Performance: Same, But Different. The GT3 has one of the world's finest naturally aspirated engines in its 4.0-liter flat-six. It revs to a glorious 9,000 rpm and develops an ideal 502 hp with 346 People use the term ‘race car for the road’ quite loosely, but this is about as close as you can get to that statement being the truth. Rory takes the new Po It'll allegedly arrive in 2026, a little over half a century since the original rear-engined machine debuted. Based on the 911 Turbo with its flat-six 3.8-liter, twin-turbo engine, the GT2 RS is Select configuration: GT3 Coupe. $182,900. Starting Price (MSRP) 8.6. Porsche 911 GT3 For Sale Porsche 911 GT3 Full Review Porsche 911 GT3 Trims Comparison. Change Vehicle. Compare models. Models 718 911 Taycan Panamera Macan Cayenne. Body Design Coupe Cabriolet Targa Roadster SUV Sports Sedan Executive Sport Turismo Cross Turismo. Transmission Manual Tiptronic PDK 2-speed transmission. Seats 2 4 - 5. Drive Rear wheel drive All wheel drive. Fueltype Gasoline Diesel Hybrid Electro. The 911 GT3 RS quickens the pulse like very little else can. You are catapulted by the 4.0-litre, high-revving, naturally aspirated 525PS engine from 0-100km/h in just 3.2 seconds. With up to 465Nm of torque available to you, you’ll barely have time to draw breath as you make extraordinarily rapid progress through the gears. . Porsche 911 Turbo S (992) Engine 3,745cc, twin-turbo, flat-six Transmission 8-spd dual-clutch PDK, AWD Power (hp) 650@6,750rpm Torque (lb ft) 590@2,500rpm-4,000rpm 0-62mph Top speed 205mph Weight 1,640kg (DIN) Price £160,610 (as tested £169,484) You know what's brilliant about the new GT3? Its gear lever. Take a gander below. Reportedly it looks the way it does because GT boss Andreas Preuninger prefers to flick up and down ratios the old-fashioned way. This is a preference he and I share. It is the way all the gear levers in PDK 911s should look and function. Partly because it's perfectly sized and Alcantara-clad, which makes it great to hold in a way the silly big switch is not, but mostly because the quick-fire motion of shifting sequentially with your palm is as close as you're going to get to the physicality of a proper manual 'box. Which you obviously can't have in a 992 Turbo helps, of course, that in the GT3's case the stick is up or downshifting one of the world's last great petrol engines. We can talk all day about where precisely the latest version of the stellar unit falls in the pantheon of Porsche flat-sixes, but there is no question of its haloed status in 2021. It is ravishingly good in a way that only a 9,000rpm naturally aspirated motor could be when its virtues palpably separate it from the vast majority of other engines on yet it gives up 140hp to the smaller, much less famous twin-turbocharged flat-six Porsche has installed in the current 911 Turbo S. This is a lot. On paper it is the difference between seconds to 62mph and which perhapsdoesn't sound like a consequential amount. But dipping that far beneath the three-second tape is the difference between merely scintillating acceleration and something truly unearthly. The GT3 is roughly as quick to the national limit as the new xDrive-equipped BMW M3. The 992 Turbo S will get you there quicker than a McLaren 720S. That's the there's the way it is delivered. No one in their right mind is going to accuse the new GT3 of being laggardly at low revs (and downshifting its shorter ratios is plainly half the fun) but the simple fact is that access to 590lb ft of torque from 2,500rpm is wildly dissimilar to building up to 347lb ft at 6,100rpm. Sure, the latter is underpinned by all manner of fireworks, but the adaptive all-wheel-drive Turbo S conceals its 200kg-odd weight penalty beneath a surging drivability in all conditions. It isn't just fast on the right road or when you're in the mood or when the sun's out or beyond a pit lane wall - it is prodigiously fast no matter course the reductive way to consider this from the GT3 side of the coin is to dismiss this thrusting attitude as mindless posturing. Speed is not a synonym for fun, after all. But that undersells just how complete the 992 iteration of Turbo S actually is - especially when tasked with the job of whisking its driver to Wales for 24 hours and then going straight back again. You'd expect it to be better on the M4, and it is. Vastly