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Bringing the 959 and 911 GT2 RS Together: The Pinnacle Of Porsche

Even thirty two years on the little details of the 959 can make other 911-based cars seem pedestrian. Where the GT2 RS is a wild machine covered in scoops, wings, and hyperbole, its floor is mere metal. The 959 separates its occupants from the pavement with nomex. Point, 80s dream machine. It seems that every other trait about the car is similarly insane. Time may have marched on from its contemporaries, but so much of the 959, at least on paper, seems thoroughly modern and extraordinary. While we know that in every measurable way related to on-road performance the GT2 RS will savage the elderly 959, but Everyday Driver seem to be asking is the new car as compelling?

In a strictly dollars for donuts way, the GT2 RS absolutely is. The GT2 RS cost less than the 959’s recent maintenance. Despite its formidable performance it remains oddly accessible, a trait it shares with the 959. The two cars also share interiors with lesser contemporary 911s. Oddly the GT2 RS and the 959S share a 211-mph top speed.

The two cars of course differ in focus. While the older car may have been developed for Group B homologation, in implementation it fell somewhere between 80s Supercar and ultimate-GT, with a dash of rock crawler thrown in for good measure. The one in the video was street parked in Monaco for many years, and was apparently used regularly. The GT2 RS is a fairly unabashed track car.

Of course, given our focus here at Flatsixes, we’ve talked about the 959 at length. We’ve featured wrecked 959s, 959s Doug Demuro likes, modified 959s, and Brad has ridden in one. We’ve also spent a lot of time discussing the GT2 RS, from heavily-optioned cars, to record setters. While we could crow on about how the 959 is the ultimate expression of Porsche’s transition into a tech-driven automaker, we’ll let Everyday Driver show you. This 28-minute video is an excellent watch.

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Can Porsche’s 718 Cayman GTS Keep Up With Toyota’s New Supra?

In a word, sorta.

Thanks to this short video from the Carwow folks in the UK, we can see the comparative performance of a quartet of sporty performance cars. The two true Germans, Porsche’s 718 Cayman GTS and Audi’s TT RS Roadster stack up against the BMW with a Toyota hat, and a tuned version of the French Alpine. These cars are run through paces in quarter mile drag racing, a roll race, and a braking distance test.

I would argue that the wrong 718 was used for this test, as a base Cayman with 300 horsepower is priced almost identically ($56,900) to Toyota’s Launch Edition Supra ($55,250). By using the GTS model, which starts at $80,700, it’s not exactly a fair comparison. But I digress.

The GTS came in second in the quarter mile test, just a smidge after the much lighter Alpine. The roll race and the braking distance test were won outright by the incredible Cayman.

While the Supra didn’t quite pip the Cayman in any of these tests, it was within a margin of error to be certain. Any sports car that runs the quarter mile in around 12 seconds is properly quick. It’s clear that Toyota (and BMW) benchmarked the Cayman in the construction of the Supra. If the right priced base Cayman had been the one used, it likely would have been trounced by the Toyota.

It’s clear that Toyota has a good car in the fifth-generation Supra, but is it enough to drag you away from a Porsche?

 
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80’s Icons Battle Head-To-Head: Porsche 911 Carrera 3.2 Vs. BMW E30 M3

In an age of honest sports cars, the late 1980s provided some of the most iconic cars that have ever been built. If you think back to that era and you’re asked to name a German sports car, chances are pretty great you’ll come up with one of these two. The fact is, despite being built in the same country at the same time, these two cars could not be more different. Porsche had already been building the 911 for a quarter century at the point they introduced the G50 gearbox, but BMW’s homologation special touring car racer for the street M3 was their first proper effort at this formula. Both are filled with character, but the Porsche provides more engagement and needs deliberate communication. This is a battle of wildly different ideologies; aircooled vs. watercooled, front engine vs. rear engine, sports car racer vs. DTM.

In this comparison, we might see the 911 as being the clear victor here, because it has more power, a more nimble chassis, and driving dynamics that we all adore. The BMW, however, is a lightweight rev-machine that has gone on to produce several generations of fanatics as well. On the other side of our coin, the BMW guys are looking at their much-vaunted E30 M3 as the clear winner in this battle. A 911 is a car you have to come to an agreement with before you get in and drive away. It’s a car that you need to know intimately before you hustle it down a mountain road. The BMW, on the other hand, is a nimble and lithe sedan with a well-balanced chassis that feels instantly familiar as soon as you shake hands with the gear lever.

In this video by Everyday Driver, the pair try to determine which driving experience is worth the cost of entry. Being that both of these cars have ballooned in value across recent years, the comparison is an apt one. One of the hosts, Todd, has a sentiment that we’re completely on board with when he says « [The 911] is a driving experience I think every enthusiast should have. » But we’re not sure we agree when he follows that up with « I don’t know that it’s an ownership experience everyone should have, though.« 

So which would you rather have, the 911 or the M3? It’s a question that provokes a different feeling in everyone you ask.

