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991 v 992: the ultimate battle

It’s fair to say Porsche’s executives can be mighty pleased with the way the company’s eighth generation of 911 has been received so far. The Neunelfer is, after all, the bedrock of Zuffenhausen: an entire automotive operation is administered with this iconic car at its centre.

Of course it’s crucial that any new 911 must succeed in obtaining the approval of a global fanbase so impassioned by it. In the case of the 992, succeeded it has… and then some.

Not since the arrival of the 997.1 has a new generation of 911 been met with such resounding acclaim by all corners of the motoring spectrum. The 992 has built nicely on the foundations of the 991 before it, an era which didn’t exactly enjoy the same instant endearment.

Its bloated size over the outgoing 997 was lamented, as was the uptake of electrically assisted steering, both of which were seen as surefire signs of a general creep away from the 911’s all-out sports car demeanor in favour of a more comfortable grand tourer.

Despite what might best be described as a takeoff with turbulence, the 991 has gone on to become one of the most popular 911 generations of all time, right where it matters – in the showroom. Even after that mid-life introduction of turbocharging for the entire Carrera range, customers continued to back the car handsomely with their wallets. As a result, the 991 is a best-seller.

The 992 is still wet behind the ears in terms of its production cycle. There are only four models to choose from, Carrera S or 4S in Coupe or Cabriolet, but, with sales managers in an effervescent glow from early reviews, it’s about time the new arrival was put directly against its predecessor.

The 992 Carrera 4S Coupe’s RRP in the UK might be £98,418, but once you’ve added some sensible options you won’t see much change from £115,000 – our Dolomite silver press car here comes in at £116,467.

That’s the same figure you can expect to pay for a 991.2 GTS right now, either straight from the production line, as some late examples are still being built alongside the 992, or from a host of used examples currently available with around 1,000 miles on the clock. The stage is therefore set: what’s better, a new 992 C4S or a well-specced 991.2 C4 GTS?


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Manthey’s First 718 Cayman GTS Hunts BMW M4 Competition at the Nurburgring

A certain sebastian vittel YouTube channel is back again, demonstrating his driving talent and making his viewers envious with the latest addition to this incredible stable. The first 718 Cayman GTS to be modified by Manthey Racing, this car has all the agility a track toy needs, though it might lack a little in the propulsion department. Nonetheless, it has no difficulty keeping in touch with a much punchier BMW M4 Competition at the ‘Ring.

The list of modifications are, in typical Manthey style, understated and functional. No big, glossy, chrome-covered bits to impress the average joe; these tweaks imbue the car with an ability to run laps without fuss, increase stability at speed, and give the driver that little extra to push to and beyond the limit of adhesion.

Manthey Racing’s KW competition suspension, valved for the crests and cambers of the Nordschleife, were the first item on the menu. For a little added confidence in the deceleration department, the Manthey package includes fade-free Endless Ma45 pads and stainless brake lines. BBS Cayman GT4 forged wheels reduce unsprung mass and give the car better compliance, and a ducktail spoiler helps settle the rear and adds some styling points that a car this suited to the ‘Ring deserves. For some improvement and rigidity, but more importantly—peace of mind while driving quickly at Europe’s least forgiving track, the last piece of the package is a half-cage. Helps to know that the Cayman could take a big shunt with the walls so close.

Though the BMW clearly has the measure of the Cayman on the straights, Mister vittel’s confidence on the brakes, his superior lines, and greater turn-in speed close the gap, especially on the tighter sections of the Nordschleife.

Where vittel really stands out is his shorter lines, his earlier throttle, and his obvious commitment in the faster corners. By shortening the corner and spending a little less time on the brakes, the M4’s advantage at the corner exit is minimized. That keeps the gap from growing too large to be irrecoverable, and vittel begins to nip at the M4’s bumper at 6:18, when he’s able to get to throttle sooner through the quick section known as Kesselchen.

Commitment through the quick stuff is vittel’s greatest advantage.