better. Porsche's quest for lap time improvement has made the latest GT3 an intense experience even when barely moving in the outside lane. The Turbo S - its interior coated in leather, its driver's seat plump with cushioning and its suspension endowed with what seems like two inches of additional spring travel - is pillowy by among the flagship 911's reasons for being, the ability to vanquish motorway journeys is prominent - and likely less compelling for a GT3 buyer. But anyone expecting the appeal of the Turbo S to drop sharply away as the lanes go from two to one is in for a surprise. Through corners, it would be hard to deny the disadvantages of the chunkier kerbweight nor the end result of the GT3's newly trick and much stiffer front suspension - the Turbo's connection to the road is inevitably more considered, and its steering wheel cannot be twirled with quite the same you'll have to work hard at remembering these niceties if you really tie one on. The easiest thing in the world to do with the Turbo S is to drive it modestly; pay it the compliment of trying a bit harder in 'Sport' or 'Sport Plus' - as the GT3 encourages you to do almost by default - and the most expensive 911 makes a persuasive claim to being the quickest real-world car you can buy anywhere, at any price. Not just because the acceleration is absurdly and unremittingly savage right across the rev range and in virtually any gear, but because it is deployed by a chassis that makes its raw speed seem entirely manageable. Appropriate, total absence of anything that might be called nervousness is startling, not just for the lateral forces involved at apexes, but because it isn't achieved merely be ratcheting up the car's stability bias. Oh there's grip, of course - monumental reams of the stuff extracted from the road surface at all angles, but it's not generated with brute-force nonchalance or a disregard for the driver. The Turbo S might depend heavily on its technological tour-de-force to extract your confidence in its precision and dependability, though not in a way that understates its colossal output or the breathtaking results. The car's triumph is to make the whole improbable experience hang together in a way that seems not only usable and cohesive on a B road, but immersive, there is an issue, it crops up in the improbable size of the numbers registering on the speedo while you're getting to grips with just how clever the torque vectoring and four-wheel steering really are - although that consequence could be levelled at any number of direct rivals, the GT3 included. Better to reflect on the car's defining trait, which is just how convenient it is to put all the more shouty toys back in the box and return to driving the Turbo S as though it were any other comfort-orientated luxury sports car. Much like its deficit in straight-line performance, this is a trick the much more single-minded GT3 cannot hope to pull off. No matter how much nicer its gear stick. NCPorsche 911 GT3 (PDK) Engine 3,996cc, flat-six Transmission 7-speed dual-clutch PDK, RWD Power (hp) 510@8,400rpm Torque (lb ft) 347@6,100rpm 0-62mph seconds Top speed 198mph Weight 1,435kg (DIN) Price £127,820 (as tested £139,940) Speed Matters. You may have heard. But for all its improvements as a driver's car (the 992 Turbo S really is even better than the very good its sheer speed really is the abiding memory. Pace, velocity, momentum, whatever: it's just obscenely fast. And while it isn't as though the flagship 911 is one dimensional - far from it - the sheer relentlessness of its acceleration does dominate the experience. Which is fair enough, of course, though hardly conducive to enjoying it in the UK."How was the Turbo S?", someone might ask. "Fast", you'll inevitably reply, or a more creative expression to that effect. Faced with the same query around the GT3, you likely won't mention speed at all. "Sensational" perhaps, or "mesmerising". "The most wonderful 911 I've driven and the best car on sale" might be it deserves almost all that praise for everything it does while not going very fast at all, handily. Obviously, it's exceptional at laying down lap times, because that's why the GT cars exist, right up to the new Cayenne. However, in a GT3, there's so much going on so much of the time for an enthusiast to appreciate, that not exploring its full