesigned thoroughly, a massive rear wing is an integrated unit into the rear of the body, it serves as a wrap-around separation edge, a design element that distinguished Manthey’s first MR.

“With the 911 GT2 RS Clubsport 25 special edition, which we designed and developed in conjunction with Porsche Motorsport, we’ve reached another milestone in the 25-year history of Manthey. It’s a perfect example of our guiding principle ‘Closer to Perfection,’” states Nicolas Raeder, Managing Director of Manthey-Racing GmbH. “With every modification, technological function always takes priority. That’s why the 911 GT2 RS Clubsport 25 has its very own character, which also reflects our brand values: straightforward and meticulous, flexible and uncompromising.”

The taillights meet current rules and are shared with the 911 GT3 Cup, while the headlights are derived from the Le Mans-winning 911 RSR, but have been further developed for this model specifically, they now have integrated turn signals and are particularly efficient in illuminating the track, while a bespoke rear diffuser is a perfect surrounding for the newly developed exhaust system, with its dual tailpipes that draw attention to themselves even without the engine running.

August 10, 2021 / Comments Off

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2021 Porsche Taycan Cross Turismo: An In-Depth Look

Introduction

With the introduction of the new Cross Turismo range of Porsche Taycan models, we’re now entering the second act of the company’s electrification strategy. The Porsche Taycan Cross Turismo carries over the EV-platform and performance from its sedan counterpart, then amalgamates them with the utilitarianism of a sporty crossover / estate. What this means is that you can expect the same 800-volt battery architecture powering the car, with 93.4 kWh as the standard fare on all models (certain sedan trims could be had with a smaller 79.2 kWh pack).

While a number of the Cross Turismo models’ design elements bear an obvious resemblance to the sedans, they offer something very distinct as well. Aside from the glaringly obvious visual and utilitarian differences that are on tap, all CT models feature a longer roof which flows into its estate-like silhouette. This allows the CT models to have up to 43 cu. ft. of cargo space – compared to the sedan’s 14 cu. ft – plus an additional 36 mm of headroom for rear-seated passengers. The Cross Turismo also comes with significantly more ground clearance too, along with a “Gravel Mode” which is unique to the CT range.

Adding the optional Off-road Design Package gives the car an even more pronounced statement of intent; one that suggests that the Cross Turismo can go places and perform tasks that the regular, more sportscar-oriented Taycan cannot. The Porsche Taycan Cross Turismo is currently available in four distinct trim levels – 4, 4S, Turbo, and Turbo S – with relative performance figures and standard features across the range, mostly in parallel with that of the sedans. The gap in performance (and price) between the 4S and Turbo models suggests that there is ample room for a GTS model to naturally slot in some time down the road, but we will have to wait and see.

Available Trims

2021 Porsche Taycan 4 Cross Turismo

Base Price: US$90,900
Engine: AC Permanent Synchronous Motor
Power: 375 hp (469 hp w/ Overboost Power and Launch Control)
Torque: 368 lb-ft
0-60 mph: 4.8 seconds
Top Speed: 137 mph

The Porsche Taycan 4 Cross Turismo is the entry-level offering within the CT range, with its performance figures most comparable to the base rear-wheel drive Porsche Taycan sedan. It does get a boost over the aforementioned, thanks to the larger 93.4 kWh battery and all-wheel drive coming standard.

For those who have a budget in mind and are willing to forgo a bit of performance in order to partake in Porsche’s interpretation of fully-electric-practicality, the Taycan 4 Cross Turismo is a great choice priced at well under 6-figures before options.

2021 Porsche Taycan 4S Cross Turismo

Base Price: US$110,300
Engine: AC Permanent Synchronous Motor
Power: 482 hp (562 hp w/ Overboost Power and Launch Control)
Torque: 479 lb-ft
0-60 mph: 3.9 seconds
Top Speed: 149 mph

The Porsche Taycan 4S Cross Turismo is the second offering in the CT range, and costs $6,500 more to get into than its sedan equivalent. However, it is important to note that the 4S Cross Turismo comes standard with Performance Battery Plus (93.4 kWh battery) while the 4S sedan does not. Both models share the exact same performance specs when equipped with the 93.4 kWh battery, with the CT a smidge slower from 0-60 mph due to the extra bit of weight.