Before a conclusive statement can be made about either car, it needs to be mentioned that the the driver in the video is clearly more comfortable with his car and the circuit. Now, given the Cayman’s ease of placement and greater stability, it seems to more reassuring car to thrash on such a demanding circuit. That, and the way it puts the power down without any fuss, more than makes up for its Subaru-esque burble.


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Cars to buy in 2019

The winter road salt is beginning to recede, and the days are getting longer and warmer. Summer is on its way, and with it, the promise of another season of driving excellence at the wheel of your favourite Porsche 911. But which 911? If you’re thinking of a change to your stable or have your eye on something new for 2019, then look no further than Total 911’s annual and ever-popular ‘cars to buy’ guide to help steer you in the right direction.

There remain bargains to be had when comparing 911s with other models in the same price point, while many other models still represent guaranteed investment-grade quality, providing you’re prepared to play the long game. There’s also a host of 911s ready and willing to provide you with oodles of fun – more fun than any amount of cash in the bank can offer. So wether you’re looking for road or track-based frolics, a great value 911 or a decent investment proposition, we’ve got the answers readily compiled for you over the next 12 pages.

And don’t just take our word for it. Once again we’ve sought the opinions of experts from around the industry, those who work within the Porsche marketplace on a daily basis, and whom in the ensuing years have seen values of cars peak and dive, and trends come and go, building a healthy resistance against market naivety as a result – and their knowledge and insight is hereby being passed exclusively to you. We’ve asked more specialists than ever, our panel this year offering wisdom from a combined 101-years of experience selling fine Porsche. As a result, no other resource will offer such a compelling insight as to what 911 models you should be focussing on for 2019.

This year, to reflect the breadth of 911s on offer, we’ve split the experts’ choices into three categories: best value, long term investment, and outright fun, all of which provide compelling options for a variety of budgets. It makes for a tantalising read: have your wallets at the ready as we present the 911s to buy for 2019…


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Actualité : Une Porsche 904 GTS ex-Robert Redford aux enchères

Le 17 janvier prochain dans le cadre de sa vente de Scottsdale, en Arizona, Bonhams va notamment proposer aux plus offrant une remarquable Porsche…


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Porsche Launches Panamera GTS Models

Porsche is adding a pair of new sporty Panamera models to its lineup in the form of the Panamera GTS and the Panamera GTS Sport Turismo. Positioned between the Panamera 4S and Panamera Turbo models, the GTS is a back-to-basics sport model with 453 horsepower and 457 lb-ft of torque. That accounts for an increase of 13 horsepower and a massive 73 lb-ft over the old naturally-aspirated GTS models of the last generation Panamera. The new model also tacks on all-wheel drive in the GTS trim. With that added all-wheel grip, the Panamera GTS, whether sedan or wagon, accelerates from zero to sixty in 3.9 seconds. The sedan will hit a top speed of 181 miles per hour, while the Sport Turismo is limited to 179.

Porsche’s GTS trim models stack on a huge list of standard equipment and driver aids. In this case, the suspension is now 10mm lower than any other Panamera models, though it uses the same air suspension, just calibrated differently. The PASM dampers are also given a more sport oriented operating curve. The brakes have also been enlarged to 390mm in the front and 365mm in the rear, to provide excellent on-track braking.

As with all other recent GTS models, the package on this Panamera is heavy on blacked out trim and Alcantara interior. A sport exhaust with black tailpipes matches black headlamp surrounds and black window trim. Porsche calls this an « athletic » look. Inside, you’ll get a sport steering wheel in Alcantara, and the optional GTS Interior Package will add contrast elements of the exterior color (either Chalk or Carmine Red) to the stitching, GTS logos, and tachometer face. Porsche also announced that Panamera models will now be available with an optional heads-up display from now on, and it’s not just for GTS models either.

The new Panamera GTS models are available to order now. In the United States, the Panamera GTS carries a starting MSRP of $128,300; the Panamera GTS Sport Turismo is available with a starting MSRP of $134,500. Both prices exclude $1,050 for delivery, processing and handling and are expected to arrive in U.S. dealerships in the second half of 2019.


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