potential seems almost immaterial. You never get that feeling in the Turbo. And yes, it makes the car more wearing - potentially too raw given an RS is still to come - but what did you expect? It's named after a race car category, Michelin Cup 2s are standard fit, the roll cage can be put in as a no-cost extra (a free Porsche option!) and the rear wing belongs in a design museum. Of course it's not meant to be at home on the M4. Of course it's going to demand your attention, because that's exactly what a GT should into it mindful of the intensity and it makes ordinary driving so much more of an event. That's whether you want it to be or not, it should be noted - but there's a GTS for fuss-free speed. If you want to be endlessly absorbed, this is the 911 for you. It may very well be the car, period. The PDK and differential chunter at low speed (the throttle needs a good shove to get it moving, too), the valvetrain can he heard gnashing away at just a few thousand revs, as can the pads clamping on discs and road detritus in those gigantic wheel arches. Pulling or pushing that gearlever makes you feel like a Cup car driver, and still you're nowhere near the national speed limit. Going this slowly shouldn't be this the joy of this GT3 is that it's not like the rawest of road racers. It won't cover distance like a Turbo, sure, but it's liveable, there's sufficient space, the stereo is good and the seats are supremely comfortable. Yes, you'll be buzzing along at quite a few revs with the seven-speed PDK and won't be able to see much out the back, but they seem like prices worth paying. For a car as memorable as those that need thermals on a cold day and suncream on hot ones, a bit of road roar seems be in no doubt: this GT3 is utterly captivating driven fast, to a level no other 911 - let alone many other cars - can match. The new suspension has worked wonder: the front end is both grippier and more communicative, giving the driver additional confidence. Should you wish, too, it still benefits from holding the brakes into a corner to really lock the GT3 onto its line; advancements in hardware haven't dulled the challenge. Both the brake pedal and the electric steering have improved on what seemed beyond reproach for the last GT3. The assists are lenient, the driving position perfect, and the gear lever Nic can't leave alone is fairly brilliant as well. Don't be surprised to see it on the options list of the other PDK 911s soon...Traction and grip have increased, too, because Nurburgring lap times don't go down without them when power is unchanged. But because you're made to feel such an integral part of the experience, it doesn't matter that the limit is such a way off. Any kind of skydive lives long in the memory, regardless of height; the same applies to any kind of GT3 drive. It is spellbinding on a road by default, which just keys you in to how epic it must be on a circuit in Track is the quality and quantity of feedback in a GT3, to a level that the Turbo S can't - and probably shouldn't - hope to match, it could be powered by a 924 engine and still be unputdownable. Only, of course, it's not. The GT3 is shoved along by a Porsche masterclass of a flat-six; that an engine this ferocious and this exciting to listen to can still be sold in 2021 is cause for celebration. The only thing tangibly more brilliant is Ferrari's V12, which seems reasonable enough given the additional power, capacity, and price. But, honestly, you'll seldom want for more than this can offer; it's the perfect complement to a chassis of such ability and intensity. And although the manual will always be hard to resist, the PDK arguably suits a car this extreme even better, matching the immediacy and energy of the rest of the package. Even a Porsche manual might seem a bit sluggish by comparison. Get a lower gear (by the stick, of course), dare to explore the second half of the rev range - any restraint is worn down pretty quick - and you'll soon be travelling very, very fast indeed. And you won't care a jot if the wild Turbo S gets slightly further away...Because, yes, speed matters - but it isn't everything. The GT3 is emphatic proof of that, if it were needed. It isn't the Turbo's equal when it comes to terrifying passengers or dominating drag strips, but as a driver's car, it knows no equal. It involves and intrigues at