In our opinion, we feel that the 4S Cross Turismo offers the best balance of price, performance, and practicality out of all the models in the range. Where the Taycan sedan is more of a high-performance sports car, the CT is targeting the more pragmatic, family-oriented buyer; one who is more likely to find that the performance of the Turbo and Turbo S models go well beyond what is needed for the task at hand.

2021 Porsche Taycan Turbo Cross Turismo

Base Price: US$153,500
Engine: AC Permanent Synchronous Motor
Power: 616 hp (670 hp w/ Overboost Power and Launch Control)
Torque: 626 lb-ft
0-60 mph: 3.1 seconds
Top Speed: 155 mph

For those who want to enjoy their Taycan Cross Turismo for more than just family road-trips and running errands around town, the Turbo offers insane performance if you also fancy a weekend session at the race track or straight-line launches on the empty country backroads.

The Turbo generates up to 670 hp and can complete 0-60 mph in just 3.1 seconds, transforming the car from reliable kid-hauler to practical supercar. Among other things, the Turbo will also come standard with more features, which include 20” Taycan Turbo Design Wheels and larger brakes compared to the 4 and 4S models.

2021 Porsche Taycan Turbo S Cross Turismo

Base Price: US$187,600
Engine: AC Permanent Synchronous Motor
Power: 616 hp (750 hp w/ Overboost Power and Launch Control)
Torque: 774 lb-ft
0-60 mph: 2.7 seconds
Top Speed: 155 mph

The Porsche Taycan Turbo S Cross Turismo is for those who desire performance without compromise and want to make the ultimate statement in a Porsche Taycan. While the practicality of the CT’s station wagon platform still remains, there is no doubt that it plays second fiddle to the performance credentials that only a Turbo S can offer.

Generating up to 750 hp, Porsche claims that the Turbo S Cross Turismo is capable of sprinting from 0-60 mph in just 2.7 seconds. However, a number of independent tests have been able to complete this feat in even less time, revealing hypercar credentials which are likely to overshadow the car’s inherent utilitarian qualities.

The Turbo S also comes standard with more equipment than any other CT model, with Porsche Carbon Ceramic Brakes (PCCB), Sport Chrono Package and Adaptive Sport Seats Plus (18-way) available at no extra cost. The car is also equipped with 20” Taycan Turbo S Design wheels, which can be upgraded to the 21” Cross Turismo Design Wheels for free.

Engine, Drivetrain & Performance

As mentioned earlier, all Taycan CT models will come equipped with the same 93.4 kWh battery as standard to complement the compulsory all-wheel drive. Each of the 4 trims (see above) unlock increasing stages of power as you move up the roster, with the range-topping Turbo S capable of some 750 hp and 774 lb-ft of torque. The 2-speed transmission also carries over and continues to be a stand-out feature amongst other EVs, with the platform allowing for improved battery performance and efficiency. Regardless of the power on tap, you can expect the CT models to exhibit the very same sensations and driving character as their sedan counterparts. Acceleration and throttle response are instantaneous in relation to pedal inputs, with power delivered ever so smoothly, even while at times brutally so, particularly in the Turbo and Turbo S models.

“One pedal driving” continues to elude the Taycan CT’s skillset; this is where other EVs – like Teslas – can almost be exclusively driven using only the accelerator, as merely taking the foot off the pedal is sufficient to bring the car to a stop in most situations, making the brake pedal more of a luxury than a necessity. I’m not a fan of this, but apparently many people are – frankly, I think it’s a good thing that Porsche has forgone this feature on their cars, as it would be an uncharacteristic one, to say the least. Electric Sport Sound continues to be a trademark on the Taycan CT (though optional on the lower models), providing artificial engine noises orchestrated through a sci-fi symphony.

