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Comparing the 992 Carrera S Against a Rawer Rival

While its undoubtedly true the latest iterations of the Carrera have softened their image, expanded their midsection, and grown more commercially appealing, they still retain a level of performance that wows the enthusiast. Especially when considering the gains brought by modern turbocharging and PDK gearboxes, there’s not much the typical user is left wanting for—at least in terms of straightline speed.

However, at what price do the electric steering, heavier transmissions, forced induction come? To get a better sense of the tactile, visceral losses caused by modern technology, Henry Catchpole staged the 992 Carrera S against another European 2+2 with comparable power, price, and weight.

Its rawer rival is the Lotus Evora GT410 Sport, and simply by posing the two cars beside one another, we see how their designs speak volumes. In comparison, the Evora looks like a child’s plaything, whereas the Carrera S is a subdued, sophisticated sports cruiser. Perhaps it’s just the shade of Smurf blue adorning the Lotus’ hide which causes that perception, but the dated interior doesn’t help that view much.

Looks aside, what we’re truly concerned with is that elusive trait of connection. With that occasionally irritating but always informative feedback through the wheel, the Evora’s steering feel bests the subdued and smoothened electric steering in the 992. There’s simply more information coming from the front axle.

Additionally, the V6’s bark barges into the Evora’s cabin in a way that the Porsche’s softer note sneaks into its cabin. Though musical, the Porsche’s muffled exhaust note fails to give it the same sense of occasion.

The 450-pound difference between the two makes the Lotus a much more wieldy car on narrow country roads; there’s no escaping weight. It’s clear that liveliness seems to come with some setbacks, especially in this price range. That’s quite interesting considering both cars, at 73″, are equally wide—and that the Evora has a longer wheelbase. There really is no escaping heft.

Though as quick, it lacks the some level of involvement that makes its blue rival so appealing.

While the plush Porsche is a better car for most, and is by no means a Panamera in athletic garb, it has undoubtedly lost something. The pared-down, straightforward, honest car that made its predecessors such involving cars is still very much alive in the Evora. The tinny, shed-built brawlers like the Lotus are such stimulating driver’s cars largely because their focus is on connection, and not mass consumer appeal. While the Porsche might be as fast if not faster over a stretch of country road, the Evora is the one that will leave its user buzzing.


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Well-Driven Lotus Struggles to Match GT2 RS Around Silverstone

It’s quite easy to become desensitized nowadays as, for better or worse, driving a 700-horsepower car doesn’t seem suicidal. Perhaps I’m just a little jaded, but cast your mind back fifteen years, when even 500 horsepower was something that seemed genuinely dangerous, almost a weapon.

Well, perhaps it was then, and perhaps it is no longer. After all, the 991 GT2 RS’ has been able to shake the model’s widowmaker reputation. Steps forward in aerodynamic and mechanical grip, a much friendlier handling balance, a manageable torque curve, and a paddle-shifted gearbox make the latest version a massive step forward from its forebear. Compared to the 997 GT2 RS, a loony car for a rare breed of brave men, the current flagship is—dare I say it—almost clinical.

So, with all that refinement and predictability, it seems another quick car must be used as a benchmark to convey just how absurdly quick the latest force-fed RS is.

The pursuer, an automotive photographer by the name of George Williams, has one of the niftiest track cars around: a Lotus Exige. However, this one has been touched by Komo-Tec, who’ve increased the engine’s output to 463 horsepower with a different pulley, a chargecooler, and a newer intake and exhaust system. Pushing around just 2,425 pounds, it is frighteningly quick and responsive. Plus, a Quaiffe limited-slip differential, a set of big Komo-Tec brakes with Performance Friction race pads, and top-tier Nitron coilovers make it a wonderful all-around car that is completely exploitable on the circuit.

That said, it’s not a pussycat, and is happy to spin the rear wheels—even at higher speeds. It helps that Williams is a very talented shoe, and knows Silverstone and his car well enough to drive in this dramatic, tail-out fashion. Some of those sideways antics are caused by an odd choice in tires—Michelin Cup 2 on front, Nankang NS2R on the rear—and the racing splitter in front, but he manages the car beautifully, despite having to dial in opposite lock regularly.

Still, even with all those assets, Williams struggles to keep the GT2 RS in his sights. Every time a reasonably straight section of the course presents itself, the gray Porsche pulls away and, at times, becomes a speck on the horizon. Only when traffic halts the Porsche’s progress can Williams get a good look at its broad rear haunches, then remark on how cool it is.

Only in the tightest sections, when aided by traffic, can Williams close the gap on the remarkably powerful GT2 RS.


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United colors of Breizh Ball : Porsche 912 eXperience

Vous faites peut être partie des gens qui comme moi croient au destin. Il faut bien reconnaitre que c’est une façon commode d’expliquer une série d’évènements a priori improbables, qui se produisent de façon tout à fait naturelle. Comment expliquer autrement que deux voitures parfaitement identiques sur une ligne d’assemblage terminent avec des histoires aussi […]



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Porsche Tapiro: Hey, what can I say, sometimes they come back worse than they went out…

A Feature Story by Wallace Wyss Now in an ideal world, a coachbuilder would build a concept car and it would go out there and strut its stuff at an auto show and set people’s mouths agog and then be retired to the factory museum and be on display forevermore. Uh-uh. In the real world sometimes they get sold downriver so to speak. And treated cavalierly to put it mildly. Like how about sliding a bomb under it? That’s what happened to the Porsche Tapiro designed by Giorgetto Giugiaro to show off his new car design company, Italdesign. I saw it back in 1971 at the Los Angeles Auto Show, where he got an outsize amount of publicity with his needle-nosed car, the Tapiro, based on a 1970 Porsche 914/6 and using the 2.4 liter engine tuned by Bonomelli to produce 220 hp at 7800 rpm. The double gullwinged car (seen below with two gullwings for passengers and two for the engine/luggage compartment) was Italdesign’s fourth prototype; the Bizzarrini Manta was the first car of any kind designed by Italdesign. The Tapiro was radical in its time and contributed its general shape to the Esprit, Merak, Bora, BMW M1 and […]



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Salon de Genève 2015 : Porsche en piste !

Face au stand Audi, restons en Allemagne chez le cousin […]



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