all speeds and all commitment levels, yet never overwhelms. And while nobody really wants to be deeply involved with 200 miles of motorway ahead, it's a small price to pay for a 911 of such stellar quality everywhere else. MBPorsche 911 Turbo S (992) | PH Review Porsche 911 GT3 (992) | PH Review Auto PORSCHE Porsche 911: Turbo S, GT3 e GT2 RS a confronto [VIDEO]Soltanto una ha la trazione integrale di Alessio Salome27 Dicembre, 2021 Porsche Mat Watson del noto canale YouTube Carwow ha recentemente messo a confronto tre Porsche che dimostrano come la potenza è nulla senza il controllo. In particolare, sono state confrontate una Porsche 911 Turbo S, una 911 GT3 della generazione 992 e una 911 GT2 RS della generazione 991. Nonostante quest’ultima sia quella più vecchia, riesce a sfruttare meglio la potenza proveniente dal motore a sei cilindri piatto biturbo da litri che riesce a sviluppare 700 CV e 750 Nm di coppia massima. Tuttavia, questi numeri vengono scaricati soltanto sulle ruote posteriori. Passando alla 911 GT3, viene fornita con un motore aspirato da 4 litri che produce 510 CV e 470 Nm. Anche in questo caso è disponibile solo la trazione posteriore e inoltre è la meno potente del trio. Infine, abbiamo la 911 Turbo S che vanta un motore biturbo da litri che genera 650 CV e 800 Nm. In questo caso, però, c’è la trazione integrale. Pur essendo la seconda auto più potente fra le tre, è l’unica ad avere la trazione su tutte e quattro le ruote. Non vi anticipiamo nulla sul risultato finale. Vi basta cliccare sul tasto Play dell’anteprima del video presente ad inizio articolo per scoprirlo!  è stato selezionato dal nuovo servizio di Google News, se vuoi essere sempre aggiornato sulle nostre notizie Seguici qui Leggi altri articoli in Auto Dec 18, 2021 at 9:07am ET Does the new Porsche 911 GT3 stand a chance against other top-tier turbocharged 911s in a drag race? Sure, the new 992 generation 911 GT3 is an impressive track weapon, but does it have the straight-line speed to match boosted 911s in a straight line? To find out, the carwow team hit the drag strip with a new 992 Porsche 911 Turbo S, 991 generation GT2 RS, and the new 911 GT3 to find out. The 992 generation Porsche 911 GT3 is one of the most impressive 911s ever built. This insane naturally aspirated track day special boasts one of the highest revving engines in production today with a 9,000rpm redline. This insane flat-6 produces 503 horsepower (375 Kilowatts) and 347 lb-ft of (470 Newton Meters) torque. When it comes to transmission choices, owners can choose from a 6-speed manual transmission or Porsche’s lightning-fast 7-speed dual-clutch PDK transmission. With the PDK option, the 992 911 GT3 can sprint from 0 to 60 in only seconds but is it enough to keep up with the competition? More Porsche News: The 992 Porsche 911 Turbo S is a road-legal rocket ship. The twin-turbo flat-6 in the rear of this insane Porsche puts out 640 horsepower (477 Kilowatts) and 590 lb-ft (800 Newton Meters) of torque. The only transmission is an 8-speed dual-clutch automatic PDK transmission that was specifically tuned for the 911 Turbo. The all-wheel-drive 911 Turbo S gets off the line quicker than just about any car on the road with a 0 to 60mph time of only seconds. Finally, we have the 991 911 GT2 RS which is from the previous generation Porsche 911. The GT2 RS was the pinnacle of that generation of 911. This legendary 911 is powered by a twin-turbo flat-6 that produces 700 horsepower (521 Kilowatts) and 553 lb-ft (750 Newton Meters) of torque. Power is sent to the rear wheels via a 7-speed PDK dual-clutch transmission. Which of these legendary Porsches is the top-dog on the drag strip? Let’s find out. Is this the greatest Porsche drag race of all time? You know what, we think it just might be! We’ve got the new Porsche 911 Turbo S facing off against a new 911 GT3 and a 991 generation GT2 RS! And of course, as you’d expect, the stats on all three cars are absolutely wild… Starting with the 911 Turbo, it’s powered by a twin-turbo flat-six that puts down 650hp & 800Nm. Of course, it’s super expensive, costing around £165,000, and it’s also pretty heavy, weighing in at 1,640kg. Alongside it, we have the awesome GT2 RS. It’s also powered by a twin-turbo flat-six, but it puts down 700hp & 750Nm. It’s a fair bit lighter than the Turbo S, at 1,470kg. However, it’s