Most critics believe that the Taycan 4S Cross Turismo hits the sweet spot in the range, with its 482 hp (562 hp w/ Overboost) deemed to be more than sufficient for what most buyers – whom have the CT shortlisted – would be in the market for. I definitely share this sentiment, as 0-60 mph in 3.9 seconds is just fine for a family hauler. Nevertheless, the Turbo and Turbo S models showcase the true potential of Porsche’s fully-electric performance line-up, and are impressive machines which should have no problems wooing thrill-junkies who have the means to buy one.

Battery, Range & Charging

It’s the same 800-volt battery architecture powering the car, with 93.4 kWh (of which 83.7 kWh is usable) as the standard fare on all models (certain sedan trims could be had with a smaller 79.2 kWh pack). EPA range estimates are known to be excessively harsh compared to the majority of real-world results, and this trend predictably continues for the Taycan CT.

Here are the EPA range estimates for the 2021 Cross Turismo models:

Taycan 4 Cross Turismo: 215 miles
Taycan 4S Cross Turismo: 215 miles
Taycan Turbo Cross Turismo: 204 miles
Taycan Turbo S Cross Turismo: 202 miles

These figures are almost identical to that of the sedan, and likewise, real-world results have similar variances from that of the EPA’s findings. Based on the former, you can expect about a 20-25% increase in mileage for each tier, meaning your Taycan 4 Cross Turismo for example, should get closer to 275 miles of range under normal and reasonable conditions.

Charging speeds are the same across the entire Taycan range, with the Taycan CT also able to boost from a state-of-charge of 5% to 80%, in as quickly as 22.5 minutes at a DC fast charging station. On my personal Taycan 4S sedan, I’ve determined this to be essentially accurate.

Chassis & Handling

Despite being an obviously bigger car, Porsche has impressively kept the weight increase of the CT compared to the sedan to just 25 kg, which was likely no easy feat considering the car’s overall 2,320 kg footprint. In addition to coming exclusively with all-wheel drive, the Taycan CT also has the three-chamber air suspension (PASM) as standard. In CT guise, this allows the car to be raised up to 30 mm higher off the ground than the sedan, while revised wheel mounts, strut supports and a self-levelling system were adapted for the more utilitarian purposes of its cross-over / estate platform. The double wishbone front with multilink rear configuration is also carried over.

The CT also shares the same 5 selectable driving modes: Range, Normal, Sport, Sport Plus and Individual. Exclusive to the CT is a new “Gravel” mode which Porsche says, gives the car more “Bad Road Capabilities” by managing torque distribution and other chassis behaviors to be more harmonized with roads of a non-paved persuasion. Back on tarmac, the CT presents phenomenal ride quality and comfort, blended with remarkable performance and speed, all the while being discreet and unassuming as it goes about it. It’s something you have to experience to truly understand the level at which this is all achieved.

In the most extreme test of the CT’s chassis and handling, I would expect it to perform not dissimilarly to that of any of the all-wheel drive sedans. I do have some of my own data to share after taking my personal Taycan 4S on to the race track, which is laid out in point-form below:

