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Doug DeMuro

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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Video: Why the Porsche Panamera Turbo Is the Ultimate $150,000 Luxury Sedan

Doug DeMuro returns to us with another caffeinated presentation of one of Porsche’s most versatile and complicated machines. Gifted with keen eyes that pick up on every detail, every idiosyncrasy, and every little facet which a formulaic journalist might miss. DeMuro obsesses over the craftsmanship of the cars he reviews, and, as a result, gets to the heart of what makes them appeal to most.

What his review of the new Panamera conveys is the versatility this Porsche offers. As the Panamera Turbo is first and foremost a sumptuous tourer, it really wouldn’t do to have a bold, GT3-esque wing protruding from the rear. However, the 4.0-liter V8 makes 550 horsepower and 557 lb-ft of torque, and that allows it to hurtle to 180 mph, tires permitting. Therefore, the space-age wing is necessary when blitzing down the Autobahn for stability. However, when trying to look sleek on a drive down to the shops, it folds in on itself. Even better, as Doug shows us, it can be controlled, complete with an animated graphic, via the Porsche’s touchscreen.

With a digital display showing the positon of the wing, the Panamera Turbo provides the geekier customer with hours of fun.

The dash offers other ways to entertain technically-minded occupants. In typical Porsche fashion, the tachometer is mounted prominently in the middle, and it’s flanked by what appear to be a set of two circular gauges. However, this a subtle styling cue; these instruments are, in fact, two screens which can mimic gauges for a sense of continuity. The driver can adjust these mock-gauges to display different sets of information. Additionally, the rightmost display will change from a set of gauges to a broad, screen-filling map to keep the driver from having to crane their neck and peer at the central dash. Perhaps safety comes first in this case, but you can’t help but enjoy the consideration given to the subtle integration of it all.

As Doug explains in the video above, the tactile surface of the roller knobs only add to that feeling of luxury and involvement; everyday functions inside this Porsche are done with flair and technological sophistication. Yet, it still manages to remain purposeful and subdued. For instance, the touchscreen « buttons » on the central dash remain black when the Panamera is off for a clean look. In many ways, the interior is very similar from that unique combination of style, subtlety, and practicality like the 918’s.

Though DeMuro’s driving impressions don’t give great insight into the Panamera’s road behavior, he does captivate the audience more concerned with the real-world, everyday experience this machine offers and what will likely stand out to the average Panamera buyer. After all, few people who own this machine will ever max it out on the Autobahn.

The post Video: Why the Porsche Panamera Turbo Is the Ultimate $150,000 Luxury Sedan appeared first on FLATSIXES.


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