got one big disadvantage – it’s RWD only! It’s also SUPER expensive these days, costing you around £300,000! Then finally we have the GT3. It’s powered by a 4-litre naturally-aspirated flat-six that delivers 510hp & 470Nm. It’s the lightest car here, at 1,435kg, and it’s also the cheapest, at £128,000. But just like the GT2 RS, it’s also only equipped with RWD! So what do you think, will it be a walkover for the Turbo S? There’s only one way to find out… LET’S RACE! Click to view our Accessibility Statement or contact us with accessibility related questions My Porsche Login / Register Porsche Experience Center Los Angeles The 911 Turbo vs 911 GT3 Experience 911 Turbo vs 911 GT3 Experience the difference between the 911 Turbo and 911 GT3. PDK AWD 640hp max horsepower 0-60 mph 205mph Top track speed PDK RWD 500hp max horsepower 0-60 mph 197mph Top track speed The 911 Turbo vs 911 GT3 package will test your limits of maximum speed. For two of our fastest production cars, this course will explore the performance of the naturally aspirated Porsche 911 GT3 and the turbo-charged 911 Turbo model. Maximum Time Behind the Wheel We believe the best way to learn is by doing. We'll get you behind the wheel quickly. Personalized Driving Coach You'll receive instruction from our Porsche Drive Coach for the entire experience. In-depth Instruction Our world-class instructors will teach you the "why" of how the vehicle responds. Restrictions/Prerequisites Drivers must be 21 years or older to participate Porsche Experience Center Los Angeles THE PEC LA TRACK Mile Handling Circuit The Handling Circuit has been designed to mimic a challenging country road. Using the contours of the land we have created a flowing series of corners and undulations that offer very differing variables for both car and driver. You will learn the correct lines, braking points and how to safely extract the maximum enjoyment from your drive experience. THE PEC LA TRACK Low-Friction Handling Circuit The Low-Friction Handling Circuit consists of a polished concrete surface with tight curves that mimic slick road conditions. You’ll quickly develop a feel for the car’s balance and world class handling, while honing your own driving skills - specifically over-steer and under-steer. THE PEC LA TRACK Ice Hill The Ice Hill has a 7% slope and computer-controlled water jets creating a wetted epoxy, low-friction, surface that holds true to its name. This unique and challenging scenario tests even the most experienced of drivers. As you begin to appreciate the handling characteristics of the car, you’ll become addicted to the module. THE PEC LA TRACK Kick Plate The Kick Plate is a flush-mounted, hydraulic plate set flush to the road. Its surface is designed to induce loss of rear wheel traction, putting the car into a skid or spin. You will be taught the correct technique to ‘catch’ the slide and bring the car under control, (but maybe not the first time). THE PECLA TRACK Acceleration Straight The Acceleration Straight provides a safe and controlled environment to fully explore how a Porsche accelerates using launch control with an added twist. Near the end of the nearly ¾ mile straight, a replica of the Karussell, (Carousel), the famous banked curve on the Nordschleife, (North Loop) of the Nurburgring, awaits you for an enthralling g-force experience. THE PEC LA TRACK Low-Friction Circle The Low-Friction Circle consists of highly polished concrete on a wet surface that in turn creates an ideal environment to provoke, correct and hold oversteer at all speeds. The circle also enables you to build an understanding of car dynamics. THE PEC LA TRACK Off-Road Circuit The Off-Road Course is designed to show how the technical systems of the Porsche Cayenne and Macan work in off-road conditions. The 40-degree vertical descent, ravine bed and fallen timbers are only a few of the all-terrain obstacles packed in to test the ability of the car and yourself. By the end, you will be better equipped to tackle nearly every type of off-road terrain. THE PEC LA TRACK Dynamics Pad Test the speed, agility and lane-change performance on a large asphalt pad designed to simulate unique maneuvers you may encounter during your daily driving. Here, you can really test your personal driving and handling skills.

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