While it’s ultimately impossible to disguise the Taycan’s hefty weight and large footprint, the car has been phenomenally designed to handle it, and then some. The ultra low center of gravity – inherent from the battery’s weight and placement along the floor of the car – adds a new, impressive dimension to high-performance driving that is difficult to duplicate in a petrol engine road car.
Smooth, with no nonsense near the limit. The Taycan is a confidence-inspiring performer, that feels safe without being intrusive, and shows a wild side without needing to be unrefined. Those who believe that an enjoyable track car can’t exist without the ruckus of a screaming exhaust, clunky noises and a tooth-grinding suspension, will probably have their minds changed after driving an EV that has Porsche DNA coursing through its veins.
Combination of electric motor (regen) braking and actual braking (pads and rotors) is quite the dynamic duo in tethering the 5,900 pound Taycan. So effective is the former’s performance, that carbon ceramics would certainly be overkill for the street, while an argument can be also be made for the same (to a lesser degree, of course) on the track. Nevertheless, to squeak out the extra bit of performance in a min-max fashion, PCCB is obviously a required option.
The OEM tires – in my case, Michelin Pilot Sport 4 XL – are a good match for any type of environment, including the track. However, I felt that they were certainly the weak point of the car when it came to high-performance driving and without question, a set of stickier tires such as r-compounds (or these) would have a transformative effect on the experience – as they would in any vehicle transitioning from street tires to track tires. I suspect range would suffer noticeably with the increased grip, though.
PTV Plus and Rear Axle Steering (which came as part of the optional Performance Package) help rotate the car in ways that would initially be thought of as impossible for a 6,000 + pound machine (including driver), even with its uniquely low center of gravity in play. At your command is a level of precision and agility you would normally expect from cars which are mechanically much more nimble. Yes, electronics are at play here to make it possible for the Taycan to provide its “just point and go” capabilities, but as with any Porsche these days the car is remarkably tactile and driver centric.

Brakes & Tires

Let’s start with the Turbo S, which comes fitted with almost unnecessarily large and expensive brakes – I say ‘almost’, because if you do take your car to the race track, then cheers to that! Otherwise, the gigantic 420 mm carbon ceramic brake discs and 10-pot brake calipers will certainly be overkill for any road with a speed limit attached to it. This is particularly true when considering that braking forces up to 0.39G are achieved entirely by the electric motors – more than enough to come to a full-stop in everyday situations – with no pad-to-rotor contact being made until that threshold is broken.

All that being said, the regular steel brakes (or surface coated brakes) will do just fine for the 99% of situations that 99% of Taycan drivers will encounter. Regen braking can be toggled on or off by a switch on the steering wheel, though as mentioned before, one pedal driving isn’t part of the deal; part of what makes it drive more like a sports car, and more like a Porsche. I’m game.

Michelin Pilot Sport 4 XL tires continue to serve as the primary OEM offering for the CT. That’s good and all, but it leaves many of us wondering why an all-terrain tire option isn’t also available from the factory, given the additional talents the CT has stored in its locker.

Design, Cabin & Amenities

Exterior

By nature of its body style and design, the CT offers more cargo space and a smidge more passenger room than the Taycan sedan. In terms of actual outcomes, this equates to an additional 30 cu. ft. of cargo space and about 36 mm of rear headroom (legroom is roughly unchanged). The CT is also 11 mm longer and sits 20 mm higher from the ground than its stablemate, while each are in their default ride settings. The aforementioned Gravel mode will lift the car an additional 10 mm.

Should off-roading or more adventurous excursions be more your flavor (or if you simply like the look, which is just as fine) then we highly recommend the optional Off-road Design Package which is available on all CT models. This package adds black lower body cladding which functions as debris-protection, while giving the car a more rugged, purposeful appearance. As the default, the package also has the car sitting at the higher Gravel mode ride height, but given that these settings can easily be toggled after the fact, makes it sort of a moot point.

Interior

With over 41 cu. ft. of cargo space with the seats folded down, the Taycan CT is sufficiently equipped to meet tackle most utilitarian demands, though competitors such as the Mercedes-Benz E-Class Wagon manage a lot more with around 64 cu. ft. at its disposal. The extra-long roof doesn’t translate to any more legroom than in the sedan – or even that much more headroom, at just an additional 36 mm – but it certainly creates the sensation of a much more spacious interior.

Those who have already ridden in the Taycan sedan will otherwise note that the two cars are virtually identical inside, with a minimalist touchscreen user interface and control panel at the heart of the driver’s cockpit. Despite being an crossover / estate, the driving position continues to be low-slung and sporty-feeling, with front and rear visibility likewise providing more of a sportscar POV than that of an SUV. That’s fine, as I don’t think Porsche was ever trying to market the car as being the least cool of the Taycan siblings.

