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Doug DeMuro

Here Are All Of The Quirks and Features of the 992-Generation Carrera

We all know that the 911 has grown a lot, but seeing Doug DeMuro next to this Lizard Green 992 has really cemented just how much. All 992s are now « widebody » cars, and as a result a base Carrera is a whopping 72.9″ wide. That’s 4.5″ wider than a 993 (though perhaps about the same as a Carrera RS), or 3.2″ wider than a 996. It’s a full 10″ longer than a 993. While it’s only slightly longer than a 996, the blunted nose and general proportions make the 992 appear to take up significantly more volume. Porsche has gone to great lengths to ensure that the 911 is both mechanically and visually a 911 through and through. It is simply striking how large it looks next to a 6’3″ Doug.

More striking than the size though is the dizzying array of technology throughout the car. From the lighting to the infotainment, there is a lot here to digest. Gone are the days of climate control sliders whose operation can be reversed if you hook the control unit up incorrectly (I’m looking at you, Project 944 GTS), and in are capacitive buttons governing most functions, vast infotainment displays, and multi-adjustable everything.

While some of those items, notably the capacitive buttons, will send enthusiasts who recall the Lagonda into convulsions, it’s really shocking how classically-Porsche the interior looks. The material choices look excellent. The shapes and layout inside the car will make an air-cooled 911 owner feel much more at home than any 996 or 997.

While enthusiasts have a luddite-like tendency to abhor technology in sports cars, I think Porsche deserves praise here. The new car seems to have given a lot of consideration to which controls are best served by physical buttons and switches rather than an endless array of sub menus. It’s a hard balance to strike, and while hardcore technophobes will never be truly happy with the 992, for the majority of us the car offers technology when you want it, and enough transparency when you do not.

While there isn’t much to take away from Doug’s driving impressions, you’d be better served looking to someone like Chris Harris for on-track insight, or JayEmm for on-road insight, his impressive level of thoroughness is always exceedingly helpful with the nitty-gritty of what a car will be like to live with.


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Porsche’s 993 Carrera RS Is Like A GT3 Before The GT3 Existed

Porsche’s GT range, at least as we understand it today, began with the 993 GT2. That rear-wheel drive, 444 horsepower, aggressively flared monster was the first use of the GT moniker on a modern Porsche. However, the car that came to define the GT line, the GT3, has much more in common with this car; the Carrera RS. Though it does not share the GT name, this 993 shares many of the hallmarks of the GT3 road cars. Though power was up only slightly compared to contemporary Carreras, the RS primarily improved performance by shedding weight. Indeed, the Carrera RS is 600lbs lighter than a 993 Turbo. Just 1,104 were produced over the model’s two year run, and Doug DeMuro is here to show you its quirks and features.

A Porsche of this stature may call for more than even Doug’s typical exuberance, so please accept this very excited German man as a substitute. While Mr. DeMuro’s usual videos focus on the many pieces of equipment found in most modern cars, the Carrera RS is rather the opposite. The RS is defined mostly by what it lacks compared to a standard 993. Without rear seats, door pockets, or a sunroof, the car doesn’t have much in the way of gadgets to keep Doug entertained. As a result, this is one of his shortest features in quite some time.

Though it was not officially a GT car, this 296 horsepower, lightweight, naturally-aspirated 993 shares much of what makes the later water-cooled GT3 cars so appealing. Though down on power, even compared to the earliest 996 GT3, the 2,750lb Carrera RS remains a potent performer today. Just look at Doug’s face from behind the wheel.


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Doug DeMuro Dishes on the New Cayenne Turbo

When the Cayenne debuted in 2003, Porsche was mired in controversy. The 996 defied Porsche convention, abandoning air cooling and gaining both radiators and amorphous headlights. Hot on the tails of sharpening up the 911’s lighting in 2002, Porsche launched in to yet another controversy. In 2003, Porsche released an SUV. Though sharing a platform with the Volkswagen Touareg, the original Cayenne was very decidedly a Porsche. Each successive generation has been fast, luxurious, and handled in a way that defied their immense girth. With a new model freshly arriving to the US, it is only fitting that Doug DeMuro lends his trademark enthusiasm to its quirks and features.