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Is the GT3 Touring Better Than a 911 R? Let’s See How They Compare.

In my eyes, Porsche has been on a roll lately just turning the dial on certain models just a bit. Does the Carrera S need to be turned to 11? Yes, of course, so we have the Carrera GTS. Could the GT3 benefit from being dialed back to 9.5? Again, yes. The new GT3 Touring fills that niche beautifully. When I first saw the GT3 Touring, I was a little put-off by it. A GT3 without a wing almost seems wrong, though that was offset by how much I like the standard interior in the Touring. The Touring shares the GT3’s naturally aspirated engine, and is only available with a 6-speed manual as a nod towards driver involvement rather than all out performance.

Rest assured, it will still perform.

But, it all seems a little too familiar. Didn’t Porsche just make a 911 with the GT3’s naturally aspirated engine, a 6-speed manual, and no giant rear wing? Didn’t the press go nuts over it? Didn’t collectors? Didn’t Chris Harris just compare that car to a Peugeot 205 Rallye? Didn’t Jethro Bovingdon like the new GT3 better than this car?

I’m referring, of course, to the 911 R. Like the GT3 Touring it produces 500 naturally aspirated horsepower. There is no two foot tall rear wing. The cabin of that car is free of alcantara, like the Touring, and the seat centers are cloth. Both models are meant to be road cars first, and track cars second.

Of course, the R features carbon fiber fenders and a carbon fiber hood, as well as a magnesium roof. The Touring does not have these things, and as such it outweighs the R by just under 100 pounds. The Touring does have rear wheel steering and the updated 991.2 chassis, however.

While both cars produce 500 horsepower, the engine in the Touring is substantially updated, with less internal friction for improved efficiency. Reviewers have said that the new engine offers better torque delivery and a punchier midrange than the old engine. I have not yet driven the 911 R or the new GT3, so Porsche will need to send one of each to me so I can support this claim with more authority.

What I’m trying to say, is that while Porsche didn’t make the R obsolete, they may have made a better car, and hopefully one that gets used, rather than squirreled away in private collections as the value rises and rises. With collectors clamboring for the R, which I suspect they will continue to do as it is a very special car, Porsche has made a $143k car that offers virtually all of the same positive attributes.

While the R badge carries significant weight in the Porsche world, weight that is probably inversely proportional to the mass shed by the cars themselves, « Touring » comes with no small amount of clout. The 2.7 RS Touring is still a magnificent piece of Porsche history to recall. While the Lightweight gets more press, the Touring was still a very serious sports car. Tell me, would you kick a classic Touring out of your garage over a couple pounds?

This brings me back to my original quibbles with the Touring. Sure, a 911 GT3 with no rear wing feels wrong at first, but I cannot complain about Porsche offering another non-turbo 911 variant. At $143k, the Touring and the more ostentatious GT3 share a price tag, and Porsche has not indicated that this will be a limited run. This is a very good thing.

While the 911 R was a wonderful expression of the 911’s history, and the current model’s connection to past 911s, its limited run nature pushed prices beyond reason very quickly. Unfortunately, every jump in price means that less and less road is going to pass under their wheels. I think that’s tragic, though the GT3 Touring gives me hope.

While this is probably a pipe dream, I want every GT3 Touring owner to take to heart that they own something extremely special, though not necessarily precious. I want to see Tourings in the wild doing what the name implies. Carve canyons, visit exciting places, and show the world why a 9,000 RPM flat six is something you need in your life.

The post Is the GT3 Touring Better Than a 911 R? Let’s See How They Compare. appeared first on FLATSIXES.

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Porsche 991 GT3 RS v 997 GT3 RS 4.0 in numbers

This week, it’s all about the new Porsche 911 GT3 RS. But how does the new Rennsport Porsche fare against the illustrious 997 GT3 RS 4.0, the car that it replaces atop the 911 tree? Here are the vital statistics so you can judge for yourself:

  Porsche 991 GT3 RS Porsche 997 GT3 RS 4.0
Capacity 3,996cc 3,996cc
Compression ratio 12.9:1 12.6:1
Power 500hp @ 8,250rpm 500hp @ 8,250rpm
Torque 460Nm 460Nm @ 5,750rpm
0-62mph 3.3 seconds 3.9 seconds
Top speed 193mph 193mph
Drag coefficient 0.34 0.34
Wheelbase 2,456mm 2,355mm
Length 4,545mm 4,460mm
Width 1,880mm 1,852mm
Weight 1,420kg 1,360kg
Nordschleife laptime 7m20s 7m27s
Price Starting from £131,296 Starting from £128,466

Can’t get enough of the 991 GT3 RS? You can watch the new Rennsport 911 in action, or find out the experts’ first thoughts. Alternatively you can read Josh’s latest opinion column, this week dedicated to the new 911 GT3 RS.

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