As is the case with any Porsche car these days, options – of which there are a plethora – can make or break your build-sheet (and bank account). Anything from an Alcantara-wrapped steering wheel to a vegan leather interior is available as an option, and there is no shortage of selectable features to customize the car to one’s personal tastes and exacting demands. There are certain options that I think everyone should strongly consider though, such as the extra rear seat (to make it a true 5-seater instead of a 4+1), the performance roof box and heck, even the rubber floor and rear boot mats. On a car like this, it just makes sense to have all of those things on hand. At worst, it would only be good for resale value.

Verdict

supercars.net – 9/10

“These are still early days for the Taycan, its Cross Turismo derivative, and the EV ecosystem as a whole. If not for some of the challenges facing early adopters who have to contend with the likes of charging infrastructure playing catch-up in most places around the world, the notable effect that cold weather can have on range, and other distinctly-EV obstacles, it wouldn’t be farfetched to praise the Porsche Taycan Cross Turismo for achieving perfection as an all-rounder car. It’ll have to get a 1-notch-down from being just that, until improvements in technology can adequately address such issues. For now, let’s hope we can move the needle up to a ’10’ sometime in the near future.”

What Other Experts Are Saying

Top Gear – 9/10

“The most complete fast estate available today. And perhaps the best electric car, too.”

Link to full article

CNET – 8.9/10

“With plenty of power, range, comfort and convenience, the base Taycan 4 is all the Cross Turismo you really need.”

Link to full article

What Car? – 5/5

“It’s hard to think of a car that could keep pace with the Cross Turismo in Turbo guise cross-country.”

Link to full article

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August 2, 2021 / Comments Off

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A one-of-a-kind Porsche 911 to honour Mexico’s greatest racer

There are not too many professional drivers in the world that can show two Formula One Grand Prix wins, a victory at the 24 Hours of Le Mans, and four triumphs in the 24 Hours of Daytona, 50 years ago … Pedro Rodriguez is probably the most successful driver Mexico ever had, sadly he lost his life at the Norisring street circuit in Nuremberg, Germany on 11 July 1971 after he managed to secure the championship win for Porsche in 1970 and 1971 in the World Championship of Makes, called the World Endurance Championship (WEC) today, Pedro held 11 titles in this series.

To commemorate this amazing Mexican driver, Porsche Latin America together with Porsche Mexico commissioned a bespoke build from Zuffenhausen … a tribute version of the Porsche 911 Turbo S, with the help of Porsche Exclusive Manufaktur, this one of a kind 911 was put together, the Porsche 911 Turbo S ‘One of a Kind’ Pedro Rodríguez to be unveiled at a Sportscar Together Day at the Centro de Alto Rendimiento Pegaso, in Toluca, Mexico.

A total of 8 of those 11 victories in the World Championship of Makes were behind the wheel of the famous Porsche 917 KH racecar, in the very distinctive, but immensely famous, Gulf Oil livery, the combination of Gulf blue and bright orange that adorned numerous racecars over the years, with the Porsche 917 KH being among the most famous cars from Germany ever, so this tribute 911 just had to wear this dress again, 50 years later.

This one-of-a-kind Porsche 911 Turbo S tribute will remain a unique car forever, Porsche actually locked this specific configuration in their configurator, nobody else in the entire world will be able to order a Porsche 911 Turbo S exactly like this, with these specific options. “This car has unique elements that no other car in the world can have,” says Camilo San Martin, Director of Porsche Mexico.

This specific Porsche 911 Turbo S comes with custom-designed wheels in a glossy black finish and aluminum center-locking bolts, but the light blue body also features a racing cartouche, populated with the number 2 in this case. Another amazing detail is the custom plaque fitted onto the B-pillar of this car, showing the silhouette of the famous Porsche 917 KH for this occasion in the colors of the Mexican flag accompanied by Pedro Rodriguez’s name and signature.