Despite criticism from the press, which it garnered mostly from simply existing, the Cayenne became a runaway sales success. In 2018, the Cayenne outsold the 911 and the 718 combined. Over more than a decade and a half of production the model has steadily evolved, gaining class-leading technology, and even spawning hybrid derivatives back in 2010.

The $160k Cayenne Turbo Doug is demonstrating is about as well-equipped of a Cayenne as you are likely to see in real life. Equipped with the Sport Chrono package, Porsche Carbon Ceramic Brakes, and Burmester audio, this Cayenne features a whopping $35k in optional equipment. As I found using Porsche’s configurator, however, it’s not difficult to add nearly $70k in options to a Cayenne Turbo. You could likely go even higher, should you disregard my desire for all the optional trim to color-coordinate.

At nearly 24 minutes, this overview is one of Doug’s longest, barring genuine exotics or his occasional forays into the genuinely bizarre. Given that the instrument panel displays contain more technology than my entire daily driver, that’s not at all surprising.

What are your thoughts on the new Cayenne Turbo? Let us know in the comments below.


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Porsche’s Iconic 959 Supercar Gets A Doug Score

A fussy car for a fussy man; these two complement one another.

Doug DeMuro’s obsession with automotive minutiae might not work with every one of his reviews, or for all of his 2.3 million subscribers. However, if there’s one car that deserves to be inspected with the thickest possible magnifying glass around, it’s the Porsche 959. This techno-titan established itself as one the greatest sports cars to emerge out of the 1980s, and with more gadgetry than some exotics sport in this day and age, it’s only fitting that DeMuro take us through this car in as much detail as some can stand.

If anything, his appreciation for door clicks, button actions, slides, and lighting works well with a car that was designed to do it all. In addition to setting a new standard for sports cars with sequential turbos and a 197 top speed (210 for the 959 S), it had every gizmo one can imagine.

He notes some of the quirks of this supercar which would cause some people to scratch their heads. The lift system, and « crawler » gear for offroading, the four different traction settings, the theft-proof center-locking wheels, the real-time torque split display, and the silver leather seats will catch the eye of any observer. It was, truly, ’80s excess manifested in an all-encompassing, over-the-top supercar.


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Doug DeMuro Lends His Two Cents on a Garishly Green GT2 RS

Never short on enthusiasm, Doug DeMuro dives in headfirst with a list of salivating stats on Porsche’s fastest force-fed track toy, as well as a bold byline: « This thing is faster and more powerful than the road version of a Le Mans race car from twenty years ago! »

That divisive wing, the fender louvers, and even a water-spraying system for the intercoolers (which DeMuro confuses as the coolant reservoir) convince the most skeptical observer that this is a bonafide track toy, and not something merely masquerading as one. It’s also quite proud of its status as Porsche’s current flagship, and takes every opportunity to relay its name.

As a svelte track scalpel, it’s been lightened. Weight saving measures include decals in lieu of heavier badges, the rear and rear-side windows in lightweight glass, fabric cloth loops in place of conventional handles, as well as a locking buckle in place of the typical hydraulic struts supporting the engine cover. However, these measures are just as much for a sense of occasion and bragging rights as they are for trimming heft; some features aren’t as light as they might seem to be.

Some might not be fond of the garish exterior, but nobody can deny its theater and presence.

As a tech-heavy machine, there are endless facets for the detail-oriented driver to fuss over when not scaring themselves with the outrageous thrust. A G-force meter, as well as horsepower and torque graphs are available to the driver in real time via the dash screen, so all the well-heeled geeks can obsess over minutiae while hustling down a straightaway or burbling down the boulevard. It seems like the perfect car for DeMuro, though he might opt for a subtler shade of green.

« That feels like the 918, » a bewildered DeMuro utters. His face says it all.

There are cars more comfortable, but as far as hardcore track weapons go, the GT2 RS is one of the more livable. Cup holders, a smooth-shifting PDK, a relatively quiet exhaust note make it usable around town. When coupled with hypercar acceleration, informative steering, as well as a controllable chassis, there’s a lot to like. It’d be a stretch calling it a plush pussycat, but the relative civility of the car make it a unique machine.


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