As yet another tribute to a unique, irreplaceable driver, an idol of the past and a legend of today, the names of the eight races he won with the 917 KH are engraved under the rear spoiler, while more attention to detail can be found on the door sills, when you open the door the carbon fiber trim on these sills contains an illuminated version of the plaque from the B-pillar … simply amazing.

The interior of this unique Porsche 911 Turbo S Pedro Rodgriguez tribute is just astonishing with a graphite blue upholstery in soft leather with contrasting stitching in bright orange to match the outside livery, and while these might just be small details, you’ll find the 917 profile as embroidery on both headrests again, in orange naturally, and Rodriguez’s signature embossed into the armrest between the seats, and additionally on the carbon fiber dashboard trim.

And that’s not even all of the bespoke elements for this special car, even the key for this Porsche 911 Turbo S was color-coded to the Gulf blue exterior … and shows the signature of the two-time world endurance champion as well. To complete the extensive options list of this one-off, there is a bespoke luggage set that comes with the car, finished in Graphite Blue leather with orange stitching and details, so it matches the interior upholstery perfectly.

Interested in adding this car to your collection, despite the fact you will not be able to order a second, similar one from Porsche directly? Fear not, this Porsche 911 Turbo S “One of a Kind” Pedro Rodríguez will be auctioned off later this year with all proceeds going to various charitable causes.

July 28, 2021 / Comments Off

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Tom Cruise’s ‘Risky Business’ 1979 Porsche 928

The Porsche 928 was intended to replace the iconic 911. Well, that never happened, but that doesn’t mean the bug-eyed 928 isn’t worthy. This one, in particular, was used in the filming of the 1979…

The post Tom Cruise’s ‘Risky Business’ 1979 Porsche 928 first appeared on Cool Material.

Best V10 Engines Ever Produced

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

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

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

Lamborghini / Audi 5.2L V10

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

Audi 5.0L V10 Biturbo

Audi 5.2L V10 FSI 40V

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

Lamborghini Huracán Performanté 5.2L V10

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

Dodge Viper ACR 8.4L V10

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

Lexus LFA 4.8L V10 (1LR-GUE)

Porsche Carrera GT 5.7L V10 (980/01)

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

BMW M5 V10 (S85)

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

VW Touareg V10 TDI

Dodge Ram SRT-10 8.3L V10

July 19, 2021 / Comments Off

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

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

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

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

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

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

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

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July 15, 2021 / Comments Off

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

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

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

2022 Hyundai Tucson

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

Score: 8

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

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

Cons: Thrashing base engine, lack of volume knob

From the editors:

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

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

2022 Kia Carnival

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

Score: 7.5

What it competes with: Chrysler Pacifica Hybrid, Chrysler Pacifica, Toyota Sienna, Honda Odyssey

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

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

From the editors:

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

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

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

2021 Kia Sorento

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

Score: 7.5

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

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

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

From the editors:

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

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

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

2021 Porsche Panamera

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

Score: 7.5

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

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

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

From the editors:

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

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

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

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

2021 McLaren 720S

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

Score: 8

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

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

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

From the editors:

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

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

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

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July 9, 2021 / Comments Off

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Porsche Taycan 4S – 1-Year Anniversary

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Q: Do you plan on winter driving the car?

A: Been there, done that. And yes.

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

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

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

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

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

July 6, 2021 / Comments Off

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

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

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

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

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

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

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

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

July 5, 2021 / Comments Off

308

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

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

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

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

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

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

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

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

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

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

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

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

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

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July 1, 2021 / Comments Off

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The Porsche Cayenne Turbo GT

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

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

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

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

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

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

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

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

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

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

June 30, 2021 / Comments Off

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

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

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

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

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

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

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June 24, 2021 / Comments Off

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The new Porsche 911 GTS

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

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

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

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

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

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

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

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

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

June 23, 2021 / Comments Off

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Porsche Macan: Final testing for the facelift

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2022 Porsche Macan Facelift

June 21, 2021 / Comments Off

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